Prevost XLII-45 Motorhome Owner's Manual
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COACH MANUFACTURER
MAINTENANCE MANUAL
LE MIRAGE XLII
BUS SHELLS & COACHES
PA1218
(3
rd
edition)
SECTION 00: GENERAL INFORMATION
CONTENTS
ILLUSTRATIONS
00-1
Section 00: GENERAL INFORMATION
1. FOREWORD
This manual includes procedures for diagnosis, service, maintenance and repair for components of the XL2 series coach or bus shell 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 front service compartment.
3. Disconnect three wiring harness connectors from ECM (Electronic Control Module). The
ECM is mounted on the starter side of the engine.
4. For vehicles equipped with an Allison automatic transmission, disconnect three wiring harness connectors from ECU
(Electronic Control Unit). The ECU is located in front service compartment.
5. For vehicles equipped with WCL system, disconnect electronic controller connector.
6. 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 front service compartment.
7. Cover electronic control components and wiring to protect from hot sparks, etc.
8. Do not connect welding cables to electronic control components.
9. Do the appropriate welding on vehicle.
CAUTION
Position welding machine ground clamp as close as possible to the work.
10. When welding is complete, reconnect ECM,
ECU, ABS electronic control units, etc.
11. “Ground” cables to battery terminals.
00-2
Section 00: GENERAL INFORMATION
STEEL – STEEL WELDING
CAUTION
Before welding, disconnect electronic modules and battery terminals.
NOTE
Welding surfaces must be free of scale, slag, rust, paint, grease, humidity or other foreign material that would render welding impossible.
WARNING
Only a qualified and experienced person must do welding.
FCAW (Flux Cored Arc Welding) process ;
Electrode wire conforms to A5.20 AWS (American Welding Society) specifications ;
E4801T-9-CH, type electrode wire with 0,045“ diameter (1,14 mm) ;
Material Thickness
1/8” to ½”
Voltage
26 ± 2 volts
Current
260 Amps
Wire Feed Rate
450 ipm. approx.
Shielding Gas
75% argon – 25% CO2 or 100% CO2
If necessary and with great care to prevent perforating the material, it is possible to use a conventional electric arc welding machine according to the following specifications:
SMAW (Shielded Metal-Arc Welding) process ;
Welding rod conforms to A5.1 of AWS (American Welding Society) specifications; E 7018 type welding rod with 1/8” diameter (3,2 mm).
Current: 100 amperes to 150 amperes; optimum at 120 amps.
It is important to grind weld bead starts and stops and also to grind arc strikes from surfaces.
STEEL - STAINLESS STEEL OR STAINLESS STEEL - STAINLESS STEEL WELDING
CAUTION
Before welding, disconnect electronic modules and battery terminals.
NOTE
Welding surfaces must be free of scale, slag, rust, paint, grease, humidity or other foreign material that would render welding impossible.
WARNING
Only a qualified and experienced person must do welding.
GMAW (Gas Metal-Arc Welding) process;
Welding wire conforms to AWS (American Welding Standards) A5.9 specifications;
308LSi type welding wire with 0.035" diameter (0,9 mm);
STEEL - STAINLESS STEEL WELDING
Steel Thickness
Less than 1/8”
SS Thickness
Any type
Voltage
20±1.5 volts
Current
130±15 Amps
Wire Feed Rate Shielding Gas
290 ipm approx.
90% He, 7.5% Ar,
2.5% CO2
1/8” and more Any type 22±1.5 volts 160±15 Amps 330 ipm approx.
90% He, 7.5% Ar,
2.5% CO2
STAINLESS STEEL - STAINLESS STEEL WELDING
SS Thickness Voltage Current
Any type 20 ± 1.5 volts 130 ± 15 Amps
Wire Feed Rate
290 ipm approx.
Shielding Gas
90% He – 7.5% Ar,
2.5% CO2
00-3
Section 00: GENERAL INFORMATION
If necessary and with great care to prevent perforating the material, it is possible to use a conventional electric arc welding machine according to the following specifications :
SMAW (Shield Metal-Arc Welding) process;
Welding rod conforms to AWS (American Welding Standards) A5.4 specifications; 308L-17 type welding rod with 3/32" diameter (2,4 mm);
Current: - 50 amperes to 90 amperes, optimum at 60 amperes.
It is important to grind weld bead starts and stops and also to grind arc strikes from surfaces.
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. the flywheel end) on the left side just below the fire deck and above the cast-in Detroit Diesel logo (Fig. 1).
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).
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.
FIGURE 1 : DETROIT DIESEL SERIES 60
00043
4.1.2 Transmission
The transmission identification plate is located on the fluid level dipstick side of the transmission
(WT) or on transmission, on the vehicle R.H. side (ZF) (Fig. 2 & 3). The identification plate shows the transmission serial number, part number (assembly number), and model number.
Use all three numbers when ordering parts.
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 numbers are stamped on the cylinder block (as viewed from
FIGURE 2: WORLD TRANSMISSION
07076
00-4
Section 00: GENERAL INFORMATION
4.1.5 Power Steering Pump
Power steering pump serial number is located on a tag on the pump (Fig. 7). The pump is mounted on the engine beside the crankshaft pulley.
FIGURE 3: ZF-ASTRONIC TRANSMISSION
4.1.3 Drive Axle
00040
FIGURE 4: TYPICAL SERIAL & MODEL NUMBERS
11019
4.1.4 Front Axle
FIGURE 5: TYPICAL SERIAL & MODEL NUMBERS
10024
FIGURE 6: ISS TYPICAL SERIAL & MODEL NUMBERS
FIGURE 7 : POWER STEERING PUMP NAMEPLATE
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. Information such as date of manufacture, model year, gross vehicle weight rating, tire types and inflation pressure is also etched on this plate. The DOT Certification plate is affixed to L.H. control panel.
00-5
Section 00: GENERAL INFORMATION
FIGURE 8: DOT CERTIFICATION PLATE
00016
4.1.9 EPA Engine Label
The exhaust emission certification label affixed to the rear junction box certifies that the engine conforms to federal and any state exhaust emission regulations (Fig. 9). It gives the operating conditions under which certification was made.
FIGURE 9 : ENGINE COMPARTMENT
00019
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.
4.1.11 Vehicle Identification Number (VIN)
The seventeen digit vehicle identification number
(VIN) is located on a plate (Fig. 10 & 11) 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 10 : VEHICLE I.D.
00020
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.
00-6
Section 00: GENERAL INFORMATION
FIGURE 11 : VEHICLE IDENTIFICATION NUMBER
VIN1
YEAR
1995
CODE
S
YEAR
2001
CODE
1
1996 T 2002 2
1997 V 2003 3
1998 W 2004 4
1999 X 2005 5
2000 Y 2006 6
00-7
Section 00: GENERAL INFORMATION
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. 13 shows the different strength markings. When replacing metric 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 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 12 : THREAD NOTATION
00002
FIGURE 13: 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:
00-8
M 8 X 1.25;
M 10 X 1.5;
M 12 X 1.75;
M 14 X 2;
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. 14).
FIGURE 14 : SELF-LOCKING FASTENERS
00004
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 self-locking 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.
METRIC
NUTS AND
SELF-LOCKING FASTENER TORQUE CHART
Nm
6 & 6.3
0.4
8
0.8
10 12 14 16 20
1.4 2.2 3.0 4.2 7.0
ADHESIVE OR NYLON Nm 0.4 0.6 1.2 1.6 2.4 3.4 5.6
US STANDARD
NUTS AND Nm
.250 .312 .375 .437 .500 .562 .625 .750
0.4 0.6 1.4 1.8 2.4 3.2 4.2 6.2
ADHESIVE OR NYLON Nm 0.4 0.6 1.0 1.4 1.8 2.6 3.4 5.2
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.
00-9
Section 00: GENERAL INFORMATION
FIGURE 15: METRIC - US STANDARD CONVERSION TABLE
00-10
00005
Section 00: General Information
FIGURE 16: CONVERSION CHART
00-11
00006
SECTION 01: ENGINE
CONTENTS
(DSA) ................................................................................... 01-8
01-1
Section 01: ENGINE
ILLUSTRATIONS
F IGURE 7: TURBO BOOST PRESSURE SENSOR
...............................................................................
TURBO COMPRESSOR IN TEMPERATURE SENSOR LOCATION
........................................................... 01-6
......................................................................................... 01-22
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 V).
Two engine displacements are used in the
Series 60 engines: 12.7 and 14.0 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 V
Service Manual. 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 published by Detroit Diesel for more complete information on diagnosis of components and system problems.
DDEC V ( D etroit D iesel E lectronic C ontrol) controls the timing and quantity 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
Air Temperature Sensor
01-3
Absolute Oil Pressure Sensor
Oil Temperature Sensor
EGR Delta Pressure
Turbo Compressor Out Temperature
Turbo Compressor In Temperature
01113
Section 01: ENGINE
2.1 ELECTRONIC CONTROL MODULE
The Electronic Control Module is mounted, on
Considered the "Brain" of the DDEC V 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 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 V
Diagnostic Codes" in this section).
Atomizes the fuel for mixing with the air in the combustion chamber;
Permits continuous fuel flow for component cooling .
FIGURE 2: ELECTRONIC CONTROL MODULE (ECM)
01145
2.2 N3 ELECTRONIC UNIT INJECTOR
The N3 Electronic Unit Injector (EUI) is a compact device that injects diesel fuel directly amount of fuel injected and injection timing is determined by the Electronic Control Module
(ECM). 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;
FIGURE 3: UNIT INJECTOR CROSS SECTION
01146
2.3 VPOD
There is one air-operated Variable Pressure
Output Device (VPOD) that controls the Variable
Geometry Turbo (VGT). The location of the
VPOD is to the left of the engine oil filters (Fig.
4). Pneumatic system supplies air pressure.
FIGURE 4: VPOD LOCATION
01149
01-4
SECTION 01: ENGINE
2.3.1 VPOD Removal
1. Remove airline from VPOD.
2. Unplug harness connection.
3. Remove two bolts and one stud holding
VPOD assembly and bracket to engine block.
2.3.2 VPOD Installation
1. Align VPOD assembly and bracket to threaded holes in engine block; install two bolts and one stud. Torque the M10 bolts and M10 stud to 43-54 Lbf-ft (58-73 Nm).
Torque the M8 bolt to 22-28 Lbf-ft (30-38
Nm).
2. Connect airline to VPOD and tighten.
3. Plug harness connection into VPOD assembly.
FIGURE 5: VPOD INSTALLATION
01147
NOTE
VPOD assembly is not serviceable, remove and replace only.
2.4 EGR HYDRAULIC VALVE
The hydraulic valve that controls the Exhaust
Gas Recirculation (EGR) system is located on the same side as the VPOD but near the EGR cooler (Fig. 1 & 6).
FIGURE 6: EGR VALVE & ACTUATOR ASSEMBLY
01148
2.5 SYNCHRONOUS REFERENCE SENSOR
The Synchronous Reference Sensor (SRS) is an electronic component, mounted to the rear of the gear case (Fig. 1). The SRS senses a raised metal pin on the rear of the camshaft idler gear and sends a signal to the ECM via a black connector wire. The SRS sensor extends through a hole in the gear case. It is positioned near the rear of the idler gear. A bolt, inserted through a hole in the SRS bracket, secures the
SRS assembly to the gear case.
The idler 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.
2.6 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 and 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 signal to the ECM, this signal is generated by 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.
2.7 TURBO BOOST PRESSURE SENSOR
The Turbo Boost Pressure Sensor is located on the intake manifold. This device is a pressure
01-5
Section 01: ENGINE sensor that sends an electrical signal to the
ECM. The ECM uses this information to compute the volume of air entering the engine. Turbo boost sensor information regulates fuel supply to control engine exhaust.
The turbo boost pressure sensor is nonserviceable and must be replaced as an assembly. No adjustment is required. helps to improve cold starts and reduces white exhaust smoke.
2.11 TURBO COMPRESSOR IN
TEMPERATURE SENSOR
The Turbo Compressor In Temperature Sensor is located on the engine air intake pipe (Fig. 9).
FIGURE 7: TURBO BOOST PRESSURE SENSOR
01023
2.8 COOLANT TEMPERATURE SENSOR
The coolant temperature sensor (Fig. 1) is mounted on the engine's radiator side (turbo side). The sensor helps protect the engine against overheating by sensing coolant temperature.
2.9 FUEL TEMPERATURE SENSOR
The Fuel Temperature Sensor (FTS) is installed underneath the fuel pump (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.
FIGURE 9: TURBO COMPRESSOR IN TEMPERATURE
SENSOR LOCATION
2.12 ABSOLUTE OIL PRESSURE SENSOR
The Absolute 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. 10). 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.
FIGURE 8: FUEL TEMPERATURE SENSOR
01024
2.10 AIR TEMPERATURE SENSOR
The Air Temperature Sensor (Fig. 1 & 7) located on the intake manifold provides input data to vary hot idle speed and injection timing. This
FIGURE 10: ENGINE OPS
01025B
2.13 OIL TEMPERATURE SENSOR
The Oil Temperature Sensor (OTS) is installed behind the engine oil filters manifold (Fig. 1). The
01-6
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.
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 signal 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. 11). The (TPS) converts the operator's foot pedal input into a signal for the ECM. The
(EFPA) is shown in Figure 11.
When installed by the equipment manufacturer, the TPS should not require adjustment. If the
TPS is suspected of being misadjusted, confirm
SECTION 01: ENGINE 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 11: ELECTRONIC FOOT PEDAL ASSEMBLY
03035
Monitor the (TPS) at the controls as you 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 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 speedregulating 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.
01-7
Section 01: ENGINE
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 V engine Diagnostic System
Accessories includes 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 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 Telltale 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 V
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 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.
4. DDEC V DIAGNOSTIC CODES
4.1 READING DIAGNOSTIC CODES -
FLASHING LIGHT METHOD:
DDEC V 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
01-8
SECTION 01: ENGINE telltale light illuminated. Active codes are flashed via the Stop Engine Light when checked with the stop-engine-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 rear-starting 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.
DDEC V Code PID
11 187
SID
--
FMI
4
13
16
17 354
--
--
--
--
--
146
--
--
--
--
--
--
--
146
--
--
--
7
4
4
3
5
3
3
5
3
6
6
3
4
3
3
3
4
A code "43" consists of four flashes, followed by a short pause, then three flashes in quick succession.
Refer to DDEC Troubleshooting Manual 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.
NOTE
The listed codes may not be used in all applications. A default value in the normal operating range is used by the ECM to provide for engine operation if a sensor failure is present.
DESCRIPTION
Variable Speed Governor Sensor Voltage Low
Variable Speed Governor Switch System Not
Responding
Variable Speed Governor Sensor Voltage High
Coolant Level Sensor Input Voltage Low
Add Coolant Level Sensor Input Voltage Low
EGR Valve Current too High
Intercooler Coolant Temperature Sensor Input
Voltage High
Coolant Temperature Sensor Input Voltage High
Oil Temperature Sensor Input Voltage High
Intercooler Coolant Temperature Sensor Input
Voltage Low
Coolant Temperature Sensor Input Voltage Low
Oil Temperature Sensor Input Voltage Low
Coolant Level Sensor Input Voltage High
Add Coolant Level Sensor Input Voltage High
EGR Valve Current too Low
Throttle Plate Position Sensor Input Voltage High
Blower Bypass Position Input Voltage High
Relative Humidity Sensor Circuit Failed High
01-9
Section 01: ENGINE
DDEC V Code PID
18
25
26
26
354
--
--
--
SID
--
--
--
--
--
--
65
--
65
--
25
61
27
27
31
31
31
31
31
31
31
31
31
31
31
31
31
31
31
31
28
28
29
171
172
171
172
351
52
260
260
260
261
261
261
262
262
262
263
51
51
51
52
52
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
—
3
4
7
4
7
7
3
7
3
3
4
7
3
4
3
4
4
4
--
4
3
3
11
11
FMI
4
3
4
4
4
4
4
3
3
DESCRIPTION
Throttle Plate Position Sensor Input Voltage Low
Blower Bypass Position Input Voltage Low
Relative Humidity Sensor Circuit Failed Low
Throttle Position Sensor Input Voltage High
Throttle Position Sensor Input Voltage Low
Fuel Temperature Sensor Input Voltage High
Oxygen Content Circuit Input Voltage High
Fuel Temperature Sensor Input Voltage Low
Oxygen Content Circuit Input Voltage Low
Reserved for ‘‘No Codes"
Aux. Shutdown #1 Active
Aux. Shutdown #2 Active
Intake Manifold Temperature Sensor Input Voltage
High
Ambient Air Temperature Sensor Input Voltage High
Air Temperature Sensor Input Voltage High
Intake Manifold Temperature Sensor Input Voltage
Low
Ambient Air Temperature Sensor Input Voltage Low
Air Temperature Sensor Input Voltage Low
TCI Temperature Circuit Failed Low
Turbo Compressor Temperature Out Sensor Input
Voltage Low
Aux. Output #3 Open Circuit (High Side) – Pin E-49
Aux. Output #3 Short To Ground (High Side) – Pin E-49
Aux. Output #3 Mechanical System Fail - Pin E-49
Aux. Output #4 Open Circuit (High Side) - Pin E-48
Aux. Output #4 Short to Ground (High Side) - Pin E-48
Aux. Output #4 Mechanical System Failure - Pin E-48
Aux. Output #12 Open Circuit (High Side) - Pin E-46
Aux. Output #12 Short to Ground (High Side) - Pin E-46
Aux. Output #12 Mechanical System Failure - Pin E-46
Aux. Output #13 Open Circuit (High Side) - Pin E-47
Aux. Output #13 Short to Ground (High Side) - Pin E-47
Aux. Output #13 Mechanical System Failure - Pin E-47
Aux. Output #14 Open Circuit (High Side) - Pin E-50
Aux. Output #14 Short to Ground (High Side) - Pin E-50
Aux. Output #14 Mechanical System Failure - Pin E-50
Aux. Output #15 Open Circuit (High Side) - Pin E-51
01-10
146
146
146
147
147
147
147
--
--
--
--
--
--
147
21
21
--
--
--
239
239
--
--
--
--
--
264
265
265
265
238
238
SID
263
263
264
264
DDEC V Code PID
31
31
31
31
--
--
--
--
39
39
39
39
39
39
39
38
38
38
36
37
37
37
39
41
42
43
44
44
35
35
36
32
32
33
34
31
32
32
31
31
31
—
—
—
—
—
—
—
100
18
94
95
18
94
95
—
--
--
111
52
105
--
--
102
102
19
100
19
--
--
--
--
--
--
SECTION 01: ENGINE
11
12
14
2
12
7
2
4
4
4
3
3
4
3
1
1
7
0
0
0
3
3
4
3
4
3
4
7
3
4
7
3
4
FMI
3
4
4
7
DESCRIPTION
Aux. Output #15 Short to Ground (High Side) - Pin E-51
Aux. Output #15 Mechanical System Failure - Pin E-51
Aux. Output #16 Open Circuit (High Side) - Pin E-52
Aux. Output #16 Short to Ground (High Side) - Pin E-52
Aux. Output #16 Mechanical System Failure - Pin E-52
Aux. Output #17 Open Circuit (High Side) - Pin E-53
Aux. Output #17 Short to Ground (High Side) - Pin E-53
Aux. Output #17 Mechanical System Failure - Pin E-53
RSL Short to Battery (+)
RSL Open Circuit
AWL Short to Battery (+)
AWL Open Circuit
Turbo Boost Pressure Sensor Input Voltage High
Turbo Boost Pressure Sensor Input Voltage Low
High Range Oil Pressure Sensor Input Voltage High
Oil Pressure Sensor Input Voltage High
High Range Oil Pressure Sensor Input Voltage Low
Oil Pressure Sensor Input Voltage Low
High Range Fuel Pressure Sensor Input Voltage High
Fuel Pressure Sensor Input Voltage High
Fuel Restriction Sensor Input Voltage High
High Range Fuel Pressure Sensor Input Voltage Low
Fuel Pressure Sensor Input Voltage Low
Fuel Restriction Sensor Input Voltage Low
EGR Leak- Boost Power
EGR Leak- Boost Jake
EGR Valve Not Responding
VNT Vanes Not Responding – Boost Power
VNT Vanes at Max – Jake
VNT Vanes Not Responding – Boost Jake
EGR Flow too low
VNT Vanes Not Responding – EGR
Too Many CKP Sensor (missing CMP Sensor)
Too few CKP Sensor (missing CKP Sensor)
Coolant Level Low
Intercooler Coolant Temperature High
Intake Manifold Temperature High
01-11
Section 01: ENGINE
DDEC V Code PID
44
44
44
44
105
110
110
172
47
47
47
46
46
46
46
46
46
46
44
45
45
48
48
48
47
47
47
48
48
48
--
--
--
--
18
94
102
175
19
100
168
--
--
102
106
164
18
94
106
164
351
404
212
214
221
232
--
--
--
--
--
--
--
155
211
--
--
--
--
--
--
--
--
—
SID
--
--
--
--
48
48
49
49
51
52
53
53
411
412
351
404
351
--
--
--
--
--
--
--
--
254
253
253
0
0
3
1
1
0
0
0
4
1
4
1
1
1
0
1
1
1
1
1
14
0
0
1
1
1
FMI
14
0
14
0
12
2
12
DESCRIPTION
Engine Power Derate Due to Intake Manifold Temperature
Coolant Temperature High
Engine Power Derate Due to Coolant Temperature
Air Inlet Temperature High
Oil Temperature High
High Range Oil Pressure Low
Oil Pressure Low
ECM Battery Voltage Low
Injector V (reg) Voltage Failed Low
Sensor Supply Pins V-11/V-12 Low
Injector V (slope) Voltage Failed Low
RTC Backup Battery Voltage Low, Pin E-59
Injector I (pull-in) Voltage Failed Low
Sensor Supply Voltage Low, Pin E-12/E-26
High Range Fuel Pressure High
Fuel Pressure High
Turbo Boost Pressure High
Engine Power Derate Due to Turbo Boost Pressure
Air Inlet Pressure High
Injection Control Pressure High
High Range Fuel Pressure Low
Fuel Pressure Low
Air Inlet Pressure Low
Injection Control Pressure Low
TCI Temperature Low
Turbo Compressor Temperature Out Low
Engine Power Derate Due to Turbo Compressor Out
Temperature
EGR Differential Pressure Low
EGR Temperature Low
TCI Temperature High
Turbo Compressor Out Temperature High
TCI Temperature Circuit Failed High
Turbo Compressor Out Temperature Sensor Input
Voltage High
A/D Conversion Fail
Nonvolatile Checksum Incorrect
EEPROM Write Error
01-12
DDEC V Code PID
53
54
--
84
SID
253
--
55
55
55
56
57
61
62
62
62
62
62
62
62
62
62
62
62
62
62
62
62
62
62
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
231
248
248
250
249 xxx
26
26
40
40
53
53
54
54
55
55
56
56
257
257
257
258
258
SECTION 01: ENGINE
12
8
9
12
12
FMI
13
12
DESCRIPTION
Out of Calibration
Vehicle Speed Sensor Fault
Other ECU Fault (This fault is logged in conjunction with
ECU.)
