Prevost H3-45 VIP Owner's Manual
PREVOST H3-45 VIP is a coach or VIP model that features a wide range of maintenance and repair procedures for its components. It contains information on diagnosis, service, and repair for AIR, SUSPENSION, and ELECTRICAL components. Additionally, it provides data plates and certifications for various components, such as the engine, transmission, and power steering pump, ensuring the accuracy and reliability of the information.
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SECTION 00 : GENERAL INFORMATION
CONTENTS
1.
FOREWORD...................................................................................................................................... 00-2
2.
SCHEMATICS ................................................................................................................................... 00-2
3.
PRECAUTIONS TO BE OBSERVED BEFORE WELDING ............................................................. 00-2
4.
SAFETY NOTICE .............................................................................................................................. 00-3
4.1
DATA PLATES AND CERTIFICATIONS.................................................................................... 00-3
4.1.1
Engine ................................................................................................................................. 00-3
4.1.2
4.1.3
4.1.4
Transmission ....................................................................................................................... 00-3
Drive Axle ............................................................................................................................ 00-4
Front Axle ............................................................................................................................ 00-4
4.1.5
4.1.6
4.1.7
Power Steering Pump.......................................................................................................... 00-4
Coach Final Record............................................................................................................. 00-4
Safety Certification .............................................................................................................. 00-4
4.1.8
4.1.9
DOT Certification Label ....................................................................................................... 00-4
EPA Engine Label ............................................................................................................... 00-4
4.1.10
Fuel Tank Label................................................................................................................... 00-5
4.1.11
Vehicle Identification Number (VIN) .................................................................................... 00-5
5.
FASTENER STRENGTH IDENTIFICATION ..................................................................................... 00-7
5.1
S ELF
-L
OCKING
F
ASTENERS
........................................................................................................... 00-8
5.2
R ECOMMENDATIONS F OR R EUSE .................................................................................................. 00-8
5.3
S IX L OBED S OCKET H EAD ............................................................................................................. 00-8
ILLUSTRATIONS
FIGURE 1 : DETROIT DIESEL SERIES 60.............................................................................................. 00-3
FIGURE 2: WORLD TRANSMISSION...................................................................................................... 00-3
FIGURE 3 : TYPICAL SERIAL AND MODEL NUMBERS ........................................................................ 00-4
FIGURE 4 : TYPICAL SERIAL AND MODEL NUMBERS ........................................................................ 00-4
FIGURE 5: ISS TYPICAL SERIAL & MODEL NUMBERS........................................................................ 00-4
FIGURE 6 : POWER STEERING PUMP SERIAL NUMBER.................................................................... 00-4
FIGURE 7 : ENGINE COMPARTMENT ................................................................................................... 00-5
FIGURE 8 : VEHICLE I.D.......................................................................................................................... 00-5
FIGURE 9 : VEHICLE IDENTIFICATION NUMBER ................................................................................. 00-6
FIGURE 10 : THREAD NOTATION .......................................................................................................... 00-7
FIGURE 11: BOLT STRENGTH MARKINGS ........................................................................................... 00-7
FIGURE 12 : SELF-LOCKING FASTENERS............................................................................................ 00-8
FIGURE 13: METRIC - US STANDARD CONVERSION TABLE ............................................................. 00-9
FIGURE 14: CONVERSION CHART....................................................................................................... 00-10
00-1
SECTION 00 : GENERAL INFORMATION
1. FOREWORD
This manual includes procedures for diagnosis, service, maintenance and repair for components of the H3 series coaches or VIP model listed on the front cover page.
This manual should be kept in a handy place for ready reference by the technician. If properly used, it will meet the needs of the technician and owner.
Information provided in Section 1 through 24 pertains to standard equipment items, systems and components as well as the most commonly used optional equipment and special equipment offered on the coach models covered by this manual.
At the beginning of each section; a Table of
Contents and a list of illustrations give the page number on which each subject begins and where each figure is located.
Coach operating information is provided in a separate Operator's Manual. Audio/Video system operator instructions are also included in a separate manual.
More specific information on engine and transmission operating, maintenance, and overhaul information is contained in the applicable engine or transmission service manual published by the engine or transmission manufacturer. Engine and transmission parts information is contained in the applicable engine or transmission parts catalog published by the engine or transmission manufacturer.
All information, illustrations and specifications contained in this manual are based on the latest product information available at the time of publication approval. The right is reserved to make product changes at any time without notice.
Note: Typical illustrations may be used, therefore minor illustration difference may exist when compared to actual parts or other publications.
Prévost Car occasionally sends Maintenance
Information, Warranty Bulletins, Safety Recalls or other literature to update users with the latest service procedures. They are issued, when required, to supplement or supersede information in this manual. Update sheet should be filled out and bulletins should be filed at the end of their respective section for future reference.
2. SCHEMATICS
Vehicle AIR SCHEMATICS are provided at the end of Section 12, "Brake". SUSPENSION AIR
SCHEMATICS are provided at the end of Section
16, "Suspension". Moreover, ELECTRICAL
SCHEMATICS are provided in the technical publications box. Refer to those schematics for detailed circuit information or during diagnosis.
BEFORE WELDING
Caution: Cut off battery power in main power compartment using battery safety switch.
1. Disconnect “Ground” cables from battery terminals.
Note: Disconnect “Ground” cables only.
2. If welding must be done near the dashboard i.e. steering column, you must disconnect all electronic control modules (radio & control head, HVAC, TTLT cluster Volvo). You must also disconnect alternator module located in rear electrical compartment.
3. Disconnect three wiring harness connectors from ECM (Electronic Control Module). The
ECM is mounted on the starter side of the engine.
automatic transmission, disconnect three wiring harness connectors from ECU
(Electronic Control Unit). The ECU is located in rear electrical compartment.
5. For vehicles equipped with ABS (Anti-Lock
Brake System), disconnect wiring harness connectors from ABS Electronic Control Unit.
The ABS Electronic Control Unit is located in the 1 st
baggage compartment.
6. Cover electronic control components and wiring to protect from hot sparks, etc.
7. Do not connect welding cables to electronic control components.
8. Do the appropriate welding on vehicle.
Caution: Position welding machine ground clamp as close as possible to the work.
9. When welding is complete, reconnect ECM,
ECU, ABS electronic control units, etc.
10. Terminate by reconnecting “Ground” cables to battery terminals.
00-2
Section 00 : GENERAL INFORMATION
4. SAFETY NOTICE
This maintenance manual has been prepared in order to assist skilled mechanics in the efficient repair and maintenance of PRÉVOST vehicles.
This manual covers only the procedures as of manufacturing date.
Safety features may be impaired if other than genuine PRÉVOST parts are installed.
Torque wrench tightening specifications must be strictly observed. Locking devices must be installed or replaced by new ones, where specified. If the efficiency of a locking device is impaired, It must be replaced.
This manual emphasizes particular information outlined by the wording and symbols:
Warning: Identifies an instruction which, if not followed, could cause personal injuries.
Caution: Outlined an instruction which, if not followed, could severely damage vehicle components.
Note: Indicates supplementary information needed to fully complete an instruction.
Although, the mere reading of such information does not eliminate the hazard, understanding of the information will promote its correct use.
4.1 DATA PLATES AND CERTIFICATIONS
Delay and confusion can be avoided by placing the complete vehicle identification number of the coach and the serial numbers of the engine on parts orders and correspondence. Also, the transmission, axles, power steering pump chassis and other major components are identified by serial numbers.
4.1.1 Engine
The engine serial and model number are stamped on the cylinder block (as viewed from the flywheel end) on the left side just below the fire deck and above the cast-in Detroit Diesel logo (Fig. 1).
FIGURE 1 : DETROIT DIESEL SERIES 60
01054
In addition, option plates made of laminated paper are located on the rocker cover (starter side). The engine serial and model number and a list of the optional engine equipment is written on the option plate. Refer to this information when ordering replacement parts (Fig. 1).
4.1.2 Transmission
The transmission identification plate is located on the right-rear side or output side of the transmission. The identification plate shows the transmission serial number, part number
(assembly number), and model number. Use all three numbers when ordering parts.
FIGURE 2: WORLD TRANSMISSION
07019
00-3
Section 00 : GENERAL INFORMATION
4.1.3 Drive Axle
FIGURE 3 : TYPICAL SERIAL AND MODEL NUMBERS
11019
4.1.4 Front Axle
FIGURE 4 : TYPICAL SERIAL AND MODEL NUMBERS 10024
FIGURE 5: ISS TYPICAL SERIAL & MODEL NUMBERS
00025C
4.1.5 Power Steering Pump
Power steering pump serial number is engraved on the pump casing (Fig. 6). The pump is mounted on the engine beside the crankshaft pulley.
FIGURE 6 : POWER STEERING PUMP SERIAL NUMBER
00035
4.1.6 Coach Final Record
The Coach Final Record is a record of all data pertaining to the assembly of the coach. This record is included in the technical publication package supplied with the coach. Retain this record in the company records office for reference and safe-keeping.
4.1.7 Safety Certification
Coach components meet specifications and standards as follows:
- Material and parts conform to ASTM and/or
SAE standards in effect at the time of manufacture.
- All factory-installed interior materials meet
FMVSS 302 for fire resistance.
- Certified according to Provincial, State and
Federal Safety standards (Canadian and US)
BMCSS, FMVSS, and CMVSS.
Other applicable certification labels are affixed to the component.
4.1.8 DOT Certification Label
This certifies that coaches manufactured by
Prevost Car Inc., comply with all Federal Motor
Vehicle Safety Standards at the time of manufacture. The DOT Certification label is affixed on the wall, behind the driver's seat.
4.1.9 EPA Engine Label
The exhaust emission certification label affixed above the oil reserve tank certifies that the engine conforms to federal and any state exhaust emission regulations (Fig. 7). It gives the operating conditions under which certification was made.
00-4
Section 00 : GENERAL INFORMATION
4.1.11 Vehicle Identification Number (VIN)
The seventeen digit vehicle identification number
(VIN) is located on a plate (Fig. 8 & 9) located on the windshield frame pillar (driver's side). The
VIN is visible from the outside of the coach.
Make sure the correct vehicle identification number is given when ordering replacement parts. Using the VIN when ordering parts will facilitate processing.
FIGURE 7 : ENGINE COMPARTMENT
23229
4.1.10 Fuel Tank Label
The fuel tank label is molded on the side of the fuel tank. To read this label, unscrew the fuel tank access panel nuts located at the left in the condenser compartment.
FIGURE 8 : VEHICLE I.D.
18479
Note: Record the VIN in the coach documentation and keep with company records.
The VIN will normally be used for vehicle registration and for obtaining vehicle insurance coverage.
00-5
SECTION 00 : GENERAL INFORMATION
FIGURE 9 : VEHICLE IDENTIFICATION NUMBER
YEAR
1996
1997
1998
CODE
T
V
W
YEAR
1999
2000
2001
CODE
X
Y
1
YEAR
2002
2003
2004
CODE
2
3
4
VIN
00-6
5. FASTENER STRENGTH IDENTIFICATION
Most commonly used metric fastener strength property classes are 9.8 and 10.9 with the class identification embossed on the head of each bolt.
Customary (inch) strength classes range from grade 2 to 8 with radial line identification embossed on each bolt head actual grade (i.e., a grade 7 bolt will have 5 embossed radial lines on the bolt head). Some metric nuts will be marked with single digit strength identification numbers on the nut face. Fig. 11 shows the different strength markings. When replacing metric
SECTION 00 : GENERAL INFORMATION fasteners, be careful to use fasteners of the same or greater strength than the original fasteners (the same number marking or higher).
It is also important to select replacement fasteners of the correct size. Correct replacement fasteners are available through the parts division. Some metric fasteners available in after-market parts sources were designed to metric standards of countries other than the
United States and may be of a lower strength, may not have the numbered head marking system, and may be of a different thread pitch.
FIGURE 10 : THREAD NOTATION
00002
FIGURE 11: BOLT STRENGTH MARKINGS
The metric fasteners used on the coach are designed to new standards and may not yet be manufactured by some non-domestic fastener suppliers. In general, except for special applications, the common sizes and pitches are :
•
M 8 X 1.25;
•
M 10 X 1.5;
•
M 12 X 1.75;
•
M 14 X 2;
00-7
00003
Section 00 : GENERAL INFORMATION
5.1 SELF-LOCKING FASTENERS
A self-locking fastener is designed with an interference fit between the nut and bolt threads.
This is most often accomplished by distortion of the top thread of an all-metal nut or bolt or by using a nylon patch on the threads. A nylon insert or the use of adhesives may also be used as a method of interference between nut and bolt threads (Fig. 12).
5.2 RECOMMENDATIONS FOR REUSE
Clean, unrusted self-locking fasteners may be reused as follows : a) Clean dirt and other foreign matter from the fastener; b) Inspect the fastener to ensure there is no crack, elongation, or other sign of fatigue or overtightening. If there is any doubt, replace with a new self-locking fastener of equal or greater strength; c) Assemble parts and hand start fastener; d) Observe that, before the fastener seats, it develops torque per the chart in table two. If there is any doubt, replace with a new selflocking fastener of equal or greater strength; e) Tighten the fastener to the torque specified in the applicable section of this manual;
Fasteners which are rusty or damaged should be replaced with new ones of equal or greater strength.
FIGURE 12 : SELF-LOCKING FASTENERS
00004
SELF-LOCKING FASTENER TORQUE CHART
METRIC
NUTS AND
ALL-METAL BOLTS
N m lbf•in
ADHESIVE OR NYLON N m
COATED BOLTS lbf•in
6 & 6.3
0.4
4.0
0.4
4.0
US STANDARD
NUTS AND
ALL-METAL BOLTS
N m lbf•in
ADHESIVE OR NYLON N m
COATED BOLTS lbf•in
.250
0.4
4.0
0.4
4.0
5.3 SIX LOBED SOCKET HEAD
Six lobed socket head (Torx) fasteners are used in some applications on vehicles covered in this manual. The tools designed for these fasteners are available commercially. However, in some cases, if the correct tool is not available, a hex socket head wrench may be used.
.312
0.6
5.0
0.6
5.0
8
0.8
7.0
0.6
5.0
10
1.4
12
1.2
10
.375
1.4
12
1.0
9.0
.437
1.8
15
1.4
12
12
2.2
18
1.6
14
14
3.0
25
2.4
20
.500
2.4
20
1.8
15
.562
3.2
27
2.6
22
16
4.2
35
3.4
28
.625
4.2
35
3.4
28
.750
6.2
51
5.2
43
20
7.0
57
5.6
46
00-8
SECTION 00 : GENERAL INFORMATION
FIGURE 13: METRIC - US STANDARD CONVERSION TABLE
00-9
00005
SECTION 00 : GENERAL INFORMATION
FIGURE 14: CONVERSION CHART
00-10
00006
SECTION 01: ENGINE
CONTENTS
1.
ENGINE ............................................................................................................................................. 01-3
2.
ENGINE-MOUNTED COMPONENTS............................................................................................... 01-3
2.1
E LECTRONIC C ONTROL M ODULE ................................................................................................... 01-3
2.2
E LECTRONIC U NIT I NJECTOR ......................................................................................................... 01-4
2.3
S YNCHRONOUS R EFERENCE S ENSOR ............................................................................................ 01-4
2.4
T
IMING
R
EFERENCE
S
ENSOR
........................................................................................................ 01-5
2.5
T URBO B OOST P RESSURE S ENSOR ............................................................................................... 01-5
2.6
C OOLANT T EMPERATURE S ENSOR ................................................................................................ 01-6
2.7
F UEL T EMPERATURE S ENSOR ....................................................................................................... 01-6
2.8
A IR T EMPERATURE S ENSOR .......................................................................................................... 01-6
2.9
O IL P RESSURE S ENSOR ................................................................................................................ 01-6
2.10
O IL T EMPERATURE S ENSOR .......................................................................................................... 01-6
3.
ENGINE-RELATED COMPONENTS ................................................................................................ 01-6
3.1
C OOLANT L EVEL S YSTEM (CLS) ................................................................................................... 01-6
3.2
E LECTRONIC F OOT P EDAL A SSEMBLY (EFPA) & T HROTTLE P OSITION S ENSOR .............................. 01-7
3.3
C RUISE C ONTROL S WITCHES (CCS) ............................................................................................. 01-7
3.4
D IAGNOSTIC S YSTEM A CCESSORIES (DSA) ................................................................................... 01-7
3.4.1
Check Engine Telltale Light................................................................................................. 01-7
3.4.2
3.4.3
3.4.4
Stop Engine Warning Light.................................................................................................. 01-8
Stop Engine Override Switch............................................................................................... 01-8
Diagnostic Data Link (DDL) Connectors ............................................................................. 01-8
4.
DDEC IV DIAGNOSTIC CODES ....................................................................................................... 01-8
4.1
R EADING D IAGNOSTIC C ODES – F LASHING L IGHT M ETHOD : ........................................................... 01-8
5.
ENGINE OIL LEVEL........................................................................................................................ 01-10
6.
ENGINE OIL AND FILTER CHANGE ............................................................................................. 01-11
7.
RECOMMENDED ENGINE OIL TYPE ........................................................................................... 01-11
8.
POWER PLANT ASSEMBLY REMOVAL ...................................................................................... 01-12
9.
POWER PLANT ASSY. INSTALLATION ....................................................................................... 01-14
10.
VALVE COVER REMOVAL......................................................................................................... 01-15
11.
JAKE BRAKE .............................................................................................................................. 01-15
12.
ENGINE MOUNTS....................................................................................................................... 01-15
13.
ENGINE TROUBLESHOOTING GUIDE ..................................................................................... 01-17
14.
SPECIFICATIONS ....................................................................................................................... 01-18
01-1
Section 01: ENGINE
ILLUSTRATIONS
FIGURE 1: DETROIT DIESEL SERIES 60 ENGINE (TYPICAL) ............................................................. 01-3
FIGURE 2: ELECTRONIC CONTROL MODULE (ECM).......................................................................... 01-4
FIGURE 3: UNIT INJECTOR CROSS SECTION ..................................................................................... 01-4
FIGURE 4: SRS LOCATION..................................................................................................................... 01-5
FIGURE 5: BULL GEAR ........................................................................................................................... 01-5
FIGURE 6: TIMING GEAR........................................................................................................................ 01-5
FIGURE 7: TURBO BOOST PRESSURE SENSOR ................................................................................ 01-5
FIGURE 8: FUEL TEMPERATURE SENSOR .......................................................................................... 01-6
FIGURE 9: CYLINDER BLOCK ................................................................................................................ 01-6
FIGURE 10: ELECTRONIC FOOT PEDAL ASSEMBLY .......................................................................... 01-7
FIGURE 11: ENGINE OIL LEVEL DIPSTICK ......................................................................................... 01-10
FIGURE 12: ENGINE COMPARTMENT ................................................................................................ 01-11
FIGURE 13: UNDER VEHICLE VIEW .................................................................................................... 01-11
FIGURE 14: ENGINE COMPARTMENT ................................................................................................ 01-12
FIGURE 15: ENGINE COMPARTMENT ................................................................................................ 01-13
FIGURE 16: ENGINE COMPARTMENT ................................................................................................ 01-14
FIGURE 17: RUBBER DAMPER TOLERANCE ..................................................................................... 01-15
FIGURE 18: POWER PLANT CRADLE INSTALLATION....................................................................... 01-16
01-2
1. ENGINE
This vehicle is powered by a 6-cylinder, fourcycle, Detroit Diesel series 60 engine, equipped with an electronic control system (DDEC IV).
This vehicle Series 60 engine comes in one displacement volume: 12.7 liters. Summary information on the Electronic Control System is given in this section.
Complete maintenance and repair information on the engine will be found in the current DDEC IV
Service Manual #6SE483. This maintenance manual covers engine accessories, controls and related components.
Procedures for engine removal and installation are given at the end of this section. The DDEC system is self-diagnostic. It can identify faulty components and other engine-related problems by providing the technician with a diagnostic code.
2. ENGINE-MOUNTED COMPONENTS
Section 01: ENGINE
Refer to DDEC Troubleshooting Guide #6SE492 published by Detroit Diesel for more complete information on diagnosis of components and system problems.
DDEC IV ( D etroit D iesel E lectronic C ontrol) controls the timing and amount of fuel injected by the electronic unit injectors (EUI). The system also monitors several engine functions using electrical sensors, which send electrical signals to the Electronic Control Module (ECM). The
ECM computes the electrical signals and determines the correct fuel output and timing for optimum power, fuel economy and emissions.
The ECM also has the ability to display warnings or shut down the engine completely (depending on option selection) in the event of damaging engine conditions, such as low oil pressure, low coolant level, or high oil temperature.
Two categories divide system components: engine-mounted components and engine-related components.
FIGURE 1: DETROIT DIESEL SERIES 60 ENGINE (TYPICAL)
Engine-mounted components are as follows:
•
Electronic Control Module
•
Electronic Unit Injector
•
Synchronous Reference Sensor
•
Timing Reference Sensor
•
Turbo Boost Pressure Sensor
•
Coolant Temperature Sensor
•
Fuel Temperature Sensor
01105
•
Air Temperature Sensor
•
Oil Pressure Sensor
•
Oil Temperature Sensor
2.1 ELECTRONIC CONTROL MODULE
The Electronic Control Module is mounted, on
Considered the "Brain" of the DDEC IV system, it provides overall monitoring and control of the engine. It does so by comparing input data from the various sensors to a set of calibration
01-3
Section 01: ENGINE data stored in the EEPROM ( E lectrically
E rasable, P rogrammable, R eadO nly M emory) within the Electronic Control Module. After comparing the input data with the calibration data, the ECM sends high-current command pulses to the Electronic Unit Injectors (EUI) to initiate fuel injection. The ECM also receives feedback regarding the start and end of injection for a given cylinder. The EEPROM within the
Electronic Control Module is factory programmed by Detroit Diesel. Reprogramming must be done at a Detroit Diesel authorized service center.
However, some changes may be performed to the cruise control and road speed limiter using a diagnostic data reader (see paragraph "DDEC IV
Diagnostic Codes" in this section).
FIGURE 2: ELECTRONIC CONTROL MODULE (ECM)
01064
2.2 ELECTRONIC UNIT INJECTOR
The Electronic Unit Injector is a compact device that injects diesel fuel directly into the combustion chamber (Fig. 3). The amount of fuel injected and the Electronic Control Module
(ECM) determines the beginning of injection timing. The ECM sends a command pulse, which activates the injector solenoid. The EUI performs four functions:
•
Creates the high-fuel pressure required for efficient injection;
•
Meters and injects the exact amount of fuel required to handle the load;
•
Atomizes the fuel for mixing with the air in the combustion chamber;
•
Permits continuous fuel flow for component cooling.
FIGURE 3: UNIT INJECTOR CROSS SECTION
01106
2.3 SYNCHRONOUS REFERENCE SENSOR
The Synchronous Reference Sensor (SRS) is an electronic component, mounted to the rear of the gear case (Fig. 4). The SRS senses a raised metal pin on the rear of the bull gear and sends a signal to the ECM via a black connector wire.
The SRS extends through a hole in the gear case. It is positioned near the rear of the bull gear. A bolt, inserted through a hole in the SRS bracket, secures the SRS assembly to the gear case.
01-4
Section 01: ENGINE signal to the ECM. The TRS senses a series of evenly spaced special teeth on the timing wheel.
A tooth passes by the TRS as each cylinder crank pin reaches 10
°°°°
before Top-Dead-Center.
The ECM uses these signals to determine injector solenoid operation time. The TRS is nonserviceable and must be replaced as a unit. No adjustment is required.
FIGURE 4: SRS LOCATION
01020
FIGURE 5: BULL GEAR 01021
The bull gear pin passes by the SRS as piston number one crank pin reaches 45
°°°°
before Top-
Dead-Center. The ECM uses this information to determine engine speed.
The SRS is non-serviceable and must be replaced as a unit. No adjustment is required.
2.4 TIMING REFERENCE SENSOR
The Timing Reference Sensor (TRS) is an electronic component mounted on the left side of the gear case (right side of coach), near the crankshaft centerline. The TRS is positioned near the timing wheel gear teeth, extends through an opening in the gear case. A bolt, inserted through a hole in the TRS bracket, secures the TRS assembly to the gear case.
The TRS connector is gray. The TRS sends a
01-5
FIGURE 6: TIMING GEAR
01022
2.5 TURBO BOOST PRESSURE SENSOR
Two bolts mount the Turbo Boost Pressure
Sensor to the intake manifold. A rubber O-ring seals the sensor to the manifold (Fig. 7). This device is a pressure sensor that sends an electrical signal to the ECM. The ECM uses this information to compute the amount of air entering the engine. Turbo boost sensor information regulates fuel supply to control engine exhaust.
The turbo boost sensor is non-serviceable and must be replaced as an assembly. No adjustment is required.
FIGURE 7 : TURBO BOOST PRESSURE SENSOR
01023
Section 01: ENGINE
2.6 COOLANT TEMPERATURE SENSOR
The coolant temperature sensor is mounted on the engine's right side (vehicle's left side). The sensor helps protect the engine against overheating by sensing coolant temperature.
2.7 FUEL TEMPERATURE SENSOR
The Fuel Temperature Sensor (FTS) is installed on the secondary fuel filter (Fig. 8).
The FTS sends an electrical signal to the ECM indicating fuel inlet temperature. The ECM uses this information to calculate fuel consumption.
The FTS is non-serviceable and must be replaced as a unit. No adjustment is required.
FUEL TEMPERATURE SENSOR
FIGURE 8: FUEL TEMPERATURE SENSOR
01024
2.8 AIR TEMPERATURE SENSOR
The Air Temperature Sensor (Fig. 1) located on the engine (starter side) near the intake manifold provides input data to vary hot idle speed and injection timing. This helps to improve cold starts and reduces white exhaust smoke.
2.9 OIL PRESSURE SENSOR
The Oil Pressure Sensor (OPS) is installed in the main engine-oil gallery. A typical location is the left rear corner of the cylinder block (Fig. 9).
The OPS sends an electrical signal to the ECM indicating the engine oil pressure at any given speed. A low oil pressure signal exceeding seven seconds is used by the ECM to begin the stop engine or warning function. The OPS is non-serviceable and must be replaced as a unit.
No adjustment is required.
OIL
PRESSURE
SENSOR
OIL TEMPERATURE SENSOR
FIGURE 9 : CYLINDER BLOCK 01025
2.10 OIL TEMPERATURE SENSOR
The Oil Temperature Sensor (OTS) is installed on the main engine-oil gallery. A typical location is the left rear corner of the cylinder block as shown in Figure 9. The OTS sends an electrical signal to the ECM indicating engine oil temperature. The ECM uses this information to modify engine speed for better cold weather starts and faster warm-ups. Oil temperatures exceeding engine specifications for two seconds or more will illuminate the Check Engine Light.
The OTS is non-serviceable and must be replaced as a unit. No adjustment is required.
3. ENGINE-RELATED COMPONENTS
Engine-related components include:
•
Coolant Level System (CLS)
•
Electronic Foot Pedal Assembly (EFPA) and
Throttle Position Sensor
•
Cruise Control Switch (CCS)
•
Diagnostic System Accessories (DSA)
3.1 COOLANT LEVEL SYSTEM (CLS)
The coolant level system consists of a conductivity probe mounted in the surge tank and an electronic interface module located inside the rear junction box. Coolant level is determined by the change in impedance of the probe and its brass mount when immersed in coolant. The electronic device in the module conditions the signal to levels compatible with DDEC. A low coolant level will trigger the engine warning functions.
01-6
The probe and electronic interface module are non-serviceable items and should be replaced as units, if found defective. No adjustment is required.
3.2 ELECTRONIC FOOT PEDAL ASSEMBLY
(EFPA) & THROTTLE POSITION SENSOR
The Electronic Foot Pedal Assembly (EFPA) connects the accelerator pedal to a Throttle
Position Sensor (TPS). The (TPS) is a device, which sends an electrical signal to the Electronic
Control Module (ECM). The TPS varies in voltage depending on how far the pedal is depressed. The system is installed in the space normally occupied by a mechanical foot pedal.
The (EFPA) has maximum and minimum stops that are built into the unit during manufacturing
(Fig. 10). The (TPS) converts the operator's foot pedal input into a signal for the ECM. The
(EFPA) is shown in Figure 10.
When installed by the equipment manufacturer, the TPS should not require adjustment. If the
TPS is suspected of being misadjusted, confirm that the sensor is installed in accordance with the manufacturer's specifications. It is recommended that the idle count be at 50 or higher with a full throttle count of up to 200.
The TPS is self-calibrating and therefore has no optimum closed throttle or wide open throttle count value. If the counts are within the 50 to 200 range, the sensor is properly set.
FIGURE 10: ELECTRONIC FOOT PEDAL ASSEMBLY
03035
Monitor the (TPS) as the controls move it through its full stroke. Be sure there is no misalignment or obstruction preventing the smooth movement of the TPS through the full stroke. Using a diagnostic data reader, check that the idle and
01-7
Section 01: ENGINE full throttle position counts do not fall within the error zones. The error zones occur when the idle position is less than 14 counts, or when the full throttle position is more than 233 counts. Should these conditions occur, the ECU will signal diagnostic codes of 21-12 for idle error and 21-23 for wide-open throttle error.
3.3 CRUISE CONTROL SWITCHES (CCS)
The four cruise control switches are located in the driver's area on the L.H. side control panel.
1.
Cruise
: This is the main switch that actuates the ECM memory in order to use the speed-regulating mode.
2.
Set
: This switch is used to set the cruise control speed or to decrease the set speed by
2 MPH at each application.
Note
:
Cruise control system will not accept speed settings, nor will the "Resume" switch operate below 20 mph (32 km/h) and the engine speed must be above 1100 RPM.
3.
Resume
: Each time this switch is actuated, the speed will be increased by 2 mph (3,5 km/h). This switch allows the driver return to the last regulated speed following a brake or
"DECEL" switch application.
Note : On-off switch must be in the "ON" position in order to return to the last regulated speed.
4.
Decel
: Will cancel the cruise temporarily and let the vehicle coast. Set speed is still in memory for resume.
For additional information, see the "Operator's
Manual" or the "Owner's Manual".
3.4 DIAGNOSTIC SYSTEM ACCESSORIES
(DSA)
The DDEC IV engine Diagnostic System
Accessories include the following:
•
Check Engine telltale light;
•
Stop Engine telltale light;
•
Stop Engine Override switch;
•
Diagnostic Data Link (DDL) connectors.
3.4.1 Check Engine Telltale Light
The Check Engine telltale, mounted on the telltale light panel indicates that a problem has been detected and that a code has been stored
Section 01: ENGINE in the ECM memory. This light also has a 5second bulb check when the ignition is first turned on. The Check Engine telltale illuminates when the temperature at coolant sensors exceeds 217
°°°°
F (103
°°°°
C) and the temperature at oil sensors exceeds 260°F (127°C). When sensors reach those temperatures, DDEC starts to decrease engine power linearly.
3.4.2 Stop Engine Warning Light
This light, also mounted on the telltale light panel, illuminates to indicate that a major engine problem is occurring (with the exception of a 5second bulb check when the ignition is first turned on). The Stop Engine Light illuminates when the temperature at coolant sensors exceeds 222°F (106°C) and the temperature at oil sensors exceeds 239°F (115°C). When sensors detect such temperatures, DDEC shuts the engine down after a 30 seconds grace period. This 30-second delay may be extended another 30 seconds (if absolutely necessary) by using the STOP ENGINE OVERRIDE switch.
Note
: Once engine is stopped, it can not be restarted until the malfunction is corrected.
3.4.3 Stop Engine Override Switch
This switch, mounted on the dashboard, may be used to extend the 30-second delay period before engine shutdown when the Stop engine telltale light is illuminated. This switch can be repeatedly depressed in order to move the vehicle out of traffic.
Note
: The stop engine override switch will be operative only if it has been depressed before the end of the 30 second delay period.
Caution:
The OVERRIDE switch must be used only in emergency cases, such as to move the vehicle out of traffic. Excessive use of this switch can cause serious damage to the engine.
This switch is also used for DDEC diagnostic code requests. Press this switch with the engine at idle or off but with the ignition in the "ON" position and active codes will be flashed on the
CHECK ENGINE and STOP ENGINE telltale lights alternately. Refer to “DDEC IV
DIAGNOSTIC CODES” in this section for more information.
3.4.4 Diagnostic Data Link (DDL) Connectors
A connector is mounted on the L.H. footwell wall.
Another connector is located in the rear electric
01-8 compartment. They allow the connection of the
Diagnostic Data Reader (DDR) to read the codes or to access pertinent data on the condition of the engine. This enables a more complete analysis of any defect found in the DDEC system operation. For more information, see Detroit
Diesel Troubleshooting Guide #6SE492.
4. DDEC IV DIAGNOSTIC CODES
4.1 READING DIAGNOSTIC CODES –
FLASHING LIGHT METHOD:
DDEC IV makes use of two types of codes:
Active and inactive. The difference between the two types of codes is as follows:
Active Codes
: Codes that are currently keeping the Check Engine or Stop Engine telltale light illuminated. Active codes are flashed via the
Stop Engine Light when checked with the stopengine-override switch.
Inactive Codes
: These are all the codes logged in the ECM (whether or not they are currently turning on the Stop or Check Engine
Light). Inactive codes are flashed via the Check
Engine telltale light when checked with the stopengine-override switch. In most instances, only the DDR can provide the information necessary for a quick diagnosis of the problem. If you just need to read out codes, however, and do not have a DDR available, the following procedure will let you read out codes. Make sure the rearstarting switch (located in the engine compartment) is in the normal position. With the ignition ON, the engine idling or engine shut-off, momentarily depress the Stop Engine Override switch. Active codes will be flashed on the stop engine telltale, followed by the inactive codes being flashed on the check-engine telltale panel.
The cycle repeats itself until the operator depresses the stop engine override switch again.
A code "43" consists of four flashes, followed by a short pause, then three flashes in quick succession.
Refer to DDEC Troubleshooting Manual 6SE497 for more information and SAE codes.
Note
: Active codes are flashed in ascending numerical flash code order. Inactive codes are flashed in most recent to least recent order.
Note
: Fault codes can only be cleared using the
DDR.
37
41
43
45
47
52
54
56
58
DDEC
Code
Number
(Flashed)
11
13
DESCRIPTION
Variable speed governor sensor input voltage low
Coolant level sensor input voltage low
15
17
21
23
25
27
31
33
35
Oil, coolant or intercooler temperature sensor input voltage low
Bypass or throttle valve position sensor input voltage high
TPS input voltage high
Fuel temperature sensor input voltage high
No active codes
Air inlet or intake air temperature sensor input voltage high
Auxiliary high side output open circuit or short to ground
Turbo boost pressure sensor input voltage high
Oil pressure sensor input voltage high
Fuel pressure sensor input voltage high
Too many SRS (missing TRS)
Coolant level low
Oil pressure low
Fuel, air inlet or turbo boost pressure high
ECM A/D conversion fault
Vehicle speed sensor fault
J1587 data link fault
Torque overload
48
53
55
57
61
Section 01: ENGINE
DDEC
Code
Number
(Flashed)
12
14
16
18
22
24
26
28
32
34
36
38
42
44
46
DESCRIPTION
Variable speed governor sensor input voltage high
Oil, coolant or intercooler temperature sensor input voltage high
Coolant level sensor input voltage high
Bypass or throttle valve position sensor input voltage low
TPS input voltage low
Fuel temperature sensor input voltage low
Auxiliary shutdown #1 or #2, input active
Air inlet or intake air temperature sensor input voltage low
Check Engine Light or Stop Engine
Light short to battery (+) or open circuit
Turbo boost pressure sensor input voltage low
Oil pressure sensor input voltage low
Fuel pressure sensor input voltage low
Too few SRS (missing SRS)
Oil, coolant, intercooler or intake air temperature high
ECM battery voltage low
Fuel or air inlet pressure low
ECM non volatile memory fault
J1939 data link fault
J1922 data link fault
Injector response time long
01-9
Section 01: ENGINE
DDEC
Code
Number
(Flashed)
62
64
DESCRIPTION
Auxiliary output short to battery (+) or open circuit or mechanical fault
Turbo speed sensor input fault
66
68
72
Engine knock sensor input fault
TPS idle validation switch open circuit or short to ground
Vehicle overspeed
74
76
81
83
85
87
Optimized idle safety loop short to ground
Engine overspeed with engine brake
Oil level, crankcase pressure, dual fuel BOI or exhaust temperature voltage high
Oil level, crankcase pressure, exhaust temperature or external pump pressure high
Engine overspeed
External pump or barometer pressure sensor input voltage low
5. ENGINE OIL LEVEL
Check the oil level daily with the engine stopped.
If the engine has just been stopped and is warm, wait at least 10 minutes to allow the oil to drain back to the oil pan before checking. Wipe the dipstick clean then check oil level. The level should always be within the safe range on the dipstick (Fig. 11). Add the proper grade of oil to maintain the correct level on the dipstick. All diesel engines are designed to consume some oil, so a periodic addition of oil is normal.
Warning : Touching a hot engine can cause serious burns.
Caution
:
Do not overfill. Oil may be blown out through the crankcase breather if the crankcase is overfilled.
DDEC
Code
Number
(Flashed)
63
65
67
DESCRIPTION
PWM drive short to battery (+) or open circuit
Throttle valve position input fault
Coolant or air inlet pressure sensor input voltage fault
71
73
75
77
82
84
86
88
Injector response time short
Gas valve position input fault or ESS fault
ECM battery voltage high
Fuel temperature high
Oil level, crankcase pressure, dual fuel BOI or exhaust temperature voltage low
Oil level low or crankcase pressure low
External pump or barometer pressure sensor input voltage high
Coolant pressure low
Caution : Clean end of tube before removing the dipstick to prevent oil contamination.
FIGURE 11: ENGINE OIL LEVEL DIPSTICK
01027
Caution:
If the oil level is constantly above normal and excess lube oil has not been added to the crankcase, consult with an authorized
Detroit Diesel service outlet for the cause. Fuel or coolant dilution of lube oil can result in serious engine damage.
The vehicle is provided with an oil reserve tank above the engine. To adjust oil level, open the oil reserve tank valve and allow oil to discharge into the engine until the "Full" mark on the dipstick is
01-10
Section 01: ENGINE reached then close the valve. Check oil reserve tank level and pour oil in the reserve tank if necessary (Fig. 12).
FIGURE 12: ENGINE COMPARTMENT
01050
6. ENGINE OIL AND FILTER CHANGE
Both the oil and filter should be changed every
12,500 miles (20,000-km) or once a year, whichever comes first. However, changes that are more frequent may be required when the engine is subject to high levels of contamination and/or overheating. Change intervals may be decreased or gradually increased with experience on specific lubricants until the most practical service condition has been established.
Always refer to the lubricant manufacturer's recommendations (analysis of drained oil can be helpful).
Caution
:
Do not use solvents to dilute the engine oil when draining. Dilution of fresh oil can occur which may be detrimental to the engine.
Change engine oil with the vehicle on a flat and level surface and with the parking brake applied.
It is best to drain the oil when the engine is still warm.
1. From under the vehicle, remove the engine drain plug on the oil pan. Allow oil to drain
(Fig. 13).
Warning : Hot engine oil can cause serious burns. Wear coveralls with sleeves pulled down and gloves to protect hands.
2. Reinstall the drain plug.
FIGURE 13: UNDER VEHICLE VIEW
01029
3. Remove the spin-on filter cartridge using a
1/2" drive socket wrench and extension.
4. Dispose of the used oil and filter in an environmentally responsible manner in accordance with state and/or federal (EPA) recommendations.
5. Clean the filter adapter with a clean rag.
6. Lightly coat the filter gasket (seal) with clean engine oil.
7. Install the new filter on the adapter and tighten manually until the gasket touches the mounting adapter head. Tighten full-flow filters an additional two-thirds of a turn manually. Then, manually tighten bypass filter one full turn.
Caution:
Overtightening may distort or crack the filter adapter.
8. Remove the engine-oil filler cap and pour oil in the engine until it reaches the "FULL" mark on the dipstick (Fig. 11).
9. Start and run the engine for a short period and check for leaks. After any leaks have been corrected, stop the engine long enough for oil from various parts of the engine to drain back to the crankcase (approximately 20 minutes).
10. Add oil as required to bring the level within the safe range on the dipstick (Fig. 11).
7. RECOMMENDED ENGINE OIL TYPE
To provide maximum engine life, lubricants shall meet the following specifications: SAE Viscosity
Grade: 15W-40 API Classification: CH-4.
01-11
Section 01: ENGINE
Note
: Monograde oils should not be used in these engines regardless of API Service
Classification .
Note
: The use of supplemental oil additives is discouraged from use in Detroit Diesel Engines .
Synthetic oils
: Synthetic oils may be used in
Detroit Diesel engines provided they are APIlicensed and meet the performance and chemical requirements of non-synthetic oils outlined previously. Synthetic oils do not permit extension of recommended oil drain intervals.
Lubricant Selection World Wide
: Oils meeting API CD or CC specifications may be used if they also meet military specification MIL-
L-2104 D or E. Oils which meet European CCMC
D4 specifications may also be used.
Modification of drain interval may be necessary, depending on fuel quality. Contact Detroit Diesel
Corporation for further guidance.
8. POWER PLANT ASSEMBLY REMOVAL
To access the engine or engine-related components, the vehicle power plant assembly must be removed as a whole unit by means of a slide-out cradle. The power plant assembly includes the engine, transmission (including retarder if so equipped), air compressor, alternator and transmission oil cooler.
Remove the power plant assembly as follows:
Caution:
Tag hoses and cables for identification before disconnecting in order to facilitate reinstallation. Plug all openings to prevent dirt from entering the system .
Note:
No parts within the ECM are serviceable.
If found defective, replace the complete ECM unit .
1. Disconnect the battery or batteries from the starting system by removing one or both of the battery cables from each battery system.
With the electrical circuit disrupted, accidental contact with the starter button will not produce an engine start. In addition, the Electronic Unit
Injectors (EUI) will be disabled, preventing any fuel delivery to the injector tips.
Warning
: Due to the heavy load of the rear bumper assembly, it must be adequately supported before attempting to remove it .
2. Remove the rear bumper assembly from the vehicle. Refer to Section 18, BODY, under
"REAR BUMPER REMOVAL AND
INSTALLATION".
3. Drain the engine cooling system. Refer to
Section 05, COOLING under "DRAINING
COOLING SYSTEM".
FIGURE 14: ENGINE COMPARTMENT
01044
4. Locate the belt tensioner control valve
(Fig. 14). Turn handle clockwise in order to release pressure in belt-tensioner air bellows and loosen belts. Remove the belts.
5. Release all pressure from the air system.
Refer to Section 12, BRAKES & AIR SYSTEM for instructions.
6. Disconnect and remove the engine-air intake duct mounted between air cleaner housing and turbocharger inlet (1, Fig. 16).
Caution:
To avoid damage to turbocharger, cover the turbocharger inlet opening to prevent foreign material from entering.
7. Disconnect and remove the air intake duct mounted between the air cooler outlet and the engine intake (2, Fig. 16).
8. Disconnect and remove section of coolant pipe assembly mounted between the radiator outlet and the water pump inlet (3, Fig. 16).
9. Disconnect the coolant delivery hose located close to the water pump.
10. Disconnect the electric fan-clutch connector, close to the water pump (Fig. 15).
01-12
FIGURE 15: ENGINE COMPARTMENT
01069 bracket of the fan-drive assembly tensioner.
Remove the upper bracket (4, Fig. 16).
12. If necessary, remove the fan drive from the motor compartment by removing the four retaining bolts, washers and nuts securing the fan drive to the floor.
mounted between the turbocharger outlet and the air cooler inlet (5, Fig. 16).
thermostat housing and from the coolant pipe assembly.
15. Disconnect and remove a section of coolant pipe assembly mounted between the thermostat housings and the radiator inlet.
connected to the heater line valve and to the water pump.
17. Disconnect the small heater hose located on the cylinder head at the back of the engine.
mounted between the turbocharger outlet and the exhaust bellows. If necessary, refer to
Section 04: EXHAUST SYSTEM under
“Muffler Removal And Installation".
Caution:
To avoid damage to turbocharger, cover the turbocharger outlet opening to prevent foreign material from entering.
19. Disconnect the block heater connector above the power steering pump (6, Fig. 16).
Section 01: ENGINE
20. Disconnect the steel-braided airline from the
A/C compressor air bellows.
valve located at the reserve tank drain
(7, Fig. 16).
22. Disconnect the power steering pump supply and discharge hoses. Cap hose openings immediately to limit fluid loss. Remove retaining clips from cradle (8, Fig. 16).
primary fuel filter. Disconnect the fuel line connected to inlet port. On vehicles equipped with the optional water-separator-fuel-filter, disconnect the connector and remove cable ties from cradle.
governor steel-braided airlines and manual filling airlines from compressor. Remove retaining clips.
compressor head to the sump tank.
26. Disconnect ground cables from rear subframe ground-stud located close to the starter motor.
27. Disconnect positive cable (red terminal) from starting motor solenoid.
main connectors from ECM and remove retaining clips from engine compartment backwall.
transmission provided with a hydraulic output retarder, disconnect steel-braided airline from pressure regulator output. The pressure regulator is mounted in the upper section of engine compartment backwall and is accessible through the engine compartment
R.H. side door.
fixed on engine cylinder head end.
operated cold-starting aid, disconnect the delivery hose from the starting-aid cylinder solenoid valve. Remove cable ties securing hoses.
32. Disconnect turbo boost pressure gauge airline from engine air intake.
01-13
Section 01: ENGINE
FIGURE 16: ENGINE COMPARTMENT
33. Only if the vehicle is equipped with a retarder, remove the transmission rubber-damper assembly above transmission by removing: nut, bushing, rubber damper, rubber damper guide, bolt and washer. Remove the rubber damper bracket from transmission
On the left side: four on rear side with one close to yoke. On right side: close to the solenoid valve of the output retarder.
propeller shaft as detailed in Section 09, under heading "Propeller Shaft Removal".
36. Inspect the power plant assembly to ensure that nothing will interfere when sliding out the cradle. Check for connections or hoses not mentioned in this list as some vehicles are equipped with special or aftermarket components.
37. Remove the six retaining bolts, washers and nuts securing the power plant cradle to the vehicle rear subframe (Fig. 18).
Note : Check if any spacer(s) have been installed between power plant cradle and vehicle rear subframe, and if so, note position of each washer for reinstallation purposes.
01109
38. Using a forklift, with a minimum capacity of
4,000 lbs (1 800 kg), slightly raise the power plant cradle.
compartment. Make sure all lines, wiring and accessories are disconnected and are not tangled.
Caution : Due to the minimum clearance between the power plant equipment and the top of the engine compartment, extreme care should be used to raise the power plant cradle, just enough to free the cradle. Clearance between power plant cradle and mounting rail should range between 1/4" and 1/2" (6-12 mm).
9. POWER PLANT ASSY. INSTALLATION
To install a power plant assembly, follow the same procedure as in "Power Plant Assembly
Removal" except in reverse order, then proceed with the following:
1. Torque the power plant cradle mounting bolts to 113-144 lbf•ft (153-195 N•m).
•
For vehicles equipped with an Allison automatic transmission and a retarder:
01-14
a) Install transmission bracket (Fig. 17), tighten to 71-81 lbf•ft (96-110 N•m).
damper assembly above transmission by assembling: bolt, washer, rubber damper guide, rubber damper, bushing nut.
c) Respect damper tolerance of 58 mm
(Fig. 17).
2. If fan drive has been removed, reinstall and align as per Section 05, COOLING SYSTEM, under "FAN DRIVE ALIGNMENT".
3. Refill cooling system with saved fluid (refer to
Section 05, COOLANT SYSTEM).
4. Once engine fuel system has been drained, it will aid restarting if fuel filters are filled with fuel oil (refer to Section 03, FUEL SYSTEM).
FIGURE 17: RUBBER DAMPER TOLERANCE
07014
5. Start engine for a visual check. Check fuel, oil, cooling, pneumatic and hydraulic system connections for leakage. Test operation of engine controls and accessories.
10. VALVE COVER REMOVAL
The following instructions explain how to remove the valve cover for valve, injector or Jake Brake maintenance, without having to remove the engine:
1. Remove air intake duct (1, Fig. 16).
2. Remove the air intake duct mounted between the air cooler outlet and the engine intake (2, Fig. 16).
3. Disconnect ventilation pipe from valve cover.
01-15
Section 01: ENGINE
4. Remove engine cover.
5. Adjust Jake Brake (if applicable), injectors and valves following instructions in the
Detroit Diesel service manual for series 60 engines.
6. Verify engine cover gasket and replace if necessary.
Note
: New gasket must be ordered directly from
Detroit Diesel.
7. Reinstall engine cover and tighten bolts to
18-22 Lbf·ft (25-30 N·m), in a criss-cross pattern.
8. Reconnect ventilation pipe to engine cover.
9. Reinstall air ducts.
11. JAKE BRAKE
Refer to both "The Jake Brake Troubleshooting and Maintenance Manual" and "Jake Brake
Series 60 Service Manual" for troubleshooting and installation procedures. They are annexed at the end of this section.
12. ENGINE MOUNTS
The power plant assembly on a vehicle powered with a series 60 engine is mounted to the cradle by means of four rubber mounts.
Two rubber mounts are used at the front of the engine while two others are mounted on each side of the flywheel housing (Fig. 18).
It is recommended that new rubber mounts be installed at each major overhaul.
Section 01: ENGINE
FIGURE 18: POWER PLANT CRADLE INSTALLATION
01107
01-16
13. ENGINE TROUBLESHOOTING GUIDE
START
Section 01: ENGINE go to step 2 does the engine rotate ?
is the engine starting ?
no no yes go to step 3 yes does the red
"Stop Engine" indicator illuminate and go off after 5 sec. ?
no faulty 12-volt-system power supply, probable causes :
- battery cables improperly connected
- fuse blown
- faulty battery equalizer
- activate the DDEC self-diagnostic system and contact your Detroit Diesel service center step 2 yes see note 1 plug the Diagnostics Data
Reader DDR into the receptacle or momentarily depress the stop engine "OVERRIDE" switch to activate the DDEC self-diagnostic system with diagnostic code in hand, contact your
Detroit Diesel service center engine does not rotate there may be a problem with the starter or starter circuit. Contact Detroit
Diesel or Prévost Action
Service yes what is the voltage reading on 24-voltsystem dashboard indicator ?
lower than
24 volts faulty 24-volt-system power supply or l ow battery voltage. Contact
Prévost Action Services higher than
24 volts is the shift selector to neutral "N" position ?
no place the shift selector to neutral "N" position and start the engine yes is the rear start selector to
"NORMAL" position?
no
Set the rear start selector to "NORMAL"
01-17
Section 01: ENGINE step 3 note 1
REFERENCES
-Operator's Manual chap. 3,4 & 8
-Detroit Diesel pamphlet "DDEC
III/IV diagnostic codes and MPSI reader functions"
-8V92 series engine, switch is located in service compartment with diagnostic code in hand, contact your
Detroit Diesel service center note 2 see the analog voltage indicator on the dashboard or consult the
MCD "Message Center Display" on the telltale panel. See the
Operator's Manual chap. 4 for more details is there motor exhaust fumes
?
yes plug the Diagnostics Data see note 1
Reader DDR into the receptacle or momentarily depress the stop engine
"OVERRIDE" switch to activate the DDEC selfdiagnostic system no probable causes :
- 12-volt-system batteries low
- faulty battery equalizer
- 12-volt-system batteries improperly connected
- 12-volt-system battery master switch to "OFF" position (H3-40) lower than
10 volts what is the voltage reading on the
12-volt-system indicator ?
higher than
10 volts see note 2 probable cause :
-no fuel
-check the 2 breakers on the injector feeding system.
Contact Detroit Diesel or Prévost Action Service
01089
14. SPECIFICATIONS
Series 60 Engine
Make .........................................................................................................................................Detroit Diesel
Type ................................................................................................................Diesel four cycle/in-line engine
Description .......................................................................................................Turbo/Air to air charge cooled
No. of cylinders............................................................................................................................................. 6
Operating range .................................................................................................................... 1200-2100 RPM
Maximum RPM........................................................................................................................................ 2100
Displacement, 12.7 Liters:
Bore & Stroke.............................................................................................. 5.12 X 6.30 in (130 X 160 mm)
Horsepower Range ....................................................................................... 330 BHP, 400 BHP, 500 BHP
Lubricant
Heavy-duty engine oil SAE Viscosity Grade 15W-40, API Classification CH-4 and meeting MIL-L-2104 D or
E specifications. Synthetic oil may be used if it meets the performance and chemical requirements of nonsynthetic oils outlined previously. Some engine operating conditions may require exceptions to this recommendation.
Caution : To avoid possible engine damage, do not use single grade (Monograde) lubricants in Detroit
Diesel four-cycle Series 60 engines, regardless of API classification.
01-18
Section 01: ENGINE
Capacity
Oil reserve tank .................................................................................................................. 10 US qts (9.5 L)
Engine oil level quantity
Oil Pan Capacity, Low Limit .............................................................................................. 26 quarts/25 liters
Oil Pan Capacity, High Limit.............................................................................................. 32 quarts/30 liters
Total Engine Oil Capacity with Filters................................................................................ 41 quarts/39 liters
Lubricating oil filter elements
Make ...................................................................................................AC Rochester Div. GMC # 25014505
Make ............................................................................................................................. A/C Filter # PF-2100
Type ................................................................................................................................................ Full Flow
Prévost number..................................................................................................................................510458
Torque specification
Engine oil filter...............................................................................Tighten 2/3 of a turn after gasket contact
Filters
Engine Air Cleaner Filter
Make ..............................................................................................................................Nelson # 70337-N
Prévost number ..............................................................................................................................530197
Engine Coolant Filter/Conditioner
Make ..............................................................................................Nalco Chemical Company # DDF3000
Make ................................................................................................................. Detroit Diesel # 23507545
Prévost number...............................................................................................................................550630
Note:
For primary and secondary fuel filters, refer to Specifications in section 03.
01-19
SERIES 60 SERVICE MANUAL
4. Install the bolts that secure the accessory drive housing to the gear case cover and tighten to 30–38 N·m (22–28 lb·ft) torque using the pattern shown. See Figure 1–413.
Figure 1-413 Accessory Drive Housing Bolt Torque Sequence
5. Check the bull gear-to-accessory drive gear backlash. Refer to section 1.21.2.1.
6. Adjust the alternator belts. Refer to section 13.12.10.
7. Tighten the alternator mounting bolts.
8. Install any other components removed for this procedure.
9. Refer to section 11.3 for verification of proper accessory drive installation.
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION From Bulletin 16-60-99 1-521
1.29
JAKE BRAKE
1.29 JAKE BRAKE
The engine brake has been designed to fit on the Series 60 engine with no additional valve cover spacers. There are three styles of valve covers for the Series 60 engine. On engines equipped with a two-piece aluminum valve cover, it is NOT necessary to remove the lower valve cover to install the engine brake. However, one style of upper valve cover may require modification at the breather housing location (inside) for engine brake clearance.
The model, part number and serial number are located on the nameplates at the top of each housing. See Figure 1-414.
1. Identification Plate
Figure 1-414 Nameplate Location on Housing
NOTICE:
Only the specific brake model can be used with the engine model it was designed for. Also, the correct slave piston adjustment specification must be used. Failure to follow these instructions may result in serious engine or engine brake damage.
Listed in Table 1-9 are the different Jake Brake models used and the slave piston adjustment specification.
1-522 From Bulletin 16-60-99
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION
SERIES 60 SERVICE MANUAL
Model Number
6067WU40
6067GU40
6067WU60
6067GU40
6067GU28
6067GU91
6067WK60
6067GK60
6067GK28
6067EK60
6067PK60
6067TK60
6067TK45
6067MK60
6067BK60
6067HKXX
Model Year
Pre-1991
Pre-1991
1991
1991
1991
1991
1994
1994
1994
1998
1998
1998
1998
1998
1998
1998 (Non-Line
Haul)
Engine
Displacement
11.1L
12.7L
11.1L
12.7L
12.7L
12.7L
11.1L
12.7L
12.7L
11.1L
12.7L
12.7L
12.7L
12.7L
12.7L
14L
Engine Brake
760/760A
760/760A
760/760A
765
765
765
760A
765
765
760B
765A
765A
765A
770
770
770 0.660 mm (0.023 in.)
6067MK28,
6067MK45,
6067MK57,
6067MK60
6067BK28,
6067BK45,
6067BK57, 6067BK60
6067HK45, 6067HK60
6067WK28,
6067WK60
6067LK28, 6067LK45,
6067LK60
6063GK60,
6067GK28,
6067GK45,
6067GK91,
6067PK62, 6067TK28,
6067TK60, 6067TK62
6067HK62
2000
2000
2000
2000
2000
2000
2000
12.7L Standard
12.7L Premium
14L U.S.
11.1L
11.1L
12.7L
14L Australian
790
790
790A
790B
790B
790B
790C
0.660 mm (0.026 in.)
0.660 mm (0.026 in.)
0.660 mm (0.026 in.)
0.660 mm (0.026 in.)
0.660 mm (0.026 in.)
0.660 mm (0.026 in.)
0.660 mm (0.026 in.)
All slave piston adjustments shown here are current as of the date of this manual and supersede all previous adjustments.
XXXX = Model numbers to be determined.
Table 1-9 Jake Brake Model Information
Slave Piston
Adjustment
0.660 mm (0.026 in.)
0.508 mm (0.020 in.)
0.660 mm (0.026 in.)
0.660 mm (0.026 in.)
0.660 mm (0.026 in.)
0.660 mm (0.026 in.)
0.660 mm (0.026 in.)
0.660 mm (0.026 in.)
0.660 mm (0.026 in.)
0.584 mm (0.023 in.)
0.584 mm (0.023 in.)
0.584 mm (0.023 in.)
0.584 mm (0.023 in.)
0.660 mm (0.023 in.)
0.660 mm (0.023 in.)
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION From Bulletin 16-60-99 1-523
1.29
JAKE BRAKE
NOTE:
All engines built after serial number 06R0004455 have the correct engine parts for engine brake installation. The model numbers have changed because of design changes in the engine brakes.
NOTE:
All Series 60 engines with serial numbers 06R0004455 or higher are Jake Brake ready.
Do not install a Jake Brake on engines with lower serial numbers.
Effective December 16,1999, Model 790 Jake Brakes are used on all Series 60 engines requiring an engine brake.
Former Jake Brake production models for the Series 60 engine were the 760A (which replaced model 760), 760B, 765, 765A, and 770.
Detroit Diesel engine model Nos. 6067GU28 and 6067GK28 are for bus/coach applications. Due to interference fits on some coach chassis, a two-housing Jake Brake kit may be required. Contact your Detroit Diesel Distributor for information on these kits.
1-524 From Bulletin 16-60-99
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION
SERIES 60 SERVICE MANUAL
Energizing the engine brake effectively converts a power-producing diesel engine into a power-absorbing air compressor. This is accomplished through motion transfer using a master-slave piston arrangement which opens cylinder exhaust valves near the top of the normal compression stroke, releasing the compressed cylinder charge to exhaust. See Figure 1-415.
1. Exhaust Valve
2. Slave Piston Assembly
3. Exhaust Valve
4. Leveling Screw
5. Slave Piston Adjusting Screw
6. Accumulator
Figure 1-415 Jake Brake Schematic
7. Oil In
8. Check Valve (Model 760)
9. Solenoid Valve
10. Control Valve
11. Master Piston
12. Injector Pin and Roller
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION From Bulletin 16-60-99 1-525
1.29
JAKE BRAKE
The blowdown of compressed air to atmospheric pressure prevents the return of energy to the engine piston on the expansion stroke, the effect being a net energy loss, since the work done in compressing the cylinder charge is not returned during the expansion process.
Exhaust blowdown occurs as the energized solenoid valve permits engine lube oil to flow under pressure through the control valve to both the master piston and the slave piston. See Figure 1-415.
Oil pressure causes the master piston to move down, coming to rest on the injector rocker arm roller.
The injector rocker arm begins its travel as in the normal injection cycle, moving the master piston upward and directing high-pressure oil to the slave piston. The ball check valve in the control valve traps high-pressure oil in the master-slave piston system.
High pressure oil causes the slave piston to move down, momentarily opening the exhaust valves, while the engine piston is near its top-dead-center position, releasing compressed cylinder air to the exhaust manifold.
At the bottom of its stroke, the slave piston separates from the valve in the slave piston adjusting screw, allowing high pressure oil to flow into the accumulator. This reduces the pressure in the high pressure circuit, permitting the slave piston to retract and the exhaust valves to close in preparation for the normal exhaust valve cycle. The oil pressure reserved in the accumulator ensures that the hydraulic circuit is fully charged for the next cycle. Compressed air escapes to the atmosphere, completing a compression braking cycle.
1-526 From Bulletin 16-60-99
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION
SERIES 60 SERVICE MANUAL
The Jake Brake is electronically controlled. Jake Brake control system wiring will vary depending on the vehicle manufacturer. For a general overview of the Jake Brake, see Figure 1-416 and see Figure 1-416a.
1. Ball Check Valve (Model 760 Only)
2. Control Valve
3. Solenoid Valve
4. Accumulator Piston
Figure 1-416
5. Power Lash Assembly
6. Slave Piston
7. Bridge
8. Master Piston
Typical Model 760, 765, or 770 Jake Brake Assembly
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION From Bulletin 16-60-99 1-527
1.29
JAKE BRAKE
1. Solenoid Valve
2. Upper Seal
3. Center Seal
4. Lower Seal
5. Master Piston
6. Master Piston Pushrod
7. Master Piston Spring
8. Washer
9. Retaining Ring
10. Control Valve
11. Outer Control Valve Spring
12. Inner Control Valve Spring
13. Washer
14. Retaining Ring
15.J-Lash ® Screw
16. Locknut
17. Slave Piston
18. Slave Piston Bridge
19. Outer Slave Piston Spring
20. Inner Slave Piston Spring
21. Slave Piston Spring Seat
22. Shoulder Bolt
Figure 1-416a Typical Model 790 Jake Brake Assembly
NOTICE:
This application and adjustment information must be strictly followed. Failure to follow these instructions may result in serious engine or engine brake damage.
1-528 From Bulletin 16-60-99
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION
SERIES 60 SERVICE MANUAL
1.29.1
Repair or Replacement of Jake Brake
To determine if repair is possible or replacement is necessary, perform the following procedure.
See Figure 1-417.
Figure 1-417 Jake Brake Repair or Replacement Flowchart
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION From Bulletin 16-60-99 1-529
1.29
JAKE BRAKE
1.29.2
Removal of Model 760, 765, or 770 Jake Brake
Remove the model 760, 765, or 770 Jake Brake as follows:
NOTE:
The following procedures apply to Model 760, 765, and 777 Jake Brakes. For Model 790
Jake Brake removal procedures, refer to section 1.29.6.
To avoid possible personal injury, never remove any engine brake component with engine running.
1. Disconnect starting power for engine. Refer to OEM guidelines.
2. Remove the engine rocker cover. Refer to section 1.6.2 for one-piece, refer to section 1.6.3
for two-piece and refer to section 1.6.5 for three-piece.
NOTE:
If the engine is equipped with an aluminum two-piece valve cover, remove only the upper valve cover when installing the engine brake.
3. Note the location of the rocker arm shaft, the exhaust valve rocker arm, the fuel injector rocker arm, and the intake valve rocker arm.
4. Disconnect the solenoid wiring harness connectors from the engine brake solenoids.
See Figure 1-418.
1-530 From Bulletin 16-60-99
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION
SERIES 60 SERVICE MANUAL
1. Cylinder Head
2. Jake Brake Assembly
3. Solenoid
Figure 1-418 Jake Brake Assembly
4. Washers (3 each)
5. Mounting Bolts (3 each)
6. Engine Brake Harness
5. Remove the nine mounting bolts and washers that secure the engine brake assemblies to the cylinder head. See Figure 1-418.
NOTE:
Only the Model 760 Jake Brake uses two different length mounting bolts. Six bolts, 120 mm (4.72 in.) long, are used on the exhaust side of the engine. Three bolts, 110 mm
(4.33 in.) long, are used on the intake side of the engine. These bolts must be reinstalled in their correct positions.
6. Remove the engine brake assemblies and the spacer bar.
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION From Bulletin 16-60-99 1-531
1.29
JAKE BRAKE
1.29.3
Disassembly of Model 760, 765, or 770 Jake Brake
Remove the control valve as follows:
To avoid personal injury, remove control valve covers carefully. Control valve covers are under load from the control valve springs.
1. Press down on control valve washer using an appropriate diameter rod to relieve spring pressure. See Figure 1-419.
1. Jake Brake Assembly
2. Spring
Figure 1-419
3. Snap Ring Retainer
4. Snap Ring Pliers
Relieving Spring Pressure
1-532 From Bulletin 16-60-99
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION
SERIES 60 SERVICE MANUAL
2. Using retaining ring pliers, remove retaining ring.
3. Slowly remove cover until spring pressure ceases, then remove the two control valve springs and collar. See Figure 1-420.
1. Jake Brake Assembly
2. Control Valve
3. Collar
4. Snap Ring Retainer
Figure 1-420
5. Washer
6. Collar Spring
7. Control Valve Spring
Removing Control Valve Springs and Collar
4. Using needle-nose pliers, reach into the bore and grasp the stem of the control valve.
Remove control valve.
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION From Bulletin 16-60-99 1-533
1.29
JAKE BRAKE
Remove the slave piston adjusting screw as follows:
1. Loosen slave piston adjusting screw locknut.
2. Remove adjusting screw from housing. See Figure 1-421.
1. Jake Brake Assembly
Figure 1-421
2. Slave Piston Adjusting Screw
Removing Slave Piston Adjusting Screw
1-534 From Bulletin 16-60-99
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION
SERIES 60 SERVICE MANUAL
Remove the solenoid valve as follows:
NOTICE:
To avoid possible engine damage, do not disassemble or tamper with the solenoid valve.
1. Disconnect solenoid valve harness.
2. Using a 7/8 in. socket and extension for former solenoids or a 3/4 in., 6 point socket and extension for current solenoids, unscrew solenoid valve.
3. Remove and discard the three rubber seal rings. See Figure 1-422.
1. Seal Rings (3)
Figure 1-422
2. Solenoid
Removing Rubber Seal Rings
4. If the lower ring stays in the bottom of the housing bore, remove with a piece of wire.
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION From Bulletin 16-60-99 1-535
1.29
JAKE BRAKE
Remove the accumulator as follows:
The accumulator spring is under strong compression. To avoid possible personal injury if the accumulator spring is discharged, wear safety glasses and use caution when removing the retaining ring and cover.
1. Push down on the accumulator cover using the appropriate diameter rod, and remove the retaining ring. See Figure 1-423.
1. Jake Brake Assembly
2. Retaining Ring
Figure 1-423
3. Retaining Ring Pliers
Removing Retaining Ring
2. Relieve pressure on the accumulator cover.
3. Remove the cover and spring.
1-536 From Bulletin 16-60-99
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION
SERIES 60 SERVICE MANUAL
4. Use a magnet to remove the piston from the accumulator bore. See Figure 1-424.
1. Jake Brake Assembly
2. Piston
3. Spring
Figure 1-424
4. Retaining Ring
5. Washer
Removing Piston from Accumulator Bore with Magnet
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION From Bulletin 16-60-99 1-537
1.29
JAKE BRAKE
Remove the master piston as follows:
1. Remove the screw, washer, and master piston spring from the housing.
2. Remove the master piston. See Figure 1-425.
NOTE:
Use needle-nose pliers, if necessary.
1. Washer and Screw Assembly
2. Jake Brake Assembly
Figure 1-425
3. Master Piston
4. Master Piston Spring
Removing The Master Piston
On Model 760 only, remove the ball check valve as follows:
1. Remove the plug.
2. Remove the ball check valve and spring.
1-538 From Bulletin 16-60-99
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION
SERIES 60 SERVICE MANUAL
Remove the slave piston as follows:
1. Remove the screw and spring that retains the slave piston return spring.
2. Remove the bridge and the slave piston. See Figure 1-426.
1. Slave Piston Bridge
2. Jake Brake Housing
3. Slave Piston
Figure 1-426
4. Return Spring
5. Washer
6. Screw
Removing Bridge and Slave Piston
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION From Bulletin 16-60-99 1-539
1.29
JAKE BRAKE
3. Loosen the leveling screw locknut and remove the leveling screw from the bridge.
See Figure 1-427.
1. Slave Piston Bridge
Figure 1-427
2. Slave Piston Leveling Screw
Removing the Leveling Screw from the Bridge
The injector rocker arm contains a pin and roller for actuating the engine brake master piston. If excessive wear or damage to the roller is present, replace the rocker arm assembly.
Refer to Section 1.6.2.
1-540 From Bulletin 16-60-99
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION
SERIES 60 SERVICE MANUAL
1.29.3.1
Cleaning of Model 760, 765, or 770 Jake Brake
Clean the Jake Brake as follows:
NOTE:
Use an OSHA-approved cleaning solvent when washing parts. Be sure to coat parts with clean engine oil when reinstalling them.
1. Wash the control valves with approved cleaning solvent.
2. Push a wire through the hole in the base of the valve to the distance required to ensure that the ball check is free.
NOTE:
The ball should lift with light pressure on the wire.
To prevent possible personal injury when using compressed air, wear adequate eye protection (face plate or safety glasses) and do not exceed 40 psi (276 kPa) air pressure.
3. Dry the valve with compressed air, and wipe clean with a paper towel.
4. Thoroughly clean the control valve bore in the housing using clean paper towels.
5. Clean slave piston adjusting screw in an approved cleaning solvent.
6. Clean out the solenoid valve bore in the housing.
NOTICE:
Use clean paper towels to clean the solenoid valve bore. Never use rags, as they may leave lint and residue which can plug the oil passageways, causing Jake Brake malfunction.
7. Clean the master piston in approved cleaning solvent.
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION From Bulletin 16-60-99 1-541
1.29
JAKE BRAKE
1.29.3.2
Inspection of Model 760, 765, or 770 Jake Brake
The Jacobs engine brake is typically a trouble-free device. However, inspections are necessary and some maintenance is required. Use the following procedures to keep the engine brake in top condition.
Inspect the Jake Brake as follows:
1. Inspect slave piston adjusting screw for protrusion, spring pressure and freedom of movement.
NOTE:
The plunger should protrude from the bottom of the screw, have light spring pressure apparent when depressed, and move freely. Be sure the retaining ring is fully engaged in its groove (groove is located on the bottom of the reset screw and top of the
POWER-LASH assembly).
[a] If the plunger does not protrude, the spring does not have light pressure or does not move freely, replace the entire screw assembly. Refer to Section 1.29.4
[b] If the slave piston adjusting screw meets specifications, continue with inspection.
2. Inspect the accumulator for wear or damage.
[a] If worn or damaged, replace the accumulator. Refer to Section 1.29.4.
[b] If accumulator is not worn or damaged, continue with inspection.
3. Inspect the master piston bore for wear or damage.
NOTE:
Some wear marks are permissible.
[a] If worn or damaged, replace the master piston. Refer to Section 1.29.4.
[b] If not worn or damaged, continue with inspection.
4. Apply clean lube oil to the piston, and insert into bore.
NOTE:
Master piston should move in and out freely with no binding.
[a] If binding occurs, replace master piston and/or housing. Refer to Section 1.29.4.
[b] If no binding occurs, continue with inspection.
5. Inspect master piston spring for relaxation.
NOTE:
The spring should hold the master piston completely in the housing.
[a] If relaxed, replace the spring. Refer to Section 1.29.4.
[b] If spring holds tightly, continue with inspection.
1-542 From Bulletin 16-60-99
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION
SERIES 60 SERVICE MANUAL
6. Inspect the ball check valve (Model 760 only) for wear or damage.
[a] If worn or damaged, replace ball check valve. Refer to Section 1.29.4.
[b] If not worn or damaged, proceed with inspection.
7. Inspect slave piston components for excessive wear or damage.
[a] If worn or damaged, replace slave piston component.
[b] If not worn or damaged, proceed with inspection.
1.29.3.3
Inspection of Control Valve
Inspect the control valve as follows:
1. Dip the control valves in clean lube oil.
2. Holding the control valve by the stem, let it drop into the bore.
[a] If binding occurs or if the ball sticks in the valve, replace the control valve.
Refer to Section 1.29.4.
[b] If no binding occurs and the ball does not stick in the control valve, assemble the
Jake Brake. Refer to Section 1.29.4.
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION From Bulletin 16-60-99 1-543
1.29
JAKE BRAKE
1.29.4
Assembly of Model 760, 765, or 770 Jake Brake
Install the control valve as follows:
1. Slip the control valve into the bore. See Figure 1-428.
NOTE:
Make sure the control valve collar is installed with the longer sleeve area facing up. If the collar is installed upside down, the engine brake cylinder will not operate.
1. Jake Brake Assembly
2. Control Valve
3. Collar
4. Snap Ring Retainer
Figure 1-428
5. Washer
6. Collar Spring
7. Control Valve Spring
Installing the Control Valve
2. Install the control valve collar and two springs.
NOTE:
Ensure the collar is installed with the longer sleeve area facing up. If the collar is installed upside down, the engine brake cylinder will not operate.
3. Press the cover (washer) into place.
4. While holding the cover tightly in place, install the retaining ring.
5. Rotate retaining ring ears 90 degrees to assure ring is seated in groove.
1-544 From Bulletin 16-60-99
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION
Install the slave piston adjusting screw as follows:
1. Place the screw in the housing. See Figure 1-429.
SERIES 60 SERVICE MANUAL
1. Jake Brake Assembly
Figure 1-429
2. Slave Piston Adjusting Screw
Installing the Slave Piston Adjusting Screw
2. Torque the slave piston adjusting screw locknut to 35 N·m (25 lb·ft).
Install the solenoid valve as follows:
NOTE:
As of October 19, 1997, former solenoids have been replaced with the current improved solenoids. The current solenoids have an increased installation torque and improved durability. The current solenoid is interchangeable with the former.
1. Coat new solenoid valve seal rings with clean lube oil.
NOTE:
Use current upper seals when installing current solenoids. New seals are identified with yellow stripes.
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION From Bulletin 16-60-99 1-545
1.29
JAKE BRAKE
2. Install the upper and center seal rings on the solenoid valve body and the lower seal ring into the bottom of the bore in the housing. See Figure 1-430.
1. Seal Rings (3)
Figure 1-430
2. Solenoid
Installation of Solenoid Valve Seal Rings
3. Make sure the seals are seated properly.
4. Using a 7/8 in. socket and extension for former solenoids or a 3/4 in., 6 point socket and extension for current solenoids, carefully screw the solenoid valve into the housing without unseating the seals.
5. Torque the former solenoid to 12.4 N·m (9 lb·ft). Torque the current solenoid to 20 N·m
(15 lb·ft.)
NOTE:
Be careful not to twist the seals while installing.
Install the accumulator as follows:
1. Place the piston into the accumulator bore.
2. Insert the spring, and install the cover.
3. Push down the accumulator cover, and insert retaining ring.
1-546 From Bulletin 16-60-99
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION
Install the master piston as follows:
1. Apply clean lube oil to the piston.
2. Insert master piston into bore. See Figure 1-431.
SERIES 60 SERVICE MANUAL
1. Washer and Screw Assembly
2. Jake Brake Assembly
Figure 1-431
3. Master Piston
4. Master Piston Spring
Inserting Master Piston into Bore
3. Install spring, washer, and screw.
NOTE:
Make sure spring legs are centered around master piston boss.
4. Torque screw to 10 N·m (7.4 lb·ft).
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION From Bulletin 16-60-99 1-547
1.29
JAKE BRAKE
On model 760 only, install the ball check valve as follows:
1. Install the ball check valve and spring. See Figure 1-432.
1. Ball Check Valve
2. Spring
Figure 1-432
3. Pipe Plug
Installation of Ball Check Valve
2. Insert the plug. Torque pipe plug to 11.2 N·m (8.3 lb·ft).
1-548 From Bulletin 16-60-99
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION
SERIES 60 SERVICE MANUAL
Install the slave piston as follows:
1. Install the screw from the slave piston side of the bridge.
2. Install the leveling screw locknut.
3. Install the bridge with the leveling screw toward the center of the housing.
See Figure 1-433.
1. Washer
2. Screw
3. Torsion Spring
Figure 1-433
4. Bridge Assembly
5. Jake Brake Housing
Installing Bridge with Leveling Screw Toward Center of Housing
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION From Bulletin 16-60-99 1-549
1.29
JAKE BRAKE
4. Install the slave piston assembly torsion spring with the ends over the bridge.
See Figure 1-434.
Figure 1-434 Installing the Slave Piston Assembly Torsion Spring
5. Install the screw over the center part of the spring.
NOTICE:
While tightening the screw on the torsion spring, push the spring toward the slave piston assembly. Failure to do so may result in contact between the intake valve adjusting screw and torsion spring. Serious engine damage may result.
6. Torque the screw to 20 N·m (15 lb·ft.).
7. Torque the slave piston leveling screw locknut to 47 N·m (35 lb·ft.).
1-550 From Bulletin 16-60-99
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION
SERIES 60 SERVICE MANUAL
1.29.5
Installation of Model 760, 765, or 770 Jake Brake
Install the model 760, 765, or 770 Jake Brake as follows:
NOTE:
The following procedures apply to Model 760, 765, and 770 Jake Brakes. For Model 790
Jake Brake installation procedures, refer to section 1.29.10.
1. Adjust the intake and exhaust valve clearances and set the injector heights.
Refer to section .
To prevent possible personal injury when using compressed air, wear adequate eye protection (face plate or safety glasses) and do not exceed 40 psi (276 kPa) air pressure.
2. Attach the length of tubing to a blow gun nozzle, and blow out the oil from the bolt holes.
3. Cover the holes with hand towels to minimize oil spray.
NOTE:
Removing the oil from the bolt holes prevents the cylinder head from cracking when tightening the bolts.
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION From Bulletin 16-60-99 1-551
1.29
JAKE BRAKE
4. Place the spacer bar on the exhaust manifold side of the cylinder head with the "OUT" markings adjoining each other and facing the exhaust manifold. See Figure 1-435, and see Figure 1-436.
Figure 1-435 Spacer Bars with "Out" Marks Adjoined
1-552 From Bulletin 16-60-99
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION
SERIES 60 SERVICE MANUAL
Figure 1-436 Location of Spacer Bars
5. Place the three engine brake housings over the rocker shafts with the solenoid valves toward the camshaft side of the engine.
NOTE:
Be sure housings do not interfere with wiring harness.
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION From Bulletin 16-60-99 1-553
1.29
JAKE BRAKE
NOTICE:
Do not mix the rocker arm shaft bolts and the Jake Brake mounting bolts. If the rocker arm shaft bolt is mistakenly used to mount the
Jake Brake housing, the longer shoulder on the bolt will block the oil supply to the Jake Brake on the camshaft side of the housing.
The brake will not retard the engine as designed. This condition could cause loss of vehicle braking control on downgrades, which may create a risk of personal injury to the vehicle operator or other persons and damage to the vehicle or property of others.
NOTE:
The rocker arm shaft mounting bolt and Jake Brake mounting bolt, part of the Jake
Brake assembly, are similar in appearance. Both are M12 x 110 mm (4.33 in.) long and have 12–point heads.
NOTE:
In the event of a housing hold down bolt failure on a Jacobs engine brake housing, replace all bolts on that particular housing.
NOTICE:
Use bolts that have the Jacobs logo, circled "J". Installation of bolts that do not have the circled "J" may result in damage to the engine, engine brake or both.
[a] The Jake Brake bolt has the Jacobs logo (circled "J") and the letters "EF" marked on the head. The bolt length is no longer marked atop the bolt head.
[b] The DDC rocker arm shaft bolt has the DDC logo (spinning arrows) and the vendor
I.D. (F-C) on its head.
[c] Jake Brake model 760 requires two bolts along with one bolt and new washers.
NOTE:
Be sure that only Jake Brake bolts, see Figure 1-437, are installed in the Jake Brake housing.
1-554 From Bulletin 16-60-99
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION
SERIES 60 SERVICE MANUAL
[d] The DDC bolt shoulder is much longer, 17.0 mm (0.669 in.) versus 4 mm (0.157 in.) than the Jake Brake bolt. See Figure 1-437.
Figure 1-437 Jake Brake and DDC Bolt Identification
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION From Bulletin 16-60-99 1-555
1.29
JAKE BRAKE
NOTICE:
The model 760 uses two lengths of mounting bolts. Six 120 mm bolts should be installed on the exhaust side of the engine. Three
110 mm bolts should be installed on the camshaft side of the engine. Failure to do so will result in engine damage.
6. On model 760, install one washer onto each 120 mm (4.75 in.) bolt, and insert into brake housing on the exhaust manifold side (two per housing). See Figure 1-438.
1. Washer
Figure 1-438
2. Long Bolt
Installation of Brake Housing Bolts on Exhaust Manifold Side
1-556 From Bulletin 16-60-99
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION
SERIES 60 SERVICE MANUAL
7. On model 760, install one washer on the 110 mm (4.375 in.) bolt, and insert into brake housing at the camshaft side (one per housing). See Figure 1-439.
1. Jake Brake Housing Assembly
Figure 1-439
2. Mounting Bolt
Installation of Brake Housing Bolts on Camshaft Side
8. On models 760A, 760B, 765, and 765A, lubricate each hold down bolt with clean engine oil.
NOTE:
All the housing mounting bolts for these models are the same length of 110 mm
(4.375 in.).
9. On models 760A, 760B, 765, and 765A, install a washer on each bolt, and install into housings (three bolts per housing).
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION From Bulletin 16-60-99 1-557
1.29
JAKE BRAKE
10. On models 760A and 765, move the housing from side to side, and locate the housing in the center position of the movement. See Figure 1-440.
Figure 1-440 Locating Center Position of Housing
11. On models 760B and 765A, move the housing from side to side, and locate as far toward the camshaft side of the engine as possible.
12. On all models, torque the engine brake mounting bolts using the following sequence:
[a] Torque the three bolts on the camshaft side of the engine to 55 N·m (40 lb·ft).
[b] Torque the six bolts on the exhaust manifold side of the engine to 55 N·m (40 lb·ft).
[c] Repeat the tightening sequence and re-torque all bolts to 136 N·m (100 lb·ft).
[d] Check the torque to 136 N·m (100 lb·ft).
13. Secure wire harness to spacer bars with plastic ties.
14. Connect wiring harness solenoid connectors to solenoids.
1-558 From Bulletin 16-60-99
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION
SERIES 60 SERVICE MANUAL
1.29.5.1
Adjustment of Slave Piston on Model 760, 765, or 770 Jake Brake
Make the following adjustment with the engine stopped and cold, and the oil temperature at 60 C
(140 F) or below. The exhaust valves on the cylinder must be in the closed position (rocker arm roller on the base circle of the camshaft). When setting the engine brake lash, the exhaust valves must be in the closed position. Adjust the slave piston on all models as follows:
NOTE:
The following procdures apply to Model 760, 765, and 770 Jake Brakes. For Model 790
Jake Brake slave piston lash setting procedures, refer to section 1.29.10.1.
NOTE:
Model 770 Jacobs engine brake requires a special procedure for adjusting the slave piston. The procedure is clearly indicated in the following adjustment steps.
NOTICE:
Improper slave piston adjustment can result in engine or brake housing damage.
NOTICE:
Strictly follow the slave piston adjustment procedure. Failure to use the proper adjustment procedure will result in poor engine brake performance and/or serious engine damage.
1. Refer to section 1.29 for proper slave piston clearance setting.
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION From Bulletin 16-60-99 1-559
1.29
JAKE BRAKE
2. Back out the leveling screw in the slave piston assembly until the end of the screw is beneath the surface of the bridge in the slave piston assembly. See Figure 1-441.
NOTE:
The leveling screw is located in the bridge member of the slave piston assembly.
1. Leveling Screw
Figure 1-441
2. Locknut
Location of Leveling Screw
3. On models 760, 760A, 760B, 765, and 765A, place the correct size feeler gage between the solid side of the slave piston (the side without the leveling screw) and the exhaust rocker arm adjusting screw. Feeler gage sizes are listed in Table 1-9.
1-560 From Bulletin 16-60-99
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION
SERIES 60 SERVICE MANUAL
4. On models 760, 760A, 760B, 765, and 765A, turn the slave piston adjusting screw clockwise until a slight drag is felt on the feeler gage. See Figure 1-442.
1. Slave Piston Bridge
2. Slave Piston Adjusting Screw
Figure 1-442
3. Feeler Gage
Turn Slave Piston Adjusting Screw Clockwise
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION From Bulletin 16-60-99 1-561
1.29
JAKE BRAKE
5. Perform the following additional steps on model 770:
[a] Turn in the J-Lash
®
adjusting screw until the solid side of the slave piston bridge assembly contacts the exhaust valve and the valve springs begin to compress. Turn in one additional turn.
NOTICE:
All oil must be purged from the J-Lash adjusting screw. Oil remaining in the J-Lash screw will cause inaccurate clearance adjustment, resulting in possible engine or engine brake damage.
If oil is below room temperature (below 60 F), wait at least two minutes for oil to be purged from the J-Lash adjusting screw.
NOTE:
Wait at least 30 seconds for oil to be purged from the J-Lash adjusting screw.
[b] Back out the adjusting screw only until the correct size feeler gage can be inserted between the solid side of the slave piston bridge assembly and the exhaust valve.
[c] Adjust the J-Lash so that a light drag is felt on the feeler gage.
NOTE:
Do not back out the J-Lash more than required to obtain a light drag on the feeler gage.
[d] Use a screwdriver to hold the J-Lash in place, and torque the lock nut to 34 N·m
(25 lb·ft).
NOTE:
If the J-Lash screw is backed out until it no longer compresses the slave piston spring, oil will enter the screw and the adjustment will be incorrect. If this occurs, repeat the
J-Lash adjustment procedure.
[e] Recheck the lash settings. If clearance setting is incorrect, repeat the J-Lash adjustment procedure.
NOTE:
Once the engine brake has been run, oil enters the J-Lash screw making the engine brake adjustment unreadable. If unsure of the adjustment, repeat the J-Lash adjustment procedure.
6. On all models, hold the screw in position, and torque the locknut to 35 N·m (26 lb·ft).
7. Check the adjustment, and repeat if necessary.
NOTE:
Do not disassemble the slave piston adjusting screws.
8. Place the correct feeler gage between the leveling screw and the rocker arm adjusting screw.
1-562 From Bulletin 16-60-99
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION
SERIES 60 SERVICE MANUAL
9. Turn the leveling screw clockwise until a slight drag is felt on the feeler gage.
See Figure 1-443.
1. Feeler Gage
2. Slave Piston Leveling Screw
Figure 1-443
3. Rocker Arm Adjusting Screw
Setting Clearance on Leveling Screw and Rocker Arm Adjusting
Screw
10. Hold the leveling screw in position, and torque the locknut to 47 N·m (35 lb·ft).
11. Check adjustment, and repeat if necessary.
12. Repeat the adjustment procedures for the remaining cylinders. Refer to step 2 through step 11.
NOTE:
Bar over the engine when necessary to place the exhaust valves in the closed position for slave piston adjustment.
13. Install the engine rocker cover. Refer to section 1.6.2 for one-piece, refer to section 1.6.3
for two-piece, and refer to section 1.6.5 for three-piece.
14. Install all remaining components that were removed for this procedure.
15. Connect starting power for the engine.
16. Verify proper Jake Brake installation by driving the vehicle, then checking engine brake performance.
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION From Bulletin 16-60-99 1-562a
1.29
JAKE BRAKE
1.29.6
Removal of Model 790 Jake Brake Assembly
Remove the Model 790 Jake Brake as follows:
To avoid injury from hot engine surfaces, stop the engine and allow it to cool ambient temperature before working on it.
To avoid injury from accidental engine start-up, disable/disconnect power to the engine starting system.
1. With the engine at ambient temperature and power to the starting system disconnected,
Refer to section of the Series 60 Service Manual, 6SE483 and remove the engine rocker cover.
2. Note the location of the rocker arm shaft, the exhaust valve rocker arm, the fuel injector rocker arm, and the intake valve rocker arm.
3. Disconnect the solenoid wiring harness connectors from the Jake Brake solenoids.
1-562b From Bulletin 16-60-99
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION
SERIES 60 SERVICE MANUAL
4. Remove the three (3) 140 mm long mounting bolts that secure the engine brake to the cylinder head. See Figure 1-443a.
1. Mounting Bolt — 170 mm Long
2. Mounting Bolt — 140 MM Long
Figure 1-443a
3. Stud Bolt
4.
Nut
Model 790 Jake Brake Fasteners
5. Remove the three (3) 170 mm long mounting bolts and the two (2) nuts that secure the engine brake to the cylinder head.
6. Remove the engine brake assembly.
7. Repeat steps 1 through step 5 and remove the second Jake Brake assembly from the engine.
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION From Bulletin 16-60-99 1-562c
1.29
JAKE BRAKE
1.29.6.1
Disassembly of Model 790 Jake Brake
Instructions for disassembly of Model 790 Jake Brakes are incomplete at time of publication, but will be provided at a future date. For components of Model 790 Jake Brakes, see Figure 1-443b.