J1939 Data Link Fault
Proprietary Data Link Fault (Master)
Proprietary Data Link Fault (Receiver)
J1587 Data Link Fault
J1922 Data Link Fault
3
4
3
4
3
4
0
3
4
3
4
3
4
3
4
7
3
4
Injector xxx Response Time Long
Aux. Output #1 Short to Battery (+) – Pin V-4
Aux. Output #1 Open Circuit - Pin V-4
Aux. Output #1 Mechanical System Not Responding
Properly - Pin V-4
Aux. Output #2 Short to Battery (+) - Pin V-5
Aux. Output #2 Open Circuit - Pin V-5
Aux. Output #2 Mechanical System Not Responding
Properly – Pin V-5
Aux. Output #5 Short to Battery (+) - Pin V-6
Aux. Output #5 Open Circuit - Pin V-6
Aux. Output #5 Mechanical System Not Responding
Properly - Pin V-6
Aux. Output #6 Short to Battery (+) - Pin V-7
Aux. Output #6 Open Circuit - Pin V-7
Aux. Output #6 Mechanical System Not Responding
Properly - Pin V-7
Aux. Output #7 Short to Battery (+) - Pin V-40
Aux. Output #7 Open Circuit - Pin V-40
Aux. Output #7 Mechanical System Not Responding
Properly - Pin V-40
Aux. Output #8 Short to Battery (+) – Pin V-53
Aux. Output #8 Open Circuit - Pin V-53
Aux. Output #8 Mechanical System Not Responding
Properly - Pin V-53
Aux. Output #9 Open Circuit – Pin V-54
Aux. Output #9 Short to Gnd – Pin V-54
Aux. Output #9 Mechanical System Failure – Pin V-54
Aux. Output #10 Open Circuit – Pin V-55
Aux. Output #10 Short to Gnd – Pin V-55
01-13
Section 01: ENGINE
DDEC V Code PID
62
62
62
62
--
--
--
--
63
63
63
63
63
63
63
63
63
63
63
63
63
63
63
63
63
63
63
63
63
63
63
63
63
63
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
267
268
268
268
268
268
60
60
60
267
267
267
267
59
59
60
58
58
59
59
57
58
58
57
57
57
SID
258
259
259
259
64
65
65
65
65
65
103
51
51
51
51
107
--
--
--
--
--
--
1
3
7
0
4
7
1
3
4
4
0
1
3
3
4
0
0
1
3
4
4
0
1
0
1
3
FMI
4
7
7
3
DESCRIPTION
Aux. Output #10 Mechanical System Failure – Pin V-55
Aux. Output #11 Open Circuit – Pin E-13
Aux. Output #11 Short to Gnd – Pin E-13
Aux. Output #11 Mechanical System Failure – Pin E-13
PWM #1 Above Normal Range, Pin V-53
PWM #1 Below Normal Range, Pin V-53
PWM #1 Short to Battery (+), Pin V-53
PWM #1 Open Circuit, Pin V-53
PWM #2 Above Normal Range, Pin V-46
PWM #2 Below Normal Range, Pin V-46
PWM #2 Short to Battery (+), Pin V-46
PWM #2 Open Circuit, Pin V-46
PWM #3 Above Normal Range, Pin E-3
PWM #3 Below Normal Range, Pin E-3
PWM #3 Short to Battery (+), Pin E-3
PWM #3 Open Circuit, Pin E-3
PWM #4 Above Normal Range, Pin E-4
PWM #4 Below Normal Range, Pin E-4
PWM #4 Short to Battery (+), Pin E-4
PWM #4 Open Circuit, Pin E-4
PWM #5 Above Normal Range - Pin E-8
PWM #5 Below Normal Range - Pin E-8
PWM #5 Short to Battery (+) - Pin E-8
PWM #5 Open Circuit - Pin E-8
PWM #5 Mechanical System Failed - Pin E-8
PWM #6 Above Normal Range - Pin E-11
PWM #6 Below Normal Range - Pin E-11
PWM #6 Short to Battery (+) - Pin E-11
PWM #6 Open Circuit - Pin E-11
PWM #6 Mechanical System Failed - Pin E-11
1
2
8
0
7
3
Turbo Speed Sensor Input Failure – Abnormal Period
Throttle Plate Position Above Normal Range
Throttle Plate Position Below Normal Range
Throttle Plate Position Erratic
Throttle Plate Not Responding
Air Filter Restriction Sensor Voltage High
01-14
75
75
75
73
73
74
74
73
73
73
72
72
72
73
75
75
75
75
76
77
DDEC V Code PID
65
66
66
66
107
99
99
--
67
67
67
68
68
71
67
67
67
66
66
66
106
109
109
--
--
--
--
--
--
20
20
106
--
--
--
230
230 xxx
--
--
--
76
76
76
SID
--
--
--
76
--
--
70
99
168
--
--
84
--
--
107
--
--
--
--
--
--
--
121
19
77
77
--
--
--
155
211
77
77
77
--
65
65
--
212
221
214
232
--
—
SECTION 01: ENGINE
4
5
4
3
6
1
3
4
3
3
4
7
FMI
4
0
4
3
DESCRIPTION
Air Filter Restriction Sensor Voltage Low
Oil Filter Restriction Sensor Voltage High
Oil Filter Restriction Sensor Voltage Low
Engine Knock Level Above Normal Range
Engine Knock Level Sensor Input Voltage High
Engine Knock Level Sensor Input Voltage Low
Engine Knock Level Sensor Not Responding
High Range Coolant Pressure Sensor Input Voltage High
High Range Coolant Pressure Sensor Input Voltage Low
Air Inlet Pressure Sensor Input Voltage High
Air Inlet Pressure Sensor Input Voltage Low
Coolant Pressure Sensor Input Voltage High
Coolant Pressure Sensor Input Voltage Low
TPS Idle Validation Circuit Fault (open circuit)
TPS Idle Validation Circuit Fault (short to ground)
Injector xxx Response Time Short
0
3
0
4
0
4
7
0
1
3
11
0
1
0
0
0
3
3
0
0
Vehicle Overspeed (Absolute)
Oxygen Content Too High
Oxygen Content Too Low
Air Filter Restriction High
Gas Valve Position Above Normal Range
Gas Valve Position Below Normal Range
Gas Valve Position Input Voltage High
Gas Valve Position Input Voltage Low
Gas Metering Valve Not Responding
Optimized Idle Safety Loop Short to Ground
Oil Filter Restriction High
ECM Battery Voltage High
Injector V (reg) Voltage Failed High
Sensor Supply Pins V-11/V-12 Voltage High
Injector V (slope) Voltage Failed High
Injector V (pull-in) Voltage Failed High
RTC Backup Battery Voltage High
Sensor Supply Voltage High, Pin E-26
Engine Overspeed With Engine Brake
High Range Oil Pressure High
01-15
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
SID
—
—
—
—
Section 01: ENGINE
DDEC V Code PID
77
77
77
77
20
21
21
21
77
77
77
77
77
77
77
77
77
77
77
77
77
77
77
77
77
77
77
77
77
77
77
77
77
77
77
77
77
77
77
77
77
171
171
172
174
174
175
222
105
107
108
108
109
110
111
251
251
252
252
354
354
81
81
81
95
99
100
102
73
81
81
21
72
72
1
1
14
1
0
0
1
0
1
0
0
1
1
1
10
13
10
13
0
1
1
0
1
3
4
12
1
1
0
1
4
0
1
FMI
1
3
0
0
DESCRIPTION
High Range Coolant Pressure High
ECU Temperature Above Range
ECU Temperature Below Range
ECU Temperature Above Failed High
ECU Temperature Above Failed Low
Blower Bypass Door Position High
Blower Bypass Door Position Low
Fire Pump Pressure Low
Exhaust Back Pressure High
Exhaust Back Pressure Low
Exhaust Back Pressure Sensor Voltage High
Exhaust Back Pressure Sensor Voltage Low
Exhaust Back Pressure at Rampdown Threshold
Fuel Filter Differential Pressure Low
Oil Filter Differential Pressure Low
Engine Oil Pressure High
Turbo Boost Pressure Low
Inlet Manifold Temperature Low
Air filter Restriction Pressure Low
Barometric Pressure High
Barometric Pressure Low
Coolant Pressure High
Coolant Temperature Low
Coolant Level High
Ambient Air Temperature High
Ambient Air Temperature Low
Air Inlet Temperature Low
Fuel Temperature High
Fuel Temperature Low
Engine Oil Temperature Low
Anti-Theft Fault Present
Clock Module Abnormal Rate of Change
Clock Module Failure
Clock Module Abnormal Rate of Change
Clock Module Failure
Relative Humidity Above Range
Relative Humidity Below Range
01-16
DDEC V Code PID
77
77
78
81
446
—
86
98
81
81
81
101
153
164
SID
—
151
--
--
--
--
--
82
82
82
82
81
81
81
81
81
81
81
81
81
81
81
81
81
81
81
81
81
81
81
81
81
81
81
82
--
—
—
98
101
153
164
--
--
--
--
--
--
--
--
--
--
--
--
--
--
411
412
412
--
411
144
277
277
--
--
--
--
137
138
139
140
141
142
143
130
131
132
133
134
135
136
—
—
—
20
20
129
—
SECTION 01: ENGINE
4
4
4
4
3
9
12
3
3
3
3
3
3
3
3
3
3
3
3
3
3
4
3
9
3
3
3
FMI
0
11
14
3
3
3
3
4
DESCRIPTION
Cylinder Head Temperature Above Range
Service Now Lamp Fault Expiration
Cruise Control/Adaptive Cruise Control Fault
Oil Level Sensor Input Voltage High
Crankcase Pressure Sensor Input Voltage High
Extended Crankcase Pressure Input Voltage High
Injection Control Pressure Sensor Input Voltage High
Exhaust Sensor Input Voltage High
EGR Delta Pressure Sensor Circuit Failed High
EGR Temperature Circuit Failed High
EGR Temperature Network Sensor Not Responding
Timing Actuator Failed High
Timing Actuator Failed Low
Exhaust Port Temperature #1 Sensor Voltage High
Exhaust Port Temperature #2 Sensor Voltage High
Exhaust Port Temperature #3 Sensor Voltage High
Exhaust Port Temperature #4 Sensor Voltage High
Exhaust Port Temperature #5 Sensor Voltage High
Exhaust Port Temperature #6 Sensor Voltage High
Exhaust Port Temperature #7 Sensor Voltage High
Exhaust Port Temperature #8 Sensor Voltage High
Exhaust Port Temperature #9 Sensor Voltage High
Exhaust Port Temperature #10 Sensor Voltage High
Exhaust Port Temperature #11 Sensor Voltage High
Exhaust Port Temperature #12 Sensor Voltage High
Exhaust Port Temperature #13 Sensor Voltage High
Exhaust Port Temperature #14 Sensor Voltage High
Exhaust Port Temperature #15 Sensor Voltage High
Exhaust Port Temperature #16 Sensor Voltage High
EGR Rate Sensor not Responding
EGR Rate Sensor Failed
Oil Level Sensor Input Voltage Low
Crankcase Pressure Sensor Input Voltage Low
Extended Crankcase Pressure Input Voltage Low
Injection Control Pressure Sensor Input Voltage Low
Exhaust Sensor Input Voltage Low
EGR Delta Pressure Sensor Circuit Failed Low
01-17
--
--
—
—
129
130
131
144
277
—
—
—
--
--
132
133
134
135
136
137
137
138
139
140
141
142
143
131
132
133
134
135
136
SID
—
—
129
130
Section 01: ENGINE
DDEC V Code PID
82
82
82
82
412
412
--
--
83
83
83
83
83
83
83
83
83
83
82
82
82
82
83
83
83
83
83
83
82
82
82
82
82
82
82
82
82
82
82
82
82
153
173
411
412
--
--
--
--
—
412
412
73
98
101
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
--
0
0
0
0
0
0
0
0
0
0
4
12
9
12
0
0
0
0
0
0
4
4
4
4
4
4
4
4
4
4
4
4
4
FMI
4
12
4
4
DESCRIPTION
EGR Temperature Circuit Failed Low
EGR Temperature Network Sensor Failed
Exhaust Port Temperature #1 Sensor Voltage Low
Exhaust Port Temperature #2 Sensor Voltage Low
Exhaust Port Temperature #3 Sensor Voltage Low
Exhaust Port Temperature #4 Sensor Voltage Low
Exhaust Port Temperature #5 Sensor Voltage Low
Exhaust Port Temperature #6 Sensor Voltage Low
Exhaust Port Temperature #7 Sensor Voltage Low
Exhaust Port Temperature #8 Sensor Voltage Low
Exhaust Port Temperature #9 Sensor Voltage Low
Exhaust Port Temperature #10 Sensor Voltage Low
Exhaust Port Temperature #11 Sensor Voltage Low
Exhaust Port Temperature #12 Sensor Voltage Low
Exhaust Port Temperature #13 Sensor Voltage Low
Exhaust Port Temperature #14 Sensor Voltage Low
Exhaust Port Temperature #15 Sensor Voltage Low
Exhaust Port Temperature #16 Sensor Voltage Low
EGR Rate Sensor Failed
EGR Temperature Smart Sensor not Responding
EGR Temperature Smart Sensor failed
Pump Pressure High
Oil Level High
Crankcase Pressure High
Extended Crankcase Pressure High
Exhaust Temperature High
EGR Delta Pressure High
EGR Temperature High
Exhaust Port Temperature #1 High
Exhaust Port Temperature #2 High
Exhaust Port Temperature #3 High
Exhaust Port Temperature #4 High
Exhaust Port Temperature #5 High
Exhaust Port Temperature #6 High
Exhaust Port Temperature #7 High
Exhaust Port Temperature #8 High
Exhaust Port Temperature #9 High
01-18
DDEC V Code PID
83
83
83
83
--
--
--
--
84
84
84
83
83
83
--
--
--
98
101
153
142
143
144
--
--
--
SID
138
139
140
141
SECTION 01: ENGINE
1
1
1
0
0
0
FMI
0
0
0
0
DESCRIPTION
Exhaust Port Temperature #10 High
Exhaust Port Temperature #11 High
Exhaust Port Temperature #12 High
Exhaust Port Temperature #13 High
Exhaust Port Temperature #14 High
Exhaust Port Temperature #15 High
Exhaust Port Temperature #16 High
Oil Level Low
Crankcase Pressure Low
Extended Crankcase Pressure Low
87
87
88
85
86
86
88
89
89
190
73
108
73
108
20
109
95
111
--
--
--
--
--
--
--
--
--
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. 12). 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.
CAUTION
Clean end of tube before removing the dipstick to prevent oil contamination.
4
4
1
14
3
3
1
0
12
Engine Overspeed Signal
Pump Pressure Sensor Input Voltage High
Barometric Pressure Sensor Input Voltage High
Pump Pressure Sensor Input Voltage Low
Barometric Pressure Sensor Input Voltage Low
High Range Coolant Pressure Low
Coolant Pressure Low
Fuel Restriction High
Maintenance Alert Coolant Level Fault
FIGURE 12: 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 may be provided with an oil reserve tank in the engine compartment. To adjust oil level, open the oil reserve tank drain valve and allow oil to discharge into the engine until the
"Full" mark on the dipstick is reached then close the valve. Check oil reserve tank level and pour oil in the reserve tank if necessary (Fig. 13).
01-19
Section 01: ENGINE
4. Dispose of the used oil and filter in an environmentally responsible manner in accordance with state and/or federal (EPA) recommendations.
FIGURE 13: OIL RESERVE TANK
01063
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. 14).
WARNING
Hot engine oil can cause serious burns.
Wear coveralls with sleeves pulled down and gloves to protect hands.
2. Reinstall the drain plug.
3. Remove the spin-on filter cartridge using a ½" drive socket wrench and extension.
FIGURE 14: ENGINE DRAIN PLUG AND OIL FILTERS
01029
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. 12).
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. 12).
7. RECOMMENDED ENGINE OIL TYPE
To provide maximum engine life, lubricants shall meet the following specifications: SAE Viscosity
Grade: 15W-40 API Classification: CI-4.
NOTE
Monograde oils should not be used in these engines regardless of API Service
Classification.
01-20
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.
01-21
SECTION 01: ENGINE
2. Remove the rear bumper assembly from the vehicle. Refer to Section 18, BODY, under
"REAR BUMPER REMOVAL ".
3. Drain the engine cooling system. Refer to
Section 05, COOLING under "DRAINING
COOLING SYSTEM".
FIGURE 15: BELT TENSIONER VALVE
12200
4. Locate the belt tensioner pressure releasing valve (Fig. 15). Turn pressure releasing valve handle counterclockwise in order to release pressure in belt-tensioner air bellows and loosen belts. Remove the belts.
5. To 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.17, 18).
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.17, 18).
8. Disconnect and remove section of coolant pipe assembly mounted between the radiator outlet and the water pump inlet (3, Fig.17,
18).
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. 17, 18).
Section 01: ENGINE bracket of the fan-drive assembly tensioner.
Remove the upper bracket (4, Fig.17, 18).
12. If necessary, remove the fan drive from the engine compartment by removing the four retaining bolts, washers and nuts securing the fan drive to the floor.
20. Disconnect the power steering pump supply and discharge hoses. Cap hose openings immediately to limit fluid loss. Remove retaining clips from cradle (6, Fig. 17, 18). valve located at the reserve tank drain (7, Fig.
17, 18).
22. Disconnect the block heater connector from the power steering pump if applicable. 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.
FIGURE 16: ELECTRIC FAN-CLUTCH CONNECTOR
010XX governor steel-braided airlines and manual filling airlines from compressor. Remove retaining clips. compressor head to the sump tank. subframe ground-stud located close to the starter motor.
27. Disconnect positive cable (red terminal) from starting motor solenoid. mounted between the turbocharger outlet and the air cooler inlet (5, Fig. 17, 18). 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. 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. mounted between the turbocharger outlet and the exhaust bellows. If necessary, refer to
Section 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 steel-braided airline from the
A/C compressor air bellows. operated cold-starting aid, disconnect the delivery hose from the starting-aid cylinder solenoid valve. Remove cable ties securing hoses. airline from engine air intake.
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.
01-22
SECTION 01: ENGINE
FIGURE 17: ENGINE COMPARTMENT XL2 COACHES (TYPICAL)
FIGURE 18: ENGINE COMPARTMENT XL2 MTH (TYPICAL)
01-23
01112
Section 01: ENGINE
34. Disconnect connectors 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.
35. From under the vehicle, disconnect the 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. 20).
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.
38. Using a forklift, with a minimum capacity of
4,000 lbs (1 800 kg), slightly raise the power plant cradle.
39. Pull engine out slowly from the engine 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 ¼" and ½" (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 190 lbf-ft (255 Nm).
* For vehicles equipped with an Allison automatic transmission and a retarder: a) Install transmission bracket (Fig. 19), tighten to 71-81 lbf-ft (96-110 Nm). assembly above transmission by assembling: bolt, washer, rubber damper guide, rubber damper, bushing nut.
(Fig. 19)
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 19: 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
Refer to the series 60 Detroit diesel service manual for injectors and valves adjustment.
Access to engine cover differs depending on vehicle model.
Wait until engine is cold prior to working on vehicle.
10.1 XL2-45 COACHES AND MOTORHOMES
1. Remove air intake pipe.
2. Remove the after CAC (Charger-Air-Cooler) air pipe.
3. Disconnect ventilation pipe from valve cover.
01-24
4. Remove trap door located in the middle rear end of vehicle.
NOTE
On coaches, last seat has to be removed to access trap door. On motorhomes, it will depend on interior design
5. Remove engine cover.
6. Adjust Jake brakes (if applicable), injectors and valves using Detroit Diesel service manual for series 60 engines.
7. Verify engine cover gasket and replace if necessary.
NOTE
New gasket must be ordered directly from
Detroit Diesel.
8. Reinstal engine cover with a tightening torque of 18-22 Lbf-ft (25-30 Nm).
9. Connect ventilation pipe to engine cover.
10. Reinstall air intake and after CAC air pipes.
11. Reinstall trap door, seats or interior finish for motorhomes.
11. JAKE BRAKE
Refer to both "The Jake Brake Troubleshooting and Maintenance Manual" and "Installation
Manual for Model 790 Engine Brakes" for troubleshooting and installation procedures.
They are annexed at the end of this section.
12. ENGINE MOUNTS
The power plant assembly is mounted to the cradle by means of 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. 20).
It is recommended that new rubber mounts be installed at each major overhaul.
01-25
SECTION 01: ENGINE
Section 01: ENGINE
FIGURE 20: POWER PLANT CRADLE INSTALLATION
01140
01-26
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 low battery voltage. Con tact
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"
01-27
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 voir note 1 plug the Diagnostics Data
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
Lubricant
Heavy-duty engine oil SAE Viscosity Grade 15W-40, API Classification CI-4. Synthetic oil may be used if it meets the performance and chemical requirements of non-synthetic 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.
Detroit Diesel Series 60 engine ratings
Series 60 engine ratings used in Prevost Car Models are listed in the following tables. The standard engine ratings are written in bold, customer may easily switch from one rating to another within the same table by having the DDEC V system reprogrammed.
01-28
SECTION 01: ENGINE
Coach Base Engine (12.7L)
XL2 Entertainer & 40’ MTH Engine
(12.7L)
380 HP @1800 rpm; 1350 lb-ft @1200 rpm
Coach Standard Engine (12.7L)
445 HP @1800 rpm; 1550 lb-ft @1200 rpm
450 HP @1800 rpm; 1550 lb-ft @1200 rpm
425 HP @1800 rpm; 1450 lb-ft @1200 rpm
435 HP @1800 rpm; 1450 lb-ft @1200 rpm
445 HP @1800 rpm; 1450 lb-ft @1200 rpm
455 HP @1800 rpm; 1550 lb-ft @1200 rpm
445/455 HP @1800 rpm; 1550 lb-ft @1200 rpm
XL2 45’ MTH Engine (14.0L)
425/445 HP @1800 rpm; 1450 lb-ft @1200 rpm
470 HP @1800 rpm; 1650 lb-ft @1200 rpm
490 HP @1800 rpm; 1650 lb-ft @1200 rpm
515 HP @1800 rpm; 1650 lb-ft @1200 rpm
470/515 HP @1800 rpm; 1650 lb-ft @1200 rpm
Capacity
Oil reserve tank .................................................................................................................8.4 US qts (8.0 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............................................................................... 38 quarts/36 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
01-29
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
12.7L Standard
12.7L Premium
14L U.S.
11.1L
11.1L
12.7L
790
790
790A
790B
790B
790B
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.)
2000 14L Australian 790C 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.
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.)
Table 1-9 Jake Brake Model Information
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.
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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.
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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.
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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.
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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.
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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.
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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
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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.
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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.
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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
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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.
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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 when mounting the brake assemblies.
must be used
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
Jacobs Engine Brake ™
Tune-Up Kit
790/795 Series
P/N 29013
Information in this manual was current at time of printing and is subject to change without notice or liability.
Refer to the Application guide, P/N 24770 for specific application information. Also refer to the Install
Manual, P/N 29901 and the engine manual for specific installation instructions.
Tune-up Kit Contents Model 790/795
Illus.
No.
P/N Part Name
6
7
4
5
2
3
1 1024612 Solenoid, 12VDC S/L
1 1024619 Solenoid, 24VDC S/L
20229
1082
Seal, Solenoid Upper
Seal, Solenoid Center
1083
26932
28791
28768
Seal, Solenoid lower
Master Piston
Push Rod, Master Piston
Spring, Master Piston
8
9
29944 Retainer, Master Piston
26555 Ring, Retainer
10 19987 Nut, Hex (790 series)
10 29908 Nut, Hex (795)
11 28341 J-lash TM assembly (790)
11 29300 J-lash TM assembly (790A)
11 29317 J-lash TM assembly (790B)
11 29310 J-lash TM assembly (790C)
11 29908 Solid Screw 3/8-24 (795)
Quantity per kit
0
0
0
0
0
0
0
6
6
0
6
3
0
3
3
0
0
Illus.
No.
P/N Part Name
Quantity per kit
12 26142 Slave Piston
13 28379 Bridge, Slave Piston
14 28372 Spring, Inner Slave Piston
15 28373 Spring, Outer Slave Piston
16 29295 Bolt, Shoulder-Slave Piston 6
17 12991 Ring, Retainer 6
18 16505 Washer
19 18179 Spring, Inner Control Valve
6
6
6
6
0
0
20 10843 Spring, Outer Control Valve 6
21 11930 Control Valve 6
22 18485 Pipe Plug
23 17303 Drive Screw
0
0
24 29127 Clip, Wire Harness
25 28346 CapScrew, M12X1.75X170
26 29132 CapScrew, M12X1.75X140
27 29118 Spacer Tube
NI 29015 Instructions
0
0
0
0
0
2 TUNE-UP KIT INSTRUCTIONS FOR 790/795 SERIES JACOBS ENGINE BRAKES™
General Information
These instructions describe how to properly remove, clean and reinstall Jacobs Engine Brake™ components. For additional information on the
790/795 Series engine brakes, refer to the Series 60
Engine Service Manual, P/N 6SE483.
For slave piston clearance refer to the Jacobs
Application Guide for Detroit Diesel Engines,
P/N 24770.
Use OSHA-approved cleaning solvent for cleaning parts. Original parts to be reused should be inspected for wear and replaced as required. Be sure to coat parts with clean engine oil when reinstalling them.
The standard Jacobs Vehicle Systems Service Parts
Warranty applies to the components of this Tune-up
Kit. The warranty is administered by Detroit Diesel
Corporation.
Safety Precautions
The following symbols in this manual signal conditions potentially dangerous to the mechanic or equipment.
Read this manual carefully. Know when these conditions can exist. Then take necessary steps to protect personnel as well as equipment.
THIS SYMBOL WARNS OF POSSIBLE
PERSONAL INJURY.
THIS SYMBOL REFERS TO POSSIBLE
EQUIPMENT DAMAGE.
NOTE: INDICATES AN OPERATION, PROCEDURE
OR INSTRUCTION THAT IS IMPORTANT
FOR CORRECT SERVICE.
Fuels, electrical equipment, exhaust gases and moving engine parts present potential hazards that could result in personal injury. Take care when installing equipment or parts. Always wear safety glasses. Always use correct tools and follow proper procedures as outlined in this manual.
Instructions
NEVER REMOVE OR ADJUST ANY
ENGINE BRAKE OR COMPONENT WITH
THE ENGINE RUNNING.
Access Engine Brake
1.
Thoroughly clean engine.
2.
Remove valve rocker cover and gasket.
NOTE: IF THE ENGINE HAS A TWO-PIECE COVER,
THE LOWER VALVE COVER BASE DOES
NOT HAVE TO BE REMOVED TO GAIN
ACCESS TO THE ENGINE BRAKE
HOUSINGS.
3.
Disconnect the lead wires from each of the solenoid valves (1) and detach them from the wire clips (24).
4.
Remove the six capscrews (25&26) and nut securing each engine brake housing. Remove the housings.
5. Retain six spacer tubes (27).
Disassemble Housings
1.
Remove the solenoid valve (1) and discard the three seal rings (2,3,4).
WEAR SAFETY GLASSES. REMOVE
CONTROL VALVE COVERS CAREFULLY
TO AVOID PERSONAL INJURY. COVERS
ARE UNDER LOAD FROM CONTROL VALVE SPRINGS
(19,20).
2.
Hold down the control valve cover while removing the retaining ring (17). Remove and discard all parts.
3.
Loosen the locknut (10) and remove the adjusting screws (11) and locknuts. Retain the adjusting screws and locknuts.
4.
Remove the retaining rings (9), retainers (8) and springs (7) that retains the master pistons; discard the springs, retainers and retaining rings. Remove and save the master pistons (5) and the push rods (6).
5.
Remove the shoulder bolt (16) and springs
(14,15) that retain the slave piston; discard springs only. Remove and save the bridge (13) and slave piston (12).
TUNE-UP KIT INSTRUCTIONS FOR 790/795 SERIES JACOBS ENGINE BRAKES™ 3
Assemble Housings
1.
Clean all parts in an approved cleaning solvent.
Dry with compressed air.
2.
Coat all parts to be installed into housings with clean lube oil.
3.
Reinstall the original slave piston (12) and bridge
(13), reversing the removal procedure.
4.
Install the new shoulder bolts (16) and springs
(14,15). Tighten the bolt to 23 N•m (200 lb-in).
5.
Reinstall the master pistons (5) and push rods
(6). Install the new springs (7), retainers (8) and retaining rings (9). Rotate the retaining rings 90° to ensure that the ring is seated in the groove.
6.
Install the adjusting screw (11) and locknut (10).
Do not tighten the locknut at this time.
7.
Install the new control valves (21), springs
(19,20), washers (18) and retaining rings (17).
Rotate the retaining ring 90° to ensure that the ring is seated in the groove.
8.
Install the lower (smallest) solenoid seal ring (4) into the bottom of the solenoid valve bore.
Install the upper (2) and center (3) seal rings on the solenoid valve. Coat the seals with engine oil prior to assembly.
NOTE: NEW UPPER SEAL RINGS CAN BE
IDENTIFIED BY A YELLOW STRIPE.
9.
Insert the solenoid valve and torque to 20 N•m
(15 lb-ft).
NOTE: INSTALL THE SOLENOID CAREFULLY TO
AVOID CUTTING OR TWISTING THE SEAL
RINGS. IMPROPER INSTALLATION COULD
RESULT IN POOR ENGINE BRAKE
PERFORMANCE.
1.
Place the engine brake housings on the rocker shafts and spacer tubes with the solenoids on the camshaft side of the engine and the slave pistons over the exhaust valves.
2.
Lubricate each hold-down capscrew with clean engine oil prior to installation.
3.
Install three M12x170 capscrews (25) on solenoid side of brake. Install three M12x140 capscrews (26) on the exhaust side of the engine.
INSTALLING 170 MM CAPSCREWS (25) ON
THE EXHAUST SIDE OF THE ENGINE CAN
RESULT IN SERIOUS ENGINE DAMAGE.
4.
Before tightening the capscrews, move the housing from side to side.
Position housing in the center of the range of motion.
5.
Tighten the capscrews in the following sequence: a.
Starting with the middle capscrew, tighten the three capscrews on the camshaft side of the engine to 55 N•m (40 lb-ft).
b.
Starting with the middle bolt, tighten the three bolts on the exhaust manifold side of the engine to 55 N•m (40 lb-ft).
c.
Tighten the nut at the end of the rocker shaft to 55 N•m (40 lb-ft) d.
Repeat the tightening sequence and torque all capscrews to 136 N•m (100 lb-ft).
e.
Follow the same sequence for the other brake.
6.
Connect the lead wires to the solenoid valves passing the wires through the wire clips.
Torque solenoid screw to 1 N•m (9 lb-ft) and pull the lead wires away from the housing.
Install Engine Brake Housings
4
Adjust Slave Piston Clearance
REMOVING THE OIL FROM THE BOLT
HOLES PREVENTS THE CYLINDER HEAD
FROM CRACKING WHEN BOLTS ARE
TIGHTENED. ATTACH A LENGTH OF TUBING TO AN
AIR GUN NOZZLE AND BLOW OUT THE OIL FROM
THE HOUSING HOLD-DOWN BOLT HOLES. COVER
THE HOLES WITH HAND TOWELS TO MINIMIZE OIL
SPRAY.
WEAR SAFETY GLASSES WHILE
BLOWING THE OIL FROM THE BOLT
HOLES.
NOTE:
FAILURE TO FOLLOW ADJUSTMENT
PROCEDURES CAN RESULT IN ENGINE
OR ENGINE BRAKE DAMAGE.
MAKE SLAVE PISTON ADJUSTMENT WITH
THE ENGINE STOPPED AND COLD. ADJUST
EACH CYLINDER WITH THE EXHAUST
VALVES IN THE CLOSED POSITION.
TUNE-UP KIT INSTRUCTIONS FOR 790/795 SERIES JACOBS ENGINE BRAKES™
1.
Back out the adjusting screws on the slave pistons until the slave piston does not touch the rocker arm.
2.
Insert the proper feeler gage between the slave piston and the exhaust rocker adjusting screw.
Using a 3/16 inch hex wrench turn in the adjusting screw until the slave piston contacts the exhaust rocker adjusting screw through the feeler gage. For Model 795 applications, skip to step 4, For J-Lash installation only, continue turning in the adjusting screw until the valve springs begin to compress, then turn in one (1) additional turn. Wait at least 30 seconds for oil to be purged from the J-Lash adjusting screw.
NOTE: ALL OIL MUST BE PURGED FROM
THE J-LASH ADJUSTING SCREW. IF OIL IS
BELOW 60 °F, 16 °C, WAIT AT LEAST TWO
MINUTES FOR OIL TO BE PURGED FROM
THE J-LASH ADJUSTING SCREW.
SERIOUS ENGINE DAMAGE MAY OCCUR
FROM IMPROPER LASH SETTING.
3.
After the time interval specified in step (2), back out the adjusting screw ONLY until a light drag is felt on the feeler gage. Do not retract more than required to obtain a light drag on the feeler gage.
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 STEPS (1) AND (2).
4.
Hold the J-Lash adjusting screw in place and torque the lock nut to 38 N•m (336 lb-in).
Recheck lash settings. If lash setting is incorrect, repeat steps (1) through (3) above.
NOTE: ONCE THE ENGINE BRAKE HAS BEEN RUN
YOU WILL NOT BE ABLE TO CHECK THE
ENGINE BRAKE ADJUSTMENT FOR ENGINES
USING J-LASH ADJUSTING SCREWS. THIS IS
BECAUSE OF OIL RETAINED IN THE J-LASH
ADJUSTING SCREW. IF UNSURE OF THE
ADJUSTMENT, YOU MUST REPEAT STEPS (1)
THROUGH (4) ABOVE.
Bleed the engine brake housings.
1.
Be sure wires are away from moving parts.
2.
Start the engine and allow to run for a few minutes.
3.
Manually activate the solenoid valve several times to allow the housing to be filled with oil.
NOTE: THE SOLENOID VALVE IS MANUALLY
ACTIVATED BY DEPRESSING THE
ARMATURE. THE ARMATURE IS LOCATED
IN THE CENTER OF THE TOP OF THE
SOLENOID.
Check for proper operation.
1.
Manually activate the solenoid valve and watch the master piston to be sure it is moving down onto the roller in the injector rocker arm.
2.
Watch the slave piston assembly. It should move down to contact the exhaust valve rocker arm adjusting screws.
3.
Check each housing to be sure it is functioning.
4.
Shut down engine.
Rocker Cover Installation
1.
Make sure the seal is in place in the rocker cover base and set the cover in place on the cover base.
2.
Install the bolt with a flat washer, isolator and limiting sleeve into the cover holes.
3.
Tighten the bolts to 14 N•m (10 lb-ft) in the sequence shown in Fig. 1.
4.
Torque the bolts to 27 N•m (20 lb-ft).
Engine Brake Operational Check
WEAR EYE PROTECTION AND DO NOT
EXPOSE YOUR FACE OVER THE ENGINE
AREA. TAKE PRECAUTIONS TO PREVENT
OIL LEAKAGE ONTO THE ENGINE. COVER CONTROL
VALVE AREAS SUFFICIENTLY TO PREVENT OIL
SPLASH.
SERIES 60 ROCKER COVER
FIG. 1
TUNE-UP KIT INSTRUCTIONS FOR 790/795 SERIES JACOBS ENGINE BRAKES™ 5
Jacobs Vehicle Systems
22 East Dudley Town Road
Bloomfield, CT 06002
P/N 29015 Rev. A ©2000 Jacobs Vehicle Systems, Inc.
Printed in U.S.A.
Visit us on the Internet: www.jakebrake.com
Rev. 10/00
Jake Brake
®
Models 790, 795 & 797 for Detroit Diesel Series 60
®
Engines
Year 2000 Production Engines and Beyond
797 Series
For engines manufactured 10/01/02-
Model 795
For engines manufactured 8/10/00-9/30/02
Features & Benefits
Designed in partnership with Detroit
Diesel to yield a more simplified design, reducing weight while increasing performance & reliability:
• Significant low & mid-range
RPM performance improvements
• Respected Jake Brake
®
reliability & durability
Jake Brake is the only engine brake brand installed at Detroit Diesel
Backed by Detroit Diesel's worldwide distributor & dealer network
2-year/unlimited mileage standard warranty
790 Series
For engines manufactured 12/15/99-8/10/00
Engineered for the
Road Ahead
TM
Jake Brake
®
Models 790, 795 & 797 for Detroit Diesel Series 60
®
Engines
Technical Specifications
Height
Length
Width
Kit Added Weight
Housings Per Engine
4.2” 107 mm
4”
75 lbs.
2
102 mm
34 kg.
Application Information
For the most accurate application information, refer to the Detroit Diesel Application Guide
(Jacobs P/N 24770), available from your Detroit
Diesel Distributor or online at www.jakebrake.com.
How The Jake Brake
®
Works:
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.
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.
Retarding Performance
790
600 600
795
600
797
500 500
200
100
400
300
400
300
200
100
300
200
500
400
100
1100 1300 1500 1700 1900 2100 2300
Engine Speed (RPM)
RPM 790
12.7L
12.7L 12.7L
14L 14L
330-350 S t d P re mU S Hw yAustralia
1100 101 101 105 105 110
1300 138 136 142 143 163
1500 193 194 190 185 235
1700 267 273 251 241 294
1900 342 351 323 308 368
2100 406 413 397 401 455
2300 465 470 480 483 525
1100 1300 1500 1700 1900 2100
Engine Speed (RPM)
2300
RPM 795
12.7L 12.7L 12.7L
14L
330-350 S t d P re m U S
H w y
1100 110 108 102 109
1300 157 150 135 140
1500 220 215 165 193
1700 299 280 250 253
1900 359 363 340 333
2100 419 445 420 412
1100 1300 1500 1700 1900 2100
Engine Speed (RPM)
2300
RPM 797
12.7L 12.7L
12.7L
14L 14L 14L
426 433 Australia 430 489 500
1100 111 104 99 116 113 109
1300 156 150 135 233 238 151
1500 226 229 191 285 302 221
1700 307 320 262 324 348 305
1900 366 382 359 404 448 404
2100 426 433 439 443 510 489
2300 475 479 496 492 564 552
Important Note: The performance data shown above is measured in accordance with SAE J1621 power measurement standard, up to engine manufacturer's rated engine speed of 2100 RPM.
Others may claim higher retarding performance. Only the Jacobs Engine Brake ® is designed and tested in cooperation with Detroit Diesel to provide the highest performance available while maintaining or improving engine brake system reliability and durability.
™
Jake Brake® is a registered trademark of Jacobs Vehicle Systems, Bloomfield, CT 06002
Series 60 is a registered trademark of Detroit Diesel Corporation
P/N 030562 Rev. B 3/03 © 2003 Jacobs Vehicle Systems, Inc. Printed in U.S.A.
Jacobs Engine Brake
®
Models 790/795/797
Information in this manual was current at time of printing and is subject to change without notice or liability.
Refer to the Application guide, P/N 24770 for specific application information. Also refer to the
Installation Manual, P/N 29901 and the Engine Manual for specific installation instructions.
790/795/797 KITS
Model
No.
P/N Description
29240 Engine Brake Kit, 12 VDC
29020 Engine Brake Kit, 24 VDC
29123 Engine Brake Kit, 12 VDC
29232 Engine Brake Kit, 24 VDC
29302 Engine Brake Kit, 12 VDC
29304 Engine Brake Kit, 24 VDC
29321 Engine Brake Kit, 12 VDC
29323 Engine Brake Kit, 24 VDC
30505 Engine Brake Kit, 12 VDC
30506 Engine Brake Kit, 24 VDC
31361 Engine Brake Kit, 12 VDC
31860 Engine Brake Kit, 24 VDC
790/795/797 HOUSING ASSEMBLIES
Model No.
P/N Description
28367 Front housing Assembly, 12 VDC, S/L
28368 Rear housing Assembly, 12 VDC, S/L
29017 Front housing Assembly, 24 VDC, S/L
29018 Rear housing Assembly, 24 VDC, S/L
29029 Front housing Assembly, 12 VDC, S/L
29030 Rear housing Assembly, 12 VDC, S/L
29124 Front housing Assembly, 24 VDC, S/L
29125 Rear housing Assembly, 24 VDC, S/L
29128 Front housing Assembly, 12 VDC, S/L
29129 Rear housing Assembly, 12 VDC, S/L
29130 Front housing Assembly, 24 VDC, S/L
29131 Rear housing Assembly, 24 VDC, S/L
29148 Front housing Assembly, 12 VDC, S/L
29149 Rear housing Assembly, 12 VDC, S/L
29150 Front housing Assembly, 24 VDC, S/L
29151 Rear housing Assembly, 24 VDC, S/L
790D 1031226 Front housing Assembly, 12 VDC, S/L
790D 1031227 Rear housing Assembly, 12 VDC, S/L
790D 1031228 Front housing Assembly, 24 VDC, S/L
790D 1031229 Rear housing Assembly, 24 VDC, S/L
29902 Front housing Assembly, 12 VDC, S/L
29903 Rear housing Assembly, 12 VDC, S/L
29904 Front housing Assembly, 24 VDC, S/L
29905 Rear housing Assembly, 24 VDC, S/L
1031322 Front housing Assembly, 12 VDC, S/L
1031323 Rear housing Assembly, 12 VDC, S/L
1031765 Front housing Assembly, 24 VDC, S/L
1031766 Rear housing Assembly, 24 VDC, S/L
2 PARTS MANUAL FOR MODELS 790/795/797 JACOBS ENGINE BRAKES
®
HOUSING ASSEMBLY 790/795/797
Illus.
17
18
19
20
21
22
23
No.
Part Name
8
9
6
7
10
3
4
1
2
5
11
12
13
Solenoid
Seal, Solenoid Upper
Seal, Solenoid Middle
Seal, Solenoid Lower
Master Piston
Pushrod - Master Piston
Spring, Master Piston
Washer- MP Retainer
Ring, Retainer
Nut, Hex
Adjusting Screw
Slave Piston
Slave Piston Spring Group
Bridge, Slave Piston
Spring, Inner Slave Piston
Spring, Outer Slave Piston
Shoulder Bolt, Slave Piston
Ring, Retainer
Washer
Spring, Inner Control Valve
Spring, Outer Control Valve
Control Valve Assembly
Pipe Plug
Drive Screw
790 795 797
1024612(12VDC) -or- 1024619(24VDC)
20229
1082 not required
26932 not required
31282
28791
28768
29944
26555
19987
(See 790 J-Lashes)
26142
32160 n/a n/a n/a n/a
29864
29908
31854
31331**
31270
31324
32127 n/a n/a n/a n/a
12991
16505
18179
10843
11930
18485
17303
24 Clip, Wire Harness 29127
Notes: Bold text deplicts parts that are common to all brake models listed.
*For 790/795, front housing has two solenoid and the rear housing has one;
For 797, both front and rear housings have only one solenoid.
**Requires assembly tool part #J-45976
***Reference Technical Service Letter 02TS-17
790 J-lash TM Assemblies & Groups
Illus. No.