1. Solenoid Valve
3.Center Seal
4. Lower Seal
5. Master Piston
6. Master Piston Pushrod
7. Master Piston Spring
8. Retaining Ring
9.Control Valve
10. Outer Control Valve Spring
11. Inner Control Valve Spring
12. Washer
13. Retaining Ring
14.J-Lash ® Screw
15. Locknut
16. Slave Piston
17. Slave Piston Bridge
18. Outer Slave Piston Spring
19. Inner Slave Piston Spring
20. Slave Piston Spring Seat
21. Shoulder Bolt
22. Shoulder Bolt
Figure 1-443b Typical Model 790 Jake Brake Assembly
1-562d From Bulletin 16-60-99
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION
SERIES 60 SERVICE MANUAL
1.29.7
Cleaning of Model 790 Jake Brake
Instructions for cleaning of Model 790 Jake Brake are incomplete at the time of publication, but will be provided at a future date.
1.29.8
Inspection of Model 790 Jake Brake
Instructions for inspection of Model 790 Jake Brake are incomplete at the time of publication, but will be provided at a future date.
1.29.9
Assembly of Model 790 Jake Brake
Instructions for assembly of Model 790 Jake Brake are incomplete at the time of publication, but will be provided at a future date.
1.29.10 Installation of Model 790 Jake Brake Assembly
The installation procedures for the model 790 Jake Brake assemblies differ slightly from the former engine brakes. Two brake housings are used, instead of three, and spacer bars are not required. Install the model 790 Jake Brake assemblies as follows:
1. With the engine at ambient temperature, install front Jake Brake housing (with two solenoids) over the front three cylinders. Position with solenoids on camshaft side of engine.
2. Install the rear housing (with one solenoid) over the rear three cylinders. Position with solenoid on camshaft side of engine.
NOTE:
There is one extra mounting hole drilled on the slave piston side of each housing. These holes are for manufacturing purposes only and are not used for installation.
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION From Bulletin 16-60-99 1-562e
1.29
JAKE BRAKE
3. Install six (6) 170 mm bolts through the housings into the rocker shafts in locations 1 through 6, and install two (2) nuts in locations 7 and 8. See Figure 1-443c.
Figure 1-443c Housing Hold-Down Bolt Locations
NOTICE:
To ensure proper engine brake housing installation, Jake
Brake mounting bolts (identified by a circle "J" on the heads) and required one-piece spacers
must
be used when mounting the brake assemblies.
4. Install six (6) 140 mm bolts into each housing and through the spacers in locations
9 through 14.
5. Torque all mounting bolts to 136 N·m (100 lb-ft) in bolt location number sequence shown.
See Figure 1-443c.
6. Route the wire to the solenoid for cylinder 1 through the front retaining clip on the front housing and connect to the solenoid. Torque screw to 1.13 N·m (10 lb·in.).
7. Route wire to the solenoid for cylinders 3 and 4 through the rear retaining clip on the front housing and connect to the solenoid. Torque screw to 1.13 N·m (10 lb·in.).
8. Route wire to the solenoid for cylinders 4, 5 and 6 through the single retaining clip on the rear housing and secure to the terminal screw on the solenoid. Torque screw to 1.13
N·m (10 lb·in.).
9. Secure any excess wire to the injector harness with wire ties.
1-562f From Bulletin 16-60-99
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION
SERIES 60 SERVICE MANUAL
1.29.10.1
Set Slave Piston Lash
The slave piston lash must be set after Jake Brake housings are installed. Adjustments must be made with the engine stopped and cold and the oil temperature at 60 C (140 F) or below. Exhaust valves on the cylinder must be in the closed position (rocker arm roller should be on the base circle of the camshaft).
NOTICE:
The slave piston adjustment procedure
must
be followed exactly. Failure to properly adjust Jake Brakes will result in inefficient engine brake performance and may lead to severe engine or Jake Brake damage.
Adjust Jake Brake Model 790 slave piston lash as follows:
1. Loosen the locknut. Then, using a 5/16 in. Allen wrench, turn the J-Lash adjusting screw counter-clockwise until a 0.660 mm (0.026 in.) feeler gauge can be inserted between the slave piston and the exhaust rocker adjusting screw. Insert the feeler gauge.
2. Using the 5/16 in. Allen wrench, turn the J-Lash adjusting screw in (clockwise) until the slave piston contacts the feeler gauge and the exhaust rocker adjusting screw. When the valve spring begins to compress, turn the screw clockwise one additional turn. Wait at
least 30 seconds for oil to be purged from the J-Lash adjusting screw. See Figure 1-443d.
1. J-Lash Adjusting Screw
2. Slave Piston
3. Exhaust Valve Spring
Figure 1-443d Turn the Adjusting Screw Until the Valve Spring Compresses
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION From Bulletin 16-60-99 1-562g
1.29
JAKE BRAKE
NOTICE:
Oil
must
be purged from the J-Lash adjusting screw. Oil remaining in the J-Lash screw will cause inaccurate clearance adjustment, which could result in damage to the engine or Jake Brake.
If oil is below room temperature (below
16 C or 60 F), wait at least two minutes for oil to be purged from the J-Lash adjusting screw.
3. After waiting the required interval to purge oil from the J-Lash adjusting screw, back out the adjusting screw (turn counter-clockwise) only until a 0.660 mm (0.026 in.) feeler gage can be moved with a slight resistance. See Figure 1-443e. Do not back out the J-Lash
adjusting screw more than required to obtain a light drag on the feeler gage. Using the Allen wrench to hold the J-Lash adjusting screw in place, torque the lock nut to
35 N·m (25 lb-ft).
1. J-Lash Adjusting Screw
2. Locknut
3. Feeler Gage
Figure 1-443e Adjusting Slave Piston Lash
NOTE:
If the J-Lash adjusting screw is backed out until it no longer compresses the slave piston spring, oil will enter the screw and the adjustment will be incorrect. If this occurs, repeat step 1 and step 2.
1-562h From Bulletin 16-60-99
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION
SERIES 60 SERVICE MANUAL
4. After torquing the adjusting screw lock nut, recheck lash setting. If lash is incorrect, repeat step 1 and step 2.
NOTE:
Once the engine brake has been run, you will not be able to check Jake Brake adjustment. This is because of oil retained in the J-Lash adjusting screw. If unsure of the adjustment, you must repeat step 1 through step 3.
5. Repeat step 1 through step 3 for the remaining slave piston on the same cylinder.
6. Repeat step 1 through step 4 for the remaining cylinders.
7. Complete the installation by installing the rocker cover. Refer to section 1.6 of the service manual.
8. Install all remaining components that were removed for this procedure.
9. Connect starting power for the engine.
10. Start and drive the vehicle to verify proper Jake Brake performance.
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION From Bulletin 16-60-99 1-562i
1.29
JAKE BRAKE
1-562j From Bulletin 16-60-99
All information subject to change without notice.
6SE483 9901 Copyright © 1999 DETROIT DIESEL CORPORATION
SECTION 03: FUEL SYSTEM
CONTENTS
1.
FUEL SYSTEM DESCRIPTION ...................................................................................................... 03-3
2.
FUEL LINES AND FLEXIBLE HOSES............................................................................................ 03-4
3.
FUEL VALVES................................................................................................................................. 03-4
4.
FILTERS AND WATER SEPARATOR ............................................................................................ 03-4
4.1
F UEL F ILTER /W ATER S EPARATOR S ERVICING .............................................................................. 03-4
4.2
F UEL F ILTER S ERVICING (P RIMARY AND S ECONDARY ) .................................................................. 03-5
4.3
D AVCO F UEL P RO 382 ................................................................................................................ 03-6
4.4
P REHEATER F UEL F ILTER ............................................................................................................ 03-7
5.
FUEL TANK ..................................................................................................................................... 03-7
5.1
T
ANK
R
EMOVAL
.......................................................................................................................... 03-7
5.2
T ANK I NSTALLATION .................................................................................................................... 03-8
5.3
F UEL TANK VERIFICATION ............................................................................................................. 03-9
5.4
P OLYETHYLENE FUEL TANK REPAIR .............................................................................................. 03-9
6.
PRIMING FUEL SYSTEM................................................................................................................ 03-9
7.
FUEL PUMP INSTALLATION ....................................................................................................... 03-10
8.
FUEL OIL SPECIFICATIONS........................................................................................................ 03-10
9.
AIR CLEANER (DRY TYPE).......................................................................................................... 03-10
9.1
P RE -C LEANER S ERVICING ......................................................................................................... 03-11
9.2
A IR C LEANER S ERVICING ........................................................................................................... 03-11
9.3
G ENERAL R ECOMMENDATIONS .................................................................................................. 03-11
9.4
A IR C LEANER R ESTRICTION I NDICATOR ...................................................................................... 03-11
10.
FUEL COOLER .......................................................................................................................... 03-11
11.
FUEL PEDAL ............................................................................................................................. 03-12
11.1
F UEL P EDAL A DJUSTMENT ......................................................................................................... 03-12
11.2
P OTENTIOMETER R EPLACEMENT ................................................................................................ 03-12
12.
SPECIFICATIONS...................................................................................................................... 03-13
03- 1
Section 03: FUEL SYSTEM
ILLUTRATIONS
FIGURE 1: FUEL SYSTEM SCHEMATIC ............................................................................................... 03-3
FIGURE 2: MANUAL SHUT-OFF VALVES............................................................................................. 03-4
FIGURE 3: FUEL FILTER/WATER SEPARATOR .................................................................................. 03-5
FIGURE 4: DAVCO FUEL PRO 382 INSTALLATION............................................................................. 03-6
FIGURE 5: DAVCO FUEL PRO 382 EXPLODED VIEW ........................................................................ 03-7
FIGURE 6: FUEL TANK ARRANGEMENT ............................................................................................. 03-8
FIGURE 7: FUEL TANK INSTALLATION................................................................................................ 03-8
FIGURE 8: FUEL TANK RETENTION .................................................................................................... 03-9
FIGURE 9: FUEL TANK REPAIR ............................................................................................................ 03-9
FIGURE 10: PRIME PUMP SWITCH LOCATION ................................................................................ 03-10
FIGURE 11: FUEL PUMP LOCATION................................................................................................... 03-10
FIGURE 12: RESTRICTION INDICATOR............................................................................................. 03-11
FIGURE 13: FUEL COOLER LOCATION ............................................................................................. 03-12
FIGURE 14: ELECTRONIC FOOT PEDAL ASSEMBLY ........................................................................ 03-12
03- 2
Section 03: FUEL SYSTEM
1. FUEL SYSTEM DESCRIPTION
Figure 1 shows a schematic of the fuel system. Fuel is drawn from the fuel tank through a manual shutoff valve, a primary fuel filter or a fuel filter/water separator (optional) before it enters the fuel pump. If the vehicle is equipped with the optional “Davco Fuel Pro 382”, it is designed to be the only fuel filter in the system, no secondary fuel filter is necessary. Leaving the pump under pressure, the fuel flows through a secondary fuel filter and a shut-off valve, then to the cylinder head. The fuel reaches the injectors in the cylinder head through passages within the head. Excess fuel exits at the rear of the head just above the inlet, through a restrictive return fitting which maintains fuel pressure in the system. Finally, the fuel flows through the check valve and the fuel cooler before it returns to the fuel tank. One preheater is available:
104 000 BTU. If the vehicle is equipped with the 104 000 BTU preheater, the fuel is drawn from the fuel tank through the fuel filter to the preheater. Excess fuel returns to the fuel tank.
FIGURE 1: FUEL SYSTEM SCHEMATIC
03- 3
03050
Section 03: FUEL SYSTEM
2. FUEL LINES AND FLEXIBLE HOSES
Make a visual check for fuel leaks at all enginemounted fuel lines and connections and at the fuel tank suction and return lines. Since fuel tanks are susceptible to road hazards, leaks in this area may best be detected by checking for accumulation of fuel under the tank. Engine performance and auxiliary equipment is greatly dependent on the ability of flexible hoses to transfer lubricating oil, air, coolant and fuel oil.
Diligent maintenance of hoses is an important step in ensuring efficient, economical and safe operation of engine and related equipment.
Check hoses daily as part of the pre-start-up inspection. Examine hoses for leaks and check all fittings, clamps and ties carefully. Make sure that the hoses are not resting on or touching shafts, couplings, and heated surfaces, including exhaust manifolds, any sharp edges or other obviously hazardous areas. Since all machinery vibrates and moves to a certain extent, clamps and ties can fatigue with age. To ensure continued proper support, inspect fasteners frequently and tighten or replace them as necessary. Refer to the schematic diagram of the fuel system (Fig. 1).
Caution: Oil level above the dipstick full mark or a decrease in lube oil consumption may indicate internal fuel leaks. Check oil level frequently.
Manual shut-off valves on engine fuel-supply line are located on the R.H. side of engine compartment (Fig. 2). A manual shut-off valve is located at the inlet side of the primary fuel filter
(fuel filter/water separator, if vehicle is so equipped) under the air compressor or at the inlet side of Davco Fuel Pro 282 fuel filter.
Another manual shut-off valve is located at the outlet side of the secondary fuel filter, under the starter or at the outlet side of the pump in the case of Davco. No manual valve is required on preheater fuel-supply line, since the positivedisplacement fuel pump (located close to the fuel tank) prevents fuel flow when not activated.
FIGURE 2: MANUAL SHUT-OFF VALVES
03006
4. FILTERS AND WATER SEPARATOR
The fuel system is equipped with primary and secondary fuel filters for additional protection of the injectors. A fuel-filter/water-separator may be installed in primary fuel-filter location, to prevent water infiltration in engine fuel system
(Fig. 2). It should be drained periodically, or when the water separator telltale light on the dashboard illuminates. To drain, loosen positive seal drain valve below separator, and tighten after water has been flushed out.
Note: The operating conditions and cleanliness of type of fuel used determine the service intervals of the filter/water separator element and the secondary fuel filter cartridge.
Note: For more information on the Davco Fuel
Pro 382 fuel filter, refer to paragraph 4.3.
4.1 FUEL FILTER/WATER SEPARATOR
SERVICING
The fuel filter/water separator is located on the starter side of the engine, below the air compressor. The water separator must be drained periodically or when the telltale light on the dashboard illuminates (Fig. 3).
03- 4
FIGURE 3: FUEL FILTER/WATER SEPARATOR
03025
Replace the water separator element as follows:
1. Drain the fuel filter/water separator as stated previously.
2. With engine "OFF" and engine fuel supply line valves closed; remove the filter element/bowl assembly from cover (for valve location, see "3. FUEL VALVES" in this section).
3. Separate bowl from filter element. Clean bowl and O-ring groove.
Note: Bowl is reusable, do not discard.
4. Lubricate O-ring with clean diesel fuel or motor oil and place it in bowl groove.
5. Screw new filter element onto bowl snugly by hand.
Caution: Do not use tool to tighten. Tighten by hand only.
03- 5
Section 03: FUEL SYSTEM
6. Lubricate filter seal with clean diesel fuel or motor oil.
7. Fill filter element/bowl assembly with clean diesel fuel and attach onto cover. Hand tighten an additional 1/3 to 1/2 turn after making full seal contact.
8. Open valves of the engine fuel supply line.
9. Run the engine and check for leaks.
Caution: If the water separator continuously requires draining, it is possible that water or sediment has accumulated in the fuel tank. To correct this situation, open the drain plug under the tank when the fuel gauge indicates tank is
1/4 full in order to drain any contaminant.
4.2 FUEL FILTER SERVICING (PRIMARY AND
SECONDARY)
The primary and secondary fuel filters are located on the R.H. side of the engine. The primary filter is located below the air compressor, and the secondary fuel filter is below the starter. They are of a spin-on type and must be replaced every 12,500 miles (20 000 km) or once a year, whichever comes first. The primary fuel filter is equipped with a positive seal drain-valve to prevent water infiltration in engine fuel system. To drain, loosen positive seal drainvalve below filter and tighten after water has been flushed out.
A method of determining when filters are clogged to the extent that they should be changed is based on the fuel pressure at the cylinder head fuel inlet fitting and the inlet restriction at the fuel pump. In a clean system, the maximum pump-inlet restriction should not exceed 6 inches of mercury (20.3 kPa) and must not exceed 12 inches of mercury (41 kPa) with a dirty system.
At normal operating speeds and with the standard “0.080" restriction fittings, the fuel pressure at the cylinder head inlet is 50-75 psi
(345-577 kPa). Change the fuel filters whenever the inlet restriction at the fuel pump reaches 12 inches of mercury (42 kPa) at normal operating speeds. Also, change whenever the fuel pressure at the cylinder head inlet fitting falls to the minimum fuel pressure given above.
Change the filter cartridge(s) as follows:
Section 03: FUEL SYSTEM
Note: Use a suitable band wrench or filter wrench, such as J22775, to remove the filters.
1. Stop engine, shut off the engine fuel supply line valves (for valve location, See "3. FUEL
VALVES").
Unscrew and discard filters.
2. Fill new filter replacement cartridge(s) with clean fuel oil, about two thirds (2/3). Apply a thin coat of clean fuel oil on gasket.
3. Install new filters. Tighten until filter is snug against the gasket, with no side movement.
Rotate an additional 1/2 turn by hand.
4. Open engine fuel supply line valves.
Caution: Mechanical tightening of the fuel filters is not recommended and may result in seal and/or cartridge damage. Tighten the fuel filters by hand only.
5. Start the engine and check for leaks.
Note: There is a fuel system shut-off valve on the discharge side of the secondary fuel filter.
This check valve is designed to prevent fuel loss at time of filter replacement.
4.3 DAVCO FUEL PRO 382
The optional Fuel Pro 382 diesel fuel filter system consists of a permanently mounted fuel processor, a replaceable filter element, a filter element cover and collar and a fluid filter base assembly. This system is installed between the fuel tank and the fuel pump and is designed to be the only fuel filter in the fuel system. The filter serves as a water separator as well as a fuel filter (Fig. 4).
When new, the fuel level as seen through the clear cover in the 382 filter is very low. It rises as dirt collects on the filter from the bottom up.
Restriction remains consistently low because fuel always flows through clean, new media.
Change filter when fuel level reaches the top of filter element (Refer to figure 5).
Filter renewal:
1. Stop engine;
2. Drain fuel by opening the drain valve;
FIGURE 4: DAVCO FUEL PRO 382 INSTALLATION
03032
3. Untighten upper collar, remove cover;
4. Replace filter element;
5. Check O-Rings and components for wear;
6. Replace cover, hand tighten collar;
7. Pour fuel up to bottom of filter element through spin off cap located on top of cover.
8. Start engine, raise rpm for 2-3 minutes, hand tighten collar again.
Note: Fuel Pro 382 also accepts standard secondary spin-on fuel filters.
Environmental Notice: Diesel fuel is an environmentally hazardous product. Dispose in an environmentally friendly manner.
03- 6
Section 03: FUEL SYSTEM
4.4 PREHEATER FUEL FILTER
The preheater fuel filter is located above the preheater, on the ceiling of the lower portion of the rear electrical compartment. Replace the filter every 50,000 miles (80 000 km) or once a year, whichever comes first.
FIGURE 5: DAVCO FUEL PRO 382 EXPLODED VIEW
03034
03- 7
All H3 series vehicles are equipped with a highdensity cross-link polyethylene fuel tank with a capacity of 235 US gallons (890 liters). The tank is located just forward of the last baggage compartment, between the A/C condenser and evaporator.
Fuel filling access doors on both sides of vehicle provide direct access to filler necks; offering the added advantage of refueling from either side of vehicle.
A pressure relief valve on the fuel tank connection-panel relieves high-pressure buildup and an overflow tube allows offset air in the tank to escape during filling. For 95% of the tank volume, 5% of tank inside space is kept filled with air with no exit opening, allowing for a fuel expansion safety margin. A drain plug, accessible from under the vehicle, is fitted at the bottom of the tank.
5.1 TANK REMOVAL
Warning: Park vehicle safely, apply parking brake, stop engine and set battery master switch
(es) to the OFF position before working on the vehicle.
Before working under an air-suspended vehicle, it is strongly recommended to support the body at the recommended jacking points.
Note: Before removal, the fuel tank should be completely drained by unscrewing the drain plug.
Ensure that the container used has a capacity equal to the amount of fuel remaining in the tank.
Open the condenser door and remove the fuel tank access panel. The rear baggage compartment fuel tank access panel may also be removed to facilitate access to components.
1. Unscrew clamps retaining L.H. side filler tube to the fuel tank, then disconnect tube and remove it.
Section 03: FUEL SYSTEM
2. Unscrew clamps retaining R.H. side filler tube to fuel tank and filler neck. Disconnect tube and remove it.
3. If applicable, unscrew preheater supply line, preheater return line, auxiliary return line and/or auxiliary return line from fuel tank connection-panel.
4. Unscrew engine supply and return lines from fuel tank connection-panel, identify them for reinstallation.
5. Disconnect electrical wiring from tank on connection plate.
FIGURE 6: FUEL TANK ARRANGEMENT
03048
Warning: Before removing the bolts securing the tank support to the frame, make sure the tank is supported adequately. Failure to do so could result in injury as well as damage to the tank.
6. From under the vehicle, on R.H. side, unscrew the 4 bolts (2 in front, 2 in back) retaining the tank support to the frame.
7. From under the vehicle, on the L.H. side, unscrew the 2 bolts (1 in front, 1 in back) retaining the tank support to the frame.
8. Carefully remove tank from under the vehicle.
FIGURE 7: FUEL TANK INSTALLATION
03049
5.2 TANK INSTALLATION
Tank installation is the reverse of removal.
Note: Fastening of rubber flap must always be on top, in line with clamp screw (Fig.6).
Note: Insert check valve assembly in right-side filler hose (Fig. 6), use hose clamp to fix it.
Repeat with left side filler hose.
Note: When reinstalling lines, use Locktite 567 type thread sealant on line fittings.
Warning: For proper assembly, check connections and fasteners for tightness.
Note : Under vehicle, locate fuel tank and the four nuts retaining the two fuel-tank-retaining straps.
For each of the four nuts (Fig. 7):
1. Clean nuts and stud threads.
2. Apply a Locktite 242 type thread adhesive on stud threads.
03- 8
When installing an old fuel tank, screw nuts so coils touch. When installing a new fuel tank, screw nuts so coils touch, then unscrew nuts 3.5
turns.
RETAINING
STRAP
FUEL TANK
Section 03: FUEL SYSTEM
4. Insert a screw (Prevost #500196) and a washer (Prévost #5001244) into anchor nut
(Prévost #500331).
5. Place assembly in drill hole. tighten screw by
10 complete turns. Refer to Fig. 9.
#507300) and seal hole with the head plug.
SCREW NYLON WASHER
STUD
COMPRESSION SPRING
NUT
FIGURE 8 : FUEL TANK RETENTION
03019
5.3 FUEL TANK VERIFICATION
Inspect fuel tank from under vehicle for leaks or fuel traces. If a leak is detected, repair immediately as per "Polyethylene Fuel Tank
Repair" in this section.
Warning: Park vehicle safely, apply parking brake, stop engine and set battery master switch(es) to the OFF position before working on the vehicle.
Before working under an air-suspended vehicle, it is strongly recommended to support the body at the recommended jacking points.
5.4 POLYETHYLENE FUEL TANK REPAIR
Note: Fuel level must be lower than perforation to carry out this procedure.
Warning: Park vehicle safely, apply parking brake, stop engine and set battery master switches to the OFF position before working on the vehicle.
1. Locate perforation on fuel tank.
2. If necessary, remove fuel tank as per instructions in this section.
3. Drill perforation with a 23/64" bit. Make sure drill hole is perfectly round.
03- 9
FUEL TANK INTERIOR
ANCHOR NUT
FIGURE 9:FUEL TANK REPAIR
03014
6. PRIMING FUEL SYSTEM
The problem with restarting a diesel engine that has run out of fuel, is that after the fuel is exhausted from the tank, it is pumped from the primary fuel filter or the fuel filter/water separator
(if vehicle is so equipped), and sometimes partially removed from the secondary filter. This results in an insufficient fuel supply to sustain engine firing. The primary fuel filter or fuel filter/water separator and secondary filter must be free of air in order for the systems to provide adequate fuel for the injectors. When the engine runs out of fuel, the following operations must be performed before restarting:
Fill fuel tank with the recommended fuel oil. If only partial filling is possible, add a minimum of
10 gallons (38 liters) of fuel.
•
If the vehicle is equipped with a Fuel Pro 382 fuel filter/water separation, pour fuel through spin on cap as per "4.3 DAVCO FUEL PRO
382".
•
If the vehicle is equipped with an optional priming pump see Figure 10.
Press the priming switch, located under the rear start panel. Start the engine and check for leaks.
Section 03: FUEL SYSTEM
FIGURE 10: PRIME PUMP SWITCH LOCATION
03033
If the vehicle is not equipped with a priming pump:
1. Unscrew the cap on the priming valve located on the secondary filter;
2. Direct fuel under pressure 25 psi (172 kPa) to the priming valve using a quick coupling;
3. Start the engine and check for leaks.
7. FUEL PUMP INSTALLATION
The fuel pump is driven off the rear of the air compressor.
FIGURE 11: FUEL PUMP LOCATION
03026
1. If removed, install inlet and outlet fittings in the cover of the fuel pump.
Note: New fittings have sealant already applied.
When reusing fittings, coat the threads lightly with Locktite Pipe Sealant, Detroit Diesel number
J 26558-92, or equivalent, before installing. To prevent sealant from entering fuel system, do not apply to the first two threads of the fitting. Do not use Teflon tape or paste on the fittings.
03- 10
2. Install drive coupling in drive hub of the fuel pump. Install a new gasket to the mounting flange of the pump.
3. Index the drive coupling with the drive hub on the end of the air compressor crankshaft and align the pump mounting boltholes with those in the air-compressor rear cover.
Note: When correctly positioned, the outlet fitting on the pump should be in approximately an 8 o'clock position when viewed from the rear, and the drain opening in the pump body facing down.
4. Seat the fuel pump squarely against the air compressor. Pilot the flange on the pump body, in the opening in the rear cover of the compressor. Install three mounting bolts and tighten them to 22-28 lbs•ft (30-38 N•m).
5. Connect the fuel inlet and outlet lines to the fuel pump and tighten.
6. Prime engine fuel system before starting engine to ensure pump seal lubrication and prompt engine starting.
8. FUEL OIL SPECIFICATIONS
The quality of fuel oil used for high-speed diesel engine operation is a very important factor in obtaining satisfactory engine performance, long engine life and acceptable exhaust emission levels. The fuel oil should meet ASTM designation D 975. Grade 1-D is recommended, however grade 2-D is acceptable.
Note: These fuel grades are very similar to grade DF-1 or DF-2 of Federal Specifications
VV-F-800. For detailed fuel recommendations, refer to publication "Engine Requirements-
Lubricating Oil, Fuel, and Filters" #7SE270 available from Detroit Diesel Distributors.
9. AIR CLEANER (DRY TYPE)
The vehicle is equipped with a dry-type replaceable element air cleaner, located in the engine compartment. Access the air cleaner through the engine R.H. side door. Engine air enters the air cleaner through an intake duct on the R.H. side of the rear cap, next to the last window. It then flows through a pre-cleaner and finally through the air cleaner. The pre-cleaner
removes dust and moisture by means of a discharge tube at the bottom of the element. It is in series with a replaceable impregnated paper filter element (air cleaner).
9.1 PRE-CLEANER SERVICING
The pre-cleaner is designed to be self-cleaning ; however, it should be inspected and any accumulated foreign material removed during the periodic replacement of the impregnated paper filter element.
9.2 AIR CLEANER SERVICING
Stop the engine, open the R.H. side engine compartment door, and loosen the wing nut retaining the air cleaner element to the air cleaner. Remove the element by pulling on the handle in the center of the air cleaner element.
Install cleaner element as follows:
1. Inspect the gasket-sealing surface inside the air cleaner. It must be smooth, flat and clean;
2. Install the air cleaner element;
3. Make sure that the element seals securely;
4. Inspect element cover gasket and replace if necessary.
Whenever it becomes necessary to remove the air cleaner assembly (dry type) for maintenance or other repair in this area, great care should be taken when installing air cleaner assembly.
The pre-filter should be installed snugly in the air duct and clamped tightly to the air cleaner inlet to prevent any dust infiltration into the air cleaner.
9.3 GENERAL RECOMMENDATIONS
The following maintenance procedures will ensure efficient air cleaner operation:
1. Keep the air cleaner housing tight on the air intake pipe;
2. Make sure the correct filters are used for replacement;
3. Keep the air cleaner properly assembled so the joints are air-tight;
4. Immediately repair any damage to the air cleaner or related parts; a soft clean cloth;
Section 03: FUEL SYSTEM
5. Inspect, clean or replace the air cleaner or elements as operating conditions warrant.
Whenever an element has been removed from the air cleaner housing the inside surface of the housing must be cleaned with
6. Periodically inspect the entire system. Dustladen air can pass through an almost invisible crack or opening which may eventually cause damage to an engine;
7. Never operate the engine without an element
in the air cleaner assembly;
Caution: Do not ignore the Warning given by the air restriction indicator. This could result in serious engine damage.
8. Store new elements in a closed area free from dust and possible damage.
9.4 AIR CLEANER RESTRICTION INDICATOR
A resettable restriction indicator may be installed on the engine air-intake duct, clearly visible from the rear engine compartment. The indicator monitors the vacuum level between the air filter and the engine. A red marker is displayed when the air filter is clogged and must be replaced.
Reset by pressing on the indicator's extremity.
FIGURE 12: RESTRICTION INDICATOR
01052
03- 11
The fuel cooler serves to cool the surplus diesel fuel after it has exited the cylinder head, on its way back to the fuel tank. It is accessible through the engine radiator door and is located just in front of the coolant radiator (Fig.13).
Section 03: FUEL SYSTEM
FIGURE 13: FUEL COOLER LOCATION
03047
The EFPA (Electronic Foot Pedal Assembly) connects the accelerator pedal to a potentiometer (a device that sends an electrical signal to the ECM, which varies in voltage, depending on how far down the pedal is depressed). The EFPA is installed in the space normally occupied by a mechanical foot pedal. It has maximum and minimum stops that are built into the unit during manufacturing.
11.1 FUEL PEDAL ADJUSTMENT
The EFPA contains a throttle position sensor that varies the electrical signal sent to the ECM. The sensor must be adjusted whenever an EFPA is serviced. In addition, the sensor should be adjusted any time codes 21 and 22 are flashed.
With the ignition "ON" and the proper diagnostic tool (DDR) (for information regarding the DDR, see "01 ENGINE" in this manual), check the throttle counts at idle and full throttle positions.
Proper pedal output should be 20/30 counts at idle and 200/235 at full throttle. If adjustment is necessary, remove the potentiometer retaining screws and rotate the potentiometer clockwise to increase counts or counterclockwise to decrease. When correct output is confirmed, tighten retaining screws.
1. Disconnect cable harness connector.
Caution: Note the routing and clamping locations of the cable before disassembly.
Proper cable routing and fastening is critical to the operation of this system. Marking the foot pedal assembly to record cable routing is recommended.
potentiometer. Retain for re-assembly.
3. Discard potentiometer (Fig. 14).
potentiometer onto the potentiometer shaft, matching cutouts in shaft to drive tangs of potentiometer. Apply hand pressure until potentiometer has bottomed out in housing.
Reinstall screws (Fig. 14) and tighten just enough to secure potentiometer lightly. Tighten screws to
10 - 20 lbf•in (1.5 - .2 N•m).
5. Reconnect electronic foot pedal assembly's cable harness to the ECM connector. If potentiometer calibration is necessary (see
"FUEL PEDAL ADJUSTMENT" in this section).
Caution: Make sure the cable harness is routed correctly, and securely installed so that it does not become pinched, stretched, or otherwise damaged during vehicle operation.
FIGURE 14: ELECTRONIC FOOT PEDAL ASSEMBLY
03035
03- 12
Section 03: FUEL SYSTEM
12. SPECIFICATIONS
Davco FuelPro 382 Fuel Filter / Water Separator Element
Supplier number..................................................................................................................................... 23521528
Prévost number.......................................................................................................................................... 531437
Primary Fuel Filter / Water Separator (optional)
(May be used instead of primary filter (never use with a primary filter).
Make..............................................................................................................................................................Racor
Type ........................................................................................................................................................... Spin-on
ELEMENT
Supplier number.......................................................................................................................................... S 3202
Prévost number.......................................................................................................................................... 531390
BOWL
Supplier number...................................................................................................................................... RK30051
Prévost number.......................................................................................................................................... 531389
DRAIN VALVE AND SEAL
Supplier number...................................................................................................................................... RK30058
Prévost number.......................................................................................................................................... 531397
O-RING
Supplier number...................................................................................................................................... RK30076
Prévost number.......................................................................................................................................... 531398
PROBE/WATER SENSOR
Supplier number...................................................................................................................................... RK21069
Prévost number.......................................................................................................................................... 531391
Primary Fuel Filter
Make...................................................................................................................................................................AC
Type ........................................................................................................................................................... Spin-on
Filter No...................................................................................................................................................... T-915D
Service Part No. ..................................................................................................................................... 25014274
Prévost number.......................................................................................................................................... 510137
OR
Service Part No (Type with Water Separator)....................................................................................... 23512317
Prévost number.......................................................................................................................................... 531407
Element torque.......................................................................................................... 1/2 turn after gasket contact
Secondary Fuel Filter
03- 13
Section 03: FUEL SYSTEM
Make...................................................................................................................................................................AC
Type ........................................................................................................................................................... Spin-on
Filter No...................................................................................................................................................... T-916D
Service Part No. ..................................................................................................................................... 25014342
Prévost number.......................................................................................................................................... 510128
Element torque.......................................................................................................... 1/2 turn after gasket contact
Fuel tank
Capacity ............................................................................................................................. 235 US gal (890 liters)
Air Cleaner
Make............................................................................................................................................................ Nelson
Prevost Number ......................................................................................................................................... 530206
Service Part No .........................................................................................................................................7182 8N
Supplier number (element cartridge).........................................................................................................70337N
Prévost number (element cartridge).......................................................................................................... 530197
Air Cleaner Restriction Indicator
Make...................................................................................................................................................... Donaldson
Model..................................................................................................................................................RBX00-2220
Indicates ......................................................................................................................... at 20" (508 mm) of water
Prévost number.......................................................................................................................................... 530161
Preheater Fuel Filter
Make......................................................................................................................................................... Webasto
Supplier number........................................................................................................................................ 603.359
Prévost number.......................................................................................................................................... 871037
Fuel Cooler
Make......................................................................................................................................................Berendsen
Supplier number....................................................................................................................................... DB-1240
Prévost number.......................................................................................................................................... 950109
03- 14
SECTION 04 : EXHAUST SYSTEM
CONTENTS
1.
DESCRIPTION..................................................................................................................................04-2
2.
MAINTENANCE ................................................................................................................................04-2
3.
MUFFLER REMOVAL / INSTALLATION.........................................................................................04-3
4.
FLEXIBLE TUBE INSTALLATION...................................................................................................04-3
ILLUSTRATIONS
FIGURE 1: EXHAUST SYSTEM ............................................................................................................. 04-2
FIGURE 2: FLEXIBLE TUBE INSTALLATION ........................................................................................ 04-3
04- 1
Section 04: EXHAUST SYSTEM
1. DESCRIPTION
The muffler is rubber mounted to the vehicle frame. This feature reduces the transmission of vibrations to the muffler thus resulting in extended life of muffler, brackets and other components.
2. MAINTENANCE
Inspect the exhaust system periodically for restrictions and leaks. Figure 1 presents the major components of the exhaust system.
Restrictions such as kinked or crimped pipes result in excessive back pressure which can lead to increased fuel consumption, power loss and possible damage to engine combustion chamber components. Exhaust leaks are commonly the result of loose clamp bolts, corroded pipes or a punctured muffler. In addition to excessive noise, a leaking exhaust system could allow toxic gases to enter the vehicle. Damage to surrounding components from hot gases could result as well. Replace damaged or corroded exhaust components immediately.
Inspect the exhaust system as follows:
•
At vehicle inspection intervals;
•
Whenever a change is noticed to the sound the exhaust system makes;
•
When components close to the exhaust system get unnaturally dirty.
FIGURE 1: EXHAUST SYSTEM
04- 2
04001
When operating the engine in a closed area such as a service garage, vent exhaust gases to the outside by means of a shop vent hose placed over the exhaust outlet pipe.
Warning: Avoid breathing exhaust gases.
Exhaust gases are poisonous and contain carbon monoxide, an odorless and colorless gas that can cause unconsciousness or death. If exhaust gases are suspected of entering the vehicle, the cause(s) must be located and corrected immediately.
3. MUFFLER REMOVAL / INSTALLATION
Warning: Make sure muffler and components are cold before handling.
1. Remove bolts and clamps securing exhaust pipe bellows to muffler;
2. Support muffler from under vehicle;
3. Remove U-clamp retaining the tail pipe to the frame bracket;
4. Remove tail pipe;
5. Remove the fasteners holding the four rubber mounts to the frame brackets and the fasteners securing the rubber mounts to the muffler brackets;
Note: The front retaining bolts are accessible from the L.H. side axle wheel housing;
Section 04: EXHAUST SYSTEM
6. Remove rubber mounts. Lower muffler from under vehicle;
7. Remove attached parts from muffler such as brackets and collar. Inspect and replace if necessary.
For installation, reverse the removal procedure.
4. FLEXIBLE TUBE INSTALLATION
The flexible exhaust tube contains a rigid interior pipe (Fig. 1). To allow appropriate flexibility for assembly, be sure interior pipe is concentric to flexible part. To maintain the pipe centered at time of installation, insert cardboard spacers as shown (Fig. 2). These spacers may be left in place for they will deteriorate over time.
FIGURE 2: FLEXIBLE TUBE INSTALLATION
04003
04- 3
SECTION 05: COOLING SYSTEM
CONTENTS
1.
DESCRIPTION................................................................................................................................. 05-3
2.
MAINTENANCE ............................................................................................................................... 05-4
2.1
V EHICLES W ITHOUT C OOLANT F ILTERS ........................................................................................ 05-4
2.2
V EHICLES W ITH C OOLANT F ILTERS .............................................................................................. 05-4
3.
HOSES ............................................................................................................................................. 05-5
3.1
C ONSTANT -T ORQUE H OSE C LAMPS ............................................................................................. 05-5
3.1.1
Installation .......................................................................................................................... 05-5
3.1.2
Maintenance ...................................................................................................................... 05-5
4.
COOLANT........................................................................................................................................ 05-6
4.1
C OOLANT L EVEL V ERIFICATION .................................................................................................... 05-6
4.2
C OOLANT L EVEL S ENSOR ............................................................................................................ 05-6
4.3
T HAWING C OOLING S YSTEM ........................................................................................................ 05-6
4.4
C OOLANT R EQUIREMENTS ........................................................................................................... 05-6
4.5
C OOLING S YSTEM R ECOMMENDATIONS .......................................................................................... 05-6
4.6
I NHIBITORS ................................................................................................................................. 05-7
4.6.1
Inhibitor Test Procedures................................................................................................... 05-7
4.7
C OOLANT R ECOMMENDATIONS .................................................................................................... 05-7
4.7.1
Vehicles Without Coolant Filters ........................................................................................ 05-8
4.7.2
Vehicles With Coolant Filters ............................................................................................. 05-8
5.
DRAINING COOLING SYSTEM ...................................................................................................... 05-8
6.
FILLING COOLING SYSTEM.......................................................................................................... 05-9
7.
FLUSHING ..................................................................................................................................... 05-10
7.1
C OOLING S YSTEM D ESCALERS .................................................................................................. 05-10
7.2
R EVERSE F LUSHING .................................................................................................................. 05-10
8.
SPIN-ON COOLANT FILTER ........................................................................................................ 05-11
9.
RADIATOR..................................................................................................................................... 05-11
9.1
M AINTENANCE ........................................................................................................................... 05-12
10.
VARIABLE SPEED RADIATOR FAN ........................................................................................ 05-12
10.1
M AINTENANCE ........................................................................................................................... 05-12
10.2
I NSPECTION .............................................................................................................................. 05-12
10.3
T HERMOSTAT O PERATION ......................................................................................................... 05-13
11.
FAN GEARBOX ......................................................................................................................... 05-13
11.1
M AINTENANCE ........................................................................................................................... 05-13
11.2
O IL CHANGE .............................................................................................................................. 05-13
12.
RADIATOR FAN BELT REPLACEMENT .................................................................................. 05-14
12.1
B ELT T ENSION A DJUSTMENT ..................................................................................................... 05-14
13.
FAN DRIVE ALIGNMENT .......................................................................................................... 05-14
05- 1
Section 05: COOLING SYSTEM
14.
SPECIFICATIONS...................................................................................................................... 05-16
ILLUSTRATIONS
FIGURE 1: COOLING SYSTEM.............................................................................................................. 05-3
FIGURE 2: SURGE TANK - ENGINE COMPART................................................................................... 05-4
FIGURE 3: CONSTANT-TORQUE CLAMP ............................................................................................ 05-5
FIGURE 4: SURGE TANK SIGHT GLASS.............................................................................................. 05-6
FIGURE 5: ENGINE COMPARTMENT ................................................................................................... 05-8
FIGURE 6: REAR ELECTRICAL COMPARTMENT................................................................................ 05-8
FIGURE 7: ENGINE COOLANT DRAIN COCKS.................................................................................... 05-9
FIGURE 8: UNDERNEATH ENGINE ...................................................................................................... 05-9
FIGURE 9: UNDERNEATH ENGINE .................................................................................................... 05-11
FIGURE 10: MECHANICAL LOCKING DEVICE................................................................................... 05-12
FIGURE 11: THERMOSTAT AND RELATED PARTS.......................................................................... 05-13
FIGURE 12: FAN GEARBOX ................................................................................................................ 05-13
FIGURE 13: REAR START PANEL ...................................................................................................... 05-14
FIGURE 14: REGULATOR VALVE ....................................................................................................... 05-14
FIGURE 15: BELT TENSIONER............................................................................................................ 05-14
FIGURE 16: ANGLE SUPPORT ........................................................................................................... 05-15
FIGURE 17: PULLEYS ALIGNMENT .................................................................................................... 05-15
FIGURE 18: PULLEY'S VERTICAL ANGLE ......................................................................................... 05-15
05-2
Section 05: COOLING SYSTEM
1. DESCRIPTION
A radiator and thermo-modulated fan are used to effectively dissipate the heat generated by the engine. A centrifugal-type water pump is used to circulate the engine coolant (Fig. 1).
Two full blocking-type thermostats are used in the water outlet passage to control the flow of coolant, providing fast engine warm-up and regulating coolant temperature.
The engine coolant is drawn from the lower portion of the radiator by the water pump and is forced through the transmission cooler before going through the oil cooler and the cylinder block.
FIGURE 1: COOLING SYSTEM
From the cylinder block, the coolant passes up through the cylinder head and, when the engine is at normal operating temperature, it goes through the thermostat housing and into the upper portion of the radiator. The coolant then passes through a series of tubes where its heat
05-3
05075 is dissipated by air streams created by the revolving fan and the motion of the vehicle.
Upon starting a cold engine or when the coolant is below normal operating temperature, the closed thermostats direct coolant flow from the thermostat housing through the by-pass tube to
Section 05: COOLING SYSTEM the water pump. Coolant is recirculated through the engine to aid engine warm up. When the thermostat opening temperature is reached, coolant flow is divided between the radiator inlet and the by-pass tube. When the thermostats are completely open, all of the coolant flow is to the radiator inlet.
FIGURE 2: SURGE TANK - ENGINE COMPART.
05086
The cooling system is filled through a filler cap on the surge tank (Fig. 2). A pressure cap on top of surge tank is used to maintain pressure within the system. When system exceeds normal pressure rating (14 psi - 96.53 kPa), the cap releases air and if necessary, coolant through the overflow tube (Fig. 2). Two thermostats are located in the housing attached to the right side of the cylinder head (Fig. 1). Furthermore, a water temperature sensor mounted on the cylinder head (radiator side) is also supplied for engine protection purposes.
The engine cooling system also provides hot coolant fluid for the vehicle heating system. Refer to section 22, "HEATING AND AIR
CONDITIONING" in this manual for information relating to heating system water circulation.
2. MAINTENANCE
A systematic routine inspection of cooling system components is essential to ensure maximum engine and heating system efficiency.
•
Check coolant level in the surge tank daily, and correct if required. Test antifreeze strength.
•
Maintain the prescribed inhibitor strength levels as required. Coolant and inhibitor concentration must be checked at each oil change, every 12,500 miles (20 000 km) or once a year, whichever comes first to ensure inhibitor strength. For vehicles equipped with coolant filters replace precharge element filter with a maintenance element filter as per
″
COOLANT FILTER
″
in this section. If the vehicle is not equipped with a filter, add the recommended inhibitor concentration to the antifreeze/water solution.
•
Drain, flush, thoroughly clean and refill the system every two years or every 200,000 miles (320 000 km), whichever comes first.
For vehicle equipped with coolant filters, change the precharge element filter or the existing maintenance element filter for a new maintenance element filter. If the vehicle is not equipped with filters add the recommended inhibitor concentration to the antifreeze/water solution.
Note:
Do not add inhibitors to the antifreeze / water solution if vehicle is equipped with a coolant filter.
Coolant must be discarded in an environmentally safe manner.
2.1 VEHICLES WITHOUT COOLANT FILTERS
Refer to Nalcool 3000 with Stabil-Aid bulletin annexed to the end of this section for preventive maintenance (at each oil change) and initial treatment instructions (each time the cooling system is drained and flushed).
2.2 VEHICLES WITH COOLANT FILTERS
Change the coolant precharge element filter for a maintenance element filter at initial oil change
(see "Specifications" at the end of this section) and replace existing maintenance element filter with a new one as per "COOLANT FILTER" in this section. A precharge element filter must be installed each time the cooling system is drained and flushed prior to installing a maintenance element filter.
•
Check belts for proper tension; adjust as necessary and replace any frayed or badly worn belts.
05-4
•
Check radiator cores for leaks and make sure the cores are not clogged with dirt or insects.
To avoid damaging the fins, clean cores with a low-pressure air hose. Steam clean if required.
•
Inspect the water pump operation. A leaky pump sucks in air, increasing corrosion.
•
Repair all leaks promptly. Unrepaired leaks can lead to trouble. Inspect and tighten radiator mounts periodically. Test and replace thermostats regularly.
Note:
In order to ensure the integrity of the system, it is recommended that a periodic cooling system pressure check be made.
Pressurize the cooling system to 103-138 kPa
(15-20 psi) using Radiator and Cooling System
Tester, J24460-1. Do not exceed 138 kPa (20 psi).
Any measurable drop in pressure may indicate a leak. Whenever the oil pan is removed, the cooling system should be pressure checked as a means of identifying any incipient coolant leaks.
Make sure the cause of the internal leak has been corrected before flushing the contaminated system.
Leaks at the thermostat housing hose connections may be caused by deformation of connections or by rough surfaces on the castings of the hose mounting surfaces. It is recommended that "Dow Corning RTV-102 Compound" or any equivalent product be applied on cast surfaces prior to hose installation.
Caution:
Castings should be clean and free of oil and grease before applying compound. No other sealer should be used with RTV-102 compound.
3. HOSES
Rotten, swollen, and worn out hoses or loose connections are frequent causes of cooling system problems.
Serious overheating is often caused by an old hose collapsing or from rotten rubber shedding from hoses and clogging the coolant passages.
Connections should be inspected periodically and hose clamps tightened. Replace any hose found to be cracked or swollen.
05-5
Section 05: COOLING SYSTEM
When installing a new hose, clean pipe connections and apply a thin layer of a non-hardening sealing compound. Replace worn out clamps or clamps that pinch hoses.
3.1 CONSTANT-TORQUE HOSE CLAMPS
All hose clamps of 1 3/8" ID and over, used on the heating and cooling systems, are of the
"Constant-torque" type. These clamps are worm-driven, made of stainless steel, and supplied with a series of Belleville spring washers. They also feature an extended integral liner that covers the band slots to protect soft/silicone hoses from damage, and help maintain consistent sealing pressure.
This type of clamp is designed to automatically adjust its diameter to compensate for the normal expansion/contraction of a hose and metal connection that occurs during vehicle operation and shutdown. The constant-torque clamp virtually eliminates coolant losses due to "Cold flow" leakage and greatly minimizes clamp maintenance.
3.1.1 Installation
A torque wrench should be used for proper installation. The recommended torque is 90 to
100 lbf•in. (10 to 11 N•m). The Belleville spring washer stacks should be nearly collapsed flat and the screw tip should extend ¼" (6 mm) beyond the housing (Fig. 3).
FIGURE 3: CONSTANT-TORQUE CLAMP
05037
Caution:
The hose clamps will break if overtorqued. Do not over-tighten, especially during cold weather when hose has contracted.
3.1.2 Maintenance
The constant-torque clamps contain a "Visual torque check “ feature. When the tip of the screw is extending ¼" (6 mm) out of the housing, the clamp is properly installed and maintains a leak-proof connection. Since the constant-torque clamp automatically adjusts to keep a consistent sealing pressure, there is no need to retorque
Section 05: COOLING SYSTEM hose clamps on a regular basis. During vehicle operation and shutdown, the screw tip will adjust according to the temperature and pressure changes. Checking for proper torque should be done at room temperature.
4. COOLANT
4.1 COOLANT LEVEL VERIFICATION
Coolant level is correct when cold coolant is visible through the surge tank sight glass
(Fig. 4). If coolant level is low, fill cooling system.
FIGURE 4: SURGE TANK SIGHT GLASS
05066
4.2 COOLANT LEVEL SENSOR
This warning device consists of a fluid level probe mounted on the surge tank. The probe sends a signal to the ECM to indicate coolant level. If the coolant level drops below the probe, the "Check Engine" light flashes and a diagnostic code is registered (see section 01 " ENGINE" ).
Caution:
Do not run engine with the “Check
Engine” light flashing.
The level probe is mounted on the R.H. side of the surge tank while the electronic module is mounted inside the rear electric junction box.
4.3 THAWING COOLING SYSTEM
If the cooling system becomes frozen solid, place the coach in a warm area until the ice is completely thawed. Under no circumstances should the engine be operated when the cooling system is frozen, as it will result in engine overheating due to insufficient coolant.
05-6
Once thawed, check engine, radiator and related components for damage caused by expansion of frozen coolant fluid.
4.4 COOLANT REQUIREMENTS
The coolant provides a medium for heat transfer and controls the internal temperature of the engine during operation. In an engine having proper coolant flow, some of the combustion heat is conveyed through the cylinder walls and the cylinder head into the coolant. Without adequate coolant, normal heat transfer cannot take place within the engine, and engine temperature rapidly rises. Coolant must therefore be carefully selected and properly maintained.
Select and maintain coolant in order to meet the following basic requirements:
•
Provide for adequate heat transfer.
•
Provide protection from cavitation damage.
•
Provide a corrosion and erosion resistant environment within the cooling system.
•
Prevent formation of scale or sludge deposits in the cooling system.
•
Be compatible with the cooling system hose and seal materials.
•
Provide adequate freeze protection during cold weather operation.
Combining suitable water with reliable inhibitors satisfies the first five requirements. When freeze protection is required, a solution of suitable water and antifreeze containing adequate inhibitors will provide a satisfactory coolant fluid. Ethylene glycol-based antifreeze is recommended for use in Series 60 engines. The cooling system capacity is 24 US gal (91 liters).
Note:
In general, antifreeze does not contain adequate inhibitors. For this reason, supplemental coolant additives are required.
For a complete overview of engine coolants used with Detroit Diesel Engines, refer to
"Specifications" in the Detroit Diesel Series 60
"Engine Operator's Guide" .
4.5 COOLING SYSTEM RECOMMENDATIONS
Always maintain cooling system at the proper coolant level. Check daily.
The cooling system must be pressurized to prevent localized boiling of coolant. The system must be kept clean and leak-free. The filler and pressure caps must be checked periodically for proper operation.
4.6 INHIBITORS
A coolant solution, which has insufficient inhibitors or no inhibitors at all, invites the formation of rust, scale, sludge and mineral deposits within the cooling system. These deposits can cause water pump seal wear and coat the interior of coolant system passages.
Heat transfer is reduced as deposits build up, leading to an overheating condition. Continued operation with this condition can lead to serious engine damage: liner scuffing, scoring, piston seizure and cylinder head cracking. These damages can occur quickly or over a longer period of time, depending of location and amount of deposits. Improperly inhibited coolants can become corrosive enough to "eat away" coolant passages and seal ring grooves and cause leaks to develop. Hydrostatic lock can occur if leak is internal and accumulates on top of a piston. The result may be a bent connecting rod. Cavitation erosion may occur in improperly inhibited coolants. Cavitation erosion is caused by the implosion of tiny bubbles against localized surfaces of the system. Such implosion causes pinpoint pressures high enough to erode pump impellers, cylinder liners and cylinder blocks. In extreme cases, their surfaces are so deeply pitted that they appear to be spongy, and holes can develop completely through them.
4.6.1 Inhibitor Test Procedures
Test Kits are commercially available to check engine coolant for nitrite concentration. Nitrite concentration is an indication of Supplemental
Coolant Additive (SCA) level. Nitrite must be maintained within recommended levels. Coolant must be tested at each oil change to insure that inhibitor levels are maintained within the ranges shown below:
Section 05: COOLING SYSTEM
Detroit Diesel Selected Products System
Min. PPM Max PPM
Boron (B)
Nitrite (NO2)
Nitrates (NO3)
Silicon (Si)
Phosphorous (P)
1000
800
1000
50
300
1500
2400
2000
250
500 pH 8.5
10.5
Note : Above SCA values with GM6038-M or
ASTM 4985. Use Nalco Chemical Company nitrite test kits (CO-318). A factory coolant analysis program is available through Detroit
Diesel distributors under part number 23508774.
4.7 COOLANT RECOMMENDATIONS inhibitor and water at proper concentration levels. A 50% coolant/water solution is normally used as factory fill. Antifreeze concentration over 70% is not recommended because of poor heat transfer capability, adverse freeze protection and silicate dropout. Antifreeze concentration below 30% offers little freeze, boilover or corrosion protection.
2. Use only ethylene glycol antifreeze meeting the GM 6038-M or ASTM D 4985 formulation or an equivalent antifreeze with a 0.15% maximum silicate content meeting GM 1899-
M performance specifications.
3. Use an antifreeze solution year-round for freeze and boil-over protection. Seasonal changing of coolant from an antifreeze solution to an inhibitor/water solution is recommended.
4. Pre-mix coolant makeup solutions at proper concentrations before adding to the cooling system.
5. Maintain the prescribed inhibitor strength levels as required.
6. Do not mix different base inhibitor packages.
7. Always maintain proper coolant level.
Caution:
Always test the solution before adding water or antifreeze.
05-7
Section 05: COOLING SYSTEM
8. If cooling system is not at the proper protection level. Mix coolant/water solution to the proper concentration before adding to the cooling system
9. Use only non-chromate inhibitors.
10. Distilled water is recommended.
DO NOT USE THE FOLLOWING:
•
Soluble
•
Chromate
•
Methoxy propanol-base antifreeze;
•
Methyl alcohol-base antifreeze;
•
Sealer additives or antifreezes containing sealer additives;
Warning:
Never remove filler cap while coolant is hot. When coolant is at ambient temperature, release pressure from system by turning the pressure cap counterclockwise ¼ turn; then remove filler cap slowly. A sudden release of pressure from the heated cooling system can result in severe burns from the expulsion of hot coolant fluid.
4.7.1 Vehicles Without Coolant Filters
Refer to Nalcool 3000 with Stabil-Aid bulletin annexed to the end of this section for preventive maintenance (at each oil change) and initial treatment instructions (each time the cooling system is drained and flushed).
4.7.2 Vehicles With Coolant Filters
Change the coolant precharge element filter for a maintenance element filter at initial oil change
(see Specifications at the end of this section) and replace existing maintenance element filter with a new one as per "COOLANT FILTER" in this section. A precharge element filter must be installed each time the cooling system is drained and flushed before installing a maintenance element filter.
Note:
The coolant filter contains inhibitors.
5. DRAINING COOLING SYSTEM
Use the following procedures to drain the cooling system partially or completely.
05-8
To drain engine and related components:
1. Stop engine and allow engine to cool. Close both heater line shutoff valves. One valve is located in the engine compartment under the radiator fan gearbox (Fig. 5). Another valve is located in the L.H. rear electric compartment near the optional coolant heater
(Fig. 6).
Note : Refer to section 22 under "Preheating
System" for information about preheater access and heater line shutoff valve.
FIGURE 5: ENGINE COMPARTMENT
05078T
FIGURE 6 : REAR ELECTRICAL COMPARTMENT
05058
Warning:
Before proceeding with the following steps, make sure the coolant has cooled down.
The sudden release of pressure from a heated cooling system can result in loss of coolant and possible personal injury (scalding) from the hot liquid.
2. Unscrew the surge tank pressure cap counterclockwise, ¼ turn to let air enter the system and permit the coolant to drain completely from system.
FIGURE 7: ENGINE COOLANT DRAIN COCKS
05074
3. Open the water pump housing inlet line drain cock (Fig. 8).
FIGURE 8 : UNDERNEATH ENGINE
05060
05-9
Section 05: COOLING SYSTEM
4. Open drain cock at bottom of thermostat housing to drain the coolant trapped above the thermostats (1, Fig. 7).
5. Open the radiator drain cock (Fig. 5).
6. Open engine drain cock (2, Fig. 7).
7. Remove the transmission oil cooler. Drain, flush and inspect. Refer to Section 7,
“TRANSMISSION” for oil cooler maintenance or preventive replacement.
Caution:
If freezing weather is anticipated and the engine is not protected with antifreeze, drain the cooling system completely when vehicle is not in use. Trapped water in the cylinder block, radiator or other components may freeze and expand resulting in damages. Leave the drain plugs open until the cooling system can be filled with coolant fluid. Do not run engine with cooling system empty.
To drain the entire system, do the previous steps while maintaining the shutoff valves in the open position; then follow the procedure under
“Draining Heating System” in Section 22.
6. FILLING COOLING SYSTEM
If only the engine and related components were drained, maintain the two heater line shutoff valves in their closed position, then proceed as follows:
1. Close all drain cocks. Refer to draining procedure for the location of draining points.
2. Refill cooling system from the surge tank filler cap inlet with a recommended ethylene glycol-based antifreeze and water solution of the required concentration. Add Detroit
Diesel selected product cooling system inhibitors (if required).
Note:
The coolant level should remain within two inches of the surge tank filler neck.
Note:
Make sure the purge line at top of thermostat housing is properly connected and not obstructed. The purge line (thermostat housing dome to radiator top tank) is required to ensure complete engine fill and proper purging of air in the system.
3. Install the filler and pressure caps, then start the engine and run it at fast idle until reaching normal operating temperature.
Check for leaks.
Section 05: COOLING SYSTEM
Note:
If for any reason, the coolant level drops below the surge tank level probe, the Check
Engine light will flash.
4. Stop engine and allow to cool.
5. Open the two heater line shutoff valves, check the coolant level in the surge tank, and then add as required.
Caution:
Never pour cold coolant into a hot engine. The sudden change in temperature may crack the cylinder head or block.
If the entire system has been drained, redo the previous steps while maintaining the two heater line shutoff valves in the "Open" position. With engine running, activate the driver's and central heating systems to permit coolant circulation. If the vehicle is equipped with a windshield upper section defroster, momentarily pinch the hose located between the recirculating pump suction and the defroster outlet connector to ensure windshield upper section defroster complete filling. Complete the procedure by bleeding the heater cores as explained in Section 22, under
“9.4 Bleeding Heating System”.
7. FLUSHING
If the cooling system is contaminated, flush the cooling system as follows:
1. Drain the coolant from the engine.
2. Refill with clean water.
Caution:
If the engine is hot, fill slowly to prevent rapid cooling and distortion of the engine castings.
3. To thoroughly circulate the water, start and run the engine for 15 minutes after the thermostats have opened.
4. Fully drain system.
5. Refill with clean water and operate for 15 minutes after the thermostats have opened.
6. Stop engine and allow to cool.
7. Fully drain system.
Vehicles without coolant filters:
Fill with a 50/50-antifreeze/water solution and add required inhibitors.
Vehicles with coolant filters:
05-10
Replace the coolant filter with a precharge element filter; in this case do not mix inhibitors with antifreeze/water solution.
Dispose of spent fluids in an environmentally responsible manner according to regulations in effect in your area.
7.1 COOLING SYSTEM DESCALERS
If the engine overheats and the fan belt tension, coolant level and thermostat operation have been found to be satisfactory, it may be necessary to de-scale and flush the entire cooling system.
Remove scale formation by using a reputable and safe de-scaling solvent. Immediately after using the de-scaling solvent, neutralize with a neutralizing agent. It is important that product directions be thoroughly read and followed.
After using the solvent and neutralizer, fully drain the system, then reverse flush the engine and radiator (see "Reverse Flushing" in this section) before filling the system with coolant solution.
7.2 REVERSE FLUSHING
After the engine and radiator have been thoroughly de-scaled, they should be reverseflushed. The water pump should be removed and the radiator and engine reverse-flushed separately to prevent dirt and scale deposits from clogging the radiator tubes or being forced through the pump. Reverse flushing is accomplished by hot water, under pressure, being forced through the cooling system in a direction opposite to the normal flow of coolant, loosening and forcing deposits out.
The radiator is reverse flushed as follows:
1. Remove the radiator inlet and outlet hoses and replace existing radiator cap with a new one.
2. Attach a hose to the top of the radiator to lead water away from the engine.
3. Attach a hose at the bottom of the radiator and insert a flushing gun in the hose.
4. Connect the water hose of the gun to the water outlet and the air hose to the compressed air outlet.
5. Turn on the water and when the radiator is full, turn on the air in short blasts, allowing the radiator to fill between blasts.
Section 05: COOLING SYSTEM
Note:
Apply air gradually. Do not exert more than 138 kPa (20 psi) air pressure. Too great a pressure may rupture a radiator tube.
6. Continue flushing until only clean water is expelled from the radiator.
The cylinder block and cylinder head water passages are reverse flushed as follows:
1. Remove the thermostats and the water pump.
2. Attach a hose to the water inlet of oil cooler housing to drain water away from engine.
3. Attach a hose to the water outlet at the top of the cylinder head (thermostat housing) and insert the flushing gun in the hose.
4. Turn on the water until the jackets are filled, and then turn on the air in short blasts. Allow jackets to fill with water between air blasts.
5. Continue flushing until the water from the engine runs clean.
If scale deposits in the radiator cannot be removed by chemical cleaners or reverse flushing as outlined above, it may be necessary to remove the upper tank and rod out the individual radiator tubes with flat steel rods.
Circulate the water through the radiator core from the bottom to the top during this operation.
8. SPIN-ON COOLANT FILTER
The optional engine cooling system filter is used to filter out impurities such as scale or sand from the coolant and it also eliminates the process of adding inhibitors to the antifreeze/water solution.
The filter is mounted to the engine cradle
(Fig. 9).
The precharge element filter lasts for 12,500 miles (20 000 km) or one year, whichever comes first. Replace the precharge element filter with a maintenance element filter, which lasts for
200,000 miles (320 000 km) or two years, whichever comes first. Each time the coolant is renewed, a precharge element filter must be installed before installing a maintenance element filter.
FIGURE 9: UNDERNEATH ENGINE
05072
Note:
If a coolant filter is to be installed on an engine already in service, drain and flush the cooling system before installing the filter.
To replace a filter:
1. Close the two filter shutoff cocks on the filter mounting head and unscrew the old filter from mounting.
Warning:
Failure to relieve cooling system pressure may result in personal injury.
2. Remove and discard the filter.
3. Clean the filter adapter with a clean, lint-free cloth.
4. Coat surface of gasket with oil, tighten 2/3 to
1 turn after gasket makes contact with head.
5. Open the two filter shutoff cocks.
6. Start engine and check for leaks.
Caution:
Do not exceed recommended service intervals.
9. RADIATOR
The radiator is mounted at the L.H. side of engine compartment. It is designed to reduce the temperature of the coolant under all operating conditions. It is essential that the radiator core be kept clean and free from corrosion and scale at all times.
05-11
Section 05: COOLING SYSTEM
9.1 MAINTENANCE
Inspect the exterior of the radiator core every
25,000 miles (40 000 km) or once a year, whichever comes first. Clean with a quality grease solvent, such as a mineral spirits and dry with compressed air. Do not use fuel oil, kerosene, gasoline, or any caustic material. It may be necessary to clean the radiator more frequently if the vehicle is operated in extremely dusty or dirty areas. Refer to coolant system flushing and reverse flushing in this section for maintenance of radiator interior.
10. VARIABLE SPEED RADIATOR FAN
The radiator fan has two thermostatically controlled speeds. The ECM controls the speed by comparing data from engine temperature, coolant temperature and air inlet temperature to a set of calibration data. The fan drive clutch is electromagnetic; the ECM sends an electric current to regulate speed by activating one magnetic coil for the first speed and two magnetic coils for the second speed.
The settings are:
For Series 60 engines with motor serial numbers up to 06R0194000 inclusively
• 204°F (96°C) first speed
• 208°F (98°C) second speed
For Series 60 engines with motor serial numbers from 06R0194000
•
Coolant Temp. Fan ON 203°F (95°C)
•
Coolant Temp. Fan OFF 194°F (90°C)
•
Oil Temp. Fan ON 235°F (113°C)
•
Oil Temp. Fan OFF 219°F (104°C)
•
Air Temp. Fan ON 151°F (66°C)
•
Air Temp. Fan OFF 121°F (49°C)
Low Speed Operation
•
Coolant Temp. 196°F (91°C)
•
Oil Temp. 230°F (110°C)
•
Air Temp. 140°F (60°C)
Note:
In case of an electrical power failure: remove the bolt from the end of the shaft and screw it into the locking plate. This procedure will prevent engine from overheating by forcing fan rotation (Fig. 10).
05-12
FIGURE 10: MECHANICAL LOCKING DEVICE 05061
10.1 MAINTENANCE
1. Clean the fan and related parts with clean fuel oil and dry them with compressed air. Do not clean with steam or high-pressure jet.
2. Check the fan blades for cracks or other damage. Replace the fan if the blades are cracked or deformed.
3. Remove any rust or rough spots in the grooves of the fan pulley. If the grooves are damaged or severely worn, replace the pulley.
4. Do not add any fluids or lubricants to the fan driving mechanism.
5. Do not restrict fan rotation during engine operation for any reason.
6. Do not operate fan-driving mechanism with a damaged fan assembly. Replace a damaged fan as soon as the fault is noted.
7. Immediately investigate and correct any operator complaint involving driving mechanism or cooling system performance.
8. When questions arise, obtain answers before proceeding. Assistance is available through the authorized Field Sales distributor serving your area.
10.2 INSPECTION
Warning:
Set the starter selector switch in engine compartment to the "Off" position to prevent accidental starting of the engine.
•
Check security of fasteners securing fan blade assembly to fan driving mechanism.
•
Check coupling installation between fan blade assembly and gearbox.
•
Visually inspect fan driving mechanism, fan blade assembly, shroud, radiator, and surrounding area for evidence of contact between rotating and non-rotating parts.
•
Check fan transfer belt for fraying, cracking, and proper tension.
•
Turn fan through at least 360° of rotation. It should turn smoothly with no resistance.
10.3 THERMOSTAT OPERATION
Coolant temperature is controlled by two blocking-type thermostats located in a housing attached to the cylinder head, on the turbo side of the engine (Fig. 11).
At coolant temperature below approximately
190°F (88°C), the thermostat valves remain closed and block the flow of coolant from the engine to the radiator. During this period, all of the coolant in the system is recirculated through the engine and directed back to the suction side of the water pump via a bypass tube. As the coolant temperature rises above 190°F (88°C) the thermostat valves start to open, restricting the bypass system, and allowing a portion of the coolant to recirculate through the radiator. When the coolant temperature reaches approximately
205-207°F (96-97°C) thermostat valves are fully open, the bypass system is blocked off and the coolant is directed through the radiator.
FIGURE 11: THERMOSTAT AND RELATED PARTS
05034
05-13
Section 05: COOLING SYSTEM
11. FAN GEARBOX
The radiator fan is belt driven from the engine crankshaft pulley through a standard gearbox, which is designed with two output shafts.
FIGURE 12: FAN GEARBOX
05062T
11.1 MAINTENANCE
Change the gearbox oil at 3,000 miles (4,800 km) and subsequently every 50,000 miles
(80,000-km) or once a year, whichever comes first.
11.2 OIL CHANGE
1. Stop engine and make sure that all engine safety precautions have been observed.
2. Remove the drain plug located underneath the gearbox case.
3. Drain gearbox.
4. Replace drain plug.
5. Remove the dipstick located on top of gearbox and wipe with a clean rag (Fig. 12).
6. Insert dipstick in gearbox case, then remove again to check mark.
7. Unfasten tube and its connector from the gearbox case.
8. Adjust level to
″
Full
″
mark using Mobil SHC
630 (Prévost #180217) synthetic oil.
9. Reinsert the dipstick to check mark then fasten tube and connector.
Section 05: COOLING SYSTEM
Caution
: Vehicles up to V.I.N.
#2PCH3341XX1012847 used Mobil SHC 634
(Prévost #682268). Do not mix these two types of oil.
12. RADIATOR FAN BELT REPLACEMENT
Locate the belt tensioner pressure-releasing valve (Fig. 13), then turn handle clockwise in order to release pressure in belt tensioner air bellows, thus releasing tension on belts.
FIGURE 14: REGULATOR VALVE
01058
FIGURE 13: REAR START PANEL
01044
Remove existing belts (3
″
V
″ belts & 1 Poly) from fan assembly and replace with new ones.
Turn the pressure-releasing valve counterclockwise to its initial position to apply tension on the new belts.
Note:
For proper operation of the belts, adjust the air bellows tensioner pressure regulating valve (located next to control valve) to 50 psi
(345 kPa).
12.1 BELT TENSION ADJUSTMENT
The regulator is located behind the belt tension release valve panel in the engine compartment.
Turn the adjustment screw located on top of the regulator valve to change the tension pressure.
Check proper pressure using the pressure check valve (Fig. 14).
Use Belt Tension Gauge #68-2404 to measure tension of engine belts. For proper operation of air tensioners, adjust upper tensioning bracket to provide a 2-3/8" to 2-1/2" (60 to 64 mm) bracket extension under normal pressure of 50 psi (345 kPa). Refer to figure 15 for more information.
05-14
FIGURE 15: BELT TENSIONER
01059
13. FAN DRIVE ALIGNMENT
1. Install both attachment assembly plates (P/N
051779) (48, Fig. 16) through lower plating and secure with four spring nuts (P/N 500666), (70,
Fig. 16). Then install one spacer (P/N 050705), anchoring locations (Fig. 16).
Section 05: COOLING SYSTEM seat assembly by shimming with additional spacers (#49 - P/N 050705).
Note:
Use a straight edge to measure engine pulley's vertical angle (Fig. 18).
FIGURE 16: ANGLE SUPPORT
05014
2. Center seat assembly in the fan shroud using the horizontal displacement of the fan driving mechanism support. Center with the slots in the floor at anchoring angle support (on some vehicles only). Vertical displacement of the fan clutch is made possible by slots at the base of the fan clutch (on some vehicles only) or by shimming with additional spacers at anchoring locations. Temporarily secure assembly with two nuts (P/N 500709), (74,
Fig. 16) at both anchoring locations.
Caution:
Tilt fan and check for clearance.
3. Using a straight edge, align the 3"V"pulley on gearbox central shaft pulley with engine pulley, while taking pulleys outer edge thickness under consideration i.e. 3"V"pulley's outer edge is thicker than that of engine pulley's (Fig. 17).
FIGURE 18: PULLEY'S VERTICAL ANGLE
05063
5. Check alignments again (steps 3, 4 & 5) then replace temporary anchoring nuts tighten.
6. Align multi "V" pulley with fan pulley. Adjust the depth of the pulley on the gearbox shaft.
7. Set belt tensioner pressure regulating valve to
50 PSI (345 kPa).
Caution:
In order for tensioning system to work properly, the distance between the inside faces of belt tensioning brackets should be between 2-
3/8" (60 mm) and 2 1/2" (64 mm). Otherwise, release tension on system and readjust distance using bolts securing upper tensioning bracket
(Fig. 15).
FIGURE 17: PULLEYS ALIGNMENT
05064
4. Using a universal protractor, check 3"V" pulley's vertical angle with that of engine pulleys. If angles do not correspond, raise
05-15
Section 05: COOLING SYSTEM
14. SPECIFICATIONS
Cooling System Capacity (Approximation)
Includes heating system ........................................................................................................ 24 US gal (91 liters)
Thermostat
Number used ........................................................................................................................................................2
Start to open......................................................................................................................... 186-193°F (86-89°C)
Fully open.......................................................................................................................................... 207°F (97°C)
Radiator
Make................................................................................................................................................................Long
Location........................................................................................................................................... Rear L.H. side
H3-41 & H3-45 Coach
Supplier number.................................................................................................................................7601-8317-1
Prevost number.......................................................................................................................................... 550687
H3-45 VIP
Supplier number.................................................................................................................................... 7601-8336
Prevost number.......................................................................................................................................... 550689
Surge Tank Filler Cap
Make............................................................................................................................................................... Stant
Model.................................................................................................................................................................. R3
Prevost number.......................................................................................................................................... 530191
Pressure Cap
Make............................................................................................................................................................... Stant
Pressure setting ........................................................................................................................14 psi (96.53 kPa)
Supplier number............................................................................................................................................... R12
Prevost number.......................................................................................................................................... 550606
Fan Clutch
Make.............................................................................................................................................................. Linnig
Type ...........................................................................................................................................................3 speed
Supplier number...................................................................................................................................LA1.2.024Y
Prevost number.......................................................................................................................................... 550634
Note:
The fan clutch is controlled by DDEC (not by thermoswitch).
Fan Gearbox
Make...........................................................................................................................................Superior Gearbox
Ratio ...................................................................................................................................................................1:1
Supplier number...................................................................................................................... R500-9AAC-B0193
Prevost number.......................................................................................................................................... 550810
Lubricating Oil ............................................................................................................................. MOBIL SHC 630
Prevost number (Oil).................................................................................................................................. 683666
Caution
: Vehicles up to V.I.N. #2PCH3341XX1012847 use Mobil SHC 634 (Prévost #682268). Do not mix these two types of oil.
05-16
Section 05: COOLING SYSTEM
Fan Belt (gearbox-fan)
Make............................................................................................................................................................. Dayco
Type ....................................................................................................................................... Multi-V, Poly rib, 51”
Qty.........................................................................................................................................................................1
Supplier number....................................................................................................................................... 5100495
Prevost number.......................................................................................................................................... 506663
Fan Belt (gearbox-motor)
Make..............................................................................................................................................................Gates
Type .............................................................................................................................................................. V belt
Qty.........................................................................................................................................................................3
H3-45 Coach and H3-45 VIP:
Supplier number......................................................................................................................................AX73
Prevost number................................................................................................................................... 506691
H3-41 Coach:
Supplier number.............................................................................................................................................AX74
Prevost number.......................................................................................................................................... 506690
Corrosion Inhibitor and Coolant Stabilizer
Supplier number.......Detroit Diesel........................................................................................................ 23507857
Supplier number.......Nalco ..................................................................................................................DD3000-15
Coolant Filter
Number used ........................................................................................................................................................1
Make.............................................................................................................................................................. Nalco
Type ........................................................................................................................................................... Spin-on
MAINTENANCE ELEMENT FILTER
Supplier number. ....Detroit Diesel........................................................................................................ 23507545
Supplier number......Nalco ......................................................................................................................DDF3000
Prevost number.......................................................................................................................................... 550630
PRECHARGE ELEMENT FILTER
Supplier number. ....Detroit Diesel........................................................................................................ 23507189
Supplier number......Nalco .......................................................................................................................... DDF60
Prevost number.......................................................................................................................................... 550629
05-17
SECTION 06: ELECTRICAL
CONTENTS
1.
GENERAL DESCRIPTION .............................................................................................................. 06-5
1.1
W IRING D IAGRAMS ...................................................................................................................... 06-5
1.1.1
Wiring Diagram Keys ......................................................................................................... 06-5
1.1.2
Using Wiring Diagrams ...................................................................................................... 06-5
1.1.3
Testing Circuits .................................................................................................................. 06-5
1.2
W IRE S IZES AND C OLORS ............................................................................................................ 06-6
1.3
S PARE W IRES ............................................................................................................................. 06-6
1.4
C LEANING C ONNECTORS ............................................................................................................. 06-6
1.5
C IRCUIT B REAKERS ..................................................................................................................... 06-6
1.6
R ELAYS ...................................................................................................................................... 06-7
2.
H3 SERIES VEHICLES ELECTRICAL COMPARTMENTS AND JUNCTION BOXES .................. 06-9
2.1
M AINTENANCE ............................................................................................................................. 06-9
2.2
M AIN P OWER C OMPARTMENT ...................................................................................................... 06-9
2.2.1
Battery Charger or In-Station Lighting Connector............................................................ 06-10
2.3
R EAR E LECTRICAL C OMPARTMENT ............................................................................................ 06-10
2.4
F RONT E LECTRICAL AND S ERVICE C OMPARTMENT ...................................................................... 06-11
2.5
E NGINE S TARTING C ONTROL P ANEL .......................................................................................... 06-11
2.6
A/C AND H EATING CONTROLS .................................................................................................... 06-11
3.
BATTERIES ................................................................................................................................... 06-12
3.1
M AIN B ATTERY R ELAYS ............................................................................................................. 06-12
3.2
B ATTERY R EMOVAL AND I NSTALLATION ...................................................................................... 06-12
3.3
B ATTERY R ATING ...................................................................................................................... 06-13
3.4
B ATTERY T ESTING .................................................................................................................... 06-13
3.4.1
3.4.2
3.4.3
Visual Inspection.............................................................................................................. 06-14
Removing Surface Charge............................................................................................... 06-14
Load Test ......................................................................................................................... 06-14
3.4.4
Testing Battery Cables..................................................................................................... 06-15
3.5
B ATTERY C HARGING ................................................................................................................. 06-15
3.5.1
Battery Charging Guide ................................................................................................... 06-16
3.5.2
Emergency Jump Starting With Auxiliary (Booster) Battery ............................................ 06-17
3.6
C LEANING AND I NSPECTION ....................................................................................................... 06-18
3.7
C OMMON C AUSES OF B ATTERY F AILURE .................................................................................... 06-18
3.8
T ROUBLESHOOTING ................................................................................................................... 06-18
4.
ELECTRICAL SYSTEM MONITOR............................................................................................... 06-18
4.1
T ELLTALE L IGHT D EFINITIONS .................................................................................................... 06-19
5.
BOSCH ALTERNATOR................................................................................................................. 06-19
6.
DELCO ALTERNATOR ................................................................................................................. 06-19
7.
CHARGING SYSTEM TROUBLESHOOTING .............................................................................. 06-21
7.1
A LTERNATOR OR V OLTAGE R EGULATOR ..................................................................................... 06-21
7.2
A LTERNATOR D IAGNOSIS ........................................................................................................... 06-22
7.2.1
7.2.2
Diode Checks................................................................................................................... 06-22
Field Winding Check ........................................................................................................ 06-23
7.2.3
Stator Winding Check ...................................................................................................... 06-23
7.3
D IODE R EPLACEMENT ............................................................................................................... 06-24
7.3.1
7.3.2
Diode Replacement (in Support)...................................................................................... 06-24
Diode Replacement (in End Frame) ................................................................................ 06-24
06-1
Section 06: ELECTRICAL
7.4
F IELD R EMOVAL ........................................................................................................................ 06-25
7.5
F IELD I NSTALLATION .................................................................................................................. 06-25
7.6
S TATOR R EPLACEMENT ............................................................................................................. 06-25
7.6.1
Removal........................................................................................................................... 06-25
7.6.2
Soldering Stator Terminal Leads ..................................................................................... 06-26
7.6.3
Installation ........................................................................................................................ 06-26
7.7
D IODE E ND C OVER I NSTALLATION .............................................................................................. 06-26
7.8
A LTERNATOR R EMOVAL (D ELCO ) ............................................................................................... 06-26
7.8.1
Disassembly of Alternator ................................................................................................ 06-27
7.8.2
7.8.3
7.8.4
Alternator Cleaning and Inspection.................................................................................. 06-27
Bearing or Rotor Replacement ........................................................................................ 06-27
Alternator Reassembly..................................................................................................... 06-28
7.8.5
Output check.................................................................................................................... 06-28
7.9
A LTERNATOR D RIVE B ELT ......................................................................................................... 06-29
7.9.1
Adjustment ....................................................................................................................... 06-29
8.
VOLTAGE REGULATOR (DELCO) .............................................................................................. 06-29
8.1
T ROUBLESHOOTING P ROCEDURES ............................................................................................. 06-30
8.1.1
Undercharged Battery...................................................................................................... 06-31
8.1.2
Overcharged Battery........................................................................................................ 06-31
8.2
R EGULATOR C HECKS ................................................................................................................ 06-31
8.3
A DJUSTING V OLTAGE ................................................................................................................ 06-32
9.
BATTERY EQUALIZER................................................................................................................. 06-33
10.
STARTER ................................................................................................................................... 06-33
10.1 M AINTENANCE ........................................................................................................................... 06-33
10.2 T ROUBLESHOOTING ................................................................................................................... 06-33
10.2.1
No-Load Test ................................................................................................................... 06-33
10.2.2
Lock-Torque Test............................................................................................................. 06-34
10.3 D ISASSEMBLY ........................................................................................................................... 06-35
10.3.1
Cleaning ........................................................................................................................... 06-35
10.3.2
Armature Servicing .......................................................................................................... 06-35
10.3.3
Field Coil Checks ............................................................................................................. 06-35
10.3.4
Field Coil Removal........................................................................................................... 06-36
10.3.5
Reassembly ..................................................................................................................... 06-36
10.4 P INION C LEARANCE ................................................................................................................... 06-36
10.5 S TARTER S OLENOID .................................................................................................................. 06-36
10.5.1
Disassembly..................................................................................................................... 06-37
10.5.2
Solenoid Maintenance...................................................................................................... 06-37
10.5.3
Solenoid Tests ................................................................................................................. 06-37
10.5.4
Recommendations ........................................................................................................... 06-37
11.
ENGINE BLOCK HEATER ........................................................................................................ 06-37
11.1 M AINTENANCE ........................................................................................................................... 06-38
12.
EXTERIOR LIGHTING ............................................................................................................... 06-38
12.1 H EADLIGHTS ............................................................................................................................. 06-38
12.1.1
Headlight Beam Toggle Switch ........................................................................................ 06-38
12.1.2
Maintenance .................................................................................................................... 06-38
12.1.3
Headlight Adjustment ....................................................................................................... 06-38
12.1.4
Sealed-Beam Unit ............................................................................................................ 06-42
12.1.5
Front Turn Signal ............................................................................................................. 06-42
12.2 S TOP , T AIL , D IRECTIONAL , B ACK -U P , AND H AZARD W ARNING L IGHTS ........................................ 06-43
12.2.1
Lamp Removal and Replacement.................................................................................... 06-43
06-2
Section 06: ELECTRICAL
12.2.2
Cyclop Light Removal and Replacement......................................................................... 06-43
12.3 L ICENCE P LATE L IGHT ............................................................................................................... 06-43
12.4 C LEARANCE , I DENTIFICATION AND M ARKER L IGHTS .................................................................... 06-43
12.4.1
Marker Light Removal and Replacement......................................................................... 06-44
12.4.2
Clearance and Identification Light Removal and Replacement ....................................... 06-44
12.5 D OCKING AND C ORNERING L IGHTS ............................................................................................ 06-44
12.5.1
Lamp Removal and Replacement.................................................................................... 06-44
12.6 F OG L IGHTS .............................................................................................................................. 06-44
12.6.1
Bulb Removal and Replacement ..................................................................................... 06-44
13.
INTERIOR LIGHTING EQUIPEMENT ....................................................................................... 06-44
13.1 C ONTROL P ANEL L IGHTING ........................................................................................................ 06-44
13.1.1
Switch Lighting ................................................................................................................. 06-45
13.1.2
Telltale Light Replacement .............................................................................................. 06-45
13.1.3
Gauge Light Bulb Replacement ....................................................................................... 06-45
13.2 S TEPWELL L IGHTS .................................................................................................................... 06-45
13.2.1
Coach Entrance ............................................................................................................... 06-45
13.2.2
VIP Entrance.................................................................................................................... 06-46
13.2.3
Bulb Removal and Replacement ..................................................................................... 06-46
13.3
LAVATORY NIGHT LIGHT ............................................................................................................. 06-46
13.3.1
Bulb Removal and Replacement ..................................................................................... 06-46
13.4 D RIVER ’ S AREA LIGHTS .............................................................................................................. 06-46
13.4.1
Bulb Removal and Replacement ..................................................................................... 06-46
13.5 P ASSENGER S ECTION L IGHTING ................................................................................................. 06-46
13.5.1
Fluorescent Tube Replacement....................................................................................... 06-47
13.5.2
Removal and Replacement of In-Station Fluorescent Tubes .......................................... 06-47
13.5.3
Removal and Replacement of Reading Lamp Bulb ......................................................... 06-47
13.6 E NGINE C OMPARTMENT L IGHTING .............................................................................................. 06-48
13.7 L AVATORY L IGHT ....................................................................................................................... 06-48
14.
LIGHT BULB DATA ................................................................................................................... 06-48
15.
SPECIFICATIONS...................................................................................................................... 06-50
ILLUSTRATIONS
FIGURE 1: WIRE IDENTIFICATION....................................................................................................... 06-6
FIGURE 2: MAIN BREAKERS................................................................................................................. 06-6
FIGURE 3: TYPES OF RELAYS ............................................................................................................. 06-8
FIGURE 4: ELECTRICAL COMPARTMENTS ........................................................................................ 06-9
FIGURE 5: MAIN POWER COMPARTMENT ....................................................................................... 06-10
FIGURE 6: MAIN POWER COMPARTMENT ....................................................................................... 06-10
FIGURE 7: REAR ELECTRICAL COMPARTMENT.............................................................................. 06-10
FIGURE 8: REAR ELECTRICAL COMPARTMENT.............................................................................. 06-11
FIGURE 9: FRONT ELECT. & SERVICE COMPARTMENT ................................................................ 06-11
FIGURE 10: ENGINE STARTING CONTROL PANEL ......................................................................... 06-11
FIGURE 11: CONTROL PANEL IN HVAC COMPARTMENT............................................................... 06-11
FIGURE 12: BATTERIES ...................................................................................................................... 06-12
FIGURE 13: TEST INDICATOR............................................................................................................ 06-14
FIGURE 14: LOAD TEST ...................................................................................................................... 06-14
FIGURE 15: ALLIGATOR CLAMPS AND BATTERY............................................................................ 06-16
FIGURE 16: 50DN DELCO ALTERNATOR SECTIONAL VIEW .......................................................... 06-20
FIGURE 17: ALTERNATOR WIRING DIAGRAM (DELCO) ................................................................. 06-20
FIGURE 18: CONNECTIONS FOR CHECKING ALTERNATOR OUTPUT ......................................... 06-21
06-3
Section 06: ELECTRICAL
FIGURE 19: VIEW OF RECTIFIER END FRAME WITH COVER REMOVED..................................... 06-22
FIGURE 20: CHECKING DIODES WITH OHMMETER ON A TYPICAL OIL COOLED ALTERNATOR -
(END COVER REMOVED) ............................................................................................................ 06-23
FIGURE 21: CHECKING DIODES WITH OHMMETER ON A TYPICAL OIL COOLED ALTERNATOR
(END COVER REMOVED) ............................................................................................................ 06-23
FIGURE 22: CHECKING STATOR WINDING FOR “OPEN” AND GROUND ...................................... 06-24
FIGURE 23: ALTERNATOR (HOSES AND WIRES) ............................................................................ 06-26
FIGURE 24: ALTERNATOR RETAINING BOLTS AND WASHERS .................................................... 06-27
FIGURE 25: ALTERNATOR DRIVE BELT............................................................................................ 06-29
FIGURE 26: VOLT REGULATOR ......................................................................................................... 06-29
FIGURE 27: TYPICAL WIRING DIAGRAM OF A NEGATIVE GROUND SYSTEM ............................. 06-30
FIGURE 28: REGULATOR VOLTAGE TEST ....................................................................................... 06-30
FIGURE 29: ADJUSTING REGULATOR VOLTAGE SETTING ........................................................... 06-30
FIGURE 30: REGULATOR VOLTAGE TEST (UNDERCHARGED BATTERY) ................................... 06-31
FIGURE 31: CHECKING TRANSISTORS TR1 .................................................................................... 06-32
FIGURE 32: CHECKING TRANSISTORS TR2 .................................................................................... 06-32
FIGURE 33: STARTING MOTOR TEST CONNECTIONS ................................................................... 06-33
FIGURE 34: DELCO 50MT STARTER SECTIONAL VIEW.................................................................. 06-34
FIGURE 35: PINION CLEARANCE....................................................................................................... 06-36
FIGURE 36: ELECTRIC HEATER PLUG LOCATION .......................................................................... 06-37
FIGURE 37: HEADLIGHT ASSEMBLY ................................................................................................. 06-38
FIGURE 38: OPENING HEADLIGHT ASSEMBLY ............................................................................... 06-38
FIGURE 39: HEADLIGHT ASSEMBLY TOP & REAR VIEW ................................................................ 06-38
FIGURE 40: SUPPORT RAIL INSTALLATION..................................................................................... 06-39
FIGURE 41: INSTALLATION OF JIGS ................................................................................................. 06-39
FIGURE 42: INSTALLATION OF HOOPY 100 ALIGNER..................................................................... 06-39
FIGURE 43: ADJUSTING HOOPY 100 LEVEL .................................................................................... 06-39
FIGURE 44: SPIRIT LEVEL .................................................................................................................. 06-39
FIGURE 45: INSTALLING CALIBRATION FIXTURES ......................................................................... 06-40
FIGURE 46: ALIGNMENT OF HEADLIGHT AIMING SCREEN ........................................................... 06-41
FIGURE 47: HIGH-INTENSITY ZONE (SHADED AREA) OF A PROPERLY AIMED UPPER BEAM ON
THE AIMING SCREEN 7.6 M (25FT) IN FRONT OF VEHICLE .................................................... 06-41
FIGURE 48: HIGH-INTENSITY ZONE (SHADED AREA) OF A PROPERLY AIMED LOWER BEAM ON
THE AIMING SCREEN 7.6 M (25 FT) ON FRONT OF VEHICLE ................................................. 06-41
FIGURE 49: AIM INSPECTION LIMITS FOR UPPER-BEAM HEADLIGHTS ...................................... 06-42
FIGURE 50: AIM INSPECTION LIMITS FOR LOWER-BEAM HEADLIGHTS ..................................... 06-42
FIGURE 51: VARIOUS LIGHTS LOCATION ........................................................................................ 06-43
FIGURE 52: SWITCH............................................................................................................................ 06-45
FIGURE 53: COACH ENTRANCE STEPWELL.................................................................................... 06-45
FIGURE 54: VIP ENTRANCE STEPWELL ........................................................................................... 06-46
FIGURE 55: PARCEL RACK................................................................................................................. 06-47
FIGURE 56: ENGINE COMPARTMENT LIGHT ................................................................................... 06-48
06-4
This vehicle uses a dual voltage system to obtain two different voltages (12 and 24 volts) for various electrical controls and accessories. The main power source incorporates four maintenance-free “Delco” model 1150 batteries connected in a parallel-series configuration. All batteries are kept uniformly charged by means of a 100 amp battery equalizer (standard), giving a maximum possible output supply of 100 amps on the 12 volt system. Both the 12 and 24 volt systems are controlled through individual main battery relays. One or two 24 volt self-rectified alternators are belt driven from the engine, and can be reached through the engine compartment door.