Part Name
11 J-lash TM Assembly
J-lash TM Assy Group (12 pack)
790
28341
29019
790A 790B&D
29300
29414
29317
29415
790C
29310
29416
Qty per housing
6
-
Qty per housing
3
3
-
-
3
3
-
6
6
-
3
3
3
3
6
2*
2*
2*
2*/***
3
-
-
3
3
-
PARTS MANUAL FOR MODELS 790/795/797 JACOBS ENGINE BRAKES
®
3
ATTACHING PARTS
Illus.
No.
NI
25
26
27
Quantity
P/N
29133
Part Name
Attaching Parts Group per kit
1
28346 CapScrew, M12X1.75X170
6
29132 CapScrew, M12X1.75X140
6
29118 Spacer Tube 6
SERVICE PARTS 790/795/797
P/N Part Name
17671 Feeler gauge 0.026 IN. (0.660 mm)
16590 Screw, Rocker Adjusting
29013 Tune up kit - 790/795 Series
29589 Wire Clip Kit - Model 790
30503 Solid Screw Group (12 pack), 795
32128 Solid Screw Group (12 pack), 797
32146 Tune up kit - 797 Series
J-45976 Master Piston Assembly Tool, 797
29901 Installation Manual
CAB CONTROL GROUP
Illus.
No.
P/N Part Name
NI
NI
28
20244
20035
Harness, 6ft
Switch
Quantity per kit
1
1
Jacobs Vehicle Systems
22 East Dudley Town Road
Bloomfield, CT 06002
P/N 29900 Rev. B ©2002 Jacobs Vehicle Systems, Inc.
Printed in U.S.A.
Visit us on the Internet: www.jakebrake.com
Rev. 10/02
SERIES 60 SERVICE MANUAL
2.15 ELECTRONIC ENGINE CONTROL
The Detroit Diesel Electronic Control System (DDEC) controls fuel injection timing and output by the electronic unit injectors (EUI) on the Series 60 Diesel engine. DDEC controls throttle, gas valve and the ignition system on the Series 60G engine. The system also monitors several engine functions using electrical sensors which send electrical signals to the Electronic Control Module
(ECM). The ECM then computes the incoming data 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 case of damaging engine conditions, such as low oil pressure, low coolant, or high oil temperature.
Early Series 60 engines have the DDEC system called DDEC I. Later Series 60 engines have the
2nd gener ation DDEC system c alled D D E C II. See F igur e 2 - 78. T he c u rre nt engines h a v e the third generation DDEC system, DDEC III/IV.
Series 60 2004 Exhaust Gas Recirculation (EGR) engines will use the fifth generation of the
DDEC system, DDEC V
®
Electronic Control Unit. See Figure 2-78a.
The replacement of DDEC components is based on indicated diagnostic codes leading to faulty components. Check the Detroit Diesel Single ECM Troubleshooting Manual (6SE497) for more complete information on diagnosis of components and system problems.
Figure 2 -78 DDEC III/IV and DDEC II E lectronic Cont rol Modu le (EC M)
All information subject to change without notice.
(Rev. 12/03)
6SE483 0303 Copyright © 2003 DETROIT DIESEL CORPORATION
From Bulletin 21-60-03
2-151
2.15
ELECTRONIC ENGINE CONTROL
Figure 2-78a DDEC V Electronic Control Unit
2-151a
From Bulletin 21-60-03
(Rev. 12/03)
All information subject to change without notice.
6SE483 0303 Copyright © 2003 DETROIT DIESEL CORPORATION
SERIES 60 SERVICE MANUAL
2.16A DDEC V ELECTRONIC CONTROL UNIT
DDEC V provides an indication of engine and vehicle malfunctions. The ECU continually monitors the DDEC V system. See Figure 2-79a.
Figure 2-79a DDEC V System Series 60 Diesel Engine
All information subject to change without notice.
(Rev. 12/03)
6SE483 0303 Copyright © 2003 DETROIT DIESEL CORPORATION
From Bulletin 22-60-03
2-151b
2.16A
DDEC V ELECTRONIC CONTROL UNIT
Any faults that occur are stored as codes in the ECU’s memory. These codes can be accessed in any of three ways:
1. A DDDL
®
can be used to read the codes.
2. A personal computer (PC) connected to the ECM through a translator device which converts J1708 to RS232 protocol can be used.
3. The Amber Warning Lamp (AWL) or the Red Stop Lamp (RSL) is illuminated.
The AWL (panel mounted yellow indicator light) illuminated diagnose condition as soon as convenient.
The RSL (panel mounted red indicator light) and AWL illuminated, a major fault occurred and immediate attention required to avoid engine damage.
Automatic engine shutdown or rampdown is available as an option. A shutdown override switch is required to allow the vehicle to be moved to a safe location during automatic shutdown or rampdown.
The Detroit Diesel Diagnostic Link
®
(DDDL) is a sophisticated PC software package that requests and receives engine data and diagnostic codes. The Detroit Diesel Diagnostic Link
®
DDDL supports DDEC V and the Series 60 2004 engine. See Figure 2-79b.
The DDDL functions are:
Read and display current calibration for an ECU.
Create a calibration for the ECU on an individual engine.
Save a single calibration with an ECU password, this same password can be used for fleet of vehicles with the same password or technican who does not have access to the password.
Change the engine rating of a vehicle.
Set the injector calibration when you replace the injectors.
View an audit trail of ECU and injector calibration changes.
2-151c
From Bulletin 22-60-03
(Rev. 12/03)
All information subject to change without notice.
6SE483 0303 Copyright © 2003 DETROIT DIESEL CORPORATION
Figure 2-79b Detroit Diesel Diagnostic Link
®
(DDDL)
SERIES 60 SERVICE MANUAL
All information subject to change without notice.
(Rev. 12/03)
6SE483 0303 Copyright © 2003 DETROIT DIESEL CORPORATION
From Bulletin 22-60-03
2-151d
2.16A
DDEC V ELECTRONIC CONTROL UNIT
The SAE Standard Communications of the DDEC V system are listed in Table 2-6a. The fan control inputs and outputs for DDEC V are listed in Table 2-6b. The engine brake control features of DDEC V are listed in Table 2-6c. DDEC V can identify faulty components and other engine-related problems by providing the technician with a diagnostic code. Standard sensors are listed in Table 2-6d. OEM installed sensors are listed in Table 2-6e.
SAE Standard Communication
SAE J1587 protocol on J1708 hardware
Diagnostics
Electronic dashes
Data Hub
SAE J1922 protocol on J1708 hardware
Traction control systems
Transmission controls
SAE J1939 high speed data link
Vehicle controls
Table 2-6a SAE Standard Communications for DDEC V
Inputs
Coolant temperature
Oil temperature
Air temperatures
Air conditioning
Table 2-6b Fan Controls for DDEC V
Outputs
Single on/off fan clutch
Dual on/off fan clutch
Two-speed single fan
Modulated fan clutch
Engine Brake Control
Cruise Control with Engine Brake
Engine Brake Disable
Engine Brake Active
Engine Fan Braking
Clutch Release Input
Service Brake Control of Engine Brakes
Min. MPH for Engine Brakes
Table 2-6c Engine Brake Controls with DDEC V
2-151e
From Bulletin 22-60-03
(Rev. 12/03)
All information subject to change without notice.
6SE483 0303 Copyright © 2003 DETROIT DIESEL CORPORATION
DDEC V
Barometric Pressure Sensor (Baro Sensor)
Camshaft Position Sensor (CPM Sensor)
Crankshaft Position Sensor (CKP Sensor)
EGR Delta Pressure Sensor (EGR Delta Pressure)
EGR Temperature Sensor
Engine Coolant Temperature Sensor (ECT Sensor)
Engine Oil Level (EOL Sensor)
Engine Oil Pressure Sensor (EOP)
Engine Oil Temperature Sensor (EOT)
Fuel Restriction Sensor
Intake Air Temperature Sensor (IAT)
Intake Manifold Pressure Sensor (IMP)
Mass Air Flow Sensor
Supply Fuel Temperature Sensor (SFT Sensor)
Turbo Compressor Temperature Out Sensor
Turbo Speed Sensor (TSS)
Table 2-6d Standard Sensors for DDEC V
DDEC V
Accelerator Pedal Sensor (AP Sensor)
Add Engine Coolant Level Sensor (AECL Sensor)
Air Filter Restriction Sensor (AFR Sensor)
Engine Coolant Level Sensor (ECL)
Fire Truck Pump Pressure Sensor *
Turbo Compressor In Temperature Sensor
Vehicle Speed Sensor (VSS)
Table 2-6e OEM Installed Sensors
* Available in some applications
SERIES 60 SERVICE MANUAL
All information subject to change without notice.
(Rev. 12/03)
6SE483 0303 Copyright © 2003 DETROIT DIESEL CORPORATION
From Bulletin 22-60-03
2-151f
2.16A
DDEC V ELECTRONIC CONTROL UNIT
2.16a.1
Repair or Replacement of the DDEC V Electronic Control Unit
The DDEC V ECU is a sealed, nonserviceable unit. Tag defective ECU for recore.
2.16a.2
Removal of the DDEC V Electronic Control Unit
Perform the following steps for ECU removal:
1. Remove screw from center of shroud and connector. Remove two nuts from threaded studs at the base of the shroud and ECU see Figure 2-79c.
2. Remove shroud and connector from ECU.
3. Remove the two through-bolts, two nuts and two studs holding the ECU to the engine, remove the ECU from engine. See Figure 2-79c.
2.16a.3
Installation of the DDEC V Electronic Control Unit
Perform the following steps for ECU installation:
1. Inspect the ECU isolators for damage and replace if required.
2. Mount the ECU to the engine.
3. Secure the ECU to the engine with two through-bolts, two studs and nuts. Torque the
ECU-to-engine bolts to 23-27 N·m (17-20 lb·ft).
4. Install the engine harness connector and shroud to the ECU. Torque center screw and two nuts to 5.6 N·m (50 in.· lb).
2-151g
From Bulletin 22-60-03
(Rev. 12/03)
All information subject to change without notice.
6SE483 0303 Copyright © 2003 DETROIT DIESEL CORPORATION
SERIES 60 SERVICE MANUAL
5. Turn the ignition to the "ON" position. Observe the DDDL for any diagnostic code(s).
If any code(s) other than code 25 is logged, refer to the Detroit Diesel DDEC V Single
ECM Troubleshooting Manual (6SE565).
1. Nut
2. Stud
3. Isolater
4. Isolater
Figure 2-79c
5. Electronic Control Unit
6. Bolt
7. Bolt
8. Shroud
DDEC V Electronic Control Unit and Related Parts
All information subject to change without notice.
(Rev. 12/03)
6SE483 0303 Copyright © 2003 DETROIT DIESEL CORPORATION
From Bulletin 22-60-03
2-151h
2.16A
DDEC V ELECTRONIC CONTROL UNIT
Diesel engine exhaust and some of its constituents are known to the State of California to cause cancer, birth defects, and other reproductive harm.
Always start and operate an engine in a well ventilated area.
If operating an engine in an enclosed area, vent the exhaust to the outside.
Do not modify or tamper with the exhaust system or emission control system.
6. Start the engine, and check for leaks.
2-151i
From Bulletin 22-60-03
(Rev. 12/03)
All information subject to change without notice.
6SE483 0303 Copyright © 2003 DETROIT DIESEL CORPORATION
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The Most Popular
Heavy-Duty
Motor Coach Engine
In North America
Detroit Diesel’s
Series 60 ®
Engine
Is The Number
One Selling
Heavy-Duty
Engine
In North
America For
The Eighth
Year In A Row.
Why
?
Fleets Want
An Engine That:
■
Doesn’t use a lot of fuel
?
■
Is reliable
?
■
Doesn’t cost a lot to maintain
?
■
Lives a long time
?
■
Makes money
?
■
Keeps drivers happy
?
The Most Complete Power Range In A
Single Engine Package From 330 To 500 HP
2000 On-Highway
Coach Ratings
Series 60 DDEC
®
IV
330 HP @ 2100 RPM . . . . . . 1250 FT-LB @ 1200 RPM
350 HP @ 2100 RPM . . . . . . 1250 FT-LB @ 1200 RPM
330/350 HP @ 2100 RPM . . 1250 FT-LB @ 1200 RPM
330 HP @ 2100 RPM . . . . . . 1350 FT-LB @ 1200 RPM
350 HP @ 2100 RPM . . . . . . 1350 FT-LB @ 1200 RPM
330/350 HP @ 2100 RPM . . 1350 FT-LB @ 1200 RPM
370 HP @ 2100 RPM . . . . . . 1450 FT-LB @ 1200 RPM
370 HP @ 2100 RPM . . . . . . 1550 FT-LB @ 1200 RPM
400 HP @ 2100 RPM . . . . . . 1450 FT-LB @ 1200 RPM
400 HP @ 2100 RPM . . . . . . 1550 FT-LB @ 1200 RPM
430 HP @ 2100 RPM . . . . . . 1450 FT-LB @ 1200 RPM
430 HP @ 2100 RPM . . . . . . 1550 FT-LB @ 1200 RPM
370/430 HP @ 2100 RPM . . 1450 FT-LB @ 1200 RPM
370/430 HP @ 2100 RPM . . 1550 FT-LB @ 1200 RPM
430/470 HP @ 2100 RPM . . 1550 FT-LB @ 1200 RPM
430 HP @ 2100 RPM . . . . . . 1650 FT-LB @ 1200 RPM
470 HP @ 2100 RPM . . . . . . 1550 FT-LB @ 1200 RPM
470 HP @ 2100 RPM . . . . . . 1650 FT-LB @ 1200 RPM
500 HP @ 2100 RPM . . . . . . 1550 FT-LB @ 1200 RPM
500 HP @ 2100 RPM . . . . . . 1650 FT-LB @ 1200 RPM
470/500 HP @ 2100 RPM . . 1550 FT-LB @ 1200 RPM
430/500 HP @ 2100 RPM . . 1540 FT-LB @ 1200 RPM
Big Power With All
The Other Benefits Of
A Series 60 Engine
With more than 20 different power ratings to choose from, it’s easy to match a Series 60 engine to your exact needs. But sometimes needs change. That’s not a prob-
lem with the Series 60 engine! The power chart on the left shows the groups of engine ratings for the bus and coach market. The ratings are grouped into rating families.
The families contained in each of the color sections have identical hardware. The groups displayed in each family show the preprogrammed horsepower range in a single engine. A simple electronic tool is all that is required to change power within a group. Power changes from one group to another within the same family simply require reprogramming of the engine’s electric control module.
It is also possible to change power from one group to another,
(just make sure the bus cooling, air intake and exhaust systems and the driveline can handle the change). Upping the horsepower to the maximum limit at time of trade-in is an easy way to increase both the resale value and desirability of any coach.
What Makes The
Series 60 Engine
So Popular?
It Provides The Best
Combination Of:
■
■
■
■
■
■
■
Performance
Economy
Driver Satisfaction
Reliability
Durability
Total Cost of Operation
Residual Value.
One Of The Most
Important Aspects Of
The Series 60 Engine
Is Its Great Residual
Value. As The Chart
Below Indicates, The
Residual Value Of
The Series 60 Is
Substantially Better
Than The
Competition.
Series 60 Residual Value
Mileage
21-50K
51-75K
76-100K
101-150K
151-200K
201-250K
251-300K
301-350K
315K+
Series 60
9,213.38
8,189.69
7,165.97
6,142.27
5,118.55
4,092.61
3,072.22
2,046.31
0.00
Competition
7,491.80
5,240.08
3,669.45
2,557.50
0.00
-899.06
-1,875.32
-2,768.86
-3,530.02
Series 60
Advantage
1,721.58
2,949.61
3,496.52
3,584.77
5,118.55
4,991.67
4,947.54
4,815.17
3,530.02
Source - The Official Bus Book Market Report. “Blue Book” (January, 2000 Edition) Bus Book Publishing
What Else Makes The
Series 60 Engine So Popular?
Fuel Economy
The Series 60 engine is the acknowledged industry fuel economy leader. Fuel economy is one of the main reasons operators specify
Series 60 engines. Fleets track fuel economy down to the third decimal. They know what works and what does not. And they buy more Series 60 engines than any other engine.
Reliability
In today’s troublesome world, people look for something that they can rely on. Detroit Diesel created the Series 60 for just that purpose.
Charter and Line Haul markets demand reliability, perhaps that’s why the Series 60 has been chosen by today’s top motor coach fleets.
Cost Per Mile
Cost per mile is based on more than fuel economy. It includes oil usage and oil changes, routine maintenance and on some competitive engines, required replacement of pumps, turbos or bearings according to a set schedule.
There is no requirement to routinely replace pumps, turbos or bearings on the Series 60 engine.
The Series 60 engine doesn’t require special lube oils or expensive filters.
The Fleets With
The Lowest Cost
Per Mile...
Buy Series 60
Engines.
Durability
The Series 60 engine just celebrated its twelfth birthday; nearly
90,000 Series 60 engines have gone over the million-mile mark!
Series 60 Total Production Engine Mileage
June 30, 1999
Total Engines In Service
Number Number
Mileage Interval of Engines Mileage Interval of Engines
0-100,000 69,334
100,000-200,000 54,071
200,000-300,000 47,064
300,000-400,000 42,287
400,000-500,000 40,149
500,000-600,000 37,867
600,000-700,000 32,899
700,000-800,000 28,067
800,000- 900,000 24,563
900,000-1,000,000 21,039
1,000,000-1,100,000 18,015
1,100,000-1,200,000 11,213
1,200,000-1,300,000 7,991
1,300,000-1,400,000 5,769
1,400,000-1,500,000
1,500,000-
TOTAL
3,921
7,308
451,557
Want To
Know More?
Take A Look At The Simple
Design Of The Engine. The
One-Piece Cylinder Head
Contains The Overhead
Camshaft. This Camshaft
Arrangement Provides A
Variety Of Benefits:
■ Intake and exhaust passages are straight for easy entry and exit of air from the cylinder.
The engine doesn’t waste fuel
“pumping” air in and out.
■ Intake and exhaust passages are also short. Intake air is not overly heated as it passes through the head. The resulting cooler air in the cylinder improves economy. And the hot exhaust gases don’t transfer too much heat into the head as they exit, preserving more energy to operate the turbo.
■ The overhead cam allows for direct actuation of the fuel injectors without push rods or push tubes. The result is high fuel injection pressure and better fuel economy.
■ The overhead cam also allows for the use of 38 head bolts, providing over 1,000,000 pounds of clamp load on the head gasket.
These Features Combine
To Produce The Economy,
Durability And Performance
The Series 60 Engine Is
Known For.
More Reasons The Series 60
Engine Is Number One.
Inside each cylinder liner is the
DDC ™ Iron Cross Head Piston.
This iron piston provides a hard surface for the rings to seal against, unlike aluminum, which requires a special cast insert.
The engines in the 500 hp family
(shown in the red box on the previous page) all use the new two piece steel piston, another Series
60 engine durability enhancement.
Outside, the cylinder liner is cooled all the way to the top, using a patented DDC feature called top lining cooling. This reduces ring temperatures by 100 degrees F.
Another reason Series 60 engines live so long.
Main and rod bearings are big.
That’s why the Series 60 engine has no requirement to roll out bearings - it’s just not necessary.
The Series 60 engine block, with no camshaft, is a simple, troublefree design.
The Series 60 has a smaller turbocharger for improved low speed performance and economy. At higher speeds, a wastegate bypasses unneeded turbo boost to keep cylinder pressures down and extend engine life further.
Add the gear train to drive the accessories and the camshaft, and you have a complete Series 60 engine.
■
Simple
■
Rugged
■
Easy to work on
■
Key components are right under the rocket cover
■
Fewer parts
And More...
Every Series 60 engine is equipped with Detroit Diesel Electronic
Controls (DDEC). DDEC is the most popular electronic control system available. DDEC IV, the fourth generation of DDEC, is now standard equipment on all Series
60 engines. In addition to precisely controlling fuel injection, DDEC offers all of the following:
■
Three levels of engine protection
– Warning only
– Power ramp down
– Automatic shut down
■
Cruise control
■
Auto resume cruise control
■
Multiple hp ratings
■
Three levels of engine braking
■
Engine fan braking
■
Vehicle speed limiting
■
Starter lock out
■
Remote PTO control
■
Communication capability with electronically controlled transmissions
■
Idle speed adjustment
■
Droop adjustment
■
Idle timer shutdown
■
Air temperature shutdown
– High or low
■
Warnings for:
– Low voltage
– Low coolant
– High oil temperature
– Low oil pressure
■
Self diagnosis
■
Four levels of security
■
Is the addition of more memory
■
Built-in clock and calendar
■
Built-in battery back-up.
Do You Want to Run on Schedule?
Do You Want to Run Up Hills at Top Speed?
Are You Concerned About Fuel Economy?
If So, You Need the New DDEC
®
IV Series 60 Engine.
With Power From 330 to 500 Horsepower,
It’s the Only Engine You Need.
The Series 60 Engine…Wrap Your Coach Around It.
QS
CERTIFIED ORGANIZATION
9000 13400 Outer Drive, West / Detroit, Michigan 48239-4001
Telephone 313-592-5000 www.detroitdiesel.com
Detroit Diesel, the spinning arrows design, DDEC ® , Series 60 ® , Optimized Idle ® , ProDriver and reliabilt ® are registered trademarks of Detroit Diesel Corporation. DDC, Ether Start,
Diagnostic Link are trademarks of Detroit Diesel Corporation. Jake Brake is a registered trademark of Jacobs Vehicle System. Fuel Pro is a registered trademark of Davco
Manufacturing. L.L.P.
© Copyright 2000 Detroit Diesel Corporation. All rights reserved. Printed in U.S.A.
6SA512 0008 As technical advancements continue, specifications will change.
®
The
ONLY
Motor Coach Choice
6LQFH0RUH
+DYH6HOHFWHG
7KH
7KDQ$Q\
2WKHU +HDY\'
Why Is The Series 60 So Popular?
Because It Offers Motor Coach Operators
The Best Combination Of:
■
Performance
■
Fuel Economy
■
Low Cost Of Operation
■
Reliability
■
Long Life To Overhaul
■
Driver Satisfaction
■
Ease of Service
■
Warranty Satisfaction
■
Ratings Flexibility
■
Electronic Controls
■
Lightweight
■
Residual Value
&RDFK2SHUDWRUV
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And The Tradition Carries On Into 2003
Effective October 1, 2002, all heavy-duty on-highway diesel engines built in
North America must meet new emission standards.