A master wiring diagram of the electric circuits, covering standard and optional accessories and systems, is located in the technical publications box. Usually, a separate wiring diagram page is provided for each major function or system. In some cases, more than one circuit may appear on one wiring diagram page; when this occurs, each circuit covered in this page is listed in the wiring diagram index. Moreover, a circuit may appear on several pages; in such case, the number(s) at the extremity of the diagram title will indicate the sheet reference number. Refer to the "Wiring Diagram Index " to ensure that the correct diagram is being used to trace the circuit in question.
1.1.1 Wiring Diagram Keys
Various symbols are used on the wiring diagrams to depict different types of electrical components. It is essential to become familiar with these symbols in order to understand the diagrams. The major symbols shown on the diagrams are identified under "Wiring Diagram keys" (page K of wiring diagrams).
1.1.2 Using Wiring Diagrams
Two methods are used to "work" with electric wiring diagrams.
Situation: You have identified the defective part
(breaker, diode, relay, etc.), and you wish to locate its corresponding circuit.
Problem: Circuit breaker #56 is released (open circuit) and you don't know which circuit is affected.
06-5
Section 06: ELECTRICAL a) Refer to wiring diagram index, and look for
"Circuit breaker code" , pages F .
b) At item CB #56, in the first column, you will find the page on which to find the corresponding diagram, in the second column the breaker ampere rating, and in the third column, the Prévost number. The other columns give you the location and the function of the breaker.
c) Refer to page 4, keeping in mind the function of the breaker, i.e. emergency exit lights.
d) When you have located “emergency exit lights”, follow the wiring until you come across CB #56 and its circuit.
Situation: You have a problem with a specific system and you want to find the corresponding diagram.
Problem: The last three (3) speakers on the
R.H. side of vehicle are inoperative and you must trace the electric circuit.
a) Refer to wiring diagram index and look for
“Sound system”.
b) You will find on page 26 the components as well as the electric wiring, thus providing you with a complete understanding of this circuit.
A careful study of the wiring diagrams should be made to determine the source and flow of current through each circuit. When a circuit is thoroughly understood, a point-to-point check can be made with the aid of the applicable wiring diagrams. Any circuit can be tested for continuity or short circuits with a multimeter or a suitable voltmeter.
All electrical connections must always be kept clean and adequately tight. Loose or corroded connections can result in discharged batteries, difficult starting, dim lights and improper functioning of other electric circuits. Inspect all wiring connections at regular intervals. Make sure knurled nuts on all amphenol-type plugs are securely tightened. Knurled nuts on the plastic amphenol-type connectors will click into a detent when properly tightened. Line connectors, who have the side locking tabs, must have the locks latched in place to ensure a proper electrical connection.
Section 06: ELECTRICAL
1.2 WIRE SIZES AND COLORS
Each wire in the electrical system has a specific size as designated on the wiring diagram. When replacing a wire, the correct size must be used.
Never replace a wire with one of a smaller size.
The vehicle electrical system is provided with different voltages. The insulation on each wire is distinctly colored in order to determine visually the wiring voltage and to assist in making connectors. The wires are color coded as follows:
Red
Yellow
Black
Blue
White
Green
Orange
Brown
Grey
24 volt system
12 volt system grounded wire
110 V ac system (live)
110 V ac system (neutral)
110 V ac system (ground) speakers (+) speakers (-) spare wire
Note: Wires are identified at each 2-4 inch (5-
10 cm) intervals by a printed number.
Each wire on a diagram is patterned to assist in tracing and testing circuits. The wire number identifies the voltage rating, the wire identification number and the basic wire gauge as illustrated in figure 1.
FIGURE 1: WIRE IDENTIFICATION 06048
When the vehicle leaves the factory, and even in the case of a fully-equipped vehicle, an important number of unconnected spare wires are routed between the junction boxes. Consequently, for any connection of an additional accessory, refer to page D
"Spare wires"
in master wiring diagram to determine the number, the gauge and location of these wires.
Note: Spare wires are identified by a wire identification number and by the letters “SP”, to designate “spare”.
When the pins and sockets of connectors become dirty, clean them with a good quality solvent containing HFC 134A refrigerant as its active ingredient. HFC 134A has two qualities that recommend it. First, it does not conduct electricity and therefore, will not cause shorting between connector pins and sockets. Second, it evaporates quickly, eliminating the possibility of condensation within the connectors.
Always shake out or gently blow out any excess
HFC 134A before assembling a connector to its mating connector or hardware. HFC 134A trapped in the connector can affect the connector seal.
Warning: HFC 134A is toxic. HFC 134A bases compounds should always be used in a wellventilated area, never in a confined space. Use outdoor whenever possible.
Most electric circuits are protected by circuit breakers of the “Manual Reset” type. The main circuit breakers, as well as those protecting the
A/C system, are located in the main power compartment, on R.H. side of the vehicle, figure
2.
FIGURE 2: MAIN BREAKERS 06473
06-6
CIRCUIT BREAKERS
CB1 Ignition
CB2 Hot Wire
12 volts 40 amps
12 volts 40 amps
CB3 Rear Junction Box 12 volts 40 amps
CB4 Front Junction Box 12 volts 70 amps
24 volts 30 amps CB5 Hot Wire
CB6
Rear Junction Box
& Starter Relay
24 volts 90 amps
CB7
CB8
CB77
CB78
Front Junction Box
& Inverter
Compartment
A/C Junction Box
& Evaporator Fan
Condenser Fan
Motor RH
Condenser Fan
Motor LH
24 volts
24 volts
24 volts
24 volts
90 amps
150 amps
40 amps
40 amps
The smaller circuit breakers are accessible in front and L.H. side rear electrical compartments.
This type of circuit breaker deenergizes the circuit without disconnecting any wire. Simply press down the red tab on breaker to open the circuit, repair defective circuit, and afterwards depress black button in center of breaker to close the circuit.
Section 06: ELECTRICAL
1.6 RELAYS
Relays are used to automatically energize or deenergize a circuit from a remote location. The relay draws a very low current to energize its coil.
Once the coil is energized, it develops a magnetic field that pulls a switch arm closed or open, to either energize or deenergize a given component. As the control current required for the coil is very low, the relay allows a remote station to control a high energy circuit without running great lengths of costly high capacity cable, and also eliminates the need for high amperage switches and heavy connectors.
Many systems on this vehicle are provided with control relays, which are all, located in or on the junction boxes, figure 3.
Note: Each relay is identified with “12 V” or “24
V” printed on its casing in order to identify the coil operating voltage.
Caution: The magnetic relays for the starting motor, evaporator and both condenser motors and condenser speed controls should have the
5/16” stud nuts torqued to 50 + 5 in•lbf (5,5 + 0,5
N•m).
06-7
Section 06: ELECTRICAL
FIGURE 3: TYPES OF RELAYS
06-8
06050
Section 06: ELECTRICAL
2. H3 SERIES VEHICLES ELECTRICAL COMPARTMENTS AND JUNCTION BOXES
FIGURE 4: ELECTRICAL COMPARTMENTS
2.1 MAINTENANCE
A Cortec VCI-238 corrosion inhibitor has been sprayed in all electrical compartments to protect components from corrosion. The life expectancy of this product is five years, so it is recommended to reapply it every five years. It is also recommended to spray it on new components when added or replaced.
Warning: Use VIC-238 in a well ventilated area.
Do not smoke. Avoid prolonged contact with skin and breathing of spray mist. Harmful or fatal if swallowed. Do not induce vomiting. Call physician immediately.
06479
2.2 MAIN POWER COMPARTMENT
The main power compartment is located on rear
R.H. side of vehicle aft of the rear wheelhousing.
This compartment contains the following components (Fig. 5 and 6):
• Four 12 volts batteries;
• Main circuit breakers;
• Voltage regulator (if applicable);
• Battery
• Battery Charger (optional);
• Electrical system monitor;
• Main battery relays (safety switch);
• Battery booster block.
06-9
Section 06: ELECTRICAL
FIGURE 5: MAIN POWER COMPARTMENT 06490
2.3 REAR ELECTRICAL COMPARTMENT
The rear electrical compartment is located on
L.H. side of vehicle aft of the rear wheelhousing
(Fig.4). It contains the rear junction panel and the following components (Fig. 7 and 8):
• ECU (Electronic Control Unit) for Allison
World Transmission;
• Secondary circuit breakers;
• Relays;
FIGURE 6: MAIN POWER COMPARTMENT 18503
2.2.1 Battery Charger or In-Station Lighting
Connector
The vehicle may be equipped with a battery charger or in-station lighting connector. When it is connected to an external 110-120 VAC power source, the in-station lighting circuit can be energized without depleting the batteries. The receptacle is usually located on the main power compartment door or engine compartment R.H.
side door.
06-10
FIGURE 7: REAR ELECTRICAL COMPARTMENT 06491
FIGURE 8: REAR ELECTRICAL COMPARTMENT 06463
2.4 FRONT ELECTRICAL AND SERVICE
COMPARTMENT
The front electrical and service compartment is located on front L.H. side of vehicle. It contains the front junction panel with the following components (Fig. 9).
• Circuit
• Resistors
• Pulse regulator (upper wiper)
• Electric
• Fuses
• Relays
• Alarm
FIGURE 9: FRONT ELECT. & SERVICE COMPARTMENT
06461
2.5 ENGINE STARTING CONTROL PANEL
This control panel is located in the R.H. side of engine compartment near the engine oil reserve tank. This control panel includes the engine starter selector switch, as well as the rear start push button switch to start engine from engine compartment.
Section 06: ELECTRICAL
2.6 A/C AND HEATING CONTROLS
The following components are located in the rear electrical compartment (see Fig. 8). They are located on the L.H. side wall, when facing the compartment:
− A/C
− A/C Logic panel (W973B module)
− Electronic transmitter (T7067B)
− Relay R34 – A/C logic panel
− Relay R35 – Water booster pump
− Relay R36 – A/C compressor clutch
− Relay R38 – A/C liquid solenoid valve
− Diodes
Each component is well identified to facilitate its location.
The following relays and resistors are located in the Heating, Ventilation and Air Conditioning
Compartment (HVAC). They are mounted on the control panel located on the R.H. side wall when facing the compartment:
• R39 – Condenser fan motor
• R40 – Condenser speed control HI
• R41 – Condenser speed control HI
• R50 – Evaporator fan LOW & HI speed
• R60 – Evaporator fan HI speed
• R63 – Time Delay
• RS36 – Current limit for relay
• RS37 – Current limit for relay
FIGURE 10: ENGINE STARTING CONTROL PANEL 01044
FIGURE 11: CONTROL PANEL IN HVAC COMPARTMENT 06483
Each relay or resistor is identified to facilitate its location (Fig. 11).
06-11
Section 06: ELECTRICAL
Note: It is important when checking the A/C and heating system to keep the condenser compartment door closed in order to avoid faulty readings.
3. BATTERIES
The vehicle is provided with four (4) maintenance-free 12 volt heavy-duty batteries connected in series-parallel (Fig. 12). The top-mounted negative and positive terminals are tightly sealed to prevent leaks. Water never needs to be added to this type of battery. There are no filler caps in the cover. The battery is sealed, except for small vent holes in the cover.
The vents must not be restricted as they allow small amounts of gases produced in the battery to escape. The special chemical composition inside the battery reduces gassing to a very small amount at normal charging voltages. Besides reducing gassing, the special chemistry greatly reduces the possibility of overcharge damage.
FIGURE 12: BATTERIES 06343
The vents require keeping the battery in an upright position to prevent electrolyte leakage.
Tipping the battery beyond a 45 to leak out of the vent holes.
°
angle in any direction can allow a small amount of electrolyte
Warning: DO NOT tip battery by more than 45
° when carrying or installing the battery.
Note: Evidence of electrolyte leakage does not necessarily mean the battery is defective.
With special cables properly attached to batteries, the metal surfaces that carry the current are completely sealed from the atmosphere. This prevents terminal oxidation and corrosion that may cause starting and charging
06-12 problems. If new cables are required, sealed terminal cable replacements should be used to retain the reliability of the original maintenancefree connections.
Warning: All lead-acid batteries generate hydrogen gas, which is highly flammable. If ignited by a spark or flame, the gas may explode violently, causing spraying of acid, fragmentation of the battery, which may result in severe personal injuries. Wear safety glasses and do not smoke when working near batteries. In case of contact with acid, flush immediately with water.
The battery has four (4) major functions:
1. Providing a source of current for starting the engine.
2. Stabilizing the voltage in the electrical system.
3. Supplying current for a limited time, when electrical demands of the equipment exceed the power output of the alternator.
4. Providing a limited source of power for connected accessories, when the engine is not running.
3.1 MAIN BATTERY RELAYS
Main battery relays (12 V. and 24 V.) are provided for this vehicle. The relays are located in the main power compartment. The 24 volt battery relay is actuated by a master switch located on the dashboard.
When the main battery relays are turned to the
OFF position, all electrical supply from the batteries is cut off, with the exception of the following items.
• Battery equalizer check module;
• ECM;
• ECU power (World transmission);
• Preheater electronic timer;
• Preheater and water recirculating pump;
• Sedan entrance door;
• Radio
• Cluster
3.2 BATTERY REMOVAL AND
INSTALLATION
1. Remove the two screws at the bottom of the plastic protective cover. Unscrew the two
quarter turn nuts to remove the protective cover.
2. Remove supports. Unscrew terminal nuts of each defective battery.
Note: Main battery relays should be in the “Off” position before disconnecting cables from the batteries.
3. Remove battery cables from the batteries.
Note: When the battery cables have been removed from the batteries, wrap the battery terminals and cable ends with electric tape to prevent accidental grounding. The ground cables should always be disconnected first and replaced last.
5. Installation is the reverse of removal.
Note: In replacing batteries, only batteries of the same specification should be used. Refer to
“Specifications” at the end of this section for further details.
Caution: Ensure that connections are not reversed when reinstalling batteries, since damage to electrical system components will result.
When reinstalling batteries, battery connections must be tightened to 10-15 ft-lbf (13-20) N • m) and the nut on top of sliding tray to 45-55 in-lbf
(5-6 N • m). A torque wrench is required to ensure an accurate tightening torque.
Caution: After reinstalling battery terminals, apply protective coating (Nyogel grease). Do not use Cortec VCI-238.
Warning: To prevent possible electric shock or sparking, the main battery relays must be set to the “Off” position before tightening an electrical connection.
Note: A protective silicone free, coating should be applied on all connections that have been disconnected. We recommend the use of Cortec
VCI-238 (Prévost #682460) on all electrical connections.
Each of the 12 volt batteries used on the vehicle has the following rating:
Section 06: ELECTRICAL
• Reserve capacity: 180 minutes
• Cold cranking (amps): 625 @ 0 o
F (-18 o
C)
• Cold cranking (amps): 490 @ -20 o
F (-29 o
C)
• Weight (filled): 59 lb. (26,7 kg)
The reserve capacity is defined as the number of minutes a new, fully charged battery at 80°F
(26,6°C) can be discharged at 25 amperes and maintain a minimum of 1.75 volts per cell (10.5
volts total for one 12 volts battery). This rating can be used as a basis for determining how long a vehicle might run after an alternator failure.
The cold cranking rating is defined as the minimum discharge current a battery will deliver in amperes for 30 seconds at 0 F (-18 C) while maintaining a minimum of 1.2 volts per cell (7.2
volts total for one 12 volts battery). This rating can be used as a basis for comparing starting performance.
The maintenance-free battery has a strong ability to withstand the damaging effects of overcharge.
The test indicator in the cover is used only to determine if the battery can be tested in case of a cranking problem.
The test indicator in the battery cover is to be used with accepted diagnostic procedures only. It must not be used to determine if the battery is good or bad, charged or discharged. The test indicator is a built-in hydrometer in one cell that provides visual information for battery testing
(Fig. 13).
It is important when observing the test indicator, that the battery be relatively level and has a clean indicator top to see the correct indication. Some lighting may be required in poorly lit areas. Under normal operation, two indications can be observed.
Green Dot Visible
Any green appearance is interpreted as a "green dot" , and the battery is ready for testing. On rare occasions, following prolonged cranking, the green dot may still be visible when the battery is obviously discharged. Should this occur, charge the battery as described under "Charging
Procedure" in "Battery Charging" later in this section.
06-13
Section 06: ELECTRICAL
This test is one means of checking the battery to determine its ability to function as required in the vehicle.
To make this test, use test equipment that will withstand a heavy electrical load from the battery, such as a carbon pile resistor or other suitable means.
1. Connect a voltmeter, ammeter, and a variable load resistance as illustrated in figure 14.
FIGURE 13: TEST INDICATOR 06096
Dark - Green Dot Not Visible
If there is difficulty cranking the engine, the battery should be tested as described in this section. On rare occasions, the test indicator may turn light yellow. In this case, the integral charging system should be checked. Normally, the battery is capable of further service; however, if difficult start has been reported, replace the battery. DO NOT CHARGE, TEST, OR
JUMP-START.
1. Check the outside of the battery for a broken or cracked cover or case that could permit loss of electrolyte. If obvious physical damage is noted, replace the battery.
2. Check for loose terminal posts, cable connections, damaged cables, and for evidence of corrosion. Correct conditions as required before proceeding with tests.
3.4.2 Removing Surface Charge
Disconnect cables from the battery and attach alligator clamps to the contact lead pad on the battery as shown in figure 15. Connect a 300 ampere load across the terminal for 15 seconds to remove surface charge from the battery.
06-14
FIGURE 14: LOAD TEST 06064
Caution: Observe polarity of the meters and the battery when making connections, and select the correct meter range.
2. Apply a 290 amperes load to the battery for
15 seconds.
3. With an ammeter reading specified load, read voltage. The voltage should be at least
9.6 volts. Disconnect the load. If the voltmeter indicates 9.6 volts or more, the battery is good. If the voltmeter reading is less than 9.6 volts, replace the battery. This voltage is to be used for battery ambient temperatures of 70ºF (21ºC) and above. For temperatures below 70ºF (21ºC), refer to the following "Voltage and Temperature Chart" .
Note: The accuracy of this test procedure is dependent upon close adherence to the proper load, time and temperature specifications.
Voltage and Temperature Chart
Ambient Temperature Minimum Voltage
70ºF (21ºC) and above 9.6
60ºF (16ºC) 9.5
50ºF (10ºC) 9.4
40ºF (4ºC)
30ºF (-1ºC)
20ºF (-7ºC)
10ºF (-12ºC)
0ºF (-18ºC)
9.3
9.1
8.9
8.7
8.5
3.4.4 Testing Battery Cables
Check all cable ring terminals and connections to determine if they are in good condition.
Excessive resistance, generally caused by poor connections, produces an abnormal voltage drop which may lower voltage at the starter to such a low value that normal operation of the starter will not be obtained. An abnormal voltage drop can be detected with a low-reading voltmeter as follows:
Warning: To prevent the engine from starting, the DDEC engine circuits, which are protected by breakers; (CB-19 and CB-20) located in the main power compartment and CB-21, located in the rear electrical compartment, must be deenergized. Once these tests are completed, depress black button to close circuit.
1. Check voltage drop between grounded
(negative) battery terminal and vehicle frame by placing one prod of the voltmeter on the battery terminal and the other on a good ground (unpainted surface) on the vehicle.
With the starter cranking the engine at a temperature of 70ºF (21ºC), voltage reading should be less than 0.3 volt. If the voltage reading exceeds 0.3 volt, there is excessive resistance in this circuit.
2. Check voltage drop between the positive battery terminal and the starter positive terminal stud while the motor is operated. If the reading is more than 2.5 volts, there is excessive resistance in this circuit.
Note: If it is necessary to extend the voltmeter lead for this test, use a #16 (AWG) or larger wire.
Section 06: ELECTRICAL
3. Check voltage drop between the starter housing and a good ground on the vehicle.
The reading should be less than 0.2 volt.
Warning: Any procedure other than the following could cause personal injury or damages to the charging system resulting from battery explosion or electrical burns.
Wear adequate eye protection when working on or near the batteries. Ensure that metal tools or jumper cables do not contact the positive battery terminal (or a metal surface in contact with it) as a short circuit will result. Do not attempt to jump start a vehicle suspected of having a frozen battery because the battery may rupture or explode. Both the booster and discharged batteries must be treated carefully when using jumper cables. Follow exactly the procedure outlined later in this section, being careful not to cause sparks.
Warning: During charging of the batteries, an explosive gas mixture forms in each cell. Part of this gas escapes through the vent holes 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.
1. Do not smoke near a battery which is being charged or which has been recently charged.
2. Do not break live circuits at battery terminals because a spark usually occurs at the point where a live circuit is broken. Care must always be taken when connecting or disconnecting booster leads or cable clamps on chargers. Poor connections are a common cause of electric arcs, which cause explosions.
Caution: The electrical system on this vehicle is negative ground. Installing the batteries with the positive terminals grounded or incorrect use of the booster battery and jumper cables will result in serious damage to the alternator, batteries and battery cables.
06-15
Section 06: ELECTRICAL
The batteries used on this vehicle can be charged either on or off the vehicle; however, when they are removed from the vehicle, it is recommended that an adapter kit, which is available from any "A/C DELCO" dealer, be used in charging sealed-terminal batteries. Use the booster block to charge the batteries when they are left on vehicle and make sure that the main battery disconnect switch is set to the “On” position.
The alligator clamps of the tester or charger must be placed between the terminal nuts and the lead pads of the terminal studs (Fig. 15) after the vehicle cables are detached. The alligator clamps should make firm contact with the lead pads.
FIGURE 15: ALLIGATOR CLAMPS AND BATTERY 06065
Note: If this connection cannot be made because of the alligator clamp design, the load value for testing must be reduced from 290 to 260 amperes.
On rare occasions, such as those that occur following prolonged cranking, the green dot in the test indicator may still be visible when the battery is obviously discharged. Should this occur, a boost charge of 20 amperes-hour is recommended. Under normal operating conditions, do not charge battery if the green dot is visible. The battery should never be charged if the test indicator (hydrometer) is clear or light yellow. If this occurs, replace the battery.
06-16
A charge rate between 3 and 50 amperes is generally satisfactory for any maintenance-free battery as long as spewing of electrolyte does not occur or the battery does not feel excessively hot
(over 125ºF (52ºC)). If spewing or violent gassing of electrolyte occurs or battery temperature exceeds 125ºF (52ºC), the charging rate must be reduced or temporarily stopped to allow cooling and to avoid damaging the battery.
Battery temperature can be estimated by touching or feeling the battery case. The battery is sufficiently charged when the green dot in the built-in hydrometer is visible. No further charging is required. Shake or tilt the battery at hourly intervals during charging to mix the electrolyte and see if the green dot appears.
Warning: Always turn off the charger before connecting or disconnecting to a battery.
Note: The charge rate must be doubled when the batteries are charged by the booster block, because of the series-parallel circuit.
Battery charging consists of a charge current in amperes for a period of time in hours. Thus, a 25 ampere charging rate for 2 hours would be a 50 ampere-hour charge to the battery. Most batteries, whose load test values are greater than
200 amperes, will have the green dot visible after at least a 75 ampere-hour charge. In the event that the green dot does not appear, replace the battery.
3.5.1 Battery Charging Guide
Fast Charging Rate
20 amps @ 3-3/4 hours
30 amps @ 2-1/2 hours
40 amps @ 2 hours
50 amps @ 1-1/2 hours
Slow Charging Rate
5 amps @ 15 hours
10 amps @ 7-1/2 hours
The time required for a charge will vary according to the following factors:
Size of Battery
For example, a completely discharged large heavy-duty battery requires more than twice the recharging time of a completely discharged small passenger car battery.
Section 06: ELECTRICAL
Temperature
For example, a longer time will be needed to charge any battery at 0
(27 o o
F (-18 o
C) than at 80 o
F
C). When a fast charger is connected to a cold battery, the current accepted by the battery will be very low at first, then in time, the battery will accept a higher rate as it warms.
State of Charge
For example, a completely discharged battery requires more than twice as much charge than a half-charged battery. Since the electrolyte is nearly pure water and a poor conductor in a completely discharged battery, the current accepted is very low at first. Later, as the charging current causes the electrolyte acid content to increase, the charging current will likewise increase.
Charger Capacity
For example, a charger which can supply only 5 amperes will require a much longer period of charging than a charger that can supply 30 amperes or more.
3.5.2 Emergency Jump Starting With Auxiliary
(Booster) Battery
Warning: Do not jump start vehicles equipped with maintenance-free batteries if the test indicator is light yellow.
Both booster and discharged batteries should be treated carefully when using jumper cables. A vehicle with a discharged battery may be started by using energy from a booster battery or the battery from another vehicle.
Warning: Jump starting may be dangerous and should be attempted only if the following conditions are met:
The booster battery or the battery in the other vehicle must be of the same voltage as the battery in the vehicle being started, and must be negative grounded.
If the booster battery is a sealed-type battery without filler openings or caps, its test indicator must be dark or a green dot must be visible. Do not attempt jump starting if the test indicator of the booster battery or the discharged battery has a light or bright center.
Warning: Follow the procedure exactly as outlined hereafter. Avoid making sparks.
Wear eye protection and remove rings, watches with metal bands and other metal jewelry.
Apply parking brake and place the transmission shift lever or push-button pads in Neutral (N) position in both vehicles. Turn off lights, heater and other electrical loads. Observe the charge indicator. If the indicator in the discharged battery is illuminated, replace the battery. Do not attempt jump starting when indicator is illuminated. If the test indicator is dark and has a green dot in the center, failure to start is not due to a discharged battery and the cranking system should be checked. If charge indicator is dark but the green dot does not appear in center, proceed as follows:
1. Connect one end of one red jumper cable to the positive (+) terminal of the booster power source and the other end to the positive (+) post of the booster power block, located in the main electrical compartment (refer to fig.
6).
2. Connect one end of the remaining negative jumper cable (black) to the negative (-) terminal of the booster power source, and the other end of the black jumper cable to the negative (-) post of the booster power block.
3. Make sure the clips from one cable do not inadvertently touch the clips on the other cable. Do not lean over the battery when making connections. The ground connection must provide good electrical conductivity and current carrying capacity.
4. Start the engine in the vehicle that is providing the jump start. Let the engine run for a few minutes, then start the engine in the vehicle that has the discharged batteries.
5. When removing the jumper cables, perform the above procedure exactly in reverse order, and replace protective caps on booster block terminals.
Warning : Any procedure other than the above could result in personal injury, property damage due to battery explosion, or damage to the charging system of the booster vehicle or of the boosted vehicle
Note: Jumper cables must withstand 500 cranking amperes. If cable length is 20 feet (6m) or less, use 2/0 (AWG) gauge wires. If cable length is between 20-30 feet (6-9m), use 3/0
(AWG) wires.
06-17
Section 06: ELECTRICAL
3.6 CLEANING AND INSPECTION
The external condition of the battery and the battery cables should be checked periodically.
The top of the battery should be kept clean and the battery hold-down clamp bolts should be kept properly tightened. For best results when cleaning the battery, wash first with a diluted solution of ammonia or soda to neutralize any acid present, then wash out with clean water. The battery hold-down bolts should be kept tight enough to prevent the batteries from moving, but they should not be tightened to the point that excessive strain is placed on the battery hold-down cover (proper tightening torque: 45-55 in•lbf (5-6 N•m).
To insure good contact, the battery cable ring terminals should be tight on the battery posts. If the posts or cable ring terminals are corroded, the cables should be disconnected and the posts and clamps cleaned separately with a soda solution and a wire brush. Install cable ring terminals on battery posts and tighten to a torque of 10-15 ft•lbs (13-20 N•m). Replace protective caps to prevent corrosion and sparks.
3.7 COMMON CAUSES OF BATTERY FAILURE
When a battery fails, the cause of failure may be related to something other than the battery. For this reason, when a battery failure occurs, do not be satisfied with merely recharging or replacing the battery. Locate and correct the cause of the failure to prevent recurrence. Some common external causes of battery failure are as follows:
1. A defect in charging system such as high resistance or a faulty alternator or regulator.
2. A malfunction within the 12 volts system
(equalizer).
3. Overloads caused by a defective starter or excessive use of accessories.
4. Dirt and electrolyte on top of the batteries causing a constant drain.
5. Hardened battery plates, due to battery being in a low state of charge over a long period of time.
6. Shorted cells, loss of active material from plates.
7. Driving conditions or requirements under which the vehicle is driven for short periods of time.
06-18
8. A constant drain caused by a shorted circuit such as an exposed wire or water infiltration in junction boxes causing ground fault.
9. Extended operation of preheating system with engine not running.
10. Failing to close disconnect switches during the night.
3.8 TROUBLESHOOTING
If a battery is known to be good and then has not performed satisfactorily in service for no apparent reason, the following factors may reveal the cause of trouble:
1. Vehicle accessories and disconnect switches inadvertently left on overnight.
2. Defects in the charging system, such as high wiring resistance, faulty alternator, regulator or battery equalizer.
3. A vehicle electrical load exceeding the alternator (or battery equalizer) capacity, with the addition of electrical devices, such as CB radio equipment, a cellular phone or additional lighting systems.
4. Defects in the electrical system, such as shorted or pinched wires.
5. Extended driving at a slow speed while using many accessories.
6. Loose or poor battery cable-to-post connections, previous improper charging of a run-down battery, or loose hold-down clamp bolts.
7. High-resistance connections or defects in the cranking system.
4. ELECTRICAL SYSTEM MONITOR
This vehicle is equipped with an electronic device that monitors and detects abnormal alternator, voltage regulator, battery banks or battery equalizers conditions. The monitor is installed on
R.H. side wall of the main power compartment
(refer to fig. 5). The “Battery balance” and
“Battery Hi/Lo” warning lamps connected to this module are mounted in the dashboard (refer to
“Operator’s Manual” for location). If a malfunction should occur, the monitor sends a signal to the driver through the warning light of the malfunctioning component. If the “Battery Hi/Lo” warning light is illuminated, check the 24 volt voltmeter to determine if the battery voltage is too high or too low.
Note: According to the battery charging condition, it is normal that "Battery Hi/Lo" warning light illuminates upon starting the engine and stays illuminated for a few seconds. This is caused by the normal voltage drop of the battery during starting.
4.1 TELLTALE LIGHT DEFINITIONS
Battery Hi/Lo
Voltmeter drops below 24 V dc
• Check alternator output.
• Check voltage regulator.
• Check battery connections.
• Check battery cells.
• Check battery equalizer connections.
Voltmeter exceeds 30 V dc
• Check alternator output.
• Check voltage regulator.
• Check battery connections.
Battery Balance
Note: Allow at least 15 minutes to balance batteries after any corrective measure has been taken.
1. Batteries out of balance (difference greater than 1.5 volts between the two battery banks).
• Check battery equalizer connections.
• Check equalizer cables for proper gauge.
• Check battery connections.
2. Demand for 12 volt power exceeding rated amperage output of battery equalizers causing batteries to go out of balance.
• Reduce 12 volt load or install additional battery equalizer(s).
“Battery” Warning Light
This warning light is not controlled by the electronic monitor, but by the "R" terminal of the alternator using the normally-closed contact of relay R-33. If a voltage drop should occur in the
Section 06: ELECTRICAL charging system, the “Battery” telltale light will immediately illuminate to warn the driver. The
“Battery Hi/Lo” telltale light will illuminate if voltage drops below 24 V dc.
Refer to heading "Diagnosis of Charging System
Problems" later in this section, to determine weather the alternator or the voltage regulator is defective. Should the "Battery" telltale light illuminate while the 24 volt voltmeter keeps on giving a normal reading and the "Battery Hi/Lo" telltale light does not illuminate, the relay R-33 or its wiring is probably defective.
Caution: The relay R-33 should never be replaced with a relay provided with a suppressor diode on its coil as the output current (between
12 and 14 volts) at the alternator "R" terminal is not rectified, thus rendering the relay inoperative.
Note: When the "Battery" warning light illuminates, the "A/C & Heating" system shuts off in order to prevent battery discharge.
One or two 24 volt 140 amp., self regulated, belt driven, air-cooled BOSCH alternators may be used in the 24 volt electrical system (instead of the DELCO 24 volt 270 amp. alternator).
Change the brushes as per “Repair and Testing
Instructions for T1 Alternator 0120 69 552” every
100,000 miles (160 000 fm) or once every two years, whichever comes first.
Replace bearings as per “Repair and Testing
Instructions for T1 Alternator 0120 69 552” every
200,000 miles (320 000 fm) or once every four years, whichever comes first.
Refer to Bosh T1 Alternator Maintenance Manual
Annexed at the end of this section.
The 24 volt charging system consists of a belt driven, oil-cooled, brushless alternator, a 24 volt voltage regulator, an alternator relay and a 12 volt system that includes a 12 volt, 100 amp equalizer. The components used in this system are described under the applicable headings hereafter.
06-19
Section 6: ELECTRICAL
FIGURE 16: 50DN DELCO ALTERNATOR SECTIONAL VIEW
This oil-cooled alternator is self rectifying. All current carrying members, windings, built-in diodes, and field coils are stationary. The only moving component is the rotor. The alternator is a totally-enclosed unit, cooled and lubricated by engine oil. The oil inlet is on the diode end cover.
The oil drains back into the engine crankcase through the drive end frame and drive adapter housing. This alternator should never
06493 be operated with the oil supply line disconnected.
A continuous flow of engine oil through the alternator lubricates the bearings and cools the assembly. Four terminals are used on this alternator: the DC output terminal, two field terminals, and a 12 volt relay terminal. The alternator output voltage is regulated by a separate 24 volt regulator that controls the alternator field current (Fig. 16 and 17).
FIGURE 17: ALTERNATOR WIRING DIAGRAM (DELCO)
06-20
06067
Note: The relay coils connected to the alternator
“relay terminal” SHOULD NEVER BE
PROVIDED WITH A SUPPRESSOR DIODE as the output current at this terminal is not rectified, thus rendering relay inoperative.
Caution: The electrical system is NEGATIVE
GROUNDED. Connecting the batteries or a battery charger with the positive terminal grounded will endanger the alternator diodes and vehicle wiring by a high current flow. Burned wiring harnesses and burned “open” diodes will result. Always ensure that the alternator and battery polarities are matched prior to installation. THE ALTENATOR WILL NOT
REVERSE TO ACCEPT INVERSE POLARITY.
Also, do not ground or short across any of the alternator or regulator terminals.
Since there are no brushes, slip rings, or rubbing seals, the alternator requires no periodic maintenance other than the following:
1. Check alternator-to-engine mounting bolts for looseness and tighten to the proper torque.
2. Check all electrical connections for tightness and corrosion. Clean and tighten connections as necessary. Be sure wiring insulation is in good condition and that all wiring is securely clipped to prevent chafing of the insulation.
3. With the engine running, listen for noise and check the alternator for vibration. If the alternator is noisy or vibrates excessively, it should be removed for inspection and repair.
4. Ensure that battery terminals are clean and tight.
Section 6: ELECTRICAL
TROUBLESHOOTING
The troubleshooting of the charging system is made easier by the use of a 12 and a 24 volt voltmeter, “ Battery” , “Battery balance” and
“Battery Hi/Lo” telltale lights mounted in the dashboard (for location refer to the “Operator’s
Manual” ).
The definition of each warning light is explained under the “ELECTRICAL SYSTEM
MONITOR”
7.1 ALTERNATOR OR VOLTAGE
REGULATOR
To determine which unit is faulty, proceed as follows:
1. Start the engine and momentarily connect a jumper from the “F1” field terminal to “DC
(+)” terminal. For connections, refer to figure
18.
Caution: Do not feed the alternator field “F1” terminal for more than 10 seconds. High voltage could burn out the wires and components of charging system and seriously damage the alternator. Do not jump the "F2 (-)" terminal with the "DC (+)" terminal on the alternator. This will result in a direct short circuit.
a) If the voltmeter readings increase, trouble is located in the 24 volts regulator or wiring.
Check the regulator as explained under
"Voltage Regulator" later in this section.
b) If the voltmeter readings do not increase, the problem may be in the alternator.
BAD PRACTICE. NEVER JUMP F1
FIELD TERMINAL TO DC(+)
FIGURE 18: CONNECTIONS FOR CHECKING ALTERNATOR OUTPUT
TERMINAL
06- 21
06068
Section 6: ELECTRICAL
Caution: Before checking the alternator, TURN
OFF the battery main disconnect switch.
It is not necessary to disassemble completely the alternator to make electrical checks. All electrical checks are made at the diode end of the assembly without having to remove the rotor, drive end frame or bearing. If the electrical components are not defective but bearing replacement is necessary, this can be done at the drive end without having to disassemble the diode end of the unit.
The components in the alternator that require electrical checks are the field winding, the six diodes, and the stator winding.
Each diode may be checked for shorts and opens as follows:
1. Ensure the battery main disconnect switch is set to the “OFF” position.
2. Remove the pipe plug from underneath the end housing to drain the oil in the rectifier engine oil supply.
3. Remove the cap screws (7) and lock washers that attach the diode end cover to the end housing. Remove the end cover from the end housing.
Note: Do not operate the alternator unless this unit is completely reassembled.
4. Remove seal from the end housing, detach and remove “DC” and relay terminals, stud, insulating sleeves and O-rings.
5. Disconnect all diode flexible leads; i.e. three from the output terminal stud and three from the diode supports. See figure 19 for more details.
Each diode may be checked for short or open circuits with an ohmmeter.
Note: The ohmmeter polarity may be determined by connecting its leads to the voltmeter leads. The voltmeter will read up-scale when the negative leads are connected together and the positive leads are connected together.
The polarity of the voltmeter leads may be determined by connecting the leads to the identified terminals on a battery.
Note: Use an ohmmeter with a single 1.5 volts cell. Most accurate reading will be determined when the 300 ohms value is calibrated to the center one-third of the scale. DO NOT USE high voltage, such as a 110 volts test lamp to check diodes.
FIGURE 19: VIEW OF RECTIFIER END FRAME WITH COVER REMOVED
06-22
06069
Section 6: ELECTRICAL
To check diodes mounted in the supports for short fields, connect the positive ohmmeter lead to each diode lead and the ohmmeter negative lead to each support as shown in "A", "B", and
"C" of figure 20. To check diodes mounted in the end frame for shorts, connect the ohmmeter positive lead to each diode lead and the ohmmeter negative lead to the end frame as shown in parts "D", "E", "F". The ohmmeter readings may vary considerably when checking diodes for shorts, but if the reading is 300 ohms or less, the diode is probably defective and should be replaced. A diode that reads 300 ohms or less will allow excessive reverse current from the battery. Replace defective diodes as explained later in this section.
To check the diodes mounted in the diode supports for open fields, connect the ohmmeter negative lead to each diode lead and the ohmmeter positive lead to each support as shown in parts “A”, “B”, and “C” of figure 21. To check the diodes mounted in end frame for shorts, connect the ohmmeter negative lead to each diode lead and the ohmmeter positive lead to the end frame as shown in parts “D”, “E” and
“F”. An infinite resistance reading indicates an open diode. Diodes can be replaced by following the procedure outlined under DIODE
REPLACEMENT”.
FIGURE 20: CHECKING DIODES WITH OHMMETER ON
A TYPICAL OIL COOLED ALTERNATOR
(END COVER REMOVED) 06070
FIGURE 21: CHECKING DIODES WITH OHMMETER ON
A TYPICAL OIL COOLED ALTERNATOR
(END COVER REMOVED) 06071
When reinstalling diodes, torque to 9-11 ft•lbf
(12-15 N•m). Re-stake next to the threads in an arbor press with an 1/8 inch (3,2 mm) round punch. Press the punch with gradual pressure.
Do not strike as the shock may damage the diodes.
7.2.2 Field Winding Check
The field winding may be checked for shorts and opens with an ohmmeter. To check the field winding, connect the ohmmeter to field terminal and to ground. A resistance reading above normal indicates an open, and a reading less than normal indicates a short field. The normal resistance value is 3.0 to 3.3 ohms at 80 o
(27 o
F
C). An alternate method of checking is to place a battery of specified voltage, and an ammeter in series with the field winding. The current should register 7.2 to 8.3 amperes at 24 volts. Coil resistance is approximately 3.1 ohms.
Amperage readings, other than the above, indicate an open, grounded, or shorted field. A defective field coil can be replaced by removing the end frame on which the field terminal is located and then removing the four field coil mounting screws. See FIELD REPLACEMENT” for a detailed procedure.
7.2.3 Stator Winding Check
The stator winding may be checked for open and short fields with an ohmmeter as follows:
06- 23
Section 6: ELECTRICAL
Open Fields
Connect the ohmmeter leads to two pairs of diode supports as shown in parts "A", "B", and
"C" of figure 22. Correct polarity of the leads must be observed. The ohmmeter should indicate a low resistance. If an infinite or a high resistance is measured in either one or both checks, the stator windings are open.
Ground
To check the stator windings for ground, connect an ohmmeter to the diode support and diode end frame as shown in part "C" of figure 22. The ohmmeter should indicate a very high or infinite resistance. If zero, or a very low resistance is measured, the windings are grounded.
Shorts
The stator windings are difficult to check for shorts without finely calibrated laboratory test equipment due to the very low resistance values of the windings. However, if all other alternator checks are satisfactory, yet the unit fails to perform to specifications, shorted stator windings are probable.
FIGURE 22: CHECKING STATOR WINDING FOR “OPEN”
AND GROUND 06072
The following replacement procedures are based on the assumption that the diode end cover is
06-24 still off and diode leads were disconnected as explained earlier in this section.
Note: When replacing a diode, make sure it is designed for a negative ground system. The diode can be identified by the symbol stamped on the diode case. The arrow must point toward the diode flexible lead.
To replace the three diodes that are mounted in the supports attached to the stator lead studs, it is necessary to remove the diode and support assembly. The two outer diode and support assemblies are identical and can be installed on either side. The center unit has a different support, with 2 inches (50,8 mm) between the mounting hole centers.
Note : The outer supports are provided with 2 ¼”
(57,15 mm) center holes.
7.3.1 Diode Replacement (in Support)
1. Remove nut with lock washer attaching the diode support to the stator lead stud.
2. Remove nut, lock washer, and flat washer attaching support to the small stud in the end frame.
3. Remove the diode and support assembly.
Then remove insert from small hole in support or from small stud in the end frame.
4. Remove nut and flat washer from diode mounting stud, then remove diode from the support.
5. Place a new diode in the support and install a flat washer and nut on the diode mounting stud. Hold the diode with a wrench placed over flats on the diode, while tightening nut on the mounting stud to a torque of 160-180 in•lbf (18-20 N•m).
6. Place diode and support assembly over the stator lead stud and the small mounting stud.
Place insert over small stud inside the hole in the support. Install flat washer, lock washer, and nut on the small stud, and tighten to a torque of 22-25 in•lbf (2-3 N•m).
Install nut with lock washer on stator lead stud and tighten firmly.
7.3.2 Diode Replacement (in End Frame)
To remove diode, use a thin 1 inch open end wrench on flats of the diode case to unscrew diode from the end frame. Thread the new diode
into the end frame and tighten to a torque of
160-180 in•lbs (18-20 N•m). If no other parts are to be replaced, refer to “DIODE END COVER
INSTALLATION” in this section.
1. Remove three diode and support assemblies from the end frame to provide access to the two lower field to end frame bolts.
2. Remove nut with lock washer and flat washer from three stator lead studs.
3. Remove the six bolts and lock washers attaching the diode end frame to the stator frame.
4. Separate the end frame from the stator frame, and remove the end frame and field assembly from the rotor while pushing the stator lead studs out of the end frame.
5. Remove nut, lock washer, flat washer, and insulating washer which secure the field lead terminal stud in the end frame. Push the stud out of the end frame.
6. Remove field terminal stud insulating bushing and seal from the end frame.
Remove insulating sleeve from the field terminal stud.
7. Remove the four bolts and lock washers attaching the field to the end frame.
8. To separate the field from the end frame, install four 3/8-24 x 3 inch bolts in place of the 3/8-24 x 2 inch bolts removed in step 7.
Thread bolts in to even heights. Support the end frame in an arbor press. Then, using a suitable press plate to exert pressure on all four bolt heads, press the field out of the end frame.
1. Position the field assembly on the end frame. Insert four 3/8-24 x 3 inch bolts through the end frame and thread into the field to keep holes aligned.
2. Support the end frame on an arbor press bed so that the diodes will not be damaged, and press the field into the end frame. Press in until shoulder on field coil bottoms against the end frame.
bolts firmly.
Section 6: ELECTRICAL
3. Remove the four guide bolts. Install four 3/8-
24 x 2 inch bolts, using new lock washers to attach the field to the end frame. Tighten bolts securely.
4. Place insulating sleeve in inner side of the field terminal stud hole in the end frame, and insert the terminal stud through the sleeve.
Place two O-rings and insulating bushing over the terminal stud and push into hole in the end frame. Install insulating washer, flat washer, toothed lock washer, and nut on terminal stud. Tighten firmly.
5. Install each stator lead stud in the end frame as follows: Place insulating washer over the stud and insert the stud through the end frame. Place the insulating bushing over the stud and position in end frame hole. Install flat washer, lock washer, and nut on the stud. Tighten firmly.
6. Install three diode and support assemblies on the end frame as previously directed under “DIODE REPLACEMENT”.
7. Install a new seal in notch around end of the stator frame. Insert field into the rotor and position the end frame against the stator frame. Attach end frame to the stator frame with six bolts and lock washers. Tighten
8. If no other parts require replacement, refer to "DIODE END COVER INSTALLATION" in this section to complete the assembly.
If tests performed under “Stator Winding
Checks” earlier in this section indicated an open circuit or short in the stator, the stator and frame assembly must be replaced.
7.6.1 Removal
1. Remove diode end frame and field assembly as previously directed in steps 1 through 4 under “Field Removal”.
2. Remove the six bolts and lock washers attaching the stator frame to the drive end frame.
3. Separate the stator frame from the drive end frame and remove the stator frame from the end frame and rotor.
06- 25
Section 6: ELECTRICAL
7.6.2 Soldering Stator Terminal Leads
1. Using a wire brush, thoroughly clean the wire and terminal.
2. Silver solder the stator lead to the terminal using a torch.
3. Thoroughly clean the silver solder connection with a wire brush.
4. Using a high grade energized rosin flux, coat the silver soldered connection with a 80-20 tin-lead solder or pure tin solder to prevent deterioration of the silver solder by engine oil.
Note: The silver solder will provide the required mechanical strength, which will not be affected by temperature. The tin-lead solder will protect the silver solder connection from deterioration by engine oil.
7.6.3 Installation
1. Position new seal in notch around the drive end of the stator frame.
2. Position the stator and frame assembly over the rotor against the drive end frame. Attach the stator frame to the drive end frame with six bolts and lock washers. Tighten bolts firmly.
3. Install diode end frame and field assembly as directed in steps 5, 6 and 7 under
“installation”.
4. Install rectifier end cover as directed later.
7.7 DIODE END COVER INSTALLATION
1. Make sure all diodes are properly installed and securely tightened. Leads from diodes threaded into the end frame must be securely attached to the diode supports. The relay terminal lead must also be attached to the left diode support.
2. Connect leads from the three diodes mounted in supports to the output terminal stud. Tighten the attachment screw firmly.
Place insulating bushing over relay terminal stud.
3. Place a new seal in the diode end frame.
4. With the end cover in place against the end frame, install the cap screws and lock
06-26 washers. Tighten the cap screws evenly and firmly.
5. Make sure the drain plug is installed in bottom of the end cover and securely tightened.
7.8 ALTERNATOR REMOVAL (DELCO)
1. Place "Starter Selector Switch" in engine compartment to the "OFF" position.
2. Place the battery main disconnect switch to the “OFF” position.
3. Remove alternator drive belt (see “7.9
ALTERNATOR DRIVE BELT”).
Note: When reinstalling drive belt, it is important to set the belt tension correctly. (refer to the appropriate heading later in this section).
4. Scratch off protective sealer from electrical connections (relay, field and positive terminals). Refer to figure 23.
FIGURE 23: ALTERNATOR (HOSES AND WIRES) 06073
Note: After reconnecting electrical wires, it is important to cover terminals with protective sealer (Prévost #680745).
5. Disconnect wire #25 from the relay terminal, wire #107 from the field “F1” terminal and disconnect battery cable from the positive “+” terminal on the diode end cover. Tag wires removed to ease identification at time of installation. Refer to figure 23.
6. Disconnect oil supply line and vent hose from top of alternator (Fig. 23) and tape lines to prevent entry of foreign matter.
Disconnect oil drain hose from bottom of alternator (Fig. 24) and tape line to prevent entry of foreign matter.
7. Remove the four bolts and lock washer retaining alternator (refer to fig. 24).
Warning: Alternator weights approximately 154 lbs (70 kg). Another person is required to take the alternator out of engine compartment.
FIGURE 24: ALTERNATOR RETAINING BOLTS AND
WASHERS 06350
7.8.1 Disassembly of Alternator
After diode, field and stator winding checks, the alternator can be disassembled to repair a faulty component, such as field or stator, or to proceed with bearing or rotor replacement. Perform the following steps to disassemble the alternator:
1. Remove nuts and washers from "DC" terminal on diode end frame.
2. Separate the diode cover plate from the diode end frame by removing the mounting screws.
3. Remove the washer, nut and lock washer attaching the diode supports to the end frame, the three screws connecting the diode leads to the diode supports, and the three nuts which attach the stator studs to the diode supports.
4. Separate the diode support assemblies from the diode end frame, and the three nuts that connect the studs to the diode end frame.
5. Mark the position of the drive end frame and diode frame with respect to the stator assembly so that the parts can be reassembled in the same position.
6. Detach the diode end frame and field assembly from the stator assembly by removing the attachment screws.
Section 6: ELECTRICAL
7. Separate the field assembly from the diode end frame by removing the four attachment screws.
8. Separate the rotor assembly and drive end frame from the stator assembly by removing the attaching screws.
9. Remove the shaft nut and washer, and the pulley. Press the rotor shaft out of the drive end frame.
10. Remove the retainer plate and pull the bearings from the drive end frame.
7.8.2 Alternator Cleaning and Inspection
Whenever the alternator is disassembled, it should be cleaned and inspected.
Cleaning
If sludge has accumulated on the stator, a light mineral oil should be used to clean it.
Inspection
When the alternator has been disassembled to the extent that the stator is exposed, the stator should be checked for the following: b) Proper spacing of conductors so that “near shorts” do not exist.
c) Proper phase lead placement.
d) Strong conductor and cross-over welds
7.8.3 Bearing or Rotor Replacement
Whenever the rotor and drive end frame are disassembled for any reason, the single-row ball bearing must be replaced with a new one due to the probability of damage during disassembly.
Removal and Disassembly
1. If the pulley was not removed from the rotor shaft at time of alternator removal, remove the nut and flat washer from the shaft and pull the pulley off the shaft.
2. Remove the six bolts and lock washers attaching the drive end frame to the stator frame. Separate the drive end frame from the stator frame. Remove the drive end frame and support assembly.
06- 27
Section 6: ELECTRICAL
3. Support the drive end frame in an arbor press so that the rotor can be pressed down out of the end frame. Using a suitable adapter against the end of the rotor shaft that will pass through the inner race of the double-row ball bearing, press the rotor down out of the end frame and bearings.
Since the single-row bearing outer race is held in the end frame by the retainer plate, and the inner race is a press fit on to the rotor shaft, the bearing will probably be damaged when the shaft is pressed out and need to be replaced with a new part.
4. Remove the six screws attaching the bearing retainer plate to the drive end frame.
Remove the retainer plate, the single-row bearing and the bearing spacer from the end frame.
5. Support the drive end frame in an arbor press with the double-row bearing down, so that the bearing can be pressed down out of the end frame. Using a suitable driver that will exert a force on the bearing outer race, press the bearing out of the end frame.
6. Remove the rubber bearing clamp from groove in the end frame.
Assembly and Installation
1. Install a new single-row ball bearing into inner side of the drive end frame. Install the bearing retainer plate and attach with six screws. Stake screws in place after tightening.
2. Position the rubber bearing clamp in the groove in bearing bore of the drive end frame. Lubricate the clamp to permit the bearing to be pressed in without dislodging or damaging the clamp.
3. Position the rotor in an arbor press with the shaft end up. Install the drive end frame and single-row bearing assembly over the rotor shaft. Using a driver over the rotor shaft, which will exert a force on the bearing inner race, press the bearing onto the shaft until it bottoms against the rotor.
4. Install bearing spacer over the rotor shaft.
Position the double-row bearing over the rotor shaft at end frame bore. Using an adapter that will exert a force on both the inner and outer races of the bearing, press the bearing onto the shaft and into the end
06-28 frame until the inner race bottoms against the bearing spacer.
5. Place a new seal around the drive end of the stator frame.
6. Insert the rotor between the stator and field, and position the drive end frame against the stator frame. Attach the end frame to the stator frame with six bolts and lock washers.
Tighten the bolts to a torque of 5 to 5.4 ft•lbf
(6-7 N•m).
Caution: When replacing the alternator on the vehicle, ensure that an alternator with the proper drive ratio is used. Installation of an alternator with any other drive ratio will result in severe and costly damage to the alternator and engine.
Reassembly is the reverse of disassembly.
Note: When tightening the outside nut on the
“DC” output terminal, torque the nut to 30-35 ft•lbf (41-47 N•m). The lower nut should be supported while doing so.
When reinstalling diodes, tighten to a torque of
9-11 ft • lbf (12-15 N • m).
When removed from the engine, the alternator may be checked without circulating oil on a test bench, providing the output is limited to 100 amperes or less. The alternator may be bench tested without circulating oil at outputs exceeding
100 amperes, as long as the period of operation is limited to less than 15 seconds.
Caution: Operating the alternator at outputs greater than 100 amperes without adequate oil circulation for periods exceeding 15 seconds, will cause the alternator to overheat, resulting in damage to the winding and diodes.
If the alternator is to be operated at an output greater than 100 amperes for longer than 15 seconds, circulating oil must be provided. SAE
30 engine oil must be applied to the connection on the diode end cover at a pressure of 35 psi and at a temperature of 60 o
F (16 o
104 o o
F to 220 C to
C). This will provide an oil flow of about one gallon per minute.
To check the alternator on a test bench, make electrical connections as shown in figure 20.
Section 6: ELECTRICAL
Make sure the negative battery terminal is connected to the alternator frame.
7.9 ALTERNATOR DRIVE BELT
Removal
1. Insert a ¾ ‘’ socket drive into one of the tensioning arm opening (Fig. 25).
2. Twist the tensioning arm to slacken belt.
FIGURE 25: ALTERNATOR DRIVE BELT 06342
Installation
Installation of the alternator drive belt is the reverse of removal.
7.9.1 Adjustment
Correct belt tension is required to maximize belt life. The tensioning arm maintains proper belt tension, no adjustment is required.
Check for wear and proper tension every 6,250 miles (10 000 km) or twice a year, whichever comes first.
8. VOLTAGE REGULATOR (DELCO)
The 24 volt regulator (Delco) is located in the main power compartment.
FIGURE 26: VOLT REGULATOR 06408
The transistor regulator illustrated in figure 26 is an assembly mainly consisting of diodes, capacitors, resistors and transistors. These components are mounted on a printed circuit panel board to form a completely static unit containing no moving parts. Regulators of this type have only four terminals which are identified
"GND." (ground), "FLD" (field) "BAT" (battery) and “IGN” (ignition).
The regulator components work together to limit the alternator voltage to the preset value by controlling the alternator field current. This is the only function that the regulator performs in the charging system.
The voltage at which the alternator operates is determined by the regulator adjustment. Once adjusted, the alternator voltage remains constant. The regulator is unaffected by length of service, changes in temperature, or changes in alternator output and speed.
A typical wiring diagram of a negative ground system is illustrated in figure 27. This diagram shows only the basic charging system components. It does not show any components such as the control relays. Refer to “Charging system” wiring diagram, in “Wiring diagrams” for the electric circuits and connections.
Voltage regulator maintenance
The voltage regulator is a service-free electronic unit. When it fails, it should be replaced. The following procedure must be used:
• Open the main power compartment door in order to get access to the voltage regulator;
• Unscrew the electrical cable connectors;
06- 29
Section 6: ELECTRICAL
• Unscrew the voltage regulator unit;
• Install a new voltage regulator by reversing the procedure.
Caution: Place the battery main disconnect switch to “OFF” position.
FLD
GND
REGULATOR
BAT
IGN
BATTERY
JUNCTION BOX
SWITCH
Neg.
F.
F.
Regulator
Pos.
Relay
Ign.
Switch
Battery
Junction Box
D
Battery
Alternator
FIGURE 27: TYPICAL WIRING DIAGRAM OF A
NEGATIVE GROUND SYSTEM 06415
Note: For information about BOSCH alternator and voltage regulator, refer to technical publication "Repair and Testing Instructions for
T1 Alternator 0120 689 552".
Trouble in the electrical system will usually be indicated by one of two conditions: an undercharged or an overcharged battery. Either condition can result from an improper voltage regulator setting:
Checking Battery Voltage
The absence of gas production during the continuous appearance of the green dot in the battery’s built-in hydrometer indicates that the voltage setting is satisfactory. Check the following conditions:
Checking Voltage Regulator Setting
1. To check the voltage setting, connect a voltmeter across the “POS” and “NEG” terminals on the regulator, and an ammeter to the “C” terminal on the alternator. Refer to figure 28.
06-30
F
DC
VOLTMETER
ALTERNATOR
TEST
AMMETER
FIGURE 28: REGULATOR VOLTAGE TEST
BATTERY
06416
2. Operate the engine at approximately 1000 rpm (about 2300 alternator rpm), with accessories on, to obtain an alternator output of 20-200 amperes.
3. Note the voltage setting. It should be steady at 27.5 volts.
4. If not, the desired setting can be obtained by removing the plug from the voltage regulator cover and slightly turning the adjusting screw inside the regulator. Turn the adjusting screw clockwise to increase the voltage setting or counterclockwise to decrease it.
See figure 29 for details.
Adjusment Screw
FIGURE 29: ADJUSTING REGULATOR VOLTAGE
SETTING 06418
Note : If regulator voltage cannot be adjusted to the specified setting, remove the regulator and repair or replace it as necessary.
Section 6: ELECTRICAL
If the voltage setting is steady and reasonably close to the specified value and the battery is undercharged, raise the setting by 0.3 volt, then check for an improved battery condition over a minimum service period of 48 hours. If the voltage cannot be adjusted to the desired value, the alternator should be checked as follows:
1. Stop alternator, turn off all accessories and disconnect battery ground cable.
2. Disconnect all leads from the regulator and from the alternator field. Do not allow leads to touch ground.
3. Connect a voltmeter and an ammeter in the circuit at the alternator "DC" terminal.
4. Connect a jumper lead from the alternator
"DC" terminal to the alternator field terminal.
normal resistance can be calculated by dividing the voltage by the field current published in Delco-Remy Service Bulletin
1G-186, 1G-187, or 1G-188. The normal resistance value should be at or near midscale on the ohmmeter for accuracy. An alternate method of checking is to connect a battery of specified voltage and an ammeter in series with the field winding, and compare readings with published specifications in
Delco-Remy Service Bulletin 1G-186,
1G-187, or 1G-188. An alternator is defective if it does not produce rated output or if field windings are faulty. If the alternator provides rated output, and field windings check satisfactorily, the regulator should be checked as covered under "Regulator
Checks".
JUMPER
LEAD
FLD
GND
LEADS
DISCONNECTED
F
REGULATOR
DC
BAT
IGN
BATTERY
JUNCTION BOX
SWITCH
CARBON
PILE
TEST AMMETER
If the voltage setting as checked above is steady and reasonably close to the specified value, lower the setting by 0.3 volt and check for an improved battery condition over a minimum service period of 48 hours. If the voltage cannot be adjusted to the desired value, proceed as follows: where the alternator field is grounded internally in the alternator as shown in figure 27 a shorted or grounded field or a defective regulator can cause an overcharged battery. The field winding can be checked as covered in paragraph
“Undercharged Battery”. If the field winding is found to be correct, the alternator is not defective, and the regulator should be checked as covered under “Regulator Checks”.
ALTERNATOR
VOLTMETER
FIGURE 30: REGULATOR VOLTAGE TEST
(UNDERCHARGED BATTERY)
BATTERY
06417
5. Connect a carbon pile resistor load across the battery. Turn to the "Off" position.
6. See figure 30 for wiring connections.
Reconnect battery ground cable
7. Turn on all vehicle accessories.
8. Operate alternator and adjust carbon pile resistor load as required to check for rated output as given in Delco-Remy Service
Bulletin 1G-187 or 1G-188.
9. Check the alternator field winding as follows:
Disconnect the lead from the field terminal and connect an ohmmeter from the field terminal to ground. A resistance reading above normal indicates an open field, and a resistance reading less than normal indicates a shorted or grounded field. The
Separate the cover from the base, and remove the panel assembly from the cover. Carefully note the location of all washers and lock washers.
The component parts are keyed to figure 27.
Before making electrical checks, visually inspect the components and make sure all soldered connections are secure. Various electrical checks with an ohmmeter can be made to determine which components are defective.
The ohmmeter must be accurate, and should be a scale-type meter with a 1.5 or 3 volt cell. Most digital ohmmeters cannot be used to check semiconductors. However, some digital ohmmeters are specially designed to test semiconductors and can be used to test components in the regulator. Consult the ohmmeter’s manufacturer for specifications concerning the capabilities of the ohmmeter.
06- 31
Section 6: ELECTRICAL
It is important that all of the following checks be made. If a defective part is found, replace it before proceeding with the remaining checks. Be sure to make all the checks since more than one component may be defective.
A defective regulator can be repaired according to the following methods:
A) By changing the printed circuit board in the regulator. Unscrew the retaining screws on the printed circuit and remove it. Install a new printed circuit board. This method is the most commonly used.
B) By removing any retaining screws involved and unsoldering the connections. When resoldering, limit solder time to a minimum as excessive heat may damage the printed circuit board and component parts. However good soldered connections are essential for satisfactory operation. A resin core 63% tin
37% lead solder with a 360 o
F (182 o
C) melting point is recommended along with a soldering iron rated at 50 watts or less. Use extreme care to avoid overheating. Before checking the printed circuit board, remove transistor TR1, which must be checked separately. Connect the ohmmeter as shown in figure 30, and then reverse the ohmmeter leads to obtain two readings on the same component. Use the middle scale on scaletype meters on which the 300 ohm value should be within, or nearly within, the middle third of scale.
Capacitors C1 and C2 = The ohmmeter should read high and low on each capacitor. If not, replace capacitor.
Diodes D1, D2 and D3 = Each diode should give one high and one low reading. If not, replace diode.
Resistor R2 = Turn voltage adjustment screw
(identified in figure 29) with ohmmeter connecting each way. Reading should change as slotted screw is turned. If not, replace R2.
Transistor TR1 = See figure 31. Use the low scale. Each of the three checks should read low and high. If not, replace TR1.
FIGURE 31: CHECKING TRANSISTORS TR1 06081
Transistor TR2 = Change the ohmmeter to use the low scale. EB should read low and high. BC should read low and high. EC should both read high. If not, replace TR2. See figure 32.
FIGURE 32: CHECKING TRANSISTORS TR2 06082
After repair, the regulator must be adjusted to the desired voltage setting. Follow the procedure under “Checking Voltage Regulator Setting”.
Slowly turn the adjusting screw full range and observe the voltmeter to ensure that the voltage is being controlled, then, while still turning, slowly adjust to the desired setting.
06-32
Battery equalizer troubleshooting guide and owner’s manual (50 and 100 amps) are annexed at the end of this section.
Refer to “Electrical Compartments and Junction
Box” of this section, for location.
10. STARTER
The starter has a shift lever and solenoid plunger that are totally enclosed to protect them from exposure to dirt, icy conditions and splashing.
Positive lubrication is provided to the bronze bushing located in the commutator end frame, in the lever housing and in the nose housing, by an oil-saturated wick that projects through each bushing and contacts the armature shaft.
The clutch is a "Positork" drive type, that meshes with the ring gear by the action of the solenoid.
Once engaged, the clutch will not disengage during intermittent engine firing. That prevents damage to pinion and ring gear teeth. The pinion remains engaged until starting is assured and the solenoid circuit is interrupted. Refer to figure
35 for more details.
10.1 MAINTENANCE
All wicks and oil reservoirs should be saturated with SAE 10 oil, and the splines underneath the clutch should be lubricated with a light coating of
SAE 10 oil. Other than normal periodic lubrication and keeping cable connections clean and tight, the starter should require no periodic maintenance. However, under normal operating conditions, the starter should be disassembled, inspected, cleaned and tested at time of engine overhaul.
10.2 TROUBLESHOOTING
Failure of the starter to crank the engine at normal speed may be due to a defective battery, worn battery cables, poor connections in the cranking circuit, defective engine starting switch, low temperature, condition of the engine or a defective starter. To determine if the starter is the problem, it will first be necessary to check the batteries, the cranking circuit, the magnetic switch, the solenoid and the control switch.
To obtain full performance data on a starter, or to determine the cause of abnormal operation, the starter should be subjected to the following
Section 6: ELECTRICAL tests. These tests are performed with the starter removed from the engine. Check the armature for freedom of rotation by prying on the pinion with a screwdriver. Tight bearings, a bent armature shaft, or a loose pole shoe screw will prevent the armature from turning freely. Failure of the starter to perform according to specifications will require disassembly of the motor for further checks and adjustments.
However, if the armature does rotate freely, the motor should be given a no-load test before disassembly.
Caution: Never operate the starter more than
30 seconds at a time without pausing to allow it to cool for at least 2 minutes. Overheating, caused by excessive starting, will seriously damage the starter.
Before disassembly of the starting motor, the following check of starting motor operation should be done to determinate any condition that may require special attention during overhaul.
Make test connections to the starting motor as in figure 33.
Connect the starting motor in series with fully charged batteries to give 24 volts, an ammeter capable of reading several hundred amperes and a variable resistance. Also connect a voltmeter as illustrated in figure 33 from the solenoid motor (M) terminal to the starter frame.
A rpm indicator is necessary to measure armature speed. Proper voltage can be obtained by varying the resistance unit.
FIGURE 33: STARTING MOTOR TEST CONNECTIONS
06084
06- 33
Section 6: ELECTRICAL
FIGURE 34: DELCO 50MT STARTER SECTIONAL VIEW
No-load test results
1. Rated current draw and no-load speed indicate normal condition of the starter.
2. Low free-speed and high current draw indicate the following: a) Excessive friction. Tight, dirty, or worn bearings, bent armature shaft, or loose pole shoes allowing the armature to drag.
b) Shorted armature. This can be further checked on a growler after disassembly of the starter.
c) Grounded armature or fields. Check again after disassembly.
3. Failure of the starter to operate with high current draw indicates the following: a) A direct ground in the terminal or fields.
b) “Frozen” bearings. This may be determined by turning the armature by hand.
4. Failure to operate with no current draw indicates: a) Open field circuit. This can be checked after starter disassembly by inspecting internal connections and tracing circuit with a test lamp.
06494 b) Open armature coils. Inspect the commutator for badly burned bars after disassembly.
c) Broken brush springs, worn brushes, high insulation between the commutator bars or other causes which would prevent good contact between the brushes and commutator.
5. Low no-load speed and low current draw indicate high internal resistance due to poor connections, defective leads, dirty commutator and causes listed previously in condition 4.
6. 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.
A variable resistance with a high current capacity should be used. The starter should be securely mounted and brake arm hooked to the drive pinion. When specified current is applied, the torque can be computed from the reading on the scale. A one foot brake arm will directly indicate foot-pounds.
Warning: This test requires extreme caution.
Follow instructions carefully.
06-34
Section 6: ELECTRICAL
10.3 DISASSEMBLY
Normally, the starter should be disassembled only far enough to make repairs or to replace the defective parts. As a precaution, it is suggested that safety glasses be worn when disassembling or assembling the cranking motor. Proceed as follows:
1. Note the relative position of the solenoid, lever housing, and nose housing so the motor can be reassembled in the same manner.
2. Disconnect field coil from the solenoid motor terminal, and lead from the solenoid ground terminal.
3. On motors with brush inspection plugs, remove the plugs and then remove the brush lead screws. This will disconnect the field leads from the brush holders.
4. Remove the attaching bolts and separate the commutator end frame from the field frame.
5. Separate the nose housing and field frame from the lever housing by removing attaching bolts.
6. Remove armature and clutch assembly from lever housing.
7. Separate solenoid from the lever housing by pulling apart.
10.3.1 Cleaning
The driving mechanism armature and fields should not be cleaned in a degreasing tank, or with grease dissolving solvents, since these would dissolve the lubricants in the drive mechanism and damage the insulation in the armature and field coils. All parts, except the drive, should be cleaned with mineral spirits and a brush. The drive can be wiped with a clean cloth.
If the commutator is dirty, it may be cleaned with
No. 00 sandpaper.
Caution: Never use emery cloth to clean the commutator.
If the armature commutator is worn, dirty, out of round, or has high insulation, the armature should be put in a lathe so the commutator can be turned down. The insulation should then be cut
1/32" (0,79 mm) wide and 1/32" (0,79 mm) deep, and the slots cleaned out to remove any trace of dirt or copper dust. As a final step in this procedure, the commutators should be sanded lightly with No. 00 sandpaper to remove any burrs left as a result of the undercutting procedures.
The armature should be checked for opens, short circuits and grounds as follows:
Open Circuit Test
Open circuits are usually caused by excessively long starting periods. The most likely place for an open circuit to occur is at the commutator riser bars. Inspect the points where the conductors are joined to the commutator bars for loose connections. Poor connections cause arcing and burning of the commutator bars as the starter is used. If the bars are not too badly burned, repair can often be performed by resoldering the leads in the riser bars (using rosin flux), and turning down the commutator in a lathe to remove the burned material.
Caution: Do not undercut the insulation between the commutator segments after turning down the commutator.
Short Circuit Test
Short circuits in the armature are located by means of a growler. When the armature is revolved in the growler with a steel strip such as a hacksaw blade held above it, the blade will vibrate above the area of the armature core in which the short circuit is located. Short circuits between bars are sometimes produced by brush dust or copper between the bars. These short circuits can be eliminated by cleaning out the slots.
Ground Test
Grounds in the armature can be detected by the use of a 110 volts test lamp and test points. If the lamp lights when one test point is placed on the commutator with the other point on the core or shaft, the armature is grounded. Grounds occur as a result of insulation failure, which is often brought about by overheating of the starter produced by excessively long starting periods, or by accumulation of brush dust between the commutator bars and the steel commutator ring.
10.3.3 Field Coil Checks
The field coils may be checked for grounds and opens by using a test lamp.
06- 35
Section 6: ELECTRICAL
Grounds
If the motor has one or more coils normally connected to ground, the ground connections must be disconnected during this check.
Connect one lead of the 110 volts test lamp to the field frame and the other lead to the field connector. If the lamp lights, at least one field coil is grounded, and it must be repaired or replaced.
Opens
Connect test lamp leads to ends of field coils. If lamp does not light, the field coils are open.
10.3.4 Field Coil Removal
Field coils can be removed from the field frame assembly by using a pole shoe screwdriver. A pole shoe spreader should also be used to prevent distortion of the field frame. Careful installation of the field coils is necessary to prevent shorting or grounding of the field coils as the pole shoe is tightened into place. Where the pole shoe has a long lip on one side and a short lip on the other, the long lip should be assembled in the direction of armature rotation so it becomes the trailing (not leading) edge of the pole shoe.
10.3.5 Reassembly
Reassembly is the reverse of disassembly. To reassemble the end frame with brushes on to the field frame, pull the armature out of the field frame just far enough to permit the brushes to be placed over the commutator. Push the commutator end frame and the armature back against the field frame.
The recommended torque for the cross-slotted pole shoe screws is 25-35 ft•lbf (34-47 N•m).
The electric cable connector is fixed with a nut tightened to 20 ft•lbf (27 N•m) and a jam nut tightened to 27 ft•lbf (37 N•m).
Pinion clearance should be checked after reassembly of motor to ensure the clearance is within specifications. To check pinion clearance
(starter off engine), first disconnect the motor field connector from the solenoid motor terminal.
Connect 24 volt battery with the positive battery lead to the solenoid switch terminal (5), and the negative battery lead to the grounded (G) solenoid terminal. Momentarily flash a jumper lead from the solenoid motor terminal to the grounded (G) solenoid terminal. The pinion gear will now shift into cranking position and remain that way until the battery is disconnected. Push the pinion or drive back towards the commutator end to eliminate slack movement. Measure the distance between pinion and pinion stop. This should be 23/64" ± 1/32" (9,5 mm ± 0,79 mm).
Pinion clearance is adjusted to these limits by turning the solenoid shaft nut after removing access plug in shift housing. See figure 35.
FIGURE 35: PINION CLEARANCE 06085
06-36
The starter solenoid allows the starter pinion to mesh with the flywheel ring gear and also closes the electric circuit to energize the starting motor.
There are two windings in the solenoid: a pull-in winding and a hold-in winding. Both windings are energized when the external control switch is closed. They produce a magnetic field that pulls the plunger in so that the drive pinion is allowed into mesh, and the main contacts in the solenoid switch are closed to connect the battery directly to the starter. Closing of the main switch contacts shorts out the pull-in winding since this winding is connected across the main contacts.
The magnetism produced by the hold-in winding is sufficient to hold the plunger in, and shorting out the pull-in winding reduces drain on the battery. When the control switch is opened momentarily, the pull-in winding and the hold-in winding are connected in series between the battery and common ground.
The polarity of the pull-in winding is reversed and opposes the magnetic pull of the hold-in winding.
Section 6: ELECTRICAL
The magnetic holding force on the solenoid plunger is thus canceled. The return spring then quickly pulls the solenoid plunger back, opening the solenoid switch contacts and withdrawing the pinion gear from the meshing position at the same time. Proper operation of the switch depends on maintaining a definite balance between the magnetic strength of the pull-in and hold-in windings.
This balance is established in the design by the size of wire and the number of turns specified.
An open circuit in the hold-in winding or attempts to start the motor with a discharged battery may cause the switch to chatter.
10.5.1 Disassembly
To disassemble the solenoid, remove nuts, washers, and insulators from the switch terminal and battery terminal. Remove the cover screws and cover. Take out the contact disk assembly.
When the solenoid has been removed from the starter for repair or replacement, the linkage must be adjusted to provide the correct pinion clearance when the solenoid is remounted on the starter. See “Pinion Clearance” earlier in this section for correct pinion clearance adjustment.
10.5.4 Recommendations
1. Tag each lead to ensure correct connections when the starter is reinstalled.
2. Tighten the 5/8”-11 starter attaching bolts to a torque of 137-147 ft•lbf (186-200 N•m).
3. Keep all the electrical connections clean and tight.
4. When installing wiring terminal leads to the starter and the solenoid switch, torque the
No. 10-32 connections to 16-30 in•lbf (2-3
N•m) and torque the ½”-13 connections to
18-20 ft•lbf (24-27 N•m) for first nut and 24-
27 ft•lbf (33-36 N•m) for the terminal one.
The solenoid requires no periodic maintenance other than keeping the terminals clean and tight.
Always check the action of the solenoid if it has been removed. If the unit fails to function, first check wiring before condemning the solenoid.
Solenoid windings can be checked for open or short circuit or current draw.
Two tests must be made to determine the current draw of (1) both windings in parallel and
(2) the hold-in winding alone. The solenoid windings can be tested with the solenoid either off or on the starter. However, when the solenoid is checked on the starter, it is necessary to disconnect both leads at the main solenoid terminals to prevent interference. The main solenoid terminal that is normally connected to the starter must then be grounded to the solenoid base by means of a jumper lead. For the first test, connect a source of variable voltage (battery and a variable resistance) in series with an ammeter between the solenoid base and the solenoid small switch terminal.
Connect a voltmeter between the same two points. Slowly increase voltage and note the current draw. It should be 55-63 amps at 24 volts. Disconnect the jumper lead grounding the main solenoid terminal and readjust the variable resistance to obtain the specified voltage of 24 volts. It should not exceed 6.8 amperes.
11. ENGINE BLOCK HEATER
The vehicle may be equipped with an engine immersion-type electric block heater to assist cold weather starting. The heater male electric plug is located on the engine compartment door
(Fig. 36) or on the engine compartment R.H.
side door. To use it, connect the female plug of an electrical extension cord to the heater plug.
Some converted vehicles may have the heater connected to the coach AC power system. The extension cord must be plugged into a 110-120
V AC power source only. The engine block heater should be used whenever the vehicle is parked for an extended period of time in cold weather and a suitable power source is available.
FIGURE 36: ELECTRIC HEATER PLUG LOCATION 06481
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Section 6: ELECTRICAL
11.1 MAINTENANCE
This heater is non-serviceable except for the cord, and if faulty, must be replaced as a unit.
and connections regularly and keep battery properly charged. When a headlight burns out, a new bulb must be installed. Headlights must be properly aimed to provide maximum allowable road illumination. When using mechanical aiming devices, follow manufacturer’s instructions.
The circuit for exterior lights, as well as their control switches, relays and circuit breakers are shown on the applicable wiring diagrams. Wiring diagrams are located in the technical publication box.
12.1 HEADLIGHTS
Each headlight assembly consists of two headlamp module 90 mm (4 in”) equipped with a
12-volt halogen bulb and one 12-volt LED turn/signal lamp. Outer lamps have a double function (both low and high beam). Inner lamps are used for high beam or daytime running light.
The inner or outer lamp uses the same single filament halogen bulb part number.
FIGURE 38: OPENING HEADLIGHT ASSEMBLY 06482
Headlight aim should be checked after installing a new bulb. Aiming can be performed without opening headlight assembly. Horizontal and vertical aiming of each module is provided by two adjusting screws that pivot the module in the housing for proper alignment (fig. 37). There is no adjustment for focus since the module is set for proper focus during manufacturing assembly.
Note: Make sure headlight assembly is properly positioned into its housing before securing using fixing screw.
Caution: Use a soft cloth to clean the parking and front turn signal lamp.
FIGURE 37: HEADLIGHT ASSEMBLY 06481
12.1.1 Headlight Beam Toggle Switch
The multifunction lever located on the steering column is used to select proper lighting. High beams or low beams can be selected by pulling the lever rearward. A high beam indicator on the central dashboard panel is illuminated when the high beam circuit is energized.
Note: Pulling the lever rearward while the lights are off will flash the headlights.
12.1.2 Maintenance
Clean headlights with soap and water and a good glass cleaner whenever dirty. For maximum illumination, headlight connections must be coated with a dielectric grease to prevent oxidation and proper voltage must be maintained. Low battery voltage, loose or dirty contacts in wiring system and poor ground contribute to a decrease in voltage. Check wiring
06-38
The following is a general procedure for headlight adjustment using a mechanical equipment, such as a “Hoopy 100” Aligner. If your mechanical equipment is different, refer to the manufacturer’s instruction manual.
FIGURE 39: HEADLIGHT ASSEMBLY TOP & REAR VIEW
06495
Section 6: ELECTRICAL
Setting aligner according to slope
1. Park vehicle on a level floor.
2. Set the support rail (Prévost #29261) down
(Fig. 40). Using shims, adjust its level to stabilize it.
FIGURE 40: SUPPORT RAIL INSTALLATION 06501
3. Install jigs #29263 and #29262 onto the support rail. Position the support rail so that both stops are centered between the two beams (Fig. 41). Mark the position for future reference.
FIGURE 42: INSTALLATION OF HOOPY 100 ALIGNER 06496
FIGURE 43: ADJUSTING HOOPY 100 LEVEL 06498
FIGURE 41: INSTALLATION OF JIGS 06499
Note: The stops will position the support rail between 16-24 inches of vehicle.
4. Remove the jigs.
5. Install onto support rail
(Fig. 42.
6. Using an Allen key on the front wheel, level
Hoopy 100 aligner until spirit level bubble is centered.(Fig. 43 and 44) FIGURE 44: SPIRIT LEVEL
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06500
Section 6: ELECTRICAL
7. Install a calibration fixture in front of front axle wheel and one in front of rear axle wheel (Fig. 45).
3. Install onto support rail
(Fig. 42. Turn aligner ON.
Caution: Vehicle must be parked at the same location each time. If location is changed for any reason, floor slope alignment and aligner leveling must be redone. Refer to “Setting aligner according to slope”.
Note: If aligner indicates LOW BATT, battery must be charged for 12 hours.
FIGURE 45: INSTALLING CALIBRATION FIXTURES 06497
8. Adjust mirrors so that lines are perfectly aligned.
Note: The floor level reading must be added to the aligner reading to ensure a precise alignment.
10. Transfer positive (+) or negative (-) reading of calibration fixtures to the front wheel of
Hoopy 100 aligner. Add this reading to
Hoopy 100 aligner level reading.
♦ eg – level: 0.2, mirrors: 0.1 = 0.3
♦ eg – level: -0.2, mirrors: 0.1 = 0.1
Note: If vehicle remains stationary during the headlight alignment procedure, it is not necessary to check floor slope each time.
Low beam adjustment
1. Turn ON low beam lights.
2. Press ALIGN TO LAMP and move aligner in front of first beam.
Note: If beam is offset, a LOW CANDLES message will appear. Using vertical and horizontal alignment screws, adjust beam as needed (fig. 37).
3. Adjust aligner height (move aligner sideways if needed) so that XX appears in the aligner sight. Lock aligner side handle.
4. Open Hoopy 100 aligner door.
5. Press AIM LAMP down, press a second time so that LOW ADJUST appears in the sight.
Arrows indicate in which direction to adjust the beam using the vertical and horizontal adjustment screws. Perform this adjustment until XX appears in the sight.
6. Aligner will reset after 5 minutes.
7. Repeat for other low beam light.
Headlight Alignment
Caution: This mechanical equipment must be calibrated by metrology before initial set-up or after major overhaul. Calibration must be performed annually.
1. Set the support rail (Prévost #29261) down
(Fig. 40). Using shims, adjust its level to stabilize it. Use previous reference marks to ensure proper positioning.
2. Make sure that headlight assembly fixing screw is properly fastened (Fig. 37).
Note: Make sure that vehicle is at proper height
(suspension) and that air pressure is above 90 psi.
06-40
High beam adjustment
1. Turn ON high beam lights.
2. Press ALIGN TO LAMP and move aligner in front of first beam.
3. Adjust aligner height (move aligner sideways if needed) so that XX appears in the aligner sight. Lock aligner side handle.
4. Open Hoopy 100 aligner door.
5. Press AIM LAMP down, press a second time so that HIGH ADJUST appears in the sight.
Arrows indicate in which direction to adjust the beam using the vertical and horizontal adjustment screws. Perform this adjustment until XX appears in the sight.
6. Aligner will reset after 5 minutes.
Section 6: ELECTRICAL
7. Repeat for other high beam light.
8. Store equipment away in a safe place.
If proper mechanical equipment is not available, perform adjustments as
5. High beam headlights are aimed so that the center of the high-intensity zone is located at the horizontal and straight ahead vertically
(Fig. 47).
6. Low beam headlights are aimed so that the top edge (the cutoff) of the high-intensity zone is at the vertical location as per Table 1 and the left edge of the high-intensity zone is at the vertical centerline of the headlight (Fig.
48).
1. Headlight aiming and inspection can be accomplished by visual means. This is done on a screen located at a distance of 25 feet
(7,6 m) of the headlights. It should be of adequate size with a matte-white surface well shaded from extraneous light and properly adjusted to the floor area on which the vehicle stands. Provisions should be made for moving the screen or its vertical centerline so that it can be aligned with the vehicle axis. In addition to the vertical centerline, the screen should be provided with four laterally adjustable vertical tapes and two vertically adjustable horizontal tapes.
2. The four movable vertical tapes should be located on the screen at the left and right limits called for in the specification with reference to centerlines ahead of each headlight assembly.
3. The headlight centerlines shall be spaced either side of the fixed centerline on the screen by ½ the lateral distance between the light source centers of the pertinent headlights. The horizontal tapes should be located on the screen at the upper and lower limits called for in the specification with reference to the height of beam centers and the plane on which the vehicle rests, not the floor on which the screen rests (Fig. 46).
4. The nominal vertical aim position on lower beam headlights shall be adjusted based on the headlight mounting height, from the ground to the light source center of the headlight, according to table1.
TABLE 1 – VERTICAL BEAM AIM GUIDELINES
Headlight (centerline)
Mounting Height
Nominal
Vertical
Aim
Aim Inspection
Limits for Vertical
Aim
56 to 90 cm (22 to 36 in)
90 to 120 cm (36 to 48 in)
120 to 140 cm (48 to 54 in)
0 Vertical 10 cm (4 in) up to 10 cm
( 4 in) down
5 cm (2 in) down
5 cm (2 in) up to 15 cm
(6 in) down
6.4 cm (4 in) down
4 cm (1.5 in) up to 16.5
cm (6.5 in) down
FIGURE 46: ALIGNMENT OF HEADLIGHT AIMING
SCREEN 06502
FIGURE 47: HIGH-INTENSITY ZONE (SHADED AREA) OF
A PROPERLY AIMED UPPER BEAM ON THE AIMING
SCREEN 7.6 M (25FT) IN FRONT OF VEHICLE 06503
FIGURE 48: HIGH-INTENSITY ZONE (SHADED AREA) OF
A PROPERLY AIMED LOWER BEAM ON THE AIMING
SCREEN 7.6 M (25 FT) ON FRONT OF VEHICLE 06504
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Section 6: ELECTRICAL
7. The inspection limits for high-beam headlights shall be with the center of the high-intensity zone from 10 cm (4 in) up to
10 cm (4 in) down; and, from 10 cm (4 in) left to 10 cm (4 in) right on a screen at 7.6 m
(25 ft.) (Fig. 49).
FIGURE 49: AIM INSPECTION LIMITS FOR UPPER-
BEAM HEADLIGHTS 06505
8. The inspection limits in the vertical direction for low-beam headlights or the low beam of a dual-beam headlight, shall be as described in Table 1. In the horizontal direction, the left edge of the high-intensity zone shall be located from 10 cm (4 in) left to 10 cm (4 in) right of the vertical centerline of the beam.
The viewing screen shall be located 7.6 m
(25 ft.) in front of the vehicle (Fig. 50).
FIGURE 50: AIM INSPECTION LIMITS FOR LOWER-
BEAM HEADLIGHTS 06506
Bulb Removal and Replacement
1. Remove the headlight screw fixing the headlight assembly, then pivot headlight assembly out (Fig. 37 and 38).
2. Remove connector from headlight bulb.
3. Remove the bulb by pushing and rotating it out of the socket.
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4. Install the new bulb by reversing the previous procedure.
Caution: During this step , avoid contacting the bulb with the fingers not to alter the bulb life.
Note: Do not disrupt headlight adjustment screws.
Module Replacement
1. Remove screw fixing headlight assembly to its housing (Fig. 37) and pivot assembly out.
2. Remove connector from headlight bulb.
3. Unfasten three metal clips attaching headlight unit to support.
4. Install new module and fasten metal clips.
5. Install wiring connector on back of new sealed beam unit.
6. Pivot headlight assembly back into its housing then secure using fixing screw.
Note: Make sure headlight assembly is properly positioned into its housing before securing using fixing screw.
7. Perform alignment procedure.
Note: The headlight aim must be checked and adjusted even if it was properly adjusted before the sealed beam unit was replaced.
12.1.5 Front Turn Signal
The front turn signal is part of the front headlight assembly. The turn signal is a sealed unit (LED) located on each front corner and should be replaced as an assembly. Turn signal is visible from both front and side.
Removal and Replacement
1. Remove screw fixing headlight assembly to its housing (Fig. 37) and pivot assembly out.
2. Partially unfasten back plate fixing screws, then remove signal lamp.
3. Remove socket from signal lamp.
4. Install wiring connector on back of new signal lamp then install signal lamp.
5. Fasten back plate fixing screws then pivot headlight assembly back into its housing then secure using fixing screw.
Note: Make sure headlight assembly is properly positioned into its housing before securing using fixing screw.
Section 6: ELECTRICAL
FIGURE 51: VARIOUS LIGHTS LOCATION
12.2 STOP, TAIL, DIRECTIONAL, BACK-UP,
AND HAZARD WARNING LIGHTS
A combination stoplight, taillight, directional signal light and back-up light assembly is mounted at the rear, on each side of the vehicle.
Furthermore, when braking, a high-mounted stoplight will illuminate simultaneously with the stoplights on the sides for increased safety.
The stop, tail, directional signal and license plate lights consist of individual LED lights mounted on the engine rear door, and each light is serviced individually as a complete unit. The back-up light uses a regular tungsten bulb.
The hazard warning flashing system uses the front, side and rear directional lights simultaneously. This system is energized by a switch on the L.H. dashboard.
12.2.1 Lamp Removal and Replacement
1. Open engine compartment rear door.
2. Unscrew the lamp support retaining screws
(2), then from the outside, remove the lamp and its support.
3. From the outside, install the new lamp with its support then fasten the retaining screws.
12.2.2 Cyclop Light Removal and Replacement
06480
This vehicle is equipped with a high-mounted stop light (LED). This light is a sealed unit and should be replaced as an assembly in accordance with the following procedure:
1. Unscrew both light screws, then remove the light assembly.
2. Position the new light assembly and install the “Phillips” screws.
12.3 LICENCE PLATE LIGHT
Two LED units are mounted above the rear license plate(s) of vehicle. In case of burn out, the LED unit must be changed according to the following procedure.
1. Pry out the rubber seal with a small screwdriver. Pull on the LED unit and disconnect it.
2. Reconnect new LED unit, place rubber seal, and press on it until it is seated in position.
12.4 CLEARANCE, IDENTIFICATION AND
MARKER LIGHTS
The vehicle is equipped with marker, identification and clearance lights (LED). The clearance lights are mounted at each corner of the coach near the top and the identification lights are in the upper center of rear and front sections. The rear clearance and identification lights are red and the front ones are amber.
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Section 6: ELECTRICAL
The amber marker lights are mounted along the sides of vehicle.
12.4.1 Marker Light Removal and Replacement
The side marker light is a sealed unit (LED) and should be replaced as an assembly in accordance with the following procedure:
3. Unscrew both “Phillips” light screws, disconnect and remove the light assembly.
4. Connect and position the new light assembly and install the “Phillips” screws.
12.4.2 Clearance and Identification Light
Removal and Replacement
The clearance and identification lights are sealed units (LED) and should be replaced as an assembly in accordance with the following procedure:
1. Unscrew both “Phillips” light screws, disconnect and remove the light assembly.
2. Connect and position the new light assembly, then install the “Phillips” screws.
12.5 DOCKING AND CORNERING LIGHTS
This vehicle is provided with two halogen sealedbeam units that serve as cornering lights. They are mounted on the vehicle as follows: one is mounted on the front L.H. side service compartment door, while the other is located between the front wheel and the entrance door on the R.H. side. The main function of these lights is to increase lateral visibility when turning a corner. These lights are energized simultaneously with the directional lights. On the
V.I.P. model, a dashboard-mounted rocker switch may be actuated to cancel this system in special situations.
Two additional halogen sealed-beam units are installed on rear electrical compartment doors.
These lights are used as docking lights and both will illuminate automatically when reverse range is selected to facilitate back-up or docking procedure.
On the V.I.P. model, these lights do not operate automatically when the reverse range is selected, but by means of a dashboard-mounted rocker switch. When actuated, the docking as well as the cornering lights illuminate.
Furthermore, a “Low docking” switch, also located on dashboard, allows the use of the docking and cornering lights at a lower intensity when the docking switch is actuated.
12.5.1 Lamp Removal and Replacement
Both docking and cornering sealed-beam units can be changed in accordance with the following procedure:
1. Remove the two “Phillips” screws attaching the retaining ring.
2. Disconnect the light unit connection.
3. Remove the lamp.
4. Position new lamp.
5. Connect and position the light unit.
6. Finally, install the retaining ring.
Optional halogen fog lights can be mounted on this vehicle to give the driver better visibility in foggy weather, or to improve the range of vision just ahead of the coach.
12.6.1 Bulb Removal and Replacement
1. To access the spare wheel compartment, pull on the release handle located in the front electrical and service compartment, near the door lower hinge. The bumper will lower gradually.
2. Unscrew the wing nut and pivot assembly upwards.
3. Unscrew the outer ring. Disconnect the light unit connection and remove the bulb.
Caution: During this step, avoid contacting the bulb with your fingers. This could alter the bulb life.
5. Install the new bulb, reconnect the light unit and replace in its proper position.
6. Reinstall the outer ring, pivot the assembly downwards.
7. Fasten the wing nut and securely close the bumper.
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13. INTERIOR LIGHTING EQUIPEMENT
13.1 CONTROL PANEL LIGHTING
The instrument gauges and switches mounted on all control panels are energized whenever the exterior light switch is pushed to the first position.
A control dimmer located on the dashboard is
used to vary the brightness of the panel gauges, switches and indicator lights.
The gauge lights, panel lights, switch lights and indicator lights have a different bulb arrangement. Thus, the procedure to change a defective bulb can vary according to the application.
1. Slightly pull the switch with a defective LED away from the control panel.
2. Disconnect the electric cable from the switch.
3. To install a new switch, reverse the procedure (Fig. 52).
Note: Switches are lighted by the use of LED.
When lighting on a switch fails, replace defective switch as a unit.
Section 6: ELECTRICAL
2. Remove bulb socket from the gauge, turn the defective bulb counterclockwise and pull it out of the gauge.
3. Push a new bulb and socket ASM and turn clockwise to lock in place.
4. Replace the rear dashboard housing.
FIGURE 52: SWITCH
13.1.2 Telltale Light Replacement
Telltale module is non-serviceable and must be replaced as a unit.
1. Unscrew and remove the top dashboard panel.
2. Remove the telltale back wire electric connectors.
3. Unscrew and remove the telltale module.
4. To replace the telltale module, reverse the procedure.
13.1.3 Gauge Light Bulb Replacement
1. For any gauge light bulb replacement, the dashboard panel must be removed in order to have access to the rear of gauges.
FIGURE 53: COACH ENTRANCE STEPWELL 06492
The three stepwell lights are illuminated when the door opening system is activated (Fig. 53).
Light Removal and Replacement
1. Unsnap the lamp outer ring with a flat head screwdriver and remove it.
2. Unfasten the three fixing screws, remove and disconnect LED light assembly.
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Section 6: ELECTRICAL
3. Connect and install the new LED assembly in position.
4. Fasten the three fixing screws and replace the lamp outer ring by snapping it back in place.
13.2.2 VIP Entrance and Bus Entrance Door
The stepwell light is illuminated when the door opening system is activated (Fig. 54).
FIGURE 54: VIP ENTRANCE STEPWELL 06507
13.2.3 Bulb Removal and Replacement
Proceed as follows to replace defective bulb:
1. Unscrew the two Phillips-head screws retaining the lens to the wall, and remove it.
2. With the light lens removed, pull bulb from the lamp while applying lateral pressure.
3. Install the new bulb into the lamp.
4. Position the light lens and install it.
The lavatory night-light is illuminated as soon as the ignition switch is set to the “ON” position.
06-46
13.3.1 Bulb Removal and Replacement
Proceed as follows to replace defective bulb:
1. Unscrew the two Phillips-head screws retaining the lens to the lavatory wall, and remove it.
2. With the light lens removed, pull bulb from the lamp while applying lateral pressure.
3. Install the new bulb into the lamp.
4. Position the light lens and install it.
13.4 DRIVER’S AREA LIGHTS
One halogen ceiling light is installed over the stepwell and another one over the driver’s area.
These lights are frequently used for nighttime operation when passengers board or leave coach.
13.4.1 Bulb Removal and Replacement
1. Unsnap the lamp with a flat head screwdriver and remove it.
2. Pull the defective bulb out of the socket.
3. Install the new bulb by pushing it in position.
4. Replace the lamp by snapping it back in place.
Caution: Do not touch halogen bulbs with bare hands as natural oils on skin will shorten bulb life span.
13.5 PASSENGER SECTION LIGHTING
The passenger section of coach is lit by two types of fluorescent tube lamps installed on the parcel racks.
The aisle lights are located on front of parcel racks, and provide soft, indirect cabin lighting and parcel rack interior lighting. More powerful lighting for general and in-station applications is provided by fluorescent tubes located under the parcel racks, close to the windows. A dual power system is available for this lighting either from the 24 volt vehicle power supply or from a 110 volt outlet supply. In order to save batteries during extended periods of in-station lighting, no current is drawn from the batteries as soon as the 110 volt circuit is connected.
Moreover, adjustable reading lamps are installed under the parcel racks for passenger accommodation.
13.5.1 Fluorescent Tube Replacement
Indirect Fluorescent Light
1. Open the parcel rack access door, if so equipped, unscrew the two Phillips screws
(one each end). Let the hinged cover down.
2. Remove fluorescent tube from light socket.
3. Install a new fluorescent tube.
4. Lift the hinged cover and replace the two retaining screws (Fig. 55).
Section 6: ELECTRICAL
Parcel Rack Interior Lighting
1. Open the parcel rack access door, if so equipped, unscrew the two Phillips screws
(one each end). Pull the hinged cover down.
2. Push on the bulb, turn and then, pull it from the socket.
3. Install a new bulb.
4. Lift the hinged cover and replace the two retaining screws.
FIGURE 55: PARCEL RACK
13.5.2 Removal and Replacement of In-Station
Fluorescent Tubes
1. Start by pulling out the corner of the lens then delicately peeling it out of its seat.
Caution: The lens is fragile. Be very careful when removing and handling.
2. Rotate and pull the fluorescent tube from its sockets.
3. Install a new fluorescent tube, rotating the tube to secure it in the sockets.
4. Replace the screen lens by first inserting one side in the seat, then push the other side in and snap it in place by running it in from one corner to the next.
06095
13.5.3 Removal and Replacement of Reading
Lamp Bulb
1. Engage the tool (#830164) over the lamp and turn one quarter turn counterclockwise.
Then, remove the tool slowly.
2. Pull the bulb socket off the reading lamp unit.
3. Push and turn bulb counterclockwise, then pull it out of the socket.
4. Install new bulb in the socket, then push and turn clockwise to lock bulb in position.
5. Push the bulb socket in the reading lamp unit.
6. Position the reading lamp with the tool
(#830164), turn one quarter turn clockwise.
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Section 6: ELECTRICAL
13.6 ENGINE COMPARTMENT LIGHTING
Two lights illuminate the engine compartment upon opening of the engine door (Fig. 56).
Each light is provided with one bulb that can be replaced as follows:
1. Remove the lens by unscrewing the ring two fixing screws then pry out the lens.
2. Push and turn the defective bulb counterclockwise, then pull it out of the socket.
3. Install the new bulb in the socket, then push and turn clockwise to lock bulb in position.
4. Install the lens, and fasten the ring two fixing screws.
readily serviced by removing the two Phillipshead screws securing the mounting plate to the door exterior frame.
Proceed as follows to replace a fluorescent tube:
1. Press in side of lens (mirror side), free lens from its retaining groove, slide out other side and then remove lens.
2. Unsnap defective fluorescent tube by pushing both extremities simultaneously against felt discs.
3. Holding the fluorescent with one hand, push one of the pin receptacle steel plates inwards to free tube extremity, then remove tube from its fixture.
4. Reverse above procedure to install new fluorescent tube.
If ballast is defective or a wire feed voltage check is required, ballast cover may be removed by performing the previous first three steps and the following:
Warning: Be careful when checking the ballast feed voltage as its output voltage is 600 volts.
a. Grasp and press both cover extremities inwards to free edges from the four rivets.
b. Reverse previous steps to install cover, fluorescent tubes and lens.
FIGURE 56: ENGINE COMPARTMENT LIGHT 06425
The lavatory light is installed on ceiling and is provided with two fluorescent tubes. A microswitch, mounted in the door exterior frame, is activated by the door lock mechanism upon locking to energize the circuit. This switch is
Application
Hi-beam
Low-beam
Docking & cornering
Fog
License plate (sealed)
Side marker (red)
Side marker (amber)
14. LIGHT BULB DATA
When replacing a light bulb, special attention must be paid to the voltage rating (refer to light bulb date hereafter).
Note : Exterior and interior lights can be 12 volts or 24 volts.
Volts Qty Prévost part no.
Trade or SAE number
EXTERIOR LIGHTING
930359 H9
930360
930319
930361
H9
H9415
H3
930368
930340
930341
Led
Led
Led
Watts or
Candle Power
65 W
65 W
37.5 W
55 W
0.5 A
0.6 A
0.6 A
12
12
12
12
12
12
12
2
2
10
2
2
4
2
06-48
Application
Identification (red)
Identification (amber)
Clearance (red)
Clearance (amber)
Front directional (hazard and marker)
Rear directional
Stop
Back-up
Center stop (high-mounted)
Tail
Exterior compartment (except engine)
Engine compartment
Speedometer
Tachometer
Turbo boost
Other instruments (1/unit)
Step (VIP)
Step (Coaches)
Lavatory
Parcel rack
Driver’s area
“EMERGENCY EXIT” decal
“LAVATORY OCCUPIED”
“WATCH YOUR STEP”
Aisle
Reading
Fluorescent (In-Station)
Lavatory
Destination sigh fluorescent
Fluorescent (Indirect)
Prévost part no.
930334
930337
930334
930337
930364
930365
930366
930367
930330
930366
Trade or SAE number
Led
Led
Led
Led
Led
Led
Led
Sealed Unit
Led
Led
562278 6429 (78207)
560136 1003-
830176
560601
561166
561166
560141
563073
830153
830176
830080
830152
INTERIOR LIGHTING
560145
560145
561167
2721 M
OSRAM
2721 M
560144
2721 M
2721 MFX
OSRAM
562278
830173
561009
561553
6429
LED
6423
313
Q20MR16
456
1820
1820
1251
64479
F32T8/SP41
Q20MR16
F30T8CW4
F13T5/CW
10 W
0.7 W
5 W
1.6 cp
7 W
32 W
20 W
30 W
13 W
20 W
2 cp
1.6 cp
1.6 cp
3 cp
Watts or
Candle Power
0.10 A
0.10 A
0.10 A
0.10 A
0.75 / 0.10 A
0.3 A
0.3 A
2.1 A
---
0.03 A
10 W
15 cp-
1 cp
1 cp
3 W
1.6 cp
06- 49
Section 6: ELECTRICAL
Volts
12
12
12
12
12
12
12
12
12
12
24
12
Qty
2
2
1
4
2
4
3
3
4
4
A R
2
24
24
24
24
12
24
24
24
24
24
12
24
24
24
---
12
---
---
2
2
1
A R
2
2
6
2
20
1
3
1
A R
A R
A R
1
1
---
Section 6: ELECTRICAL
15. SPECIFICATIONS
Battery
Make.......................................................................................................................................................Volvo
Model ...............................................................................................................................................20359831
Type.....................................................................................................................................Maintenance-free
Terminal type .................................................................................................................................... Top Stud
Group size ...................................................................................................................................................31
Volts.............................................................................................................................................................12
Load test amperage...................................................................................................................................290
Reserve capacity (minutes) .......................................................................................................................195
Cold cranking (in amps)
-At 0 o
F (-18 o
C) ....................................................................................................................950 (each battery)
Maximum dimensions (inches/mm)
-Length (including flange) ...............................................................................................................13.0/330,2
-Width ...............................................................................................................................................6.7/169,3
-Height (including top posts) .............................................................................................................9.3/237,0
-Approximate weight (lbs/kg) ...............................................................................................................59/26,7
Battery tester cable clamps should be between terminal nuts and lead pads of terminals. If not possible, load value should be 210 amperes.
Torque specifications
Battery cable to post ..................................................................................................10-15 ft-lbf (13-20 N m)
Battery cover..................................................................................................................45-50 ft-lbf (5-6 N m)
Electrical system monitor
Make.................................................................................................................................................... Vanner
Model .................................................................................................................................................... EM-70
Input.....................................................................................................................................................24 V dc
System high ................................................................................................................... Greater than 30 V dc
System low ......................................................................................................................... Less than 24 V dc
Trip level ........................................................................................................................................+ 0.75 V dc
Prévost Number...................................................................................................................................562058
Alternator
Make............................................................................................................................................ Delco Remy
Model Number ...................................................................................................................................1117702
Series......................................................................................................................................................50DN
Type...........................................................................................................................................................600
06-50
Section 6: ELECTRICAL
Field current at 80 o
F (27 o
C)
-Amperes ...........................................................................................................................................7.2 – 8.0
-Volts............................................................................................................................................................24
Hot output
-Amperes ............................................................................................................. 270 at 80 o
F (27 o
C) ambient
-Volts............................................................................................................................................................28
-Approximate rpm ....................................................................................................................................3000
Ground............................................................................................................................................... negative
Prévost number ...................................................................................................................................561723
Alternator
Make................................................................................................................................................... BOSCH
Model Number .............................................................................................................................0120689552
Series...........................................................................................................................................................T1
Hot output
-Amperes .................................................................................................................. 140 at 25°C (AMBIENT)
-Volts............................................................................................................................................................28
-Approximate rpm ....................................................................................................................................6000
Ground............................................................................................................................................... negative
Prevost Number...................................................................................................................................562752
Regulator
Make............................................................................................................................................ Delco-Remy
Model Number .................................................................................................................................................
Type.................................................................................................................................................Transistor
Voltage adjustment.................................................................................................................. External screw
Prévost number 562775
Battery equalizer
Make.................................................................................................................................................... Vanner
Model ................................................................................................................................................... 60-50A
Amperes ............................................................................................................................................50 amps
Prévost Number...................................................................................................................................561016
06- 51
Section 6: ELECTRICAL
Battery equalizer
Make.................................................................................................................................................... Vanner
Model ................................................................................................................................................. 60-100D
Amperes ..........................................................................................................................................100 amps
Prévost Number...................................................................................................................................562542
Starter
Make............................................................................................................................................ Delco-Remy
Model Number ...................................................................................................................................1990269
Series.....................................................................................................................................................50 MT
Type...........................................................................................................................................................400
Rotation (viewing drive end) ......................................................................................................................CW
Brush tension...................................................................................................................... 5 lbs (2,2 kg) Min.
Voltage.........................................................................................................................................................24
No-load test
-Volts............................................................................................................................................................23
-Min. current draw.........................................................................................................................60 amperes
-Max. current draw........................................................................................................................90 amperes
-Min. rpm ..........................................................................................................................................7000 rpm
Starter solenoid
Make............................................................................................................................................ Delco-Remy
Model Number ...................................................................................................................................1115557
Current Draw 80 o
F(27 o
C)
-Hold-in winding .....................................................................................................................7.35 – 8.2 amps
-Pull-in winding .......................................................................................................................48 – 54.5 amps
Volts.............................................................................................................................................................24
06-52
Repair and Testing Instructions for T1 Page 1
Alternator 0120 689 552 Edition 001
Repair and Testing
Instructions for
T1 Alternator
0120 689 552
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Repair and Testing Instructions for T1 Page 2
Alternator 0120 689 552 Edition 001
Modifications
Edition
001
002
Date
8/28/98
12/4/98
Name
I. Serra
I. Serra
Modifications
Original
Update 8.98 Instructions
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Repair and Testing Instructions for T1 Page 3
Alternator 0120 689 552 Edition 001
Table of contents
1 GENERAL ............................................................................................................................................................... 5
2 SAFETY PRECAUTIONS....................................................................................................................................... 6
2.1
S PECIAL T OOL U SAGE .......................................................................................................................................... 6
2.2
F IRE R ISK ............................................................................................................................................................ 6
2.3
S KIN P ROTECTION ............................................................................................................................................... 6
2.4
C OMPRESSED A IR ................................................................................................................................................ 6
2.5
E XPLOSION R ISK .................................................................................................................................................. 6
3 SPECIFICATIONS .................................................................................................................................................. 7
3.1
E LECTRICAL T EST S PECIFICATIONS ...................................................................................................................... 7
3.2
M ECHANICAL T EST S PECIFICATIONS ..................................................................................................................... 8
3.3
T IGHTENING T ORQUES ......................................................................................................................................... 8
4 ALTERNATOR SCHEMATIC ............................................................................................................................... 9
5 ALTERNATOR CODING..................................................................................................................................... 10
6 PARTS CLEANING .............................................................................................................................................. 11
7 TOOLS, TEST EQUIPMENT LUBRICANTS AND ADHESIVES..................................................................... 12
7.1
T EST E QUIPMENT .............................................................................................................................................. 12
7.2
S PECIAL T OOLS ................................................................................................................................................. 12
7.3
L UBRICANTS AND A DHESIVES ............................................................................................................................ 13
7.3.1
Lubricant Quantities ................................................................................................................................. 13
8 EXPLODED VIEW................................................................................................................................................ 14
9 ALTERNATOR DISASSEMBLY AND TESTING .............................................................................................. 15
9.1
R EAR C OVER R EMOVAL ..................................................................................................................................... 15
9.2
V OLTAGE R EGULATOR R EMOVAL ....................................................................................................................... 15
9.2.1
Brush Replacement ................................................................................................................................... 16
9.3
N OISE S UPPRESSION C APACITOR T ESTING AND R EMOVAL .................................................................................... 16
9.4
P ULLEY AND F AN R EMOVAL ............................................................................................................................... 17
9.5
S EPARATION OF D RIVE S HIELD AND C OLLECTOR E ND S HIELD ............................................................................. 17
9.6
R ECTIFIER A SSEMBLY T ESTING .......................................................................................................................... 18
9.7
R EMOVAL AND T ESTING OF S TATOR A SSEMBLY .................................................................................................. 19
9.8
R ECTIFIER A SSEMBLY R EMOVAL ........................................................................................................................ 20
9.9
D AMPENING R ESISTOR T ESTING AND R EMOVAL .................................................................................................. 21
9.10
R EMOVAL OF C OLLECTOR E ND S HIELD B EARING AND S EAL ................................................................................. 21
9.11
R EMOVAL OF S LIDING B USHING IN C OLLECTOR E ND S HIELD ............................................................................... 22
9.12
R EMOVAL OF R OTOR FROM D RIVE E ND S HIELD ................................................................................................... 22
9.13
R EMOVAL OF B EARING AND S EAL FROM D RIVE E ND S HIELD ................................................................................ 24
9.14
R EMOVAL OF C OLLECTOR R ING E ND I NNER B EARING R ACE FROM R OTOR ............................................................ 24
9.15
R OTOR I NSPECTION ........................................................................................................................................... 25
9.16
C OLLECTOR R ING R EPLACEMENT ....................................................................................................................... 26
10 ALTERNATOR ASSEMBLY............................................................................................................................ 27
10.1
R OTOR A SSEMBLY ............................................................................................................................................. 27
10.2
D RIVE E ND S HIELD A SSEMBLY ........................................................................................................................... 28
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Repair and Testing Instructions for T1 Page 4
Alternator 0120 689 552 Edition 001
11
10.3
C OLLECTOR R ING E ND S HIELD A SSEMBLY ......................................................................................................... 29
10.4
R ECTIFIER A SSEMBLY ........................................................................................................................................ 30
10.5
S TATOR A SSEMBLY ........................................................................................................................................... 32
10.6
R OTOR AND D RIVE E ND S HIELD I NSTALLATION .................................................................................................. 32
10.7
R EGULATOR AND C APACITOR I NSTALLATION ...................................................................................................... 33
FUNCTIONAL TESTING ................................................................................................................................. 35
11.1
G ENERAL I NFORMATION .................................................................................................................................... 35
11.1.1
Power Output Tests ................................................................................................................................... 35
11.1.2
Voltage Trace Evaluation ......................................................................................................................... 35
11.2
P OWER O UTPUT T ESTING ................................................................................................................................... 35
11.2.1
Test Bench Mounting ................................................................................................................................ 35
11.2.2
Power Output Test .................................................................................................................................... 36
11.3
V OLTAGE T RACE E VALUATION .......................................................................................................................... 37
11.3.1
Oscilloscope Hook-up ............................................................................................................................... 37
11.3.2
Normal Pattern ......................................................................................................................................... 38
11.3.3
Open Exciter Diode .................................................................................................................................. 39
11.3.4
Open Positive Rectifier Diode................................................................................................................... 40
11.3.5
Open Negative Rectifier Diode ................................................................................................................. 41
11.3.6
Shorted Exciter Diode............................................................................................................................... 42
11.3.7
Shorted Positive Rectifier Diode ............................................................................................................... 43
11.3.8
Shorted Negative Rectifier Diode.............................................................................................................. 44
11.3.9
Open Phase of Stator ................................................................................................................................ 45
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Repair and Testing Instructions for T1 Page 5
Alternator 0120 689 552 Edition 001
1 General
This manual contains repair and testing instructions with corresponding test specifications for the 0 120 689 5...
series alternators.
T1 (RL) 28V 70/140A
Note: Alternator 0 120 689 543 was utilized in preparing these instructions.
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Repair and Testing Instructions for T1 Page 6
Alternator 0120 689 552 Edition 001
2 Safety Precautions
2.1 Special Tool Usage
The use of incorrect or unsuitable tools and test equipment can lead to personal injury and may damage the alternator or its component parts. Only use tools that are specified in this instruction or meet the specification of the recommended tools.
2.2 Fire Risk
To provide radio interference suppression, the alternator is equipped with capacitors with a long storage time. Cleaning of alternator components may cause and electrical discharge when they are immersed in cleaning fluid. This discharge may cause combustible liquids to ignite.
2.3 Skin Protection
To avoid skin irritation when handling oils and greases, apply protective gloves or creams before starting work and wash off hands with soap and water when servicing has been completed.
2.4 Compressed Air
Only use compressed air regulated to a maximum of 4 Bar (60 PSI), and a clean cloth for cleaning of the armature, excitation windings and alternator plates.
2.5 Explosion Risk
Avoid exposure to fire, open flame and sparks. Thoroughly dry all cleaned parts as gases could form from the cleaning process and may cause an explosion.
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Repair and Testing Instructions for T1 Page 7
Alternator 0120 689 552 Edition 001
3 Specifications
3.1 Electrical Test Specifications
Interference suppression capacitor 1.8 … 2.6 l F (microfarad)
Load current less than/equal to 10A
Damping Resistance
Stator Resistance
27.6 … 28.4 V (volts, regulated)
3.1 … 3.5 k W (kilohms)
0.036 W (-0/+10%) T1 (RL) 28V70/140A
7.5 W (-0/+10%) T1 (RL) 28V70/140A Rotor Resistance
Power Output Test
Alternator
T1 (RL) 28V70/140 A
Speed (RPM) Load Current -
Inductive (A)
1500
6000
76
136
Test Duration
(Min)
30
10
Following completion of the output test, allow alternator to run at 7000 rpm for one minute.
Oscilloscope Pattern
This image represents a properly functioning alternator. The D.C. voltage produced has a small harmonic wave.
Small spikes may be superimposed on the oscilloscope screen if the voltage regulator is regulating. Applying a load to the alternator output terminals can turn off the regulator.
In order to be able to compare oscilloscope images, the oscilloscope so the pattern fits between two vertical 10x divisions.
Figure 1 Normal Oscilloscope Pattern
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Repair and Testing Instructions for T1 Page 8
Alternator 0120 689 552 Edition 001
3.2 Mechanical Test Specifications
Rotor to Stator Air Gap (Between any side of stator and rotor)
Collector ring diameter New
Used
Greater than 0.3 mm (0.012 in)
Eccentricity (Rotor mounted at bearing points)
Outer Diameter Of Rotor 0.05 mm (0.002 in) maximum
Outer Diameter Of Collector Rings 0.03 mm (0.0012 in) maximum
32.5 mm (1.279 in)
31.5 mm (1.240 in) minimum
16.0 mm (0.630 in) minimum
7.0 mm (0.275 in) minimum
Carbon Brush Projection New
Used
3.3 Tightening Torques
Item Number Description
55 Air Intake Stud
66
29
D+ Terminal
B+ Terminal, B- Terminal
37
15
43
23
W Terminal
Voltage Regulator
Capacitor Mounting Screw
Rectifier Mounting Screw
21
5
52
Drive End Shield to Collector Ring Shield
Drive End Shield Bearing Cover Plate
Pulley Retaining Nut
Metric (Nm)
3.0 … 3.4
2.4 … 3.2
10.0 … 13.0
4.1 … 5.5
1.3 … 1.7
4.3 … 5.7
1.3 … 1.7
7.2 … 9.7
4.1 … 5.5
135 … 170
SAE
26.5 … 30.1 in. lbs.
21.2 … 28.3 in. lbs.
88.5 … 115 in. lbs.
36.3 … 48.7 in. lbs.
11.5 … 15.0 in. lbs.
38.0 … 50.4 in. lbs.
11.5 … 15.0 in. lbs.
63.7 … 85.9 in. lbs.
36.3 … 48.7 in. lbs.
99.5 … 125.4 ft. lbs.
UA/ASV
Figure 2 Fastener Torque Chart
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Repair and Testing Instructions for T1 Page 9
Alternator 0120 689 552 Edition 001
4 Alternator Schematic
Figure 3 Alternator/Voltage Regulator Schematic
1 Alternator
B+ Battery Positive
BBattery Negative
D+ Dynamo + (Warning Lamp Output)
W Tachometer Output
2 Voltage Regulator
D+ Dynamo + (Alternator Output)
DF Dynamo Field
DDynamo -
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Repair and Testing Instructions for T1 Page 10
Alternator 0120 689 552 Edition 001
5 Alternator Coding
T 1 R 28V 70/ 140A
Rated current in amps measured at 6000 rpm
Rated current in amps measured at 1500 rpm
Alternator Voltage
Direction of Rotation
(
→
) Or R Clockwise
(
←
) Or L
(
↔
) Or RL
Counter Clockwise
Multidirectional
1 Claw Pole Alternator
2 Salient Pole Alternator
3 Windingless Rotor Alternator
Outer Diameter of Alternator
G
K
N
T
U
100 … 109 mm
120 … 129 mm
130 … 139 mm
170 … 199 mm more than 200 mm
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Repair and Testing Instructions for T1 Page 11
Alternator 0120 689 552 Edition 001
6 Parts Cleaning
Caution: Fire Risk
To provide radio interference suppression, the alternator is equipped with capacitors with a long storage time.
Cleaning of alternator components may cause and electrical discharge when they are immersed in cleaning fluid. This discharge may cause combustible liquids to ignite.
Alternator components with capacitors should only be cleaned with a non-combustible cleaner such as HAKU
1025/6.
Caution: Compressed Air
Only use compressed air regulated to a maximum of 4 Bar (60 PSI), and a clean cloth for cleaning of the armature, excitation windings and alternator plates.
Caution: Explosion Risk
Avoid exposure to fire, open flame and sparks. Thoroughly dry all cleaned parts as gases could form from the cleaning process and may cause an explosion.
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Repair and Testing Instructions for T1 Page 12
Alternator 0120 689 552 Edition 001
7 Tools, Test Equipment Lubricants and Adhesives
7.1 Test Equipment
Description
Alternator Test Bench
Internal Short-Circuit Tester (Flash Tester)
Universal Multi-Meter
Alternator Tester
7.2 Special Tools
Description
Arbor Press
Soldering Iron
Universal Bearing Puller
V-Block
Note: 2 Required
14mm Hex, 1/2" Drive Socket
Clamping Support
Die Spigot for Arbor Press (Used with KDLJ 6011, KDLJ 6012,
KDLJ 6015)
Bearing Remover
Press Tool for Roller Bearing
Bearing and Seal Installer
Collector Ring Installer
Drive End Shield Support Ring for Rotor Pressing
Press Tool - Spacer Ring, Roller Bearing Inner Race and Collector
Rings
Alignment Pin - Drive End Shield and Collector Ring End Shield
Removal Tool - Sliding Bushing
Holding Tool - Sliding Bushing
Inner Bearing Race Removal Tool
Puller Receiver Cup
Threaded Pin with Cone
Bearing Puller Spring Collet
Feeler Gauge 0.15 … 0.6 mm (.005 … .024 in)
Note: 4 required
Dial Indicator
Magnetic Indicator Stand
Bosch Number
Commercially Available
KDAW 9978 0 986 619 110
MMD 302
WPG 012.00
0 684 500 302
0 684 201 200
Bosch Number
Commercially Available
Commercially Available
Commercially Available
Commercially Available
Commercially Available
KDAW 9999 0 986 619 362
KDLJ 6010 0 986 618 124
KDLJ 6009
KDLJ 6021
KDLJ 6011
KDLJ 6012
KDLJ 6013
KDLJ 6018
KDLJ 6014
KDLJ 6015
KDLJ 6016
KDAW 9996
KDAW 9995/0/1
KDAW 9995/14
KDAW 9995/6
KDZV 7399
0 986 618 121
0 986 618 139
0 986 618 125
0 986 618 126
0 986 618 127
0 986 618 134
0 986 618 128
0 986 618 129
0 986 618 130
0 986 619 269
0 986 619 214
0 986 619 250
0 986 619 233
0 986 618 378
EFAW 7
T-M 1
1 687 233 011
4 851 601 124
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7.3 Lubricants and Adhesives
Description
Roller Bearing Grease
Molycote Paste
Adhesive Dispersant
Silicon Paste
Repair and Testing Instructions for T1 Page 13
Alternator 0120 689 552 Edition 001
Manufacturer
Number
UNIREX N3
Ft1 v 34
VS 15164-Ft
Ft 70 v 1
KK57v1
Ft2v4
Bosch Number
5 975 560 125
5 700 009 000
5 975 560 000
5 700 040 000
5 703 151 000
5 700 083 005
7.3.1 Lubricant Quantities
Bottom of Roller Bearing
Collector End Shield Radial Seal
Roller Bearing
2 g (0.07 oz.)
2 g (0.07 oz.)
2…2.5 g (0.07…0.09 oz.)
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Alternator 0120 689 552 Edition 001
8 Exploded View
Figure 4 Alternator Exploded View
Item
1
2
3
6
6/9
10
11
12
12/13
15
17
17/3/8
17/3/801
Designation
Drive End Shield
Ball Bearing
Cover Plate
Rotor
Collector Ring
Roller Bearing
Collector-Ring End Shield
Rectifier
Seal
Washer & Screw Assembly
Transistor Regulator
Compression Spring
Carbon-Brush Set
17/10 Gasket
18 Stator
19 Spring Lock Washer
Item
20
21
23
42
43
53
55
56
90
91
93
94
95
713
722
Designation
Plain Washer
Oval-Head Screw
Washer & Screw Assembly
Suppression Capacitor
Oval-Head Screw
Fan
Stud
Expansion Bushing
Retainer
Support Ring
Spacer Ring
Radial Seal
Protective Cap
Air-Intake Cover
Grommet
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Alternator 0120 689 552 Edition 001
9 Alternator Disassembly and Testing
9.1 Rear Cover Removal
1.
2.
Clamp alternator in clamping fixture KDAW 9999 (Bosch Number 0 986 619 362).
Remove four nuts holding on the air intake cover. (Figure 5)
Figure 5 Air Intake Cover Removal (1)
Note: The voltage regulator must be removed before any further disassembly of the alternator takes place. The brushes of the regulator can break if the regulator is not removed before any other disassembly takes place.
9.2 Voltage Regulator Removal
1. Remove the three (3) screws that secure the regulator to the collector ring end shield. (Figure 6)
2. Carefully remove the voltage regulator from the collector ring end shield.
Note: The brushes of the regulator will break if the regulator is not removed before any other disassembly of the alternator takes place.
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Figure 6 Voltage Regulator (1) and Suppression Capacitor (2)
9.2.1 Brush Replacement
1. The exposed length of the carbon brushes must be measured to determine if they require replacement.
Measure the length of each brush. If the exposed brush length is less than 7 mm (0.276"), the brush must be replaced. (Figure 7)
Figure 7 Brush Length Measurement
2. To replace the brushes, the brush lead must be unsoldered and the brush removed from the regulator.
3. Insert the new brush into the regulator and solder the brush lead to the regulator.
Note: Use only rosin-core solder to attached the brush lead.
4. Check the brushes for freedom of movement after they are soldered.
5. Measure the exposed length of the new brushes. The exposed length should be 16 mm (0.630")
9.3 Noise Suppression Capacitor Testing and Removal
1. Disconnect the suppression capacitor from terminal B+.
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2. Connect Multimeter MMD 302 (Bosch Number 0 684 500 302) or equivalent to the lead of the suppression capacitor and the B- terminal of the alternator. (Figure 8)
Figure 8 Testing of Suppression Capacitor
3. Measure the capacitance of the suppression capacitor. If the capacitance does not read between 1.8 and
2.6 l F (microfarad), the capacitor must be replaced.
4. Remove the screw that secures the suppression capacitor and remove capacitor.
Note: After removing the suppression capacitor from the alternator, the capacitor lead should be shorted to the capacitor-mounting strip to discharge the capacitor. Failure to do so may cause the capacitor to discharge while being cleaned .
9.4 Pulley and Fan Removal
1. Using a 14-mm hex socket to hold the rotor shaft. Loosen and remove pulley-retaining nut with a box wrench. (Figure 9)
Note: Do not use an air impact gun to remove the nut as the force of the impact may cause damage to the alternator bearings.
Figure 9 Pulley and Fan Removal
2. Remove the pulley and cooling fan from the alternator.
9.5 Separation of Drive Shield and Collector End Shield
Note: With a scribe, mark the relationship between the drive end shield and the collector ring end shield. This will assist in the realigning of the two shields upon reassembly.
1. Loosen and remove the four (4) outer Oval-head screws which hold the end shields together. (Figure 10)
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2. Slide the drive end shield and rotor out of the collector end shield.
Figure 10 Drive End Shield Removal
9.6 Rectifier Assembly Testing
Note: The following testing of the rectifier is to be performed with the rectifier assembly installed and wired in to the stator.
1. With the rectifier assembly still installed in the collector end shield, testing of the rectifier is to be performed.
a. Using tester WPG 012.00 (Bosch Number 0 684 201 200) (Figure 11) i) Connect the negative (black) lead of the tester to the collector end shield and the positive (red) lead to each of the stator connection solder joints.
ii) Connect the positive (red) lead of the tester to the B+ Terminal and the negative (black) lead to each of the stator connection solder joints.
iii) Connect the positive (red) lead of the tester to the D+ Terminal and the negative (black) lead to each of the stator connection solder joints.
The rectifier assembly is reusable if the tester remains in green zone. If the rectifier assembly fails any test, one or more of the diodes are defective and the whole assembly must be replaced.
Figure 11 Testing of Rectifier Assembly
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Alternator 0120 689 552 Edition 001 b. Using a Diode Tester i) Connect the negative (black) lead of the tester to the collector end shield and the positive (red) lead to each of the stator connection solder joints. No current should pass through the rectifier assembly.
ii) Connect the positive (red) lead of the tester to the collector end shield and the negative (black) lead to each of the stator connection solder joints. Current should pass through the rectifier assembly.
iii) Connect the positive (red) lead of the tester to the B+ Terminal and the negative (black) lead to each of the stator connection solder joints. No current should pass through the rectifier assembly.
iv) Connect the negative (black) lead of the tester to the B+ Terminal and the positive (red) lead to each of the stator connection solder joints. Current should pass through the rectifier assembly.
v) Connect the positive (red) lead of the tester to the D+ Terminal and the negative (black) lead to each of the stator connection solder joints. No current should pass through the rectifier assembly.
vi) Connect the negative (black) lead of the tester to the D+ Terminal and the positive (red) lead to each of the stator connection solder joints. Current should pass through the rectifier assembly.
If the rectifier assembly fails any test, one or more of the diodes are defective and the whole assembly must be replaced.
9.7 Removal and Testing of Stator Assembly
1. With tester WPG 012.00 or Multimeter MMD 302 set to read 0 to 0.5 W , test the resistance of the stator while it is still attached to the rectifier assembly. Connect the test leads between the phase outputs of the stator. Repeat the test until all three phases of the stator has been tested. A good stator will read between
0.036 W and 0.040 W . (Figure 12)
Figure 12 Stator Resistance Testing
2. Unsolder the stator phase connections from the rectifier assembly with a soldering gun or iron.
3. Bend open any bent-over lead connections with a screwdriver or pliers and pull the stator leads from the rectifier eyelets.
Note: The insulation tester applies a voltage of 80 VAC to the stator. Voltages of 80V can be fatal.
When performing this test, observe care is used in handling the stator and any component or surface that is exposed to the stator. Use insulated gloves and do not touch the work surface until all tests are completed.
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4. Using insulation tester KDAW 9983 (Bosch Number 0 986 619 110) or equivalent, apply 80 VAC to each of the stator phase leads with one probe while the other probe is in contact with the exterior of the stator.
(Figure 13)
No continuity should be present. Any continuity between the stator phase leads and the exterior of the stator indicates a breakdown of the stator insulation and a short to ground. If continuity is present, the stator must be replaced.
Figure 13 Stator Insulation Testing
9.8 Rectifier Assembly Removal
1. Loosen and remove the three screws that hold the rectifier to the collector end shield. (Figure 14)
2. Unsolder the W terminal from the rectifier assembly.
Figure 14 Rectifier Assembly Removal
3. Remove the nuts holding terminals B+, B- and D+ to the collector end shield.
Note: Do not attempt to remove the studs from the rectifier assembly. Terminals B+, B- and D+ are permanently attached to the rectifier assembly. Terminal W is attached to the collector end shield. Do not loosen Terminal W.
4. Remove the rectifier assembly from the collector end shield.
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9.9 Dampening Resistor Testing and Removal
1. The W Terminal incorporates a dampening resistor. Using a Multimeter MMD 302, connect one lead to the exterior portion of the W terminal and connect the other lead to the other side of the W Terminal. The
Multimeter should read between 3.1 and 3.5 k (kilohm). If the resistance is above or below this range, the
W terminal is to be replaced as an assembly. (Figure 15)
Figure 15 Testing of W Terminal Dampening Resistor
2. Loosen the nut retaining terminal W to the collector end shield.
3. Remove terminal W.
9.10 Removal of Collector End Shield Bearing and Seal
1. Insert extractor KDLJ 6009 (Bosch Number 0 986 618 121) into bearing.
2. Screw threaded rod KDAW 9995/14 (Bosch Number 0 986 618 214) into extractor KDLJ 6009.
3. Slide the receiver cup KDAW 9995/0/5 (Bosch Number 0 986 619 250) onto threaded rod.
4. Screw on the handle, rotate until the bearing, and seal come out of the collector end shield. (Figure 16)
Figure 16 Bearing and Seal Removal
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5. If the roller bearing is stuck in end shield, proceed as follows: a. Remove extractor KDLJ 6009 from the bearing.
b. Destroy the bearing cage with a screwdriver or similar tool.
c. Remove rollers from bearing.
d. Insert spring collet KDAW 9995/6 (Bosch Number 0 986 619 233) into bearing outer race.
e. Screw threaded rod KDAW 9995/14 into extractor KDAW 9995/6.
f. Slide the receiver cup KDAW 9995/0/5 onto threaded rod.
g. Screw on handle and rotate until the bearing race comes out of the collector end shield.
9.11 Removal of Sliding Bushing in Collector End Shield
1. Place collector end shield in an arbor press, support mounting/pivot boss on mandrel KDLJ 6016 (Bosch
Number 0 986 618 130). (Figure 17)
2. Place bushing mandrel KDLJ 6015 (Bosch Number 0 986 618 219) on sliding bushing.
3. Press sliding bushing out of collector end shield into mandrel KDLJ 6016.
Figure 17 Sliding Bushing Removal
9.12 Removal of Rotor from Drive End Shield
1. Place drive end shield onto pressing ring KDLJ 6013 (Bosch Number 0 986 618 127).
2. Place pressing ring into an arbor press. (Figure 18)
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3. Press out rotor.
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Alternator 0120 689 552 Edition 001
Figure 18 Pressing out Rotor
4. Remove spacer ring from rotor shaft.
Notes: Protect the threads of the rotor from damage prior to pressing. Always replace the drive end bearing if the rotor has been pressed out. Therefore, only remove the rotor if;
• the rotor is to be replaced
• the excitation winding of the rotor is to be replaced
• the drive end bearing/spacer ring is to be serviced
• the rotor collector rings are to be replaced
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9.13 Removal of Bearing and Seal from Drive End Shield
1. Loosen and remove the four (4) screws holding the bearing cover plate. (Figure 19)
2. Remove the spacer ring (Refer to arrow in Figure 19).
3. Remove the bearing from the drive end shield.
Figure 19 Drive End Bearing Removal
9.14 Removal of Collector Ring End Inner Bearing Race from Rotor
1. With a universal bearing puller, remove the inner race of the endshield bearing. (Figure 20)
Notes: Place jaws of the puller yoke behind the inner-bearing race and pull the bearing race only. Do not place the yoke behind the spacer ring. Pulling both the bearing and the spacer ring at the same time may damage the rotor. The inner bearing race must be replaced anytime the collector end shield bearing is replaced.
2. Reposition the puller and remove the spacer ring from the rotor shaft.
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Figure 20 Inner Bearing Race Removal
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9.15 Rotor Inspection
1. Using electric tester ETE 014.00 or Multimeter MMD 302, measure the resistance between the two collector rings of the rotor. The resistance measured should be between 7.5 and 8.3 . (Figure 21)
Figure 21 Rotor Resistance Testing
2. Using insulation tester KDAW 9983 or equivalent, apply 80 VAC to the rotor claw poles and each of the collector rings. If the insulation tester lights, there is a short to ground within the rotor. (Figure 22)
Figure 22 Rotor Insulation Testing
Note: The insulation tester applies a voltage of 80 VAC to the rotor. Voltages of 80V can be fatal.
When performing this test, observe care is used in handling the rotor and any component or surface that is exposed to the rotor. Use insulated gloves and do not touch the work surface until all tests are completed.
3. Mount the rotor in a pair of V-Blocks at the rotor bearing points.
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4. Position dial indicator (Magnetic Base T-M 1 (Bosch Number 4 851 601 124) and Dial Indicator EFAW 7
(Bosch Number 1 687 233 011)) to measure the concentricity of the rotor at:: (Figure 23) a. Outer diameter of rotor, maximum run-out 0.05 mm (0.002 in). If the run-out of the rotor exceeds the maximum, the rotor must be replaced.
Figure 23 Rotor Concentricity Measurement b. Each collector ring, maximum run-out 0.03 mm (0.0012 in). If the run-out exceeds the maximum, the collector rings can be machined down to a minimum of 31.5 mm (1.240 in) diameter. If the required machining causes the collector ring diameter to drop below the minimum dimension, the collector ring(s) must be replaced.
9.16 Collector Ring Replacement
1. Before the collector rings can be removed, the spacer ring from the end of the rotor must be removed.
Refer to Section 9.14 "Removal of Inner Bearing Race from Rotor."
2. Unsolder the rotor leads from each collector ring.
3. With a universal bearing puller, remove each collector ring one at a time from the rotor. (Figure 24)
Figure 24 Collector Ring Removal
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10 Alternator Assembly
10.1 Rotor Assembly
1. Position rotor in arbor press with the drive end pointing down.
2. Press the lead for the rotor winding into the slot of the rotor.
3. Slide the collector rings onto the rotor shaft as far as possible by hand. Make sure the lead for the rotor windings does not become damaged while sliding the collector rings over the lead.
4. Lining up the slot in tool KDLJ 6012 (Bosch Number 0 986 618 126) with the rotor lead, press the collector rings onto the rotor as far as possible. (Figure 25)
Figure 25 Pressing on Collector Rings
5. Solder each of the rotor winding leads to one of the collector rings with rosin core solder.
6. After soldering, touch up surface of collector ring to remove any excess solder from the brush contact surface.
7. Press on collector end shield bearing spacer ring with tool KDLJ 6018 (Bosch Number 0 986 618 134) until it contacts the stop on the rotor and no air gap is present. (Figure 26)
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Figure 26 Spacer Ring
Installation
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Note: Do not allow the spacer ring to twist while pressing onto the rotor.
8. Place the inner bearing race of the collector end shield bearing onto the rotor shaft.
9. Press the bearing onto the rotor shaft with tool KDLJ 6018. (Figure 26)
10.2 Drive End Shield Assembly
1. Insert sealed ball bearing into the drive end shield.
2. Align the holes of the bearing cover plate with the holes in the drive end shield.
3. Start the four screws which hold the bearing cover plate and tighten to 4.1 … 5.5 Nm (36.3 … 48.7 in. lbs.)
(Figure 27)
Figure 27 Drive End Bearing Retaining Screws
4. Insert bearing/fan spacer ring into the drive end shield from the fan side of the shield.
5. Place drive end shield on to an arbor press with the bearing/fan spacer ring pointed down. (Figure 28)
6. Slide support ring onto the drive end of the rotor. Make sure the under cut side of the ring faces the retaining ring on the rotor.
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Figure 28 Installing Rotor into Drive End Shield
(1) Tool KDLJ 6018 (2) Support Ring
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7. Place rotor into the drive end bearing.
8. Place tool KDLJ 6018 onto the end of the rotor and press the rotor into the drive end bearing until the bearing seats against the support ring.
10.3 Collector Ring End Shield Assembly
1. Pack the collector end roller bearing with 2 to 2.5 g (0.07 to 0.09 oz.) of UNIREX N3 grease.
2. Place the end shield on an arbor press.
3. Place tool KDLJ 6011 (Bosch Number 0 986 618 125) into bearing and press bearing into collector end shield. (Figure 29)
4. Pack the bottom of the collector end housing bearing bore with an additional 2 g (0.07 oz.) of UNIREX N3 grease.
5. Coat the sealing lip of the radial lip seal and pack the seal with 2 g (0.07 oz.) of UNIREX N3 grease.
Notes: Do not assemble the alternator with a dry radial seal as this will lead to seal failure and contamination of the brushes and collector rings.
Make sure there is no excess grease on the exterior of the seal before installation in the collector end shield. Excess grease on the exterior of the seal will cause contamination of the collector rings and brushes.
Figure 29 Installation of Bearing and Seal
6. Place seal onto tool KDLJ 6011 and press the seal into the collector end shield. (Figure 29)
7. Place collector end shield in an arbor press, support mounting/pivot boss on tool KDLJ 6016. (Figure 30)
8. Coat the inside of the collector end shield bore with Molycote.
9. Place sliding bushing into place on collector end shield.
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10. With tool KDLJ 6015, press sliding bushing into end shield until the bushing is flush with the inner surface of the mounting/pivot boss. (Figure 30)
Figure 30 Sliding Bushing Installation
11. Insert terminal W into collector end shield in location marked W. Make sure the locating lug of the terminal assembly indexes the end shield correctly.
12. Place insulator and flat washer onto terminal W.
13. Install nut and torque to 4.1 to 5.5 Nm (36.3 to 48.7 in. lbs.)
14. Install protective cap onto terminal W. (Figure 31)
Protective Cap
Figure 31 Terminal W Insulator,
Washer, Nut and Cap
10.4 Rectifier Assembly
1. Place flat washer and insulator (a) onto terminal B+ and D+ studs of the rectifier assembly. (Figure 32)
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Figure 32 Rectifier Insulators and Seal
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2. Coat the keyhole shaped surface of the rectifier with adhesive. (Figure 32)
3. Place the rectifier seal ring onto the keyhole shaped surface of the rectifier. Make sure the seal conforms to the shape of the keyhole.
4. Once the adhesive has cured, place the rectifier into the collector end shield. Make sure the solder lug of the W Terminal passes into the correct position of the rectifier assembly.
5. Install the insulating washer, flat washer and nut to terminal studs B+ and D+. (Figure 33)
6. Install flat washer and nut onto terminal stud B-. (Figure 33)
7. Check that the soldering lug of terminal W is still in the proper location of the rectifier assembly.
Figure 33 Terminal B+, B- and D+ Assembly
8. Torque terminal stud nuts B+, D+ and B- to: a. Terminal B+ and B-........ 10 to 13 Nm (88.5 to 115 in. lbs.) b. Terminal D+ ................... 2.4 to 3.2 Nm (21.2 to 28.3 in. lbs.)
9. Install the flat washer and second nut to terminal studs B+, D+ and B- and torque to: a. Terminal B+ and B-........ 10 to 13 Nm (88.5 to 115 in. lbs.) b. Terminal D+ ................... 2.4 to 3.2 Nm (21.2 to 28.3 in. lbs.)
10. Install the three (3) rectifier mounting screws and torque to 1.3 to 1.7 Nm (11.5 to 15 in. lbs.).
11. Solder the soldering lug of terminal W to the solder pad of the rectifier assembly with rosin core solder.
(Figure 34 )
Figure 34 Rectifier Mounting and
Soldering of Terminal W
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10.5 Stator Assembly
1. Position the stator on the collector end shield. The side of the stator with the winding leads should be closest to the collector end shield.
2. Line up the scribed mark of the stator with the scribed mark of the collector end shield. If either the stator or collector end shield was replaced, a new mark should be scribe across the new part using the replaced component as a reference.
3. Place each of the stator leads into a corresponding soldering lug of the rectifier assembly. After the lead is through the soldering lug, bend the lead so it forms a U around the lug. (Figure 35)
Figure 35 Soldering of Stator Leads
4. Solder each of the stator leads to the rectifier assembly with rosin core solder.
10.6 Rotor and Drive End Shield Installation
1. Place collector end shield and stator assembly on a suitable surface so the rotor and drive end shield assembly can be lowered into place
2. Guide the rotor and drive end shield assembly until the inner bearing race of the collector end bearing enters the roller bearing. Once the inner race enters the bearing, lower the assemblies completely into the collector end shield.
3. Insert guide pin KDLJ 6014 (Bosch Number 0 986 618 128) through the sliding bushing of the collector end shield and the bushing of the drive end shield. (Figure 36)
4. Start the four (4) drive end shield to collector end shield screws.
5. Place the alternator assembly into clamping fixture KDAW 9999.
6. Insert four (4) 0.3 mm (0.012 in) feeler gauges between the stator and the rotor. The feeler gauges should be place in four diametrically opposed positions. (Figure 36)
7. Torque the drive end shield to collector end shield screws to 7.2 to 9.7 NM (21.2 to 28.3 in. lbs.).
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8. Remove the four feeler gauges from between the stator and rotor.
9. Turn the rotor by hand. The rotor should rotate freely by hand. If the rotor does not turn freely, loosen the drive end shield to collector end shield screws and repeat steps 6, 7, 8 and 9.
10. While rotating the rotor by hand, listen for contact between the rotor and the stator or stator leads. If any contact sound is heard, the rotor and drive end shield assembly must be removed, the cause determined and repaired before continuing. Once the problem has been corrected, start at step 1 of this section.
Figure 36 Drive End Shield, Stator and Collector End Shield Assembly
(1) Feeler Gauge (2) Tool KDLJ 6015
11. Remove the alignment pin KDLJ 6014 from the alternator.
10.7 Regulator and Capacitor Installation
1. Depress the carbon brush closest to the regulator into the regulator/brush holder.
2. Insert a straightened paper clip (1 to 1.3 mm dia. x 40mm) into the hole of the regulator until the pin holds the brush in place.
3. Pivot the regulator into the opening of the alternator. Once the brush holder is inside the alternator cavity, slowly remove the paper clip and allow the brushes to extend from the holder. (Figure 37)
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Figure 37 Regulator Installation
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4. Align the mounting holes of the regulator to holes of the alternator housing.
Note: When aligning the mounting holes, pay attention to the force used as damage can occur to the brushes.
5. Install the three (3) regulator mounting screws and torque to 1.3 to 1.7 Nm (11.5 to 15 in. lbs.). (Figure 38)
6. Install capacitor on collector end shield and tighten mounting screw to 4.3 to 5.7 Nm (38.0 to 50.4 in. lbs.).
(Figure 38)
Figure 38 Capacitor Installation
(1) Voltage Regulator (2)
7. Connect lead of capacitor to spade terminal +.
8. Install air intake cover onto alternator. Do not torque cover until it has been installed on the vehicle/engine.
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11 Functional Testing
11.1 General Information
The functional testing of the alternator is broken into two categories, Power Output and Voltage Trace
Evaluation. All of the tests describe here are performed with the voltage regulator installed on the alternator.
11.1.1 Power Output Tests
The power output tests verify the capability of the alternator to produce rated current and voltage at different speeds. This test requires a test bench of sufficient horsepower to turn a fully loaded alternator at a given speed. Additionally, the test bench must have the ability to inductively load the alternator to its rated amperage for an extended amount of time.
The power output test is to be performed anytime the alternator is suspected of being defective or if the alternator has been disassembled.
11.1.1.1 Test Bench Requirements
To perform the power output test of this series alternator, a test bench must meet the following minimum criteria.
Characteristic
Variable Speed Control
Drive Motor
Load Bank Capability
Output Voltage Capability
Minimum Specification
0 - 12,000 RPM
4 kW (5.4 hp)
170 A @ 28 V for 10 minutes
80 A @ 28 V for 30 minutes
28 V
11.1.2 Voltage Trace Evaluation
The voltage trace evaluation compares the output of the alternator as viewed on an oscilloscope to know oscilloscope patterns. The voltage trace evaluation is an important tool for diagnostics of an alternator that cannot meet the criteria of the power output test. Proper interpretation of the waveforms obtained can lead a technician to the defective component of a failed alternator. The voltage trace evaluation is done while the alternator is still mounted to the alternator test bench. Most any oscilloscope, which is capable of accepting the alternator voltage output, is useable for this evaluation.
11.2 Power Output Testing
11.2.1 Test Bench Mounting
1. Mount the alternator to the test bench per the operating instructions of the test bench manufacturer.
2. Connect the drive system of the test bench to the alternator as per the instructions of the test bench manufacturer.
Note: Only perform the power output tests with the fan pulley installed on the alternator. Failure to test the alternator with the correct fan installed can cause the alternator to overheat and damage the internal components of the alternator.
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3. Connect the test leads of the test bench to the alternator as follows: a. Connect the +24 v lead of the test bench to the B+ terminal of the alternator.
b. Connect the -24 v lead of the test bench to the B- terminal of the alternator.
c. Connect the charging indicator lamp of the test bench to the D+ terminal of the alternator.
Note: Refer to test bench manufacturers operating instructions for correct terminology of test leads
Refer to figure 39 for a schematic outline of alternator to test bench connections. Compare this schematic to the hook-up schematic of your test bench.
Figure 39 Alternator Test Bench Hook-up Schematic
(1) Variable Load Resistor
(2) Ammeter (Alternator Output)
(3) Charging Indicator Lamp
(4) Voltmeter (Regulated Voltage)
(5) Ammeter
(6) Test Bench Battery
4. Make sure the test bench is set for the correct voltage and rotation before starting tests.
11.2.2 Power Output Test
1. Start test bench and increase speed to 1500 rpm, alternator speed.
2. Increase inductive load on the alternator until 76A output is achieved. As load is increased, monitor test bench speed and correct if speed drops while applying load.
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3. Hold test bench at this speed and load for 30 minutes. Monitor alternator output and speed during the test period.
4. Remove load and operate the alternator at 7000 rpm for one minute to allow the alternator to cool.
5. Refer to the test bench operating instructions and allow the load bank to cool the required amount of time before proceeding to the next test.
6. After the load bank has cooled, increase the test bench until the alternator has reached 6000 rpm.
7. Increase inductive load on the alternator until 136A alternator output is achieved. As load is increased, monitor test bench speed and correct if speed drops while applying load.
8. Hold test bench at this speed and load for 10 minutes. Monitor alternator output and speed during the test period.
9. Remove load and operate the alternator at 7000 rpm for one minute to allow the alternator to cool.
10. Refer to the test bench operating instructions and allow the load bank to cool the required amount of time before proceeding to the next test.
11. Apply a minimum load of 10A to the alternator.
12. Measure the regulated voltage of the alternator. The correct regulated voltage is between 27.6 and 28.4
volts.
13. If the alternator passes the three output tests, no further testing is required. If the alternator failed any of the three tests, proceed with the voltage trace evaluation.
11.3 Voltage Trace Evaluation
The voltage trace evaluation is a comparison of the voltage output of the alternator to know patterns. These know patterns will help identify different failed components.
11.3.1 Oscilloscope Hook-up
1. Following the manufacturer's instructions for your oscilloscope, connect the scope to the B+ and Bterminals of the alternator.
2. Adjust the oscilloscope to read 28 volts.
3. Turn on test bench and operate the alternator with a 10A load.
4. Compare oscilloscope display to the following test patterns.
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11.3.2 Normal Pattern
This image represents a properly functioning alternator. The D.C. voltage produced has a small harmonic wave.
Small spikes may be superimposed on the oscilloscope screen if the voltage regulator is regulating. Applying a load to the alternator output terminals can turn off the regulator.
In order to be able to compare oscilloscope images, the oscilloscope so the pattern fits between two vertical 10x divisions.
Figure 40 Normal Pattern
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11.3.3 Open Exciter Diode
This pattern displays a characteristic dip in the normally smooth wave characteristic of a defective exciter diode. This would require disassembly of the alternator and replacement of the rectifier assembly.
Figure 41 Open Exciter Diode
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11.3.4 Open Positive Rectifier Diode
This pattern identifies an open positive rectifier diode. In the case of multiple diodes in parallel, all of the diodes on the circuit must be open. An example is:
There are two diodes in the rectifier for each phase of the stator. Both diodes must be open for this pattern to appear.
With this type of defect, the rectifier assembly must be replaced.
Figure 42 Open Positive Rectifier Diode
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11.3.5 Open Negative Rectifier Diode
This pattern identifies an open negative rectifier diode. In the case of multiple diodes in parallel, all of the diodes on the circuit must be open. An example is:
There are two diodes in the rectifier for each phase of the stator. Both diodes must be open for this pattern to appear.
With this type of defect, the rectifier assembly must be replaced.
Figure 43 Open Negative Rectifier Diode
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11.3.6 Shorted Exciter Diode
This pattern identifies a shorted exciter diode. This would require disassembly of the alternator and replacement of the rectifier assembly.
Figure 44 Shorted Exciter Diode
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11.3.7 Shorted Positive Rectifier Diode
This pattern identifies a positive rectifier diode that is shorted. This defect requires replacement of the rectifier assembly.
Figure 45 Shorted Positive Rectifier Diode
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11.3.8 Shorted Negative Rectifier Diode
This pattern identifies a negative rectifier diode that is shorted. This defect requires replacement of the rectifier assembly.
Figure 46 Shorted Negative Rectifier Diode
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11.3.9 Open Phase of Stator
This pattern illustrates a stator with an open phase winding. This type of defect would require replacement of the stator.
Figure 47 Open Stator Phase
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SECTION 07: TRANSMISSION
CONTENTS
1.
DESCRIPTION................................................................................................................................. 07-3
1.1
AUTOMATIC TRANSMISSION ................................................................................................ 07-3
1.1.1
Retarder (if applicable)....................................................................................................... 07-3
2.
WELDING PROCEDURES .............................................................................................................. 07-4
3.
MAINTENANCE ............................................................................................................................... 07-4
3.1
AUTOMATIC TRANSMISSION ................................................................................................ 07-4
3.1.1
Cold Check ........................................................................................................................ 07-4
3.1.2
3.1.3
3.1.4
3.1.5
Hot Check .......................................................................................................................... 07-5
Readout of the Oil Level Sensor ........................................................................................ 07-5
Keeping Oil Clean .............................................................................................................. 07-7
Oil Recommendations........................................................................................................ 07-7
3.1.6
3.1.7
3.1.8
3.1.9
Oil Contamination .............................................................................................................. 07-8
Metal Particles ................................................................................................................... 07-8
Coolant Leakage................................................................................................................ 07-8
Oil and Filter Change ......................................................................................................... 07-8
4.
TRANSMISSION REMOVAL ........................................................................................................... 07-9
5.
TRANSMISSION OIL COOLER REMOVAL ................................................................................. 07-10
5.1
TRANSMISSION WITHOUT RETARDER ........................................................................................... 07-10
5.2
TRANSMISSION WITH RETARDER ................................................................................................. 07-10
5.2.1
5.2.2
Floating Tube Bundle Oil Cooler ...................................................................................... 07-10
Modine Oil Cooler ............................................................................................................ 07-11
6.
CLEANING AND INSPECTION OF THE TRANSMISSION .......................................................... 07-12
6.1
AUTOMATIC TRANSMISSION .............................................................................................. 07-12
6.1.1
Breather ........................................................................................................................... 07-12
7.
TRANSMISSION INSTALLATION................................................................................................. 07-12
8.
ALLISON TRANSMISSION PRINCIPLES OF OPERATION ........................................................ 07-14
9.
TROUBLESHOOTING................................................................................................................... 07-14
9.1
AUTOMATIC TRANSMISSION .............................................................................................. 07-14
9.1.1
WTEC/Electronic Control Unit.......................................................................................... 07-14
9.1.2
WTEC/Troubleshooting.................................................................................................... 07-14
9.1.3
9.1.4
9.1.5
Diagnostic Code Memory................................................................................................. 07-14
Active Indicator ................................................................................................................ 07-15
Clearing Codes ................................................................................................................ 07-16
10.
SPECIFICATIONS...................................................................................................................... 07-28
07 - 1
Section 07: TRANSMISSION
ILLUSTRATIONS
FIGURE 1: WORLD TRANSMISSION CONTROL PAD ......................................................................... 07-3
FIGURE 2: OIL LEVEL DIPSTICK (AUTO. TRANS.).............................................................................. 07-4
FIGURE 3: COLD CHECK ...................................................................................................................... 07-4
FIGURE 4: HOT CHECK......................................................................................................................... 07-5
FIGURE 5: PLUG AND FILTERS............................................................................................................ 07-9
FIGURE 6: ENGINE CRANKING POSITION .......................................................................................... 07-9
FIGURE 7: COOLER WITHOUT RETARDER...................................................................................... 07-10
FIGURE 8: MODINE OIL COOLER....................................................................................................... 07-10
FIGURE 9: OIL COOLER INSTALLATION ........................................................................................... 07-11
FIGURE 10: OIL COOLER SECTION VIEW......................................................................................... 07-11
FIGURE 11: COOLER WITH RETARDER............................................................................................ 07-12
FIGURE 12: NUT TOLERANCE............................................................................................................ 07-13
FIGURE 13: AIR PRESSURE REGULATOR........................................................................................ 07-13
FIGURE 14: WTEC/ELECTRONIC CONTROL UNIT........................................................................... 07-14
07 - 2
Section 07: TRANSMISSION
1.
DESCRIPTION
H3 Series vehicles are provided with an automatic transmission.
The B500(R) World Transmission has 6 speeds with two top range (fifth and sixth) overdrives.
Total coverage is determined by dividing the highest gear ratio by the lowest gear ratio. Total coverage expresses the transmission gear ratio versatility. Transmissions with larger total coverage number have a wider variety of available ratios.
An electronic control allows the transmission to shift at exactly the right point on the engine's fuel consumption curve for best economy. Early lockup maintains the highest possible mechanical efficiency through the closely-spaced gear steps, culminating in two overdrive ratios. This combination allows progressive shifting techniques, where engine speeds are reduced for higher efficiency and lower fuel consumption.
Gear selection and torque converter modes are controlled by a microcomputer-based electronic transmission management system. It is fed information regarding throttle position, operator range selection, engine speed, turbine speed, transmission output speed and various system pressures from special electronic sensors. With this information, it computes shift points and clutch pressures to meet immediate needs. Using closed loop adaptive logic, the electronic control looks at a number of parameters during the shift, and makes minute adjustments to match the shift to desired profile stored in its memory.
It then looks at these adjustments and resets the parameters, which allow the transmission to quickly compensate for variations in load, terrain or environment and to adjust for clutch wear and engine power changes. A Diagnostic Data Reader can be connected to the electronic control unit to provide a self-check of all systems in the transmission. Four-digit trouble codes greatly reduce the time it takes to pinpoint potential problems. (Refer to heading "9.
TROUBLESHOOTING" in this section).
FIGURE 1: WORLD TRANSMISSION CONTROL PAD
07025
1.1.1 Retarder (if applicable)
This optional auxiliary braking device for the automatic transmission is integrated into the basic envelope of the transmission and transmits its braking force directly to the propeller shaft. It requires no additional length and adds only 75 pounds (34 kg) of weight. Operation of the retarder is controlled electronically by the driver's use of the brake and/or by hand control lever.
When activated, fluid enters a cavity and provides resistance to the turning of rotor blades revolving with the output shaft. This effectively slows the vehicle to the point where the service brakes are needed only for final stopping. The retarder is fully modulated and is compatible with ABS.
Section 07: TRANSMISSION
These procedures are intended for vehicles equipped with transmission electronic controls.
When frame or other welding is required on the vehicle, precautions are to be taken to protect the electronic control components. Refer to section
00: GENERAL INFORMATION, paragraph 3:
“Precautions to be observed before welding” for complete procedure.
3. MAINTENANCE
To gain access to the dipstick, open the engine compartment rear door; dipstick is located on the radiator side of the engine (Fig. 2).
To check the transmission oil level, a cold check and a hot check must be performed. A cold check must be made between 60ºF (16ºC) and 140ºF
(60ºC). The optional transmission oil temperature gauge indicates the operating temperature; it is located in the TDR dashboard integrated Liquid
Crystal Display and can be viewed when selecting the Gauge Mode (refer to ‘’Operator’s Manual’’ for added information).
passages. Check the oil level in accordance with the following procedures and record any abnormal level on your "Maintenance Records".
Warning:
When checking the oil level, be sure that the parking brake and/or emergency brakes are set and properly engaged, and the wheels are choked. Unexpected and possible sudden vehicle movement may occur if these precautions are not taken.
Special care must be taken not to touch the engine coolant tubing and/or exhaust pipe, since this could cause severe burns.
Do not wear loose clothing and, stay away from rotating parts during procedure; personal injury could occur.
Always check the oil level reading at least twice when the engine is running. Consistency is important in maintaining the accuracy of the reading. If inconsistent readings persist, check the transmission breather to ensure it is clean and free of debris.
The purpose of the Cold Check is to determine if the transmission has enough fluid to be operated safely until a Hot Check can be made.
FIGURE 2: OIL LEVEL DIPSTICK (AUTO. TRANS.)
07033
Note:
Perform the cold check first to verify the transmission oil level before performing the hot check.
The hot check can be performed when the transmission oil reaches the normal operating temperature of 160ºF (71ºC) to 200ºF (93ºC).
Clean all dirt from around the end of the oil filler tube before removing the dipstick. Dirt or foreign matter must not be permitted to enter the oil system since it will cause valves to stick, undue wear of transmission parts, and clogged
07 - 4
1.
If the engine has been shut down for an extended period of time, park the vehicle on a level surface and apply the parking brake.
Caution:
The oil level rises as sump temperature increases. DO NOT fill above the "Cold Run" band if the transmission oil is below normal operating temperature.
2.
Run the engine for at least one minute. Shift to Drive (D) and operate the engine for 30 seconds at 1000-1500 rpm; then shift to
Reverse (R) to clear the hydraulic system of air. Finally shift to Neutral (N) and allow the engine to idle (500 - 800 rpm).
3.
While the engine is running, remove the dipstick from the tube and wipe it clean (Figs.
2 & 3).
FIGURE 3: COLD CHECK
07050
4.
Insert the dipstick into the tube and then remove, checking the oil level reading (Fig. 3).
Repeat the check procedure to verify the reading. If the oil reading is within the "Cold
Run" band, the level is satisfactory for operating the transmission until the oil is hot enough to perform a "Hot Run" check. If the oil reading is not within the "Cold Run" band, add or drain oil as necessary to bring the level within the "Cold Run" band.
5.
Perform a Hot Check at the first opportunity after the normal operating temperature of
160ºF (71ºC) to 200ºF (93ºC) is attained.
Caution:
An accurate fluid level check cannot be made unless the engine is idling (500-800 rpm) in
Neutral, the transmission fluid is at the proper temperature, and the vehicle is on a level surface.
Caution:
The oil must be hot to ensure an accurate check for this procedure. The oil level rises as temperature increases.
1.
Operate the transmission in Drive (D) range until normal operating temperature is reached
160ºF (71ºC) to 200ºF (93ºC).
2. Park the vehicle on a level surface and shift to
Neutral (N). Apply the parking brake and allow the engine to idle (500 - 800 rpm).
3.
While the engine is running, remove the dipstick from the tube and wipe it clean.
4.
Insert the dipstick into the tube and then remove, checking the oil level reading.
Repeat the check procedure to verify the reading.
The safe operating level is anywhere within the
"Hot Run" band on the dipstick (Fig. 4).
FIGURE 4: HOT CHECK
07049
5. If the oil level is not within the "Hot Run" band, add or drain oil as necessary to bring the oil level within the band.
07 - 5
Section 07: TRANSMISSION
Note:
The Cold Check is more appropriate for verifying the oil level after the first fill-up. In case of conflict, the Hot Check has priority over the Cold
Check ; the automatic system of verification via the shift selector has priority over the Hot Check .
3.1.3 Readout of the Oil Level Sensor
The optional Oil Level Sensor (OLS) is designed to measure transmission oil level only when the following combination of operating conditions exist:
1.
Engine must be at idle;
2.
NEUTRAL must be selected;
3.
Zero output speed;
4.
Transmission oil must be within a "normal" temperature band (160-250°F; 70-120°C), and;
5.
Once the first four (4) conditions are met, there must be a "waiting" period (approx. 2 min., to facilitate consistent oil drainback) before oil level measurement begins.
To enter OLS readout mode (after meeting the conditions noted above), simultaneously press the
UPSHIFT and DOWNSHIFT arrows on the shifter. If the five (5) conditions noted above are present, the display will immediately enter the reading mode. If the "waiting" period has not elapsed, the left digit of the display will become a
"chasing" digit and the right digit will count down from (8) to (1) until the waiting period is complete.
After attaining the reading mode, the display will flash "OL-OK" , "LO-01" , "HI-02" , etc., where the suffix "01" or "02" indicates the volume of oil (in quarts) either low or high.
At any time in this sequence, simultaneously pressing the UPSHIFT and DOWNSHIFT arrows directs the ECU to enter the transmission diagnostic mode as described under "10.
Troubleshooting" in this section.
D, N, or R may also be selected on the shifter at any time - the OLS mode will abort and normal transmission will commence. Shifts are not inhibited.
Section 07: TRANSMISSION
OL-65
OL-70
OL-79
OL-89
OL-95
Oil Level Sensor (OLS) Codes
CODE CAUSE OF CODE
OL-OK
LO-01
Oil Level Is Correct
One Quart Low
LO-02
HI-01
HI-02
OL-50
OL-59
Two Quarts Low
One Quart High
Two Quarts High
Engine Speed (RPM) Too Low
Engine Speed (RPM) Too High
Neutral Must Be Selected
Sump Oil Temperature Too Low
Sump Oil Temperature Too High
Output Shaft Rotation
Sensor Failure
07 - 6
Section 07: TRANSMISSION
3.1.4 Keeping Oil Clean
Oil must be handled in clean containers, fillers, etc., to prevent foreign material from entering the transmission. Place the dipstick on a clean surface area while filling the transmission.
Caution:
Containers or fillers that have been used to handle antifreeze or engine coolant must NEVER be used for handling transmission fluid. Antifreeze and coolant solutions contain ethylene glycol that, if introduced into the transmission, can cause the clutch plates to fail.
Hydraulic oils used in the transmission have an important influence on transmission reliability and durability.
In order of preference DEXRON-III and DEXRON-IIE, Castrol TranSynd Synthetic Fluid, MIL-L-2104D, and type C-4 oils (Allison approved SAE 10W or SAE 30) are recommended. Type C-4 oil is the only oil approved for use in off-highway applications. Use type SAE 30 where ambient temperature is consistently above 86ºF
(30ºC). Some DEXRON-II oils are also qualified as type C-4 oils and may be used in off-highway applications. However, a DEXRON-II fluid which is not a qualified type C-4 oil must never be used in offhighway applications. Consult your local Allison dealer or distributor to determine if a DEXRON-II oil is also a qualified type C-4 oil.
Before using type C-4 oils, consult the vehicle manufacturer to ensure that materials used in tubes, hoses, seals, etc., are compatible with type C-4 oils. Also, consult your local Allison dealer or distributor to determine if the oil you have selected is an approved type C-4 oil. Ford Motor Company specification oils M2C33-F,
M2C138-CJ and M2C166-H may be used and may be intermixed with DEXRON-II oil.
OIL SPECIFICATIONS AND AMBIENT TEMPERATURE OPERATING CONDITIONS
Oil type Ambient temperature
MIL-L-2104D, DEXRON-II, TranSynd TES 295, C-4 120ºF (48ºC) to -25ºF (-32 ºC )
MIL-L-46167 -25ºF (-32ºC) to -60ºF (-51ºC)
The use of an arctic preheat kit is recommended at temperatures below -25ºF (-32ºC). If a preheat kit is not available, the ECU will restrict full operation until the sump temperature is increased. The chart below shows the temperature ranges in which the transmission will operate. It should be noted that at lower sump temperature, the transmission's operation may be restricted.
Transmission Oil
Temperature
Below -26ºF (-32ºC)
-24ºF (-31ºC) to
+19ºF (-7ºC)
+20ºF (-6ºC) to
260ºF (126ºC)
Above 260ºF (126ºC)
"DO NOT SHIFT"
Light
ON
OFF
OFF
ON
Operation
Neutral only
Start with neutral and reverse, normal upshifts
Full operation in all ranges
Inhibits 5th and 6th ranges
07 - 7
Section 07: TRANSMISSION
At each oil change, examine the drained oil for evidence of dirt or water. A nominal amount of condensation will emulsify during operation of the transmission. However, if there is evidence of water, check the cooler (heat exchanger) for other signs of leakage. This, however, may also indicate leakage from the engine oil system.
Metal particles in the oil (except for minute particles normally trapped in the oil filter) indicate damage has occurred in the transmission. When these particles are found in the sump, the transmission must be disassembled and closely inspected to find the source. Metal contamination will require complete disassembly of the transmission and cleaning of all internal and external circuits, coolers, and all other areas where the particles could lodge.
Caution:
If excessive metal contamination has occurred, replacement of the oil cooler and replacement of all bearings within the transmission is recommended.
If engine coolant leaks into the transmission oil system, immediate action must be taken to prevent malfunction and possible serious damage. The transmission must be completely disassembled, inspected, and cleaned. All traces of the coolant contamination must be removed.
Friction clutch plates contaminated with ethylene glycol must be replaced.
Caution:
It is recommended to change the transmission oil cooler every two years. Cyclical heating and cooling of oil will unsolder internal piping and will permit coolant to leak into the transmission. Refer to ‘’Oil Cooler Removal
Procedure’’ in this section
3.1.9 Oil and Filter Change
Transmission oil change must be performed with the vehicle on a flat and level surface and with parking brake applied. Oil and oil filter change frequency is determined by the severity of service and operating conditions of the transmission and by the filter equipment installed. See "Table 1" for oil and filter change intervals.
More frequent changes may be required when operations are subject to high levels of contamination or overheating.
TABLE 1 : Oil and oil filter change intervals
Change break-in oil after 5,000 miles (8000 km) of initial operation and subsequently every
25,000 miles (40 000 km), 50,000 miles
(80.000 km) for TranSynd or once a year, whichever comes first.
The procedure for changing the transmission oil and oil filters is as follows:
07 - 8
Drain
1.
The transmission should be at an operating temperature of 160ºF (71ºC) to 200ºF (93ºC) when the oil is drained. This will ensure quicker and more complete fluid drainage.
Note:
Remove transmission protective panel located underneath transmission for easier access.
2.
Remove the drain plug from under the transmission (Fig. 5) and allow the oil to drain into a suitable container. Check the condition of the oil as described previously.
3.
To replace the integral filters, remove twelve bolts (6 on each cover), two filter covers, two
O-rings, two square cut seals and the two filters from the bottom of the control module
(Fig. 5).
4. To install filters, pre-lube and install the two
O-rings, the two square cut seals followed by the filters (lube the O-ring in filter cartridge only) into the filter compartment. Index each filter/cover assembly to holes in channel plate/sump. Push the cover assembly in by hand to seat the seals.
Caution:
Do not use bolts to draw the cover to sump. This can damage the cover, seal, or sump.
5.
Install twelve bolts and both covers, and then tighten to 38-45 lbf•ft (51-61 N•m).
6.
Inspect the drain plug and O-ring. Replace if necessary. Reinstall the drain plug and tighten to 18-24 lbf•ft (25-32 N•m).
7.
Reinstall transmission protective panel.
Section 07: TRANSMISSION
FIGURE 5: PLUG AND FILTERS
Refill
07052
Using the oil level dipstick filler tube, refill with 24
US qts (23 liters) and check the oil level using the previously described procedure. The refill amount is less than the initial filling because some of the oil remains in the external circuits and transmission cavities.
The following procedure deals with the removal of the transmission without removing the power plant cradle from vehicle. The methods used to support the transmission and engine depend upon conditions and available equipment.
1.
Select transmission's "NEUTRAL" position, apply parking brake, then set battery master switch to the "OFF" position.
2.
Jack up vehicle, then place safety supports underneath body.
Caution:
Only the recommended jacking points must be used as outlined in Section 18, "BODY".
Note:
For more clearance between the tag axle and transmission, the tag axle may be unloaded and jacked up or retracted (if applicable).
3.
Remove engine splash guards and protective panels surrounding transmission.
4.
Remove cross member from under transmission.
5.
Remove the transmission drain plug and allow oil to drain. Inspect the drain plug washer and replace it if necessary. Reinstall the drain plug
07 - 9 and tighten to 33-41 lbf•ft (45-56 N•m) (see
"3.1.9 Oil and Filter Change" in this section.
Warning:
It is better to drain oil when it is still warm. Avoid contact with oil since it can be very hot and cause personal injury.
6.
Remove transmission dipstick and filler tube.
7.
Disconnect propeller shaft from transmission and remove its safety guard. Refer to Section
09, "PROPELLER SHAFT".
8.
Disconnect the two oil cooler hoses from transmission. Cover hose ends and fittings to prevent fluid contamination.
Warning:
A significant amount of oil may drain from oil lines when they are disconnected.
9.
Disconnect all sensors on L.H. side of the transmission.
10. Disconnect main wiring harness.
11. Disconnect the air supply line (steel-braided hose) from retarder control valve (if applicable).
12. Remove any locking tie, clamp and bracket that may interfere with the removal of transmission.
13. Support transmission using a suitable transmission jack.
14. Remove the access plug from the flywheel housing on the R.H. side below starter. From access plug, remove the 12 converter-toflexible plate attaching screws. Cranking the engine to gain access to the attaching screws may be done by turning the crankshaft pulley using a suitable adapter (fig. 6).
FIGURE 6: ENGINE CRANKING POSITION
01061
Section 07: TRANSMISSION
Caution:
Do not rotate alternator shaft clockwise to avoid removing tension on belt.
15. Remove the 12 screws retaining the torque converter housing to the flywheel housing.
Caution:
Make sure transmission-to-engine alignment is maintained when removing screws to avoid damaging torque converter housing.
16. Remove the transmission rubber mount above transmission by removing the nut, bolt and washer over the rubber and its support.
Remove the bracket from transmission (only if the vehicle is equipped with a retarder).
17. Slowly pull transmission straight out to clear engine.
18. Remove the transmission.
Caution:
To avoid damage to turbocharger, cover the turbocharger inlet opening to prevent foreign material from entering.
2.
Disconnect the two transmission hoses from oil cooler. Cover hose ends and fittings to prevent fluid contamination.
Warning:
A significant amount of oil may drain from oil lines when they are disconnected.
3.
Unfasten the constant-torque hose clamps and remove the two hoses.
4.
Unscrew the holding bolts and nuts and remove the oil cooler from engine compartment.
5. Reinstall transmission oil cooler by using reverse procedure.
5. TRANSMISSION OIL COOLER REMOVAL
5.1 TRANSMISSION WITHOUT RETARDER
Two types of oil cooler may be used, refer to figures 7 and 8.
Stop engine and allow engine to cool. Close both heater line shutoff valves (refer to Section 05
‘’Cooling’’ ).
If the cooling system is contaminated, proceed as per Section 05 ‘’Cooling’’ , paragraph 7:
Flushing .
1. Disconnect and remove the engine air intake duct mounted between the air cleaner housing and the turbocharger inlet.
FIGURE 7: COOLER WITHOUT RETARDER
FIGURE 8: MODINE OIL COOLER
5.2 TRANSMISSION WITH RETARDER
07072
07031
07 - 10
5.2.1 Floating Tube Bundle Oil Cooler
This specification covers the procedure on installing the removable tube bundle into the shell.
Stop engine and allow engine to cool. Close both heater line shutoff valves (refer to Section 05
‘’Cooling’’ ).
To drain the cooling system, proceed as per
Section 05 ‘’Cooling’’ , paragraph 5: Draining. If the cooling system is contaminated, flush system as per Section 05 ‘’Cooling’’ , paragraph 7:
Flushing .
1. Disconnect and remove the engine air intake duct mounted between the air cleaner housing and the turbocharger inlet.
Caution:
To avoid damage to turbocharger, cover the turbocharger inlet opening to prevent foreign material from entering.
2. Disconnect the two transmission hoses from oil cooler. Cover hose ends and fittings to prevent fluid contamination.
Section 07: TRANSMISSION
Warning:
A significant amount of oil may drain from oil lines when they are disconnected.
3. Unfasten the constant-torque hose clamps and remove the two hoses.
4. Unscrew the four holding nuts and remove the straps, remove the oil cooler from engine compartment.
FIGURE 9: OIL COOLER INSTALLATION
07053
5. Unscrew the bolts and remove the water bonnets, remove the tube bundle. Clean and oil, (mineral oil is sufficient), inside of the shell.
6. Oil, (mineral oil is sufficient), and stretch all o’rings, stretching the o’rings slightly will help hold them in place during installation. It is mandatory to replace all o’rings after a unit is disassembled.
Note:
One end of the shell is larger than the other end and the tube bundle can only be inserted one way.
7. Inspect, (beveled areas are critical), and oil,
(mineral oil is sufficient), tube bundle.
8. Insert O-rings into the grooves on the shell,
(one large and one small), inspect O-rings to ensure they are seated properly.
9. Place shell on solid surface with the smaller end down.
Note:
When inserting the floating tube bundle, be certain that the oil ports on the shell are orientated properly with the baffles on the tube bundle, (this will ensure maximum oil flow across the tube bundle.
10. Care to be taken to ensure tube bundle and tube plate sealing surfaces are not damaged during the installation process. Insert the tube bundle with the smaller end first into the shell until snug.
07 - 11
FIGURE 10: OIL COOLER SECTION VIEW
07054
11. While handling the unit be careful that the tube bundle does not slide out. Inspect the
O-ring on smaller end and ensure that it is properly seated.
12. Slight force will be required to fully seat the tube bundle. A press is recommended being used to ensure equal force is applied to the tube bundle. After the tube bundle is fully seated, inspect the ends to ensure the orings were not damaged during the installation.
13. Place proper size O-rings onto the 45º chamfers on the tube bundle and install the water bonnets. Tighten bolts snug to compress O-rings.
Caution:
Do not use air or electric impact wrenches while tightening bolts.
14. Reinstall transmission oil cooler by using reverse procedure.
5.2.2 Modine Oil Cooler
Stop engine and allow engine to cool. Close both heater line shutoff valves (refer to Section 05
‘’Cooling’’ ).
1. To drain the cooling system, proceed as per
Section 05 ‘’Cooling’’ , paragraph 5: Draining.
If the cooling system is contaminated, flush system as per Section 05 ‘’Cooling’’ , paragraph 7: Flushing .
2. Disconnect and remove the engine air intake duct mounted between the air cleaner housing and the turbocharger inlet.
Section 07: TRANSMISSION
Caution:
To avoid damage to turbocharger, cover the turbocharger inlet opening to prevent foreign material from entering.
3. Disconnect the transmission hoses from oil cooler. Cover hose ends and fittings to prevent fluid contamination.
Warning:
A significant amount of oil may drain from oil lines when they are disconnected.
4. Unfasten the constant-torque hose clamps and remove the two hoses.
5. Unscrew the holding bolts and nuts and remove the oil cooler from engine compartment.
Caution:
DO NOT pressure wash the transmission electrical connectors. Water and detergent will cause the contacts to corrode or become faulty.
6.1.1 Breather
The breather is located on the engine, flywheel side near the valve cover. It serves to prevent pressure build-up within the transmission and must be cleaned to keep the passage opened.
The prevalence of dust and dirt will determine the frequency at which the breather requires cleaning.
Use care when cleaning the engine. Spraying steam, water or cleaning solution directly at the breather can force the water or solution into the transmission. Always use care when removing the hose connector from transmission to prevent the entry of foreign matter.
FIGURE 11: COOLER WITH RETARDER
07073
6. Reinstall transmission oil cooler by using reverse procedure.
6. CLEANING AND INSPECTION OF THE
TRANSMISSION
The exterior of the transmission should be cleaned and inspected at regular intervals. The length of service and severity of operating conditions will determine the frequency of such inspections. Inspect the transmission for:
1. Loose bolts (transmission and mounting components);
2. Oil leaks (correct immediately);
3. Loose, dirty, or improperly adjusted throttle sensor linkage;
4. Damaged or loose oil lines;
5. Worn or frayed electrical harnesses, improper routing;
6. Worn or out of phase drive line U-joint and slip fittings.
07 - 12
Note:
For more clearance between the tag axle and transmission, the tag axle may be unloaded and jacked up, or retracted (if applicable).
1.