The following chart shows the history of emission reductions in heavy-duty diesels since 1970, the new standards effective
October 1, and the next emission reductions set for 2004. It’s worth noting that the emissions levels of modern heavy-duty diesel engines are approaching zero.
EPA Heavy-Duty Engine Emission Standards
20
Steady
State
Test
15
NOx
(Unregulated)
NOx + HC
10
NOx
PM (Unregulated)
Transient
Test
NOx
2.0
2007 Final Rule
1.1 g/hp-hr NOx (Ave)
0.01 g/hp/hr Particulate
1.5
NOx
Transient &
New Steady
State Test
Pull Ahead
NOx+NMHC
1.0
5
PM
.5
0
1970 1975 1980 1985 1990
Model Year
1995
PM
2000 2005 2010
([KDXVW*DV
5HFLUFXODWLRQ(*5
What is EGR?
Exhaust gas recirculation (EGR) is the technology chosen by all but one major engine maker in
North America.
EGR has been in use on automobile engines worldwide since the mid-1970’s, and on
Detroit Diesel engines since 2000.
Between 2000 and 2002, Detroit
Diesel placed over 3000 EGR engines into service and they accumulate over 30,000,000 miles of service each year.
EGR is a simple concept. The
October 2002 regulations require a reduction of oxides of nitrogen
(NOx) to 2.5 g/hp-hr. NOx is a by-product of high temperatures in the combustion chamber. The higher the temperature, the higher the production of NOx.
The challenge faced by Detroit
Diesel and the other engine makers is how to reduce NOx without affecting fuel economy, performance, durability and other factors of engine operation.
EGR has proven to be the best way to reduce NOx while maintaining excellent driveability, fuel economy and engine life.
How Does EGR Work?
During certain conditions of engine operation, the EGR valve is opened and measured amounts of exhaust gas are routed to the intake manifold. The exhaust gas mixes with the incoming fresh air and displaces some of the oxygen. Since there is now slightly less oxygen in the air, the peak temperatures created in the cylinder during combustion are reduced, and the levels of NOx are also reduced.
A major advantage of EGR is that engine timing can be optimized, which further enhances performance and fuel economy.
Non-EGR engines have to rely on retarded timing, which has a negative effect on fuel economy, performance, and acceleration, and leads to the production of more soot in the engine oil.
6HULHV
Program Goals
■
Comply with the
Emission Standards
■
Demonstrate Equal or Better
Reliability and Durability
■
Maintain Fuel Economy
■
Leadership
■
Minimize Vehicle Impact
Series 60 EGR
Reliability Growth
Total Plan = 8 Million Miles
Supplier Testing
Durability Testing
Probe Testing
Vehicle Durability Testing
330,000 Miles
2,700,000 Miles
300,000 Miles
500,000 Miles
Total Miles to Date
Fleet Evaluation Testing
Durability & Vehicle Testing
3,830,000 Miles
2,500,000 Miles
1,770,000 Miles
Series 50 Experience…
What Did We Learn?
EGR technology is not new to Detroit Diesel. In 2000, we applied this same technology to our Series 50 engines to meet the emission regulations in the Bus and Coach industry.
Today, we have more than 3000 buses running with EGR.
We have been able to gain the experience of operating these engines in demanding stop-and-go operations, and have also been able to develop a highly qualified supplier base.
We found there are two ways to meet tougher emission standards. One way is to retard engine timing which reduces fuel economy, hurts performance and places excess soot in the lube oil.
A much better way is to use proven EGR technology. Our experience with EGR on
Series 50 is: low soot in the oil, low oil consumption, lower cylinder temperatures for longer component life, excellent acceleration and improved fuel economy compared to engines with retarded timing.
“We have utilized Cummins,
Detroit Diesel and Caterpillar diesel engines over the past
13 years and have found the
Detroit Diesel to be the most trouble free and efficient.”
''(&(OHFWURQLF
Ordinary Diesel Engines
Have Electronic Controls
DDEC takes electronic engine management to a whole new level with a sophisticated control system that provides the ability to customize the engine to your application for peak efficiency.
DDEC electronic control optimizes fuel injection in real time to maximize fuel economy, performance and emissions. It diagnoses your Series 60 on the fly, using onboard diagnostics. It even protects the engine from damage by directing system shutdowns to prevent catastrophic failures.
■
Sensors signal operations outside of preset engine parameters
■
Auto shutdown will prevent engine damage
■
Data can be downloaded to fleet managers
■
Multiple performance and fuel economy reports are available
■
Built-in electronic redundancies for superior reliability
Fully electronic, fully automatic and fully reliable,
with fewer moving parts than less sophisticated engine management systems
■
Self-diagnosing and selfprotecting
to eliminate guesswork and accidental damage
■
Modular components
can be replaced easily and inexpensively
■
Data collection/sharing enabled
for fleet management
■
Supported by Detroit Diesel
Distributors, the world’s most experienced engine electronics service network
ProDriver
®
DC
ProDriver DC is a dashboardmounted display with data card extraction capabilities. It provides real time and summary information on vehicle and engine operation, as well as graphic displays of driver performance relative to fleet goals.
ProDriver DC is a second generation display product. It delivers all the functionality provided by the original ProDriver display, along with many new features and capabilities.
Effective coach management starts with quick performance data retrieval. The key benefit of ProDriver
DC is instant feedback on fuel economy so that the operator can adjust driving habits to maximize mpg and thereby reduce costs.
ProDriver DC works to:
■
Increase fuel economy
■
Improve driver performance
■
Increase driver satisfaction
■
Lower operating costs
■
Improve safety records
■
Reduce maintenance expenses
Diagnostic Link™ Software
Detroit Diesel Diagnostic Link is a
PC Windows ® based software engine troubleshooting tool that includes a built-in service manual and can aid in extracting data, analyzing and managing information from ECMs.
This tool can view or change:
■
Engine Configurations
■
Fault Codes
■
Vehicle Speed Settings
■
Total Engine and Trip Data
■
Engine Protection Options
■
Information From DDEC Data
■
Idle Shutdown
■
Cruise Control
Diagnostic Link TM
The immediate feedback from ProDriver ®
DC allows the driver to take a more active role in meeting coach goals.
ProDriver ® DC
7HFKQRORJ\
IRIS - Infrared
Information System
Easy to adjust temperature control buttons
Digital read out
Optimized Idle display unit appears in °F or °C
Significant fuel economy savings
IRIS – Infrared
Information System
The IRIS system consists of simple infrared transmitters and receivers
(transceivers). One transceiver is mounted on the vehicle. Another transceiver is mounted at the location (or locations) where the vehicle owner wants to extract information, such as the entrance to the shop or the fuel island. IRIS provides a wireless connection between vehicle systems and off-board PC software applications.
Optimized Idle
®
Optimized Idle is an engine controlled management tool that automatically starts and stops the engine based on:
■
Battery Voltage
■
Engine Temperature
■
Cab/Sleeper Temperature
When these variables fall below predetermined values, DDEC will start the engine and allow it to idle until the parameters are brought to in-range values. Optimized Idle provides benefits of:
■
Less Fuel Used
■
Extended Battery Life
■
Reduced Idle Time
■
Safety
“We had to switch to the Series 60 because the residual value is higher.”
By Using EGR, The Series 60 Will Be The Only Heavy-Duty
Coach Engine After October 2002 That Is Fully Certified To
The New Standards, Is Based On The Most Proven Design,
And Has The Highest Level Of Acceptance In The Industry.
The
ONLY
Choice for Motor Coaches
In Addition To EGR, Additional Refinements Have Been
Made To The Series 60’s Proven Design.
Technology
Leadership
■
Improved Liner,
Valve, Seat & Guide
Materials
■
Compact Gear
Train
■
High Performance
Turbocharger
■
Stiffer Brackets
■
High Output
Water Pump
■
Single Cylinder
Air Compressor
■
Large Pin
Crankshaft – 12.7L
Base Engine Improvements
Power Assembly
■
Piston
— Enhance Combustion Piston Bowl
■
Fire Ring
— Increase Thickness from 2.5 mm to 3.0 mm
— Base Material and Face Coating
Material Enhancements
■
Connecting Rod
— 12.7L Common Rod with 14L
— 12% More Rod Bearing Area
■
Crankshaft
— 12.7L “Big Pin” 95 mm Rod Journals
■
Higher Output Water Pump
— Improved Cooling
Cylinder Head Assembly
■
Cylinder Head Modifications
For Long Life and Fuel Efficiency
— Head Bolt Bosses
— Top Deck Thickness
— Intake Manifold Bolt Pattern
— Intake Port Machining
— Recessed Exhaust Valves
■
Valves, Guides & Seals
For Long Life
— Nickel Chrome Intake Valves
— Pyromet Exhaust Valves
— Nickel Based Valve Seat Material
— Powdered Metal Valve Guides
Next Generation Gear Train
■
Less Vibration and Noise
■
Decreased Frontal Area for Improved
Under Hood Air Flow
■
Improvements in Component Bracketry
■
Higher Water Pump Flow
■
Less Weight (53 lbs)
Single Cylinder Air Compressor
■
■
■
■
■
■
Bendix Model DF-359
Same Output as TF-750 (16CFM)
Naturally Aspirated
Less Friction
Reduced Oil Consumption (up to 60% less)
Less Weight (20 lbs)
“We ran Series 60 for years and then other guys made us a deal we couldn’t refuse. We’re trading them in and going back to the Series 60.”
Engine Weight
2002 Series 60 Weight
■
Highest Big Bore Engine
Next Generation Gear Train
■
Less Weight (53 lbs)
Single Cylinder Air Compressor
■
Less Weight (20 lbs)
Vehicle Driveability
The Series 60 Is Known For Excellent
Performance & Driveability …
The 2002 With The High Performance
Turbo is Even Better!
■
Excellent Clutch Engagement Torque
■
Improved Acceleration
■
Improved Torque Response
■
More Engine Braking
Series 60 2002 Engine Braking
Additional Braking HP
600
500
12.7L
400
300
200
100
•
•
•
•
•
•
0
1200 1350 1500 1650 1800 1950
Engine Speed – RPM
2100 2250
•
•
2001
2002
Additional Braking HP
600
500
14.0L
•
•
•
•
•
•
400
300
•
•
•
200
100
•
•
•
•
•
0
1200 1350 1500 1650 1800 1950
Engine Speed – RPM
2100 2250
•
•
2001
2002
Fuel Injection System
Electronic Unit Injector
■
Higher Injection Pressure For Lower
Emissions And Better Fuel Economy
■
Oxidize Particulates Late In The
Combustion Event For Reduced Emissions
And Better Fuel Economy
■
NAFTA-Wide Parts Availability And
Service Support
The Fourth Generation
Detroit Diesel
Electronic Control
System (DDEC IV) Is
The Most Powerful
And Proven System
Available
“To be Number 1 takes a great engine...To be
Number 1 eleven years in a row takes a Series 60
Oil Drain Intervals
Maintain Current Oil Drain
Intervals with CI-4 Oils
■
Compared to CH-4 Oil,
CI-4 Oils will have:
— Greater Acid Neutralization Capability
(Higher TBN)
— Increased Soot Dispersancy
— Increased Anti-wear Properties
(Additional Shear Capability)
■
Most Oil Companies Have Already
Introduced CI-4 Oils
+3
The Most Complete Power Range In A Single Engine Package
12.7L
Maximum HP @ RPM Peak Torque @ RPM
330 HP @ 2100 RPM
350 HP @ 2100 RPM
330/350 HP @ 2100 RPM
1350 LB-FT @ 1200 RPM
1350 LB-FT @ 1200 RPM
1350 LB-FT @ 1200 RPM
375 HP @ 2100 RPM
400 HP @ 2100 RPM
430 HP @ 2100 RPM
375/430 HP @ 2100 RPM
1450 LB-FT @ 1200 RPM
1450 LB-FT @ 1200 RPM
1450 LB-FT @ 1200 RPM
1450 LB-FT @ 1200 RPM
14.0L
Maximum HP @ RPM Peak Torque @ RPM
435 HP @ 2100 RPM
475 HP @ 2100 RPM
500 HP @ 2100 RPM
435/500 HP @ 2100 RPM
1550 LB-FT @ 1200 RPM
1550 LB-FT @ 1200 RPM
1550 LB-FT @ 1200 RPM
1550 LB-FT @ 1200 RPM
435 HP @ 2100 RPM
475 HP @ 2100 RPM
500 HP @ 2100 RPM
435/500 HP @ 2100 RPM
1650 LB-FT @ 1200 RPM
1650 LB-FT @ 1200 RPM
1650 LB-FT @ 1200 RPM
1650 LB-FT @ 1200 RPM
Big Power With
All The Other
Benefits Of
A Series 60
Engine
With more than 15 different power ratings to choose from, it’s easy to match a Series 60 engine to the exact needs of any coach operator.
But sometimes their needs change.
That’s not a problem with the Series
60 engine! The power chart on the left shows the groups of engine ratings within each family.
The families contained in each of the shaded sections have identical hardware. The groups displayed in
550 HP @ 2100 RPM 1650 LB-FT @ 1200 RPM
500 BHP each family show the preprogrammed horsepower range in a single engine. A simple electronic tool is all that is required to change power within a group. Power changes from one group to another within the same family simply require reprogramming of the engine’s electronic control module.
It is possible to change power from one group to another (just make sure the coach cooling, air intake and exhaust systems and the driveline can handle the change). Upping the horsepower to the maximum limit at time of trade-in is an easy way to increase both the resale value and desirability of any coach.
Gearing Recommendations
Remain the Same
1700
1650
1600
1550
Performance
1500
1450
1350
55
Maximum Fuel Economy
60 65
Max. Vehicle Speed (MPH)
70 75
•
1650 LB-FT
(2237 N•m)
1800
1250 LB-FT
(1695 N•m)
1600
1400
•
1200
“Another engine maker was going to give me a fuel economy guarantee, but they backed off when they discovered how well the Series 60 was doing.”
500
450
400
350
•
•
500 BHP
(373 kW)
1200 1400 1600 1800
Engine Speed-RPM
2000 2200
Want To
Know More?
Take A Look At The
Simple Design Of The
Engine. The One-Piece
Cylinder Head Contains
The Overhead Camshaft.
This Camshaft
Arrangement Provides A
Variety Of Benefits:
■
Intake and exhaust passages are straight for easy entry and exit of air from the cylinder. The engine doesn’t waste fuel
“pumping” air in and out.
■
Intake and exhaust passages are also short. Intake air is not overly heated as it passes through the head. The resulting cooler air in the cylinder improves economy. And the hot exhaust gases don’t transfer too much heat into the head as they exit, saving more energy to operate the turbo and increase fuel economy.
■
The overhead cam allows for direct actuation of the fuel injectors without push rods or push tubes. The result is high fuel injection pressure and better fuel economy.
■
The overhead cam also allows for the use of 38 head bolts, providing over
1,000,000 pounds of clamp load on the head gasket.
These Features Combine To
Produce The Economy, Durability
And Performance The Series 60
Engine Is Known For
Inside each cylinder liner is the
DDC TM Steel Two-Piece Piston.
Unlike aluminum, which requires a special cast insert, this steel piston provides a hard surface for the rings to seal against…another Series 60 engine durability enhancement.
Outside, the cylinder liner is cooled all the way to the top, using a patented DDC feature called top liner cooling. This reduces ring temperatures by
100ºF, another reason Series 60 engines live so long.
Main and rod bearings are big. That’s why the Series 60 engine has no requirement to roll out bearings—it’s just not necessary.
The Series 60 engine block, with no camshaft, is a simple, trouble-free design.
The Series 60 engine features a high performance variable output turbocharger for improved low speed performance, economy and excellent driveability.
Another benefit is the Pad
Mounted Alternator System with a Poly V belt and self tensioner.
It’s strong, rugged and simple.
Add the gear train to drive the accessories and the camshaft, and you have a complete Series 60 engine.
■
Simple
■
Rugged
■
Easy to work on
■
Key components are right under the rocker cover
■
Fewer parts
DDEC Engine Management Technology
More Reasons The Series 60 Engine Is Number One
Every Series 60 engine is equipped with Detroit Diesel Electronic
Controls (DDEC). DDEC ® is the most popular electronic control system available. DDEC IV, the fourth generation of DDEC, is now standard equipment on all Series
60 engines. In addition to precisely controlling fuel injection, DDEC offers all of the following:
■
Three levels of engine protection
— Warning only
— Power ramp down
— Automatic shutdown
■
Cruise control
■
Auto resume cruise control
■
Multiple hp ratings
■
Three levels of engine braking
■
Engine fan braking
■
Progressive shifting
■
Vehicle speed limiting
■
Vehicle overspeed diagnostics
■
Low gear torque limiting
■
Starter lockout
■
Remote PTO control
■
Communication capability with electronically controlled transmissions
■
Idle speed adjustment
■
Droop adjustment
■
Idle timer shutdown
■
Air temperature shutdown
— High or low
■
Warnings for:
— Low voltage
— Low coolant
— High oil temperature
— Low oil pressure
■
Self diagnosis
■
Four levels of security
New for DDEC IV is the addition of more memory, a built-in clock and calendar and built-in battery back up .
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Coach Fleets
Want To Attract
And Keep Good
Drivers.
Good Drivers
Take An Interest
In Their Coach
Power Because
Its Performance
Affects Their
Performance.
Together They
Have Made The
Series 60 Engine
Their Top Choice.
Series 60 Engine Population
700,000
605,163
643,964
600,000
543,701
500,000
400,000
374,213
451,773
300,000
200,000
100,000
0
4,847
14,865
30,835
57,262
94,860
142,296
196,920
258,829
308,532
1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001
In Addition To
Everything Else, The
Series 60 Engine Is
The Lightest Of The
Current Big Block
Engines
Weighing 30 pounds less than its predecessor, the next generation
Jacobs Engine Brake™ is now available on Series 60 engines. We achieved the 30-pound weight reduction through a simplified design and the use of higher strength, lighter weight components. The new brake provides improved braking performance and is easier to assemble, ensuring higher quality. This weight reduction solidifies the Series 60 engine as the lightest of the full-size heavyduty engines available for the North
American on-highway market.
And There Is More …
Fuel Economy
The Series 60 engine is the acknowledged fuel economy leader. Fuel economy is one of the main reasons coach operators buy
Series 60 engines. Coach operators track the fuel economy down to the third decimal, and know what works and what doesn’t. And they buy more Series 60 engines than any other engine.
Series 60 Production Engine Mileage
December, 2001 – Engines in Service
Number Number
Mileage Interval of Engines Mileage Interval of Engines
0-100,000
100,000-200,000
200,000-300,000
300,000-400,000
400,000-500,000
500,000-600,000
600,000-700,000
700,000-800,000
38,214
48,059
58,220
57,267
52,723
46,210
41,543
38,657
800,000- 900,000
900,000-1,000,000
1,000,000-1,100,000
1,100,000-1,200,000
1,200,000-1,300,000
1,300,000-1,400,000
1,400,000-1,500,000
1,500,000-1,600,000
TOTAL
36,204
33,121
28,421
25,300
21,711
18,881
12,043
35,516
592,090
Durability
A million miles is a long way. The top coach operators with the longest hauls choose Series 60 engines. That’s why, even though the Series 60 engine will celebrate its 15th birthday this year, over
141,872 Series 60 engines have gone over the million mark!
“Great acceleration throughout a full day of stop and go driving.”
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The Series 60 engine is covered by a standard warranty of two years, unlimited miles with 100% parts and labor coverage, and 5 years or
500,000- mile..
Want more coverage? Customtailor a support package to fit your needs. Extended service coverage is available from 3 years or 300,000 miles or as much as
5 years or 500,000 miles.
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What Can You
Expect From
The 2002
Series 60?
Heavy-duty diesel engines produced in North America after
October 1, 2002, must meet new emission standards. The proven
Detroit Diesel Series 60 engine, newly-equipped with a simple EGR system, meets these new standards. The same design that has made the Series 60 the most popular engine with coach operators for the past decade will continue for years to come.
“Maintenance is a substantial savings.”
The Series 60
Engine Will
Continue To
Provide Coach
Operators With
The Best
Combination Of:
■
Performance
■
Fuel Economy
■
Reliability
■
Low Cost Of Operation
■
Proven Durability
■
Driver Satisfaction
■
High Residual Value
■
Proven Electronics – DDEC
■
Flexible Power Ratings
■
Excellent Parts And
Service Support
■
Exhaust Gas Recirculation
■
:K\6KRXOG
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A complete power range in a common package
■
Easy to change horsepower settings
■
The choice of the top fleets
■
The choice of those who want big power
■
Lightweight
■
Low cost per mile
■
Unaided cold starts to 20º F
■
DDEC-controlled automatic
Ether Starts™ to –30º F
■
Maximum revenue
■
141,872 million-mile engines
<RX%X\$
(QJLQH"
■
Simple design
■
Easy to service
■
Dozens of DDEC features as standard equipment
■
The complete
DDEC System
■
ProDriver
®
DC
■
Data Summaries
■
Optimized Idle
®
■
Fuel Economy Incentive
■
1-800-445-1980 direct line to support
■
Customized warranties
■
Service throughout
North America
■
Diagnostic Link
Series 60
24-Hour Hot Line
Phone 1-800-445-1980
13400 Outer Drive, West, Detroit, Michigan 48239-4001
Telephone 313-592-5000 www.detroitdiesel.com
© Copyright 2002 Detroit Diesel Corporation. All rights reserved. Detroit Diesel, the spinning arrows design, DDC ® , DDEC ® and Series 60 ® are registered trademarks of Detroit Diesel Corporation.
6SA0581 0209 As technical advancements continue, specifications may change. Printed in U.S.A.
SECTION 03: FUEL SYSTEM
CONTENTS
.............................................................................. 03-4
............................................................................................ 03-10
03- 1
Section 03: FUEL SYSTEM
ILLUTRATIONS
MAIN FUEL TANK (XL2-45) & 90 US GAL .