With the access plug removed, align one of the 12 attaching screw holes in the flexible plate with the access opening (starter side).
2.
Place the transmission on a transmission jack.
3.
Install a headless guide bolt into one of the 12 threaded holes for flexible plate attaching screws in the flywheel.
4.
Lubricate the flywheel center pilot boss with molybdenum disulfide grease (Molycote G, or equivalent).
5. Raise transmission and position the flywheel pilot boss into the flexible plate adapter. Align the guide bolt previously installed in the flywheel with the flexible plate hole facing the access opening in the flywheel housing.
Warning:
Severe damages and/or personal injury can occur if transmission is not adequately supported.
6.
Seat the transmission against the engine flywheel housing. NO FORCE IS REQUIRED.
If interference is encountered, move the transmission away from engine, then investigate the cause.
Section 07: TRANSMISSION
12. Connect all sensors.
13. Connect the main wiring harness.
14. Connect the air supply line (steel-braided hose) to the retarder control valve (if applicable).
15. Connect the two transmission oil cooler hoses as they were previously.
16. Reinstall clamps and brackets, and replace locking ties previously removed during removal procedure.
17. Install propeller shaft and its safety guard.
Refer to Section 09, "PROPELLER SHAFT".
18. Install transmission dipstick and filler tube.
19. Install cross member under transmission.
20. Install engine splash guards.
21. Adjust the retarder pressure to 80 ± 3 psi with the air pressure regulator. For more information refer to Section 12, "BRAKE AND
AIR SYSTEM ", under heading "AIR
PRESSURE REGULATOR".
The air pressure regulator is located at back of engine compartment, on R.H. side (Fig. 10).
FIGURE 12: NUT TOLERANCE
07014
Caution:
The torque converter housing must be seated against the flywheel housing prior to tightening any screws. DO NOT USE SCREWS
TO SEAT THE HOUSING.
7.
Start all torque converter housing screws, then tighten four of them gradually and in a criss-cross sequence around the housing.
Tighten the 12 remaining screws.
Recommended torque is between 42-50 lbf•ft
(57-68 N•m).
8.
Remove the guide bolt through the access opening in the flywheel housing. Replace it with a self-locking screw, finger-tighten then start the remaining screws; tighten to 17-21 lbf•ft (23-28 N•m). Place a wrench on crankshaft pulley attaching screw to turn the converter to gain access to the threaded holes.
9.
Reinstall the access plug.
10. If the vehicle is equipped with a retarder; install the bracket on the transmission and tighten the bolt to 71-81 lbf•ft (96-110 N•m).
Install the transmission rubber mount between the rubber support and the frame with a bolt, nut and washer. Tighten the nut until the tolerance of 58 ± 2 mm is met (Fig. 9).
11. Remove jack from under transmission.
07 - 13
FIGURE 13: AIR PRESSURE REGULATOR
07037
22. Make sure that the drain plug is in place, then remove the transmission dipstick and pour approximately 24 US qts (23 L) of DEXRON-
IIE or DEXRON-III automatic transmission fluid through the filler tube. Check and adjust oil level.
Caution:
Do not overfill the transmission.
Overfilling can cause oil aeration (milky appearance) and overheating. If overfilling occurs, drain oil as required to bring it to the proper level.
Section 07: TRANSMISSION
8. ALLISON TRANSMISSION PRINCIPLES
OF OPERATION
Refer to "Allison Transmission, MD Series,
Principles of Operation, SA 2454".
9. TROUBLESHOOTING
Refer to “Allison Transmission, MD Series,
Troubleshooting Manual, SA 2158A”.
9.1.1 WTEC/Electronic Control Unit
The ’’World’’ automatic transmission has a new
Electronic Control Unit (ECU) which involves specific diagnostic incident codes. The ECU transmission unit is located in the coach L.H. side rear electrical compartment.
FIGURE 14: WTEC/ELECTRONIC CONTROL UNIT
07039
Code
List
Position d1 d2 d3 d4 d5
Main
Code
21
41
23
34
56
Sub
Code
12
12
12
12
11
Active
Indicator
YES
YES
NO
NO
NO
Displayed on shifter display and DDR YES=
ACTIVE=
"MODE ON"
Note:
All information is available with a diagnostic tool (DDR).
WTEC/ECU Replacement
The automatic transmission ECU is a nonserviceable electronic device. When it fails, it must be replaced using the following procedure:
open the coach L.H. side rear junction box exterior panel in order to get access to the
ECU;
remove the electrical cable connectors;
unscrew the WTEC/ECU unit;
replace by reversing the procedure.
Caution:
Place the battery master switch to the
‘’OFF’’ position.
9.1.2 WTEC/Troubleshooting
For complete information about WTEC
/Troubleshooting, refer to ‘’Allison Transmission,
MD Series, Troubleshooting Manual, SA2978’’
March 1997, pages D-9 and D-10.
9.1.3 Diagnostic Code Memory
Diagnostic codes are logged in a list in memory
(sometimes referred to as the queue), positioning the most recently occurring code first and containing up to five codes. The codes contained in the list have the information recorded as shown in the chart below. Access to the code list position, main code, sub code and active indicator is available through either the shifter display or the
Pro-Link Diagnostic Data Reader (DDR). Access to the ignition cycle counter and event counter is obtained through the DDR only.
Ignition
Cycle
Counter
00
00
08
13
Event
Counter
10
04
02
01
22 02
Ignition cycle counter and event counter are not available on shifter display
07 - 14
Section 07: TRANSMISSION
The following paragraphs define the different parts of the code list.
Code List Position
The position (1 through 5) which a code occupies in the code list in memory. Positions are shown as
"d1" (Diagnostic Code #1) through "d5."
Main Code
The general condition or area of fault detected by
ECU.
Sub Code
The specific area or condition under the main code in which the condition was detected.
Will be turned "On" when a fault condition is active
(shifter will display "MODE ON" or the DDR will display "YES"). Will be set to "Off" when conditions exist to indicate fault condition is gone.
Ignition Cycle Counter
Used to clear diagnostic codes that are inactive from the code list in memory. A counter is incremented each time a normal ECU power down occurs following clearing of the Active
Indicator. A code will be cleared from the list when the counter exceeds 25.
Event Counter
Used to count the number of occurrences of a diagnostic code that occurs prior to the incident being cleared from the code list. The most recent code will be in position "d1". If the most recent code is one which is already in the code list, that code will be moved to position "d1", the Active
Indicator will be turned "On" (shifter will display
"MODE ON" or the DDR will display "YES"), the
Ignition Cycle Counter is cleared and "1" is added to the Event Counter.
Clearing the Active Indicator and code
Records from the Code List in Memory
If the conditions causing a diagnostic code to be set are cleared, the Active Indicator can be manually cleared by holding the "MODE" button down continuously for 3 seconds until a tone is heard from the shifter.
To clear code records from the list, hold the
"MODE" button down continuously for ten seconds until a second tone sounds. All diagnostic records in the list that are not active will then be cleared and the remaining records will be moved up the list.
Code Reading and Code Clearing Procedures
Diagnostic codes can be read and cleared by two methods: by using the Pro-Link 9000 DDR plugged in the receptacle located on L.H. lateral console (Shells)/L.H. side control panel (Coaches) or by using the shifter display. The use of the Pro-
Link 9000 DDR is described in the instruction manual supplied with each tool. The method for reading and clearing codes described in this section refers only to entering of the Diagnostic
Display Mode by the proper button selection.
The Diagnostic Display Mode may be entered for viewing of codes at any speed. Codes can only be cleared when the output speed = 0 and no output speed sensor failure is active.
The following descriptions explain how to use the shifter to read and clear codes.
07 - 15
Reading Codes
1.
Enter the diagnostic display mode by pressing the " " and " " (upshift and downshift arrows) buttons at the same time on the pushbutton shifter.
Note:
If a "DO NOT SHIFT" condition is present at this time, the lever should be in the same position as it was at the time of code detection. If not, this shifter tone will sound continuously.
Note : If an Oil Level Sensor (OLS) is present, the oil level will be displayed first. Diagnostic code display is achieved by depressing the UPSHIFT and DOWNSHIFT arrows or display MODE button a second time.
Section 07: TRANSMISSION
2.
Read the first code in the first of five code positions on the digital display of the shifter.
For example, we will read code 25 11 in the first position. The display will change every two seconds as follows: a. Code list position --"d1"; b. Main code --"25"; c. Sub code --"11"; and d. Display will repeat cycle of a., b. and c, above.
3.
Press the "MODE" button momentarily to view the second position (d2) in the same way as
2. above.
4.
To view the third, fourth and fifth positions (d3, d4 and d5), momentarily press the "MODE" button as explained above.
5.
Pressing the "MODE" button momentarily after the fifth position is displayed will cause the sequence of code positions to start over with the first position.
6.
Any code that is active will be indicated by the
"MODE ON" indicator (Active Indicator) being turned on while in that code position (while in the normal operation).
1. Any code position in the list which does not have a diagnostic code logged will display "- -" for both the main and sub code displays. All positions after a code codes.
1. Clearing of the active indicator is automatically done at ECU power down on all but code 69 34.
2. Some codes will clear the active indicator automatically when the condition causing the code is no longer detected by the ECU (see
Diagnostic Code List and Description, page 7
- 23).
3. Manual clearing is possible while in the diagnostic display mode and after the condition causing the code is corrected
(output speed must be zero).
a. To clear all active indicators, hold the
"MODE" button down continuously for 3 seconds until the shifter tone sounds for
0.5 seconds.
b. Release the "MODE" button to return to normal operating mode. If the condition causing the code was not active at the time, the active indicator will turn off.
Caution:
If clearing a code while locked in a
Forward or Reverse position (fail-to-range), the transmission will still be in Drive or Reverse when the clearing procedure is completed. Neutral must be selected manually.
Exiting the Diagnostic Display Mode
The diagnostic display mode can be exited by any of the following procedures:
1. Press the " " and " " (upshift and downshift) buttons at the same time on the pushbutton shifter.
2. Press any range button, "D", "N" or "R", on the pushbutton shifter (the shift will be commanded if it is not inhibited by an active code).
3. Do nothing and wait until the calibrated time
(approximately 10 minutes) has passed and the system automatically returns to the normal operating mode.
4. Turn off power to the ECU (turn off the vehicle at the ignition switch).
5. After the clearing of a code, the active indicator procedure described above has been performed.
Clearing Records from the Code List in
Memory
If the requirements for Manual Clearing the Active
Indicator have been satisfied, and the "MODE" button is held down continuously for ten seconds while in the display mode until a tone sounds, then all diagnostic records in the code list that are not active will be cleared and the remaining records will be moved up in the code list.
07 - 16
Abbreviations found in the Code Chart
The following responses are used throughout the following chart to command safe operation when diagnostic codes are set.
1.
DNS ( D o N ot S hift) Response a. Turn off lockup clutch and inhibit lockup operation.
b. Inhibit all shifts.
c. Turn on the DO NOT SHIFT light.
d. Pulse the tone generator for 8 seconds when the condition is first detected.
e. Blank the select digit in the display.
f. Ignore any range selection inputs and disable the button feedback tone for the pushbutton shifter.
Diagnostic code list and description
13
13
14
14
21
21
22
22
22
MAIN
CODE
12
SUB
CODE
12
DESCRIPTION
Oil level, low
12
13
23
12
Oil level, high
ECU input voltage, low
13
23
12
23
12
23
14
15
16
ECU input voltage, medium low
ECU input voltage, high
Oil level sensor, low
Oil level sensor, high
Throttle position sensor, low
Throttle position sensor, high
Engine speed sensor reasonableness test
Turbine speed sensor reasonableness test
Output speed sensor reasonableness or rapid decel test
07 - 17
Section 07: TRANSMISSION
2.
SOL OFF ( Sol enoid Off ) Response
All solenoids are commanded off (turning solenoids "A" and "B" off electrically causes them to be on hydraulically).
3.
RPR ( R eturn to P revious R ange) Response
When the ratio or C3 pressure switch tests associated with a shift are not passed, the
ECU commands the same range as commanded at the beginning of the shift.
4.
NNC ( N eutral N o C lutches) Response
When certain ratio or C3 pressure switch tests are not passed, the ECU commands a neutral condition with no clutches applied.
DO NOT
SHIFT
LIGHT
No
No
Yes
No
Yes
No
No
No
No
No
Yes
Yes
INHIBITED
OPERATION
DESCRIPTION
No upshift above a calibration range
No upshift above a calibration range
DNS, SOL OFF
(Hydraulic default)
None: Shift adaptive feature will not function.
DNS, SOL OFF
(Hydraulic default)
None
None
Use Throttle default value
Use Throttle default value
Use default engine speed
DNS, Lock in current range
DNS, Lock in current range
Section 07: TRANSMISSION
32
33
32
32
33
34
MAIN
CODE
23
23
23
23
24
24
SUB
CODE
12
13
14
15
12
23
DESCRIPTION
Primary Shifter or RSI Link Fault
Primary Shifter Mode Function Fault
Secondary Shifter or RSI Link Fault
Secondary Shifter Mode Function
Fault
Sump oil temperature, cold
Sump oil temperature, hot
25
25
25
25
25
25
25
25
32
00
11
22
33
44
55
66
77
00
Output speed reasonableness test, detected at 0 speed, (L)
Output speed reasonableness test, detected at 0 speed, (1st)
Output speed reasonableness test, detected at 0 speed 2nd
Output speed reasonableness test, detected at 0 speed, 3rd
Output speed reasonableness test, detected at 0 speed, 4th
Output speed reasonableness test, detected at 0 speed, 5th
Output speed reasonableness test, detected at 0 speed, 6th
Output speed reasonableness test, detected at 0 speed, R
C3 pressure switch open, L range
33
55
77
12
23
12
C3 pressure switch open, 3rd range
C3 pressure switch open, 5th range
C3 pressure switch open, R range
Sump oil temperature sensor, low
Sump oil temperature sensor, high
EEPROM, factory cal. compatibility number wrong
07 - 18
Yes
Yes
Yes
No
No
Yes
Yes
Yes
Yes
Yes
Yes
No
Yes
Yes
Yes
Yes
Yes
DO NOT
SHIFT
LIGHT
No
No
No
No
INHIBITED
OPERATION
DESCRIPTION
Hold in last valid direction
Mode change not permitted
Hold in last valid direction
Mode change not permitted
DNS
No upshifts above a calibration range
DNS, Lock in current range (L)
DNS, Lock in current range (1st)
DNS, Lock in current range (2nd)
DNS, Lock in current range (3rd)
DNS, Lock in current range (4th)
DNS, Lock in current range (5th)
DNS, Lock in current range (6th)
DNS, Lock in current range (R)
DNS, Lock in current range (L)
DNS, Lock in current range (3rd)
DNS, Lock in current range (5th)
DNS, Lock in current range (R)
Use default value of
200
ø
F (93
ø
C)
Use default value of
200
ø
F (93
ø
C)
DNS, SOL OFF
(Hydraulic default)
MAIN
CODE
34
34
SUB
CODE
13
14
DESCRIPTION
EEPROM, factory calibration block checksum
EEPROM, Power Off Block checksum
34
34
15
16
35
35
36
41
41
41
41
41
41
41
41
41
41
41
42
00
16
00
12
13
14
15
16
21
22
23
24
25
26
12
EEPROM, Diagnostic Queue Block
Checksum
EEPROM, Real Time Block
Checksum
Power interruption
(Code set after power restored)
Real Time EEPROM Write
Interruption
Hardware/Software not compatible
Open or short to ground, A solenoid circuit
Open or short to ground, B solenoid circuit
Open or short to ground,
C solenoid circuit
Open or short to ground,
D solenoid circuit
Open or short to ground,
E solenoid circuit
Open or short to ground,
F solenoid circuit
Open or short to ground,
G solenoid circuit
Open or short to ground,
H solenoid circuit
Open or short to ground,
J solenoid circuit
Open or short to ground,
K solenoid circuit
Open or short to ground,
N solenoid circuit
Short to battery, A solenoid circuit
07 - 19
Section 07: TRANSMISSION
DO NOT
SHIFT
LIGHT
Yes
Yes
Yes
Yes
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
INHIBITED
OPERATION
DESCRIPTION
DNS, SOL OFF
(Hydraulic default)
Use previous location, or factory calibration and reset adaptive
Use previous location, or clear diagnostic queue
DNS, SOL OFF
(Hydraulic default)
NONE (Hydraulic default during interruption)
DNS, SOL OFF
(Hydraulic default)
DNS, SOL OFF
(Hydraulic default)
DNS, SOL OFF
(Hydraulic default)
DNS, SOL OFF
(Hydraulic default)
DNS. SOL OFF
(Hydraulic default)
DNS, SOL OFF
(Hydraulic default)
DNS, SOL OFF
(Hydraulic default)
Lock-up inhibited
Yes
No
No
DNS, SOL OFF
(Hydraulic default)
Retarder allowed, differential lock inhibited
Low and 1st inhibited
No
No
K solenoid operation inhibited
Low and 1st inhibited
Yes DNS, Lock in a range
Section 07: TRANSMISSION
MAIN
CODE
42
42
42
42
42
42
42
42
42
42
43
43
43
44
44
44
44
44
SUB
CODE
13
14
15
16
21
22
23
24
25
26
21
25
26
12
13
14
15
16
DESCRIPTION
Short to battery, B solenoid circuit
Short to battery, C solenoid circuit
Short to battery, D solenoid circuit
Short to battery, E solenoid circuit
Short to battery, F solenoid circuit
Short to battery, G solenoid circuit
Short to battery, H solenoid circuit
Short to battery, J solenoid circuit
Short to battery, K solenoid circuit
Short to battery, N solenoid circuit
Low side driver,
F solenoid circuit
Low side driver,
K solenoid circuit
Low side driver,
N solenoid circuit
Short to ground, A solenoid circuit
Short to ground, B solenoid circuit
Short to ground, C solenoid circuit
Short to ground, D solenoid circuit
Short to ground, E solenoid circuit
07 - 20
Yes
Yes
Yes
Yes
No
No
No
Yes
No
No
No
No
DO NOT
SHIFT
LIGHT
Yes
INHIBITED
OPERATION
DESCRIPTION
DNS, Lock in a range
Yes DNS, Lock in a range
Yes
Yes
No
Yes
DNS, Lock in a range
DNS, Lock in a range
Lock-up inhibited
DNS, Lock in a range
Retarder allowed, differential lock inhibited
Low and 1st inhibited
K solenoid operation inhibited
Low and 1st inhibited
Lock-up inhibited
K solenoid operation inhibited
Low and 1st inhibited
DNS, SOL OFF
(Hydraulic default)
DNS, SOL OFF
(Hydraulic default)
DNS, SOL OFF
(Hydraulic default)
DNS, SOL OFF
(Hydraulic default)
DNS, SOL OFF
(Hydraulic default)
MAIN
CODE
44
44
44
44
44
44
45
45
45
45
45
45
45
45
45
45
45
51
SUB
CODE
21
22
23
24
25
26
12
13
14
15
16
21
22
23
24
25
26
10
DESCRIPTION
Short to ground, F solenoid circuit
Short to ground, G solenoid circuit
Short to ground, H solenoid circuit
Short to ground, J solenoid circuit
Short to ground, K solenoid circuit
Short to ground, N solenoid circuit
Open circuit, A solenoid circuit
Open circuit, B solenoid circuit
Open circuit, C solenoid circuit
Open circuit, D solenoid circuit
Open circuit, E solenoid circuit
Open circuit, F solenoid circuit
Open circuit, G solenoid circuit
Open circuit, H solenoid circuit
Open circuit, J solenoid circuit
Open circuit, K solenoid circuit
Open circuit, N solenoid circuit
Offgoing ratio test (during shift),
1 to L
07 - 21
Section 07: TRANSMISSION
Yes
No
Yes
No
No
No
No
Yes
Yes
Yes
Yes
Yes
DO NOT
SHIFT
LIGHT
No
INHIBITED
OPERATION
DESCRIPTION
Lock-up inhibited
Yes
No
No
No
No
DNS, SOL OFF
(Hydraulic default)
Retarder allowed.
differential lock inhibited
Low and 1st inhibited
K solenoid operation inhibited
Low and 1st inhibited
DNS, SOL OFF
(Hydraulic default)
DNS, SOL OFF
(Hydraulic default)
DNS, SOL OFF
(Hydraulic default)
DNS, SOL OFF
(Hydraulic default)
DNS, SOL OFF
(Hydraulic default)
Lock-up inhibited
DNS, SOL OFF
(Hydraulic default)
Retarder allowed differential lock inhibited
Low and 1st inhibited
K solenoid operation inhibited
Low and 1st inhibited
Low and 1st inhibited
Section 07: TRANSMISSION
MAIN
CODE
51
51
51
51
51
51
52
52
52
52
52
52
52
52
52
52
52
53
SUB
CODE
12
21
23
43
45
65
01
08
32
34
54
56
71
72
78
79
99
08
DESCRIPTION
Offgoing ratio test (during shift),
1 to 2
Offgoing ratio test (during shift),
2 to 1
Offgoing ratio test (during shift),
2 to 3
Offgoing ratio test (during shift),
4 to 3
Offgoing ratio test (during shift),
4 to 5
Offgoing ratio test (during shift),
6 to 5
Offgoing C3PS test (during shift),
L to 1
Offgoing C3PS test (during shift),
L to N1
Offgoing C3PS test (during shift),
3 to 2
Offgoing C3PS test (during shift),
3 to 4
Offgoing C3PS test (during shift),
5 to 4
Offgoing C3PS test (during shift),
5 to 6
Offgoing C3PS test (during shift),
R to 1
Offgoing C3PS test (during shift),
R to 2
Offgoing C3PS test (during shift),
R to N1
Offgoing C3PS test (during shift),
R to 2 (R to NNC to 2)
Offgoing C3PS test (during shift),
N3 to N2
Offgoing speed test (during shift),
L to N1
07 - 22
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
DO NOT
SHIFT
LIGHT
Yes
INHIBITED
OPERATION
DESCRIPTION
DNS, RPR
Yes DNS, RPR
Yes
Yes
Yes
Yes
DNS, RPR
DNS, RPR
DNS, RPR
DNS, RPR
DNS, RPR
DNS, NNC
DNS, RPR
DNS, RPR
DNS, RPR
DNS, RPR
DNS, NNC
DNS, NNC
DNS, NNC
DNS, NNC
DNS, RPR
DNS, NNC
MAIN
CODE
53
53
53
53
53
53
53
53
53
53
53
53
53
54
54
54
54
54
SUB
CODE
18
28
29
38
39
48
49
58
59
68
69
78
99
01
07
10
12
17
DESCRIPTION
Offgoing speed test (during shift),
1 to N1
Offgoing speed test (during shift),
2 to N1
Offgoing speed test (during shift),
2 to N2
Offgoing speed test (during shift),
3 to N1
Offgoing speed test (during shift),
3 to N3
Offgoing speed test (during shift),
4 to N1
Offgoing speed test (during shift),
4 to N3
Offgoing speed test (during shift),
5 to N1
Offgoing speed test (during shift),
5 to N3
Offgoing speed test (during shift),
6 to N1
Offgoing speed test (during shift),
6 to N4
Offgoing speed test (during shift),
R to N1
Offgoing speed test (during shift),
N2 to N3 or N3 to N2
Oncoming ratio test (after shift),
L to 1
Oncoming ratio test (after shift),
L to R
Oncoming ratio test (after shift),
1 to L
Oncoming ratio test (after shift),
1 to 2
Oncoming ratio test (after shift),
1 to R
07 - 23
Section 07: TRANSMISSION
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
DO NOT
SHIFT
LIGHT
Yes
INHIBITED
OPERATION
DESCRIPTION
DNS, NNC
DNS, NNC
Yes
Yes DNS, RPR
DNS, NNC Yes
Yes
Yes
DNS, RPR
DNS, NNC
DNS, RPR
DNS, NNC
DNS, RPR
DNS, NNC
DNS, RPR
DNS, NNC
DNS, RPR
DNS, RPR
DNS, NNC
DNS, RPR
DNS, RPR
DNS, NNC
Section 07: TRANSMISSION
MAIN
CODE
54
54
54
54
54
54
54
54
54
54
54
54
54
54
54
54
54
54
SUB
CODE
21
23
27
32
34
43
45
54
56
65
70
71
72
80
81
82
83
85
DESCRIPTION
Oncoming ratio test (after shift),
2 to 1
Oncoming ratio test (after shift),
2 to 3
Oncoming ratio test (after shift),
2 to R
Oncoming ratio test (after shift),
3 to 2
Oncoming ratio test (after shift),
3 to 4
Oncoming ratio test (after shift),
4 to 3
Oncoming ratio test (after shift),
4 to 5
Oncoming ratio test (after shift),
5 to 4
Oncoming ratio test (after shift),
5 to 6
Oncoming ratio test (after shift),
6 to 5
Oncoming ratio test (after shift),
R to L
Oncoming ratio test (after shift),
R to 1
Oncoming ratio test (after shift),
R to 2
Oncoming ratio test (after shift),
N1 to L
Oncoming ratio test (after shift),
N1 to 1
Oncoming ratio test (after shift),
N1 to 2
Oncoming ratio test (after shift),
N1 to 3
Oncoming ratio test (after shift),
N1 to 5
07 - 24
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
DO NOT
SHIFT
LIGHT
Yes
INHIBITED
OPERATION
DESCRIPTION
DNS, RPR
Yes DNS, RPR
Yes
Yes
Yes
Yes
DNS, NNC
DNS, RPR
DNS, RPR
DNS, RPR
DNS, RPR or SOL
OFF (Hydraulic default)
DNS,RPR
DNS,RPR
DNS,RPR
DNS,NNC
DNS,NNC
DNS,NNC
DNS,RPR
DNS,RPR
DNS,RPR
DNS,RPR
DNS,RPR
56
56
56
56
56
56
56
MAIN
CODE
54
54
54
54
54
54
54
54
55
55
55
55
55
56
SUB
CODE
86
92
92
92
93
95
96
97
17
27
80
87
97
00
DESCRIPTION
Oncoming ratio test (after shift),
Nl to 6
Oncoming ratio test (after shift),
R to 2 (R to NNC to 2)
Oncoming ratio test (after shift),
N1 to 2 (N1 to NNC to 2)
Oncoming ratio test (after shift),
N2 to 2
Oncoming ratio test (after shift),
N3 to 3
Oncoming ratio test (after shift),
N3 to 5
Oncoming ratio test (after shift),
N4 to 6
Oncoming ratio test (after shift),
2 to R (2 to NNC to R)
Oncoming C3PS test (after shift),
1 to R
Oncoming C3PS test (after shift),
2 to R
Oncoming C3PS test (after shift),
N1 to L
Oncoming C3PS test (after shift),
N1 to R
Oncoming C3PS test (after shift),
2 to R or NVL to R (2 to NNC to R)
Range verification test, L
11
22
33
44
55
66
77
Range verification test, 1st
Range verification test, 2nd
Range verification test, 3rd
Range verification test, 4th
Range verification test, 5th
Range verification test, 6th
Range verification test, R
07 - 25
Section 07: TRANSMISSION
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
DO NOT
SHIFT
LIGHT
Yes
INHIBITED
OPERATION
DESCRIPTION
DNS, RPR
Yes DNS, NNC
Yes
Yes
Yes
Yes
DNS, RPR
DNS, RPR
DNS, RPR
DNS, RPR
DNS, RPR
DNS, NNC
DNS, NNC
DNS, NNC
DNS, RPR
DNS, RPR
DNS, NNC
DNS, 1st, Low, or
SOL OFF (Low)
DNS, 6th
DNS, 6th or 5th
DNS, 5th or SOL
DNS, 3rd or 5th
DNS, SOL OFF (5th) or 3rd
DNS, 5th, 3rd, or
SOL OFF (3rd)
DNS, N2 or N3
Section 07: TRANSMISSION
61
62
62
63
64
MAIN
CODE
57
57
57
57
57
57
64
65
66
69
69
69
69
69
69
69
69
69
69
00
12
23
00
12
SUB
CODE
11
22
44
66
88
99
23
00
00
12
DESCRIPTION
Range verification C3PS test, 1st
Range verification C3PS test, 2nd
Range verification C3PS test, 4th
Range verification C3PS test, 6th
Range verification C3PS test, N1
Range verification C3PS test,
N2 or N4
Retarder oil temperature, hot
Retarder oil temperature sensor, low
Retarder oil temperature sensor, high
Special function input
Retarder modulation request sensor, low
Retarder modulation request sensor, high
Engine rating too high
Serial communications interface fault
ECU, A solenoid driver open
DO NOT
SHIFT
LIGHT
Yes
Yes
Yes
Yes
Yes
Yes
INHIBITED
OPERATION
DESCRIPTION
DNS, SOL OFF (3rd)
DNS, 3rd
DNS, 5th or SOL OFF (3rd)
SOL OFF (5th), DNS
DNS, N3
DNS, N3
No
No
No
No
No
No
Yes
No
Yes
None
None
None
Depends on special function
Retarder operation inhibited
Retarder operation inhibited
13
14
15
16
21
22
23
24
25
ECU, B solenoid driver open
ECU, C solenoid driver open
ECU, D solenoid driver open
ECU, E solenoid driver open
ECU, F solenoid driver open
ECU, G solenoid driver open
ECU, H solenoid driver open
ECU, J solenoid driver open
ECU, K solenoid driver open
07 - 26
Yes
Yes
Yes
Yes
No
Yes
No
No
No
DNS
Use default throttle values
DNS, SOL OFF
(hydraulic default)
DNS, SOL OFF
(hydraulic default)
DNS, SOL OFF
(hydraulic default)
DNS, SOL OFF
(hydraulic default)
DNS, SOL OFF
(hydraulic default)
Lock-up inhibited
DNS, SOL OFF
(Hydraulic default)
Retarder allowed, differential lock inhibited
Low and 1 st inhibited
K solenoid operation inhibited
70
70
69
0
69
69
69
MAIN
CODE
69
69
SUB
CODE
26
32
DESCRIPTION
ECU, N solenoid driver open
ECU, SPI communications link fault
69 33 ECU, Central Operating Processor
(COP) time-out
34
35
36
ECU, EEPROM write time-out
ECU, EEPROM checksum
ECU, RAM self test
35
35
41
35
ECU, I/O ASIC addressing test
Software, minor loop overrun
Software, illegal write to access
$0000
Software, major loop overrun
Section 07: TRANSMISSION
DO NOT
SHIFT
LIGHT
No
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
INHIBITED
OPERATION
DESCRIPTION
Low and 1st inhibited
Hold in last valid direction
Reset ECU, Shutdown ECU on 2nd occurrence (power loss: hydraulic defaults)
DNS, SOL OFF
(Hydraulic default)
Induce COP time-out
(reset ECU)
Induce COP time-out
(reset ECU)
Induce COP time-out
(reset ECU)
Induce COP time-out
(reset ECU)
Induce COP time-out
(reset ECU)
Induce COP time-out
(reset ECU)
07 - 27
Section 07: TRANSMISSION
10. SPECIFICATIONS
AUTOMATIC TRANSMISSION WITH OR WITHOUT RETARDER
Gross input power (maximum) ................................................................................................... 450 hp (335 kW)
Gross input torque (maximum)...........................................................................................1460 lbf•ft (1978 N•m)
Rated input speed (minimum-maximum)......................................................................................1600-2300 rpm
Mounting:
Engine .................................................................................................... SAE #1 flywheel housing, flex disk drive
Torque converter:
Type ............................................................................................................One stage, three element, polyphase
Stall torque ratio ..................................................... TC 521-2.4;TC 531-2.3;TC 541-1.9;TC 551-1.8;TC 561-1.6
Lockup clutch with torsional damper .......................................................................................... Integral/standard
Gearing:
Type ..................................................................................................Patented, constant mesh, helical, planetary
Ratio:
First ...............................................................................................................................................................3.51:1
Second ..........................................................................................................................................................1.91:1
Third ..............................................................................................................................................................1.43:1
Fourth ............................................................................................................................................................1.00:1
Fifth ...............................................................................................................................................................0.74:1
Sixth ..............................................................................................................................................................0.64:1
Reverse.........................................................................................................................................................4.80:1
Ratio coverage:
6 speed..........................................................................................................................................................5.48:1
* Gear ratios do not include torque converter multiplication.
Oil System:
Oil type ...................................................................................................................DEXRON-IIE OR DEXRON III
Capacity (excluding external circuits) .......................................................................Initial fill 47 US qts (45 liters)
Oil change .............................................................................................................................. 24 US qts (23 liters)
Oil Filters:
Make...................................................................................................................................... Allison Transmission
Type ...................................................................................................................................... Disposable cartridge
Supplier number..................................................................................................................................... 29503829
Prévost number......................................................................................................................................... 57-1687
07 - 28
SECTION 09: PROPELLER SHAFT
CONTENTS
1.
PROPELLER SHAFT....................................................................................................................... 09-2
1.1
D ESCRIPTION .............................................................................................................................. 09-2
2.
REMOVAL, DISASSEMBLY, REASSEMBLY AND INSTALLATION ............................................ 09-2
3.
CLEANING, INSPECTION AND LUBRICATION ............................................................................ 09-3
3.1
C
LEANING AND
I
NSPECTION
......................................................................................................... 09-3
3.2
L UBRICATION .............................................................................................................................. 09-3
4.
EXPLANATION OF COMMON DAMAGES..................................................................................... 09-3
5.
TROUBLESHOOTING..................................................................................................................... 09-3
6.
SPECIFICATIONS ........................................................................................................................... 09-4
ILLUSTRATIONS
FIGURE 1: PROPELLER SHAFT ASSEMBLY ............................................................................................. 09-2
09 - 1
Section 09: PROPELLER SHAFT
1.1 DESCRIPTION
The propeller shaft transmits power from the transmission to the differential (Fig. 1). Refer to paragraph "6. SPECIFICATIONS" at the end of this section for propeller shaft length. The propeller shaft is "Dana 1810 " type with tubular shafts. It is provided with two heavy-duty universal joints (Fig.
1).
The propeller shaft has a full round end yoke at one end and a half round end yoke at the other end.
The tube yoke is connected to the differential by the full round end yoke with four needle bearings.
The other extremity (slip yoke assembly) is connected to the transmission by the half round end yoke with two needle bearings.
Furthermore, a slip joint on the propeller shaft compensates for variations in distance between the transmission and the differential, or between the output retarder (optional on the automatic transmission) and differential.
The rise and fall of the drive axle bring about these variations as the vehicle passes over uneven surfaces. The slip joint also eases removal of the transmission or the drive axle.
REASSEMBLY AND INSTALLATION
Refer to "SPICER UNIVERSAL JOINTS AND
DRIVESHAFTS" annexed to this section, under headings "Heavy Duty - removal, disassembly, reassembly and installation".
Where applicable:
•
Remove or install propeller shaft safety guard.
•
Screw bolts to the specified torque (Fig. 1).
Note: Disregard the procedure on "Lock straps" mentioned in the "Spicer Universal Joints and
Driveshafts Manual".
FIGURE 1: PROPELLER SHAFT ASSEMBLY
09 - 2
09003
3. CLEANING, INSPECTION AND
LUBRICATION
3.1 CLEANING AND INSPECTION
Thoroughly clean grease from bearings, journal, lubricating grease fittings and other parts. Needle bearing assemblies may be soaked in a cleaning solution to soften hard grease particles. It is extremely important that bearing assemblies be absolutely clean and blown out with compressed air, since small particles of dirt or grit can cause rapid bearing wear. Do not attempt to disassemble needle bearings.
Bearing journal areas should be inspected for roughness or grooving. If light honing does not remove roughness, the entire bearing assembly should be replaced. Excessive wear of the needle bearing is indicated if the needles drop out of the retainer, or if marks are present on the journal bearing surface. In such case, replace bearing assembly. Finally, inspect yokes for cracks, wear or distortion.
Note: Repair kits are available for overhaul of the propeller shaft assembly. Refer to the paragraph
"6. Specifications" of this section.
3.2 LUBRICATION
Lubricate propeller shaft universal joints and slip yoke periodically, every 6,250 miles (10 000 km) or twice a year, whichever comes first. Apply grease gun pressure to the lube fitting. Use a good quality lithium-base grease such as: NLGI
No.2 (suitable for most temperatures) or NLGI
No.1 (suitable for extremely low temperatures).
Refer to "Spicer Universal Joints and Driveshafts,
Service Manual", under heading, "Inspection and
Lubrication". See lubrication procedures for Ujoints and lubrication for slip splines.
Note: Do not assume that bearing cavities have been filled with new grease unless it has expelled around all seals.
Section 09: PROPELLER SHAFT
4. EXPLANATION OF COMMON DAMAGES
1.
Cracks: Stress lines due to metal fatigue.
Severe and numerous cracks will weaken the metal until it breaks.
2.
Galling: Scraping off of metal or metal displacement due to friction between surfaces.
This is commonly found on trunnion ends.
3.
Spalling (surface fatigue): Breaking off of chips, scales, or flakes of metal due to fatigue rather than wear. It is usually found on splines and
U-joint bearings.
4.
Pitting: Small pits or craters in metal surfaces due to corrosion. If excessive, pitting can lead to surface wear and eventual failure.
5.
Brinelling: Surface wear failure due to the wearing of grooves in metal. It is often caused by improper installation procedures. Do not confuse the polishing of a surface (false brinelling), where no structural damage occurs, with actual brinelling.
6.
Structural Overloading: Failure caused by a load greater than the component can stand. A structural overload may cause propeller shaft tubing to twist under strain or it may cause cracks or breaks in U-joints and spline plugs.
5. TROUBLESHOOTING
Refer to "Spicer Service Manual - Universal
Joints and Driveshafts" under heading
"Troubleshooting".
09 - 3
Section 09: PROPELLER SHAFT
6. SPECIFICATIONS
PROPELLER SHAFT
H3 Vehicles equipped with an Automatic World Transmission
Make............................................................................................................................................ Hayes-Dana Inc.
Series ..............................................................................................................................................................1810
Supplier number................................................................................................................................ 819325-1900
Prevost number.......................................................................................................................................... 580069
Repair kits
Make ........................................................................................................................................... Hayes-Dana Inc.
U-joint kit (tube yoke), Supplier number .....................................................................................................5-281X
U-joint kit (tube yoke), Prevost number ..................................................................................................... 580043
U-joint kit (slip yoke), Supplier number.......................................................................................................5-510X
U-joint kit (slip yoke), Prevost number....................................................................................................... 580062
Cap and bolt kit, bolt torque 115-135 lbf•ft (156-183 N•m), Supplier number .................................... 6.5-70-18X
Cap and bolt kit, bolt torque 115-135 lbf•ft (156-183 N•m), Prevost number ........................................... 580063
Bolts kit, bolt torque 38-48 lbf•ft (52-65 N•m), Supplier number ............................................................. 6-73-209
Bolts kit, bolt torque 38-48 lbf•ft (52-65 N•m), Prevost number................................................................ 580071
Note: U-joint kits will come equipped with the serrated bolt and lock patch and will no longer contain a lock strap.
09 - 4
SECTION 10: FRONT AXLE
CONTENTS
1.
FRONT AXLE................................................................................................................................... 10-2
1.1
D ESCRIPTION .............................................................................................................................. 10-2
2.
LUBRICATION................................................................................................................................. 10-2
3.
MAINTENANCE ............................................................................................................................... 10-2
4.
REMOVAL AND REPLACEMENT .................................................................................................. 10-2
4.1
R EMOVAL .................................................................................................................................... 10-3
4.2
R EPLACEMENT ............................................................................................................................ 10-3
5.
SERVICE INSTRUCTIONS FOR STEER AXLE ............................................................................. 10-3
6.
FRONT WHEEL ALIGNMENT ........................................................................................................ 10-3
6.1
M INOR F RONT W HEEL A LIGNMENT ............................................................................................... 10-3
6.2
M AJOR F RONT W HEEL A LIGNMENT .............................................................................................. 10-4
6.3
I NSPECTION B EFORE A LIGNMENT ................................................................................................. 10-4
6.4
T URNING A NGLE A DJUSTMENT ..................................................................................................... 10-4
6.4.1
R.H. Turn Adjustment ........................................................................................................ 10-4
6.4.2
L.H. Turn Adjustment ......................................................................................................... 10-5
6.5
H YDRAULIC S TOP ........................................................................................................................ 10-5
6.6
F RONT W HEEL C AMBER .............................................................................................................. 10-5
6.6.1
Camber Check ................................................................................................................... 10-6
6.7
F RONT A XLE C ASTER .................................................................................................................. 10-6
6.8
F RONT W HEEL T OE -I N ................................................................................................................ 10-6
6.8.1
Inspection and Adjustment................................................................................................. 10-7
7.
TROUBLESHOOTING..................................................................................................................... 10-8
8.
SPECIFICATIONS ........................................................................................................................... 10-9
ILLUSTRATIONS
FIGURE 1: FRONT AXLE ASSEMBLY ......................................................................................................... 10-2
FIGURE 2: CAMBER...................................................................................................................................... 10-6
FIGURE 3: CASTER....................................................................................................................................... 10-7
FIGURE 4: TOE-IN MEASUREMENT ........................................................................................................... 10-7
FIGURE 5: AIR BELLOWS MOUNTING SUPPORT AND AXLE................................................................. 10-9
FIGURE 6: DEFLECTION VERSUS APPLIED LOAD ................................................................................ 10-10
10 - 1
Section 10: FRONT AXLE
1.1 DESCRIPTION
This front axle is of the ‘’Reverse Elliot’’ type manufactured by Dana Spicer Europe. The front axle consists of a girder section axle bed or beam with stub axles. Each stub axle is carried on a taper king pin, with a steep angle taper roller bearing at its top and a plain phosphor bronze bushing at the bottom. The hub taper roller bearings are of a generous size and adjusted by means of shims, and secured by a special nut and washer. Brakes are manufactured by KNORR-
BREMSE. Steering ball joints with hardened balls and rubbing pads incorporate compression springs which automatically take up any wear.
The tie rod simplifies toe-in adjustment. The maximum turning angle is set through stop screws installed on the inner side of the knuckle.
Steering stabilizer (damper) and steering drag link which are mounted on the front axle are described in Section 14; ‘’Steering’’ of this manual.
FIGURE 1: FRONT AXLE ASSEMBLY
10025
10 - 2
2. LUBRICATION
Perform periodic lubrication. Lubrication points of the front axle are shown on the lubrication and servicing chart annexed to Section 24;
‘’Lubrication’’ . Tie rod ends and knuckle pins are provided with grease fittings for pressure lubrication. These grease fittings should be serviced every 6,250 miles (10 000 km) or twice a year whichever comes first. Good quality lithium-base grease NLGI No.1 and 2 are recommended.
3. MAINTENANCE
A periodic inspection of the front axle assembly should be made to check that all bolts are tight, and that no damage and distortion have taken place. Suspension support stud nuts, U-bolt nuts, tie rod arms, steering arm nuts and stop screws should be checked and tightened, as required, to the torque specifications given at the end of this section. Also check the condition of the steering knuckle pins and bushings. In case of excessive looseness, the bushings and pins should be replaced.
Any looseness in the steering linkage, under normal steering loads, is sufficient cause to immediately check all pivot points for wear, regardless of accumulated mileage. Steering linkage pivot points should be checked each time the front axle assembly is lubricated. Any looseness can be visually detected while rotating the steering wheel in both directions.
Steering knuckles, knuckle pins and bushings can be overhauled or replaced without removing the axle from the vehicle. However, if extensive overhaul work is necessary, the axle assembly should be removed.
Caution: Should removal of a locking device be required when undergoing repairs, disassembly or adjustments, always replace with a new one.
4. REMOVAL AND REPLACEMENT
The following procedure deals with the removal of the front axle assembly. The method used to support the axle assembly and suspension components during removal and disassembly depends upon local conditions and available equipment.
4.1 REMOVAL
1.
Raise the vehicle by its jacking points on the body (see Section 18, ‘’Body’’ under heading
34; Vehicle Jacking Points) until vehicle body is approximately 20 inches (508 mm) from the floor. Place jack stands under frame. Remove the wheels (if required, refer to Section 13,
‘’Wheels, Hubs and Tires’’ ).
Caution : Use only the recommended jacking points as outlined in section 18 “BODY”.
2.
Exhaust compressed air from the air supply system by opening the drain valve of each reservoir.
3.
Install jacks under axle jacking points to support the axle weight.
Warning : To help prevent injury caused by the axle rolling off the jacks, these should be equipped with U-adapters, or similar precautions must be taken.
4.
Disconnect the steering drag link from the steering arm.
5.
Remove the ABS sensors from their location in hubs (if applicable).
6.
Disconnect the height control valve link from its support on the axle.
7.
Disconnect air lines from front brake chambers, and cover line ends and fittings to prevent the entry of foreign matter.
Caution: Position the air lines and electric wires so they will not be damaged while removing the front axle assembly.
8. Proceed with steps a, b and c, while referring to Section 16: ‘’SUSPENSION’’.
a) Disconnect sway bar links from axle brackets.
b) Remove shock absorbers.
c) Disconnect five radius rods: one transversal and two longitudinal from subframe, and two upper rods from axle.
9.
Remove the bolts and nuts fixing the axle to the left-hand and right-hand side air bellows mounting supports.
Section 10: FRONT AXLE
10. Using the jacks, slowly lower the axle assembly, and carefully pull away from underneath vehicle.
4.2 REPLACEMENT
Reverse front axle “ Removal” procedure. Ensure cleanliness of air bellows support mounting plates.
Note : Refer to Section 16, ‘’SUSPENSION’’,
Section 14, ‘’Steering’’ and to paragraph 8
‘’Specifications’’ at the end of this section for applicable checks and recommended tightening torques.
5. SERVICE INSTRUCTIONS FOR STEER
AXLE
Refer to GKN Parts and Service Manual for axles annexed at the end of this section.
6. FRONT WHEEL ALIGNMENT
Correct front wheel alignment must be maintained for steering comfort and satisfactory tire life. Road shocks and vibrations, as well as normal stress and strains on the front-end system can, under normal operating conditions, result in loss of front wheel alignment.
Check the front wheel alignment when the following occurs:
1.
Every 200,000 miles (320 000 km) or 24 months (normal maintenance);
2.
When the vehicle does not steer correctly; or
3.
To correct a tire wear condition.
There are two types of front wheel alignment: minor alignment and major alignment .
6.1 MINOR FRONT WHEEL ALIGNMENT
Perform a minor front wheel alignment for all normal maintenance conditions.
Perform the minor front wheel alignment in the following sequence :
1.
Inspect all the systems that affect the wheel alignment. See paragraph 6.3, ‘’Inspection
Before Alignment’’ in this section.
10 - 3
Section 10: FRONT AXLE
2.
Check and adjust the hub bearings. See section 13, ‘’Wheels, hubs and Tires’’ under heading 8: Front and Tag Axle Wheel Hubs.
3.
Check and adjust the toe-in.
6.2 MAJOR FRONT WHEEL ALIGNMENT
Perform a major front wheel alignment to correct steering and tire wear conditions.
Perform the major front wheel alignment in the following sequence:
1.
Inspect all systems affecting the wheel alignment. See paragraph 6.3, ‘’Inspection
Before Alignment’’ in this section.
2.
Check and adjust the hub bearings. See section 13, ‘’Wheels, hubs and Tires’’ under heading 8: Front and Tag Axle Wheel Hubs.
Note: If steering angle stoppers are changed, a special procedure is required for readjusting gearbox steering limiter. See paragraph 6.5
‘’HYDRAULIC STOP’’ in this section.
3. Check and adjust the turning angle adjustment.
4. Check the camber angle.
5. Check and adjust the caster angle.
6. Check and adjust the toe-in.
6.3 INSPECTION BEFORE ALIGNMENT
Check the following before doing a front wheel alignment:
1. Ensure that the vehicle is at normal riding height. See Section 16, ‘’Suspension’’ under heading 7: ‘’Suspension Height Adjustment’’ .
2. Ensure that front wheels are not the cause of the problem. See Section 13, ‘’Wheels,
Hubs and Tires’’ . Inspect the tires for wear patterns indicating suspension damage or misalignment.
a. Make sure the tires are inflated to the specified pressure.
b. Make sure the front tires are the same size and type.
c. Make sure the wheels are balanced.
10 - 4 d. Check wheel installation and straightness.
3. Check the wheel bearing adjustment. See
Section 13, ‘’Wheels, Hubs and Tires’’.
4.
Check steering linkage for bending and pivot points for looseness.
5.
Check knuckle pins for evidence of excessive wear.
6.
Check radius rods for bending and rubber bushings for evidence of excessive wear.
7.
Make sure all fasteners are tightened to the specified torque. Use a torque wrench for verification. As soon as the fastener starts to move, record the torque. Correct if necessary. Replace any worn or damaged fasteners.
6.4 TURNING ANGLE ADJUSTMENT
The maximum turning angle is set through the two steering stop screws installed on the axle center. The turning angle is factory adjusted to accommodate the chassis design, and therefore, does not require adjustment on new vehicles.
However, it should be checked and adjusted any time any component of the steering system is repaired, disassembled or adjusted.
Check if front tires rub against the frame or if the steering gear has been serviced.
Proceed with the following method to check the steering maximum turning angle :
6.4.1 R.H. Turn Adjustment
Caution : To prevent the steering damper from interfering with the adjustment of turning angles, make sure its fixing bracket is at the correct location on the axle center (refer to section 14
“STEERING”).
1.
Turn steering wheel to the right until the boss on the axle center touches the right stop screw.
2.
Verify the nearest point of contact of the ball socket body with the air bellows support assembly. Measure the distance between those two points.
3.
The distance between these two points should be approximately 1/8 inch (3 mm). If
not, the steering stop screws must be readjusted.
4.
Verify the nearest point of contact of the drag link with the tire. Measure the distance between those two points.
5.
The distance should be 1 inch (25 mm) or more. If not, the steering stop screws must be readjusted.
6.
This must be done for a full right turn.
7.
If readjustment is required: a. Remove the swivel stop screw.
b. Add to the stop screw the required number of washers to obtain the proper measure, tighten the stop screw afterwards. Two washers of different thickness are available: 1/16 inch and 3/16 inch.
6.4.2 L.H. Turn Adjustment
1.
Turn steering wheel to the left until the boss on the axle center touches the left stop screw.
2. Verify the nearest point of contact of the ball socket body with the air bellows support assembly. Measure the distance between those two points.
3. The distance between these two points should be approximately 1/8 inch (3 mm). If not, the steering stop screws must be readjusted.
4.
Check the stroke of the steering stabilizer cylinder (damper). It should not exceed
12.59 inches (320 mm).
5.
The steering stopper screw must be in contact before the steering stabilizer reaches the end of the stroke.
6.
This must be done for a full left turn.
7.
If readjustment is required: a.
Remove the swivel stop screw.
b.
Add to the stop screw the required number of washers to obtain the proper measure, tighten the stop screw afterwards. Two washers of different thickness are available: 1/16 inch and 3/16 inch.
10 - 5
Note :
Section 10: FRONT AXLE
If steering angle stoppers are changed, a special procedure is required for readjusting gearbox steering limiter. See paragraph 6.5
‘’HYDRAULIC STOP’’ in this section.
Note : Before readjusting steering limiter, verify vehicle wheel alignment and ensure that oil level is checked and that air bleeding is done.
Refer to ‘ZF-Servocom Repair Manual’’ annexed at the end of Section 14 ‘’Steering’’ under heading ‘Setting and Functional Test.
6.6 FRONT WHEEL CAMBER
Wheel camber is the number of degrees the top of the wheel tilts outward (positive) or inward
(negative) from a vertical angle (Fig. 2).
FIGURE 2 : CAMBER
10006
The camber angle is not adjustable. Camber variations may be caused by wear at the wheel bearings, steering knuckle pins or by a bent knuckle or sagging axle center. Steering effort is affected by improper camber, and uneven tire wear will result. Excessive positive camber causes an irregular wear of tire at the outer shoulder and excessive negative camber causes wear at the inner shoulder.
Section 10: FRONT AXLE
For camber specifications, refer to paragraph
8: ‘’SPECIFICATIONS’’ in this section
Note: Camber angle varies with the axle loading. If the vehicle is not completely empty, please refer to the camber angle curve in the specifications at the end of this section.
1. Use an alignment machine to check the camber angle.
2. If camber reading is not in the specifications, adjust the wheel bearings and repeat the check. If the reading is still not within specifications, verify the steering knuckle pins and axle center.
3. See instructions in ‘’GKN Parts and Service
Manual For Axles’’ annexed to the end of this section under heading: ‘’Removal of
Stub Axle’’.
4. Check the wheel lateral distortion as instructed in Section 13, ‘’Wheels, Hubs and
Tires’’ under heading, ‘’Checking for Distorted Wheel on Vehicle’’ . If distortion is excessive, straighten or replace wheel(s).
6.7 FRONT AXLE CASTER
For caster specifications, refer to paragraph
8: ‘’SPECIFICATIONS’’ in this section.
Positive caster is the rearward tilt from the vertical axis of the knuckle pin. Negative caster is the forward tilt from the vertical axis of the knuckle pin
(Fig. 3). This vehicle is designed with a positive caster. The purpose of the caster angle is to give a trailing effect. This results in stabilized steering and a tendency for the wheels to return to the straight-ahead position after taking a turn.
FIGURE 3: CASTER
10007
Excessive caster results in hard steering around corners. A shimmy may also develop when returning to the straight ahead position (pulling out of curves).
Insufficient caster will cause wandering and steering instability. Caster variations may be caused by a bent axle, tilting or distortion of the side suspension supports, damaged radius rod bushings, or unequal tightening of the front and rear suspension support bolts. Incorrect caster must be corrected by replacing the damaged suspension parts. A precision instrument should be used to measure the caster.
Note : The caster of this vehicle is factory set and is not adjustable. However, if after replacing damaged parts or in case of improper caster due to irregular setting, the front axle caster needs adjustment; it can be adjusted by means of shims
(Prévost #110663) on the left-hand side upper radius rod support in order to obtain minor adjustment.
6.8 FRONT WHEEL TOE-IN
Wheel toe-in is the degree (usually expressed in fractions of an inch) to which the forward part of the vehicle front wheels are closer together than the rear part, measured at wheel centerline height with the wheels in the normal ‘’straight-ahead’’ position of the steering gear.
10 - 6
Incorrect toe-in results in excessive tire wear caused by side slippage and also steering instability with a tendency to wander. Toe-in may be measured from the center of tire tread or from the inside of the tires. Take measurements at both front and rear of axle (see ’’F and ‘’G’’ in fig. 4).
When setting toe-in adjustment, the front suspension must be neutralized; that is, all component parts must be in the same relative position when marking the adjustment as they will be when in operation.
To neutralize the suspension, the vehicle must be rolled forward, approximately ten feet.
Section 10: FRONT AXLE
For toe-in specifications, refer to paragraph 8
‘’Specifications’’ in this section.
By rolling the vehicle forward, all tolerances in the front suspension are taken up and the suspension is then in its normal operating position. Neutralizing the front suspension is extremely important, especially if the vehicle has been jacked up in order to mark the tires.
Otherwise, the front wheels will not return to their normal operating position due to the tires gripping the floor surface when the vehicle jack is lowered.
Note: ‘’Toe-in’’ measurements must be taken at the horizontal axis of the wheel centerline.
FIGURE 4: TOE-IN MEASUREMENT 10008B
6.8.1 Inspection and Adjustment
Before checking front wheel toe-in, first check the camber angles and make the necessary corrections.
1. Measure the toe-in.
2. If the toe-in measurement is not within the specified tolerance, carry out the following procedure : a. Loosen the pinch bolt nuts and bolts on each tie rod end.
b. c.
Turn the tie rod until the specified toe-in measurement is obtained.
Tighten the pinch bolt nuts alternately and progressively to 65-75 lbf
• ft (88-102 N
• m), thus securing all tie rod joints.
10 - 7
Section 10: FRONT AXLE
7. TROUBLESHOOTING
CONDITION CAUSE CORRECTION
Tires wear out quickly or have uneven tire tread wear.
Vehicle is hard to steer.
Bent or damaged steering arm, steering top lever or tie rod assembly.
Worn or damaged steering ball stud.
1. Tires have incorrect air pressure.
2. Tires out-of-balance.
3. Incorrect tag axle alignment.
4. Incorrect toe-in setting.
5. Incorrect steering arm geometry.
1. Put specified air pressure in tires.
2. Balance or replace tires.
3. Align tag axle.
4. Adjust toe-in specified setting.
5. Service steering system as necessary.
1. Low pressure in the power steering system.
2. Steering gear not assembled correctly.
3. Steering linkage needs lubrication.
4. King pins binding.
5. Incorrect steering arm geometry.
6. Caster improperly adjusted.
7. Tie rod ends hard to move.
8. Worn thrust bearing.
1. Repair power steering system.
2. Assemble steering gear correctly.
3. Lubricate steering linkage.
4. Replace king pins.
5. Service steering system as necessary.
6. Adjust caster as necessary.
7. Replace tie rod ends.
8. Replace thrust bearing.
1. Too much pressure in the power steering system.
2. Cut-off pressure of the power steering system improperly adjusted.
3. Vehicle not powered on correctly.
4. Power steering system not installed correctly.
1. Replace damaged part(s), adjust power steering system to specified pressure.
2. Make sure vehicle is powered on correctly.
3. Correctly install the power steering system.
4. Correctly install the power steering system.
1. Drag link fasteners tightened past specified torque.
2. Lack of lubrication or incorrect lubricant.
3. Power steering stops improperly adjusted.
1. Replace damaged part(s), tighten drag link fasteners to specified torque.
2. Lubricate linkage with specified lubricant.
3. Adjust stops to specified dimension.
Worn king pins and knuckle bushings.
Vibration or shimmy of front axle during operation.
1. Worn or missing seals and gaskets.
2. Incorrect lubricant.
3. Axle not lubricated at scheduled frequency.
4. Incorrect lubrication procedures.
1. Replace damaged part(s), replace seals and gaskets.
2. Lubricate axle with specified lubricant.
3. Lubricate axle at scheduled frequency.
5. Lubrication schedule does not match operating conditions.
4. Use correct lubrication schedule to match operating conditions.
5. Change lubrication schedule to match operating conditions.
1. Caster not adjusted properly.
2. Wheels and/or tires out-of balance.
3. Worn steering stabilizer cylinder.
1. Adjust caster.
2. Balance or replace wheels and/or tires.
3. Replace steering stabilizer cylinder.
10 - 8
Section 10: FRONT AXLE
8. SPECIFICATIONS
Front Axle
Make.............................................................................................................................. DANA SPICER EUROPE
Model............................................................................................................................................................... S-84
Front Track....................................................................................................................... 84.4 inches (2 145 mm)
Rated load capacity.............................................................................................................. 18,067 lbs (8 200 kg)
Torque specifications
FIGURE 5 : AIR BELLOWS MOUNTING SUPPORT AND AXLE
10009
For more torque specifications, see ‘’GKN Parts and Service Manual for Axles’’ annexed at the end of this section , under heading ‘’Tightening Torque Table for type S-82 Steer Axle.
10 - 9
Section 10: FRONT AXLE
Front Wheel Alignment
FRONT WHEEL ALIGNMENT SPECIFICATIONS
Minimal Nominal
Camber, degrees
R.H. and L.H.
*
Caster, degrees
R.H. and L.H.
Toe-in (F minus G), inches
- ½
+ 2
+ 1/16
0
+ 2 ¾
+ 3/32
Maximal
+ ½
+ 3 ½
+ 1/8
* Note : Camber angle changes with loading. The given numbers are for an empty vehicle. Refer to chart below for possible correction, if loaded.
FIGURE 6 : DEFLECTION VERSUS APPLIED LOAD
10 - 10
10010
SECTION 11: REAR AXLES
CONTENTS
1.
DRIVE AXLE .................................................................................................................................... 11-2
1.1
D ESCRIPTION .............................................................................................................................. 11-2
1.2
D RIVE A XLE L UBRICATION ........................................................................................................... 11-2
1.3
M AINTENANCE ............................................................................................................................. 11-2
1.3.1
Checking and Adjusting the Oil Level ................................................................................ 11-3
1.3.2
1.3.3
Draining and Replacing the Oil .......................................................................................... 11-3
Speed Sensors (Anti-Lock Brake system, ABS)................................................................ 11-3
1.4
R EMOVAL AND R EINSTALLATION .................................................................................................. 11-3
1.5
D ISASSEMBLY AND R EASSEMBLY ................................................................................................. 11-4
1.6
G EAR S ET I DENTIFICATION .......................................................................................................... 11-4
1.7
A DJUSTMENTS ............................................................................................................................ 11-4
1.8
F ASTENER T ORQUE C HART ......................................................................................................... 11-4
1.9
T IRE M ATCHING .......................................................................................................................... 11-4
1.10
D RIVE A XLE A LIGNMENT .............................................................................................................. 11-4
1.10.1
Procedure .......................................................................................................................... 11-5
1.11
A XLE S HAFT S EALING M ETHOD .................................................................................................... 11-7
2.
TAG AXLE ....................................................................................................................................... 11-7
2.1
O IL L UBRICATED W HEEL B EARINGS ............................................................................................. 11-7
2.2
R EMOVAL AND R EINSTALLATION .................................................................................................. 11-8
2.3
T AG A XLE A LIGNMENT ................................................................................................................. 11-8
3.
SPECIFICATIONS ........................................................................................................................... 11-9
ILLUSTRATIONS
FIGURE 1: DRIVE AXLE ......................................................................................................................... 11-2
FIGURE 2: DIFFERENTIAL ASSEMBLY ................................................................................................ 11-2
FIGURE 3: DIFFERENTIAL HOUSING BOWL....................................................................................... 11-2
FIGURE 4: JACKING POINTS ON FRAME ............................................................................................ 11-3
FIGURE 5: JACKING POINTS ON DRIVE AXLE ................................................................................... 11-4
FIGURE 6: FRONT & DRIVE AXLE ALIGNMENT .................................................................................. 11-6
FIGURE 7: TAG AXLE ALIGNMENT ...................................................................................................... 11-6
FIGURE 8: AXLE SHAFT INSTALLATION ............................................................................................. 11-7
FIGURE 9: OIL FILL CAP........................................................................................................................ 11-7
FIGURE 10: JACKING POINTS ON TAG AXLE..................................................................................... 11-8
11-1
Section 11: REAR AXLES
1.1 DESCRIPTION
The Meritor drive axle is equipped with a single reduction standard carrier mounted in front of the axle housing. The carrier consists of a hypoid drive pinion, a ring gear set and gears in the differential assembly.
FIGURE 1: DRIVE AXLE 11019
A straight roller bearing (spigot) is mounted on the head of the drive pinion. All other bearings in the carrier are tapered roller bearings. When the carrier operates, there is a normal differential action between the wheels all the time.
lapping compound, which accelerates wear of all parts. To ensure maximum life of the differential and prevent premature failure, the original
"factory fill" lubricant should be drained. Change break-in oil before 3,000 miles (4 800 km) of initial operation (drain the unit while it is still warm from operation), in accordance with the lubrication and servicing schedule.
Change differential oil and clean the breathers, magnetic fill and drain plugs, every 100,000 miles (160 000 km) or once every two years, whichever comes first.
Use Multigrade gear oil MIL-L-2105-D. Use the
75W90-gear oil for northern climates and the
80W140 for southern climates. In extreme conditions, or for better performance, fill with synthetic gear oil. Check oil level and add (if necessary) every 6,250 miles (10 000 km) or twice a year, whichever comes first (Fig. 3).
FIGURE 2: DIFFERENTIAL ASSEMBLY
11024
Several speed ratios are available for the drive axle. These ratios depend upon the motor and transmission. Also, special applications may suggest slightly different gear ratios.
1.2 DRIVE AXLE LUBRICATION
Additional lubrication information is covered in the Rockwell "Maintenance Manual No. 5" annexed to this section. During initial stage of normal operation, tiny metal particles originating from moving parts can be found on mating surfaces. These particles are carried by the lubricant through the assembly and act as
11-2
FIGURE 3: DIFFERENTIAL HOUSING BOWL
11007
1.3 MAINTENANCE
Proper vehicle operation begins with preventive maintenance, such as good differential use. The most common types of drive axle carrier failures are spinout, shock, fatigue, overheating and lubrication. Avoid neglecting these points since they would be the first steps to improper maintenance, expensive repairs, and excessive downtime.
Inspect the pinion oil seal, axle shaft flange and carrier housing gaskets for evidence of lubricant leakage. Tighten the bolts and nuts, or replace the gaskets and seals to correct leaks.
Maintenance of the axle mountings consists
primarily in a regular and systematic inspection of the air suspension units and radius rods, as directed in Section 16, "SUSPENSION".
1.3.1 Checking and Adjusting the Oil Level
Warning:
Before servicing, park safely over a repair pit, apply parking brake, stop engine and set battery master switch to the "OFF" position.
1.
Make sure the vehicle is parked on a level surface.
Caution:
Check the oil level when the axle is at room temperature. When hot, the oil temperature may be 190ºF (88ºC) or more and can cause burns. Also, a correct reading is not obtained when the axle is warm or hot.
2.
Make sure the axle is "cold" or at room temperature.
3.
Clean the area around the fill plug. Remove the fill plug from the differential axle housing bowl (Fig. 3).
4.
The oil level must be even with the bottom of the hole of the fill plug.
a.
If oil flows from the hole when the plug is loosened, the oil level is high. Drain the oil to the correct level.
b.
If the oil level is below the bottom of the hole of the fill plug, add the specified oil.
5.
Install and tighten the fill plug to 35-50 lbf•ft
(48-67 N•m).
1.3.2 Draining and Replacing the Oil
Warning:
Before servicing, park safely over a repair pit, apply parking brake, stop engine and set battery master switch to the "OFF" position.
1.
Make sure the vehicle is parked on a level surface. Put a large container under the axle's drain plug.
Note:
Drain the oil when the axle is warm.
2.
Remove the drain plug from the bottom of the axle. Drain and discard the oil in an environment friendly manner.
3.
Install and tighten the drain plug to 35-50 lbf•ft (48-67 N•m).
4.
Clean the area around the fill plug. Remove the fill plug from the differential housing bowl.
Section 11: REAR AXLES
5. Add the specified oil until the oil level is even with the bottom of the hole of the fill plug.
Allow the oil to flow through the axle and check the oil level again (lube capacity 41 pints [13,3 liters]).
Caution:
The differential overheats when the oil temperature rises above 250ºF (120 ºC).
6.
Install and tighten the fill plug to 35-50 lbf•ft
(48-67 N•m).
1.3.3 Speed Sensors (Anti-Lock Brake system, ABS)
For removing and installing the drive axle speed sensors (for anti-lock brake systems, ABS), refer to Section 12: ‘’Brake and Air System’’ and to
Rockwell WABCO Maintenance Manual: “Anti-
Lock Brake Systems For Trucks, Tractors and
Buses" , annexed at the end of section 12.
1.4 REMOVAL AND REINSTALLATION
The following procedure deals with the removal of the drive axle assembly and its attachments as a unit. The method used to support the axle during removal and disassembly depends upon local conditions and available equipment.
1. Raise vehicle by its jacking points on the body
(fig. 4 or see Section 18, "BODY" under heading "VEHICLE JACKING POINTS").
Place jack stands under frame. Remove drive axle wheels (if required, refer to Section 13,
"WHEELS, HUBS AND TIRES".
FIGURE 4: JACKING POINTS ON FRAME
18480
2.
Exhaust compressed air from the air supply system by opening the drain cock on each air reservoir.
3.
Disconnect the propeller shaft as directed in
Section 9, "PROPELLER SHAFT", in this manual.
4.
On both sides of the vehicle, unscrew fasteners retaining front wheel housing plastic guards, and remove them from vehicle.
11-3
Section 11: REAR AXLES
5.
Disconnect both height control valve links from air spring mounting plate brackets.
6.
Remove cable ties securing the ABS cables to service brake chamber hoses. Disconnect the ABS cable plugs from the drive axle wheel hubs.
Note:
When removing drive axle, if unfastening cable ties is necessary for ease of operation, remember to replace them afterwards.
7.
Disconnect the brake chamber hoses.
Note:
Position the hoses so they will not be damaged when removing the axle.
8.
Install jacks under the axle jacking points to support the axle weight (refer to figure 5).
FIGURE 5: JACKING POINTS ON DRIVE AXLE
11005
9. Remove the four shock absorbers as outlined in Section 16, "SUSPENSION" under heading "SHOCK ABSORBER
REMOVAL".
10. Remove the sway bar.
11. Remove the lower and upper longitudinal radius rod supports from vehicle sub-frame as outlined in Section 16, "SUSPENSION", under heading "RADIUS ROD REMOVAL".
12. Remove the transversal radius rod support from the vehicle sub-frame.
13. Remove the two retaining nuts from each of the four air bellows lower mounting supports.
14. Use the jacks to lower axle. Carefully pull away the jacks axle assembly from underneath vehicle.
15. Reverse removal procedure to reinstall drive axle.
Note:
Refer to Section 16, “SUSPENSION” for suspension components' proper tightening torques.
Note:
Refer to section 13 "WHEELS, HUBS
AND TIRES" for correct wheel bearing adjustment procedure.
1.5 DISASSEMBLY AND REASSEMBLY
Disassembly and re-assembly procedures are covered under applicable headings in Rockwell's
"MAINTENANCE MANUAL, NO. 5", annexed to this section.
1.6 GEAR SET IDENTIFICATION
Gear set identification is covered under applicable heading in Rockwell's
"MAINTENANCE MANUAL NO. 5", annexed to this section.
1.7 ADJUSTMENTS
Adjustments are covered under applicable headings in Rockwell's "MAINTENANCE
MANUAL NO. 5", annexed to this section.
1.8 FASTENER TORQUE CHART
A differential fastener torque chart is provided in
Rockwell's "MAINTENANCE MANUAL NO. 5", annexed to this section.
Drive axle tire matching is covered under the applicable heading in Section 13, "WHEELS,
HUBS AND TIRES" in this manual.
1.10 DRIVE AXLE ALIGNMENT
Note:
For drive axle alignment specifications, refer to chart in this section.
The drive axle alignment consists in aligning the axle according to the frame. The axle must be perpendicular to the frame. The alignment is achieved with the use of shims inserted between the lower longitudinal radius rod supports and the frame.
Drive axle alignment is factory set and is not subject to any change, except if the vehicle has been damaged by an accident or if there are requirements for replacement.
Caution:
If this setting is significantly altered, the vehicle will produce offset tracking (dog tracking).
11-4
Section 11: REAR AXLES
If the axle has been removed for repairs or servicing and if all the parts are reinstalled exactly in the same place, the axle alignment is not necessary. However, if the suspension supports have been replaced or altered, proceed with the following instructions to verify or adjust the drive axle alignment.
Note:
When drive axle alignment is modified, tag axle alignment must be re-verified.
1.10.1 Procedure
1.
Park vehicle on a level surface, then chock front vehicle wheels.
2.
Using two jacking points (which are at least
30 inches [76 cm] apart) on drive axle, raise the vehicle sufficiently so that wheels can turn freely at about ½ inch from ground.
Secure in this position with safety stands, and release parking brake.
3.
Install wheel mount sensors on front and drive axles (fig. 6). Adjust front axle according to appropriate specifications chart below.
Note : See reference numbers on wheel mount sensors (fig. 6).
Note:
Select axle specifications in the appropriate chart.
FRONT AXLE
RIGID FRONT SUSPENSION EQUIPPED VEHICLES
Alignment / value Minimum value Nominal value Maximum value
Right camber (deg.)
Left camber (deg.)
Right caster (deg.)
-0.5
-0.5
2
0
0
2.75
0.5
0.5
3.5
Left caster (deg.)
Total toe (inches)
2
1/16
2.75
3/32
3.5
1/8
DRIVE AXLE ALIGNMENT
•
With the system installed as for front axle alignment (fig.6), adjust drive axle according to specifications' chart below.
Alignment / value
DRIVE AXLE
ALL VEHICLES
Minimum value Nominal value Maximum value
Thrust angle (deg.) -0.11
0 0.11
TAG AXLE ALIGNMENT
•
Remove and reinstall all wheel mount sensors on the drive and tag axles (fig. 7);
Note : For an accurate alignment, the tag axle must be aligned with the drive axle.
Note : Reinstall wheel mount sensors as shown in figure 7. For example, the sensor from the right side of the front axle is mounted on the left side of the tag axle. For corresponding wheel mount sensor reference numbers, refer to figure 6.
11-5
Section 11: REAR AXLES
•
Adjust tag axle according to specifications' chart below.
Alignment / value
Thrust angle (deg.)
TAG AXLE
ALL VEHICLES
Minimum value Nominal value
-0.02
0
Maximum value
0.02
FIGURE 6: FRONT & DRIVE AXLE ALIGNMENT
11025
FIGURE 7: TAG AXLE ALIGNMENT
11026
Note:
Refer to Section 16, "SUSPENSION", for proper torque tightening of the longitudinal radius rod support nuts.
Note (2):
When the drive alignment is changed, the tag alignment must also be adjusted.
11-6
1.11 AXLE SHAFT SEALING METHOD
The following method is to be used to ensure that axle shaft installation is fluid-tight:
Section 11: REAR AXLES c.
Install the lock washers and nuts on the studs. Tighten nuts to the correct torque value.
Note:
Torque values are for fasteners that have a light application of oil on the threads (refer to
Rockwell Maintenance Manual).
9/16-18 plain nut: 110 – 165 lbf•ft(149 – 224 N•m)
5/8-18 plain nut: 150 - 230 lbf•ft (203 - 312 N•m)
FIGURE 8: AXLE SHAFT INSTALLATION 11003
1.................................................... Silicone sealant*
2............................................................... Axle shaft
3................................................................... Gasket
4............................................................. Wheel hub
1.
Clean the mounting surfaces of both the axle shaft flange and wheel hub where silicone sealant will be applied. Remove all old silicone sealant, oil, grease, dirt and moisture.
Dry both surfaces.
2.
Apply a continuous thin bead of silicone sealant* (Prévost P/N 680053) on the mounting surfaces and around the edge of all fastener holes of both the axle shaft flange and wheel hub.
* GENERAL ELECTRIC Silicone Rubber Adhesive Sealant
RTV 103 Black.
Warning : Carefully read cautions and instructions on the tube of silicone sealant and its packing.
3.
Assemble components immediately to permit the silicone sealant to compress evenly between parts.
a.
Place a new gasket, then install the axle shaft into the wheel hub and differential carrier. The gasket and flange of the axle shaft must fit flat against the wheel hub.
b.
Install the tapered dowels at each stud and into the flange of the axle shaft. Use a punch or drift and hammer if needed.
11-7
The tag axle is located behind the drive axle. It carries a single wheel and tire on each side. The standard system allows unloading of the tag axle air springs without raising the axle, while the optional system enables unloading and raising of the tag axle (refer to the "OPERATOR'S
MANUAL" for location of controls). Both these systems have been designed for the following purposes :
1. Shortening of wheelbase, thus allowing tighter turning in tight maneuvering areas such as parking lots or when making a sharp turn.
2. Transferring extra weight and additional traction to the drive wheels on slippery surfaces.
Caution:
Never exceed 30 mph (50 km/h) with tag axle up or unloaded and resume normal driving as soon as possible.
The tag axle service brakes operate only when the axle is in normal driving (loaded) position.
2.1 OIL LUBRICATED WHEEL BEARINGS
FIGURE 9: OIL FILL CAP
13026
Section 11: REAR AXLES
The oil level on the tag axle and front axle wheel bearings must be maintained between the ”ADD” and “FULL” level mark in the sight glass or between 15/16” and 1 3/16” from wheel centerline (23 to 30 mm) (Fig. 9). To check the oil level after the vehicle has been driven, wait at least 15 minutes to ensure that oil has settled.
Differential oil is used to lubricate the drive axle wheel bearings. Maintain the drive axle wheel bearing oil at the level indicated to ensure adequate lubrication.
Note:
It is more precise to measure the oil level in the wheel hubs according to the instructions above than to refer to the indicator lines on the hubs.
2.2 REMOVAL AND REINSTALLATION
The following procedure deals with the removal of the tag axle assembly along with the suspension components. The method used to support the axle and suspension components during removal and disassembly depends upon local conditions and available equipment.
1.
Raise vehicle by its jacking points on the body
(fig. 4 or see Section 18, "BODY" under heading : "VEHICLE JACKING POINTS" ) .
Place jack under frame. Remove drive axle wheels (if required, refer to Section 13,
"WHEELS, HUBS AND TIRES" ).
2.
Exhaust compressed air from the air supply system by opening the drain cock on each air reservoir.
3.
Install jacks under tag axle jacking points to support the axle weight (refer to figure 10).
FIGURE 10: JACKING POINTS ON TAG AXLE
11023
4.
Applies only to vehicles equipped with retractable tag axles: Disconnect tag axle lifting chain collars from lower longitudinal radius rods.
11-8
5.
Remove the propeller shaft as directed in
Section 9, "PROPELLER SHAFT", in this manual.
6.
Disconnect the tag axle brake chamber hoses.
Caution:
Position the hoses so they will not be damaged when removing axle.
7.
Disconnect hose from the air spring upper mounting plate.
8.
Remove the two shock absorbers as outlined in Section 16, "SUSPENSION", under
"SHOCK ABSORBER REMOVAL".
9.
Disconnect the lower longitudinal radius rods as outlined in Section 16, "SUSPENSION", under "RADIUS ROD REMOVAL".
10. Disconnect the transversal radius rod.
11. Disconnect the upper longitudinal radius rod.
12 Remove the air bellows retaining nuts from each of the two upper mounting plates.
13. Use the jacks to move the axle forward to clear the axle off the transmission. Lower the axle.
Caution:
On vehicles equipped with an automatic transmission (with or without the output retarder), move tag assembly very carefully. Pay special attention to the U-shaped section, as the transmission end components may be easily damaged through a false maneuver.
14. Reverse removal procedure to reinstall tag axle.
Note:
Refer to Section 16 , "SUSPENSION" , for proper torque tightening of suspension components.
Note:
Refer to section 13 "WHEELS, HUBS AND
TIRES" for correct wheel bearing adjustment procedure.
2.3 TAG AXLE ALIGNMENT
Note:
For tag axle alignment specifications, refer to paragraph 3: ‘’SPECIFICATIONS’’ in this section.
The tag axle alignment consists in aligning the tag axle parallel to the drive axle position. Before aligning the tag axle, proceed with the drive axle
alignment (paragraph 1.10). Tag axle alignment is achieved with the use of shims inserted between the lower longitudinal radius rod supports and axle. Tag axle alignment is factory set and is not subject to any change, except if vehicle has been damaged by an accident or if there are requirements for parts replacement.
Caution:
If this setting is altered significantly, it will cause excessive tire wear.
Section 11: REAR AXLES
If axle has been removed for repair or servicing and if all parts are reinstalled exactly in their previous locations, axle alignment is not necessary. However, if the suspension supports have been replaced or have changed position, proceed with the following instructions to verify or adjust the tag axle alignment.
3. SPECIFICATIONS
Drive Axle
Make............................................................................................................................................................ Meritor
Drive track ........................................................................................................................ 76.7 inches (1 949 mm)
Gear type..................................................................................................................................................... Hypoid
Axle type............................................................................................................................................... Full floating
Lube capacity ..........................................................................................................................41 pints (19,3 liters)
Drive axle ratio
World Transmission
4.88:1 Standard
4.56:1 Optional
Note:
The drive axle alignment consists in aligning the axle with reference to the frame. The axle must be perpendicular to the frame.
Tag Axle
Make........................................................................................................................................................... Prévost
Rear track......................................................................................................................... 83.6 inches (2 124 mm)
Axle type..........................................................................................................Dana Spicer Europe TS5 Hub Unit
Note:
The tag axle alignment consists in aligning the tag axle parallel to the drive axle.
11-9
SECTION 12: BRAKE AND AIR SYSTEM
CONTENTS
1.
AIR SYSTEM ................................................................................................................................... 12-5
2.
BRAKES .......................................................................................................................................... 12-5
3.
AIR RESERVOIRS........................................................................................................................... 12-5
3.1
M AINTENANCE ............................................................................................................................. 12-6
3.1.1
Wet (Main) Air Tank ........................................................................................................... 12-6
3.1.2
3.1.3
Primary Air Tank ................................................................................................................ 12-6
Accessory Air Tank ............................................................................................................ 12-6
3.1.4
3.1.5
3.1.6
Emergency/Parking Brake Overrule Air Tank.................................................................... 12-6
Secondary Air Tank ........................................................................................................... 12-6
Kneeling Air Tank............................................................................................................... 12-6
3.2
PING TANK ................................................................................................................................... 12-6
4.
AIR SYSTEM EMERGENCY FILL VALVES ................................................................................... 12-7
5.
ACCESSORY AIR FILTER .............................................................................................................. 12-7
5.1
F ILTER E LEMENT R EPLACEMENT .................................................................................................. 12-7
5.2
C LEANING ................................................................................................................................... 12-7
6.
AIR GAUGES (PRIMARY AND SECONDARY) .............................................................................. 12-7
7.
AIR FILTER/DRYER ........................................................................................................................ 12-8
7.1
AIR FILTER / DRYER PURGE TANK .................................................................................................... 12-8
8.
AIR LINES........................................................................................................................................ 12-8
8.1
COPPER PIPING ........................................................................................................................... 12-8
8.2
F LEXIBLE H OSES ......................................................................................................................... 12-8
8.3
N YLON T UBING ........................................................................................................................... 12-8
8.4
A IR L INE OPERATING T EST ........................................................................................................... 12-9
8.5
A IR LINE L EAKAGE T EST .............................................................................................................. 12-9
8.6
M AINTENANCE ............................................................................................................................. 12-9
9.
PRESSURE REGULATING VALVES.............................................................................................. 12-9
9.1
M AINTENANCE ............................................................................................................................. 12-9
9.2
P RESSURE S ETTING P ROCEDURE ................................................................................................ 12-9
10.
AIR COMPRESSOR (TU-FLO 750) ........................................................................................... 12-10
10.1
C OMPRESSOR R EMOVAL AND I NSTALLATION ............................................................................... 12-10
11.
EMERGENCY / PARKING BRAKE CONTROL VALVE (PP-1) ................................................ 12-11
12.
EMERGENCY / PARKING BRAKE OVERRULE CONTROL VALVE (RD-3)........................... 12-11
13.
FLIP-FLOP CONTROL VALVE (TW-1) ..................................................................................... 12-11
14.
DUAL BRAKE APPLICATION VALVE (E-10P)......................................................................... 12-11
14.1
B RAKE P EDAL A DJUSTMENT ...................................................................................................... 12-12
12 -1
Section 12: BRAKE AND AIR SYSTEM
14.1.1
Maintenance .................................................................................................................... 12-12
15.
STOPLIGHT SWITCHES ........................................................................................................... 12-12
16.
PARKING BRAKE ALARM SWITCH......................................................................................... 12-12
17.
BRAKE RELAY VALVE (R-12 & R-12DC) ................................................................................ 12-12
18.
QUICK RELEASE VALVES (QR-1) ........................................................................................... 12-13
19.
SPRING BRAKE VALVE (SR-1) ................................................................................................ 12-13
20.
PRESSURE PROTECTION VALVE (PR-2)............................................................................... 12-13
21.
LOW PRESSURE INDICATORS (LP-3) .................................................................................... 12-14
22.
SHUTTLE-TYPE DOUBLE CHECK VALVE (DC-4).................................................................. 12-14
23.
EMERGENCY DOOR OPENING VALVES................................................................................ 12-14
23.1
I NTERIOR V ALVE M AINTENANCE ................................................................................................. 12-14
24.
AIR HORN VALVE ..................................................................................................................... 12-14
25.
AIR SYSTEM TROUBLESHOOTING ........................................................................................ 12-14
26.
BRAKE OPERATION................................................................................................................. 12-15
27.
AIR BRAKES.............................................................................................................................. 12-15
27.1
DISC BRAKE PADS ...................................................................................................................... 12-15
27.2
CALIPER MAINTENANCE .............................................................................................................. 12-16
27.3
ROADSIDE INSPECTION FOR KNORR / BENDIX AIR DISC BRAKES ..................................................... 12-17
27.4
PAD REMOVAL ........................................................................................................................... 12-18
27.5
CHECKING PAD WEAR ................................................................................................................ 12-18
27.6
IMPORTANT PAD AND ROTOR MEASUREMENTS ............................................................................. 12-18
27.7
CHECKING CALIPER GUIDANCE AND SEAL CONDITION ................................................................... 12-18
27.8
CHECKING THE TAPPET BOOTS ................................................................................................... 12-19
27.9
PAD INSTALLATION ..................................................................................................................... 12-19
27.10
ADJUSTING THE RUNNING CLEARANCE ..................................................................................... 12-20
27.11
BRAKE TOOLS ........................................................................................................................ 12-20
27.12
TORQUE SPECIFICATIONS ....................................................................................................... 12-20
28.
SAFE SERVICE PROCEDURES ............................................................................................... 12-20
29.
AIR BRAKE TROUBLESHOOTING .......................................................................................... 12-21
30.
BRAKE AIR CHAMBER............................................................................................................. 12-24
30.1
M AINTENANCE ........................................................................................................................... 12-24
30.2
E MERGENCY /P ARKING B RAKE M ANUAL R ELEASE ....................................................................... 12-25
30.3
BRAKE CHAMBER R EMOVAL ....................................................................................................... 12-25
30.4
BRAKE CHAMBER I NSTALLATION ................................................................................................. 12-25
30.5
BRAKE CHAMBER D ISASSEMBLY ................................................................................................. 12-25
12-2
Section 12: BRAKE AND AIR SYSTEM
31.
ANTI-LOCK BRAKING SYSTEM (ABS) ................................................................................... 12-26
31.1
T ROUBLESHOOTING AND T ESTING .............................................................................................. 12-26
31.2
ABS COMPONENTS ................................................................................................................... 12-28
31.2.1
Electronic Control Unit (ECU) .......................................................................................... 12-28
31.2.2
Maintenance .................................................................................................................... 12-28
31.3
ABS M ODULATOR V ALVE .......................................................................................................... 12-28
31.3.1
Maintenance .................................................................................................................... 12-28
31.4
S ENSORS .................................................................................................................................. 12-28
31.4.1
Maintenance .................................................................................................................... 12-29
31.4.2
Sensor Installation ........................................................................................................... 12-29
31.5
S PRING CLIP
............................................................................................................................. 12-29
31.5.1
Maintenance .................................................................................................................... 12-29
32.
FITTING TIGHTENING TORQUES ........................................................................................... 12-29
33.
SPECIFICATIONS...................................................................................................................... 12-31
ILLUSTRATIONS
FIGURE 1: AIR RESERVOIRS LOCATION ............................................................................................ 12-5
FIGURE 2: REAR VALVE LOCATION .................................................................................................... 12-6
FIGURE 3: FRONT SERVICE COMPARTMENT ................................................................................... 12-6
FIGURE 4: ACCESSORY AIR FILTER ................................................................................................... 12-7
FIGURE 5: HALDEX AIR FILTER DRYER.............................................................................................. 12-8
FIGURE 6: AIR PRESSURE REGULATING VALVE .............................................................................. 12-9
FIGURE 7: AIR PRESSURE REGULATOR.......................................................................................... 12-10
FIGURE 8: AIR COMPRESSOR INSTALLATION ............................................................................... 12-10
FIGURE 9: PP-1 .................................................................................................................................... 12-11
FIGURE 10: RD-3 .................................................................................................................................. 12-11
FIGURE 11: TW-1 ................................................................................................................................. 12-11
FIGURE 12: BRAKE PEDAL ADJUSTMENT ........................................................................................ 12-12
FIGURE 13: DELCO SWITCH .............................................................................................................. 12-12
FIGURE 14: BENDIX SWITCH ............................................................................................................. 12-12
FIGURE 15: R-12 .................................................................................................................................. 12-13
FIGURE 16: QR-1 ................................................................................................................................. 12-13
FIGURE 17: SR-1 .................................................................................................................................. 12-13
FIGURE 18: PR-2 .................................................................................................................................. 12-13
FIGURE 19: LP-3................................................................................................................................... 12-14
FIGURE 20: DC-4.................................................................................................................................. 12-14
FIGURE 21: THREE WAY VALVE ........................................................................................................ 12-14
FIGURE 22: BRAKE PAD CHECK ........................................................................................................ 12-16
FIGURE 23: CLEARANCE INSPECTION ............................................................................................. 12-16
FIGURE 24:RUNNING CLEARANCE ................................................................................................... 12-16
FIGURE 25: ADJUSTER PINION.......................................................................................................... 12-17
FIGURE 26: BOX WRENCH ON ADJUSTER PINION ......................................................................... 12-17
FIGURE 27: CALIPER AXIAL MOVEMENT.......................................................................................... 12-17
FIGURE 28: RADIAL MOVEMENT INSPECTION ................................................................................ 12-17
FIGURE 29: BRAKE PAD CHECK ........................................................................................................ 12-18
FIGURE 30: PAD REMOVAL ................................................................................................................ 12-18
FIGURE 31: PAD WEAR....................................................................................................................... 12-18
FIGURE 32: ROTOR AND PAD WEAR LIMITS.................................................................................... 12-18
FIGURE 33: CALIPER GUIDANCE....................................................................................................... 12-19
FIGURE 34: RUBBER BOOTS ............................................................................................................. 12-19
12-3
Section 12: BRAKE AND AIR SYSTEM
FIGURE 35: PAD INSTALLATION ........................................................................................................ 12-19
FIGURE 36: RUNNING CLEARANCE .................................................................................................. 12-20
FIGURE 37: TORQUE SPECIFICATION .............................................................................................. 12-20
FIGURE 38: TORQUE SPECIFICATION .............................................................................................. 12-20
FIGURE 39: AIR-OPERATED BRAKING SYSTEM H3 ........................................................................ 12-22
FIGURE 40: RIGID SUSPENSION FRONT AXLE BRAKE AIR CHAMBER......................................... 12-24
FIGURE 41: TAG AXLE OR DRIVE AXLE BRAKE AIR CHAMBER..................................................... 12-24
FIGURE 42: ABS 4S/4M CONFIGURATION ........................................................................................ 12-27
FIGURE 43: FIRST L.H. BAGGAGE COMPARTMENT........................................................................ 12-28
FIGURE 44: ABS MODULATOR VALVE .............................................................................................. 12-28
FIGURE 45: ABS SENSOR LOCATION ............................................................................................... 12-29
FIGURE 46: SPRING CLIP ................................................................................................................... 12-29
FIGURE 47: HOSE FITTINGS .............................................................................................................. 12-29
FIGURE 48: HOSE FITTING................................................................................................................. 12-30
FIGURE 49: HOSE FITTING................................................................................................................. 12-30
12-4
The basic air system consists of an air compressor, reservoirs, valves, filters and interconnecting lines and hoses. It provides a means for breaking, operating controls and accessories, and suspension (refer to Section
16, "Suspension" , for complete information on suspension description and maintenance). An air system schematic diagram is annexed in the technical publications box provided with the vehicle for better understanding of the system.
2. BRAKES
This vehicle uses both the service brake and emergency/parking brake. The service brake air system is divided into two independent circuits to isolate front brakes from rear brakes, thus providing safe breaking in the event that one circuit fails. Front axle brakes operate from the secondary air system, while brakes on both the drive axle and tag axle operate from the primary air system.
Note: The tag axle service brake operates only when the axle is in normal ride position (loaded and down).
Section 12: BRAKE AND AIR SYSTEM
Furthermore, the brake application or release, which is speed up by pneumatic relay valves (R-
12 & R-12DC), will start with the rear axles and will be followed by the front axle, thus providing uniform braking on a slippery road. The vehicle is also equipped with an Anti-Lock Braking
System (ABS), which is detailed later in this section.
The drive and tag axles are provided with springloaded emergency/parking brakes, which are applied automatically whenever the control valve supply pressure drops below 40 psi (275 kPa).
The optional emergency/parking brake overrule system allows the driver to release spring brakes, and to move the vehicle to a safe parking place, such as in the case of a selfapplication of these brakes due to a drop in air pressure.
The air coming from the air dryer is first forwarded to the wet air tank, then to the primary
(for the primary brake system), secondary (for the secondary brake system), and accessory (for the pneumatic accessories) air tanks (Fig. 1).
Two additional air reservoirs may be installed on the vehicle: the kneeling air tank and emergency/ parking brake overrule air tank.
FIGURE 1: AIR RESERVOIRS LOCATION
12-5
12196
Section 12: BRAKE AND AIR SYSTEM
3.1 MAINTENANCE
Ensure that both the accessories and the wet
(main) air tanks are purged during pre-starting inspection. In addition, it is good practice to purge these reservoirs at the end of every working day. The remaining reservoirs must be purged at every 12,000 miles (or 20 000 km) or once every year, whichever comes first.
3.1.1 Wet (Main) Air Tank
This reservoir, located in front and above the drive axle in the rear wheelhousing, is provided with a bottom drain valve. A recommended purge using the bottom drain valve should be done every 12,000 miles (20 000 km), or once a year, whichever comes first. Purge daily using the drain valve located in the engine compartment R.H. side (Fig. 2).
3.1.2 Primary Air Tank
This reservoir is located above the tag axle, and is provided with a bottom drain valve (Fig. 1). It is recommended to purge the primary air tank every 12,500 miles (20 000 km) or once a year, whichever comes first.
FIGURE 2: REAR VALVE LOCATION
12148
3.1.3 Accessory Air Tank
The accessory air tank is installed at the ceiling of spare wheel compartment and is provided with a bottom drain valve (Fig. 1). Purge daily using the remote drain valve located in the front reservoir by it’s drain valve every 12,500 miles
(20 000 km) or once a year, whichever comes first.
FIGURE 3: FRONT SERVICE COMPARTMENT
12130
3.1.4 Emergency/Parking Brake Overrule Air
Tank
Installed on vehicles equipped with this option, this reservoir is located in the front wheelhousing
(Fig. 1). It is provided with a bottom drain valve.
Purge this reservoir every 12,500 miles (20 000 km) or once a year, whichever comes first.
3.1.5 Secondary Air Tank
Located in the front wheelhousing, this tank is set between the optional Emergency/Parking
Brake overrule air tank and the Kneeling air tank
(Fig. 1). It is provided with a bottom drain valve.
Purge this reservoir every 12,500 miles (20 000 km) or once a year, whichever comes first.
3.1.6 Kneeling Air Tank
The kneeling air tank is installed on vehicles equipped with the Kneeling or Hi/Low-Buoy options. It is located in the front wheelhousing
(Fig. 1), and is provided with a bottom drain valve. Purge this reservoir every 12,500 miles
(20 000 km) or once a year, whichever comes first.
The ping tank is located in the engine compartment and is accessible through the engine compartment R.H. side door. It is used to dissipate heat and to reduce noise produced by the air compressor cycling on and off.
12-6
4. AIR SYSTEM EMERGENCY FILL VALVES
All vehicles come equipped with two emergency fill valves that enable system pressurization by an external source such as an air compressor.
The rear valve is located in the engine compartment and is accessible from engine compartment R.H. side door (Fig 2.).
Caution: Maximum allowable air pressure is
140 psi (965 kPa). Air filled through these two points will pass through the standard air filtering system provided by Prevost. Do not fill system by any other point on the system.
The front valve is located in the front electrical and service compartment close to R.H. side of doorframe (Fig. 3).
These two air system emergency fill valves are fitted with the same valve stems as standard tires, and can be filled by any standard external air supply line.
The rear air system emergency fill valve will supply air for all systems (brakes, suspension and accessories) while the front fill valve will supply air to accessories only.
5. ACCESSORY AIR FILTER
FIGURE 4: ACCESSORY AIR FILTER
12088
This filter is located inside the front electrical and service compartment (Fig. 3). Its main function consists in filtering the air supplied to the accessory air system, when connected to an external supply line. Ensure filter is purged
12-7
Section 12: BRAKE AND AIR SYSTEM whenever supplying the system with an external air line and at least every 12,500 miles (20 000 km).
moisture come out, then close the drain valve.
5.1 FILTER ELEMENT REPLACEMENT
Replace filter element whichever of the following occurs first: every 100,000 miles (160 000 km), every two years, or whenever differential pressure exceeds 15 psi (105 kPa) between filter inlet and outlet ports. Check condition of all three
O’rings for damage. Replace when necessary
(Fig. 4).
5.2 CLEANING
Clean filter body and bowl with a warm water and soap solution. Rinse thoroughly with clean water.
Blow dry with compressed air making sure the air stream is moisture free and clean. Pay particular attention to the internal passages.
Inspect all parts for damage and replace if necessary.
6. AIR GAUGES (PRIMARY AND
SECONDARY)
The air pressure gauges, located on the dashboard (see "Operator's Manual" or “Owner’s
Manual” ), are connected to the DC-4 double check valve, located on the pneumatic accessories panel in the front service compartment.
The latter is connected to the air lines running from the primary and secondary air tanks, as shown on the pneumatic system diagram provided in the technical publication box. The vehicle should never be set in motion until the buzzer alarm and warning lights turn off, i.e.
when air pressure registers at least 66 psi (455 kPa). Moreover, if pressure drops below 66 psi
(455 kPa), the "Low air pressure" warning lights will turn on, and the "Low air pressure" buzzer will sound. Stop the vehicle immediately, determine and correct the cause(s) of pressure loss. Check the gauges regularly with an accurate test gauge. Replace the gauge with a new unit if there is a difference of 4 psi (27 kPa) or more in the reading.
Section 12: BRAKE AND AIR SYSTEM systems such as the entrance door, air horns, etc. Furthermore, the nylon tubing is color coded to ease identification. Refer to the following table for the complete color identification code.
Service instructions for each type of air line are also provided under the applicable headings.
Color
Red
Green
Yellow
Blue
Black
Brown
Circuit
Secondary
Primary and Delivery
Parking Brake
Suspension
Accessory
Trailer Brake
FIGURE 5: HALDEX AIR FILTER DRYER
12194
The air filter/dryer is located in front of rear wheelhousing above drive axle (Fig. 1 & 5). Its purpose is to remove moisture that could damage the air system before the air enters the system reservoir. The air filter/dryer also filters the air to remove dirt, compressor oil, and other contaminants that can damage the system.
Change cartridge every 100,000 miles (160 000 km) or once every two years, whichever comes first. The air dryer may be purged for maintenance purposes using the remote drain valve located in the engine compartment and accessible through the engine compartment R.H.
side door. The valve is positioned close to the door hinge (Fig. 2). The air filter/dryer has a builtin governor to maintain the system between a minimum and a maximum value.
Maintenance and repair information is supplied in the applicable booklet annexed to this section.
7.1 AIR FILTER/DRYER PURGE TANK
A tank is supplied to purge the air filter/dryer to remove moisture and contaminants.
A heat dissipation copper piping assembly is used to dissipate the heat coming from the compressor before it enters the air filter/dryer.
Connections should be checked for leakage at least every 6,250 miles (10 000 km) or twice a year, whichever comes first. Tighten or replace when necessary. When replacing copper piping, the parts must be free of burrs, copper cuttings, and dirt. Blow out piping with compressed air.
Any such particles will destroy sealing seats in air control units. Also, new piping must be the same size as the old one.
A flexible hose is used normally where it is impractical to use copper or nylon tubing due to constant flexing during operation, such as brake chamber hoses or belt tensioner air cylinder hoses. Hose connections should be tested for leakage at least every 6,250 miles (10 000 km) or twice a year, whichever comes first and tightened or replaced if necessary. Any hose, which is chafed, worn or kinked, should be replaced.
Teflon-braided stainless steel hoses used in the engine compartment must be replaced only with similar hoses.
Copper piping, nylon-reinforced tubing, and flexible hoses are used to connect the units in the pneumatic system, including air brake system, suspension system and accessory
12-8
Nylon tubing is used for air lines in areas where usage of this material is suitable. Nylon tubing is flexible, durable, and weather resistant. When
replacing an air line, use nylon tubing only where it has been used previously.
Nylon air lines must never be routed in areas where temperature could exceed 200 o
F (93 o
C).
Caution: Nylon air lines should be used to replace existing nylon lines only, and must comply with the color identification code to ease pneumatic system troubleshooting.
8.4 AIR LINE OPERATING TEST
If any trouble symptom such as slow brake application or slow brake release indicates a restricted or clogged air line, disconnect the suspected tube or hose at both ends and blow through it to clear the passage.
Inspect tubing and hose for partial restriction that may be caused by dents or kinks. If such a condition is found, the tubing or hose should be replaced.
8.5 AIR LINE LEAKAGE TEST
With air system fully charged and the brakes applied, coat all tubing and hose connections with a soapy solution to check for air leakage. No leakage is permitted. Leakage can sometimes be corrected by tightening the connection. If this fails to correct the leakage, new fittings, nylon tubing, copper tubing, teflon-braided stainless steel and flexible hoses must be installed as applicable.
8.6 MAINTENANCE
Inspect all lines for cuts, swelling, kinks or other damage or deterioration. Check for lines being pinched by other components. Retaining clips and ties must be in place.
Any support or bracket should be in good condition and mounted firmly in position. Hose spring guards should be in usable condition and not distorted. Particular attention should be given to long lines. Any supporting component
(clips, ties, grommets, etc.) must be secured to prevent against unnecessary vibration and eventual loosening of connection. Any detected leak should be repaired. Be sure nylon lines are not near areas of intense heat. Check for any missing grommets or loose material where chafing or cutting may occur. Replace with new material as required. In general, lines should be securely located in position and free from any binding condition, which would hinder air flow.
Section 12: BRAKE AND AIR SYSTEM
9. PRESSURE REGULATING VALVES
There is one pressure regulator for the belt tensioners, and an optional one installed on vehicles equipped with the world transmission output retarder.
The belt tensioner pressure regulating valve is located in the engine compartment at the back of the engine starting control panel. It is used to limit the air pressure in belt tensioners to 50 ± 2 psi (345 ± 15 kPa) (Fig. 7).
The optional regulator is located in the engine compartment and is accessible through the engine R.H. side door. It is used for transmission retarder and should be adjusted to 80 ± 3 psi
(550 ± 20 kPa).
Belt Tensioner
Retarder
Air Pressure
(psi)
50 ± 2
80 ± 3
Air Pressure
(kPa)
345 ± 15
550 ± 20
9.1 MAINTENANCE
Every 100,000 miles (160 000 km) or once every two years, whichever comes first, disassemble the pressure regulating valve and wash all metal parts in a cleaning solvent (Fig. 6). Examine the diaphragm; if cracked, worn or damaged, replace with a new one. If the valve is excessively grooved or pitted, it should be replaced. Replace any other part that appears worn or damaged. After reassembly, adjust to the specified pressure setting and check for air leakage.
12-9
FIGURE 6: AIR PRESSURE REGULATING VALVE
12141A
9.2 PRESSURE SETTING PROCEDURE
Remove the dust cap from the pressure check port (Fig. 7). Attach a pressure gauge at this
Section 12: BRAKE AND AIR SYSTEM port and check the pressure reading. If the pressure reading is incorrect, adjust as follows:
1. Loosen the locking nut, turn the adjustment screw counterclockwise to decrease pressure by approximately 10 psi (70 kPa) below the required pressure.
2. Turn the adjustment screw clockwise to increase the pressure slowly until the required pressure setting is reached. Tighten the locking nut.
3. Remove pressure gauge and replace dust cap on the pressure check port.
The air is taken from the air intake manifold and entered in the back of the compressor. The compressed air is pushed into the discharge line located on top of the compressor, which sends air to the air dryer. Lubricating oil is supplied to the compressor by a line from the cylinder block oil gallery connected to the air compressor.
Lubricating oil returns to the engine crankcase through the air compressor drive assembly.
Maintenance and repair information on the
TU-FLO 750 air compressor is supplied in the applicable booklet annexed to this section under reference number SD-01-344.
FIGURE 7: AIR PRESSURE REGULATOR
12143
10. AIR COMPRESSOR (TU-FLO 750)
The air compressor is located on starter side of the engine, on the rear of the engine gear case
(Fig. 8). Its function is to provide and maintain air under pressure to operate devices in brake and air systems.
This air compressor also drives the engine fuel pump, which is bolted to the rear end of the compressor. The compressor crankshaft is designed to accept a drive coupling which is placed between the compressor and fuel pump.
The compressor is driven by the bull gear, and is water cooled. Engine coolant is fed to the compressor through a flexible hose tapped into the block water jacket and connected to the rear of the compressor. Coolant returns from the right of the compressor (fuel pump side) through a flexible hose to the engine cylinder head.
12-10
FIGURE 8: AIR COMPRESSOR INSTALLATION
12199
10.1 COMPRESSOR REMOVAL AND
INSTALLATION
1. Exhaust compressed air from air system by opening the drain valve of each air tank.
2. Drain the engine cooling system. See
Section 5: " Cooling System ".
3. Identify and disconnect all air, coolant and oil lines from the compressor assembly.
4. Access the compressor by the engine R.H.
side compartment. Remove the four compressor mounting bolts and the two fuel pump support bracket bolts.
5. Slide air compressor rearward to disengage the hub from coupling. Remove the air compressor.
Reverse removal procedure for installation.
11. EMERGENCY / PARKING BRAKE
CONTROL VALVE (PP-1)
A push-pull control valve mounted on the L.H.
lateral console is provided for parking brake application or release. The spring brakes are self-actuated whenever the control valve supply pressure drops below 40 psi (275 kPa). In the
UP position, brakes are ON. In the DOWN position, brakes are RELEASED. A protective case around the knob prevents accidentally releasing the brakes.
Section 12: BRAKE AND AIR SYSTEM holding down this control valve. Maintenance and repair information on this valve is supplied in the applicable booklet annexed to this section under reference number SD-03-3611.
FIGURE 9: PP-1
12142
Maintenance and repair information on this valve is supplied in the applicable booklet annexed to this section under reference number
SD-03-3611.
Remove the valve the following way:
1. Drain the air system.
2. Access this valve by tearing out the finishing panel, which holds the controls in place
(Fig. 9).
3. Disconnect the air tubes.
4. Remove the retaining screws.
5. Service or replace the valve.
6. Installation is the reverse of removal.
12. EMERGENCY / PARKING BRAKE
OVERRULE CONTROL VALVE (RD-3)
A RD-3 control valve is used with the optional parking brake overrule system. In the case of self-application of spring brakes due to a pressure drop, the brakes can be released by
12-11
FIGURE 10: RD-3
12136
13. FLIP-FLOP CONTROL VALVE (TW-1)
A flip-flop control valve mounted on the L.H.
lateral console is provided to unload tag axle air springs (and to lift tag axle if vehicle is so equipped). Another one controls the low-buoy system (coaches only). It is a manually operated
"on-off" valve. Maintenance and repair information on this valve is supplied in the applicable booklet annexed to this section under reference number SD-03-3602.
FIGURE 11: TW-1
12138
(E-10P)
The E-10P dual brake valve is a floor mounted, foot-operated type brake valve with two separate supply and delivery circuits. This valve is located in the front service compartment (Fig. 12).
Section 12: BRAKE AND AIR SYSTEM
14.1 BRAKE PEDAL ADJUSTMENT
After brake pedal replacement or repair, adjust the pedal to its proper position according to the following procedure:
1. Replace the linkage, loosen threaded rod lock nuts and screw or unscrew the threaded adjustment rod in order to obtain a 45 o
brake pedal inclination (Fig. 12).
2. Tighten threaded rod lock nuts.
14.1.1 Maintenance
Maintenance and repair information on the E-10P dual brake application valve is supplied in the applicable booklet annexed to this section under reference number SD-03-830.
FIGURE 13 : DELCO SWITCH
12139
FIGURE 12: BRAKE PEDAL ADJUSTMENT 12040
Two Electro-pneumatic stoplight switches are mounted on the dual brake application valve (E-
10P). The upper one is used for the primary air circuit while the lower one is used for the secondary air circuit. Both switches are connected in parallel and have the same purpose, i.e. completing the electrical circuit and lighting the stoplights when a brake application is made. The upper switch (AC Delco) is designed to close its contact between 2 psi and 4 psi (14 kPa to 28 kPa) (Fig. 13), while the lower one
(Bendix, SL-5) closes its contact at 4 psi (28 serviceable items; if found defective, the complete unit must be replaced.
FIGURE 14: BENDIX SWITCH 12140
16. PARKING BRAKE ALARM SWITCH
Refer to the appropriate annexed booklet
(Bendix, SL-5 Stop Light Switch; reference no.
SD-06-2501).
The parking brake alarm uses the same switch as the stoplights. It is mounted on the spring brake valve and operates in conjunction with a
NC relay to sound a warning alarm by completing the electrical circuit when the ignition key is turned OFF with parking brake released.
17. BRAKE RELAY VALVE (R-12 & R-12DC)
The primary air system includes three brake relay valves being supplied by the dual brake valve, and which function is to speed up the application and release of the service brakes.
One R-12DC valve supplies the drive axle service brake air line, while the other two valves supply independently both the tag axle right and left service brake air line and act as interlock valves. These valves are accessible from under the vehicle at the level of the tag axle. Maintenance and repair information on these valves is supplied in the applicable booklet annexed to this section under reference number SD-03-1064 and SD-03-1068.
12-12
Section 12: BRAKE AND AIR SYSTEM
FIGURE 15: R-12
12074
18. QUICK RELEASE VALVES (QR-1)
One quick release valve is installed on this vehicle and is located on the front axle service brakes air line. It is also used on Low Buoy rear release system. It permits rapid exhaust of air pressure from brakes, thus decreasing the brake release time.
Maintenance and repair information on these valves is supplied in the applicable booklet annexed to this section under reference number
SD-03-901.
FIGURE 17: SR-1
12076
20. PRESSURE PROTECTION VALVE (PR-2)
Maintenance and repair information on the pressure protection valve is supplied in the applicable booklet annexed to this section under reference number SD-03-2010.
The air system includes two pressure protection valves (Fig. 18). One valve is installed on the manifold block, and insures at all times a minimum pressure of 75 psi (517 kPa) in the suspension air system in the event that a pressure drop occurs in either the suspension air system or accessory air system. This valve is located in the steering compartment besides the air filter.
FIGURE 16: QR-1 12075
19. SPRING BRAKE VALVE (SR-1)
The spring brake valve is located at ceiling of front bumper compartment. The function of the
SR-1 is to modulate the spring brakes during the application of the foot brake valve in the event of loss of service brake pressure. Maintenance and repair information on the spring brake valve is supplied in the applicable booklet annexed to this section under reference number
SD-03-4508.
FIGURE 18: PR-2
12077
The other valve is installed on the accessory air tank, and insures a minimum pressure of 75 psi
(517 kPa) in the accessory air system in the event that a pressure drop occurs in either the suspension air system or braking air system
(refer to Fig. 1 for accessory air tank location).
12-13
Section 12: BRAKE AND AIR SYSTEM
21. LOW PRESSURE INDICATORS (LP-3)
Maintenance and repair information on the low pressure indicators is supplied in the applicable booklet annexed to this section under reference number SD-06-1600.
The air system includes two low pressure switches. One is located on the pneumatic accessories panel in the front service compartment. The remaining pressure switch is mounted on the spring brake valve, and monitors the parking brake pilot lamp. Its pressure setting is 30 psi (205 kPa).
23. EMERGENCY DOOR OPENING VALVES
Two emergency door opening three-way valves are installed on coaches. One is in the front service compartment, readily accessible. The other one is on the R.H. side lateral console, close to the entrance door. When used, the valve releases pressure in the door locking cylinder, thus allowing the door to be manually opened.
FIGURE 19: LP-3
12078
22. SHUTTLE-TYPE DOUBLE CHECK VALVE
(DC-4)
Maintenance and repair information on the shuttle-type double check valve is supplied in the applicable booklet annexed to this section under reference number SD-03-2202.
The double check valve is located on the pneumatic accessories panel in the front service compartment. In the event of a pressure drop in either the primary or secondary system, this unit will protect the emergency /parking brake control valve and the intact portion of the air system from pressure loss.
FIGURE 20: DC-4
12134
12-14
FIGURE 21: THREE WAY VALVE
12186
23.1 INTERIOR VALVE MAINTENANCE
When needed, this valve can be changed according to the following procedure:
1. Unscrew the front R.H. decorative panel in order to access the valve.
2. Unscrew and remove the valve handle.
3. Unscrew and remove the valve retaining ring.
4. Push the valve inside the console.
5. Disconnect the air tubes.
6. Reverse the procedure to install a new valve.
24. AIR HORN VALVE
The air horn solenoid valve is located in the front service compartment. The air horn activating button is on the center of the steering wheel.
Refer to section 23 “ACCESSORIES” for more information.
25. AIR SYSTEM TROUBLESHOOTING
The following list has been designed to help in troubleshooting some of the most common problems in the air system and main causes. For air brakes troubleshooting, refer to “ Air Brakes
Troubleshooting” in this section. For more troubleshooting information, refer to the manufacturer's brochures annexed to this section.
Air pressure doesn't rise to, or doesn't maintain, a normal setting:
•
Defective air gauge (registering incorrectly).
•
Excessive leaking in air system.
•
Reservoir drain cock open.
•
Air filter/dryer built-in governor poorly adjusted or defective.
•
Defective
•
Worn compressor or excessive wear on piston and/or ring.
Air pressure rises to normal setting too slowly:
•
Excessive leaking in air system.
•
Clogged engine air cleaner.
•
Worn compressor or excessive wear on
•
Air pressure drops quickly when engine is stopped:
•
•
• piston and/or ring.
Engine speed too low.
Air pressure rises above a normal setting:
•
Defective air gauge (registering incorrectly).
•
Air filter/dryer built-in governor poorly adjusted or defective.
Leaks in compressor discharge valve.
Leaks in air lines.
Leaks in air system valves.
The vehicle braking system uses both service and parking air-operated brakes. The air system is divided into two independent circuits to isolate the front axle brakes and the rear axle brakes
(drive and tag), thus providing safe brake operation in the event that one circuit of the system fails. The primary circuit is connected to the drive and tag axle brakes, while the secondary circuit is connected to the front axle brakes. The tag axle service brakes operate only when the axle is in the normal driving (loaded) position. The spring-type emergency brakes are mounted on the drive and tag axles, and will apply automatically if primary system pressure falls below 40 psi (276 kPa). The optional parking brake override system can cancel the parking brakes, enabling the driver to move the vehicle to a safe parking place. To operate this system, push down and hold the control knob
12-15
Section 12: BRAKE AND AIR SYSTEM located on the R.H. side of the driver’s seat (see
"Operator's Manual" for more details).
Furthermore, brake application or release, which is sped up by a pneumatic relay valve (R-12 & R-
12DC), will start with the rear axles and be followed by the front axle, thus providing uniform braking on a slippery surface. The vehicle is also equipped with an Anti-lock Brake System
(ABS), detailed later in this section.
Brake and air system maintenance consists of periodic inspections. Check all parts for damage and brake adjustment (refer to subsequent headings in this section for more details). Ensure all fasteners are tight (refer to “ Specifications" recommended tightening torques).
for
Knorr-Bremse SB7000 disc brakes are used on all axles. The front and drive axle discs are actuated by 24 inch
2
effective area air brake chambers (22 inch
2
for front solid beam axle), while on tag axle, the brake chambers have a 16 inch inch
2
2
effective area for service brake and a 16
effective area for emergency/parking brakes. The Knorr-Bremse SB7000 brakes are supplied with automatic clearance (slack) adjusters as standard equipment for easier adjustment. For more information on disc brake components and maintenance, refer to the manufacturer's brochure at the end of this section.
27.1 DISC BRAKE PADS
Brake pads have to be checked on a regular basis depending on the vehicle operation. The remaining thickness of the pads should never be less than 3/32 in (2 mm). To check pad condition without removing the wheel, verify the position of guide bushing (6) relatively to guide sleeve (4)
(see Fig. 23). When guide sleeve is in alignment with guide bushing, brake pad thickness has to be checked more precisely with the wheel removed. When replacing brake pads, all four pads on an axle have to be changed at the same time. There is no inner or outer pad, since all pads are the same. Once removed, worn pads should be replaced in their original position.
Section 12: BRAKE AND AIR SYSTEM
FIGURE 22: BRAKE PAD CHECK
12117
Use the following procedure for brake calipers servicing. The procedure must be followed in proper sequence to ensure that only needed repairs or replacements are performed on calipers. Problems such as hot brakes or cracked rotors may be effects of sticking calipers, too-small clearance between rotor and pad or possible trapped air pressure in the brake chamber. If any of these symptoms occur, perform this procedure before replacing the rotor to ensure the cause of the problem is properly solved.
1. Check for presence of residual pressure:
To check if there is any residual air pressure in the brake chamber, make four or five brake applications, then try to turn the wheel manually.
If the wheel does not turn, use a wrench to crack the air line and listen for trapped air in the brake chamber then try to turn the wheel manually again. If you find trapped air in the brake booster, ensure that all pneumatic components in the braking system are functioning properly.
Note: A residual pressure of 2-3 PSI in the system is sufficient to prevent the brakes from releasing. Also the stop light switch can operate with as little as 1 PSI, therefore an illuminated brake light does not mean brakes are dragging.
2. Pad to rotor clearance inspection:
Remove clip and washer (26 & 45, Fig. 23), push down retainer bar (11), pull out pin (44) and remove retainer bar. Push caliper toward actuator (center of vehicle) for maximum clearance.
FIGURE 23: CLEARANCE INSPECTION
3. Measure pad to rotor clearance:
12119
Place a long feeler gauge (long enough to measure across entire tappet surface) between the tappet and the backing plate of the pad, measure clearance at both tappets. Clearance should range between 0.020 and 0.035 inch (0.5
mm and 0.9 mm), with a maximum difference between tappet measurements on same brake of 0.008 inch (0.2 mm).
12-16
FIGURE 24:RUNNING CLEARANCE
4. Checking the adjuster
12116
Warning: Use only a standard box wrench on the adjuster hexagonal pinion. Do not overtorque the pinion as overtorquing will damage the pinion.
a) Remove cap (37, Fig. 25).
b) Using a box wrench (8 mm), turn the adjuster pinion (23, Fig. 25) counterclockwise about 2-3 clicks to increase running clearance. By operating the braking system about 5-10 times (30 PSI or 2 bar), the
wrench should turn clockwise in small increments if the adjuster is functioning correctly (Figs. 25 and 26).
Note: With increasing number of applications, the incremental adjustment will decrease.
c) In case of malfunction, i. e. the pinion or box wrench: i) Does not turn.
ii) Turns only with the first application.
iii) Turns forwards then backwards with every application.
In any of the above cases, the automatic adjuster has failed and the caliper must be replaced. In such cases the brakes can be adjusted manually to run a short distance.
d) Take the box wrench off. Replace the cap and check for proper sealing.
Section 12: BRAKE AND AIR SYSTEM
27.3 ROADSIDE INSPECTION FOR KNORR
/BENDIX AIR DISC BRAKES
The coach is equipped with air disc brakes and therefore, cannot be inspected using the requirements for chamber stroke or visible lining clearance or lining thickness as specified for drum brakes. The roadside inspector should use the following instructions to determine that the air disc brakes are within proper adjustment and have sufficient pad wear thickness.
The Knorr/Bendix air disc brake is designed to move freely, with minimal force, in the axial direction on the two sliding pins as identified in figure 27. The movement in the axial direction should not exceed 2 mm (5/64”).
FIGURE 27: CALIPER AXIAL MOVEMENT
12132
The caliper flotation consists of two pins. One pin
(fixed pin) floats and should have minimal movement in the radial direction. The other pin is floating in a rubber bushing. The maximum radial movement should not exceed 2.0 mm (0.080”).
To check the radial movement, insert a pry tool between the caliper and carrier near the middle and then measure the relative movement as shown in figure 28.
FIGURE 25: ADJUSTER PINION
12120
FIGURE 26: BOX WRENCH ON ADJUSTER PINION
12118
12-17
FIGURE 28: RADIAL MOVEMENT INSPECTION
12187
The pad thickness can be seen but would require removal of the tire and rim. An indicator of the pad wear condition is available by inspecting the floating pin location in relation to the rubber bushing as shown in figure 29. When
Section 12: BRAKE AND AIR SYSTEM pads are in new thickness condition, the pin will be exposed (C) 19 mm (¾”). When the pads are worn to replacement conditions, the pin will be nearly flush to the bushing (D) or within 1 mm
(3/64”) of the edge of the rubber bushing.
FIGURE 29: BRAKE PAD CHECK
12117
Turn adjuster pinion (23) counterclockwise to increase pad to rotor clearance (a clicking noise will be heard). Push caliper toward actuator and remove pads (12).
Caution: Do not apply brakes while pads are removed as this could cause over stroke damage to the adjusting mechanism.
FIGURE 31: PAD WEAR
27.6 IMPORTANT PAD AND ROTOR
MEASUREMENTS
12112
FIGURE 30: PAD REMOVAL
12111
27.5 CHECKING PAD WEAR
Minimum friction material thickness is 2 mm (A,
Fig. 31)
New friction material has a thickness of 21 mm
(B, Fig. 31)
FIGURE 32: ROTOR AND PAD WEAR LIMITS
A = Rotor thickness (new): 45 mm;
12113
B = Rotor thickness (worn): 37 mm. Requires replacement;
C = Overall thickness of pad (new): 30 mm;
D = Backplate: 9 mm;
E = Minimum thickness of pad material: 2 mm;
F = Minimum allowed thickness of overall backplate and friction material: 11 mm.
Replacement necessary.
27.7 CHECKING CALIPER GUIDANCE AND
SEAL CONDITION
Perform sliding test. You must be able to slide the caliper easily at any time. Sliding test should be performed at least every three months or more often depending on the type of operation.
Sliding Test (Refer to Fig. 33):
12-18
a) Using hand pressure only, the caliper (1) must slide freely with its guide pin arrangements (4-7) across a distance of 1 3/16 inch
(30 mm) when the pads are removed. The sleeve (5) is sealed using the boot (9) and the cap (10).
b) The rubber components (9 and 10) should show no damage. The positioning must be checked. If necessary the caliper has to be repaired using the guide kit (part #611168) or with the seal and guide kit (part #611199).
When repairing a caliper with the above kits, make sure all parts in the kit are used. Use special green grease (Prévost #683344) to reassemble the slide pin into the bushing, white or yellow grease (Prévost #683345) may be used for all other lubrication needs.
c) Depending on caliper manufacturing date, black paint may be present on the unsealed pin (short pin). Paint on the slide pin can prevent the caliper from sliding properly especially when the pad starts to wear. If paint is present on the pin, separate the pin from the bushing, clean and reinstall the pin according to procedure.
Note: Do not attempt to use thinner or alcohol to clean the pin without removing it as it may damage the rubber bushing.
Section 12: BRAKE AND AIR SYSTEM
27.8 CHECKING THE TAPPET BOOTS a) The rubber boots (13, Fig. 34) should show no damage, check the attachment.
Caution: Any ingress of water and dirt will lead to corrosion and may affect the function of the actuation mechanism and adjuster unit.
b) If boots are damaged but show no corrosion, the boots and tappets should be replaced
(Prévost #611177).
FIGURE 34: RUBBER BOOTS
12115
Turn adjuster pinion (23, Fig. 35) counterclockwise until tappets are fully retracted and clean pad seat area. Slide caliper to full outboard position and install outside pad. Slide caliper to full inboard position and install inside pad.
Warning: It is recommended to change all pads on an axle at the same time.
FIGURE 33: CALIPER GUIDANCE
12114
FIGURE 35: PAD INSTALLATION
12-19
12111
Section 12: BRAKE AND AIR SYSTEM
27.10 ADJUSTING THE RUNNING
CLEARANCE a) Insert a feeler gauge 0.028 inch (0.7 mm thickness) between tappet and pad backplate (Fig. 36). Turn adjuster pinion clockwise until 0.028 inch (0.7 mm) clearance is achieved. Replace cap (37) (Prévost #
641313).
b) To ensure a constant running clearance between the rotor and pads, the brake is equipped with an automatic adjuster unit.
When the pads and rotor wear, the running clearance between the pads and rotor increases. The adjuster (23, Fig. 36) and turning device turn the threaded tubes by the amount necessary to compensate the wear.
Total running clearance should be between
0.020 and 0.035 inch (0.5 and 0.9 mm). Smaller clearances may lead to overheating problems.
FIGURE 37: TORQUE SPECIFICATION
12145
FIGURE 36: RUNNING CLEARANCE
12116
Four brake tools are available from Prévost to facilitate disc brake maintenance: a) #641321, Tappet with boot (item 13).
b) #641322, Caliper inner boot (item 9).
c) #641323, Caliper bushing (item 7).
d) #641435, Fork for boot tappet (item 13).
Maintenance tip
Using the following procedure, pad wear can be determined without removing the wheel.
For proper caliper maintenance, refer to the following figures.
12-20
FIGURE 38: TORQUE SPECIFICATION
12149
28. SAFE SERVICE PROCEDURES
Most recently manufactured brake linings no longer contain asbestos fibers. Instead of asbestos, these linings contain a variety of ingredients, including glass fibers, mineral wool, aramid fibers, ceramic fibers, and carbon fibers.
At present, OSHA (Occupational Safety and
Health Administration) does not specifically regulate these non-asbestos fibers, except as nuisance dust. Medical experts do not agree about the potential long-term risks from working with and inhaling non-asbestos fibers.
Nonetheless some experts think that long-term exposure to some non-asbestos fibers could cause diseases of the lung, including pneumoconiosis, fibrosis, and cancer. Therefore, lining suppliers recommend that workers use caution to avoid creating and breathing dust when working on brakes that contain non-asbestos fibers.
Warning :
Whenever possible, work on brakes in a separate area away from other operations.
Always wear a respirator approved by NIOSH
(National Institute of Occupational Safety and
Health) or MSHA (Mine Safety and Health
Administration) during all brake service procedures. Wear the respirator from removal of the wheels through assembly.
NEVER use compressed air or dry brushing to clean brake parts or assemblies. OSHA recommends that you use cylinders that enclose the brake. These cylinders have vacuums with high efficiency (HEPA (Health and Environment
Protection Agency)) filters and workmans’ arm sleeves. But, if such equipment is not available, carefully clean parts and assemblies in the open air.
Clean brake parts and assemblies in the open air. During disassembly, carefully place all parts on the floor to avoid getting dust into the air. Use an industrial vacuum cleaner with a HEPA filter system to clean dust from the brake drums, backing plates and other brake parts. After using the vacuum, remove any remaining dust with a rag soaked in water and wrung until nearly dry.
If you must grind or machine brake linings, take additional precautions because contact with fiber dust is higher during these operations. In addition to wearing an approved respirator, do such work in an area with exhaust ventilation.
When cleaning the work area, NEVER use compressed air or dry sweeping to clean the work area. Use an industrial vacuum with a
HEPA filter and rags soaked in water and wrung until nearly dry. Dispose of used rags with care to avoid getting dust into the air. Use an approved respirator when emptying vacuum cleaners and handling used rags.
Wash your hands before eating, drinking or smoking. Do not wear your work clothes home.
Vacuum your work clothes after use and then launder them separately, without shaking, to prevent fiber dust from getting into the air.
Section 12: BRAKE AND AIR SYSTEM
Material safety data sheets on this product, as required by OSHA, are available from Knorr-
Bremse.
29. AIR BRAKE TROUBLESHOOTING
The following tests and check lists have been designed to identify the cause(s) of a sluggish performance and/or leaks in the system. These tests require very little time to perform, and give you a general idea of the system condition. Each test is provided with a corresponding check list which will guide you to the most common causes of problems.
Before performing any test, check all air lines for kinks or dents, and hoses for signs of wear, drying out or overheating.
Warning: When working on or around brake system and its related components, the following precautions should be observed:
Always block vehicle wheels. Stop engine when working under a vehicle. Keep hands away from chamber push rods and slack adjusters as they may apply when system pressure drops.
Never connect or disconnect a hose or line containing air pressure. It may whip as air escapes. Never remove a component or pipe plug unless you are sure all system pressure has been depleted.
Never exceed recommended air pressure and always wear safety glasses when working with air pressure. Never look into air jets or direct them at anyone.
Never attempt to disassemble a component until you have read and understood the recommended procedures. Some components contain powerful springs and injury can result if not properly disassembled. Use only proper tools and observe all precautions pertaining to the use of those tools.
Always clean connecting piping and/or fittings, and coat pipe threads with Teflon pipe sealant before installing any air brake system component.
12-21
Section 12: BRAKE AND AIR SYSTEM
FIGURE 39: AIR-OPERATED BRAKING SYSTEM H3
12-22
12197
Pressure Build-Up / Low Pressure Warning /
Cutoff Point / Air Filter/Dryer Built-in
Governor Cutout
CONDITION: Vehicle leveled, parking brake applied.
secondary air reservoirs only.
2. Start engine and run at fast idle. Low pressure warning lights should be "On" .
3. Start checking pressure at 50 psi (344 kPa).
4. Low pressure warning lights and buzzer should go off at or above 60 psi (415 kPa).
5. At 85 psi (586 kPa), run engine at full rpm, then check that build up time to 100 psi (690 kPa) is 30 seconds or less.
6. Air filter/dryer built-in governor cut-out. Cuts out at the correct pressure of 123 psi ±3
(847±21 kPa).
7. Air filter/dryer built-in governor cut-in. Cuts in around 110 psi (758 kPa).
For common corrections, refer to the following check list:
High or Low Warning Cutoff Point
9 Perform a telltale light and gauge test.
Replace entire cluster if found defective.
High or Low Air Filter/Dryer Built-in Governor
Cutout Point
9 Perform a telltale light and gauge test.
Replace entire cluster if found defective.
OR
9 Repair or replace air filter/dryer as necessary after checking that compressor unloader mechanism operates correctly.
More than 30 seconds to build-up pressure from 85 to 100 psi (585 - 690 kPa) at full engine RPM
9 Perform a telltale light and gauge test.
Replace entire cluster if found defective.
9 Check compressor strainer or inlet line. If restricted, clean or replace element or faulty line.
9 Check compressor head or discharge line for carbonization or restriction. Clean or replace as necessary.
12-23
Section 12: BRAKE AND AIR SYSTEM
9 If discharge valves leak, pull head and correct or replace cylinder head.
9 If drive is slipping, replace gear.
9 If inlet valves are stuck, open or leaking severely, replace unloader kit, inlet valves and/or seats as necessary.
9 If drain cock is found open, close it.
9 Listen for air leaks and repair.
9 Redo list to check all items repaired or replaced.
Air Supply Reservoir Leakage
CONDITION : Full pressure, engine stopped, parking brake applied
1. Allow at least 1 minute for pressure to stabilize.
2. Stop engine, then check air pressure gauge for 2 minutes. Note any pressure drop.
3. Pressure should not drop by more than 3 psi
(20 kPa) per minute.
For common corrections, refer to the following check list:
Excessive air loss:
9 With the primary air system at normal operating pressure (95 - 125 psi (655 - 860 kPa)), coat all air line connections and pneumatic components with a water and soap solution. Bubbles will indicate an air leak, and none should be permissible.
Repair or replace defective parts.
9 Listen for leaks and correct as required.
9 Redo test to check all items repaired or replaced.
Brake System Air Leakage
CONDITION : Full pressure, engine stopped, parking brake released.
1. Apply service (foot) brakes, allow at least 1 minute for pressure to stabilize.
2. Hold down foot valve for 2 minutes while observing air pressure gauge on the dashboard.
3. Pressure drop should not be more than 4 psi
(27 kPa) per minute.
For common corrections, refer to the following check list.
Section 12: BRAKE AND AIR SYSTEM
Excessive leakage on brake service side:
9 With the primary air system at normal operating pressure (95 - 125 psi (655 -
860 kPa)) and foot brake applied, coat all air line connections and brake pneumatic components with a water and soap solution.
Bubbles will indicate an air leak, and none should be permissible. Repair or replace defective parts.
9 Listen for leaks and correct as required.
9 Redo test to check all items repaired or replaced.
30. BRAKE AIR CHAMBER
This vehicle uses “Knorr-Bremse” brake chambers on all axles. The tag and drive axle chambers consist of two separate air chambers, each having its own diaphragm and push rod.
They are used as a service brake chamber, an emergency brake in case of air pressure loss and a spring-applied parking brake. Refer to figures 40 and 41.
The front axle brake air chambers are used only for service brake duty (Fig. 40).
30.1 MAINTENANCE
Every 6,250 Miles (10 000 km) or twice a year, whichever comes first depending on type of operation:
1. Insert a box wrench (8 mm) onto the adjuster pinion.
2. Apply brakes 5 – 10 times and observe that the pads move out promptly without binding and that box wrench turns clockwise in small increments.
3. Check tightness of mounting nuts. Check that cotter pins are in place.
4. Check all hoses and lines. They should be secure and in good condition.
FIGURE 40: RIGID SUSPENSION FRONT AXLE BRAKE
AIR CHAMBER 12158
12-24
FIGURE 41: TAG AXLE OR DRIVE AXLE BRAKE AIR
CHAMBER
12126
Every 100,000 Miles (160 000 km) or once a year, whichever comes first depending on type of operation
1. Disassemble and clean all parts.
2. Install new diaphragm or any other part if worn or deteriorated.
Note: When the diaphragm, spring, or both are replaced, they should be replaced in the corresponding chamber on the same axle.
3. Perform an airtighteness test:
a) Make and hold a full brake application.
b) Coat clamping ring(s) with a soapy solution.
If leakage is detected, tighten clamping ring only enough to stop leakage. Do not overtighten as this can distort sealing surface or clamping ring. Coat area around push rod hole (loosen boot if necessary). No leakage is permitted. If leakage is detected, the diaphragm must be replaced.
MANUAL RELEASE
Warning: Never stand in the axis line of the spring brake chambers, especially when caging the spring.
Drive Axle
1. Block the wheels to prevent the vehicle from moving.
2. Remove the release stud tool from its storage place on drive axle brake air chamber.
3. Remove the access plug from the end of the spring chamber, then insert the release stud through the opening. Turn the release stud
1/4 turn (clockwise) to anchor it into the spring plate. Install the flat washer and nut, then turn the nut clockwise to cage the spring. Repeat on the opposite side.
Warning: Make sure the release stud is properly anchored in spring plate receptacle prior to caging the spring.
4. To manually reset the emergency/parking brake, turn the nut counterclockwise. Reinstall access plugs on the spring chambers, and release stud tools in their storage places.
Tag Axle
1. Block the wheels to prevent the vehicle from moving.
2. Turn the release bolt counterclockwise to cage the power spring (approx. 2.5 inches
(6 cm)). Repeat on the opposite side.
3. To manually reset the emergency/parking brake, turn the bolt clockwise.
Section 12: BRAKE AND AIR SYSTEM
30.3 BRAKE CHAMBER REMOVAL
Warning: To prevent personal injuries, brakes should be inoperative prior to working on any of their components.
Warning: To prevent personal injuries, brake chambers should be made inoperative by releasing spring tension prior to disposal.
1. Block the wheels to prevent the vehicle from moving.
2. Safely support vehicle at the recommended body jacking points.
3. To gain access to a given brake air chamber, the corresponding wheel can be removed (refer to Section 13: "Wheels, Hubs and Tires" ).
4. Exhaust compressed air from system by opening the drain valve of each reservoir.
5. For the drive and tag axles brake chambers, manually release spring brakes (refer to
" Emergency/Parking Brake, Manual Release" procedure in this section).
6. Disconnect air line(s) from brake chamber.
7. Remove the cotter pin connecting brake chamber and slack adjuster (drive axle).
8. Unbolt and remove the brake chamber from vehicle.
30.4 BRAKE CHAMBER INSTALLATION
Reverse removal procedure, then check brake adjustment.
Caution: Always clean air lines and fittings, and coat pipe threads with teflon pipe sealant before reconnecting air lines.
30.5 BRAKE CHAMBER DISASSEMBLY
Warning: Spring brake chambers, on drive and tag axles contain an extremely high compressive force spring, which can possibly cause serious injury if special precautions are not taken when working around this area.
To avoid such injury, the following recommendations must be applied:
1. Prévost recommends the installation of a new spring brake chamber if it is found to be defective.
12-25
Section 12: BRAKE AND AIR SYSTEM
2. Spring brake chamber maintenance and/or repair must be performed by trained and qualified personnel only.
3. Before manually releasing spring brakes, visually check spring brake for cracks and/or corrosion.
4. Make sure the release stud is properly anchored in spring plate receptacle prior to caging the spring.
5. Never stand in the axis line of the spring brake chambers, especially when caging the spring.
Warning: To prevent personal injury, brakes should be inoperative before working on any components.
1. Block the wheels to prevent the vehicle from moving.
2. Safely support vehicle at the recommended body jacking points.
Note : To gain access to a given brake air chamber, the corresponding wheel can be removed (refer to Section 13: "Wheels, Hubs and Tires").
3. Exhaust compressed air from air system by opening the drain valve of each reservoir.
4. For the drive and tag axles brake chambers, manually release spring brakes (refer to
“ Emergency/Parking Brake Manual Release" procedure in this section).
5. Remove clamp ring, remove and discard the existing diaphragm. Install the new diaphragm squarely on body.
6. Reverse the procedure for assembly. Tap clamp ring to ensure proper seating. Check for proper operation before placing vehicle in service.
31. ANTI-LOCK BRAKING SYSTEM (ABS)
This device has been designed to ensure stability and permit steering control of vehicle during hard braking, and to minimize its stopping distance whatever the road conditions are. On slippery roads and generally in emergency situations, over-braking frequently induces wheel lock. The anti-lock braking system provides maximum braking performance while maintaining adequate steering control on slippery roads.
The ABS continuously monitors wheel behavior during braking. Sensors on each wheel of front and drive axles (tag axle is slave to drive axle) transmit data to a four channel electronic processor which senses when any wheel is about to lock. Modulator valves quickly adjust the brake pressure (up to 5 times per second) to prevent wheel locking. Each wheel is therefore controlled according to the grip available between its tire and the road.
With this device, the vehicle is brought to a halt in the shortest possible time, while remaining stable and under the driver's control.
Since the braking system has dual circuits, the
ABS is also provided with a secondary system should a fault develop in the ABS. Anti-lock systems are a parallel system which does not hinder brake functioning in case of failure.
Braking system functions in normal, non anti-lock controlled operation during ABS system failure.
The ABS system consists of two diagonally related circuits, only the half of the system which has sustained damage or other fault is switched off (i.e. wheels return to normal non-ABS braking). The other diagonal half remains under full ABS control.
Note: ABS is active on service brake, transmission retarder, Jake brake, but is inactive on emergency/parking brake.
Note : The ABS system is inoperative at speeds under 4 mph (7 Km/h). Illumination of ABS telltale indicator at these speeds is normal.
Caution : Disconnect the ECU or pull the ABS fuse before towing vehicle.
31.1 TROUBLESHOOTING AND TESTING
For troubleshooting and testing of the vehicle's anti-lock braking system, refer to Rockwell
WABCO Maintenance Manual: “Anti-Lock Brake
Systems For Trucks, Tractors and Buses" , at the end of this section. Use dashboard Message
Center Display (MCD) Diagnostic Mode for troubleshooting and repair.
12-26
Section 12: BRAKE AND AIR SYSTEM
FIGURE 42: ABS 4S/4M CONFIGURATION
12-27
12190
Section 12: BRAKE AND AIR SYSTEM
The main components of the ABS system are listed hereafter. Refer to each component for its specific function in the system and for proper maintenance.
31.2.1 Electronic Control Unit (ECU)
This control unit is located in the first baggage compartment, on the driver’s side of the vehicle
(refer to figure 43 for location) or in the front electrical and service compartment. According to the data transmitted by the sensors (number of pulses/sec is proportional to the speed of each wheel), the electronic control unit determines which wheel is accelerating or decelerating. It then establishes a reference speed (average speed) from each wheel data, and compares the speed of each wheel with this reference speed to determine which wheel is accelerating or decelerating.
31.3 ABS MODULATOR VALVE
This ABS system is equipped with four modulator valves, located between the brake chamber and the relay valve or quick release valve (Fig. 44). Note that there is only one solenoid valve controlling the drive and tag axle wheels on the same side (tag axle is slave to drive axle).
FIGURE 43: FIRST L.H. BAGGAGE COMPARTMENT
12198
As soon as wheel deceleration or wheel slip threshold values are exceeded, the electronic control unit signals a solenoid control valve to limit the excessive brake pressure produced by the driver in the appropriate brake chamber.
31.2.2 Maintenance
No specific maintenance is required. The ECU is not serviceable. When found to be defective, replace.
Caution: In order to protect the ABS electronic control unit from voltage surges, always disconnect before performing any welding procedure on vehicle.
12-28
FIGURE 44: ABS MODULATOR VALVE
12084
This is an "On/Off" type valve, i.e., at brake application, the valve exhausts air from the brake chamber when the electronic unit senses that the corresponding wheel speed is decreasing in relation to the other wheels.
31.3.1 Maintenance
No specific maintenance is required for the solenoid control valve.
31.4 SENSORS
The sensors are mounted on the front and drive axle wheel hubs (Fig. 45). The inductive sensors consist essentially of a permanent magnet with a round pole pin and a coil. The rotation of the toothed wheel alters the magnetic flux picked up by the coil, producing an alternating voltage, the frequency of which is proportional to wheel speed. When wheel speed decreases, magnetic flux decreases proportionately. Consequently, the electronic control unit will command the solenoid control valve to decrease the pressure at the corresponding brake chamber.
Section 12: BRAKE AND AIR SYSTEM
3. Push the sensor completely inside the spring clip until it is in contact with the tooth wheel.
Ensure mounting is rigid, as it is an important criterion for adequate sensor operation.
Note: This installation should be of the "press fit" type.
FIGURE 45: ABS SENSOR LOCATION
12153
31.4.1 Maintenance
No specific maintenance is required for sensors, except if the sensors have to be removed for axle servicing. In such a case, sensors should be lubricated with a special grease (Prévost
#680460) before reinstallation. Refer to paragraph “Sensor Installation” for details.
Note: The resistance value, when sensors are checked as a unit, must be equal to 1,75 k ohms.
To check the sensors for proper output voltage after the sensors and toothed wheels have been assembled to the axle, connect a suitable AC voltmeter across the output terminals. With the hubs rotating at 30 rpm, the output voltages should read from 50 to 1999 mV to be acceptable.
The following procedure deals with sensor installation on the axle wheel hubs. Read procedure carefully before reinstalling a sensor, as its installation must comply with operational tolerances and specifications.
1. Apply recommended lubricant (Prévost
#680460) to spring clip and sensor.
Caution: Use only this type of grease on the sensors.
2. Insert spring clip in the holder on hub. Make sure the spring clip tabs are on the inboard side of the vehicle. Push in until the clip stops.
FIGURE 46: SPRING CLIP
12161
The spring clip retains the sensor in its mounting bracket close to the toothed pulse wheel. The gap between the sensor end and teeth is set automatically by pushing the sensor in the clip hard up against the tooth wheel, and the latter knocks back the sensor to its adjusted position
(Fig. 46).
31.5.1 Maintenance
The spring clip requires no specific maintenance.
32. FITTING TIGHTENING TORQUES
45
οοοο
Flare and Inverted Flare: Tighten assembly with a wrench until a solid feeling is encountered.
From that point, tighten 1/6 turn (Fig. 47).
FIGURE 47: HOSE FITTINGS
12053
Compression: Tighten nut by hand (Fig. 48).
From that point, tighten using a wrench the number of turns indicated in the chart hereafter.
12-29
Section 12: BRAKE AND AIR SYSTEM
NTA-Type Plastic Tubing: Hand tighten nut wrench the number of turns indicated in the following chart.
FIGURE 48: HOSE FITTING
Fitting size
Pipe diameter
(inches)
6
8
10
4
5
2
3
12
16
1/8
3/16
1/4
5/16
3/8
1/2
5/8
3/4
1
12054
Number of additional turns required following manual tightening
1 ¼
1 ¼
1 ¼
1 ¾
2 ¼
2 ¼
2 ¼
2 ¼
2 ¼
FIGURE 49: HOSE FITTING
Tubing diameter
(inch)
1/4
3/8 to 1/2
5/8 to 3/4
12055
Number of additional turns required following manual tightening
3
4
3 ½
12-30
Section 12: BRAKE AND AIR SYSTEM
33. SPECIFICATIONS
Air Compressor
Make .............................................................................................................................Bendix Westinghouse
Model ............................................................................................................................................. Tu-Flo 750
Capacity (at 1250 rpm) ............................................................................................ 16.5 cfm (0,467 m
3
/min.)
Supplier number ..................................................................................................................................109426
Prévost number ...................................................................................................................................641392
Air Dryer
Make .....................................................................................................................................................Haldex
Model ............................................................................................................................................... AT-87192
Prévost number ...............................................................................................................................70303498
Desiccant cartridge Prévost number .................................................................................................3097369
Flip-Flop Control Valve
Make .............................................................................................................................Bendix Westinghouse
Model ......................................................................................................................................................TW-1
Type...................................................................................................................................................... On-Off
Supplier number ..................................................................................................................................229635
Prévost number ...................................................................................................................................640136
Emergency/Parking Brake Control Valve
Make .............................................................................................................................Bendix Westinghouse
Model .......................................................................................................................................................PP-1
Automatic release pressure..................................................................................... 40 psi (275 kPa) nominal
Supplier number ..................................................................................................................................287325
Prévost number ...................................................................................................................................641128
Emergency/Parking Brake Overrule Control Valve
Make .............................................................................................................................Bendix Westinghouse
Model ...................................................................................................................................................... RD-3
Supplier number ..................................................................................................................................281481
Prévost number ...................................................................................................................................640472
Dual Brake Application Valve
Make .............................................................................................................................Bendix Westinghouse
Model .....................................................................................................................................................E-10P
Supplier number ................................................................................................................................5006280
Prévost number ...................................................................................................................................641856
Stoplight Switches
Make .............................................................................................................................Bendix Westinghouse
Model ....................................................................................................................................................... SL-5
Contact close (ascending pressure) ......................................................................... 4 psi and more (28 kPa)
Supplier number ..................................................................................................................................286404
Prévost number ...................................................................................................................................641462
Brake Relay Valves
Make .............................................................................................................................Bendix Westinghouse
Model ......................................................................................................................................R-12 & R-12DC
Supplier number ..................................................................................................................................102852
Prévost number ...................................................................................................................................641088
12-31
Section 12: BRAKE AND AIR SYSTEM
Quick Release Valve
Make .............................................................................................................................Bendix Westinghouse
Model ...................................................................................................................................................... QR-1
Supplier number ................................................................................................................................5001496
Prévost number ...................................................................................................................................641429
Spring Brake Valve
Make .............................................................................................................................Bendix Westinghouse
Model .......................................................................................................................................................SR-1
Supplier number ..................................................................................................................................286364
Prévost number ...................................................................................................................................640870
Pressure Protection Valve
Make .............................................................................................................................Bendix Westinghouse
Model .......................................................................................................................................................PR-2
Nominal closing pressure ......................................................................................................75 psi (517 kPa)
Supplier number ..................................................................................................................................277226
Prévost number ...................................................................................................................................640439
Shuttle-Type Double Check Valve
Make .............................................................................................................................Bendix Westinghouse
Model ...................................................................................................................................................... DC-4
Supplier number ..................................................................................................................................277988
Prévost number ...................................................................................................................................641015
Low Pressure Indicators
Make .............................................................................................................................Bendix Westinghouse
Model ....................................................................................................................................................... LP-3
Contact close .........................................................................................................................66 psi (455 kPa)
Supplier number ..................................................................................................................................277227
Prévost number ...................................................................................................................................640975
Make .............................................................................................................................Bendix Westinghouse
Model ....................................................................................................................................................... LP-3
Contact close .........................................................................................................................30 psi (207 kPa)
Supplier number ..................................................................................................................................276599
Prévost number ...................................................................................................................................641174
Air Pressure Regulator
Make ...................................................................................................................................................Norgren
Adjustable output range...................................................................................... 0-80/85 psi (0-552/586 kPa)
Recommended pressure setting ...........................................................................................75 psi (517 kPa)
Supplier number .................................................................................................................... R06-2G7 RNKA
Prévost number ...................................................................................................................................641472
Air Filter Element
Make ...................................................................................................................................................Norgren
Type....................................................................................................................................With manual drain
Supplier number ...................................................................................................................... F74G-345-004
Prévost number ...................................................................................................................................641338
12-32
Section 12: BRAKE AND AIR SYSTEM
Front Axle Brake Chambers
Make ......................................................................................................................................... Knorr-Bremse
Type.............................................................................................................................................................22
Supplier number (R.H.)........................................................................................................BS-3457 II 34671
Prévost number (R.H.).........................................................................................................................641414
Supplier number (L.H.) ........................................................................................................BS-3457 II 34670
Prévost number (L.H.) .........................................................................................................................641413
Drive Axle Brake Chambers
Make ......................................................................................................................................... Knorr-Bremse
Type..............................................................................................................24 as service -24 as emergency
Supplier number ..................................................................................................................II/35699/BS-9524
Prévost number ...................................................................................................................................641432
Tag Axle Brake Chambers
Make ......................................................................................................................................... Knorr-Bremse
Type............................................................................................................ 16 as service – 16 as emergency
Supplier number ............................................................................................................. II/18224/V1-BS9396
Prévost number ...................................................................................................................................641308
Brake Lining (All Axles)
Make ......................................................................................................................................... Knorr-Bremse
Supplier number .................................................................................................................................II 33976
Prévost number ...................................................................................................................................611049
ABS ANTILOCK BRAKING SYSTEM (if applicable)
ABS Modulator Valve
Make ..................................................................................................................................... Rockwell Wabco
Voltage..................................................................................................................................................... 24 V
Supplier number .......................................................................................................................472 195 006 0
Prévost number ...................................................................................................................................641097
Sensor, Front Axle
Supplier number ...................................................................................................................... 441 032-572-0
Prévost number ...................................................................................................................................641288
Sensor, Drive Axle (In Carrier)
Supplier number .....................................................................................................................SA13280X9150
Prévost number ...................................................................................................................................641341
Sensor, Drive Axle (In Wheel End)
Supplier number ...................................................................................................................... 441 032-576-0
Prévost number ...................................................................................................................................641095
12-33
S e r v i c e M a n u a l
R A - S B 0 0 0 2 - E N
Pneumatic
Disc Brake
SB 6... / SB 7...
Axial- and Radial Disc
B r a k e
KNORR-BREMSE
Systems for Commercial Vehicles
Index
1
1.1
Exploded view of brake
Axial Disc Brake Components
1.2
Axial Disc Brake Repair Kits
1.2.1
Axial Disc Brake Wear Indicator Kits
1.3
1.4
Radial Disc Brake Components
Radial Disc Brake Repair Kits
1.4.1
Radial Disc Brake Wear Indicator Kits
1.5
Brake Discs
2
2.1
2.2
2.3
2.4
General information
(for “Axial- and Radial Disc Brake”)
Service Tools
Diagnostic Equipment
Lubrication
Torque requirements
3
3.1
Description and Function
Axial Disc Brake Sectioned View
3.2
Description of operation
3.2.1
Brake actuation
3.2.2
Brake release
3.2.3
Brake adjustment (automatic)
3.3
3.4
Radial Disc Brake Sectioned View
Description of operation
3.4.1
Brake actuation
3.4.2
Brake release
3.4.3
Brake adjustment (automatic)
4 Safety instructions for service work
(for “Axial- and Radial Disc Brake”)
5
5.1
5.2
5.3
Brake testing
(for “Axial- and Radial Disc Brake”)
Fault finding procedure
Adjuster check
Wear limits of Brake Pads and Discs
5.3.1
Brake wear check using Guide Pin (for Calipers with standard Guide Pins)
5.3.2
Brake wear check using Guide Pin (for Calipers with long Guide Pins)
5.3.3
Wear Indicators
5.4
Diagnostic-Equipment - Hand held device ZB9031
5.5
Diagnostic-Equipment - Vehicle mounted device ZB9033
6 Pad replacement
(for “Axial- and Radial Disc Brake”)
6.1
Pad removal
6.1.1
Tappet Boot check
6.1.2
Caliper guidance check
6.2
Pad fitting
7 Tappet with Boot replacement
(for “Axial- and Radial Disc Brake”)
Tappet with Boot removal 7.1
7.1.1
Adjuster thread inspection
7.2
Tappet with Boot fitting
8 Caliper Suspension Sealing
(for “Axial- and Radial Disc Brake”)
2
14
15
16
18
19
20
21
21
22
22
23
23
24
25
25
27
10
11
11
11
11
12
13
13
13
13
13
9
9
9
9
Page
7
8
6
7
4
5
5
12
12.1
12.2
12.3
12.4
9
9.1
9.2
Guide Pin Bush replacement
(for “Axial- and Radial Disc Brake”)
Brass Bush replacement
Rubber Bush replacement
10 Caliper replacement
10.1
10.2
(for “Axial- and Radial Disc Brake”)
Caliper removal
Caliper fitting
10.2.1
Caliper with Outer Boot (10)
10.2.2
Caliper with Steel Cap (10a)
11 Carrier replacement
(for “Axial- and Radial Disc Brake”)
13
13.1
13.2
13.3
Actuation cylinder replacement
(for “Axial- and Radial Disc Brake”)
Brake Chamber removal
Brake Chamber fitting
Spring Brake removal
Spring Brake fitting
Additional Information
Service Video
Service Tool Kit
Diagnostic Equipment
Personal Notes
28
28
28
29
30
30
31
32
33
33
34
34
35
35
35
3
1 Overall view
1.1 Axial Disc Brake Components
(for Wear Indicatators Kits see 1.2.1)
44
26
11 45
12
4
18/1 18/2
Montagefett (eingefärbt)
Assembly grease (coloured)
6*
)
39
5
4
37
7
31
40
10
10a *)
31a *)
1 Caliper
2 Carrier
4 Sleeve
5 Sleeve
6 Rubber Bush
7 Brass Bush
9 Inner Boot
10 Outer Boot
10a Steel Cap
11 Pad Retainer
12 Pad
13 Tappet with Boot
18/1 Spring Brake
18/2 Brake Chamber
26 Spring Clip
31 Outer Boot Clip
31a O-Ring
37 Adjuster Cap
39 Caliper Bolt
40 Caliper Bolt
44 Pad Retainer Pin
45 Washer
58 Ring
161 Tappet Bush
2
1
58
161
9
Montagefett (weiß)
Assembly grease (white)
13
VF 00127/12-ÄiO1
*) possible variants by items 10a & 31a
If short rubber bush (6) (sleeve ring is placed centrally), Caliper bolts (39) & (40) are identically
1.2
Axial Disc Brake Repair Kits
ATENTION!
Use only KNORR-BREMSE parts
The following Repair Kits are available
Description Contents Association of Repair Kits to the Disc
Brakes and Repair Kit’s Order no.
Carrier Guide Kit
Carrier Guide Kit (Steel Cap)
Wear Indicator Kit
(per axle)
Guide Pins Kit
Guide Pins Kit (Steel Cap)
Seal Kit for Guide Pins
Tappet and Boot Kit (2 pcs)
Pad Set (per axle)
Adjuster Cap (4 pcs)
Pad Retainer Kit (per axle)
Pad Retainer Kit (per axle)
Kit for Rubber Sleeve
Outer Guide Seal Kit (10 pcs)
Repair Kit
Kit for Steel Cap
Screw Kit for Steel Cap
Screw Kit for Outer Boot
Exchange Caliper r.h.
2, 4, 5, 31, 39, 40
2, 4, 5, 10a, 31a, 39, 40 for variants see 1.2.1
with or without 104
4-7, 9, 10, 31, 39, 40, 58
4, 5, 6, 7, 9, 10a, 31a, 39,
40, 58
9, 10, 31, 37, 58
13, 161
12, 26, 37, 44, 45
37
11, 26, 44, 45
11, 26, 44, 45, 104, 115, 116
4, 6, 39
10, 31
5, 7, 9, 10a, 31a, 40, 58
10a, 31a
10a, 31a, 39, 40
10, 31, 39, 40
Exchange Caliper l.h.
1.2.1 Axial Disc Brake Wear Indicator Kits
(Typical kits are shown below) only in assembled condition see Disc Brake Product Catalogue
(Part Number Y000875), also available as an electronic form (CD-ROM, http://www.Knorr-BremseSfN.com) see Type plate on the Caliper
Type 1
Type 4
Type 2
Type 5
Type 3
101 Sensor
102 Sensor
104 Cable Protection Plate
112 Clip
115 Spring Washer
116 Screw
117 Wear Indicator Cable
119 Bracket
120 Bracket
5
1.3 Radial Disc Brake Components
(for Wear Indicator Kits see 1.4.1)
6
1 Caliper
2 Carrier
4 Sleeve
5 Sleeve
6 Rubber Bush
7 Brass Bush
9 Inner Boot
10 Outer Boot
10a Steel Cap
11 Pad Retainer
12 Pad
13 Tappet with Boot
18/1 Spring Brake
18/2 Brake Chamber
26 Spring Clip
31 Outer Boot Clip
31a O-Ring
37 Adjuster Cap
39 Caliper Bolt
40 Caliper Bolt
44 Pad Retainer Pin
45 Washer
58 Ring
161 Tappet Bush
*) possible variants by items 10a & 31a
If short rubber bush (6) (sleeve ring is placed centrally), Caliper bolts (39) & (40) are identically
1.4
Radial Disc Brake Repair Kits
ATENTION!
Use only KNORR-BREMSE parts
The following Repair Kits are available
Description Contents Association of Repair Kits to the Disc
Brakes and Repair Kit’s Order no.
Carrier Guide Kit
Carrier Guide Kit (Steel Cap)
Wear Indicator Kit
(per axle)
Guide Pins Kit
Guide Pins Kit (Steel Cap)
Seal Kit for Guide Pins
Tappet and Boot Kit (2 pcs)
Pad Set (per axle)
Adjuster Cap (4 pcs)
Pad Retainer Kit (per axle)
Pad Retainer Kit (per axle)
Kit for Rubber Sleeve
Outer Guide Seal Kit (10 pcs)
Repair Kit
Kit for Steel Cap
Screw Kit for Steel Cap
Screw Kit for Outer Boot
Exchange Caliper r.h.
2, 4, 5, 31, 39, 40
2, 4, 5, 10a, 31a, 39, 40 for variants see 1.2.1
with or without 104
4-7, 9, 10, 31, 39, 40, 58
4, 5, 6, 7, 9, 10a, 31a, 39,
40, 58
9, 10, 31, 37, 58
13, 161
12, 26, 37, 44, 45
37
11, 26, 44, 45
11, 26, 44, 45, 104, 115, 116
4, 6, 39
10, 31
5, 7, 9, 10a, 31a, 40, 58
10a, 31a
10a, 31a, 39, 40
10, 31, 39, 40
Exchange Caliper l.h.
1.4.1 Radial Disc Brake Wear Indicator Kits
(Typical kits are shown below) only in assembled condition see Disc Brake Product Catalogue
(Part Number Y000875), also available as an electronic form (CD-ROM, http://www.Knorr-BremseSfN.com) see Type plate on the Caliper
Type 1
Type 4
Type 2
Type 5
Type 3
101 Sensor
102 Sensor
104 Cable Protection Plate
112 Clip
115 Spring Washer
116 Screw
117 Wear Indicator Cable
119 Bracket
120 Bracket
7
1.5 Brake Discs
(for “Axial- and Radial Disc Brake”)
When replacing the Discs, please also refer to the instructions of the Vehicle Manufacturer.
This should also be done when fitting KNORR-Brake Discs.
When replacing Discs, please adhere to the recommended bolt tightening torques.
The use of non-approved Brake Discs will reduce levels of safety and invalidate warranty.
Brake Discs can be ordered through the Knorr-Aftermarket Organisation.
Detailed informations can be taken out from our Product Catalogue “Disc Brake“ (Part Number Y000875).
This is also available as an electronic form (CD-ROM, http://www.Knorr-BremseSfN.com).
8
2
General Information
(for “Axial- and Radial Disc Brake”)
2.1 Service Tools
Part Number ll 19252 ll 19253 ll 19254
II 32202
II 36797
Z001105
Description
Press-In Tool for Tappet and Boot (13)
Pull-In Tool for Inner Boot (9)
Pull-In/Out Tool for Brass Bush (7)
Wedged Fork for removal of Tappet and Boot (13)
Grooving Tool for Brass Bush (7)
Press in Tool for Steel Cap (10a)
Service tool kit ZB 9032 II 37951/004EX contains the above listed tools as well as this Service manual. The service video in English is available separately in the UK as Part No. KBP2060/1 and in other territories as
RA-SB0002 EN.
2.2 Diagnostic Equipment
Part Number ll 36695
Description
ZB 9031 Hand held device for checking
Potentiometer function. ( Also Pad + Disc wear when 13 pin chassis plug installed ).
ll 38691F ZB 9033 Chassis mounted device for measuring
Pad + Disc wear
2.3 Lubrication
Part Number ll 14525
II 32793
Description
Renolit HLT2
Syntheso GL EP1
Colour
White
Green
2)
2)
2) Important Note: The correct Grease MUST be used for each Bush!
Application
Brass Bush (7)
Rubber Bush (6)
2.4 Torque requirements
Item Number Torque
[Nm] spanner size
(mm)
39 + 40 Caliper Bolts
M16x1,5 - 10.9
285
±25
14
Actuator Mounting Nuts
M16x1,5 180
+30
24
9
1 Caliper
2 Carrier
4 Sleeve
5 Sleeve
6 Rubber Bush
7 Brass Bush
9 Inner Boot
10 Outer Boot
10a Steelcap
11 Pad Retainer
12 Pad
13 Tappet with Boot
16 Threaded Tube
17 Bridge
18/1 Spring Brake
18/2 Brake Chamber
19 Lever
20 Eccentric Bearing
22 Inner Seal Cap
23 Adjuster Unit
24 Turning Device
26 Spring Clip
27 Spring
28 Spring
30 Chain
31 Outer Boot Clip
31a O-Ring
32 Chain Wheel
33 Wear Sensor
37 Adjuster Cap
39 Caliper Bolt
40 Caliper Bolt
44 Pad Retainer Pin
45 Washer
46 Disc
3 Description and function
3.1
Axial Disc Brake Sectioned View
31a*)
11
44
1
26
45
12
16
161 9 5 7 40
161 2 13 22 4 39 6
18/1
18/2
12 46 12 17 19
37
30
32
33
43
24
31
10a*)
10
23
VF 00127/2-Äi01
27
28
20
*) possible variants by items 10a & 31a
10
3.2 Description of operation
(Floating Caliper principle)
3.2.1
Brake actuation
During actuation, the Push Rod of the Actuator (18/1 or 18/2) moves the Lever (19). The input forces are transferred via the Eccentric Bearing (20) to the
Bridge (17). The force is then distributed by the
Bridge (17) and the two Threaded Tubes (16) to the
Tappets (13) and finally to the inboard Pad (12).
After overcoming the running clearance between the
Pads and the Disc, the reaction forces are transmitted to the outboard Pad (12). The clamping forces on the Pads (12) and the Disc (46) generate the braking force for the wheel.
3.2.2. Brake release
After releasing the air pressure, the two Return
Springs (27/28) push the Bridge (17) and Lever (19) back to the start position; this ensures a running clearance between Pads and Disc is maintained.
3.2.3
Brake adjustment (automatic)
To ensure a constant running clearance between
Disc and Pads, the brake is equipped with a low wearing, automatic adjuster mechanism.
The Adjuster (23) operates with every cycle of actuation due to the mechanical connection with Lever
(19). As the Pads and Disc wear, the running clearance increases. The Adjuster (23) and Turning
Device (24) turn the Threaded Tubes (16) by an amount necessary to compensate for this wear. The total running clearance (sum of clearance both sides of
Disc) should be between 0.6 and 0.9 mm.; smaller clearances may lead to overheating problems.
11
3.3
Radial Disc Brake Sectioned View
1 Caliper
2 Carrier
4 Sleeve
5 Sleeve
6 Rubber Bush
7 Brass Bush
9 Inner Boot
10 Outer Boot
10a Steelcap
11 Pad Retainer
12 Pad
13 Tappet with Boot
16 Threaded Tube
17 Bridge
18/1 Spring Brake
18/2 Brake Chamber
19 Lever
20 Eccentric Bearing
22 Inner Seal Cap
23 Adjuster Unit
24 Turning Device
26 Spring Clip
27 Spring
28 Spring
30 Chain
31 Outer Boot Clip
31a O-Ring
32 Chain Wheel
33 Wear Sensor
37 Adjuster Cap
39 Caliper Bolt
40 Caliper Bolt
44 Pad Retainer Pin
45 Washer
46 Disc
1
2
161
16
22
44
26
45
11
17
12
VF 00113/4
46
31a*)
9
7
5
31
40
10
24
33
32
10a*)
30
37
43
23
VF 00113/3-Äi01
13 39 4 6
*) possible variants by items 10a & 31a
12
3.4 Description of operation
(Floating Caliper principle)
3.4.1.
Brake Actuation
During actuation, the Push Rod of the Actuator (18/1 or 18/2) moves the Lever (19). The input forces are transferred via the Eccentric Bearing (20) to the
Bridge (17). The force is then distributed by the
Bridge (17) and the two Threaded Tubes (16) to the
Tappets (13) and finally to the inboard Pad (12).
After overcoming the running clearance between the
Pads and Disc, the reaction forces are transmitted to the outboard Pad (12). The clamping forces on the
Pads (12) and the Disc (46) generate the braking force for the wheel.
3.4.2. Brake release
After releasing the air pressure, the two Return
Springs (27/28) push the Bridge (17) and Lever (19) back to the start position; this ensures a running clearance between Pads and Disc is maintained.
3.4.3
Brake adjustment (automatic)
To ensure a constant running clearance between
Disc and Pads, the brake is equipped with a low wearing, automatic adjuster mechanism. The
Adjuster (23) operates with every cycle of actuation due to the mechanical connection with Lever (19). As the Pads and Disc wear, the running clearance increases. The Adjuster (23) and Turning Device (24) turn the Threaded Tubes (16) by an amount necessary to compensate for this wear. The total running clearance (sum of clearance both sides of Disc) should be between 0.6 and 0.9 mm.; smaller clearances may lead to overheating problems.
4 Safety Instructions for service work
(for “Axial- and Radial Disc Brake”)
Please also refer to the relevant safety instructions for repair work on commercial vehicles, especially for jacking up and securing the vehicle.
Use only original KNORR-BREMSE parts.
WARNING!
Before starting repair work, ensure the service brake and parking brake are not applied and that the vehicle cannot roll away.
Please follow repair manual instructions and adhere to the wear limits of the Pads and the Discs - see
Section 5.3.
Use only recommended tools - see Section 2.1.
Tighten bolts and nuts to the recommended torque values - see Section 2.4.
After re-fitting the wheel according to the Vehicle
Manufacturer’s recommendations, please ensure that there is sufficient clearance between the Tyre Inflation
Valve, the Caliper and the wheel rim, to avoid damage to the Valve.
After service work:
Check the brake performance and the system behaviour on a rolling road or by actual road test.
13
(for Axial- and Radial Disc Brake)
5.1 Fault finding procedure
Brake Disc
Lift vehicle, turn wheel by hand
Running clearance ok?
(see section 5.2)
NO YES
Adjuster ok?
NO YES
Residual pressure within the braking cylinder?
NO Yes
Check and if necessary, change or service preceding braking device
END
Does wheel turn smoothly?
NO YES
Running clearance ok?
(see section 5.2)
NO YES
Check adjuster
(see section 5.2)
END
Brake pad wear uneven?
(see note below)
NO
END
YES
Check and if necessary, maintain caliper guide pins
(see section 9)
END
Caliper guidance ok?
(see section 6.1.2)
NO YES
Change caliper
(see section 10)
END
Check and if necessary, maintain caliper guide pins
(see section 9)
END
Tightness not due to disc brake
END
14
Note: Difference between inboard and outboard pad < 5, and diagonal wear
≤
2 mm
FD00102EN-Äi01
5.2 Adjuster check
WARNING!
Before starting repair work, ensure the service brake and parking brake are not applied and that the vehicle cannot roll away.
Remove wheel.
The caliper assemply should be pushed inboard on its guide pins. Using a suitable tool, press the inboard pad (12) away from the Tappets and check
Tappet and inboard pad backplate - it should be between 0.5mm & 1.0mm. If the running clearance is too small or large, the adjuster may not be functioning correctly and should be checked as follows.
Remove Cap (37).
WARNING!
Do not overload or damage the Adjuster
(23). Use only 8mm Ring Spanner or 1/4” drive Socket with a lever length no greater than 100mm.
DO NOT use an Open Ended Spanner since this may damage the Adjuster shaft.
The Adjuster should be turned counter-clockwise for
2 or 3 clicks (increasing running clearance).
Attention!
Make sure that the Ring Spanner or
Socket can turn freely during following procedure.
By applying the brake 5 - 10 times (about 2 Bar) the
Spanner or Socket should turn clockwise in small increments if the Adjuster is functioning correctly
(see notes below).
If Pads are not being changed, Cap (37) should be replaced having lightly greased it with Renolit HLT2
(available as part number II14525).
NOTE:
As the number of applications increases, incremental adjustment will decrease.
NOTE:
If the Spanner or Socket does not turn, turns only with the first application or turns forward and backward with every application, the automatic
Adjuster has failed and the Caliper must be replaced.
23
37
23 37
M+P-KN-039
1
M+P-KN-015
M+P-KN-043
15
5.3 Wear Limits of Pads and Discs
WARNING!
For optimum safety, stay within the Disc and Pad Wear Limits
Pads
The thickness of the Pads must be checked regularly dependent on the usage of the vehicle.
The Pads should be checked corresponding to any legal requirements that may apply.
If no Wear Indicator has been connected this should be at least every 3 month.
If friction material is less than 2mm (see E), the Pads must be replaced.
Discs
Measure thickness at thinnest point. Avoid measuring near the edge of the disc as a burr may be present.
A = Disc thickness (new condition) 45mm
B = Disc thickness (worn) 37 mm, Disc must be replaced
C = Overall thickness of Pad (new condition) 30mm
D = Backplate 9mm
E = Minimum thickness of friction material 2mm
F = Minimum allowed thickness in worn condition for backplate and friction material 11mm
(replacement of Pads necessary).
If wear dimension B
≤
39 mm Disc should be renewed together with Pads.
Wear dimension B = 37mm must not decrease.
D
C
A
B
E
F
M+P-KN-002
WARNING!
If these recommendation are ignored, there is a danger of brake failure
16
Check Disc at each change of Pads for grooves and cracks.
The diagram shows possible conditions of the surface.
A
1
= Small cracks spread over the surface are allowed
B
1
= Cracks less than 1.5mm deep or wide, running in a Radial direction, are allowed
C
1
= Grooves (circumferencial) less than 1.5mm wide are allowed
D
1
= Cracks in the vanes are not allowed and the
Disc MUST BE REPLACED .
a = Pad contact area
A
1
D
1
Note
In case of surface conditions A
1
,-C
1
, the Disc can continue to be used until the minimum thickness of 37mm is reached.
Knorr-Bremse Discs are normally service-free and grinding when changing Pads is not necessary.
However, grinding could be useful, e.g. to increase the load-bearing surface of the Pads after severe grooving on the entire friction surface has occurred.
To meet safety requirements, the minimum thickness after regrinding is > 39 mm.
In addition, the recommendation of the Vehicle
Manufacturer MUST be followed.
B
1 max. 0,75 x
a
max. 1,5 mm
C
1
VF 00127/3
WARNING!
If these recommendations are ignored, there is a danger of brake failure. If the Pads are worn down to the backplate or if Disc wear is excessive, brake performance will be severely affected and may be lost completely.
17
5.3.1 Brake Wear Check using Guide Pin ( For all Axial and Radial Disc Brakes except those listed in
Section 5.3.2 - These Callipers do not have the rib in position B (see also Section 5.3.2)
1
4
6
1
4
6
B
C
D
M+P-KN-005
The condition of the Pads can be visually determined without removing the road wheel by noting the position of the Fixed Sleeve (4) in the Floating Caliper (1).
If dimension ‘C’ is less than 1mm, a more accurate check of the Pads and Disc must be made.
If necessary change the Pads - see Section 6
B = without rib (see also Section 5.3.2)
C = pin protrusion - shown in new condition
D = minimal pin protrusion - Pads and Disc must be checked with road wheel removed
18
5.3.2 Brake Wear Check using Guide Pin (Only for Axial Disc Brakes SB 7541 , SB 7551 to SB 7629 ,
SB 7639 and Radial Disc Brakes SB 7102, SB 7112, SB 7103, SB 7113, SB 7104, SB 7114,
SB 7105, SB 7115, SB 7108, SB7118, SB 7109, SB 7119, SB 7120, SB 7130 - These Callipers do have the rib in position B (see also Section 5.3.1)
1 1
4
6
4
6
B
C
D
M+P-KN-006
The condition of the Pads can be visually determined without removing the road wheel by noting the position of the Fixed Sleeve (4) in the Floating Caliper (1).
If the head of the Fixed Sleeve (4) is inside the
Rubber Bush (6) by a dimension D greater than
18mm, then a more accurate check of the Pads and
Disc must be made.
If necessary change the Pads - see Section 6.
B = with rib (see also Section 5.3.1)
C = new condition
D = 18 mm or more, Pads and Disc must be checked with road wheel removed
19
5.3.3 Wear Indicators
Due to different Vehicle Manufacturer and vehicle types there are several types of Pad Wear Indicator used.
a) In - Pad Normally Closed Indicator - Circuit is broken when Pad Wear reaches limit.
b) In - Pad Normally Open Indicator - Circuit is made when Pad Wear reaches limit.
c) Wear Indicator using built in Potentiometer. This is available either as an on/off version or as a continuous signal version which can be linked to the vehicle’s electronic monitoring systems.
An optical or acoustic device may be linked to any of the above.
Important
Please also refer to specifications provided by the
Vehicle Manufacturer
M+P-KN-007
M+P-KN-008
20
5.4 Knorr-Bremse Diagnostic Equipment
The Knorr-Bremse Diagnostic Unit ZB 9031 is a hand held device suitable for vehicles that are fitted with Knorr-Bremse Disc Brakes using a continuous signal type of Wear Potentiometer.
The wear condition of each brake can be measured by connecting the device to a suitable 13 pin socket
(DIN 72570) where fitted. This socket will have been connected to each sensor by the vehicle manufacturer.
The Diagnostic unit allows:
Quick and simple wear check.
A check of the potentiometer function.
A detailed instruction manual is included with each unit.
5.5 Knorr-Bremse Diagnostic Equipment
The Knorr-Bremse Wear Check Module ZB 9033 is a chassis mounted device suitable for vehicles that are fitted with Knorr-Bremse Disc Brakes using a continuous signal type of Wear
Potentiometer.
The module continuously monitors and displays the wear at each brake.
For vehicles without an automatic brake control system, particularly Trailer applications, the module allows for a quick and simple wear check.
The Wear Check Module allows:
Up to 6 Brakes to be checked together.
LED monitoring of each Brake condition.
A detailed instruction manual is included with each unit.
21
6 Pad replacement
(for “Axial- and Radial Disc Brake”)
WARNING!
Before starting repair work, ensure the service brake and parking brake are not applied and that the vehicle cannot roll away.
Take the wheel off (refer to Vehicle Manufacturer’s recommendations).
Remove Clip (26) and Washer (45), push down the
Pad Retainer (11) and remove Pin (44).
If the Pad Retainer (11) is corroded, it should be replaced.
Important
Before removing Pads it is strongly recommended that the Adjuster mechanism is checked for correct operation. See Section (5.2)
WARNING!
Do not overload or damage the Adjuster
(23). Use only 8mm Ring Spanner or 1/4” drive Socket with a lever length no greater than 100mm.
DO NOT use an Open Ended Spanner since this may damage the Adjuster shaft.
Remove Cap (37).
Turn the Adjuster counter-clockwise until Pads can be removed. A clicking noise will be heard during this procedure.
Push inboard Pad (12) toward Actuator.
Pull out both Pads (12).
6.1.1 Tappet Boot Check
The Adjuster (23) should be screwed clockwise until the boots are clearly visible.
The Boots should not show any damage.
Check the attachment of the Boots into the Caliper housing.
Important
Any ingress of water or dirt past the Tappet Boot will lead to corrosion and affect the function of the
Actuation Mechanism and Adjuster Unit.
If damaged, the Boot and Tappet must be replaced
(see Section 7).
22
44
26
45
11
M+P-KN-010
13
23
37
12
12
M+P-KN-011
M+P-KN-012
6.1.2 Caliper guidance check
Following Pad removal (Section 6.1)
Using hand pressure only (no tools), the Caliper (1) must slide freely over the whole length of the Guide
Pin arrangement >30mm.
During this operation the Sleeve (5) is sealed by the
Boot (9) and Cap (10) or Steel Cap (10a) and O-Ring
(31a). These must show no signs of damage. Check that these are correctly seated.
The Caliper may have to be re-sealed by using a suitable Kit (see page 5 or page 7).
31a*)
9 5 7
10a*)
10
WARNING!
Pads must be changed as an axle set and NOT individually.
Use only Pads which are permitted by the vehicle manufacturer,axle manufacturer and brake manufacturer.
Failure to comply with this may invalidate the vehicle manufacturer’s warranty
Note:
Before placing the Pads into the Carrier, the Adjuster
(23) must be further de-adjusted by rotating it counter clockwise.
Clean the Pad abutments.
Push Caliper (1) outboard and fit the outboard Pad
(12).
For fitting the inboard Pad (12) push Caliper (1) in the opposite direction.
If fitted, replace Wear Indicators and fittings / brackets etc. See page 5 or 7.
WARNING!
Do not overload or damage the Adjuster
(23). Use only 8mm Ring Spanner or 1/4” drive Socket with a lever length no greater than 100mm.
DO NOT use an Open Ended Spanner since this may damage the Adjuster shaft.
Rotate the Adjuster clockwise until the Pads come into contact with the Disc. Then turn back the
Adjuster 2 clicks.
1
M+P-KN-013-Äi01
1
4 6
*) possible variants by items 10a & 31a
12
M+P-KN-014
23
The hub should turn easily by hand after having applied and released the brake.
The Cap (37) must then be replaced having lightly greased it with Renolit HLT2 (available as part number II14525).
After setting the Pad Retainer (11) into the groove of the Caliper (1), it must be pushed in to enable the positioning of Pad Retainer Pin (44).
Fit washer (45) and Spring Clip (26) to the Pad
Retainer Pin (44) (use only new parts).
Our recommendation is fitting Washer (45) and
Spring Clip (26) pointing downwards (see diagram).
Wheel mounting (refer to Vehicle Manufacturer’s recommentations).
IMPORTANT!
New Pads need bedding in. Heavy or long duration braking should initially be avoided.
44
7 Tappet with Boot replacement
(for “Axial- and Radial Disc Brake”)
7.1 Tappet with Boot removal
Note:
It may be easier to remove the Caliper from the axle to replace the Tappets of the Caliper (see Section
10.1).
The Adjuster (23) must be screwed clockwise until the Boots can be reached.
If the Caliper has been removed from the vehicle care must be taken not to overrun the threads (see section 7.1.1).
To remove the Tappet Boot from the Caliper bore, a
Screwdriver should be used to deform the Boot location ring - see diagram.