AUXILIARY FUEL TANK ( OPTIONAL ) ( MTH 45) . 03-9
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
03055
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. 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.
FIGURE 2: MANUAL SHUT-OFF VALVES
03060
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.
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 starter. Another manual shut-off valve is located at the outlet side of the secondary fuel filter, under the air compressor.
No manual valve is required on preheater fuelsupply line, since the positive-displacement fuel pump (located close to the fuel tank) prevents fuel flow when not activated.
4. FILTERS AND WATER SEPARATOR
The fuel system is equipped with primary and secondary fuel filters for additional protection of
03- 4
4.1 FUEL FILTER/WATER SEPARATOR
SERVICING
The fuel filter/water separator is located on the starter side of the engine, below the starter. The water separator must be drained periodically or when the telltale light on the dashboard illuminates.
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).
Section 03: FUEL SYSTEM
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.
FIGURE 3: FUEL FILTER/WATER SEPARATOR
03025
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.
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.
03- 5
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 starter, and the secondary fuel filter is below the air compressor.
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 drain-valve 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:
NOTE
Use a suitable band wrench or filter wrench, such as J22775, to remove the filters.
Section 03: FUEL SYSTEM
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.
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.
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 (refer to figure 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;
3. Untighten upper collar, remove cover;
4. Replace filter element;
03- 6
FIGURE 4: DAVCO FUEL PRO 382 FUEL FILTER
03032
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.
4.4 PREHEATER FUEL FILTER
The preheater fuel filter is located above the preheater, in the L.H. side rear service compartment. Replace the filter every 50,000 miles (80 000 km) or once a year, whichever comes first.
Section 03: FUEL SYSTEM
All XL2 series vehicles are equipped with a highdensity cross-link polyethylene fuel tank. XL2-45 coach has a capacity of 208 US gallons (787 liters). MTH 40 and MTH 45E fuel tanks have a total capacity of 250 US gallons (945 liters) while MTH 45 can be equipped with an optional
90 US gallons (341 Liters) auxiliary stainless steel tank forward of the standard 208 US gallons (787 liters) fuel tank. The main tank is located just forward of the rear baggage compartment, between the A/C condenser and evaporator. The auxiliary tank is located in the baggage compartment just forward of the main tank.
On all vehicles, 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(s).
FIGURE 5: DAVCO FUEL PRO 382 EXPLODED VIEW
03034
03- 7
5.1 TANK REMOVAL
WARNING
Park vehicle safely, apply parking brake, stop engine and set battery master switch(es) to the OFF position prior to 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(s).
For vehicles equipped with a transverse tank or an auxiliary tank, drain it as well since it is directly connected to the main tank.
Section 03: FUEL SYSTEM
NOTE
It is possible to drain both tanks through only one plug, but the other tank will not drain completely since the connecting hose is not on the bottom.
5.1.1 Main Fuel Tank
1. 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.
2. If applicable, unscrew clamps retaining L.H. side filler tube to the fuel tank, then disconnect tube and remove it.
3. Unscrew clamps retaining R.H. side filler tube to fuel tank and filler neck. Disconnect tube and remove it.
4. If applicable, unscrew preheater supply line, preheater return line, auxiliary return line and/or auxiliary return line from fuel tank connection-panel.
5. Unscrew engine supply and return lines from fuel tank connection-panel, identify them for reinstallation.
NOTE
For vehicles equipped with a transverse tank or an auxiliary tank, the two hoses joining the tanks should be disconnected.
6. Disconnect electrical wiring from tank on connection plate.
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.
5.1.2 Auxiliary Fuel Tank (if so equipped)
1. Open the baggage compartment just forward of condenser compartment, disconnect the
(2) hoses previously joining the tanks.
2. From underneath vehicle, unscrew the two
(2) bolts retaining the tank strap (one on each side).
3. From inside the baggage compartment just forward of condenser compartment, slightly raise the strap and pull out auxiliary fuel tank using the same care as for the main fuel tank.
CAUTION
Protective cushions or rags should be placed on the baggage compartment floor to prevent it from being scratched by the fuel tank during removal.
5.1.3 Transverse Fuel Tank
1. The transverse fuel tank must be removed from R.H. side. The stainless steel panel must be removed by first removing the adhesive.
2. From underneath the vehicle, unscrew the bolt on left and right hand side securing the tank foot. Unscrew the two screws at the center of the tank then disconnect the two hoses previously joining the tanks.
3. Unscrew clamps retaining L.H. side filler tube to the fuel tank, then disconnect tube and remove it.
4. Unscrew clamps retaining R.H. side filler tube to fuel tank and filler neck. Disconnect tube and remove it.
5. Remove plastic molded panel from inside baggage compartment located forward of A/C
& Heating compartment.
6. Slide the tank out carefully.
7. 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.
8. 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.
9. Carefully remove tank from under the vehicle.
03- 8
5.2 TANK INSTALLATION
To install Main, Auxiliary and Transverse Fuel
Tanks, simply reverse the "Tank Removal" procedure.
Section 03: FUEL SYSTEM
FIGURE 6: 208 US GAL. MAIN FUEL TANK (XL2-45) & 90 US GAL. AUXILIARY FUEL TANK (OPTIONAL) (MTH 45)
03028
FIGURE 7: 250 US GALLONS FUEL TANKS (MAIN TANK & TRANSVERSE FUEL TANK) (MTH 40 & MTH 45E)
03029
03- 9
Section 03: FUEL SYSTEM
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 prior to 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 switch(es) to the OFF position prior to 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.
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. 8.
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 9).
Press the priming switch, located in the engine compartment rear junction box just below the switches and cables. Start the engine and check for leaks.
#507300) and seal hole with the head plug.
SCREW
FUEL TANK INTERIOR
FIGURE 8: FUEL TANK REPAIR
NYLON WASHER
ANCHOR NUT
03014
03- 10
FIGURE 9: PRIME PUMP SWITCH LOCATION
01037
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.
Section 03: FUEL SYSTEM
7. FUEL PUMP INSTALLATION 8. FUEL OIL SPECIFICATIONS
The fuel pump is driven off the rear of the air compressor.
FIGURE 10: FUEL PUMP LOCATION
03053
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.
1. If removed, install inlet and outlet fittings in the cover of the fuel pump.
NOTE
9. AIR CLEANER (DRY TYPE)
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.
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 (2) two intake ducts located just above engine side doors. 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).
2. Install drive coupling in drive hub of the fuel pump. Install a new gasket to the mounting flange of the pump.
9.1 PRE-CLEANER SERVICING
3. Index the drive coupling with the drive hub on the end of the air compressor crankshaft and align the pump mounting bolt holes with those in the air-compressor rear cover.
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.
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.
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.
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 Lbf-ft (30-38 Nm).
Install cleaner element as follows:
1. Inspect the gasket-sealing surface inside the air cleaner. It must be smooth, flat and clean;
5. Connect the fuel inlet and outlet lines to the fuel pump and tighten.
2. Install the air cleaner element;
6. Prime engine fuel system before starting engine to ensure pump seal lubrication and prompt engine starting.
03- 11
3. Make sure that the element seals securely;
4. Inspect element cover gasket and replace if necessary.
Section 03: FUEL SYSTEM
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;
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 a soft clean cloth;
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;
FIGURE 11: RESTRICTION INDICATOR
01052
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 it is located just in front of the coolant radiator (Fig.
13).
FIGURE 12: FUEL COOLER LOCATION
03054
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.
03- 12
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.
REPLACEMENT
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.
Section 03: FUEL SYSTEM
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. potentiometer. Retain for re-assembly.
3. Discard potentiometer (Fig. 13). 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. 13) and tighten just enough to secure potentiometer lightly. Tighten screws to 10 - 20 Lbf-in (1.5 - .2 Nm).
FIGURE 13: ELECTRONIC FOOT PEDAL ASSEMBLY
03035
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
03- 13
Section 03: FUEL SYSTEM
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
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(s) Capacity (ies)
Standard (XL2-45 & MTH 45) .....................................................................................208 US gallons (787 liters)
Standard (MTH 40 & MTH 45E) .................................................................................250 US gallons (945 liters)
Optional (MTH 45).........................................................................................................90 US gallons (341 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
ILLUSTRATIONS
4 - 1
Section 04: EXHAUST SYSTEM
1. DESCRIPTION
The muffler is rubber mounted on 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
The exhaust system should be inspected periodically for restrictions and leaks. The exhaust systems are shown on figures 1 & 2 (fig. 1 = XL2-40 & 45E and fig. 2 = XL2-45). Restrictions such as kinked or crimped pipes result in excessive back pressure that 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 objectionable noise, a leaking exhaust system could allow toxic gases to enter the vehicle. Inspect the exhaust system as follows:
* At vehicle inspection intervals ;
* Whenever a change is noticed in the sound of the exhaust system ; and
* Whenever the exhaust system is damaged.
Replace damaged or corroded exhaust system components without delay.
When operating the engine in a service garage or in a closed area, the exhaust must be vented to the outside. Place the shop vent hose over the exhaust outlet pipe.
WARNING
Avoid breathing exhaust gases since they contain carbon monoxide which is odorless and colorless but harmful. Carbon monoxide is a dangerous gas that can cause unconsciousness and can be lethal. If, at any time you suspect that exhaust fumes are entering the vehicle, locate and correct the cause(s) as soon as possible.
FIGURE 1: EXHAUST SYSTEM - XL2-40 & 45E (SHELL) INSTALLATION
4 - 2
04006
Section 04: EXHAUST SYSTEM
FIGURE 2: EXHAUST SYSTEM - XL2-45 (COACH & SHELL) INSTALLATION
04007
4 - 3
Section 04: EXHAUST SYSTEM
3. MUFFLER REMOVAL &
INSTALLATION
WARNING
Make sure that muffler and components are cold before handling.
1. Remove bolts and clamps securing exhaust pipe bellows to the muffler.
2. Support the muffler from underneath vehicle.
3. Remove U-clamp retaining the tail pipe to the muffler.
4. Remove bolt holding the tail pipe to the frame bracket.
5. Remove the tail pipe.
6. Remove the fasteners holding the four rubber mounts to the frame brackets.
7. Remove the fasteners securing the rubber mounts to the muffler brackets.
8. Remove rubber mounts then muffler from underneath vehicle.
9. Remove parts which are attached to the muffler such as brackets and collar.
10. Inspect and replace parts if necessary.
Reinstall parts on the new muffler.
For installation, reverse the removal procedure.
WARNING
To maintain the pipe centered at the time of installation, cardboard spacers must be inserted at four places at equal distance around tubing
(Fig. 3). These spacers may be left in place and will deteriorate over time.
FIGURE 3: FLEXIBLE TUBE INSTALLATION
04003
(CONVERTED VEHICLES ONLY)
5.1 EXHAUST
5.1.1 Installation on XL2-45 Shells
1. Remove L.H. side tag axle wheel.
2. Locate splash guard panel located at rear of vehicle (behind L.H. side tag axle wheel), then remove, cover bellows and exhaust pipe with 2-piece blanket #040553 (Fig. 4).
Use velcro to secure blanket in place.
Check connections for tightness and fasteners for proper assembly.
4. FLEXIBLE TUBE INSTALLATION
The flexible exhaust tube contains an inside rigid pipe. To allow appropriate flexibility for assembly, make sure that the rigid pipe is concentric to the flexible part.
4 - 4
FIGURE 4: EXHAUST BLANKET INSTALLATION
04009
3. Install the turbo blanket as described further in this section.
5.1.2 Installation on XL2-40 & XL2-45E
Shells
1. Remove L.H. side tag axle wheel.
2. Locate splash guard panel located at rear of vehicle (behind L.H. side tag axle wheel), then remove, cover bellows and exhaust pipe with 2-piece blanket #040565. Refer to figure 4 showing installation on XL2-45 shells. Use velcro to secure blanket in place.
3. Install the turbo blanket as described further in this section.
5.2 TURBO (ALL SHELLS)
Install turbo blanket #040557, then cover turbine housing (Fig. 5). Use velcro to secure blanket in place.
Section 04: EXHAUST SYSTEM
FIGURE 5: TURBO BLANKET INSTALLATION
04010
NOTE
The compressor housing does not require a blanket.
4 - 5
SECTION 05: COOLING SYSTEM
CONTENTS
05- 1
Section 05: COOLING SYSTEM
ILLUSTRATIONS
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 into 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 is dissipated by air streams created by the revolving fan and the motion of the vehicle.
05-3
05087
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 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.
Section 05: COOLING SYSTEM
FIGURE 2: SURGE TANK - ENGINE COMP'T
05079
The cooling system is filled through a filler cap on the surge tank (Fig. 2). A pressure cap underneath the 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
05-4 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.
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
Section 05: COOLING SYSTEM 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. clamps are worm-driven, made of stainless steel, supplied with a spring or with a series of
Belleville spring washers.
These clamps are designed to automatically adjust their 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 1 st
Type
Installation
A torque wrench should be used for proper installation. The recommended torque is 90 to
100 lbf-in. (10 to 11 Nm). 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
CAUTION
The hose clamps will break if over-torqued.
Do not over-tighten, especially during cold weather when hose has contracted.
05037
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.
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 two types of
05-5
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 re-torque 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.
Section 05: COOLING SYSTEM
3.1.2 2 nd
Type
Installation
A torque wrench should be used for proper installation. The recommended torque is 10 lbf-ft
(Fig. 4).
FIGURE 4: 4-INCH CONSTANT TORQUE CLAMP
05097
Constant-Torque Hose Clamp Replacement
CAUTION
The hose clamps will break if over-torqued.
Do not over-tighten, especially during cold weather when hose has contracted.
Maintenance
Since the constant-torque clamp automatically adjusts to keep a consistent sealing pressure, there is no need to re-torque 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.
FIGURE 5: REPLACEMENT OF HOSES AND CLAMPS
4. COOLANT
4.1 COOLANT LEVEL VERIFICATION
Coolant level is correct when cold coolant is visible through the surge tank sight glass
(Fig. 6). If coolant level is low, fill cooling system.
05-6
FIGURE 6: SURGE TANK SIGHT GLASS
05094
Section 05: COOLING SYSTEM
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.
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.
05-7
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
"Coolant Selections" For Engine Cooling
Systems Guide at the end of this section
(#7se298).
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.
Recommended phosphate free coolants: Detroit
Diesel “DDC Power Cool” (P/N 23512138) or
Prestone AF977 (bulk) Prevost #685125, 72702
(3.78 L), 70119 (205L), 70102 (4L).
A decal (052635) located on the surge tank provides information on recommended coolants.
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
Section 05: COOLING SYSTEM 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 hereafter:
NOTE
Above SCA values with Detroit Diesel #7se298 or TMC RP-329 “Type A”. Use Nalco Chemical
Company nitrite test kits (CO-318). A factory coolant analysis program is available through
Detroit Diesel distributors under part number
23508774.
DDC Fully Formulated Glycol Coolant Limits
-30 -– 50(°F)
125 -– 500 ppm
Freeze Point (°F)
Boron (ppm)
800 -– 3200 ppm Nitrite (ppm)
200 -– 750 ppm Nitrate (ppm)
50 –- 250 ppm
0 ppm MAX
8.0 -– 11.0
40 ppm MAX
100 ppm MAX
Silicon (ppm)
Phosphorus (ppm) pH
Chlorides (ppm)
Sulfates (ppm)
4.7 COOLANT RECOMMENDATIONS inhibitor and water at proper concentration
05-8 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 Detroit Diesel #7se298 or TMC RP-329
“Type A” formulation.
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.
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.
4.7.1 Coolant Not Recommended
All antifreeze and coolant containing phosphorous;
Automotive type coolants;
Methoxy propanol-base antifreeze;
Methyl alcohol-base antifreeze;
Sealer additives or antifreezes containing sealer additives.
4.7.2 Additives Not Recommended
Chromates.
Section 05: COOLING SYSTEM
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 1/4 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.
4.7.3 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).
4.7.4 Vehicles With Coolant Filters
Change the coolant precharge element filter for a maintenance element filter at initial oil changes
(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.
To drain engine and related components:
1. Stop engine and allow engine to cool. Close both heater line shutoff valves.
On XL2-40, XL2-45 & 45E MTH , one valve is located in the engine compartment, under the radiator fan gearbox (Fig. 7), another valve is located in the engine compartment behind splash guard panel at rear of vehicle (behind
L.H. side tag axle wheel) (Fig. 8).
NOTE
Refer to section 22 under "Preheating System" for information about preheater access and heater line shutoff valve.
FIGURE 7: ENGINE COMPARTMENT
05078
FIGURE 8: HEATER LINE SHUT-OFF VALVES
05067
On XL2-45 coaches , both valves are located in the engine compartment, behind splash guard panel at rear of vehicle (behind L.H. side tag axle wheel) (Fig. 9).
05-9
FIGURE 9: COACHES SHUT-OFF VALVES (TYP.)
01142
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.
Section 05: COOLING SYSTEM
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.
CAUTION
Drain water pump completely before extended storage to avoid possible water pump damage.
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.
FIGURE 10: ENGINE COOLANT DRAIN COCKS
05088
3. Unscrew the water pump housing inlet line drain plug (Fig. 11).
4. Open drain cock at bottom of thermostat housing to drain the coolant trapped above the thermostats (1, Fig. 10).
FIGURE 11: WATER PUMP DRAIN PLUG
05072
5. Open engine drain cock (2, Fig. 10).
6. Remove the transmission oil cooler. Drain, flush and inspect. Refer to Section 7,
“TRANSMISSION” for oil cooler maintenance or preventive replacement.
To drain the entire system, do the previous steps while maintaining the shutoff valves in the open position; then follow the procedure under
“9.2 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 vent line at top of thermostat housing is properly connected and not obstructed. The vent line (thermostat housing dome to radiator top tank) is required to ensure complete engine fill and proper venting 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.
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 cooling.
05-10
Section 05: COOLING SYSTEM
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.
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 cooling.
7. Fully drain system.
Vehicles without coolant filters:
Fill with a 50/50-antifreeze/water solution and add required inhibitors.
Vehicles with coolant filters:
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.
05-11
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, and 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.
NOTE
Apply air gradually. Do not exert more than 138 kPa (20 psi) air pressure. Too great a pressure may rupture a radiator tube.
Section 05: COOLING SYSTEM
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 located beside the belt tensioning arm (Fig. 12).
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.
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.
05-12
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.
FIGURE 12: COOLANT FILTER
05089
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 on 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.
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
Section 05: COOLING SYSTEM 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 coolant temperature, charge air cooling temperature, engine oil temperature, A/C condenser temperature, transmission retarder state, manual switch to a set of calibration data. Once fan switches to a state, it stays at that state for
30 seconds long before changing, to reduce clutch cycling. 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:
190°F (87.5°C) Thermostat starts to open
192°F (89°C) Fan medium speed, descending, off
196°F (91°C) Fan medium speed, rising, on
199.5°F (93°C) Fan high speed, descending, off
203°F (95°C) Fan high speed, rising, on
205°F (96°C) Thermostats fully open
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. 13).
On certain models, the mechanical locking device consists of two threaded bushings fixed on the pulley and two drilled metal plates fixed on the rotor. Use the two screws located on the face of the clutch to fasten the metal plates and the bushings (Fig.14).
FIGURE 13: MECHANICAL LOCKING DEVICE
05061
FIGURE 14: SCREWS LOCATION
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.
05-13
Section 05: COOLING SYSTEM
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 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.
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 15: THERMOSTAT AND RELATED PARTS
05034
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. 15).
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
05-14
FIGURE 16: FAN GEARBOX
05062
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. 16).
6. Adjust level to
″
Full
″
mark using Mobil SHC
630 (Prévost #180217) synthetic oil.
7. Insert dipstick in gearbox case, then remove again to check mark.
8. Reinsert the dipstick.
12. RADIATOR FAN BELT REPLACEMENT
Locate the belt tensioner pressure-releasing clockwise in order to release pressure in belt tensioner air bellows, thus releasing tension on belts.
Remove existing belts (3
″
V
″ belts & 1 Poly) from fan assembly and replace with new ones.
Turn the pressure-releasing valve clockwise 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) for XL2 Coaches and to 45 psi (310 kPa) for XL2 MTH.
12.1 BELT TENSION ADJUSTMENT
The regulator is located in the engine compartment behind the belt tension pressure releasing valve panel. Turn the screw located under the regulator assembly to change the tension pressure. Check proper pressure using the pressure check valve (Fig. 17).
Section 05: COOLING SYSTEM
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 ¼" (7 mm) gap between stopper and bracket under normal pressure of 50 psi -
345 kPa or 45 psi - 310 kPa. Refer to figure 18 for more information.
FIGURE 18: BELT TENSIONER
01059
13. FAN DRIVE ALIGNMENT
1. Install both attachment assembly plates (P/N
051779) (48, Fig. 19) through lower plating and secure with four spring nuts (P/N 500666), (70,
Fig. 19). Then install one spacer (P/N 050705), anchoring locations (Fig. 19).
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. 19) at both anchoring locations.
FIGURE 17: REGULATOR VALVE
12200
05-15
FIGURE 19: ANGLE SUPPORT
05014
Section 05: COOLING SYSTEM
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. 20).
FIGURE 20: PULLEY 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 seat assembly by shimming with additional spacers (#49 - P/N 050705).
NOTE
Use a straight edge to measure engine pulley's vertical angle (Fig. 21).
5. Check alignments again (steps 2, 3 & 4) then replace temporary anchoring nuts
(P/N 500709) (74, Fig. 19) with four nuts
(P/N 500714) (47, Fig. 19) and tighten using a wrench.
FIGURE 21: PULLEY VERTICAL ANGLE
05063
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, adjust upper tensioning bracket to provide a ¼" (7 mm) gap between stopper and bracket. Otherwise, release tension on system and readjust distance using bolts securing upper tensioning bracket (Fig. 18).