Warning!
Great care must be taken not to damage the Inner Seal since it is not a replacement item.
24
13
13
1
26
45
11
M+P-KN-016
M+P-KN-017
The Tappets (13) can be removed from the Threaded
Tubes by using Wedge Fork A. (Order No. II32202).
Remove the old Tappet Bush (116).
Check Inner Seal (arrow) and if damaged, the Caliper must be replaced .
7.1.1 Adjuster thread inspection
Place an unworn Pad (12) into the outboard gap to avoid overrunning of the Threaded Tubes.
A
A 13
13
161
IMPORTANT!
Threaded Tubes should not overrun the inner thread of the Bridge.
The Caliper must be changed if synchronisation is lost.
For the inspection of the threads, the tubes must be screwed out (max. 30mm) by turning the Adjuster
(23) clockwise.
If Caliper is not installed on axle, put a spacer E
(length = 70mm) into the Caliper (1) to avoid overrunning of the Threaded Tubes (16) when screwing them out (see illustration opposite). During screwing, the threads can be checked for corrision damage.
In case of water ingress or corrosion, the Caliper must be replaced.
7.2 Tappet with Boot fitting
With Caliper fixed to axle:
Grease threads with RENOLIT HLT2 (Order No.
II14525).
Screw back Threaded Tubes (16), by turning the
Adjuster (23) counter-clockwise.
Place new Tappet Bush (161) onto the head of the
Tube (16).
Sealing seat in the caliper for Tappet with Boot (13) must be clean and free of grease.
Place Tappet with Boot (13) onto the head of the
Tube.
Use Push-In Tool with the short strut (B)
(Order No II19252) for positioning and pressing-in the
Boot (13).
VF 00127/4
161
13
12
16
70 mm
16
E
46
M+P-KN-019
1
VF 00127/13
B
VF 00127/5
25
Using Tool B in reverse, the Tappet can be pressed on.
13
B
With Caliper not installed on axle
Grease threads with RENOLIT HLT2 (Order No.
II14525).
Screw back Threaded Tubes (16), by turning the
Adjuster (23) counter-clockwise.
Sealing seat in the caliper for Tappet with Boot (13) must be clean and free of grease.
Place new Tappet Bush (161) onto the head of the
Tube (16).
Place Tappet with Boot (13) onto the head of the
Tube.
Use Push-In Tool with the long strut (B) (Order No
II19252) for positioning and pressing-in the Boot (13).
Using the Tool (B) in reverse, the Tappet can be pressed on.
M+P-KN-022
B
13
M+P-KN-021
B
13
M+P-KN-023
26
8 Caliper Suspension sealing
(Replacement of inner Boot (9) )
(for the Axial and Radial Disc Brake)
Remove Caliper (see Section 10.1)
Remove Ring (58)
Pull out Sleeve (5)
Push out Boot (9) with screw driver.
Inspect and clean contact area of Boot (9)
5
9
58
M+P-KN-025
Put new Boot (9) into the Sleeve (arrow) of the Tool C
(Order No II19253).
Position Sleeve with Boot (9) into the Caliper bore and pull in.
9
9
C
M+P-KN-026
Fit the Sleeve (5)
The Boot end must engage in the groove of the
Sleeve (5) (arrow). Lock with Ring (58) by pushing until it engages.
Important:
Before fitting the Caliper the unsealed Sleeve with the
Rubber Bush should be checked for its ability to slide.
Fit Caliper (see Section 10.2).
58
5 9
VF 00127/15
27
9 Guide Pin Bush replacement
(for “Axial- and Radial Disc Brake”)
Remove Caliper (see Section 10.1)
Remove Sleeve (5) and inner Boot (9) (see Section 8).
9.1 Brass Bush (7) replacement
Remove old Sleeve (5).
Pull out Bush (7) with Tool (D) (Order No. II19254).
If Caliper has no groove (see arrow)
(Note: Groove is always located on the inboard side)
Pull in new Brass Bush (7) with Tool (D).
If Caliper has a groove:
Pull in new Brass Bush (7) with Tool (D).
To prevent longitudinal displacement use
Tool (F) (Order No II36797) to create new groove.
Check contact area of Brass Bush (7) for burrs.
Remove burrs.
Grease Bush with white Grease RENOLIT HLT2
(Order No II14525).
Insert new Sleeve (5).
Note:
The Guide Pins Kit contains new Sleeves (4) & (5) and new Caliper Bolts (39) & (40) (see Section 1.2
and 1.4).
7 D
D
VF 00127/16
7
VF 00127/17
9.2 Rubber Bush (6) replacement
Remove old Sleeve (4)
Pull Rubber Bush (6) out of bore.
Check bore for corrosion, clean if necessary with
Corrosion protection paint (e.g. Zinc spray).
Note:
Grease new Rubber Bush (6) inside and outside with green Grease SYNTHESO GL EP 1 (Order No
II32793).
6
4
28
M+P-KN-030
Deform new Rubber Bush (6) and push from the inner side of the Caliper into the bore.
Push Rubber Bush (6) so that the outer positioning ring locates in the groove (see arrows).
IMPORTANT!
Under no circumstances must the white
Grease (containing mineral oil) be used for lubricating the Bush or Sleeve. Use only synthetic based green Grease
(Part Number II32793).
Note:
The Guide Pins Kit contains new Sleeves (4) & (5) and new Caliper Bolts (39) & (40).
Assemble Sleeve (4)
Re-fit Caliper (see Section 10.2)
Important:
Torque Caliper Bolts to 285
+25
Caliper slides easily.
Nm and check that the
10 Caliper replacement
(for Axial- and Radial Disc Brake)
10.1 Caliper removal
Remove Pads (see Section 6.1)
Remove Actuator (see Section 12.1 and 12.3).
Remove Outer Boot Clip (31) and take off Outer Boot
(10)
Note:
As well as Calipers with Outer Boot (10) and Outer
Boot Clip (31) there are versions with Steel Cap (10a) and O-Ring (31a) available.
On models with Steel Caps (10a) and O-Rings (31a), place tool (G) (Part Number Z001105) onto the Steel
Cap and tighten the threated pin by a hexagon socket spanner. Then use hammer as shown.
Remove Cylinder Bolts (39 and 40).
39
31
10
40
6
M+P–KN–031
10
31
10a 31a
M+P-KN-024-Äi01
29
WARNING!
Hold Caliper only at its outer side.
Never get your fingers between
Caliper and Carrier!
Remove Caliper from Carrier.
IMPORTANT!
The opening or dismantling of the
Caliper has not been authorized.
Use only Genuine Knorr-Bremse
Service Exchange Calipers.
10.2 Caliper fitting
The correct choice of Caliper must be ensured by checking the Part No. on the label (arrow, picture above)
Note:
Service Exchange Calipers have a blue label.
The Service Exchange Caliper has a plastic cap or an adhesive tape in the area of the Actuator attachment.
Remove the cap tape after installing the Caliper
(see arrow).
Note:
The service exchange Caliper includes sealing and guiding elements. The Pads are not included.
WARNING!
Hold Caliper only at its outer side.
Never get your fingers between
Caliper and Carrier!
10.2.1 Caliper with Outer Boot (10)
Locate the Caliper to the Carrier.
Screw-in Caliper Bolts (39 and 40) and tighten to
285
+25
Nm (use only new parts).
Check that the Caliper slides easily.
Check the position of the Inner Boot (9) on the
Sleeve (5).
Check Adjuster function (see Section 5.2)
If necessary use new Outer Boot (10).
Check grease-free seating of the Outer Boot (10) on the Caliper (1)
39
31
10
40
58
5
9
FD00114
FD00116
10a 31a
FD00113
M+P-KN-027
30
Tighten Outer Boot Clip (31)
Fit the Pads (see Section 6.2)
Attach Brake Chamber or Spring Brake (see Section
12.2 or 12.4) 39 31
10.2.2 Caliper with Steelcap (10a)
IMPORTANT!
It is only allowed to replace the Outer
Boot (10) by the Steel Cap (10a) when replacing the Sleeve (5), the
O-Ring (31a) and the Screw (40) at the same time. Replace only after permission by Axle- or Vehiclemanufacturer. On SB 6... (19,5“) only permissible after manufacturing date
A0026. (see type plate).
It may be easier to remove the Caliper and the
Carrier from the axle to replace the Steel Cap.
Assemply at the Vehicle :
The fitting must be carried out with Pads still installed.
- Clean area.
- Using the Grease supplied (II14525), lightly lubricate the O-Ring and place it over the cast spigot (see
Sketch).
- Remove Threated Pins from assembly tool (G) to avoid demage of the Steel Cap.
- Hold the new Steel Cap on the end of the Spigot.
By using a suitable press or special assembly tool
(Part Number Z001105) and a hammer, press the
Steel Cap fully on the spigot making sure not to deform the Cap.
After removal the Steel Cap and the O-Ring must not be refitted.
IMPORTANT!
The Steel Cap (10a) and the O-Ring must only be used once.
M+P-KN-042
10
31
10a
31a
40
5
FD00108
X
2mm
FD00106
X
V
31
Assemply on the Caliper and Carrier removed from the axle:
IMPORTANT!
It is only allowed to replace the Outer
Boot (10) by the Steel Cap (10a) when replacing the Sleeve (5), the
O-Ring (31a) and the Screw (40) at the same time. Replace only after permission by Axle- or Vehiclemanufacturer. On SB 6... (19,5“) only permissible after manufacturing date
A0026. (see type plate).
Put the Caliper on the Carrier.
IMPORTANT!
Special threated Screw (40) and Steel
Cap (10a) as well as the O-Ring (31a) must be renewed whenever Screw (40) has been removed.
Screw-in Caliper Bolts (39 and 40) and tighten to
285
+25
Nm.
Check the position of the Inner Boot (9) on the
Sleeve (5).
Check that the Caliper slides easily.
In the shown clamping (e.g. vice) press the Caliper against the Carrier as far as possible. The inner Boot
(9) must be in compressed condition, this to prevent air being trapped inside of the Cap.
The assembly of the Steel Cap (10a) can now be carried out as in Section “ Assembly at the Vehicle“.
Check Adjuster (Section 5.2).
11 Carrier replacement
(for Axial- and Radial Disc Brake)
Remove Caliper (see Section 10.1).
Remove Carrier (2) from axle.
Clean axle contact area.
Attach new Carrier with new bolts from the relevant truck manufacturer. Bolts are not supplied by Knorr-
Bremse.
Attach Caliper (see Section 10.2)
32
9
5
Clamping device
9
FD00112
Direction of pressure
FD00110EN
2
M+P-KN-036
12 Actuation cylinder replacement
(for “Axial- and Radial Disc Brake”)
12.1 Brake Chamber removal
Disconnect air line from Brake Chamber (18/2)
Unscrew Brake Chamber Mounting Nuts (do not reuse them).
Remove Brake Chamber
12.2 Brake Chamber fitting
IMPORTANT:
New Brake Chambers (18/2) have drain plugs installed. Remove bottom plug (see arrows). All other drain holes should be plugged.
Before fitting the new Brake Actuator, the sealing surface (see arrow) must be cleaned, and the
Spherical Cup (19) in the Lever must be greased with white Grease RENOLIT HLT2 (Order no II14525).
Surface area of the flange must be plain and clean.
IMPORTANT!
Do not use Grease containing molybdenum disulphate. Use only KORR-
Actuators which are recommended by the Vehicle Manufacturer.
Attach Actuator with new Nuts
(self-locking EN ISO 7042) and torque tighten to 180
+30
Nm.
Connect air hose and check for leakage.
Make sure that hose is not twisted and that chafing is not possible.
IMPORTANT!
Check function and effectiveness of the brake.
19
18/2
VF 00127/10
M+P-KN-034-Äi01
33
12.3 Spring Brake removal
CAUTION!
Chock wheels before releasing
Spring Brake
Release parking brake, move Hand Control Valve to
‘run’ position.
Screw-out Release Bolt (arrow) with a maximum torque of 35Nm.
Release air from brake, move Hand Control Valve to
‘park’ position.
Disconnect air hoses from Spring Brake Actuator
(18/1)
Unscrew Spring Brake Actuator Mounting Nuts (do not re-use).
Remove Spring Brake Actuator.
12.4 Spring Brake fitting
IMPORTANT!
New Spring Brake Actuators (18/1) have drain plugs installed. Remove bottom plug (see arrows).
All other drain holes should be plugged.
Before fitting the new Brake Actuator, the sealing surfaces have to be cleaned, and the Spherical Cup
(19) in the Lever must be greased with white Grease
RENOLIT HLT2 (Order no II14525)
Surface area of the flange must be plain and clean.
IMPORTANT!
Do not use grease containing molybdenum disulphate.
Use only KNORR-BREMSE Actuators which are recommended by the
Vehicle Manufacturer.
IMPORTANT!
On Radial Disc Brake the Train Plugs in the bottom of the Cylinderflange must be open.
34
18/1
19
VF 00127/11
M+P-KN-034-Äi01
FD00115
Attach Actuator with new Nuts
(self-locking EN ISO 7042) and torque tighten to
+30
180 Nm.
Connect air hose, ensuring that hoses are not mixed up.
Make sure that hoses are not twisted and that chafing is not possible.
Release parking brake, move Hand Control Valve to
‘run’ position, and check for leakage.
Screw in Spring Brake Release bolt to maximum
70 Nm.
IMPORTANT!
Check function and effectiveness of the brake.
13 Additional information
A Video is available for additional information.
Order number: RA-SB0002.DE Video (German)
RA-SB0002.EN Video (English)
(in UK. order KBP2060/1)
RA-SB0002.IT Video (Italian)
RA-SB0002.SP Video (Spannish)
RA-SB0002.PO Video (Portugese)
RA-SB0002.DA Video (Danish)
RA-SB0002.HU Video (Hungarian)
RA-SB0002.FR Video (French)
13.2 Service Tool Kit ZB 9032
For service and repair work we recommend our Tool Kit ZB 9032 II 37951/004EX, which contains all necessary special tools.
For vehicles fitted with continuous potentiometer type wear sensors,
Knorr-Bremse Diagnostic Equipment may be used to ensure quick and simple measurement of wear at each caliper.
See sections 5.4 and 5.5.
35
Knorr-Bremse
Systeme für Nutzfahrzeuge GmbH
Moosacher Straße 80
D-80809 Munich
Germany
Phone: +49 89 35 47-0
Fax: +49 89 35 47-27 67
Knorr-Bremse
Benelux B.V.B.A.
Industriepark 39 - Zone A
B-2220 Heist-op-den-Berg
Belgium
Phone: +32 15 25 02 83
Fax: +32 15 24 92 40
Knorr-Bremse
Sistemi per Autoveicoli
Commerciali S.p.A.
Via C. Battisti, 68
I-20043 Arcore (MI)
Italy
Phone: +390 39 60 75-1
Fax: +390 39 60 75-4 35
Knorr-Bremse
System för Tunga Fordon AB
Hemsögatan 20
S-21124 Malmö
Sweden
Phone: +46 40 6 80 58 80
Fax: +46 40 93 74 90
Knorr-Bremse
Systèmes pour Véhicules
Utilitaires France S.A.
BP 34178
La Briqueterie, RN 13
Glos
F-14104 Lisieux Cedex
France
Phone: +33 2 31 32 12 00
Fax: +33 2 31 32 13 03
Knorr-Bremse
Systeme für Nutzfahrzeuge GmbH,
Moscow
Kazachy per, 5/2
RF-109017 Moscow
Russian Federation
Phone: +7 503 2 34 49 95
Fax: +7 503 2 34 49 96
Knorr-Bremse
Systems for Commercial Vehicles Ltd.
Douglas Road
Kingswood
GB-Bristol BS 15 8NL
Great Britain
Phone: +44 117 9 84 61 00
Fax: +44 117 9 84 61 01
Knorr-Bremse
Benelux B.V.B.A.
Overijsselhaven 79
NL-3433 PH Nieuwegein
Netherlands
Phone: +31 30 6 08 10 90
Fax: +31 30 6 08 08 75
Knorr-Bremse
Systémy pro u˘zitková vozidla, CR, s.r.o.
Petra Bezruce 399
CZ-46362 Hejnice
Czech Republic
Phone: +420 427 36 36 11
Fax: +420 427 36 37 11
Knorr-Bremse
Fékrendszerek Kft.
Szegedi út 49
H-6000 Kecskemét
Hungary
Phone: +36 76 51 11 00
Fax: +36 76 48 13 63
Knorr-Orsan
Ticari Araç Sistemleri Ltd. Sti.
Türkgücü Köyu Yolu Üstü, 5 km
TR-Çorlu/Tekirdag
Turkey
Phone: +90 282 6 81 84 00
Fax: +90 282 6 81 84 15
Knorr-Bremse
Systems for Commercial Vehicles India
Ltd.
14/6 Mathura Road
IND-Faridabad-121003 Haryana
India
Phone: +91 129 5 27 64 09
Fax: +91 129 5 27 59 35
Knorr-Bremse Far East Ltd.
Truck Brake Systems Division
1301 CRC Protective Tower
38 Gloucester Road
Wanchai
Hong Kong
China
Phone: +852 25 20 61 19
Fax: +852 25 20 62 59
JKC Truck Brake Systems Co. Ltd.
Zexel Building 6/F
3-6-7 Shibuya, Shibuya-Ku
J-Tokyo 150-0002
Japan
Phone: +81 3 34 98 84 41
Fax: +81 3 34 98 84 43
Bendix Commercial Vehicle Systems
901 Cleveland Street
USA-Elyria/OH 44036
U S A
Phone: +1 440 3 29 90 00
Fax: +1 440 3 29 95 77
Knorr-Bremse
Sistemas para Veículos Comerciais
Brasil Ltda.
Av. Eng.° Eusébio Stevaux, 873,
Bloco B
BR-04696-902 São Paulo/S.P.
Brasil
Phone: +55 11 56 81 11 04
Fax: +55 11 2 46 39 05
KNORR-BREMSE
Systeme für Nutzfahrzeuge GmbH
Moosacher Straße 80 · D-80809 München · Germany · Phone +49 89 35 47-0
Fax +49 89 35 47-27 67 · Homepage http://www.knorr-bremse.com
SECTION 13: WHEELS, HUBS & TIRES
CONTENTS
1.
WHEELS .......................................................................................................................................... 13-3
2.
WHEEL MAINTENANCE ................................................................................................................. 13-3
2.1
I NSPECTION ................................................................................................................................ 13-3
2.2
S INGLE W HEEL R EMOVAL ............................................................................................................ 13-4
2.3
S INGLE WHEEL I NSTALLATION ...................................................................................................... 13-4
3.
DUAL WHEELS ............................................................................................................................... 13-4
3.1
O UTER W HEEL R EMOVAL ............................................................................................................ 13-4
3.2
I NNER W HEEL ............................................................................................................................. 13-4
3.3
I NNER W HEEL I NSTALLATION ....................................................................................................... 13-4
3.4
O UTER W HEEL I NSTALLATION ...................................................................................................... 13-4
3.5
I NSPECTION ................................................................................................................................ 13-4
4.
ALUMINUM WHEEL CORROSION PROTECTION........................................................................ 13-5
5.
WHEEL STRAIGHTNESS TEST ..................................................................................................... 13-5
6.
WHEEL STUDS ............................................................................................................................... 13-6
6.1
D RIVE
A
XLE STUDS
...................................................................................................................... 13-6
6.2
F RONT AND T AG A XLE S TUDS ...................................................................................................... 13-6
7.
HUB MOUNTED WHEELS.............................................................................................................. 13-6
7.1
C ARE OF WHEELS ........................................................................................................................ 13-7
8.
FRONT AND TAG AXLE WHEEL HUBS ........................................................................................ 13-7
8.1
G REASE L UBRICATED W HEEL H UBS ............................................................................................ 13-7
8.1.1
8.1.2
Recommended Lubricants ................................................................................................. 13-7
Hub Bearing Inspection...................................................................................................... 13-7
8.2
O IL L UBRICATED W HEEL H UBS .................................................................................................... 13-7
8.2.1
Hub Bearing Maintenance ................................................................................................. 13-7
9.
DRIVE AXLE WHEEL HUBS........................................................................................................... 13-8
9.1
B EARING A DJUSTMENT ................................................................................................................ 13-8
9.2
D ISASSEMBLY AND R EPAIR .......................................................................................................... 13-8
10.
SPARE WHEEL (IF APPLICABLE).............................................................................................. 13-9
10.1
P ULLING O UT S PARE W HEEL ....................................................................................................... 13-9
10.2
C HANGING A F LAT .................................................................................................................... 13-10
10.3
S PARE W HEEL M AINTENANCE ................................................................................................... 13-10
11.
TIRE MAINTENANCE ................................................................................................................ 13-10
11.1
I NFLATION P RESSURE ................................................................................................................ 13-10
11.2
T IRE M ATCHING ........................................................................................................................ 13-11
11.3
W HEEL B ALANCING ................................................................................................................... 13-11
11.4
T IRE R OTATION ......................................................................................................................... 13-12
12.
SPECIFICATIONS...................................................................................................................... 13-12
13-1
Section 13: WHEELS, HUBS & TIRES
LLUSTRATIONS
FIGURE 1: ALUM/STEEL WHEEL ARRANGEMENT............................................................................. 13-3
FIGURE 2: TIGHTENING SEQUENCE ................................................................................................... 13-3
FIGURE 3: DIAL GAUGE INSTALLATION ............................................................................................. 13-5
FIGURE 4: STUD-MOUNTED WHEELS ................................................................................................ 13-6
FIGURE 5: HUB-MOUNTED WHEELS................................................................................................... 13-6
FIGURE 6: OIL FILL CAP........................................................................................................................ 13-7
FIGURE 7: SPARE WHEEL COMPARTMENT....................................................................................... 13-9
FIGURE 8: FORWARD R.H. SIDE COMPARTMENT ............................................................................ 13-9
FIGURE 9: TIRE INFLATION ................................................................................................................ 13-11
FIGURE 10: TIRE LIFE / INFLATION PRESSURE............................................................................... 13-11
13-2
1. WHEELS
When the vehicle is provided with stud-mounted wheels, wheel studs and nuts on the left side of the vehicle have left-hand threads whereas those on the right side have right-hand threads.
If equipped with hub-mounted wheels, all studs and nuts have right-hand threads. Either steel wheels or optional aluminum-polished wheels may be installed on the vehicle. Both are mounted with radial tubeless tires.
Except for customer special request, all wheel dimensions are 22.50 X 9.0 inches (571.5 X
228.6 mm) for 315/80 R 22.5 tires.
Section 13: WHEELS, HUBS & TIRES
2. WHEEL MAINTENANCE
Wheel maintenance consists of periodic inspections. Check all parts for damage and make sure that wheel nuts are tightened to the proper torque. In the case of a new vehicle, or after a wheel installation, stud nuts should be tightened every 100 miles (160-km) for the first
500 miles (800-km) to allow setting in of clamping surfaces.
Wheel studs and nuts must be kept free from grease and oil. No lubricant whatsoever should be used. Cleanliness of the wheel and its rotor mating surfaces is important for proper wheel mounting.
However, for hub mounted wheels, it is recommended to add some rust protection lubricant on the pilot diameter of the hub (to facilitate future removal).
It is also important that wheel stud nuts be tightened alternately on opposite sides of the wheel. Refer to Figure 2 for the suggested tightening sequence.
2.1 INSPECTION
Tighten stud nuts progressively as shown in figure 2. The final tightening should be done with a torque wrench. Tighten stud nuts to 450 -
500 ft-lbf (610 - 680 Nm) for aluminum as well as steel wheels.
FIGURE 1: ALUM/STEEL WHEEL ARRANGEMENT
13001H3
FIGURE 2: TIGHTENING SEQUENCE
13-3
13018
Section 13: WHEELS, HUBS & TIRES
2.2 SINGLE WHEEL REMOVAL
1. Stop engine and apply parking brake.
2. Loosen wheel nuts about one turn (do not remove the nuts). This is not necessary if equipped with hydraulic powered gun.
Note: For stud-mounted wheels, turn nuts counterclockwise for R.H. side and clockwise for the L.H. side of vehicle. For hub-mounted wheels, turn nuts counterclockwise on both sides of the vehicle.
3. Raise the vehicle by its jacking points on the body. See Section 18, "BODY", under heading "VEHICLE JACKING POINTS".
4. Unscrew wheel hex stud nuts and remove the wheel.
Caution: Always mark position of the wheel on the axle prior to removal in order to replace wheel at the same location, thus avoiding a new wheel balancing.
Note: If it is not already included on the axle, it is recommended to add wheel protector #650134 between aluminum wheels and hubs as a galvanic corrosion protector.
2.3 SINGLE WHEEL INSTALLATION
1. Mount the wheel over studs, being careful not to damage stud threads;
2. Screw in the hex stud nuts (refer to Figure 2 for sequence) so that wheel will position itself concentrically with hub. This is important, otherwise wheel may be eccentric with hub and will not run straight. In this initial step, slightly tighten the nuts to correctly position the wheel;
3. Tighten stud nuts progressively as shown in
Figure 2. The final tightening should be done with a torque wrench. Tighten stud nuts to
450 - 500 ft-lbf (610 - 680 Nm) for aluminum as well as steel wheel.
Caution: Insufficient mounting-torque can result in damage to parts. Excessive mounting torque can cause studs to break and the wheel to crack in stud hole area.
3. DUAL WHEELS
3.1 OUTER WHEEL REMOVAL
Same as described in "Single Wheel Removal" procedure described previously.
3.2 INNER WHEEL
1. Remove outer wheel;
2. Unscrew inner cap nuts;
3. Remove inner wheel.
3.3 INNER WHEEL INSTALLATION
1. Mount the wheel over studs, being careful not to damage stud threads;
2. Screw in the inner cap nuts (Fig. 4), so that wheel will position itself concentrically with hub. Refer to Figure 2 for sequence; according to sequence shown in Figure 1.
Final tightening should be done with a torque wrench. Tighten inner cap nuts to 450 - 500 ft-lbf (610 - 680 Nm) for aluminum as well as steel wheel.
Caution: Insufficient mounting-torque can result in damage to parts. Excessive mounting torque can cause studs to break and the wheel to crack in stud hole area.
3.4 OUTER WHEEL INSTALLATION
With inner wheel installed, tighten the hex stud nuts (Fig. 4) using the single wheel installation procedure described previously.
Note: On dual wheel assemblies, position the wheels with the tire valves 180º apart in order to have access to both the inner and outer valves.
3.5 INSPECTION
1. Loosen a hex stud nut three turns (Fig. 4);
2. Tighten the inner cap nut to (450 - 500 ft-lbf
[610 - 680 Nm]);
3. Tighten the hex stud nut to 450 - 500 ft-lbf
[610 - 680 Nm].
Repeat for each of the 10 "hex stud nut - inner cap nut assemblies" according to the tightening sequence in figure 2.
13-4
Caution: Do not attempt to tighten an inner cap nut without having previously loosened the hex stud nut.
Caution: The actual length of thread engagement present in an assembled wheel can not always be determined by visual inspection of measurement of a tightened assembly. The relationship of the wheel cap nut seat to the end of the stud may vary. If there is any doubt that enough thread engagement is present, the number of engaged threads may be counted.
Tighten all nuts in the regular manner, then loosen one to hand-tightness. The number of turns to disengage a 1-1/8-inch nut should be at least five full turns. At least seven full turns should be required to disengage a ¾-inch nut or a M22 nut. Ideally, when torqued to the proper load, the stud should be flush with the face of the nut. The face of the nut may be recessed in nuts that are taller for improved wrenching.
With most of the nuts in present use, a few unengaged threads at the outer end will cause no problem provided at least 5-7 full turns are required to disengage the nut depending on thread size.
4. ALUMINUM WHEEL CORROSION
PROTECTION
Clean wheels often by means of a high pressure water jet. Cleaning may be accelerated with mild soap. Do not use concentrated alkaline cleaning products.
When tire is removed, clean and inspect wheel thoroughly. Remove dirt and corrosion on rim by means of a wire brush. Do not use a wire brush on the outer surface of the wheel.
The following measures should be taken to maintain original appearance of the aluminum wheels:
1. Remove any tar from wheel surface with a good quality tar remover.
2. Spray Alcoa Cleaner (Prévost #683529) evenly on cool outer surface of wheel. Let work 15-20 minutes (keep wet by spraying more Cleaner if necessary).
3. Rinse thoroughly with clean water and let air dry. Heavy oxidation may require a repeat application of cleaner.
4. Apply Alcoa Polish (Prévost #683528) sparingly to a small area using a clean, soft
Section 13: WHEELS, HUBS & TIRES cloth. Work polish into surface as you would a rubbing compound.
5. Buff, turning cloth frequently, until surface is clean and shiny. Let air dry. Use power buffer to improve ease of use and gloss uniformity.
6. On completely dry, clean and polished surface, generously apply Alcoa sealant
(Prévost #683527). Rinse thoroughly with water while surface is still wet in appearance
(have water source ready as the dry time is very short, usually less than 2 minutes).
7. For best results, finish by wiping the surface with a clean rag to remove excess water, then allow surface to dry.
Clean aluminum wheels as required to maintain original look.
Warning: Wheel surfaces may have sharp or cutting edges that may cause injury to the hands.
To prevent contact with sharp edges, it is strongly recommended to wear rubber gloves when washing or polishing wheels.
5. WHEEL STRAIGHTNESS TEST
1. Slightly raise axle to be checked and place a safety support underneath;
2. Check wheel lateral runout. Install a dial gauge as shown in figure 3, then rotate the wheel by hand one full turn. As the wheel turns, note any variation on the dial gauge;
Caution: Damage to the dial gauge could occur if it strikes a wheel balancing weight.
3. If the variation in lateral runout exceeds 0.125
inch (3,2 mm), the wheel must be replaced.
13-5
FIGURE 3: DIAL GAUGE INSTALLATION
13008
Section 13: WHEELS, HUBS & TIRES
If doubt exists whether wheel or hub is distorted, hub may be checked as follows:
1. Replace the existing wheel with a wheel known to be correct;
2. Check wheel lateral runout as outlined in step
2;
3. If, within specifications, the hub is correct but the suspected wheel must be replaced.
Warning: NEVER STRAIGHTEN ALUMINUM
WHEELS. Never heat aluminum wheels to repair damages incurred after hitting a curb or resulting from other causes. The special alloy in wheels has been heat treated, and any uncontrolled heating could alter wheel structure. Furthermore, never weld aluminum-forged wheels for any reason whatsoever.
6. WHEEL STUDS
Stripped threads may be the result of excessive torquing or may have been damaged during wheel installation when placing the wheel over the studs. A stud having damaged threads must be replaced. Broken studs are a direct result of operating with loose stud nuts or improperly seated wheels. When a broken stud is replaced, the adjacent studs, on each side of the broken one must also be replaced since they could have been subjected to excessive strain and may be fatigued.
When installing wheel studs to hubs, check nuts retaining the wheel stud to wheel hub and replace if they are deformed, damaged or severely corroded. Install nut (and washer where applicable) to new stud. Torque to 450 - 500 lbf•ft (610 - 680 Nm).
Note: For stud-mounted wheels, turn nuts counterclockwise on R.H. side of vehicle and clockwise on L.H. side. For hub-mounted wheels, turn nuts counterclockwise on both sides of vehicle.
6.1 DRIVE AXLE STUDS
Wheels are mounted on the drive axle with 3/4"-
16 studs with an inner cap nut, and a 1-1/8”-16 nut if they are stud-mounted or with M22 x 1.5
studs and M22 two-piece flange nuts if they are hub-mounted wheels.
FIGURE 4: STUD-MOUNTED WHEELS
13007
6.2 FRONT AND TAG AXLE STUDS
Wheel can be mounted on tag axle with studs
(1-1/8"-16 thread) or hub mounted (M22 x 1.5
thread).
Note: Wheel studs and nuts must be kept free from grease and oil. No lubricant whatsoever should be used.
7. HUB MOUNTED WHEELS
Wheel surfaces in contact with hubs, nuts or other wheels should be kept free of all rust, grease and paint (except for initial “E” coat protection, applied to stop rusting and to facilitate wheel removal). The reason for this is to assure that all faces are clamped together without buildup of any coating. The threads of the wheel studs and the wheel nuts should be clean and undamaged.
FIGURE 5: HUB-MOUNTED WHEELS
13025
Note : When painting wheels, make sure to mask all surfaces identified above.
13-6
Using a calibrated torque wrench, tighten wheel nuts to 450-500 ft-lbf (610 - 680 Nm) of torque.
Do not use power tools or long bars for tightening. Tighten wheel nuts alternately as shown in figure 2.
Note: Tightening should not be done immediately after prolonged braking or when wheel ends are hot.
Check wheel nut torque at every 100 miles (160 km) for 500 miles (800 km) after fitting wheels.
Let cool before checking. If any relaxation of the initial 450-500 ft-lbf (610 - 680 Nm) of torque has occurred, retighten. Relaxation of initial torque may occur because of the “bedding down” of the hub and wheel surfaces.
Note: Torque relaxation occurs when wheel ends are hot but should revert to original setting when cool. Retightening when hot will produce a higher torque reading than recommended.
7.1 CARE OF WHEELS
Check for cracks in wheels, especially around the fixing holes, studs, nuts and washers. If in doubt, renew.
Do not simply retighten very loose wheel fixings or wheels that are continually becoming loose.
Find out why they are loose and whether any damage has been caused.
Use trained personnel and keep records of all attention to wheels and fixings, including which parts were renewed and when.
8. FRONT AND TAG AXLE WHEEL HUBS
Two types of wheel hubs are available. One is lubricated with grease and the other is lubricated with oil.
8.1 GREASE LUBRICATED WHEEL HUBS
Front and tag axle wheel hubs and hub bearings need to be cleaned and greased every 50,000 miles (80 000 km) or once a year, whichever comes first.
8.1.1 Recommended Lubricants
A good quality lithium-base grease NLGI No. 1 or No. 2 is recommended.
Section 13: WHEELS, HUBS & TIRES
8.1.2 Hub Bearing Inspection
An inspection should be made after the first
3,000 miles (4 800 km) and then at intervals of
25,000 miles (40 000 km). When the wheels are raised, they should revolve quite freely without roughness.
Hub bearings should have a slight end movement within the limits of 0.0005 to 0.002"
(0.0127 to 0.0508 mm) when rocked forward and backwards on axle stub. Refer to "Parts and
Service Manual for GKN axles", annexed to
Section 10, "FRONT AXLE"
8.2 OIL LUBRICATED WHEEL HUBS
FIGURE 6: OIL FILL CAP
13026
8.2.1 Hub Bearing Maintenance
If applicable, the front and tag axle wheel hubs use oil lubrication that eliminates periodic grease repacking of the hubs. A sight glass is provided for convenient verification of oil level. Oil level should be checked daily and must be maintained between the ”ADD” and “FULL” level mark in the sight glass or between 15/16” and 1 3/16” from wheel centerline (23 to 30 mm). If oil is not visible through the sight glass, general purpose gear lubricant SAE 85W/140 (API spec. GL5) must be added by removing the oil fill cap on side of hub to bring oil to the correct level. To check oil level after vehicle has been driven, wait at least 15 minutes to ensure that oil has settled.
Note: For vehicles equipped with Independent
Front Suspension, refer to Section 16
"SUSPENSION".
13-7
Section 13: WHEELS, HUBS & TIRES
Caution: Hub is provided with a very small vent hole in its center. Occasionally insert a small tip
(toothpick size) to avoid hole restriction and prevent overpressure in bearing housing.
9. DRIVE AXLE WHEEL HUBS
Drive wheels use a single oil-seal assembly.
They are lubricated from the oil supply in the differential housing. Bearings are tapered rollers, adjustable to compensate wear. Maintain differential oil level with general-purpose gear lubricant (refer to Section 24 "LUBRICATION" for proper oil grade selection) to ensure adequate oil supply to wheel bearings at all times.
9.1 BEARING ADJUSTMENT
To adjust drive wheel bearings:
1. Raise vehicle until both dual wheels can be turned freely (approximately 6 inches from the ground). Position jack stands under drive axle, then lower vehicle approximately 2 inches in order to avoid entire weight of the axle being supported by the suspension air bellows and the shock absorber pins.
2. Remove axle shaft as indicated in "Rockwell -
Maintenance Manual No. 5" under heading
"Single Reduction Differential Carriers" annexed to "Section 11" of this manual.
Remove gaskets. Unscrew lock nut and remove adjusting nut lock ring.
3. To adjust, tighten adjusting nut until the wheel binds. Rotate the wheel while tightening so that all surfaces are in proper contact. Back off adjusting nut approximately, 1/4 to 1/3 turn to assure 0.001/0.007" (0.0254/0.1778 mm) endplay and to ensure that wheel turns freely.
Replace the lock ring, and adjust nut dowel pin in one of the holes. The ring may be turned over if necessary to allow more accurate bearing adjustment.
adjustment. Replace the axle shaft using a new gasket.
9.2 DISASSEMBLY AND REPAIR
ADJUSTMENT " and remove axle shaft as indicated in "ROCKWELL - MAINTENANCE
MANUAL NO. 5" entitled "Single Reduction
13-8
Differential Carriers" annexed to Section 11 of this manual.
2. Remove wheels and tires.
Caution: Always mark position of the wheel on the axle before removal, to replace wheel at the same location, thus avoiding a new wheel balancing.
3. Remove lock nut, lock ring and adjusting nut from axle housing to prevent the outer bearing from falling out. Remove outer bearing cone and roller assembly.
4. Remove screws attaching inner oil seal retainer to hub, and remove inner oil seal assembly. Remove inner bearing cone and roller assembly. Bearing cups can be separated from the hub using a hammer and a long brass drift.
5. Thoroughly clean all parts. Bearing cone and roller assemblies can be cleaned in a suitable cleaning solvent using a stiff brush to remove old lubricant.
cracking or pitting is present on the bearing cups, rollers or cones, the bearings should be replaced. Seals should be replaced each time they are removed from the hub. To install new oil seal, use a suitable adapter and drive the seal into the retainer bore until it bottoms.
7. When installing wheel on spindle, center the wheel hub with spindle to avoid damaging the seal with the end of the spindle. Push wheel straight over the spindle until inside diameter of seal press fits on wiper ring. Fill hub cavity with general-purpose gear lubricant (refer to
Section 24 "LUBRICATION" for proper oil grade selection). Lubricate, then install outer bearing cone. Adjust bearing and lock.
Assemble axle flange to axle using a new gasket. Apply sealant in stud area. After both wheels have been assembled according to above procedure, fill the differential with the recommended lubricant to the proper factory recommended level.
Note: During regular inspection, do not forget to check lubricant level in differential. Clean thoroughly or replace vent as required.
Section 13: WHEELS, HUBS & TIRES
10. SPARE WHEEL (IF APPLICABLE)
Tire failure is a rare event if tires are properly cared for. In case of a flat tire, move vehicle a safe distance away from traffic and apply parking brake. Remember to use the hazard flashers and according to the Highway Code regulations, set up the triangular reflectors (see "Emergency
Warning Reflectors" in the Operator's Manual) at an adequate distance, to warn incoming motorists.
To access the spare wheel compartment, pull on the release handle located in the front electrical and service compartment, near the lower door hinge.
Note : The jack and tools are located in the first baggage compartment.
The bumper will lower gradually.
When closing the compartment, be sure the bumper is firmly in place.
Note : VIP vehicles contain no spare wheel.
Warning: This compartment has not been designed for storage. Never leave loose objects in this area since they may interfere with steering linkage mechanism.
10.1 PULLING OUT SPARE WHEEL
To pull out spare wheel, open reclining bumper according to the previous instructions. Loosen and turn the holding chain buckle to release the wheel and dolly assembly. Open the front service compartment, unscrew the wing nut retaining the support and rail extension assembly, and then pull out. Fasten by matching its two holes to the corresponding mounting pins located in front center of spare wheel compartment. Pull out wheel using the strap, and then remove tire covering. Separate wheel from dolly by unscrewing the two mounting wing nuts.
FIGURE 7: SPARE WHEEL COMPARTMENT
13024
Note: Reinstall support and rail extension assemblies then secure wheel with holding chain before moving vehicle.
Note: The jack and wheelnut wrench are stored at right in forward R.H. baggage compartment.
The jack/tools kit stowed in the forward R.H.
baggage compartment contains a:
1. 30 ton bottle jack;
2. Wheel nut wrench and lever;
3. Triangular reflectors kit.
FIGURE 8: FORWARD R.H. SIDE COMPARTMENT
13015T
Note : Check the inflation pressure of the spare tire periodically to keep it ready for use. Inflate spare tire to the pressure of the tire, which has the highest pressure on the vehicle. When installing, deflate to correct pressure if necessary.
13-9
Section 13: WHEELS, HUBS & TIRES
10.2 CHANGING A FLAT
Note: For hydraulic jack placement, refer to
Section 18 "BODY", under heading "VEHICLE
JACKING POINTS".
Warning: Place jack on stable and level ground; if necessary, place a board under the jack. Do not raise the vehicle until you are sure the jack is securely engaged.
Warning: To prevent personal injury and or equipment damage, use only the recommended jacking points. Passengers must not remain inside vehicle while wheel is being replaced.
Caution : Adjust tire pressure according to the appropriate cold tire inflation-pressure.
Note: Store damaged wheel in spare tire compartment. Repair and balance the flat tire as soon as possible.
10.3 SPARE WHEEL MAINTENANCE
Maintenance of the spare wheel and tire consists in ensuring that tire inflation pressure is the same as the tire on the coach that has the highest inflation pressure (refer to
“SPECIFICATIONS” in this section for the recommended tire inflation pressure). Inspect rim to ensure that there is no important corrosion. In addition, check if spare wheel cover is in good condition and check that spare tire is securely fastened in compartment.
11. TIRE MAINTENANCE
The most critical factor in tire maintenance is proper inflation (Fig. 9). No tire is impervious to loss of air pressure. To avoid the hazards of under inflation, always maintain tires at their recommended inflation pressure. Improper inflation decreases tire life.
An under inflated tire builds up heat that can cause sudden tire destruction, resulting in improper vehicle handling and possible loss of vehicle control. At least once a week, before driving (when tires are cold), check inflation pressure on all the tires, including the spare tire.
This is especially important in cases when different drivers operate the vehicle.
Warning: Failure to maintain correct tire inflation pressure may result in sudden tire destruction, improper vehicle handling, and will cause rapid and irregular tire wear. Inflation pressure should be checked weekly and always before long distance trips.
11.1 INFLATION PRESSURE
The condition and pressure of the tires can greatly affect both useful tire life and road safety.
At regular intervals, verify the tire pressures. Use an accurate tire pressure gauge when checking inflation pressures. Never exceed the maximum inflation pressure specified on each tire.
Inflation pressure should be checked when tires are cold. Cold tire inflation pressure can be measured when a vehicle has not been driven for at least 3 hours or less than 1 mile (1.6 km).
Driving, even for a short distance, causes tires to heat up and air pressure to increase. Check inflation pressure on all tires (including the spare tire) using an accurate tire gauge.
Note: The recommended tire inflation pressures are given in "SPECIFICATIONS" at the end of this section. In addition, cold tire inflation pressures are listed on the Department of
Transport's certification plate, affixed on the panel behind the driver’s seat. For special tire selection, a “ PRÉVOST COACH SPECIAL
SPECIFICATION ” chart is supplied with the vehicle and is affixed on the left wall near the driver’s seat. Remember, tire inflation pressure must be adjusted according to vehicle loading see table in "Coach Final Record"
13-10
Section 13: WHEELS, HUBS & TIRES
Warning: Incorrect tire pressures cause increased tire wear and adversely affect road holding of the vehicle, which may lead to loss of vehicle control.
Warning : Recommended tire inflation pressures and maximum allowable loads apply to speeds up to 65 mph (105 km/hr). Do not drive vehicle at a higher speed than 65 mph (105 km/h) or above the posted speed limit.
Warning: All tires on the same axle should always be inflated to the same pressure. There should not be a difference in pressure between right and left tires on the same axle. A 5-psi (35kPa) underinflation in one front tire can not only reduce vehicle maneuverability, but will create steering hazards which can lead to an accident.
FIGURE 9: TIRE INFLATION
13009
Caution: Never bleed air from hot tires as tires will then be under inflated. Use an accurate tire gauge to check pressures (Do not kick tires as an inflation check. This is an unreliable method).
Caution: These tire pressures are established in accordance with the maximum allowable load on each axle. A lower pressure is recommended if the axle load is less than the above specifications. Weigh vehicle fully loaded and pressurize according to tire manufacturer's recommendations. For other tire and wheel specifications, see Prévost tire pressure tabulation in "Coach
Final Record".
13-11
FIGURE 10: TIRE LIFE / INFLATION PRESSURE
13010
11.2 TIRE MATCHING
Unmatched tires on drive axle will cause tire wear and scuffing, as well as possible damage to the drive unit. Consequently, we recommend that tires be matched within 1/8" (3 mm) of the same rolling radius.
Note: It is recommended that all tires on coach be of the same type.
11.3 WHEEL BALANCING
Before balancing, wheels must be clean and free from all foreign matter. The tires should be in
Section 13: WHEELS, HUBS & TIRES good condition and properly mounted. An unbalanced wheel can be due to a bent wheel or improper mounting. Before removing the wheel from the vehicle, check for swaying movement and if necessary, check the wheel lateral runout as outlined under heading "WHEEL
STRAIGHTNESS CHECK".
Warning: When balancing wheel and tire assemblies, it is strongly recommended to closely follow instructions covering the operation of wheel balancer.
Caution: A maximum of 16-oz (450 g) of balancing weight is recommended. If more weight is necessary, check and correct the cause.
11.4 TIRE ROTATION
Radial tires should be rotated only when necessary. If the tires are wearing evenly, there is no need to rotate. If irregular wear becomes apparent or if the wear rate on the tires is perceptively different (from axle to axle), then tires should be rotated in such a manner as to alleviate the condition.
Note: There is no restriction on criss-cross rotation.
12. SPECIFICATIONS
STEEL WHEELS (including inner drive axle)
Wheel size .................................................................................................................................... 9.0" X 22.5"
Wheel nut torque ........................................................................................... 450 - 500 lbf•ft (610 - 680 N•m)
Tire size .................................................................................................................................... 315/80 R 22.5
ALUMINUM WHEELS (except inner drive axle)
Wheel size .................................................................................................................................... 9.0" X 22.5"
Wheel nut torque ........................................................................................... 450 - 500 lbf•ft (610 - 680 N•m)
Tire size .................................................................................................................................... 315/80 R 22.5
RECOMMENDED TIRE INFLATION PRESSURE AT MAXIMUM LOAD (cold)
Note : Inflation pressure is given on the certification plate for Prévost standard 315/80 R22.5 tires. For special tire selection, a “ PRÉVOST COACH SPECIAL SPECIFICATION ” chart is supplied with the vehicle and is affixed on the left wall near the driver’s seat.
Caution : In the case of a converted vehicle, weigh fully loaded and pressurize according to tire manufacturer's recommendations.
Warning : Recommended tire inflation pressures and maximum allowable loads apply to speeds up to 65 mph (105 km/hr). Do not drive vehicle at a higher speed than 65 mph (105 km/h) or above the posted speed limit.
ALUMINUM WHEEL CLEANING AND MAINTENANCE PRODUCTS
Aluminum Wheel Cleaner (22 Oz bottle) ..............................................................................Prévost #683529
Aluminum Wheel Polish (16 Oz bottle).................................................................................Prévost #683528
Aluminum Wheel Sealer (13 Oz bottle) ................................................................................Prévost #683527
13-12
SECTION 7
Spicer Speciality Axle Division - Technical Publications
TO ASSEMBLE HUB UNIT
Note :Prior to assembly lightly oil all gears and oil seal faces, also pack all taper bearings with grease (Shell Retinax LX or equivalent) using a bearing packer or manually kneading grease between rollers, race and cage before setting and rotated whilst being set.
7.1
7.2
7.3
7.5
7.6
7.7
7.8
7.9
7.10
7.11
Assemble brake disc (62) and hub (6) together then secure with setscrews (63), tightening to
222 / 246lbs.ft. (301 / 334Nm.).
Fit inner and outer hub bearing cups (8 & 4) into their bores in hub (6).
With hub (6), outer end face down on bench, place inner hub bearing cone (8A) onto its cup (8) in hub.
Using a suitable fitting tool, knock hub oil seal (9), spring large o/dia. first into position in hub bore.
Carefully heat up pole wheel (10) to hand hot (120
°
C max.) then push into position on hub (6).
allow pole wheel to cool.
Apply clean grease (Shell Retinax LX or equivalent) to oil seal inner rubber lips then carefully offer hub assembly to axle stub (59), then, with hub unit supported by a sling or an assistant, fit outer hub bearing cone (4A) into its cup (4).
Fit hub bearing washer (64) .
Fit hub bearing nut pinch bolt (3) and pinch bolt nut (1) to hub nut.
Using tool E698 tighten hub nut onto swivel to a torque of 80lbs.ft.(110Nm) whilst rotating the hub.
8.2
8.3
8.4
8.5
8.6
8.7
SECTION 8
8.1
HUB AND A.B.S. SETTING
Rotate hub and using a hide faced hammer, knock hub backwards and forwards along axle arm to
‘Shock Load’ and thus settle hub bearings in position.
Note : it is very important to rotate and shock load the hub because :a) b)
Rotation serves to ensure that bearing rollers settle into running in their correct tracks.
‘Shock Load’ is to ensure that bearings are seated correctly up to their abutment shoulders.
Using tool E698 re-tighten hub nut onto swivel to a torque of 80lbs.ft.(110Nm).
Using the markings on tool E698 for reference and without moving the hub; Mark a line 'C' on hub. In line with line 'A' on tool E698 (see below)
Back off hub bearing nut (2) until Line 'B' on tool E698 lines up with line 'C' on hub.(This serves to set the required 50
°
angle to obtain correct endfloat)
Tighten hub bearing pinch bolt nut (1) to 26 / 32lbs.ft. (35 / 43Nm.).
Assemble sensor and sensor bush together (31 & 30) then push into position in swivel (59) until in firm contact with pole wheel (10).
Spin hub a minimum of one complete revolution to set pole wheel (10) to sensor (31) running clearance.
Note :Clearance between pole wheel (10) and sensor (31) is automatic as wheel hub is rotated.
TP1947 TP1948
B
B
A
C C
Checking hub bearing ‘End Float’
Fig. No.8.
Manual No. 1894 Issue A
© Spicer Speciality Axle Division
A
Page No.B9
SECTION 8
8.8
Spicer Speciality Axle Division - Technical Publications
HUB AND A.B.S. SETTING Cont.
Check A.B.S. sensor performance as follows :-
Before commencement of this check It is important that the number of teeth be checked and found to be the correct, on both LH and RH hubs.
a) b) c)
Insert the probes from a volt-meter into the two plugs in the sensor connector.
set the voltmeter to read mili-volts AC.
Rotate the hub in any direction at a constant speed of 60Hz (7Kph).
To determine this speed use the following calculation ;
60Hz z where z = the number of teeth on the pole wheel.
Note :The reading may not be steady due to the possibility of pole wheel run out and the inconsistent speed of the wheel.
d) The maximum reading (Vmax) must not be more than 80% greater than the minimum reading (Vmin). ie.
Vmax
Vmin
≤
1.8
e)
If the following is true then it is likely that there is excessive pole wheel runout. The pole wheel installation will therefore need to be inspected and remounted or replaced.
Vmax
Vmin
> 1.8
The minimum reading must be greater than the voltage threshold (Vt) ie.
Vmin. > Vt Vt. = 60mV
If this is not the case, then the sendsor gap is too large or there may be excessive pole wheel runout. The pole wheel will therefore need to be inspected and remounted or replaced.
If sections d) and e) are satisfied, then the installation can be considered as satisfactory.
f)
Note : The above test procedure is as recommended by A.B.S. manufacturers.
Page No.B10
© Spicer Speciality Axle Division
Manual No. 1894 Issue A
SECTION 14: STEERING
CONTENTS
1.
STEERING SYSTEM ....................................................................................................................... 14-3
1.1
DESCRIPTION.......................................................................................................................... 14-3
2.
POWER STEERING GEAR ............................................................................................................. 14-4
2.1
DESCRIPTION.......................................................................................................................... 14-4
2.2
POWER STEERING GEAR REMOVAL ................................................................................... 14-5
2.3
POWER STEERING GEAR INSTALLATION ........................................................................... 14-5
3.
BLEEDING POWER STEERING HYDRAULIC SYSTEM............................................................... 14-5
4.
HYDRAULIC PRESSURE TEST ..................................................................................................... 14-5
5.
TROUBLESHOOTING..................................................................................................................... 14-5
6.
POWER STEERING HYDRAULIC PUMP....................................................................................... 14-5
6.1
DESCRIPTION.......................................................................................................................... 14-5
6.2
REMOVAL AND INSTALLATION ............................................................................................. 14-5
6.3
MAINTENANCE ........................................................................................................................ 14-6
7.
STEERING WHEEL ......................................................................................................................... 14-6
7.1
REMOVAL................................................................................................................................. 14-6
7.2
INSTALLATION......................................................................................................................... 14-6
8.
STEERING COLUMN ...................................................................................................................... 14-6
8.1
REMOVAL................................................................................................................................. 14-6
9.
TURNING ANGLE ADJUSTMENT.................................................................................................. 14-6
10.
STEERING LINKAGE ADJUSTMENT......................................................................................... 14-7
11.
PITMAN ARM ............................................................................................................................... 14-7
11.1
REMOVAL................................................................................................................................. 14-7
11.2
INSTALLATION......................................................................................................................... 14-8
11.3
ADJUSTMENT .......................................................................................................................... 14-8
12.
MAINTENANCE ........................................................................................................................... 14-8
12.1
POWER STEERING RESERVOIR AND FILTER..................................................................... 14-9
12.1.1
Oil Level Check Procedure ................................................................................................ 14-9
12.1.2
Filter Replacement............................................................................................................. 14-9
12.2
STEERING STABILIZER CYLINDER (DAMPER) .................................................................. 14-10
12.3
DRAG LINK............................................................................................................................. 14-10
12.4
POWER STEERING HYDRAULIC PUMP.............................................................................. 14-10
13.
DRIVING TIPS............................................................................................................................ 14-10
14.
TORQUE SPECIFICATIONS ..................................................................................................... 14-11
15.
SPECIFICATIONS...................................................................................................................... 14-12
14 - 1
Section 14: STEERING
ILLUSTRATIONS
FIGURE 1: STEERING SYSTEM AXLE SETUP..................................................................................... 14-3
FIGURE 2: POWER STEERING GEAR.................................................................................................. 14-4
FIGURE 3: FRONT SERVICE COMPARTMENT ................................................................................... 14-4
FIGURE 4: STEERING COLUMN ........................................................................................................... 14-6
FIGURE 5: PITMAN ARM ADJUSTMENT .............................................................................................. 14-7
FIGURE 6: FIXING NUT PUNCH MARK ................................................................................................ 14-8
FIGURE 7: HYDRAULIC FLUID RESERVOIR LOCATION .................................................................... 14-9
FIGURE 8: POWER STEERING FLUID RESERVOIR ........................................................................... 14-9
FIGURE 9: STEERING STABILIZER (DAMPER) ................................................................................. 14-10
FIGURE 10: DRAG LINK COMPONENTS............................................................................................ 14-11
FIGURE 11: TIE ROD END................................................................................................................... 14-11
FIGURE 12: FRONT AXLE COMPONENTS ........................................................................................ 14-11
14 - 2
1.1 DESCRIPTION
The steering system consists of the steering wheel and column assembly, a vane-type hydraulic pump, reservoir, filter, interconnecting system lines and hoses, integral power steering gear, linkage and steering damper (Fig. 1). The steering linkage includes the pitman arm, drag link, steering arm, tie rod arms and tie rod.
Hydraulic components are added to transmit, increase and regulate steering control forces.
Section 14: STEERING
These elements are:
1.
Steering stabilizer (damper);
2.
A vane type hydraulic pump; and
3.
Hydraulic reservoir and hoses.
The steering stabilizer reduces road shocks and vibrations in the system. The steering gearbox is self powered and provides movement with power assistance to the left wheel.
Steering stability and tire wear are influenced by wheels, hubs, tires, air suspension, brakes, front suspension and front end alignment which are all covered in their respective sections in this manual.
FIGURE 1: STEERING SYSTEM AXLE SETUP
14 - 3
14041
Section 14: STEERING
2. POWER STEERING GEAR
FIGURE 2: POWER STEERING GEAR
14035
2.1 DESCRIPTION
The power steering gear is located in the lower part of front service compartment (Figs. 2 & 3).
The housing of the ZF-Servocom contains a control valve, working cylinder and a complete mechanical steering gear. The pressure oil for the steering is delivered by a motor-driven oil pump which is supplied with oil from an oil tank.
The housing is designed as a cylinder for the piston, which converts the rotation of the steering shaft and the worm into an axial movement and transfers this to the steering worm sector shaft.
The serration of the sector shaft is straight-cut with a high surface quality in such a way that it is only possible to set a unique setting without play on installation in the straight-ahead driving area by means of the two eccentrically designed lateral housing covers.
The piston and worm are connected via a ball chain. When the worm is turned, the balls are collected by a circulating pipe at one end of the chain and fed in again at the other end, thus producing an endless ball chain.
The control valve consists of the valve slide in a needle bearing in the worm, with six control grooves on the circumference and the control sleeve on the worm, which also has six control grooves. The valve slide, designed with steering shaft connection, turns together with the worm as the steering wheel is turned.
FIGURE 3: FRONT SERVICE COMPARTMENT
14050
A torsion bar, which is pinned with the valve slide and the worm, keeps the control valve in the neutral position as long as no opposing force is applied to the steering wheel. The steering housing contains a pressure relief valve, which limits the discharge pressure of the oil pump to the maximum value required. A replenishing valve can also be used, through which oil is sucked from the return if steering is not hydraulically boosted.
Compared with constant ratio, steering versions with variable ratio are more directly designed in the center area than outside the center area.
The resulting smaller steering corrections benefit steering behavior in straight-ahead driving. At the same time, the indirect transmission means that there is a higher hydraulic torque available at the steering arm in parking movement. If the hydraulic assistance fails, the operating forces on the steering wheel are correspondingly lower in this area. This is achieved through a piston/steering worm sector shaft serration with differing modulus and angle of pressure.
Upon transfer of a torque from the steering shaft to the worm, or vice versa, the torsion bar is deformed in the elastic area so that there is torsion between the valve slide and the control sleeve. When the steering wheel is released, the torsion bar ensures that the valve is returned to the neutral position.
Refer to the "ZF-SERVOCOM Repair Manual" and “ ZF-SERVOCOM Operating, Servicing
/Maintenance and Inspection Instructions” annexed to this section for the functional aspects and maintenance procedure of the steering gear.
14 - 4
2.2 POWER STEERING GEAR REMOVAL
Warning: The steering gearbox weighs approximately 100 lbs (45 kg) dry. Exercise caution when maneuvering.
1.
Put a container into place, then disconnect both the inlet and outlet hoses from the power steering gear. Cover fittings to prevent fluid contamination.
2.
Mark both the pitman arm and sector shaft with a line, then remove pitman arm. Refer to
"11.1 Pitman Arm Removal" procedure.
3.
Mark both the steering shaft universal joint yoke and steering gear input shaft with a line, then disconnect universal joint.
4.
Unscrew and remove the power steering gear.
2.3 POWER STEERING GEAR
INSTALLATION
Reverse "Power Steering Gear Removal" procedure paying particular attention to the following:
1.
Tighten fasteners as recommended under paragraph 14: ‘’TORQUE SPECIFICATIONS".
2.
Bleed air from the system as per step 3, next.
3. BLEEDING POWER STEERING
HYDRAULIC SYSTEM
To bleed the power steering hydraulic system, refer to the "ZF-SERVOCOM REPAIR MANUAL" annexed to this section, under heading "SETTING
AND FUNCTIONAL TEST" .
4. HYDRAULIC PRESSURE TEST
Perform a pressure test as outlined in the "ZF-
SERVOCOM REPAIR MANUAL" annexed to this section under heading "SETTING AND
FUNCTIONAL TEST" .
Section 14: STEERING
5. TROUBLESHOOTING
Perform troubleshooting of the steering gear as outlined in the "ZF-SERVOCOM REPAIR
MANUAL" , the "ZF-SERVOCOM Operating,
Servicing/Maintenance and Inspection Instructions and the "TRW - POWER STEERING PUMP
SERVICE MANUAL" and the "TRW - CHART
YOUR WAY TO EASY STEERING" guide annexed to this section.
Note: For vehicles equipped with ZF-
SERVOCOMTRONIC unit, refer to the supplement to the repair manual ZF-SERVOCOM.
6. POWER STEERING HYDRAULIC PUMP
6.1 DESCRIPTION
The power steering pump is a vane type, gear driven, hydraulic unit which supplies hydraulic pressure for the operation of the steering gear.
The pump is mounted on the engine, on the crankshaft pulley’s R.H. side.
6.2 REMOVAL AND INSTALLATION
The pump is accessible through the engine compartment rear door.
To remove the pump, proceed as follows:
1.
Put an empty container directly below pump, then disconnect both the inlet and outlet hoses from the pump. Block fitting cavities to prevent fluid contamination.
2.
Remove the two (2) mounting screws, then slowly pry out the pump.
3.
Remove and discard gasket.
Caution: Inspect the drive coupling thoroughly, and replace if necessary (the drive coupling is a fiber component located between the engine and the pump).
For pump installation, reverse the removal procedure paying particular attention to the following:
Caution: Ensure that drive coupling is correctly positioned before reinstalling the pump.
14 - 5
Section 14: STEERING
1.
Install a new gasket (Prévost P/N 510488).
2.
Bleed air from the system as per step 3,
"Bleeding Power Steering Hydraulic System" .
6.3 MAINTENANCE
Refer to the "ZF-SERVOCOM REPAIR MANUAL" and the "TRW - POWER STEERING PUMP
SERVICE MANUAL" annexed to this section.
7.1 REMOVAL
1. Set the battery master switch located in the
R.H. side rear service compartment, or the engine compartment to the "OFF" position.
2. Using a tool, such as a small flat head screwdriver, pry off the air horn cap.
3. Loosen the small screw in center of cap and the other retaining the black wire, then disconnect the white terminal. Remove horn cap.
4. Loosen and remove the steering wheel nut.
5. Using a suitable puller, remove the steering wheel.
7.2 INSTALLATION
To install, reverse the removal procedure. Torque steering wheel nut to 35-45 lbf•ft (47-60 N•m).
8.1 REMOVAL
To disassemble the steering column from system, refer to Figure 4. The steering column has no lubrication points. The lower steering column
U-joint is easily accessible through the front service compartment. The upper steering column
U-joint and the steering slip joint are accessible from the front driver's area. To access these joints, proceed as follows:
FIGURE 4: STEERING COLUMN
14040
1.
From the front driver's compartment area, remove the three plastic fasteners on steering column lower cover. Remove the lower cover
(Fig. 4).
2.
Unscrew the four retaining screws on steering column middle cover.
3.
Unscrew the four retaining screws fixing steering column upper cover to middle cover.
Remove the steering column middle and upper covers.
4.
Position the steering wheel in order to gain access to the joints.
9. TURNING ANGLE ADJUSTMENT
The maximum turning angle is set through two (2) steering stop screws installed on the axle center.
Steering stop screws are factory adjusted to accommodate the chassis design, and therefore, do not require adjustment on new vehicles.
However, these should be checked and adjusted if necessary, any time a steering system component is repaired, disassembled or adjusted.
Refer to section 10 "FRONT AXLE" under heading ‘’6.4 ‘’TURNING ANGLE ADJUSMENT".
14 - 6
Caution: To prevent the steering damper from interfering with the adjustment of turning angles, make sure its fixing bracket is at correct location on the axle (refer to "12.2 Steering Stabilizer
Cylinder (Damper)).
Hydraulic Stop
Caution: Reduce or shut off the power steering hydraulic pressure before the boss on the axle touches the stop screw. If not, the components of the front axle will be damaged (refer to "ZF-
SERVOCOM REPAIR MANUAL" and “ZF-
SERVOCOM Operating, Servicing/Maintenance and Inspection Instructions” annexed to this section, under heading "SETTING THE
STEERING LIMITER").
Caution: Never maintain the relief pressure for more than 5 seconds, since damage to the power steering pump may occur.
10. STEERING LINKAGE ADJUSTMENT
The steering linkage includes the pitman arm, drag link, steering arm, tie rod arms and tie rod.
Perform lubrication according to "GKN PARTS
AND SERVICE MANUAL NO. 1604 Issue A -
GKN AXLES LIMITED" annexed to section 10
"FRONT AXLE".
Drag link ends are provided with grease fittings.
Under normal conditions, these should be serviced every 6,250 miles (10 000 km). Refer to section 24 "LUBRICATION".
Steering linkage pivot points should be checked each time they are lubricated. Looseness can be visually detected while rotating the steering wheel in both directions. Replace defective parts.
Caution: Front wheel alignment should be checked and adjusted if necessary, any time a component of the steering system is repaired, disassembled or adjusted. Refer to section 10
"FRONT AXLE" under heading 6. "FRONT
WHEEL ALIGNMENT" .
11. PITMAN ARM
Section 14: STEERING
11.1 REMOVAL
1.
Remove cotter pin, nut and washers from drag link ball stud at pitman arm.
2.
Disconnect drag link from pitman arm, using jaw style pullers (pressure screw type).
Warning: Always wear approved eye protection when operating pullers.
Caution: Do not drive (hammer in) pitman arm on or off pitman shaft as this can damage the steering gear.
Caution: Heating of components to aid in disassembly is not allowed because it has a detrimental effect on axle components and steering linkages.
FIGURE 5: PITMAN ARM ADJUSTMENT
14052
3.
Using a cold chisel, undo punch mark that locks fixing nut to the pitman arm.
4.
Remove pitman arm fixing nut.
5.
Check the radial position of the pitman arm in relation to the sector shaft prior to removal of pitman arm.
6. Add reference marks to the arm and shaft if necessary to ensure correct alignment at reassembly.
7.
You must use a puller to remove pitman arm.
14 - 7
Section 14: STEERING
11.2 INSTALLATION
1.
Position pitman arm on sector gear shaft with reference marks aligned.
2.
Install fixing nut (Prévost #661050). Tighten nut to 405-445 lbf•ft (550-605 N•m).
Note: Use a new nut if the previously removed nut was punched.
3. Lock nut with sector shaft using a punch mark into the groove (refer to figure 6).
FIGURE 6: FIXING NUT PUNCH MARK
16098
4.
Connect drag link to pitman arm while ensuring that rubber stabilizer is in place on the rod end. Install washers. Tighten nut to
160-300 lbf•ft (220-410 N•m). Afterwards, install a new cotter pin.
11.3 ADJUSTMENT
1.
Disconnect the drag link from pitman arm.
Center steering wheel by dividing the total number of steering wheel turns in two. Scribe a reference mark on steering gearbox at the center previously determined.
2.
Using a protractor, check the angle of the pitman arm (refer to Fig. 5 for details).
3.
The pitman arm should be adjusted to an angle of 3º in relation with the vertical axis
(towards rear of vehicle). If not, unscrew and remove fixing nut. Remove the pitman arm according to the procedure outlined under previous heading "Pitman arm removal" .
Adjust to the proper angle.
4.
When adjustment is achieved, replace fixing nut and torque to 405-445 lbf•ft (550-605
N•m).
12. MAINTENANCE
14 - 8
The power steering system requires little maintenance. However, the system should be kept clean to ensure maximum operating performance and troublefree service. Periodic inspections should also be made to check for leakage and all parts for damage or distortion.
Insure all fasteners are tight (see "14.
SPECIFICATIONS" for recommended tightening torques.
When the slightest evidence of dirt, sludge or water is discovered in the system, disconnect fluid lines at the power steering gear to drain the system. Drain and refill the system with "Dexron-
IIE or Dexron-III" automatic transmission oil.
Air in the hydraulic system will cause spongy action and noisy operation. When a hose has been disconnected or when fluid has been lost for any reason, the system must be bled. Bleed system as outlined under heading 3 : "BLEEDING
POWER STEERING HYDRAULIC SYSTEM".
Warning: Do not operate the pump without fluid in the power steering fluid reservoir.
If the steering linkage between the steering gear and the two front wheels is not properly adjusted, or if it is bent, twisted or worn, the steering of the vehicle will be seriously impaired. Whenever a steering linkage part is repaired, replaced or adjusted, steering geometry and front wheel alignment must be checked and necessary corrections made. Refer to section 10 "FRONT
AXLE" under heading 6: "FRONT WHEEL
ALIGNMENT" .
At regular lubrication intervals, the steering linkage should be thoroughly inspected for worn or loose components.
After the vehicle has been operated continually and high mileage figures have been reached, overhaul of the various steering units will be required. General overhaul procedure normally requires removal of the entire assembly, cleaning and inspection of all parts and final assembly.
Careful inspection of all parts during overhaul is very important and must not be neglected.
Lubrication fittings must all be cleaned before applying lubricant. Moreover, always be sure the equipment used in applying lubricant is clean.
Every precaution should be taken to prevent entry of dirt, grit, lint or other foreign matter into lubricant containers. Replace fittings that have become broken or damaged. Lubrication intervals, as well as the recommended lubricants for the steering components, are given in the "LUBRICATION
AND SERVICING SCHEDULE" in Section 24 of this manual. The intervals given in the schedule are recommended for normal service. More frequent intervals may be required under severe operating conditions.
12.1 POWER STEERING RESERVOIR AND
FILTER
The power steering reservoir is located on R.H.
side of engine compartment, on front wall and accessible through the engine compartment R.H.
side door. (Fig. 7).
Section 14: STEERING
12.1.1 Oil Level Check Procedure
1.
Stop engine. Open engine compartment R.H.
side door.
2.
Unscrew and remove the dipstick located on top of reservoir and wipe with a clean rag.
3.
Insert dipstick in reservoir. Remove it again to check fluid level (Fig. 8).
4.
Adjust level to "FULL" mark using proper dipstick side depending on fluid temperature, use "Dexron-IIE or Dexron-III" automatic transmission oil.
5.
Reinsert and tighten the dipstick.
1.
Unscrew and remove the cover nut located on top of the power steering reservoir.
2.
Remove the reservoir cover and the gasket.
3.
Remove the retaining spring and finally the filter cartridge element.
FIGURE 7: HYDRAULIC FLUID RESERVOIR LOCATION
14043
At regular intervals, fluid level should be checked in the reservoir and filter assembly. Furthermore, the oil filter cartridge element in the power steering reservoir should be replaced every 50,000 miles
(80 000 km) or once a year, whichever comes first.
14 - 9
FIGURE 8: POWER STEERING FLUID RESERVOIR
14018A
Section 14: STEERING
12.2 STEERING STABILIZER CYLINDER
(DAMPER)
The steering damper is located on R.H. side, at back of front axle (Fig.9).
The cylinder is nonadjustable and non-repairable.
Check for oil leaks or lack of resistance.
Disconnect the cylinder from axle, then carefully attempt to extend and collapse it manually.
The rod end (ball joint) is provided with a grease fitting. Under normal conditions, it should be serviced every 6,250 miles (10 000 km) or twice a year, whichever comes first. Good quality lithiumbase grease NLGI No. 1 and 2 are recommended
(refer to section 24 "LUBRICATION") . Check the ball joint for wear, and replace if necessary.
13. DRIVING TIPS
In order to maximize power steering pump service life, do not attempt to turn the steering wheel when the vehicle is stationary, and especially when service brakes are applied (wheel locking will oppose the effect of steering geometry which tends to make the front wheels rotate in opposite directions).
Persisting in turning, or maintaining the steering wheel with an extra effort, could make the hydraulic system work at the relief pressure, and consequently, cause the hydraulic fluid to become overheated.
Caution: Never maintain the hydraulic system at the relief pressure for longer than 5/10 seconds to avoid damaging the power steering pump.
Note: Unequal or low tire pressure, oversize tires, and vehicle overloading are some of the causes that may increase steering effort.
FIGURE 9: STEERING STABILIZER (DAMPER)
14053
Lubricate the fittings every 6,250 miles (10 000 km) or twice a year, whichever comes first. Good quality lithium-base grease NLGI No. 1 and 2 are recommended (refer to section 24
"LUBRICATION") .
12.4 POWER STEERING HYDRAULIC PUMP
For maintenance of the power steering hydraulic pump, refer to the "TRW - POWER STEERING
PUMP SERVICE MANUAL" annexed to this section.
14 - 10
14. TORQUE SPECIFICATIONS
Section 14: STEERING
FIGURE 10: DRAG LINK COMPONENTS
14054
FIGURE 11: TIE ROD END
14036
FIGURE 12: FRONT AXLE COMPONENTS
14055
14 - 11
Section 14: STEERING
Description
DRY TORQUES
Reference
Drag Link End Stud Nut (on steering arm)
Drag Link End Pinch Bolt Nuts
Drag Link End Stud Nut (on pitman arm)
Pitman Arm Fixing Nut
Tie Rod End Screw Pin Nut
Tie Rod End Pinch bolt Nuts
Lower Lever Stud Nuts
Steering Stabilizer (damper) Fixing Nuts
Steering Top Lever Nuts
Steering Damper Mounting Support Nuts
lbf•ft N•m
Fig. 10, T1 160-300 220-410
Fig. 10, T2 50-65 70-90
Fig. 10, T3 160-300 220-410
Fig. 10, T4 405-445 550-605
Fig. 11, T1 100-175 135-240
Fig. 11, T2 65-75 90-100
Fig.11, T3 190-275 260-375
Fig. 12, T1 100-120 135-165
Fig. 12, T2 150-200 205-275
Fig. 12, T3 65-70 90-95
TORQUE (LUBRICATED WITH LOCTITE #242 BLUE)
Description Reference lbf•ft
Steering Gear Fixing Bolts (5) Fig. 10, T5 275
N•m
375
15. SPECIFICATIONS
Power Steering Gear
Make.............................................................................................................................. ZF-SERVOCOMTRONIC
Model...............................................................................................................................................................8098
Supplier number...............................................................................................................................8098-988-571
Prevost number.......................................................................................................................................... 661044
F.E.W. .................................................................................................................................. 16,600 lbs (7 545 kg)
Pressure rating.........................................................................................................................2,175 psi (150 Bar)
Gear ratio (center).......................................................................................................................................22.2 : 1
Gear ratio (extremities) ...............................................................................................................................26.2 : 1
Minimum pump flow for 1.5 hwt/sec.........................................................................................4.22 gpm (16 lpm)
14 - 12
Section 14: STEERING
Power Steering Gear
Make............................................................................................................................................ ZF-SERVOCOM
Model...............................................................................................................................................................8098
Supplier number...............................................................................................................................8098-988-570
Prevost number.......................................................................................................................................... 661045
F.E.W. .................................................................................................................................. 16,600 lbs (7 545 kg)
Pressure rating.........................................................................................................................2,175 psi (150 Bar)
Gear ratio (center).......................................................................................................................................22.2 : 1
Gear ratio (extremities) ...............................................................................................................................26.2 : 1
Minimum pump flow for 1.5 hwt/sec.........................................................................................4.22 gpm (16 lpm)
Power Steering Pump
Make............................................................................................................................................................... TRW
Type ....................................................................................................................................................... PS Series
Relief valve setting .............................................................................................................2,175 psi (14 990 kPa)
Controlled flow rate ...................................................................................................................4.23 gpm (16 lpm)
Inlet port ................................................................................................................................................. 1 1/4 NPT
Outlet port...................................................................................... 3/4-16 straight thread SAE O’ ring boss conn.
Supplier number........................................................................................................................ PS251615L10200
Prevost number.......................................................................................................................................... 661009
Gasket - Supplier number...................................................................................................................... 23516100
Gasket - Prevost number........................................................................................................................... 510488
Power Steering Reservoir
Make................................................................................................................................................ Nelson Muffler
Oil capacity ............................................................................................................................. 4 US qts (3.7 liters)
Supplier number......................................................................................................................................... 91410A
Prevost number.......................................................................................................................................... 660982
Make................................................................................................................................................ Nelson Muffler
Element filter - Supplier number ............................................................................................................... 83804 E
Element filter - Prevost number ................................................................................................................. 660987
Steering Stabilizer Cylinder (Damper)
Make............................................................................................................................................................Gabriel
Extended length .................................................................................................................................. 32.73±0.12"
Collapsed length ................................................................................................................................. 20.26±0.12"
Stroke .................................................................................................................................................. 12.47±0.12"
Supplier number......................................................................................................................................... 651535
Prevost number.......................................................................................................................................... 660979
Dust cap - Prevost number........................................................................................................................ 660980
14 - 13
MAINTENANCE
INFORMATION
MI13-16
DATE : MARCH 2013 SECTION : 14 - Steering
SUBJECT : DRAGLINK TURNBUCKLE CLAMPS ORIENTATION -
ALL MODELS
IMPORTANT NOTICE
This Maintenance Information supersedes the info contained in your maintenance manual. This modification is recommended by Prevost to increase your vehicle's performance. Note that no reimbursement will be awarded for carrying out this modification.
APPLICATION
Model
All models with I-beam front axle and turnbuckle draglink.
Model Year : 1994 up to 2013
DESCRIPTION
This Maintenance Information supersedes the info contained in your maintenance manual. Add this bulletin to the steering section of the pertaining maintenance manuals.
On all models starting with model year 1994, particular attention must be awarded to draglink turnbuckle clamp orientation at part removal and replacement.
Proper clamp position is shown here and should be maintained at all times.
Note horizontal orientation of clamp bolt and bolt insertion direction.
Prescribed torque for clamp bolt (arrow) is between 50 and 60 lbf-ft. Applies to both clamps.
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MI13-16 / Page 2 / 6
If replacement is required, order the following parts:
Part No. Description
160932
661133
Turnbuckle
Clamp
NOTE
Material can be obtained through regular channels.
Qty
1
2
PROCEDURE
The scope of this procedure is to inspect the steering draglink turnbuckle clamp orientation on vehicles with an I-beam front axle.
If required the procedure details how to perform the replacement of the turnbuckle and clamps without undergoing a vehicle alignment.
DANGER
Park vehicle safely, apply parking brake, stop engine and set battery master switch(es) to the
OFF position prior to working on the vehicle.
1. Setting-up for the procedure
Drive the vehicle in the service bay, making sure to leave the steering wheel as straight as possible.
Mark steering wheel position with a pair of masking tape. Align the tapes by placing one piece on the dashboard and the other on the steering wheel.
This will be your reference to restore the steering to its original state if any part replacement is required.
Note that on vehicles having a substantial steering wheel indexation or offset, the vehicle wheels may not be straight ahead when starting procedure. This does not affect the procedure in itself.
Leave vehicle on the ground to make sure the wheels will not move.
<QF7720955 rev 2>
Recline the front bumper and remove spare tire.
Locate the steering gear pitman arm on the driver’s side of the spare tire compartment.
2. Steering operation inspection
Turn wheels all the way left.
No contact should occur between pitman arm and bolt.
If contact occurs, replace both clamps and turnbuckle.
Refer to Catbase parts manual to select appropriate parts for your vehicle.
Follow replacement procedure below.
MI13-16 / Page 3 / 6
<QF7720955 rev 2>
3. Pitman arm and bolt shank inspection
If no contact occurs in the above inspection, visually inspect the fore clamp bolt shank and pitman arm surface for previous contact marks.
Typical signs of contact may be a circular rust spot (1) on the pitman arm and/or flattened threads on bolt shank end (2).
If any one of these contact marks is visible, replace clamps and turnbuckle following procedure below.
If there is no contact evidence, proceed to clamp inspection.
4. Clamp inspection
Proper draglink clamp orientation is shown here.
Note horizontal orientation of clamp bolt and bolt insertion direction.
Clamps should not be bent or squeezed by the bolt. If this is the case, they have been over torqued and should be replaced. Refer to replacement procedure below.
If clamps are in good condition but are not properly oriented, rotate the clamps as shown.
If clamps are properly oriented and in good condition, proceed to interference inspection.
Clamp is bent. Replace clamp.
MI13-16 / Page 4 / 6
<QF7720955 rev 2>
5. Turnbuckle replacement procedure
Apply this procedure to change the turnbuckle without undergoing a vehicle alignment.
Mark center of ball joint.
Measure distance (A) between center of ball joint on pitman arm and draglink end.
A : ____________________________
Unfasten clamps.
Release the clamps.
Rotate turnbuckle by inserting a tool like a round nose chisel in the turnbuckle holes.
Install the new clamps on the new turnbuckle. Make sure bolts are inserted as shown on the clamps.
Apply a small amount of anti-seize compound to the turnbuckle threads.
Engage the turnbuckle female threads two or three turns on the ball joint end.
Two people are required for next steps.
Align turnbuckle and draglink. Have a partner turn the steering wheel to position the turnbuckle male threads ready to engage in the draglink.
Engage by turning the turnbuckle in the draglink while applying a light tension on the steering to help thread insertion.
Adjust the turnbuckle until you reach measure (A) noted earlier.
At this point, make sure threads are visible the entire length of the slots on the draglink and turnbuckle female ends.
Finish by making fine adjustments to align the tape marks on the steering wheel.
This will return the steering to its original state
.
Make sure the ball joints at each end of the draglink assembly are in neutral
MI13-16 / Page 5 / 6
<QF7720955 rev 2>
MI13-16 / Page 6 / 6
position (centered) before final clamp tightening.
Clamp bolts should be installed horizontal with bolt head as shown. Tighten clamp bolts to 50-60 lbf-ft.
Mark bolt head with torque seal.
Remove rust and restore the paint finish on the pitman arm to mask any contact marks. This way any future contact will be revealed.
6. Interference inspection
Two people are required for next steps.
Turn the wheels fully in both directions while another person inspects the linkage for interference with surrounding structural parts and components.
Minimum acceptable clearance is 3/8”.
Waste disposal:
Discard according to applicable environmental regulations (Municipal/State[Prov.]/ Federal)
Access all our Service Bulletins on http://prevostparts.volvo.com/technicalpublicatios/en/pub.asp
Or scan the QR-Code with your smart phone.
E-mail us at [email protected]
and type “ADD” in the subject to receive our warranty bulletins by e-mail.
<QF7720955 rev 2>
SECTION 16: SUSPENSION
CONTENTS
1.
DESCRIPTION................................................................................................................................. 16-3
2.
AIR SPRINGS .................................................................................................................................. 16-4
2.1
I NSPECTION ................................................................................................................................ 16-4
2.2
R EMOVAL .................................................................................................................................... 16-4
2.3
I NSTALLATION ............................................................................................................................. 16-5
3.
SHOCK ABSORBERS..................................................................................................................... 16-5
3.1
I NSPECTION ................................................................................................................................ 16-5
3.2
R EMOVAL .................................................................................................................................... 16-6
3.3
I NSTALLATION ............................................................................................................................. 16-6
4.
RADIUS RODS ................................................................................................................................ 16-7
4.1
I NSPECTION ................................................................................................................................ 16-7
4.2
R EMOVAL .................................................................................................................................... 16-7
4.3
B USHING R EMOVAL ..................................................................................................................... 16-7
4.4
B USHING I NSTALLATION ............................................................................................................... 16-7
4.5
I NSTALLATION ............................................................................................................................. 16-8
5.
SWAY BAR ...................................................................................................................................... 16-8
5.1
R EMOVAL .................................................................................................................................... 16-9
5.2
I NSTALLATION ............................................................................................................................. 16-9
6.
SUSPENSION AIR SYSTEM ........................................................................................................... 16-9
6.1
I NSPECTION ................................................................................................................................ 16-9
6.2
A
IR
L
INE
T
EST
............................................................................................................................. 16-9
6.3
A IR T ANK M AINTENANCE ............................................................................................................. 16-9
7.
SUSPENSION HEIGHT ADJUSTMENT.......................................................................................... 16-9
8.
HEIGHT CONTROL VALVES........................................................................................................ 16-10
8.1
M AINTENANCE ........................................................................................................................... 16-10
8.1.1
Removal and installation .................................................................................................. 16-11
8.1.2
Air leakage test ................................................................................................................ 16-11
9.
FRONT KNEELING SYSTEM ....................................................................................................... 16-11
9.1
P RINCIPLE OF O PERATION ......................................................................................................... 16-11
9.2
M AINTENANCE ........................................................................................................................... 16-12
9.3
B ELLOWS C ONTROL S OLENOID V ALVES ..................................................................................... 16-12
9.3.1
Removal and installation .................................................................................................. 16-12
10.
HIGH-BUOY SYSTEM ............................................................................................................... 16-12
10.1
P RINCIPLES O F O PERATION ....................................................................................................... 16-12
10.2
M AINTENANCE ........................................................................................................................... 16-12
10.3
H IGH -B UOY – P RESSURE R EGULATING V ALVE ........................................................................... 16-12
10.3.1
Adjustment ....................................................................................................................... 16-13
10.3.2
Disassembly..................................................................................................................... 16-13
10.3.3
Cleaning ........................................................................................................................... 16-13
10.3.4
Reassembly ..................................................................................................................... 16-13
11.
LOW-BUOY SYSTEM ................................................................................................................ 16-13
16-1
Section 16: SUSPENSION
11.1
P RINCIPLES OF O PERATION ....................................................................................................... 16-14
11.2
M AINTENANCE ........................................................................................................................... 16-14
12.
“LEVEL-LOW” SYSTEM ........................................................................................................... 16-14
12.1
P RINCIPLES OF O PERATION ....................................................................................................... 16-14
12.2
M AINTENANCE ........................................................................................................................... 16-14
13.
TROUBLESHOOTING ............................................................................................................... 16-15
14.
PARTS SPECIFICATIONS......................................................................................................... 16-15
15.
TORQUE SPECIFICATIONS ..................................................................................................... 16-17
ILLUSTRATIONS
FIGURE 1: FRONT SUSPENSION COMPONENTS ............................................................................. 16-3
FIGURE 2: DETAILS OF FRONT SUSPENSION .................................................................................. 16-3
FIGURE 3: REAR SUSPENSION COMPONENTS................................................................................ 16-3
FIGURE 4: DETAILS OF REAR SUSPENSION .................................................................................... 16-4
FIGURE 5: TAG AXLE SUSPENSION................................................................................................... 16-4
FIGURE 6: AIR SPRING ........................................................................................................................ 16-4
FIGURE 7: SHOCK ABSORBER ........................................................................................................... 16-6
FIGURE 8: TYPICAL SHOCK ABSORBER SETUP .............................................................................. 16-6
FIGURE 9: TYPICAL RADIUS ROD SETUP ........................................................................................ 16-7
FIGURE 10: RADIUS ROD BUSHING REMOVAL ................................................................................. 16-7
FIGURE 11: RADIUS ROD BUSHING INSTALLATION ......................................................................... 16-8
FIGURE 12: RADIUS ROD INSTALLATION........................................................................................... 16-8
FIGURE 13: FRONT & DRIVE AXLE SWAY BAR .................................................................................. 16-8
FIGURE 14: TYPICAL AIR SPRING CLEARANCE .............................................................................. 16-10
FIGURE 15: HEIGHT CONTROL VALVE ............................................................................................. 16-10
FIGURE 16: REGULATING VALVE ...................................................................................................... 16-13
16- 2
Section 16: SUSPENSION
1. DESCRIPTION
The vehicle is provided with an air suspension system. The system consists of air springs, height control valves, radius rods, sway bars, tripod and shock absorbers (Fig. 1, 2, 3, 4 and 5). The system operation is fully automatic and maintains a constant vehicle height regardless of load, or load distribution.
The vehicle can also be equipped with systems such as:
•
Front Kneeling (w/ Front High-Buoy);
•
Front Kneeling (w/ Full High-Buoy);
•
Front Kneeling (w/ Front High-Buoy) and Low-Buoy Combination;
•
Front Kneeling (w/ Full High-Buoy) and Low-Buoy Combination;
•
Level-Low.
For a description of each of these systems, refer to the appropriate heading in this section.
FIGURE 1: FRONT SUSPENSION COMPONENTS
16002
FIGURE 2: DETAILS OF FRONT SUSPENSION
16105
FIGURE 3: REAR SUSPENSION COMPONENTS
16-3
16003
Section 16: SUSPENSION
FIGURE 4: DETAILS OF REAR SUSPENSION
16106
2.
AIR SPRINGS
The air springs are made from a special compound rubber molded to the proper contour and dimensions. The entire vertical load of the vehicle is supported by these springs. Each of the three axles is provided with air springs that are attached to the subframe and to the axles
(Fig. 6).
FIGURE 6: AIR SPRING
16052
2.1
INSPECTION
1. Check operation of bellows.
2. Visually inspect bellows for evidence of cracks, punctures, deterioration, or chafing.
Replace the bellows if any damage is evident.
FIGURE 5: TAG AXLE SUSPENSION
16107
3. With the primary air system at normal operating pressure (95 - 125 psi (655 - 860 kPa)), coat all suspension air line connections and bellows mounting areas with a water and soap solution. Bubbles will indicate an air leak, and none is permissible.
Repair or replace defective parts.
Note:
If air spring is removed from vehicle, bellows can be lightly inflated and submerged in water to detect any leakage. If any leakage is detected, replace bellows.
Warning:
To prevent personal injury, do not apply more than 10 psi (69 kPa) air pressure with the air spring unmounted.
2.2
REMOVAL
Note:
Suspension air springs (front, drive, and tag axles) can be removed without removing the entire axle assembly.
1. Safely support vehicle at the recommended body jacking points.
To gain access to a given air spring, the corresponding wheel can be removed as follows: a) Jack vehicle until the tire clears the ground, and place safety supports underneath body.
Caution:
Only the recommended jacking points must be used as outlined in Section 18, “Body”.
16- 4
b) Support the axle with a suitable hydraulic floor jack at the recommended jacking point.
2. Exhaust compressed air from accessory air tank by opening drain cock under reservoir.
3. Disconnect the height control valve link and pull down the overtravel lever to ensure all air is exhausted from air springs.
Note:
While performing this step, do not change the height control valve overtravel lever adjustment.
4. Disconnect air line from air spring, remove elbow (if applicable), and cover both the line end and fitting to prevent the entry of foreign matter.
5. Remove the air spring upper nut, and then the two lower nuts. Remove air spring.
2.3
INSTALLATION
1. Compress air spring as necessary, then aligning studs with their holes, position air spring between both the lower and upper supports. Thread the lower nuts and the small upper nut a few turns.
Note:
To facilitate air spring installation, compress it manually then put a piece of tape over the air line threaded fitting. This prevents air from getting back into the bag and keeps it compressed, thus enabling to place the bag in between the mounting plates and greatly easing installation.
2. Tighten and torque the lower stud nuts, and then the upper one to 20 – 25 ft•lbf (27 – 34
N•m).
3. Thread the remaining upper nut (large nut) and tighten to 20 – 25 ft•lbf (27 – 34 N•m).
4. Install elbow (if applicable), then connect air line.
5. Connect the height control valve link.
6. Build up air pressure in system.
Note:
To accelerate this operation, air reservoirs can be filled from an exterior air supply connected to the accessory tank fill valve or to the emergency fill valve.
Section 16: SUSPENSION
7. Check operation of bellows, and with the primary air system at normal operating pressure (95 – 125 psi (655 – 860 kPa)), coat the air line connections and air spring mounting areas with a water and soap solution. Bubbles will indicate an air leak, and none is permissible. Repair or replace defective parts.
9. Remove the hydraulic floor jack from under the axle, then lower vehicle to ground.
3.
SHOCK ABSORBERS
Double-action, telescoping-type shock absorbers ensure a smooth ride and enhance vehicle stability on the road. All shock absorbers are eye-type mountings. The front and tag axles are each provided with two shock absorbers while the drive axle is provided with four of them (Fig.
1, 2, 3, 4 and 5).
Shock absorbers are non-adjustable and nonrepairable. Maintenance requirements involve replacement of the rubber mounting bushings, and tightening of all shock absorber pins at the proper torque of 350 - 400 ft•lbf (475 - 545 N•m) when shock absorber replacement occurs. If a shock absorber becomes inoperative, complete unit must be replaced.
Caution:
When a shock absorber is found defective, always replace with a new set on affected axle, except if there has been a recent replacement of one unit. The following method will help in determining if both shock absorbers on the same axle have to be replaced.
3.1
INSPECTION
Loosen lower mounting of both shocks, then carefully attempt to raise and lower the bottom portion of each shock. Note the rate of effort for distance of travel. Replace both shocks if a definite differential rate is found.
The shock must be bench checked in an upright, vertical position. If checked in any other position, air will enter the cylinder tube and make the shock absorber appear defective.
Proceed as follows to check shock absorbers:
1. With the shock absorber in a vertical position
(top end up), clamp the bottom mount in a vise.
16- 5
Section 16: SUSPENSION
Caution:
Do not clamp the reservoir tube or the dust tube.
2. Rotate the dust tube. Notice any binding condition (may be compared with new unit).
Binding condition indicates a scored rod.
Units with scored rods should be replaced.
3. Fully extend shocks and check for leaks in the seal cover area. Shock fluid is a very thin hydraulic fluid that has a characteristic odor and dark brown tint. A slight trace of shock fluid around the seal cover area is not a cause for replacement. The shock seal is designed to permit a very slight seepage to lubricate the rod. Units that leak should be replaced.
4. Visually check shock for dents that could cause the shock to bind. Also, check for a bent rod.
5. Extend and collapse shock several times to determine that it has control (resistance) in both rebound and compression.
6. Visually inspect the shock mountings and vehicle mounting for: b. Extreme bushing wear; c. Shifted bushing or sleeve; d. Deep cracks in bushing material
(shallow surface cracks are normal); e. Loose shock absorber pins; f. Presence of convex washers, and their position relative to the rubber bushing.
3.2
REMOVAL
1. Remove nuts and washers from shock absorbers on upper and lower mounting pins, taking care to identify the inner and outer washers to ease reinstallation. Refer to figure 7 for details.
2. Remove the shock absorber assembly from pins.
3. Remove the two inner bushings from the shock absorber and discard them.
FIGURE 7: SHOCK ABSORBER
16008
3.3
INSTALLATION
1. Ensure that the shock absorber mounting pins are tight and that the threads are not stripped.
2. Install new rubber mounting bushings on shock absorbers (upper and lower).
3. Place the inner washers (with washer convex side facing the shock absorber rubber bushing) on each shock absorber pin
(Fig. 8).
FIGURE 8: TYPICAL SHOCK ABSORBER SETUP
16009
4. Install the shock absorber eyes over the mounting pins, then the outer washers (with washer convex side facing the shock absorber rubber bushing) on each shock extremity.
Note:
If shock absorber pins are removed, they must be reinstalled using “loctite” (see “PARTS
SPECIFICATIONS” in this section).
16- 6
5. Place the lower and upper mounting pin stud nuts and torque to 70 - 80 ft•lbf (95 – 110
N•m).
4.
RADIUS RODS
Radius rods are used to secure the axles in the proper transversal and longitudinal positions.
Four radius rods are provided on the front axle suspension (three longitudinal and one transversal), four on the drive axle suspension
(three longitudinal and one transversal) and also four on the tag axle with a layout similar to the drive axle. Refer to figures 1, 2, 3, 4 and 5 for details. These rods transmit both braking and driving forces from the axles to the vehicle body.
Section 16: SUSPENSION
4.2
REMOVAL
1. Flatten the tab washer which secures the two retaining nuts (or bolts), then unscrew the nuts (or bolts) at each extremity of the radius rod (Fig. 9).
2. Remove the tab washer and the retaining plates and radius rod ends from anchor pins, then remove the radius rod.
4.3
BUSHING REMOVAL
1. Safely support the radius rod as shown in figure 10.
FIGURE 9: TYPICAL RADIUS ROD SETUP
16010
4.1
INSPECTION
The following instructions apply to all radius rods used on this vehicle:
1. Clean all parts thoroughly.
2. Inspect radius rods for distortion and cracks.
We recommend the “Magnaflux” process to detect cracks in the radius rod. Any damaged part should be replaced with a new one.
Note:
New bushings should be used when rods are replaced.
3. The radius rod bushings should be checked periodically for signs of shearing, deterioration, or damage. Any defective part should be replaced with a new one.
16- 7
FIGURE 10: RADIUS ROD BUSHING REMOVAL
16011
2. Place a flat steel disc, slightly smaller than the outside diameter of the bushing (Fig. 10).
3.
Using an arbor press or a suitable driving tool, press or drive the old bushing out of the rod and discard the bushing.
4.4
BUSHING INSTALLATION
1. Lightly spray the inner and outer surfaces of radius rod bushing with water.
Caution:
No lubricant whatsoever is to be used on the rubber bushing.
2. Safely support the radius rod, and place new bushing on top of the radius rod end (Fig.
11).
3. Place a block of wood on top of bushing and press on it manually.
4. If necessary, use an arbor press or a suitable driving tool. Press or drive the bushing into the radius rod end until it extends equally on both sides of the rod.
Section 16: SUSPENSION
5. It is also possible to proceed differently.
Place radius rod bushing on a plane surface.
Spray a light coat of water on the inner and outer surfaces of radius rod bushing.
6. Take radius rod, align the bushing. Tap radius rod on bushing until latter is positioned correctly.
FIGURE 12: RADIUS ROD INSTALLATION
16028
3. Tighten the nuts (or bolts) lightly, and repeat at the other end.
FIGURE 11: RADIUS ROD BUSHING INSTALLATION
16012
4.5
INSTALLATION
1. Lightly spray the radius rod support with water. Place the radius rod end over the radius rod support (Fig. 12).
2. Position the retaining plate. Install the tab washer and nuts (or bolts).
Caution:
Always use new tab washers at installation.
ADJUSTMENT" later in this section, and set the vehicle to normal ride height.
5. With the vehicle at normal ride height, apply oil on threads and tighten all radius rod anchor pin nuts or bolts to 110 – 130 ft•lbf
(150 – 175 N•m).
Caution:
It is extremely important upon reconnection of the rods that the proper clearance height between the axle and body be maintained. Otherwise, the rubber bushings in radius rod ends will become preloaded, thus reducing their life span.
5.
SWAY BAR
A sway bar is provided on the front and drive axles to increase vehicle stability. It controls lateral motion
(swaying movement) of vehicle (Fig. 13).
FIGURE 13: FRONT & DRIVE AXLE SWAY BAR
16- 8
16014
Section 16: SUSPENSION
5.1
REMOVAL
1. Disconnect the two links from sway bar.
2. Safely support the sway bar. Unbolt the four bushing collars from subframe.
3. Remove sway bar.
Note:
Sway bar bushings are slitted to ease their removal.
1. Visually inspect the suspension air lines for evidence of chafing on metal parts or other damage.
2. Visually inspect the air springs for cracks, abrasion or other damage.
3. Replace any parts found to be damaged.
5.2
INSTALLATION
1. Loosely install the sway bar.
2. Tighten the eight bushing collar nuts to 70 -
80 ft•lbf (95 - 110 N•m) (Fig. 13).
3. Tighten sway bar link upper nuts to 100 -
120 ft•lbf (136 - 163 N•m) and lower nuts to
70 - 80 ft•lbf (95 - 110 N•m) (Fig. 13).
6.2
AIR LINE TEST
With the main air system at normal operating pressure, coat all suspension air line connections and air spring mountings with a solution of soap and water. Air leakage will produce soap bubbles. Any leak found must be corrected as no air leakage is permissible.
6.3
AIR TANK MAINTENANCE
Refer to Section 12, “Brakes and Air System” under “MAINTENANCE” for complete instructions on air tank maintenance.
6.
SUSPENSION AIR SYSTEM
The suspension air system has its own air reservoir (accessory tank) which is located in the reclining bumper compartment. Pressurized air from the main tank (wet tank) flows through a pressure protection valve (PR-2), to the accessory air tank and through an air filter which is located in front service compartment.
The pressure protection valve (PR-2) is mounted to the supply port of the tank. This valve controls the pressure at which compressed air is delivered to the accessory air tank. The valve remains closed until a preset pressure is reached (approximately 70 psi (485 kPa)). It then opens and passes air out the delivery port.
The main use for this valve is to protect the main air system by ensuring at all times a sufficient air pressure in the main system (i.e. air delivered to the accessories will be shut off in case of a decrease in pressure). Maintenance and repair information on the pressure protection valve is supplied in the applicable booklet, annexed to
Section 12, “Brakes and Air System” under reference number SD-03-2010.
Warning:
Depressurize parts prior to removal.
6.1
INSPECTION
The following inspection should be performed at established service inspection periods.
Performing these procedures will allow substandard performance to be discovered before the condition becomes bad enough to cause operator complaints and failure on a run.
7.
SUSPENSION HEIGHT ADJUSTMENT
The flow of pressurized air from the accessory air tank to the air springs is controlled by three height control valves. These valves are mounted to the subframe and connected to the axles through an arm and link connection. This connection allows the valves to apportion air pressure in the springs to the vehicle load, maintaining normal ride height.
16- 9
Immediate response height control valves increase or decrease the air pressure in the suspension system as required. One height control valve is located at center of front axle, and regulates air to front axle air springs in order to maintain the vehicle at the required height.
Two are located at the drive axle, one on each inner side of rear wheelhouse. Refer to figure 15.
The appropriate vehicle body height is obtained by measuring the clearance of all the air springs installed on the front and drive axles. The clearance should be 12 ± ¼” (305 ± 6 mm), 11
11/16
±
0.25’’ (297
±
6 mm) for ISS for the air springs installed on the front axle and 11½ ± ¼”
(292 ± 6 mm) for those installed on the drive axle. Refer to figure 14 to identify the correct location where the measure has to be taken. At this point, it should not be necessary to make an adjustment under normal service conditions.
However, if an adjustment is required, change the position of the overtravel lever in relation to the overtravel control body. The lever should be moved up to raise the height of vehicle, and
Section 16: SUSPENSION down to lower it. Check that main air pressure is at normal operating pressure and raise the vehicle to the specified height.
Caution:
Because of the ‘’deadband’’, always adjust on "fill cycle". If it is necessary to lower vehicle height, release sufficient air to be well below height, and adjust to height through fill cycle.
To adjust suspension height, proceed as follows:
1. With the vehicle at normal operating air pressure, check the air spring clearance as illustrated in figure 14. This clearance should be 12 ± ¼” (305 ± 6 mm), 11 11/16
±
¼’’
(297
±
6 mm) for ISS for the front axle air springs and 11½ ± ¼” (292 ± 6 mm) for those on the drive axle.
8.
HEIGHT CONTROL VALVES
FIGURE 14: TYPICAL AIR SPRING CLEARANCE
16108
Note:
The measure should be taken from under the upper air spring support on subframe to top of the lower air spring support on axle (refer to fig. 14 for more details). If adjustment is required, begin with the drive axle.
2. Loosen the adjusting nuts on the connecting rod of height control valve to raise or lower the overtravel lever until the desired clearance is reached.
3. If there is not enough play on adjusting nuts, it is possible to make further adjustments by loosening the clamp on the rubber coupling and bringing it up or down.
Note:
Allow suspension to stabilize before taking reading.
4. When the desired height is obtained, tighten adjusting nuts and clamp.
16- 10
FIGURE 15: HEIGHT CONTROL VALVE
16093
The height control valves automatically add air to, or release air from air springs to maintain constant suspension height regardless of load, or load distribution. Each valve adjusts independently according to the following conditions:
Loading position
As the load increases and lowers the vehicle body, the overtravel lever commands the height control valve to add air to air springs.
Neutral position
When vehicle body reaches the normal ride height, the height control valve overtravel lever reaches the "neutral" position and keeps both the supply and exhaust ports closed to ensure normal ride height is maintained. This condition remains static until the vehicle load is altered.
Unloading position
As the load decreases and raises the vehicle body, the overtravel lever commands the height control valve to release air from air springs.
8.1
MAINTENANCE
The height control valve requires no periodic maintenance. Height control valve linkage operates on rubber bushings and no lubrication should be attempted at this point.
8.1.1
Removal and installation
Before disconnecting any height control valve air lines, securely support the vehicle by its jacking points on the body, and place safety support underneath body. Refer to "VEHICLE JACKING
POINTS" in Section 18, "Body" .
1. Exhaust air from air system by opening the drain cock on accessory air reservoir.
2. Disconnect overtravel lever from link and pull down lever to exhaust remaining air from air springs.
3. Disconnect air supply and delivery lines from the height control valve. Cover ends of the lines with tape.
4. Remove the two nuts retaining the height control valve to the mounting bracket, then remove valve assembly.
Reverse removal procedure to replace height control valve. After installation, check for leakage using a soap and water solution.
8.1.2
Air leakage test
Note: The following procedure applies when valve assembly has been removed from vehicle.
1. Clean the exterior of valve assembly.
2. Connect air pressure line to air inlet port, then allow air pressure build-up (70- 100 psi
(480 - 690 kPa)).
3. Dip the valve assembly in a container of water, and watch for air bubbles when the overtravel lever is in the center position. No air should escape from any point of the valve assembly.
4. If bubbles appear from the air spring port, this is an indication that the air inlet valve assembly is defective and must be replaced.
5. Remove air pressure line from air inlet fitting and connect it to the air spring port. If bubbles appear at the air inlet check valve port, this is an indication that check valve unit is defective and must be replaced.
6. If bubbles appear at the exhaust port, this is an indication that the exhaust valve assembly is defective and must be replaced.
7. If bubbles appear around edge of valve cover plate, the cover plate gasket must be replaced.
8. If no leaks are found, remove valve assembly from water, then with air pressure
16- 11
Section 16: SUSPENSION still connected to the air spring port, actuate overtravel lever to remove any excess water which may have entered exhaust valve chamber. Remove air line, connect it to the air inlet port, and repeat operation to remove water from the air inlet valve chamber.
9.
FRONT KNEELING SYSTEM
The kneeling system is used to lower front of vehicle. This allows passengers to board the vehicle with greater ease. The kneeling action is achieved by exhausting air from the front air springs (bellows). This system bypasses the height control valve to provide a fast up and down movement of the front suspension. Only seven seconds are required to lower vehicle from normal level to the lowered position, and approximately the same time to raise the vehicle back to normal level. The quick response is achieved by an auxiliary air tank installed beside the secondary air reservoir (for exact position, refer to Section 12, “Brake and Air System”).
This tank provides sufficient air supply to the kneeling system for some successive operations.
The system is provided with two safety features; first, a speed switch will enable the kneeling system to work only under 5 mph (8 km/h).
Secondly, the parking brake is automatically applied, and a limit switch will keep it applied as long as the vehicle has not returned to a certain height where the driver will be able to manually remove the parking brake.
The purpose of the hi-buoy function in this system is to raise the front end of the vehicle to allow an extra ground clearance for particular situations. In driving condition, the height control valve is in operation and only the hi-buoy can be operated.
9.1
PRINCIPLE OF OPERATION
Refer to the air system schematic diagram annexed at the end of Section 12, “Brake and Air
System”.
DOWN (FRONT KNEELING):
Both the bellows control and bellows exhaust solenoid valves are energized, so the air control valves release air from front air springs. The height control valve is bypassed to ensure no air is forwarded to air springs while lowering the front suspension.
Section 16: SUSPENSION
UP (FRONT HIGH-BUOY):
Only the bellows control solenoid valve is energized, so the air coming from the kneeling air tank is routed through air control valves, and up to front air springs.
The height control valve is bypassed until the kneeling proximity switch signals the kneeling module to cut off the bellows control solenoid valve, about 1" (25 mm) below normal ride height. The final height adjustment is achieved by the height control valve.
9.2
MAINTENANCE
Since the kneeling action is issued from both the air system and electrical system, refer to
Section: 12, “Brake and Air System” and Section
06, “Electrical System”.
For diagnosis and understanding of the system, refer to wiring diagrams, and to the appropriate air system schematic diagram annexed to
Section 12, “Brake and Air System”.
9.3
BELLOWS CONTROL SOLENOID
VALVES
9.3.1
Removal and installation
1. On the rear side of steering compartment, locate both the bellows control and bellows exhaust solenoid valves.
2. Identify hoses and wires to ease reinstallation. Disconnect solenoid wires and the three flexible black hoses from solenoid valves.
3. Unscrew and remove the control solenoid valve and exhaust solenoid valve assembly.
Place on a clean working place.
Reverse removal procedure to reinstall.
Caution : Any cable tie that has been cut during removal procedure should be replaced with a new one.
10.
HIGH-BUOY SYSTEM
The purpose of the rear high-buoy system is to raise the entire vehicle body about 4” (100 mm) in order to increase ground clearance to board a ferryboat, to jump a curb, etc. This system can be put into service during normal vehicle operation.
10.1
PRINCIPLES OF OPERATION
The rear high-buoy system is added over the front kneeling (with front high-buoy). The front end uses the same valves as the front kneeling
(with front high-buoy). A solenoid valve is added to send air to the double shuttle valves for the rear end. It uses the same dash switch as the kneeling (with front high-buoy).
UP:
The air coming from the control valve, flows through double shuttle valves, to supply air springs. The double shuttle valves prevent height control valves from releasing air from air springs.
DOWN:
The control valve, on the dashboard, cuts off air supply, so the double shuttle valves allow height control valves to accomplish their function.
Height control valves release air from air springs until suspension returns to its normal position.
10.2
MAINTENANCE
Refer to the air system schematic diagram
“OPT. FRONT KNEELING WITH REAR HIGH-
BUOY COMBINATION” annexed at the end of this Section.
10.3
HIGH-BUOY – PRESSURE
REGULATOR
The pressure regulator is located on ceiling of the spare wheel and tire compartment and is accessible through the reclining bumper. This valve should be adjusted to 90 psi (621 kPa).
16- 12
FIGURE 16: AIR PRESSURE REGULATOR
16035
10.3.1 Adjustment
1. Before turning on system air pressure, release jam nut (2, Fig. 16) then turn regulator adjustment handle counterclockwise until all load is removed from the regulating spring.
2. Turn on system pressure.
3. Turn regulator adjustment handle clockwise until the desired outlet pressure is reached.
Section 16: SUSPENSION
4. To avoid minor readjustment after making a change in pressure setting, always approach the desired pressure from a lower pressure.
When reducing from a higher to a lower setting, first reduce the pressure at a lower pressure, then increase it to the desired level of pressure.
5. Tighten jam nut (2, Fig. 16) to lock pressure setting.
10.3.2 Disassembly
1. Shut off inlet pressure and reduce pressure in inlet and outlet lines to zero. Turn regulator adjustment handle (1, Fig. 16) counterclockwise until all load is removed from regulating spring. Regulator can be disassembled without removal from air line.
2. Disassemble regulator in accordance with the item numbers on the exploded view.
10.3.3 Cleaning
1. Clean parts with warm water and soap. Dry parts and blow out internal passages in body using clean, dry compressed air.
2. Inspect parts. Replace those found to be damaged.
10.3.4 Reassembly
1. Lubricate O-ring (14 and 16, Fig. 16), valve stem (13, Fig. 13), tip of adjusting screw (1,
Fig. 13), and the outer circumference and both sides of the thrust washer (8, Fig. 16) with a light coat of good quality O-ring grease.
2. Assemble the regulator as shown on the exploded view.
Item
3 (Screw)
17 (Bottom plug)
Torque Table
Torque in Inch-Pound (N·m)
25-35 (2.8-3.9)
20-25 (2.3-2.8)
11.
LOW-BUOY SYSTEM
The purpose of the low-buoy system is to lower the whole suspension by about 4” (100 mm) in order to reduce the overall height for low clearances. This system can be put into service during normal vehicle operation.
16- 13
Section 16: SUSPENSION
11.1
PRINCIPLES OF OPERATION
On H3-41 and H3-45 coaches, the rear low-buoy is added over the front kneeling system. The control valve on the left console panel sends an electric signal from its pressure switch to control the front suspension as if kneeling. It also removes air from a relay valve that exhausts air supply to all leveling valves and the quick release in the rear section. Air from the rear suspension can then be depleted through the check valve-quick release assembly.
DOWN:
The control valve, on the L.H. control panel, cuts off air supply, so air is released from air springs.
A relay valve prevents height control valves from supplying air springs.
UP:
The control valve, on the L.H. control panel, supplies air to close the passage between both the delivery and supply ports. A relay valve opens and provides air springs until the suspension reaches the normal ride height.
11.2
MAINTENANCE
Refer to the air system schematic diagram
“OPT. FRONT KNEELING WITH REAR LOW-
BUOY COMBINATION” annexed at the end of this Section.
12.
“LEVEL-LOW” SYSTEM
This system is available on VIP motorhomes only. The purpose of the "level-low" leveling system is to adjust suspension in three separate points (front, rear right and rear left) in order to level vehicle body. This system can be put into service when the ignition key is turned to the
"ON" position, and must be used only when the parking brake is applied. The "level-low" warning light on the dashboard indicates that the selector switch is not in the "OFF" position.
12.1
PRINCIPLES OF OPERATION
DOWN:
The (front/rear right/rear left) control solenoid valve supplies air to the (front/rear right/rear left) five-way three-position air control valve, which bypasses the (front/rear right/rear left) height control valve, and opens a passage to allow the air control and exhaust valve to release air from
(front/rear right/rear left) air springs.
UP:
The (front/rear right/rear left) control solenoid valve supplies air to the (front/rear right/rear left) five-way three-position air control valve, which bypasses the (front/rear right/rear left) height control valve, and opens a passage to allow the air control and exhaust valve to supply air to
(front/rear right/rear left) air springs.
DRIVE:
When the ignition key is turned to the "ON" position with selector knob in the "DRIVE" position, the drive control solenoid valve supplies air to all five-way three-position air control valves, each one opening a passage to allow height control valves to accomplish their function.
When the ignition key is turned to the "OFF" position and selector knob to the "DRIVE" position, the air is entrapped between air springs and five-way three-position air control valves to ensure the adjusted level will be kept.
Warning:
Never move vehicle with selector knob in any other position than the “DRIVE” position.
12.2
MAINTENANCE
Since the leveling action is issued from both the air system and electrical system, refer to
Section: 12, “Brake and Air System” and Section
06, “Electrical System ”.
For diagnosis and understanding of the system, refer to wiring diagrams, and to the appropriate air system schematic diagram annexed to
Section 12, “Brake and Air System” .
16- 14
Section 16: SUSPENSION
13.
TROUBLESHOOTING
Condition
Bellows deflate over time
Bellows raise to full height and fail to exhaust air pressure
Erratic valve action
Cause
1. Defective check valve assembly.
2. Defective exhaust valve assembly.
3. Leak in air line and/or bellows.
4. Defective valve cover, rubber O-rings or gasket.
1. A clogged exhaust screen in height control valve assembly.
2. A combination clogged exhaust screen and defective air inlet valve assembly.
1. Dirt or foreign matter in the air valve lever chamber.
Vehicle body fails to level to satisfactory ride height
1. Improper height control valve overtravel lever adjustment
Correction
1. Replace check valve assembly.
2. Replace exhaust valve assembly.
3. Replace air line or bellows.
4. Replace valve cover, O-rings or gasket.
1. Remove and clean screen.
2. Clean exhaust screen and replace air inlet valve assembly.
1. Remove valve cover and blow out dirt. Install cover using new gasket.
2. Overhaul height control valve assembly
1. Adjust lever as directed.
14.
PARTS SPECIFICATIONS
Front and tag axle air springs
Make ........................ Goodyear Tire and Rubber
Model .......................................................... 1200
Type.................................................... Mae West
Nominal diameter ......................... 12” (304 mm)
Supplier number ................................. 1R12-319
Prévost number ...................................... 630125
Drive axle air springs
Make ........................ Goodyear Tire and Rubber
Model .......................................................... 1100
Type................................................Double Flare
Nominal diameter ......................... 11” (279 mm)
Supplier number ................................. 1R11-089
Prévost number ...................................... 630105
Front axle shock absorbers
Make........................................................... Arvin
Color .......................................................... White
Collapsed length.15.47+0.125” (39,29+0,32 cm)
Extended length....24.5+0.125” (33,32+0,32 cm)
Supplier number ......................................680422
Prévost number .......................................630134
Drive and tag axle shock absorbers
Make....................................................... Monroe
Type...............................................Gas Magnum
Collapsed length..................... 15.38” (30,05 cm)
Extended length...................... 23.63” (60,01 cm)
Supplier number ......................................650407
Prévost number .......................................630127
Height control valve (VIP, front only)
Make................................................... Barksdale
Quantity used ....................................................1
Supplier number ................... 52321POAQ3-Q62
Prévost number .......................................630157
16- 15
Section 16: SUSPENSION
Height control valve (coach, all axles & VIP, rear only)
Make ................................................... Barksdale
Quantity ..................................................... 2 or 3
Supplier number ...................52321POAQ3-Q26
Prévost number ...................................... 630156
Bellows control and exhaust solenoid valve assembly
Make ...................................................... Norgren
Solenoid valve manifold
Supplier number .................................... D0043B
Prévost number ...................................... 641130
Coil
Voltage...................................................24 V DC
Current draw .................................... 29 amperes
Supplier number .................................. 54932-27
Prévost number ...................................... 641144
Valve (3 way, 2 positions)
Type.............................................................. N/C
Supplier number .......................411-C-456235W
Prévost number ...................................... 641357
Type.............................................................. N/O
Supplier number ........................411-D-456236X
Prévost number ...................................... 641356
Radius rod bushing
Make ....................................................... Prévost
Prévost number ...................................... 630021
Loctite
Make .........................................................Loctite
Prévost number ...................................... 680039
Sway bar bushing (Front Axle)
Make....................................................... Prévost
Prévost number .......................................131355
Sway bar bushing (Drive Axle)
Make....................................................... Prévost
Prévost number .......................................130953
Sway bar link bushings
Supplier number .............................. 415015-001
Prévost number .......................................506678
Shock absorber
Make........................................................... Arvin
Supplier number ......................................405803
Prévost number .......................................630062
Make....................................................... Monroe
Supplier number ........................................45380
Prévost number .......................................630062
High-Buoy Pressure regulator
Make...................................................... Norgren
Recommended pressure setting 90 psi (621 kPa)
Supplier number .......................R74G-4AT-RMN
Prévost number .......................................641352
16- 16
Section 16: SUSPENSION
15.
TORQUE SPECIFICATIONS
1- SHOCK ABSORBER PIN .......................................................................... 350-400 ft-lbf (475-545 N·m)
2- SHOCK ABSORBER PIN NUT ........................................................................ 70-80 ft-lbf (95-110 N·m)
3- RADIUS ROD STUD.......................................................................................... 20-40 ft-lbf (27-54 N·m)
4- RADIUS ROD RETAINING NUT OR BOLT ............. 110-130 ft-lbf lubricated (150-175 N·m lubricated)
5- RADIUS ROD SUPPORT NUT.................................. 110-130 ft-lbf lubricated (150-175 N·m lubricated
6AXLE ATTACHMENT NUT........................................................................ 425-475 ft-lbf (580-645 N·m)
7AIR SPRING STUD NUT ................................................................................... 20-25 ft-lbf (27-34 N·m)
8SWAY BAR LINK PIN STUD ..................................................................... 350-400 ft-lbf (475-545 N·m)
9SWAY BAR LINK LOWER NUT ...................................................................... 70-80 ft-lbf (95-110 N·m)
10- SWAY BAR LINK UPPER NUT .................................................................. 215-225 ft-lbf(290-305 N·m)
11- SWAY BAR BUSHING COLLAR BOLT........................................................... 70-80 ft-lbf (95-110 N·m)
Note:
During assembly, use “Loctite 242” (Prévost No 680038) with item 1, 3 and 8. After assembly, apply “anti-seize compound” (Prévost No 680064) on all threads nuts.
16- 17
SECTION 16: SUPPLEMENT INFORMATION ON
INDEPENDENT FRONT SUSPENSION (IFS)
CONTENTS
1.
INTRODUCTION ....................................................................................................................... 16(IFS)-4
2.
STEERING LINKAGE ............................................................................................................... 16(IFS)-4
2.1
S TEERING L INKAGE A DJUSTMENT .......................................................................................... 16(IFS)-7
2.2
P ITMAN A RM R EMOVAL ......................................................................................................... 16(IFS)-7
2.3
PITMAN ARM I NSTALLATION .................................................................................................... 16(IFS)-7
2.4
D RAG L INK ........................................................................................................................... 16(IFS)-8
2.4.1
Adjustment................................................................................................................... 16(IFS)-8
2.5
B ELL C RANK AND I DLER A RM ................................................................................................. 16(IFS)-8
2.5.1
Bell Crank and Idler Arm Removal .............................................................................. 16(IFS)-8
2.5.2
2.5.3
Bell crank or Idler Arm Ball Joint Disassembly ............................................................ 16(IFS)-9
Bell Crank or Idler Arm Ball Joint Reassembly............................................................ 16(IFS)-9
2.6
R ELAY R OD ........................................................................................................................ 16(IFS)-10
2.6.1
Replacement ............................................................................................................. 16(IFS)-10
2.7
T IE R ODS ............................................................................................................................16(I FS )-10
2.7.1
Removal .................................................................................................................... 16(IFS)-11
2.7.2
Installation ................................................................................................................. 16(IFS)-11
2.8
S TEERING A RMS ................................................................................................................. 16(IFS)-11
2.8.1
Removal .................................................................................................................... 16(IFS)-11
2.8.2
Installation ................................................................................................................. 16(IFS)-11
2.9
L UBRICATION F ITTINGS ....................................................................................................... 16(IFS)-11
2.10
P OWER S TEERING H YDRAULIC P UMP .................................................................................. 16(IFS)-12
3.
LOWER AND UPPER A-ARM BALL JOINT .......................................................................... 16(IFS)-12
3.1
S TRIPPING D OWN ............................................................................................................... 16(IFS)-13
3.2
A SSEMBLY .......................................................................................................................... 16(IFS)-13
4.
LOWER A- ARM CENTRAL JOINTS (BT-SECTIONAL BEARING SYSTEM)...................... 16(IFS)-13
4.1
S TRIPPING D OWN ............................................................................................................... 16(IFS)-13
4.2
A SSEMBLY .......................................................................................................................... 16(IFS)-14
5.
UPPER A-ARM BALL JOINTS (ONE-PART BEARING SYSTEM) ....................................... 16(IFS)-16
5.1
M AINTENANCE .................................................................................................................... 16(IFS)-16
5.2
S TRIPPING D OWN ............................................................................................................... 16(IFS)-16
5.3
A SSEMBLY .......................................................................................................................... 16(IFS)-16
6.
FRONT END ALIGNMENT ..................................................................................................... 16(IFS)-17
6.1
A
LIGNMENT
T
ERMINOLOGY
.................................................................................................. 16(IFS)-17
6.2
F RONT E ND I NSPECTION ..................................................................................................... 16(IFS)-18
6.3
F RONT W HEEL C AMBER ...................................................................................................... 16(IFS)-18
6.4
F RONT W HEEL T OE -I N ........................................................................................................ 16(IFS)-18
6.4.1
Toe-In Check ............................................................................................................. 16(IFS)-18
6.4.2
Toe-In Adjustment ..................................................................................................... 16(IFS)-18
6.5
F RONT A XLE C ASTER .......................................................................................................... 16(IFS)-19
6.6
M AJOR D AMAGE ................................................................................................................. 16(IFS)-19
7.
FRONT AIR SPRINGS ............................................................................................................16(IFS)-20
7.1
I NSPECTION ........................................................................................................................ 16(IFS)-20
7.2
R EMOVAL ........................................................................................................................... 16(IFS)-20
16(IFS)-1
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
7.3
I NSTALLATION ..................................................................................................................... 16(IFS)-20
8.
SHOCK ABSORBERS ............................................................................................................ 16(IFS)-22
8.1
S HOCK A BSORBER R EMOVAL .............................................................................................. 16(IFS)-22
8.2
S HOCK A BSORBER I NSTALLATION ........................................................................................ 16(IFS)-22
9.
SWAY BAR.............................................................................................................................. 16(IFS)-22
9.1
S WAY B AR R EMOVAL .......................................................................................................... 16(IFS)-22
9.2
S WAY B AR I NSTALLATION .................................................................................................... 16(IFS)-22
10.
INDEPENDENT FRONT SUSPENSION ADJUSTMENT.................................................... 16(IFS)-24
11.
SUSPENSION HEIGHT ADJUSTMENT ............................................................................. 16(IFS)-24
12.
HEIGHT CONTROL VALVE ................................................................................................ 16(IFS)-25
12.1
L OADING P OSITION ............................................................................................................. 16(IFS)-25
12.2
N EUTRAL P OSITION ............................................................................................................. 16(IFS)-25
12.3
U NLOADING P OSITION ......................................................................................................... 16(IFS)-25
12.4
M AINTENANCE .................................................................................................................... 16(IFS)-25
12.5
R EMOVAL AND I NSTALLATION .............................................................................................. 16(IFS)-25
13.
"LEVEL-LOW" LEVELING SYSTEM.................................................................................. 16(IFS)-26
13.1
P RINCIPLES OF O PERATION ................................................................................................. 16(IFS)-26
14.
AIR SYSTEM ....................................................................................................................... 16(IFS)-26
14.1
A IR T ANK M AINTENANCE ..................................................................................................... 16(IFS)-27
14.1.1
Wet Air Tank.............................................................................................................. 16(IFS)-27
14.1.2
Primary Air Tank........................................................................................................ 16(IFS)-27
14.1.3
Secondary Air Tank ................................................................................................... 16(IFS)-27
14.1.4
Accessory Air Tank ................................................................................................... 16(IFS)-27
14.1.5
Expansion Air Tank ................................................................................................... 16(IFS)-27
14.2
E MERGENCY F ILL V ALVES ................................................................................................... 16(IFS)-28
15.
HUB UNIT AND SWIVEL ASSEMBLY................................................................................ 16(IFS)-28
16.
TORQUE TABLE ................................................................................................................. 16(IFS)-29
17.
SPECIFICATIONS ............................................................................................................... 16(IFS)-30
16(IFS)-2
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
ILLUSTRATIONS
FIGURE 1: SUSPENSION AND STEERING LINKAGE ................................................................... 16(IFS)-4
FIGURE 2: LOCATION OF CLAMPS ............................................................................................... 16(IFS)-5
FIGURE 3: CLAMP POSITIONING................................................................................................... 16(IFS)-6
FIGURE 4: CLAMP POSITIONING................................................................................................... 16(IFS)-6
FIGURE 5: CLAMP POSITIONING................................................................................................... 16(IFS)-6
FIGURE 6: CLAMP POSITIONING................................................................................................... 16(IFS)-7
FIGURE 7: PITMAN ARM ALIGNMENT ........................................................................................... 16(IFS)-7
FIGURE 8: BELL CRANK AND IDLER ARM BALL JOINT............................................................... 16(IFS)-9
FIGURE 9: BELL CRANK ............................................................................................................... 16(IFS)-10
FIGURE 10: BELL CRANK ............................................................................................................. 16(IFS)-10
FIGURE 11: LUBRICATION FITTINGS' LOCATION DIAGRAM ................................................... 16(IFS)-12
FIGURE 12: BALL JOINT ............................................................................................................... 16(IFS)-13
FIGURE 13: CENTRAL JOINT .......................................................................................................16(IFS)-15
FIGURE 14: BALL JOINT ............................................................................................................... 16(IFS)-16
FIGURE 15: STEERING LINKAGE MEASUREMENTS ................................................................. 16(IFS)-17
FIGURE 16: FRONT END ALIGNMENT DIAGRAM....................................................................... 16(IFS)-19
FIGURE 17: AIR SPRINGS ........................................................................................................... 16(IFS)-20
FIGURE 18: AIR SPRING AND SHOCK ABSORBER .................................................................. 16(IFS)-21
FIGURE 19: SHOCK ABSORBER.................................................................................................. 16(IFS)-22
FIGURE 20: SWAY BAR (FRONT SUSPENSION) ........................................................................ 16(IFS)-23
FIGURE 21: SWAY BAR (REAR SUSPENSION) .......................................................................... 16(IFS)-23
FIGURE 22: HEIGHT CONTROL VALVE LOCATION ................................................................... 16(IFS)-24
FIGURE 23: TYPICAL AIR SPRING CLEARANCE........................................................................ 16(IFS)-25
FIGURE 24: ISS FRONT HEIGHT CONTROL VALVE .................................................................. 16(IFS)-25
FIGURE 25: LOCATION OF AIR TANKS ....................................................................................... 16(IFS)-26
FIGURE 26: REAR VALVE LOCATION ......................................................................................... 16(IFS)-27
FIGURE 27: FRONT VALVE LOCATION ....................................................................................... 16(IFS)-27
16(IFS)-3
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
1. INTRODUCTION
This supplement contains service procedures and specifications that apply to the PREVOST
H3 vehicles equipped with an independent front suspension.
This text contains information unique to the independent suspension system. In the case you cannot find information on a subject in this supplement section, the information given in the regular sections of the Maintenance Manual will apply.
Turning motion of the steering wheel is transferred by the steering gear and steering linkage to the steering arms at the right and left front wheels. The steering linkage consists of tie rods connected to the bell crank and the steering arm at the left side of the coach, and to the idler arm and steering arm at the right side of the coach.
The bell crank and idler arm are connected by a relay rod. A drag link connected to the bell crank and the pitman arm, which is mounted to the steering gear, transfers the turning motion of the steering wheel to the steering arms (Fig. 1).
Lower and upper A-arms are widely spaced.
They are mounted on ball joints. Torque rods prevent rotation of the uprights around the lower and upper ball joints.
If the steering linkage is bent, twisted or worn, steering action of the coach will be seriously affected. Any time steering linkage components are replaced or adjusted, steering geometry and front wheel alignment must be checked as explained in this section of supplement.
FIGURE 1: SUSPENSION AND STEERING LINKAGE
16(IFS)-4
16036
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
Turning Angle
The maximum turning angle is set mechanically through the two steering stop screws installed on the swivel assembly. The turning angle adjusted to accommodate the chassis design, and therefore, does not require adjustment on new vehicles.
However, turning angle should be checked and adjusted hydraulically, if necessary, any time a component of the steering system is repaired, disassembled or adjusted.
Before checking the turning angle, be sure the front end is properly aligned as described under paragraph "4. Front End Alignment" in this supplement.
To check steering maximum turning angle, proceed with the following method :
1. Check if front tires rub against the frame or if the steering gear has been serviced.
Caution: If clamps are not correctly installed, they can interfere with other parts.
2. For a full left and right turn, check clamps' position and for interfering parts. Refer to figures 2 to 6 for location and positioning of clamps. If readjustment is required, make the proper adjustment.
Note: Prior to steering limiter readjustment, verify vehicle wheel alignment, and ensure that oil level is adequate and that air bleeding is done.
3.
If necessary readjust steering limiter. Refer to “ZF-SERVOCOM REPAIR MANUAL" and
“ZF-SERVOCOM Operating, Servicing/
Maintenance and Inspection Instructions” annexed to H3 Series Maintenance Manual,
Section 14 : "Steering" , under headings:
“SETTING THE STEERING LIMITER” and
"SETTING AND FUNCTIONAL TEST".
FIGURE 2: LOCATION OF CLAMPS
16037
16(IFS)-5
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
FIGURE 3: CLAMP POSITIONING
16038 FIGURE 4: CLAMP POSITIONING 6039
FIGURE 5: CLAMP POSITIONING
16(IFS)-6
16040
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
4. Install tie rods, then adjust toe-in as per
"FRONT END ALIGNMENT" in this supplement.
FIGURE 6: CLAMP POSITIONING
16041
2.1 STEERING LINKAGE ADJUSTMENT
Note: Whenever a steering linkage component has been removed and replaced, check steering geometry and front end alignment as directed in this supplement. Check to insure that all stud nuts and mounting bolts and nuts have been tightened to proper torques listed under "16.
TORQUE TABLE" at the end of this supplement.
1. The pitman arm should be adjusted with reference mark aligned or to an angle of
2.25° in relation with the vertical axis (Fig. 7).
2. Locate centerline of vehicle then install relay rod in boss at steering bell crank and idler arm. Align center of relay rod with centerline of vehicle.
3. Install drag link to pitman arm and adjust opposite end of drag link to fit mounting stud hole in bell crank.
16(IFS)-7
FIGURE 7: PITMAN ARM ALIGNMENT
16051
2.2 PITMAN ARM REMOVAL
1. Remove cotter pin, nut and washer from drag link ball stud at pitman arm.
2. Disconnect drag link from pitman arm, using jaw style pullers (pressure screw type).
Warning: Always wear approved eye protection when operating pullers.
Caution: Do not drive pitman arm on or off pitman shaft as this can damage the steering gear.
Caution: Heating of components to aid in disassembly is not allowed because it has a detrimental effect on axle components and steering linkages.
3. Using a cold chisel, undo punch mark that locks fixing nut to the pitman arm.
4. Remove pitman arm fixing nut.
5. Check the radial position of the pitman arm in relation to the sector shaft prior to removal of pitman arm.
6. Add reference marks to the arm and shaft if necessary to ensure correct alignment at reassembly.
7. You must use a puller to remove pitman arm.
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
2.3 PITMAN ARM INSTALLATION
1.
Position pitman arm on sector gear shaft with reference marks aligned.
2.
Install fixing nut (Prévost #661050). Tighten nut to 405-445 lbf•ft (550-605 N•m).
Note: Use a new nut if the previously removed nut was punched.
3. Lock nut with sector shaft using a punch mark into the groove (refer to figure 8).
FIGURE 8: FIXING NUT PUNCH MARK
16098
4.
Connect drag link to pitman arm while ensuring that rubber stabilizer is in place on the rod end. Install washers. Tighten nut to
160-300 lbf•ft (220-410 N•m). Afterwards, install a new cotter pin.
Drag link assembly consist of three parts; a drag link and two end assemblies. Both end assemblies are identical and they are retained on the drag link with a clamp bolt and nut.
Stud nuts at the pitman arm and bell crank ends of the drag link must be kept tight or hole at ball stud end of drag link and hole in pitman arm may become enlarged as a result of excessive looseness. Subsequent tightening of stud nuts may draw studs too far into holes and dust cover parts may become damaged which can result in component failure.
Drag link end sockets are equipped with lubrication fittings and should be lubricated as directed in "LUBRICATION FITTINGS" in this supplement.
2.4.1 Adjustment
It should not be necessary to alter the length of the drag link except when a new link is installed or when removable end assembly has been replaced. If drag link adjustment is necessary, proceed as follows:
1. Position front wheels in straight ahead position.
2. Center steering gear as previously explained in paragraph "2.1 Steering Linkage
Adjustment".
3. Remove cotter pin and stud from drag link at bell crank. Locate centerline of vehicle and center of relay rod. With center of relay rod aligned with centerline of vehicle, loosen clamp bolt at socket end (bell crank end) of drag link and adjust length of socket end assembly to fit in boss of bell crank.
Note: Do not change position of pitman arm.
4. Install stud nut and torque to 160 lbf•ft (217
N•m). Align nut with cotter pin slot (tighten) and install a new cotter pin.
5. Torque mounting clamp bolt nut to 60-80 lbf•ft (81-108 N•m), then test the adjustment.
Front wheels should turn from right to left extremities without noticeable binding at drag link ends.
2.5 BELL CRANK AND IDLER ARM
Bell crank and idler arm are equipped with one lubrication fitting and should be lubricated as directed in paragraph "2.9 LUBRICATION
FITTINGS" at the end of this Supplement.
2.5.1 Bell Crank and Idler Arm Removal
Note: Use a piece of wire to anchor loosen end of relay rod and tie rod in order to prevent placing an excessive load on opposite socket end.
Bell crank : Disconnect drag link, tie rod and relay rod from bell crank by removing cotter pins, stud nuts and washers from ball studs. Separate socket assemblies from the bell crank.
Idler arm : Remove cotter pins, nuts and washers from ball studs connecting relay rod and tie rod to idler arm. Separate socket assemblies from idler arm.
16(IFS)-8
Remove nuts and washers from bolt attaching bell crank or idler arm mounting bracket to vehicle understructure. Remove bell crank or idler arm mounting bracket.
2.5.2
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
Bell crank or Idler Arm Ball Joint
Disassembly
1. Remove adjacent link assemblies from bell crank or idler arm as previously described.
2. Remove the cap (Fig. 9).
3.
Remove the cotter pin, nut and tongue washer. Remove bearings, grease seal, bearing bushing and the bell crank or idler arm from its mounting bracket stud (Fig. 9).
FIGURE 9: BELL CRANK AND IDLER ARM BALL JOINT
2.5.3 Bell Crank or Idler Arm Ball Joint
Reassembly
Note: For bearing installation use tool Prévost #
110684.
1. Install bearing bushing on bell crank or idler arm mounting bracket stud.
2. Install bearing and grease seal in bell crank or idler arm eye (Fig. 9).
3. Install bell crank or idler arm on its mounting bracket stud (Fig. 9).
16043A
Note : Install grease seal according to figure 8.
Grease must be able to exit the bell crank or idler arm mechanism. For grease seal installation use tool Prévost # 110683.
4. Install bearing, o-ring and nut.
Note: Apply grease on bearing before installation.
5. Firmly tighten nut (Fig. 10).
16(IFS)-9
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
FIGURE 10: BELL CRANK
16044
Relay rod ends are equipped with lubrication fittings and should be lubricated as directed in paragraph "2.9 LUBRICATION FITTINGS" in this supplement.
Note: The relay rod is crimped in place and it is not possible to remove the ball joints.
2.6.1 Replacement
1. Remove cotter pins from bell crank and idler arm end of relay rod. Loosen nuts flush with end of studs.
2. Place a sledge hammer behind the adjacent part to absorb shocks. Strike the studs with a brass hammer to loosen end assemblies.
3. Remove stud nuts and washers then remove studs.
4. Position relay rod studs into bell crank and idler arm then tap stud ends with a brass hammer to seat tapered surfaces.
5. Install washers and stud nuts. Tighten nuts to 160 lbf•ft (217 N•m) torque. Align cotter pin slot (tighten) and install a new cotter pin.
FIGURE 11: BELL CRANK
16045
6. Unscrew nut until bell crank or idler arm starts to turn by the application of 1 to 3 pounds load (Fig. 11).
7. Check for loose bearings by applying an up and down load on bell crank or idler lever
(Fig. 10). The lever is not supposed to move in the vertical axis direction.
8. Align nut with cotter pin slot (tighten) and install a new cotter pin.
Note: Bend cotter pin around the nut (Fig. 9). Do not bend the cotter pin in the direction of the cap, because it may interfere with the cap.
9. Install the cap.
10. Bell crank : Install drag link, tie rod and relay rod as directed herein under each specific subject.
11. Idler arm : Install tie rod and relay rod as directed herein under each specific subject.
12. Adjust turning angle as previously directed under paragraph " Turning Angle " and check front end alignment as specified in paragraph "6. Front End Alignment" of this supplement.
16(IFS)-10
Tie rod ends are connected to the bell crank and left steering arm, and to the idler arm and right steering arm. Each tie rod assembly consists of three parts; a tube and two socket end assemblies. The tie rod ends are threaded into the tube and secured with clamp bolts. Right and left hand threads are provided to ease toe-in adjustment. Tie rod assemblies are interchangeable from the right to the left side of the coach.
Tie rod end sockets require no maintenance other than periodic lubrication and inspection to see that ball studs are tight. Replace socket ends when there is excessive up and down motion, lost motion or end play at ball end of stud.
1. Periodically check bolt nut for tightness.
2. Inspect tie rod for bent condition and inspect tube for damaged threads. If tie rod is bent or threads are damaged, replace the assembly.
3. Lubricate tie rod end fittings as directed in paragraph "2.9 LUBRICATION FITTINGS" farther on in this section.
2.7.1 Removal
1. Remove cotter pins and stud nuts which attach tie rod socket ends to bell crank and left steering arm (or idler arm) and right steering arm.
2. Remove tie rod ball stud by tapping on steering arm and bell crank or idler arm with hammer, while using a sledge hammer to absorb shocks.
Note:
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
If tie rod end assemblies are damaged in any way, they must be replaced.
2.7.2 Installation
1. Install socket end assemblies on tie rod. Be sure both ends are threaded an equal distance into the tube.
2. Make sure threads on stud and in stud nut are clean and not damaged.
3. Position ball studs (socket ends of tie rod) in holes in steering arm and bell crank or idler arm. Install a ball stud nut on each stud and tighten firmly.
4. Torque stud nuts to 160 lbf•ft (217 N•m).
Align cotter pin slot (tighten) and install a new cotter pin.
Note: Adjust toe-in as directed in paragraph
"6.4.2 TOE-IN ADJUSTMENT" of this supplement.
5. Make sure tie rod ends are properly aligned with ball studs, then torque tie rod end clamp bolts to 60-80 lbf•ft (81-108 N•m).
Note: If tie rod is properly aligned with stud, binding will result.
The left and right wheel steering arms are secured to a swivel at one end and to a tie rod at the other end.
2.8.1 Removal
1. Remove wheel as directed in Section 13,
"WHEELS AND TIRES" of the maintenance manual.
2. Remove cotter pin, washer and nut from stud securing tie rod to steering arm. Remove ball stud from steering arm by tapping on arm with a hammer, Placing a sledge hammer underneath steering arm to absorb shocks.
3. Remove cotter pin and nut securing steering arm to swivel assembly. Remove steering arm from swivel.
2.8.2 Installation
1. Insert steering arm in swivel.
2. Torque steering arm to swivel nut to 190 lbf•ft (258 N•m). Align cotter pin slot (tighten) and install a new cotter pin.
3. Position tie rod ball stud in steering arm and tap with a brass hammer to seat ball stud in steering arm. Install washer and nut on stud.
Torque nut to 160 lbf•ft (217 N•m). Tighten nut to nearest cotter pin slot and install a new cotter pin.
4. Install wheel as directed in Section 13,
"WHEEL, HUBS AND TIRES" under paragraph "2.3 Installation" of the maintenance manual.
All lubrication fittings must be clean before applying lubricant. Also, always be sure equipment used in applying lubricant is clean.
Every precaution should be taken to prevent entry of dirt, grit, lint or other foreign matter into lubricant containers. Replace fitting when they become broken or damaged.
Intervals of application given in the following paragraphs are recommended for normal service. More frequent intervals may be applied under severe operating conditions. In selecting proper lubricants, supplier reputation must be considered. The supplier must be responsible for product quality. The diagram (Fig. 12) shows approximate location of steering lubrication fittings.
1. Drag Link Ends : Lubricate at two fittings, one at each end of link, every 6,250 miles
(10 000 km) with a good quality lithium-base grease NLGI No. 2 (Shell Retinax LX or equivalent).
2. Relay Rod Ends : Lubricate at two fittings, one at each end of rod, every 6,250 miles
(10 000 km) with a good quality lithium-base grease NLGI No. 2 (Shell Retinax LX or equivalent).
3. Tie Rod Ends : Lubricate at four fittings, one at each end of both tie rods, every 6,250 miles (10 000 km) with a good quality lithium-base grease NLGI No. 2 (Shell
Retinax LX or equivalent).
16(IFS)-11
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
4. Hub Unit and Swivel Assembly : Refer to
GKN AXLES LIMITED KIRKSTALL
DIVISION, SERVICE MANUAL, Section "A.
LUBRICATION" annexed at the end of section 10.
5. Idler Arm and Crank bell : fittings, one on the idler arm and the other on the crank bell, every 6,250 miles (10 000 km) with a good quality lithium-base grease NLGI
No. 2 (Shell Retinax LX or equivalent). Apply grease gun pressure to the fitting until lubricant appears at the top seal.
Lubricate at two
6.
Upper V-Link Outer Ball Joint : Lubricate at fitting until you see some grease on the relief valve nearby, every 6,250 miles (10
000 km) with a good quality lithium-base grease NLGI No. 2 (Shell Retinax LX or equivalent).
FIGURE 12: LUBRICATION FITTINGS' LOCATION DIAGRAM
16046
2.10 POWER STEERING HYDRAULIC
PUMP
Refer to the "TRW Power Steering Pump Service
Manual" annexed at the end of Section 14.
3. LOWER AND UPPER A-ARM BALL
JOINT
The assembly work may be done only by a recognized specialized workshop. Ensure that old and new parts do not get mixed up with each
16(IFS)-12 other. It is for this reason that all the old parts are to be scrapped immediately after a joint has been stripped down. A complete repair set must be used for each joint repaired, i.e. use of only part of a repair set is not permissible. All numeral or letter designations mentioned below refer to figure 13.
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
Strip down the defective joint through removal of locking ring (3), annular spacer (2) and ball pin/bushing, assembly (1) and thereafter clean out housing bore and locking circlip groove.
3.2 ASSEMBLY
Execute assembly of the new joint parts in the following sequence :
1. Complete moistening of the contact surface between housing bore and ball pin through application of the grease.
Note: Apply grease, only in the case of repair kit
(Prévost # 611114)).
2. Insert ball pin/bushing, assembly (1). In case of the two-bolt type, ensure that the bolt bores are in the correct position in relation to the axis of the tube.
3. Place joint in receiving fixture (C) and mount annular assembly tool (B) on the housing.
Then locate annular spacer (2) and locking-
Circlip (3) in the housing using axial load (F) with the aid of assembly matrix (A) (For axial load, refer to table 1) (For Prévost tools #, refer to table 2). If the ends of the annular spacer are not in contact with each other, the thus formed opening must be located at 180
° to the opening of the locking circlip. Pay attention during assembly to ensure that the locking circlip eyelets are located at each side of the housing shaft axis (locking circlip eyelet lug points to tube), and that locking circlip (3) is properly engaged in the groove of the housing.
Suitable for repair kits
Prévost #
611111
611114
TABLE 1
Position
Upper A-arm
Lower A-arm
Axial load F
(kN)
120
160
4. When repairing defective ball pin assemblies, the necked down-bolt must regularly be replaced with a new one.
In special cases where it is necessary to repair defective ball pin assemblies with sealing caps the following must be observed: Dismounting of the sealing cap cannot take place without destruction and after repair work is complete it must be replaced with a new one.
Suitable for repair kits
Prévost #
611111
611114
TABLE 2
PRÉVOST TOOLS NEEDED
A
683108
683111
(Prévost #)
B
683109
683112
C
683110
683112
FIGURE 13 : BALL JOINT
16047
4. LOWER A- ARM CENTRAL JOINTS
(BT-SECTIONAL BEARING SYSTEM)
All reference numbers mentioned refer to component parts shown in figure 14.
1. The joint is to be stripped down in the following sequence :
2. Remove sheet metal-cap (10) with annular seal (11) and then loosen tightening clip (7).
3. Screw out necked down bolt (14) and use hex screw M 24 x 1.5 x 50 (DIN 961) to press bracket (15) out of ball sleeve (1).
4. Remove sealing boot (6) with tightening clip
(7) and clamping ring (8).
5. Remove circlip (5) and strip down the bearing elements of the joint (12), (3), (1) and (2).
Then clean out the housing bore and the circlip groove.
16(IFS)-13
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
4.2 ASSEMBLY
Assemble the new component parts of the joint in the following sequence:
1. Insert into housing lower elements (3) and
(2) : ensure that ball surface has first been greased. Then insert bearing element (1) and the upper bearing elements (2) and (3) and finally bearing element (12).
2. Place joint in fixture (C) and mount assembly ring (B) on housing. Thereafter apply axial pressure F1 through press tool (A) to insert circlip (5) in housing groove (For axial load, refer to table 3). Attention is to be paid to ensure that the circlip eyelets are positioned at approximately 90
°
to the axis of the tube and that the circlip is properly seated in the housing groove ) (For Prévost tools #, refer to table 5).
Suitable for repair kits
Prévost #
611112
TABLE 3
Position Axial load F1
(kN)
Lower A-arm 200
3. Use assembly sleeve (D) to mount sealing boot (6) including clamping ring (8) on bracket (15). Attention is to be paid to ensure that the clamping ring maintains its correct position in the clamping ring groove.
4. Faultlessly apply grease by mechanical means to bracket-outer core (15) and ballinner cone (1). Insert bracket outer cone in fixture (E) with distance ring (G) and then use press tool (H) to apply pressure F2 to press mount with ball-inner cone (For axial load, refer to table 4).
Suitable for repair kits
Prévost #
611112
TABLE 4
Position
Lower A-arm
Axial load F2
(kN)
100
5. After lifting out of fixture prematurely mount, torque bolt M 14 x 1.5 between 3 to 4 N•m.
Finally use a torque wrench to tighten bolt with a tightening torque of 135 N•m. Ensure that the maximum rotation during tightening does not exceed one complete turn. If the specified tightening torque is not reached during one turn, the bolt is to be replaced with a new one.
6. Fill the cavity under the sealing boot (6) with grease and fix tightly to housing with tightening clip (7).
7. Fill the upper cavity of the joint with grease and then mount annular seal (11) and sheetmetal cap (10).
8. Either fix sheet-metal cap to housing through screwing it into place or through 4 spot i.e.
according to individual design specifications.
16(IFS)-14
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
FIGURE 14: CENTRAL JOINT
Suitable for repair kits
Prévost #
A
611112 683114
B
683115
TABLE 5
PRÉVOST TOOLS NEEDED
(Prévost #)
C
683116
D
683117
E
683118
G
683120
H
683119
16048
16(IFS)-15
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
5. UPPER A-ARM BALL JOINTS (ONE-
PART BEARING SYSTEM)
5.1 MAINTENANCE
Make a visual inspection of the sealing boot (5) each time lubrication is performed (6,250 miles).
Check for grease leaks. Replace boot if split or punched.
Verify the existence of a play between the ball joint (2) and its housing every 18,750 miles (30
000 km). A very small play (1 - 2 mm) is acceptable. Replace as needed.
Note: To check the existence of a play, first you need to exhaust the air from the air springs. Refer to paragraph 7 in this section for more details.
All reference numbers mentioned refer to component parts shown in (Fig. 15). To repair order Prévost kit # 611108.
Stripping down of the defective joint is to be done in the following sequence:
1. Remove hose clip (6) and clamping ring (7).
2. Take off sealing boot (5).
3. Open up through forcing back peening point and screw out the end ring with hook-spanner
(A) ) (For Prévost tools #, refer to table 6).
Remove joint bearing elements (1 and 2) and thereafter clean out ball shaped-housing.
5.3 ASSEMBLY
Reassemble the joint with the new component parts in the following sequence :
1. Insert bearing element (1) (with threaded shaft in vertical position) and (2) (preassembled with grease) in ball shaped-housing.
2. Screw end ring onto housing using hook spanner.
3. Fix end ring to housing through peening again at one point.
4. Fit sealing boot (5).
5. Fill space under sealing boot with special
LM-grease (20 g ± 1,5 g). Make sure that sealing boot is properly seated in the housing retaining groove and then fit hose clip (6) and clamping ring (7).
Suitable for repair kits
Prévost #
TABLE 6
ORDER PRÉVOST TOOLS #
SEE FIGURE 14
611108
A
683121
6.
Lubricate at fitting (8) preferably with
Molykote Longterm 2/78 grease until you see some grease on the relief valve (9) nearby.
Lubricate as per servicing schedule in
Section 24: Lubrication.
FIGURE 15: BALL JOINT
16(IFS)-16
16049
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
FIGURE 16: STEERING LINKAGE MEASUREMENTS
6. FRONT END ALIGNMENT
Proper front end alignment must be maintained to insure ease of steering and provide satisfactory tire life. When making front end alignment inspections, the vehicle must be level and empty with the full weight of the vehicle on the wheels.
Front end alignment inspections fall into two groups : regular service inspections performed at periodic intervals, and inspections to determine the extent of damage after a collision or severe service.
Regular service inspections concern toe-in, camber and caster.
16050
Any variation from the specified alignment will indicate either a need for adjustment or a more thorough inspection to determine if parts replacement is required.
Wheel Camber
The amount the wheels are inclined from the vertical plane (A, Fig. 17).
Wheel Toe-In
The distance the front wheels are closer together at the front than at the rear of the tires (D minus
E, Fig. 17).
16(IFS)-17
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
Front Axle Caster
The inclination of the king pin from vertical in the fore and aft direction (C, Fig. 17).
King Pin Inclination
The inclination of the king pin from vertical toward the center of the vehicle at the top and outward at the bottom (B, Fig. 17).
6.2 FRONT END INSPECTION
Before checking front end alignment, make the following inspection :
1. Check that the vehicle is at normal ride height (see paragraph "11. Suspension
Height Adjustment").
2. Check the tires for proper inflation.
3. Check wheel installation and run-out.
4. Check wheel bearing adjustment.
5. Check tie rods and drag link ends for looseness.
6. Check king pins for looseness.
7. Check if the length of the torque rod is
23 9/64" (588 mm) (Fig. 16). Check if the length of the relay rod is
22 13/32" (569 mm)
6.3 FRONT WHEEL CAMBER
Positive camber is the outward inclination of the wheels at the top, negative or reverse camber is the inward inclination of the wheels at the top.
Camber variations may be caused by wear at the wheel bearings, wheel spindle bushings, or bent suspension parts.
Check camber, with an accurate gauge. If camber is incorrect, check suspension parts for wear and replace worn parts. If wear is not perceptible, suspension parts may be bent or lower suspension arm may be improperly shimmed.
Check king pin inclination. If king pin inclination is incorrect, readjust the camber and check king pin inclination again.
Note: Camber is more important than king pin inclination, so adjust camber and verify king pin inclination.
When shimming the lower suspension arm, an equal number of shims MUST be used at each mounting bolt (Fig. 17). This allows the proper clamp load to be maintained at each bolt. If the king pin inclination is incorrect, the wheel king pin assembly may be bent and therefore should be replaced.
Excessive positive camber results in irregular wear of the tires at the outer shoulders. Negative or reverse camber causes wear at the inner shoulders.
Note: Shim only the lower suspension arm to adjust the front wheel camber.
6.4 FRONT WHEEL TOE-IN
Toe-in is measured from the center of the tire treads. Measurements at the front and rear of the tires must be made at the same height from the floor. Incorrect toe-in results in excessive tire wear and steering instability with a tendency to wander.
1. Check the camber adjustment and adjust if necessary.
2. Hoist the front of the vehicle and spin the wheels marking the centerline of the tire treads.
3. Place the wheels in the straight ahead position and bring the vehicle to rest on the floor.
4. Roll the vehicle ahead several feet. This removes any slack caused by looseness in the wheel bearings or steering connections.
5. Check the distance between the tire centerlines at the front and rear of the front tires.
These two measurements must be made at the same height above the floor. The front measurement must be 3/32 ± 1/32 of an inch less than the rear measurement.
1. Loosen the tie rod clamp bolts.
2. Using a pipe wrench, turn the tie rod tubes to obtain the toe-in measurement specified in step 5 under paragraph "6.4.1 Toe-in Check" of this Supplement.
3. Tighten the tie rod clamp bolts and recheck toe-in.
4. Check that the angular relationship of the pitman arm to the steering gear is as shown in figure 7.
Note: Use only tie rods to adjust toe-in.
16(IFS)-18
6.5
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
FRONT AXLE CASTER
Positive caster is the inclination of the top of the king pins toward the rear of the vehicle. Negative or reverse caster is the inclination of the king pins toward the front of the vehicle. This vehicle is designed with positive caster. The purpose of caster is to provide steering stability by keeping the wheels in a straight ahead position.
Caster variations may be caused by bent upper suspension arm, lower suspension arm, or king pin housing. Caster can not be adjusted.
Incorrect caster must be corrected by replacing the damaged suspension parts. Precision instruments should be used to measure caster.
Variations from the specified caster will affect steering stability, cause wandering, wheel shimmy, and reduce returnability when pulling out of curves.
If the suspension has sustained major damage, it may be necessary to shim the bell crank and the idler arm to avoid the bump steer or roll steer.
Moreover refer to paragraph "6. Front End
Alignment".
FIGURE 17: FRONT END ALIGNMENT DIAGRAM
16(IFS)-19
16051
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
A
B
C
D-E
DIAGRAM SPECS (SEE FIGURE 17)
WHEEL CAMBER
KING PIN INCLINATION
CASTER
TOE-IN
1/8° ± 1/4°
6,5° (not adjustable)
2° (not adjustable)
3/32 ± 1/32 inch.
7. FRONT AIR SPRINGS
Two "rolling lobe" type air springs are used with the independent front suspension, one at each wheel. These air springs are special and use the complete piston as an extra reservoir to lower the spring stiffness. Front air springs are attached to the subframe and to uprights.
FIGURE 18: AIR SPRINGS
16052
7.1 INSPECTION
1. Check operation of bellows.
2. Visually inspect bellows for evidence of cracks, punctures, deterioration, or chafing.
Replace the bellows if damage is evident.
3. With the primary air system at normal operating pressure (95 - 125 psi (655 - 860 kPa)), coat all suspension air line connections and bellow mounting areas with a water and soap solution. Bubbles will indicate an air leak, and none is permissible.
Repair or replace defective parts.
Note: If air spring is removed from vehicle, bellows can be lightly inflated and submerged in water to detect any leakage. If leakage is detected, replace bellow.
Warning: To prevent personal injury, do not apply more than 10 psi (69 kPa) air pressure with the air spring unmounted.
7.2 REMOVAL
Note: Front air springs can be removed without removing the entire suspension assembly.
1. Safely support vehicle at the recommended body jacking points and jack up body understructure.
2. To gain access to a given air spring, the corresponding wheel can be removed.
Caution: Only the recommended jacking points must be used as outlined in Section 18, "Body" in the maintenance manual.
3. Support the assembly with a suitable jack.
See figure 18 for jacking point.
4. Exhaust compressed air from accessory air tank by opening drain cock under reservoir.
5. Disconnect the height control valve link and pull down the overtravel lever to ensure all air is exhausted from air springs.
Note: While performing this step, do not change the height control valve overtravel lever adjustment.
6. Disconnect air line from air spring, remove elbow (if applicable), and cover both the line end and fitting to prevent the entry of foreign matter.
7. Remove the air spring upper nut, and then the two lower nuts. Remove air spring and remove the back up plate from the top of the air spring.
7.3 INSTALLATION
Note: To facilitate air spring installation, compress it manually then put a piece of tape over the air line threaded fitting. This prevents air from getting back into the bag and keeps it compressed, thus enabling to place the bag in between the mounting plates and greatly easing installation.
16(IFS)-20
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
FIGURE 19: AIR SPRING AND SHOCK ABSORBER
1. Compress air spring as necessary, then aligning studs with their holes, position air spring between both the lower and upper supports. Thread the lower nuts and the small upper nut a few turns.
2. Tighten and torque the lower stud nuts, and then the upper nut to 20 - 25 lbf•ft (27 – 34
N•m).
3. Install elbow (if applicable), then connect air line.
4. Connect the height control valve link.
5. Build up air pressure in system.
16053
Note: To accelerate this operation, air reservoirs can be filled from an exterior air supply connected to the accessory tank fill valve or to the emergency fill valve.
6. Check operation of bellows, and with the primary air system at normal operating pressure (95 - 125 psi (655 - 860 kPa)), coat the air line connections and air spring mounting areas with a water and soap solution. Bubbles will indicate an air leak, and none is permissible. Repair or replace defective parts.
7. Remove the hydraulic floor jack from underneath shock absorber bracket.
16(IFS)-21
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
The two front shock absorbers are double-acting and telescopic type. Shock absorbers ensure a smooth ride and enhance vehicle stability on the road. Front shock absorbers have eye-type mountings on the upper side and bayonet type on lower side. Shock absorbers are nonadjustable and non-repairable.
Caution: When a shock absorber is found defective, always replace with a new set on affected axle, except if there has been a recent replacement of one unit. The following method will help in determining if both shock absorbers on the same axle have to be replaced.
8.1 SHOCK ABSORBER REMOVAL
1. Remove the nut, washer and rubber joint from shock absorber mounting stud. Discard the rubber joints.
2. Remove the nut and washer from shock absorber mounting pin (upper side), taking care to identify the inner and outer washers to ease reinstallation. Refer to figure 20 for details.
3. Remove the shock absorber from the vehicle.
4. Remove inner: washers, rubber joint and bushings from the shock absorber. Discard bushings and rubber joint.
8.2 SHOCK ABSORBER INSTALLATION
1. Check that the shock absorber mounting pin is properly torqued (500 - 550 lbf•ft (680 -
750 N•m)). Ensure that the stud is clean and not stripped (upper side).
2. Install new rubber (mounting) bushing on shock absorber (upper side).
3. Place the inner washer on shock absorber pin (Fig. 20).
4. Install washer and rubber joint on shock absorber mounting stud (lower side).
5. Install the shock absorber as shown in figure
18 with the mounting stud protruding through the hole in the mounting bracket and the shock absorber eyes over the mounting pins.
Install the outer washer.
6. Place a rubber joint and washer on the shock absorber mounting stud. Place the lower shock absorber mounting stud nut and torque to 70 - 80 lbf•ft (95 – 110 N•m).
7. Place the upper mounting pin stud nut and torque to 70 - 80 lbf•ft (95 – 110 N•m).
A sway bar is provided on the front and drive axles to increase vehicle stability. It controls lateral motion (swaying movement) of vehicle.
9.1 SWAY BAR REMOVAL
1. Disconnect the two links from sway bar.
2. Safely support the sway bar. Unbolt bushing collars from subframe.
3. Remove sway bar.
Note: Sway bar bushings are slitted to ease their removal.
9.2 SWAY BAR INSTALLATION
1. Loosely install the sway bar.
2. Torque bushing collar nuts to 70 - 80 lbf•ft
(95 - 110 N•m).
3. Torque sway bar link upper nuts to 215 - 225 lbf•ft (290 - 305 N•m) on front suspension and to 100 – 120 lbf•ft (136 - 163 N•m) on rear suspension.
4. Torque sway bar link lower nuts to 70 - 80 lbf•ft (95 - 110 N•m).
FIGURE 20: SHOCK ABSORBER
16054
16(IFS)-22
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
FIGURE 21: SWAY BAR (FRONT SUSPENSION)
16055
FIGURE 22: SWAY BAR (REAR SUSPENSION)
16(IFS)-23
16014
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
10. INDEPENDENT FRONT SUSPENSION
ADJUSTMENT
Converted coach shells are equipped with "LEVEL-
LOW" leveling system. The purpose of the
"LEVEL-LOW" is to adjust suspension in three separate points (front, rear right and rear left air springs) in order to level vehicle body. Three height control valves, automatically control air pressure in the three separate points (air springs) and maintains a constant vehicle height regardless of load, or load distribution. The control solenoid valve supplies air to the five way three-position air control valve, which bypasses the height control valve, and opens a passage to allow the air control and exhaust valve to release/supply air from airs springs. To improve road comfort, an expansion air tank is installed in series with each air springs.
In addition to the above suspension components the system also includes: sway bar, upper and lower suspensions, bars and shock absorbers (Fig.
1).
Note: Only for preliminary adjustment, refer to figure 16. Torque rod length must be fixed to 23
9/64" (588 mm) and relay rod to 22 13/32"
(569 mm).
Caution: Parts must be replaced by ones with the same part numbers or with equivalent parts, if replacement becomes necessary. Do not use parts of lesser quality or substitute design.
Torque values must be used as specified during reassembly to assure proper retention of these parts.
11. SUSPENSION HEIGHT ADJUSTMENT
The flow of pressurized air from the accessory air tank to the air springs is controlled by three height control valves. The two rear valves are mounted to the subframe and connected to the rear axles through an arm and link connection. The front valve is mounted to the subframe and connected to the front air tank support (Fig. 23). These connections allow the valves to apportion air pressure in the springs to the vehicle load, maintaining normal ride height.
Immediate response height control valves increase or decrease the air pressure in the suspension system as required. One height control valve is located at center of front sway bar , and regulates air to front suspension air springs in order to maintain the vehicle at the required height. Two are located at the drive axle, one on each inner side of rear wheelhousing.
FIGURE 23: HEIGHT CONTROL VALVE LOCATION
16101
The appropriate vehicle body height is obtained by measuring the clearance of all the air springs installed on the vehicle. The two front air springs clearance should be 11 11/16 inches (297 mm).
Refer to figure 24 to identify the correct area to take measurement. The rear air springs clearance should be 11½ ± ¼" (292 ± 6 mm)
(refer to Maintenance Manual, Section 16, under
"Suspension Height Adjustment" for rear height control valves' adjustment). At this point, it should not be necessary to make an adjustment under normal service conditions. However, if an adjustment is required, change the position of the overtravel lever in relation to the overtravel control body. The lever should be moved up to raise vehicle height, and down to lower it. Check that main air pressure is at normal operating pressure and raise the vehicle to the specified height.
Caution: Always adjust on "fill cycle". If it is necessary to lower vehicle height, release sufficient air to be well below height, and adjust to height or fill cycle.
16(IFS)-24
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
2. Loosen the clamp on the rubber coupling and bring it up or down (Fig. 25).
Note: Allow suspension to stabilize before taking reading.
When the desired height is obtained, tighten clamp.
Rear air springs clearance
Refer to Maintenance Manual, Section 16, under
"Suspension Height Adjustment".
FIGURE 24: TYPICAL AIR SPRING CLEARANCE
16058
12. HEIGHT CONTROL VALVE
The height control valves automatically add air to, or release air from air springs to maintain constant suspension height regardless of load, or load distribution. Each valve adjusts independently according to the following conditions:
As the load increases and lowers the vehicle body, the overtravel lever commands the height control valve to add air to air springs.
When vehicle body reaches the normal ride height, the height control valve overtravel lever reaches the "neutral" position and keeps both the supply and exhaust ports closed to ensure normal ride height is maintained. This condition remains static until the vehicle load is altered.
FIGURE 25: ISS FRONT HEIGHT CONTROL VALVE
16100
The normal ride height is obtained by adjusting air spring clearance of both front and rear suspension as follows:
Front air spring clearance
1. With the vehicle at normal operating air pressure (100 - 125 psi (689 - 860 kPa)), measure air spring clearance. This clearance should be 11 11/16 inches (297 mm).
Note: The measurement should be taken from underneath the upper air spring support on subframe to top of the lower air spring support on axle (refer to figure 24 for more details). If adjustment is required, begin with the drive axle.
16(IFS)-25
As the load decreases and raises the vehicle body, the overtravel lever commands the height control valve to release air from air springs.
12.4 MAINTENANCE
The height control valve requires no periodic maintenance. Height control valve linkage operates on rubber bushings and no lubrication should be attempted at this location. Inspect the valve for loose joints, air leaks and worn bushings.
12.5 REMOVAL AND INSTALLATION
Before disconnecting a height control valve air line, securely support the vehicle by its jacking points on the body, and place safety supports underneath body. Refer to paragraph "16. Vehicle Jacking
Points" in Section 18, "Body" .
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
1. Exhaust air from air system by opening all air tank drain cocks. Remove height control valves.
2. Disconnect overtravel lever from link and pull down lever to exhaust remaining air from air springs.
3. Disconnect air supply and delivery lines from the height control valve. Cover line ends with tape to prevent entry of foreign matter.
4. Remove the nuts retaining the height control valve to the mounting bracket, then remove valve assembly.
Reverse removal procedure to replace height control valve. After installation, check for leakage using a soap and water solution.
13. "LEVEL-LOW" LEVELING SYSTEM
The purpose of the "level-low" leveling system is to adjust suspension in three separate points (front, rear right and rear left) in order to level vehicle body. This system can be put into service when the ignition key is turned to the "ON" position, and must be used only when the parking brake is applied. The "level-low" warning light on the dashboard indicates that the selector switch is not in the "OFF" position.
Level low system controls are located on L.H. side control panel.
13.1 PRINCIPLES OF OPERATION
Refer to the systems pneumatic diagram annexed at the end of this section.
The basic air system consists of an air compressor, tanks, valves, filters and interconnecting lines and hoses (refer to Section
12, "Brake and Air System" for complete information). It provides a means for braking, operating controls and accessories, and suspension. An air system schematic diagram is annexed at the end of this supplement for better understanding of the system.
The air coming from the air dryer is first directed to the wet air tank, then to the primary (for the primary brake system), secondary (for the secondary brake system), and accessory (for the pneumatic accessories) air tanks (Fig. 26).
In addition, an expansion air tank is installed in series with each air spring.
FIGURE 26: LOCATION OF AIR TANKS
16(IFS)-26
12195
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
14.1 AIR TANK MAINTENANCE
Ensure that the accessory air tank is purged during pre-starting inspection. A good practice is to purge this tank at the end of every driving day by the remote air tank drain valve located in the steering compartment (Fig. 28).
Moreover, purge all tanks by their bottom drain valves at specified intervals.
14.1.3 Secondary Air Tank
This tank is located in front wheelhousing, The tank is installed vertically and is provided with a bottom drain valve (Fig. 26).
It is recommended to purge the tank by its bottom drain valve, every 12,500 miles (20 000 km) or once a year, whichever comes first.
14.1.1 Wet Air Tank
This tank is installed in front and above the drive axle in the rear wheelhousing and is provided with a bottom drain valve. It is recommended to purge the wet air tank by its bottom drain valve every 12,500 miles (20 000 km), or once a year, whichever comes first.
A remote valve located in engine compartment and accessible through engine R.H. side door is used to purge daily (Fig. 27).
14.1.4 Accessory Air Tank
The accessory air tank is installed at the ceiling of spare wheel compartment. The tank is provided with a bottom drain valve (Fig. 26).
It is recommended to purge the tank by its bottom drain valve, every 12,500 miles (20 000 km) or once a year, whichever comes first.
A remote drain valve is located in front service compartment (Fig. 28) underneath the accessory air filter. Refer to Section 12, paragraph "5.
Accessory Air Filter" of the maintenance manual for daily purge procedure.
FIGURE 27: REAR VALVE LOCATION
12148
14.1.2 Primary Air Tank
The primary air tank is located above tag axle.
This tank is also provided with a bottom drain valve (Fig. 26). It is recommended to purge the tank by its bottom drain valve every 12,500 miles
(20 000 km) or once a year, whichever comes first.
FIGURE 28: FRONT VALVE LOCATION
12134
14.1.5 Expansion Air Tank
Two expansion tanks are located in front wheelhousing. These air tanks are located behind the secondary air tank. Also, six expansion tanks are located near rear air springs
(Fig. 26). Expansion tanks are connected in series with air springs. Expansion tanks are used to lower the stiffness of the air spring. They are provided with a bottom drain valve.
It is recommended to purge them, with all other tanks, every 12,500 miles (20 000 km) or once a year, whichever comes first.
16(IFS)-27
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
14.2 EMERGENCY FILL VALVES
The vehicle is equipped with two air system emergency fill valves to supplement the air system when air pressure is low and engine cannot be operated.
The rear valve is located in engine compartment and accessible from engine R.H.
side door (Fig. 27).
Caution: No other point should be used to supply air system. The maximum allowable air pressure is 125 psi (860 kPa).
The front valve is located in the front service compartment close to accessory air filter (Fig.
28).
These two air valves are fitted with the same valve stems as standard tires, and can be filled by any standard external air supply line.
The rear valve will supply air for all systems
(brakes, suspension and accessories) while the front valve will supply air for accessories only.
Caution: Air filled through these two points will pass through the standard air filtering system provided by Prévost. Do not fill air through any other points.
15. HUB UNIT AND SWIVEL ASSEMBLY
Refer to GKN AXLES LIMITED KIRKSTALL
DIVISION, Service Manual for axle type S82, annexed at the end of section 10.
16(IFS)-28
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
DESCRIPTION
Pitman Arm to Steering Gear Fixing Nut
Drag Link to Pitman Arm Stud Nut*
Drag Link to Bell crank Stud Nut*
Drag Link Socket End Clamp Bolt Nut
Relay Rod to Bell crank Stud Nut*
Relay Rod to Idler Arm Stud Nut*
Tie Rod to Bell crank Stud Nut*
Tie Rod to Idler Arm Stud Nut*
Tie Rod to Steering Arm Stud Nut*
Tie Rod End Clamp Bolt Nut
Steering Arm to Swivel Nut*
Torque Rod Stud Nut
Idler Arm and Bell Crank Mounting Bracket Nut
Idler Arm and Bell Crank Cap Screws
Torque Rod Mounting Bracket Nut
Torque Rod Clamp Nut
Air Spring Nut
Upper A-Arm Stud Nut*
Lower A-Arm Bracket Nut
Jacking Point Bracket Nut
Shock Absorber Pin
Shock Absorber Pin Nut
Shock Absorber Mounting Stud Nut
Bushing Collar Nut
Sway Bar Link Upper Nut (Front Suspension)
Sway Bar Link Upper Nut (Rear Suspension)
Sway Bar Link Lower Nut
Sway Bar Pin
QTY REFERENCE
2
2
2
2
8
2
2
2
8
8
3
2
8
4
2
8
4
2
4
4
1
1
1
1
2
1
1
1
20
20
20
19
19
19
20
20
18
18
18
19
9
6
4
5
4
3
3
---
5
---
5
8
---
---
---
---
TORQUE (DRY) lbf•ft / N•m
405-445 550-605
160-300 220-410
20-25
350-400
215-230
70-80
500-550
70-80
70-80
70-80
215-225
100-120
70-80
350-400
160-300
60-80
160
160
160
160
160-215
60-80
190-275
160-215
100-110
8
215-230
53-59
27-34
475-540
290-310
95-110
680-750
95-110
95-110
95-110
290-305
136-163
95-110
475-545
220-410
80-110
220
220
220
220
220-290
80-110
260-375
220-290
135-150
11
290-310
72-80
DESCRIPTION QTY REFERENCE
TORQUE (Lubricated)
(Loctite #242 Blue) lbf•ft / N•m
Steering Gear to Mounting Bracket Bolt 5 8 275 375
•
Tighten nut to specified torque, then advance to next aligning cotter pin slot and install a new cotter pin.
16(IFS)-29
Section 16: SUPPLEMENT INFORMATION ON INDEPENDENT FRONT SUSPENSION (IFS)
17. SPECIFICATIONS
Front Axle Air Springs
Make ...................................................................................................................... Goodyear Tire and Rubber
Diameter.............................................................................................................................................12 inches
Air Inlet .......................................................................................................................................1/2’’- 14 NPTF
Supplier number................................................................................................................................ 1R12-377
Prévost number..................................................................................................................................... 630151
Shock Absorbers
Collapsed length ...........................................................................................................................14.20 inches
Extended Length ...........................................................................................................................22.45 inches
Piston diameter ............................................................................................................................2 1/16 inches
Stroke...............................................................................................................................................8 ¼ inches
Prévost number..................................................................................................................................... 630163
Height Control Valve
Make ................................................................................................................................................. Barksdale
Supplier number........................................................................... 52321POAQ3-Q26 and 52321POAQ3-Q62
Prévost number................................................................................................................. 630156 and 630157
Steering Gear Box
Make ........................................................................................................................................... ZF-Servocom
Supplier number..........................................................................................................................8098-988-571
Prévost number..................................................................................................................................... 661044
Power Steering Hydraulic Pump
Make .........................................................................................................................................................TRW
Supplier number..................................................................................................................... PS251615L0200
Prévost number..................................................................................................................................... 661009
Shim (Camber Adjustment)
Thickness.......................................................................................................................................... 3.175 mm
Prévost number..................................................................................................................................... 160993
Thickness............................................................................................................................................ 6.35 mm
Prévost number..................................................................................................................................... 160992
16(IFS)-30
SECTION 18: BODY
CONTENTS
1.
VEHICLE EXTERIOR ...................................................................................................................... 18-6
2.
STRUCTURE ................................................................................................................................... 18-9
2.1
W ELDING .................................................................................................................................... 18-9
3.
EXTERIOR MAINTENANCE............................................................................................................ 18-9
3.1
C ORROSION P REVENTION ............................................................................................................ 18-9
4.
FIBERGLASS REPAIR .................................................................................................................. 18-10
4.1
R EPAIR U SING F IBERGLASS C LOTH ............................................................................................ 18-10
4.2
R EPAIR U SING F IBERGLASS P ASTE ............................................................................................ 18-11
4.3
T YPICAL F IBERGLASS R EPAIR P ROCEDURE ................................................................................ 18-11
5.
PAINTING ...................................................................................................................................... 18-12
5.1
N EW P AINT CARE ...................................................................................................................... 18-12
5.2
P AINT T OUCHUP ........................................................................................................................ 18-13
5.3
PAINTING ................................................................................................................................... 18-13
5.3.1 Safety................................................................................................................................... 18-13
5.3.2 Surface Preparation and Paint Application .......................................................................... 18-13
5.4
FRONT AND REAR BUMPERS ....................................................................................................... 18-14
5.4.1 Paint touchup and surface preparation for vehicles equipped with urethane bumpers ....... 18-14
5.4.2 Paint touchup and surface preparation for vehicles equipped with “Romeo Rim” bumpers 18-14
6.
FRONT AND REAR BUMPERS .................................................................................................... 18-16
6.1
F RONT B UMPER R EMOVAL AND I NSTALLATION ............................................................................ 18-16
6.1.1 Molded Front Bumper Removal........................................................................................... 18-16
6.1.2 Front Bumper Assembly Removal including spare wheel compartment door ..................... 18-16
6.2
F RONT BUMPER LICENSE PLATE SUPPORT INSTALLATION ............................................................. 18-17
6.3
R EAR B UMPER R EMOVAL AND INSTALLATION .............................................................................. 18-17
7.
COACH ENTRANCE DOOR.......................................................................................................... 18-17
7.1
O PERATION ............................................................................................................................... 18-17
7.2
E MERGENCY E XIT V ALVES ......................................................................................................... 18-18
7.2.1 Without Air and/or Without Electricity .................................................................................. 18-18
7.2.2 With Air but Without Electricity ............................................................................................ 18-18
7.3
D OOR C YCLE S PEED A DJUSTMENT ............................................................................................ 18-18
7.4
H ORIZONTAL AND V ERTICAL A DJUSTMENT .................................................................................. 18-19
7.5
D EPTH A DJUSTMENT ................................................................................................................. 18-20
7.6
R OD E ND A DJUSTMENT ............................................................................................................. 18-20
7.7
L UBRICATION ............................................................................................................................ 18-21
7.8
T ROUBLESHOOTING ................................................................................................................... 18-22
8.
ENTRANCE DOOR (V.I.P) ............................................................................................................ 18-23
8.1
K EYLESS ENTRY SYSTEM ........................................................................................................... 18-23
8.2
D OOR ADJUSTMENT ................................................................................................................... 18-23
8.2.1 Horizontal and Vertical Adjustments.................................................................................... 18-23
8.3
D EPTH A DJUSTMENT ................................................................................................................. 18-23
8.4
D OOR L OWER S ECTION ............................................................................................................. 18-24
8.5
R EFLECTOR S TRIPE I NSTALLATION ............................................................................................. 18-24
8.6
D OOR S EAL R EPLACEMENT ....................................................................................................... 18-24
8.7
D OOR L UBRICATION .................................................................................................................. 18-25
8.8
D OOR L ATCH MECHANISM .......................................................................................................... 18-25
18-1
Section 18: BODY
9.
DRIVER’S POWER WINDOW ....................................................................................................... 18-25
9.1
W INDOW OR R EGULATOR REMOVAL ........................................................................................... 18-25
9.2
W INDOW OR REGULATOR INSTALLATION ..................................................................................... 18-25
10.
ROOF ESCAPE HATCH ............................................................................................................ 18-26
10.1
R EPAIR ..................................................................................................................................... 18-26
10.2