05-16
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 ..............................................................................................................................................................Valeo
Location .......................................................................................................................................... Rear L.H. side
XL2 Coaches, W0 & WE MTH
Supplier number.......... .............................................................................................................................1040153
Prevost number........... ...............................................................................................................................550820
W5 MTH
Supplier number.... ...................................................................................................................................1040149
Prevost number........... ...............................................................................................................................550819
Surge Tank Filler Cap
Make .............................................................................................................................................................. Stant
Model ................................................................................................................................................................. R3
Prevost number ..........................................................................................................................................052355
Pressure Cap
Make .............................................................................................................................................................. Stant
Pressure setting........................................................................................................................ 14 psi (96.53 kPa)
Supplier number .............................................................................................................................................. R12
Prevost number ..........................................................................................................................................550606
Fan Clutch
Make ............................................................................................................................................................. Linnig
Type ...........................................................................................................................................................3 speed
XL2 Buses
Supplier number .................................................................................................................................. LA1.2.0118
Prevost number ..........................................................................................................................................550837
XL2 MTH
Supplier number.... ............................................................................................................................LA1.2.0131Y
Prevost number........... ...............................................................................................................................550839
Note: The fan clutch is controlled by DDEC (not by thermoswitch).
Fan Gearbox
Make ..........................................................................................................................................Superior Gearbox
Ratio................................................................................................................................................................... 1:1
Supplier number .............................................................................................................................411ACF-097-6
Prevost number ..........................................................................................................................................550789
Lubricating Oil............................................................................................................................. MOBIL SHC 630
Prevost number (Oil) ..................................................................................................................................683666
05-17
Section 05: COOLING SYSTEM
Fan Belt (gearbox-fan)
Make .............................................................................................................................................................Dayco
Type ............................................................................................................................................................. Poly-V
Qty ........................................................................................................................................................................ 1
XL2 Coaches, W0 & WE XL2 MTH:
Supplier number .......................................................................................................................................... 10-55”
Prevost number ..........................................................................................................................................506684
W5 XL2 MTH:
Supplier number ................................................................................................................................. 12 PK-2100
Prevost number ..........................................................................................................................................507627
Fan Belt (gearbox-motor)
Make .............................................................................................................................................................Dayco
Type ...............................................................................................................................................................V belt
Qty ........................................................................................................................................................................ 3
XL2 Coaches:
Supplier number ...........................................................................................................................................AX-71
Prevost number ..........................................................................................................................................505522
W0 & WE XL2 MTH:
Supplier number ...........................................................................................................................................AX-73
Prevost number ..........................................................................................................................................506691
W5 XL2 MTH:
Supplier number ........................................................................................................................................3/BX-77
Prevost number ..........................................................................................................................................509822
Coolant
Prevost Number .........................................................................................................................................685125
DDC (Power Cool) .................................................................................................................................23512138
Prestone (Heavy Duty)............................................. AF977 (bulk), 72702 (3.78 L), 70119 (205L), 70102 (4L)
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
05-18
26
29
14
27
12
10
19
Blatt 1/1
LINNIG
Antriebstechnik GmbH
Riedheimer Str.5
D - 88677 Markdorf
Ersatzteilliste / spare part list LA1.2.0131Y
Ankerscheibe kpl.
Dauermagnetring kpl.
Magnet description armature disc compl.
armature disc compl.
permanent magnet ring compl.
coil
LINNIG-Nr.
LINNIG-No.
B0629
B0630
EB0094
01.266.2
rotor shaft pulley disc flange spacer bush spacer bush spacer bush cooling ring fitted key grooved ball bearing cylindrical roller bearing
02.311
05.424
07.1125
09.699
09.700
09.701
09.702
09.703
11.374
20.006
32.013
35.014
24
1
2
7
13
9
17
8
28
21
6
15
Ersteller: Metzner
16
4
22
3
25
18
11
Stand:
5
20
23
Position Menge Benennung position amount
17
18
19
1
1
1
Doppelkugellager
O-Ring
Radial-Wellendichtring
25
26
27
20
21
22
23
24
28
29
6
1
6
3
3
6
6
1
1
6
Zyl.-Schraube
Skt.-Schraube
Gewindestift
IN-STAR LIKO-Schraube
IN-STAR LIKO-Schraube
Skt.-Mutter mit Flansch
Skt.-Mutter mit Flansch
Sicherungsring
Sicherungsring
Einpress-Gewindebolzen
15. Nov. 2002
description double ball bearing
O-ring radial sealing ring socket head cap screw hexagon screw stud bolt
IN-STAR LIKO-screw
IN-STAR LIKO-screw hexagon nut with flange hexagon nut with flange circlip circlip press-in bolt
Revision: A
LINNIG-Nr.
LINNIG-No.
40.033
42.069
43.027
50.068
54.061
60.007
65.002
65.003
70.011
70.013
86.021
86.023
120.017
142.182
SECTION 06: ELECTRICAL
CONTENTS
XL2 COACHES ELECTRICAL COMPARTMENTS AND JUNCTION BOXES ..............................06-9
L.H. Side of Front Baggage Compartment (Vehicle Equipped With Video System) .......06-11
XL2 MOTORHOMES ELECTRICAL COMPARTMENTS AND JUNCTION BOXES ...................06-13
06-1
Section 06: ELECTRICAL
Center Stoplights and Cyclops Light Removal and Replacement ...................................06-47
06-2
Section 06: ELECTRICAL
ILLUSTRATIONS
)...............................................................................06-9
F IGURE 7: TOP SECTION OF FRONT SERVICE COMPARTMENT
..........................................................
...............................................................................................06-12
F IGURE 16: ENGINE COMPARTMENT R .
C JUNCTION BOX IN EVAPORATOR COMPARTMENT
..............................................06-15
F IGURE 19: TOP SECTION OF FRONT SERVICE COMPARTMENT
........................................................
DDR CONNECTOR LOCATION IN DRIVER
.........................................................................06-16
06-3
Section 06: ELECTRICAL
) ...................................................................................06-27
ALTERNATOR RETAINING BOLTS AND WASHERS
.........................................................................06-34
..............................................................................................06-41
INSTALLING CALIBRATION FIXTURES
.........................................................................................06-43
F IGURE 58: HIGH INTENSITY ZONE ( SHADED AREA ) OF A PROPERLY AIMED UPPER BEAM ON THE AIMING SCREEN
F IGURE 59: HIGH INTENSITY ZONE ( SHADED AREA ) OF A PROPERLY AIMED LOWER BEAM ON THE AIMING SCREEN
AIM INSPECTION LIMITS FOR LOWER
.............................................................06-45
06-4
Section 06: ELECTRICAL
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 parallel-series. 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. 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.
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:
Problem: affected.
You have identified the defective part
(breaker, diode, relay, etc.), and you wish to locate its corresponding circuit.
Circuit breaker #56 is released (open circuit) and you don't know which circuit is a) Refer to wiring diagram index, and look for
"Circuit breaker code" , pages F .
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.
06-5
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.
Section 06: ELECTRICAL
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
24 volt system
12 volt system
Blue
White
Green
110 V ac system (live)
110 V ac system (neutral)
110 V ac system (ground) 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 well-ventilated area, never in a confined space. Use outdoor whenever possible.
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.
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 engine compartment, on R.H. side of the vehicle or in the main power depending on type of vehicle.
The remaining breakers are located in the evaporator compartment, inside the A/C junction box.
FIGURE 1: WIRE IDENTIFICATION
NOTE
06048
Spare wires are identified by a wire identification number and by the letters “SP”, to designate “spare”.
CIRCUIT BREAKERS
CB1 A/C Full Air
CB2 Hot Wire
24 volts 200 amps
12 volts 40 amps
CB3 Rear Junction Box 12 volts 70 amps
CB4 Front Junction Box 12 volts 90 amps
CB5 Hot Wire 24 volts 30 amps
CB6 Rear Junction Box 24 volts 90 amps
CB7 Front Junction Box 24 volts 90 amps
CB8
Condenser Fan
24 volts 40 amps
Motor L.H.
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.
CB9
CB1
1
Motor
Condenser Fan
Motor R.H.
24 volts 40 amps
The smaller circuit breakers are accessible in the front service compartment and rear junction box. 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.
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
06-6
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 2.
NOTE
Each relay is identified with “12V” or “24V” 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 lbf-in (5,5 +
0,5 Nm).
Section 06: ELECTRICAL
06-7
Section 06: ELECTRICAL
FIGURE 2: TYPES OF RELAYS
06-8
06050
Section 06: ELECTRICAL
2. XL2 COACHES ELECTRICAL COMPARTMENTS AND JUNCTION BOXES
FIGURE 3: ELECTRICAL COMPARTMENT (XL2-45 COACH)
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.
On XL2-45 coaches, booster block is located in the main power compartment (Fig. 4).
06541
FIGURE 4: MAIN POWER COMPARTMENT (XL2-45)
06316
06-9
Section 06: ELECTRICAL
2.3 BATTERY SAFETY SWITCH
This switch disconnects both the 12 and 24 volts. This toggle switch is located in the main power compartment (XL2-45).
CAUTION
During repair or maintenance periods, set battery safety switch to the "OFF" position in order to avoid personal injury. This ensures that power is cut off even if master key switch is set to the “ON” position by mistake. When master key switch is set to the “OFF” position, electrical supply from the batteries is automatically cut off.
NOTE
When battery safety switch or master key switch is set to the "OFF" position, the electrical supply from the batteries is cut off, with the exception of the Fire Detection System, the
Engine & Transmission Electronic Controls, the
Auxiliary Heating System, the Battery
Equalizers and the Digital Clock.
2.4 BATTERIES
The batteries are located in the main power compartment on the XL2-45 coach.
Electric Circuit Protection
Two types of cutoff mechanisms are installed to protect the vehicle's electrical system; fuses and manually-resettable circuit breakers. If an electrical device is inoperative, check the corresponding cutoff mechanism.
CAUTION
Never replace a fuse with a higher rated one because it will cause severe damage to the electric system.
1. A/C full air (CB1) 200 A - 24 volts;
2. Front junction box (CB7) 90 A - 24 volts;
3. Rear junction box (CB6) 90 A - 24 volts;
4. Direct (CB4) 90 A - 12 volts;
5. Rear junction box (CB3) 70 A - 12 volts;
6. Condenser fan motor L.H. (CB8) 40 A - 24 volts;
7. Evaporator fan motor (CB9) 120 A - 24 volts;
8. Condenser fan motor R.H. (CB11)40 A - 24 volts.
FIGURE 5: LOCATION OF A/C JUNCTION BOX IN
EVAPORATOR COMPARTMENT
22244B
Most of the manually-resettable circuit breakers are located in the: A/C junction box, rear junction box, front service compartment, and in the main power compartment. An identification decal is affixed on the inside face of each door.
XL2-45 coaches are equipped with eight (8) main breakers; they are installed in the main power compartment and in the A/C junction box in the evaporator compartment, they can be identified as follows (Fig. 4, 5, 6 and 7):
06-10
FIGURE 6: A/C JUNCTION BOX
06317
2.6 FRONT SERVICE COMPARTMENT
The front service compartment is located on
L.H. side of vehicle, under the driver's window. It contains the following components (Fig. 7 and
8):
Section 06: ELECTRICAL
relays;
breakers;
diodes;
World Transmission ECU;
Electronic control unit for ABS.
06319
FIGURE 7: TOP SECTION OF FRONT SERVICE
COMPARTMENT
FIGURE 9: DDR CONNECTOR LOCATION IN DRIVER'S
AREA
18558
2.6.1 L.H. Side of Front Baggage
Compartment (Vehicle Equipped With Video
System)
This compartment may contain the following components: protective screen (with video system); video inverter (with video system);
Electronic system monitor.
Battery Equalizers
On XL2-45 coach the battery equalizers are located in the main power compartment (Fig. 4).
FIGURE 8: BOTTOM SECTION OF FRONT SERVICE
COMPARTMENT
06394
DDR connector
To enhance troubleshooting and to allow interrogation of the ECU for valuable service information, a DDR (diagnostic data reader) can be used. To use it, plug the appropriate connector (not furnished by the manufacturer) in the terminal located in the rear junction box or the connector located on L.H. console (refer to fig. 9 and 11). You can also use your pushbutton shifter to perform certain maintenance operations (see Section 01, Engine, under paragraph "4. DDEC V Diagnostic codes").
06-11
2.7 ENGINE COMPARTMENT (REAR
JUNCTION BOX)
The rear junction box is located in the engine compartment. Switches are located on R.H. side of rear junction box (Fig.10): engine compartment light switch; starter selector switch;
Rear start (push button switch).
Section 06: ELECTRICAL
FIGURE 10: REAR JUNCTION BOX SWITCHES
01017
The rear junction box contains the following components (Fig. 11):
relays;
breakers;
diodes; time delay relay;
FIGURE 11: REAR JUNCTION BOX
06318
06-12
Section 06: ELECTRICAL
3. XL2 MOTORHOMES ELECTRICAL COMPARTMENTS AND JUNCTION BOXES
FIGURE 12: ELECTRICAL COMPARTMENTS (XL2-40 BUS SHELLS)
06543
FIGURE 13: ELECTRICAL COMPARTMENTS (XL2-45E BUS SHELLS)
06-13
06545
Section 06: ELECTRICAL
FIGURE 14: ELECTRICAL COMPARTMENTS (XL2-45 BUS SHELLS)
3.1 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.
On all XL2 MTH, booster block is located on the breaker panel in the engine compartment on the
R.H. side and is accessible through engine R.H. side door (Fig. 15).
3.3 BATTERY SAFETY SWITCH
This switch disconnects both the 12 and 24 volts. This toggle switch is located on the breaker panel in the engine compartment on the
R.H. side and is accessible through engine R.H. side door (Fig. 15).
06-14
FIGURE 15: BREAKER PANEL
06542
06508
Section 06: ELECTRICAL
CAUTION
During repair or maintenance periods, set battery safety switch to the "OFF" position in order to avoid personal injury. This ensures that power is cut off even if master key switch is set to the “ON” position by mistake. When master key switch is set to the “OFF” position, electrical supply from the batteries is automatically cut off.
NOTE
When battery safety switch or master key switch is set to the "OFF" position, the electrical supply from the batteries is cut off, with the exception of the Fire Detection System, the
Engine & Transmission Electronic Controls, the
Auxiliary Heating System, the Battery
Equalizers and the Digital Clock.
3.4 BATTERIES
The batteries are located in the engine compartment R.H. side (Fig. 16). The battery arrangement may differ between vehicle types due to available space.
Most of the manually-resettable circuit breakers are located in the: A/C junction box, rear junction box, front service compartment and in the engine compartment R.H. side. An identification decal is affixed on the inside face of each door.
MTH XL2-40, XL2-45E and XL2-45 may be equipped with ten (10) main breakers; six (6) of which are standard and four (4) are supplied only on vehicles equipped with central A/C system. CB2 to CB7 breakers are standard and
CB1, CB8, CB9 and CB11 breakers are optional.
On all vehicles, breakers CB1 to CB7 are installed on breaker panel in engine compartment R.H. side (Fig. 15 & 16). They are accessible through engine R.H. side door and can be identified as follows:
1. A/C full air (CB1) 200 A - 24 volts;
2. Front junction box (CB7) 90 A - 24 volts;
3. Rear junction box (CB6) 90 A - 24 volts;
4. Direct (CB4) 90 A - 12 volts;
5. Rear junction box (CB3) 70 A - 12 volts;
6. Battery CB2) 40 A - 12 volts;
7. Battery (CB5) 30 A - 24 volts;
On all vehicles equipped with central A/C, breakers CB8, CB9 and CB11 are installed in the A/C junction box in the evaporator compartment (Fig. 17 and 18), and are identified as follows:
1. Condenser fan motor L.H. (CB8) 40 A - 24 volts;
2. Evaporator fan motor (CB9) 120 A - 24 volts;
3. Condenser fan motor R.H. (CB11)40 A - 24 volts.
FIGURE 16: ENGINE COMPARTMENT R.H. SIDE
18513
Electric Circuit Protection
Two types of cutoff mechanisms are installed to protect the vehicle's electrical system; fuses and manually-resettable circuit breakers. If an electrical device is inoperative, check the corresponding cutoff mechanism.
CAUTION
Never replace a fuse with a higher rated one because it will cause severe damage to the electric system.
FIGURE 17: LOCATION OF A/C JUNCTION BOX IN
EVAPORATOR COMPARTMENT
22178F
06-15
Section 06: ELECTRICAL
FIGURE 18: A/C JUNCTION BOX
06317
3.6 FRONT SERVICE COMPARTMENT
The front service compartment is located on
L.H. side of vehicle, under the driver's window. It contains the following components (Fig. 19 and
20):
relays;
breakers;
diodes;
World Transmission ECU;
Electronic control unit for ABS.
FIGURE 20: BOTTOM SECTION OF FRONT SERVICE
COMPARTMENT
06394
DDR connector
To enhance troubleshooting and to allow interrogation of the ECU for valuable service information, a DDR (diagnostic data reader) can be used. To use it, plug the appropriate connector (not furnished by the manufacturer) in the terminal located in the rear junction box or the connector located on L.H. console (refer to fig. 21 and 23). You can also use your pushbutton shifter to perform certain maintenance operations (see Section 01, Engine, under paragraph "4. DDEC V Diagnostic codes").
FIGURE 19: TOP SECTION OF FRONT SERVICE
COMPARTMENT
06319
FIGURE 21: DDR CONNECTOR LOCATION IN DRIVER'S
AREA
18558
06-16
Section 06: ELECTRICAL
3.7 ENGINE COMPARTMENT (REAR
JUNCTION BOX)
The rear junction box is located in the engine compartment. Switches are located on R.H. side of rear junction box (Fig.22): engine compartment light switch; starter selector switch;
Rear start (push button switch).
FIGURE 22: REAR JUNCTION BOX SWITCHES
01017
The rear junction box contains the following components (Fig. 23):
relays;
breakers;
diodes; time delay relay;
FIGURE 24: BATTERIES (TYPICAL)
06343
The vents require keeping the battery in an upright position to prevent electrolyte leakage.
Tipping the battery beyond a 45
O
angle in any direction can allow a small amount of electrolyte to leak out of the vent holes.
WARNING
DO NOT tip battery by more than 45
O
when carrying or installing the battery.
NOTE
Evidence of electrolyte leakage does not necessarily mean the battery is defective.
FIGURE 23: REAR JUNCTION BOX
06318
4. BATTERIES
The vehicle is provided with four (4) maintenance-free 12 volt heavy-duty batteries connected in series-parallel (Fig. 24). 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.
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 problems. If new cables are required, sealed terminal cable replacements should be used to retain the reliability of the original maintenance-free 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;
06-17
Section 06: ELECTRICAL
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.
4.1 BATTERY REMOVAL AND
INSTALLATION
When reinstalling batteries, battery connections must be tightened to 13-15 lbf-ft (18-20) Nm) and the nut on top of sliding tray to 45-55 lbf-in
(5-6 Nm). A torque wrench is required to ensure an accurate tightening torque.
WARNING
To prevent possible electric shock or sparking, the battery master switch must be set to the “Off” position before tightening an electrical connection.
NOTE
A protective silicone free, coating should be applied on all terminals that have been disconnected. We recommend the use of
Cortec VCI-238 (Prévost #682460) on all electrical connections.
The batteries are located in the main power compartment.
1. Remove the two screws at the bottom of the plastic protective cover, and then unscrew the two quarter turn nuts to remove the protective cover (Fig. 4)
WARNING
To prevent possible electric shocks or sparking, the battery master switch should be in the "Off" position before disconnecting cables from the batteries (see paragraph "2.3 Battery master switch").
2. Remove the supports, and unscrew terminal nuts of each defective battery.
3. Remove battery cables from the batteries.
4.1.2 XL2-40, XL2-45E and XL2 45 Bus
Shells
The batteries are located in the engine compartment R.H. side (Fig. 16).
1. Remove the tree (3) plastic protective cover retaining bolts. Remove the plastic protective cover.
2. Remove the support retaining bolt.
WARNING
To prevent possible electric shocks or sparking, the 12 and 24 volts battery master switch should be in the "Off" position before disconnecting cables from the batteries (see paragraph "3.3 Battery Master
Switch”).
4. Remove batteries.
5. Installation is the reverse of removal.
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.
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.
3. Remove the support (if necessary, remove battery cables). To remove battery cables, unscrew terminal nuts and remove cables.
4. Remove battery cables from defective 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.
06-18
5. Remove defective batteries.
6. 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 13-15 lbf-ft (18-20) Nm) and the nut on top of sliding tray to 45-55 lbf-in
(5-6 Nm). A torque wrench is required to ensure an accurate tightening torque.
WARNING
To prevent possible electric shock or sparking, the battery master switch must be set to the “Off” position before tightening an electrical connection.
NOTE
A protective silicone free, coating should be applied on all terminals that have been disconnected. We recommend the use of
Cortec VCI-238 (Prévost #682460) on all electrical connections.
Section 06: ELECTRICAL
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. 25).
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.
Each of the 12 volt batteries used on the vehicle has the following rating:
Reserve capacity: 195 minutes
Cold cranking (amps): 950 @ 0 o
F (-18 o
C)
Cold cranking (amps): 745 @ -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 o
F
(26,6 o
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 o
F (-18 o
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.
FIGURE 25: TEST INDICATOR
Green Dot Visible
06096
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.
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.
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.
06-19
Section 06: ELECTRICAL
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.
4.3.2 Removing Surface Charge
Disconnect cables from the battery and attach alligator clamps to the contact lead pad on the battery as shown in figure 27. Connect a 300 ampere load across the terminal for 15 seconds to remove surface charge from the battery.
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" .
Voltage and Temperature Chart
Ambient Temperature Minimum Voltage
70ºF (21ºC) and above 9.6
60ºF (16ºC)
50ºF (10ºC)
40ºF (4ºC)
30ºF (-1ºC)
9.5
9.4
9.3
9.1
20ºF (-7ºC)
10ºF (-12ºC)
0ºF (-18ºC)
8.9
8.7
8.5
NOTE
The accuracy of this test procedure is dependent upon close adherence to the proper load, time and temperature specifications.
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 26.
4.3.4 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, CB-20 and CB-21) located in the rear junction box, must be deenergized during these tests; afterward, depress black button to close circuit.
FIGURE 26: LOAD TEST
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.
06064
3. With an ammeter reading specified load, read voltage. The voltage should be at least
06-20
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.
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.
Section 06: ELECTRICAL
3. 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.
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. 27) after the vehicle cables are detached. The alligator clamps should make firm contact with the lead pads.
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.
FIGURE 27: 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
06-21
Section 06: ELECTRICAL 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.
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.
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.
Temperature
For example, a longer time will be needed to charge any battery at 0 o
F (-18 o
C) than at 80 o
F
(27 o
C). When a fast charger is connected to a cold battery, the current accepted by the battery will be very low at first, and 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.
4.4.2 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.
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.
4.4.1 Battery Charging Guide
Fast Charging Rate
20 amps @ 3-¾ hours
30 amps @ 2-½ hours
40 amps @ 2 hours
50 amps @ 1-½ hours
Slow Charging Rate
5 amps @ 15 hours
10 amps @ 7-½ hours
The time required for a charge will vary according to the following factors:
06-22
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.
Section 06: ELECTRICAL
WARNING
Follow the procedure exactly as outlined hereafter. Avoid making sparks.
1. Wear eye protection and remove rings, watches with metal bands and other metal jewelry.
2. 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:
3. 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 power compartment or in the engine compartment R.H. side (refer to fig. 4 and 15).
4. 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.
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.
4.5 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 lbf-in (5-6 Nm).
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 lbf-ft (13-20 Nm). Replace protective caps to prevent corrosion and sparks.
5. 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.
6. 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.
4.6 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:
7. When removing the jumper cables, perform the above procedure exactly in reverse order, and replace protective caps on booster block terminals.
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).
06-23
Section 06: ELECTRICAL
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.
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.
5. 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 in the main power compartment (XL2-
45) (refer to fig. 4), or in the engine compartment
R.H. side (MTH). 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.
4.7 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:
5.1 TELLTALE LIGHT DEFINITIONS
Battery Hi/Lo
Voltmeter drops below 24 V dc switches inadvertently left on overnight.
2. Defects in the charging system, such as high wiring resistance, faulty alternator, regulator or battery equalizer.
Check alternator output.
Check voltage regulator.
Check battery connections.
Check battery cells.
Check battery equalizer connections.
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.
Voltmeter exceeds 30 V dc
Check alternator output.
Check voltage regulator.
Check battery connections.
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.
Battery Balance
NOTE
Allow at least 15 minutes to balance batteries after any corrective measure has been taken.
06-24
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.
Section 06: ELECTRICAL
Check battery connections.
2. Demand for 12 volt power exceeding rated amperage output of battery equalizers causing batteries to go out of balance.
NOTE
Use Polyrex EM grease (684922) when repacking the bearings. Grease comes in 14.1 oz (400gr) cartridges.
Reduce 12 volt load or install additional battery equalizer(s).
Refer to Bosh T1 Alternator Maintenance
Manual Annexed at the end of this section.
“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 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.
6.1 TWIN BOSCH ALTERNATORS
INSTALLATION
If the alternators needed to be removed, reinstall as follows. Refer to figure 28 for installation and to figure 29 for tightening specifications:
1. Install alternator mounting bracket (1, figure
28) to the gear case. Use the four flanged phosphor alloy bolts on the pulley end of the bracket and the flanged nuts at the transmission end of the bracket;
2. Bolt the alternators to the bracket using the three inch bolt at the top of the upper alternator (2, fig 28) and flanged bolts at the other mounting bosses (3 and 4, figure 28).
Tighten the bolts in the sliding sleeves (4, figure 28) last as they will adjust to prevent breaking the alternator mounting bosses upon final tightening. Repeat for the second alternator;
CAUTION
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.
3. On the drive shafts of both alternators, install key, pulley, spring washer and nut.
Tighten to 220 Lbf-ft (300 Nm);
NOTE
Final tightening of the pulleys can be performed once the belt is installed. This will help keep the pulley from turning when tightening.
4. Install the snubber bracket (5, fig. 28) using three flanged bolts. Do not tighten the adjustment bolts on the snubber until after final tightening;
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 and voltage regulator 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.
5. Install the compressor belt idler pulley (6, fig. 28) as shown. A stud inserts into one of the mounting holes of the pulley assembly.
Fasten this one using a nut and bolts for the other two.
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.
06-25
Section 06: ELECTRICAL
FIGURE 28: TWIN BOSCH ALTERNATORS INSTALLATION
FIGURE 29: ALTERNATORS AND ACCESSORIES MOUNTING TORQUES
06-26
Section 6: ELECTRICAL
FIGURE 30: 50DN DELCO ALTERNATOR SECTIONAL VIEW
06493
FIGURE 31: ALTERNATOR WIRING DIAGRAM (DELCO)
06- 27
06067
Section 6: ELECTRICAL
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 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. 30 and
31).
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.
CAUTION
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
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.
BAD PRACTICE. NEVER JUMP F1 FIELD
OUTPUT
06068
TERMINAL TO DC(+) TERMINAL
06-28
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”
8.1 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
32.
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.
Section 6: ELECTRICAL
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 master 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 33 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.
CAUTION
Before checking the alternator, set the battery master switch to the OFF position.
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.
06- 29
Section 6: ELECTRICAL
FIGURE 33: VIEW OF RECTIFIER END FRAME WITH COVER REMOVED
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.
06069 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”.
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 34. 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 35. To check the diodes mounted in end frame for shorts, connect the ohmmeter negative lead to
06-30
FIGURE 34: DIODE TESTING
06070
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 36. 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
36. 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 35: DIODE TESTING
06071
When reinstalling diodes, torque to 9-11 lbf-ft
(12-15 Nm). Re-stake next to the threads in an arbor press with a 1/8 inch (3,2 mm) round punch. Press the punch with gradual pressure.
Do not strike as the shock may damage the diodes.
8.2.2 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
F
(27 o
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.
8.2.3 Stator Winding Check
The stator winding may be checked for open and short fields with an ohmmeter as follows:
FIGURE 36: STATOR WINDING TEST
06072
The following replacement procedures are based on the assumption that the diode end cover is still off and diode leads were disconnected as explained earlier in this section.
06- 31
Section 6: ELECTRICAL
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.
160-180 lbf-in (18-20 Nm). If no other parts are to be replaced, refer to “DIODE END COVER
INSTALLATION” in this section.
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.
assemblies from the end frame to provide access to the lower field to end frame bolts
(2).
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.
8.3.1 Diode Replacement (in Support)
1. Remove nut with lock washer attaching the diode support to the stator lead stud.
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.
2. Remove nut, lock washer, and flat washer attaching support to the small stud in the end frame.
6. Remove field terminal stud insulating bushing and seal from the end frame.
Remove insulating sleeve from the field terminal stud.
3. Remove the diode and support assembly.
Then remove insert from small hole in support or from small stud in the end frame.
7. Remove the four bolts and lock washers attaching the field to the end frame.
4. Remove nut and flat washer from diode mounting stud, and 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 lbf-in (18-20 Nm).
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.
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 lbf-in (2-3 Nm).
Install nut with lock washer on stator lead stud and tighten firmly.
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.
8.3.2 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
06-32
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.
Section 6: ELECTRICAL
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 bolts firmly.
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.
8.6.1 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.
8.6.2 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.
06- 33 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.
8.6.3 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.
8.7 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 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.
Section 6: ELECTRICAL
8.8 ALTERNATOR REMOVAL (DELCO)
1. Place "Starter Selector Switch" in engine compartment to the "OFF" position.
2. Place the battery master switch to the “OFF” position.
“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 37.
FIGURE 37: ALTERNATOR (HOSES AND WIRES)
06341
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 37.
6. Disconnect oil supply line and vent hose from top of alternator (Fig. 37) and tape lines to prevent entry of foreign matter.
Disconnect oil drain hose from bottom of alternator (Fig. 38) and tape line to prevent entry of foreign matter.
7. Remove the four bolts and lock washers fixing the alternator (refer to fig. 38).
06-34
FIGURE 38: ALTERNATOR RETAINING BOLTS AND
WASHERS
06350
WARNING
Alternator weights approximately 154 lbs
(70 kg). Another person is required to take the alternator out of the engine compartment.
8.8.1 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.
7. Separate the field assembly from the diode end frame by removing the four attachment screws.
Section 6: ELECTRICAL
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. 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.
8.8.2 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.
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.
Inspection
When the alternator has been disassembled to the extent that the stator is exposed, the stator should be checked for the following:
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. b) Proper spacing of conductors so that “near shorts” do not exist. c) Proper phase lead placement. d) Strong conductor and cross-over welds
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.
8.8.3 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.
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 frame until the inner race bottoms against the bearing spacer.
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,
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 lbf-ft
(6-7 Nm).
06- 35
Section 6: ELECTRICAL
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.
Installation
Installation of the alternator drive belt is the reverse of removal.
8.9.1 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.
Reassembly is the reverse of disassembly.
NOTE
When tightening the outside nut on the “DC” output terminal, torque the nut to 30- 35 lbf-ft
(41-47 Nm). The lower nut should be supported while doing so.
When reinstalling diodes, tighten to a torque of
9-11 lbf ft (12-15 Nm).
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
104 o o
F to 220 o
F (16 o
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 32.
Make sure the negative battery terminal is connected to the alternator frame.
8.9 ALTERNATOR DRIVE BELT
Removal
1. Insert a ¾‘’ socket drive into the tensioning arm opening (Fig. 39).
2. Twist the tensioning arm to slacken belt.
06-36
FIGURE 39: ALTERNATOR DRIVE BELT
06509
9. VOLTAGE REGULATOR (DELCO)
The 24 volt regulator used with Delco alternator is located in the engine compartment R.H. side
(MTH).
The transistor regulator illustrated in figure 40 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).
Section 6: ELECTRICAL
FIGURE 40: VOLTAGE REGULATOR
06408
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 41. 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.
FIGURE 41: TYPICAL WIRING DIAGRAM OF A NEGATIVE
GROUND SYSTEM
06415
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:
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:
CAUTION
Set the battery master switch to the “OFF” position.
Open the engine compartment R.H. side door in order to get access to the voltage regulator;
Unscrew the electrical cable connectors;
Unscrew the voltage regulator unit;
Install a new voltage regulator by reversing the procedure.
NOTE
For information about BOSCH alternator and voltage regulator, refer to technical publication
"Repair and Testing Instructions for T1
Alternator 0120 689 552".
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 42.
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 43 for details.
06- 37
Section 6: ELECTRICAL
REGULATOR
FLD
GND
BAT
IGN
BATTERY
JUNCTION BOX
SWITCH
F
DC
VOLTMETER
4. Connect a jumper lead from the alternator
"DC" terminal to the alternator field terminal.
REGULATOR
FLD
GND
BAT
IGN
BATTERY
JUNCTION BOX
SWITCH
CARBON
PILE
LEADS
DISCONNECTED
JUMPER
LEAD
TEST AMMETER
F
DC
ALTERNATOR
TEST
AMMETER
FIGURE 42: REGULATOR VOLTAGE SETTING
06416
Adjusment Screw
BATTERY
FIGURE 43: 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.
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. to touch ground.
Do not allow leads
3. Connect a voltmeter and an ammeter in the circuit at the alternator "DC" terminal.
06-38
ALTERNATOR
BATTERY
VOLTMETER
FIGURE 44: REGULATOR VOLTAGE TEST
(UNDERCHARGED BATTERY)
06417
5. Connect a carbon pile resistor load across the battery. Turn to the "Off" position.
6. See figure 44 for wiring connections.
7. Reconnect battery ground cable
8. Turn on all vehicle accessories.
9. 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.
10. 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 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".
Section 6: ELECTRICAL
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 41 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”.
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 45, and then reverse the ohmmeter leads to obtain two readings on the same component. Use the middle scale on scale-type 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.
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 41.
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.
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
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 43) with ohmmeter connecting each way. Reading should change as slotted screw is turned. If not, replace R2.
Transistor TR1 = See figure 45. Use the low scale. Each of the three checks should read low and high. If not, replace TR1.
FIGURE 45: CHECKING TRANSISTOR TR1
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 46.
06- 39
06081
Section 6: ELECTRICAL
CAUTION
Do not engage starter for more than 15 seconds at a time. If engine does not start within 15 seconds, release ignition key and let starter cool for one minute before attempting to restart.
FIGURE 46: CHECKING TRANSISTOR TR2
06081
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.
10. BATTERY EQUALIZER
VoltMaster Battery Equalizer Owner’s Manual
(100 amps) is annexed at the end of this section.
Refer to “Electrical Compartments and Junction
Box” in this section, for location.
12. 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 easily accessible through the engine compartment R.H. side door (Fig. 47). To use it, connect the female plug of an electrical extension cord to the heater plug. 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.
12.1 MAINTENANCE
This heater is non-serviceable except for the cord, and if faulty, must be replaced as a unit.
11. STARTER
Refer to Mitsubishi Electric Corporation
(MELCO) Service bulletin ME003-P annexed at the end of this section for information and maintenance instruction on MELCO 105P70 starter.
CAUTION
Prior to the installation of the Mitsubishi starter, the Flywheel Ring Gear must be examined for excess wear or damage.
Service Bulletin A1-M1N-1729EN included at the end of Section 06 shows acceptable levels of wear, and illustrates the proper measuring procedure. Maximum wear is
0.5mm. Ring Gears with more than 0.5mm of wear or damage must be replaced before installing the new starter to prevent engagement and/or disengagement problems. Failure to do so will render the
Warranty null and void.
FIGURE 47: ELECTRIC HEATER PLUG LOCATION
18354
06-40
13. EXTERIOR LIGHTING
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.
13.1 HEADLIGHTS
Each headlight assembly consists of two headlamp module 90 mm (3½ inch) equipped with a 12-volt halogen bulb and one 100 mm 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.
NOTE
If vehicle is equipped with optional Xenon headlamps, refer to paragraph 13.1.6.
Section 6: ELECTRICAL
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. 48). There is no adjustment for focus since the module is set for proper focus during manufacturing assembly.
FIGURE 48: HEADLIGHT ASSEMBLY
06546
13.1.1 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.
FIGURE 49: OPENING HEADLIGHT ASSEMBLY
06547
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.
The following is a general procedure for headlight adjustment using mechanical equipment, such as a “Hoopy 100” Aligner. If your mechanical equipment is different, refer to the manufacturer’s instruction manual.
13.1.2 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 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.
FIGURE 50: HEADLIGHT ASSEMBLY REAR VIEW
06548
Setting aligner according to slope
1. Park vehicle on a level floor.
06- 41
Section 6: ELECTRICAL
2. Set the support rail (Prévost #29261) down
(Fig. 51). Using shims, adjust its level to stabilize it.
FIGURE 51: 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. 52). Mark the position for future reference.
FIGURE 53: INSTALLATION OF HOOPY 100 ALIGNER
06496
FIGURE 52: 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. 53).
6. Using an Allen key on the front wheel, level
Hoopy 100 aligner until spirit level bubble is centered (Fig. 54 and 55).
7. Install a calibration fixture in the axis of front axle wheel and one in the axis of rear axle wheel (Fig. 56).
8. Adjust mirrors so that lines are perfectly aligned.
FIGURE 54: ADJUSTING HOOPY 100 LEVEL
06-42
FIGURE 55: SPIRIT LEVEL
06498
06500
Section 6: ELECTRICAL
NOTE
If aligner indicates LOW BATT, battery must be charged for 12 hours.
FIGURE 56: INSTALLING CALIBRATION FIXTURES
06497
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.
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. 51). 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. 48).
NOTE
Make sure that the vehicle is at proper height
(suspension) and that air pressure is above 90 psi.
3. Install onto support rail
(Fig. 53). 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”.
06- 43
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.
48).
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.
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.
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 described hereafter:
Section 6: ELECTRICAL
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. 57).
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
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. 59).
FIGURE 57: ALIGNMENT OF HEADLIGHT AIMING
SCREEN
06502
FIGURE 58: HIGH-INTENSITY ZONE (SHADED AREA) OF
A PROPERLY AIMED UPPER BEAM ON THE AIMING
SCREEN 7.6 M (25FT) IN FRONT OF VEHICLE
06503
56 to 90 cm (22 to
36 inch)
0 Vertical 10 cm (4 inch) up to
10 cm ( 4 inch) down
90 to 120 cm (36 to
48 inch)
5 cm (2 inch) down
5 cm (2 inch) up to 15 cm (6 inch) down
120 to 140 cm (48 to
54 inch)
6.4 cm (4 inch) down
4 cm (1.5 inch) up to
16.5 cm (6.5 inch) down
FIGURE 59: HIGH-INTENSITY ZONE (SHADED AREA) OF
A PROPERLY AIMED LOWER BEAM ON THE AIMING
SCREEN 7.6 M (25FT) IN FRONT OF VEHICLE
06504
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. 58).
06-44
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. 60).
Section 6: ELECTRICAL
FIGURE 60: 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. 61).
NOTE
Do not disrupt headlight adjustment screws.
Module Replacement
1. Pull the release handle located inside the front service compartment to tilt down the entire bumper assembly.
2. Remove the headlight screw fixing the headlight assembly, then tilt headlight assembly down (Fig. 48 and 49).
3. Remove connector from headlight bulb.
4. Unfasten three metal clips attaching headlight unit to support.
5. Install new module and fasten metal clips.
6. Install wiring connector on back of new sealed beam unit.
7. Tilt headlight assembly up into its housing then secure using fixing screw.
NOTE
Make sure headlight assembly is properly positioned into its housing before securing using fixing screw.
8. 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.
FIGURE 61: AIM INSPECTION LIMITS FOR LOWER-
BEAM HEADLIGHTS
06506
Bulb Removal and Replacement
1. Pull the release handle located inside the front service compartment to tilt down the entire bumper assembly.
2. Remove the headlight screw fixing the headlight assembly, then tilt headlight assembly down (Fig. 48 and 49).
3. Remove connector from headlight bulb.
4. Remove the bulb by pushing and rotating it out of the socket.
5. 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.
13.1.5 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. Pull the release handle located inside the front service compartment to tilt down the entire bumper assembly.
2. Remove the headlight screw fixing the headlight assembly, then tilt headlight assembly down (Fig. 48 and 49).
3. Partially unfasten back plate fixing screws, then remove signal lamp.
4. Remove socket from signal lamp.
5. Install wiring connector on back of new signal lamp then install signal lamp.
06- 45
Section 6: ELECTRICAL
6. Fasten back plate fixing screws then tilt headlight assembly up into its housing then secure using fixing screw.
NOTE
Make sure headlight assembly is properly positioned into its housing before securing using fixing screw.
13.1.6 Optional Xenon Headlamp
The outer lamps of each headlight assembly may be equipped with the optional Xenon lamps.
These lamps improve visibility and provide better lifespan.
6. 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.
CAUTION
Never connect a voltmeter or V.O.M. to measure bulb voltage as instrument will be destroyed.
Troubleshooting and Safety
When switching on the Xenon headlamp using the rocker switch, a lamp short-circuit test is performed.
Current is detected in the lamp circuit before the ignition time and ignition prevented. Connection of the "hot" lamp to the body mass also prevents ignition. In both cases, the system is cut off within < 0.2 s and can only be restarted via the rocker switch.
In general, the maximum ignition time is < 0.2 s, which period is followed by cutoff. This would happen if a lamp was defected.
Lamp missing: system is cut off after < 0.2 s.
FIGURE 62: XENON HEADLAMP LOCATION
Bulb Removal and Replacement
06549
1. Pull the release handle located inside the front service compartment to tilt down the entire bumper assembly.
If lamp components or cables are damaged by force (accident) so that contact with hazardous parts is possible, the current in these lines is earthed by the vehicle body and - as with a defective household appliance - switched off when 30 mA are reached within < 0.2 s. the cutoff time is shortened by a more powerful defect current.
2. Remove the headlight screw fixing the headlight assembly, then tilt headlight assembly down (Fig. 48 and 49).
3. Remove main cable connector (066011).
4. Remove connector from headlamp bulb by turning counterclockwise.
5. Unscrew the three Phillips head screws, pull the retainer and bulb out.
To protect the ballast, a counter in the electronic safety system ensures that a defective lamp can only be switched off 7 times consecutively after a successful ignition, after which the device is cut off. This prevents flutter and flashing. This counter is put out of action when the lamp cutoff time repetition interval is longer than 1.3 s so that temporary non-defect disturbances that result in immediate invisible re-ignition do not cause lamp cutoff.
CAUTION
To avoid breaking the bulb, make sure the socket is in proper position against the stop.
06-46
A warning notice on the lamp plug makes you aware of the fact that the lamp is operated in this system on a higher voltage (you should therefore switch off the lamp before working on this part).
After taking out the lamp, the contact pins are in a practically idle state (< 34 Volt) after < 0.5 seconds so that there is no immediate danger of electric shock even if the warning is disregarded.
With this safety concept there is no danger to check the ballast with a new bulb. There is a very high probability that the ballast is OK if the ballast can ignite the bulb.
One simple test to check the ballast would be to measure the Nominal current of 1.58 A after one minute for the 24V ballast.
13.2 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, two center stoplights (LED) and a cyclops light (LED) will illuminate simultaneously with the stoplights on the sides for increased safety. The L.H. and
R.H. side center stop lights are also used as directional signal and marker lights.
The stop, tail, directional signal and back-up 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.
13.2.1 Lamp Removal and Replacement
1. Open engine compartment rear door.
2. Remove the lamp support retaining screws
(2), and 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.
Removal and Replacement
These (LED) lights are sealed unit and should be replaced as an assembly in accordance with the following procedure:
1. Unscrew both “Phillips” light screws then remove the light assembly.
2. Install new light assembly and secure using screws.
06- 47
Section 6: ELECTRICAL
13.3 LICENSE 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.
13.4 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.
The amber marker lights are mounted along the sides of vehicle.
13.4.1 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:
1. Unscrew both “Phillips” light screws, and then remove the light assembly.
2. Position the new light assembly and install the “Phillips” screws.
Removal and Replacement
The clearance and identification light are sealed units (LED) and can be replaced in accordance with the following procedure:
1. Unscrew both “Phillips” light screws, and then remove the light assembly.
2. Position the new light assembly, and then install the “Phillips” screws.
Section 6: ELECTRICAL
VARIOUS LOCATION
06544
13.5 DOCKING AND CORNERING LIGHTS 2. Disconnect the light unit connection.
MTH vehicles are provided with two halogen sealed-beam 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 on 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. A dashboard-mounted rocker switch may be actuated to cancel this system in special situations.
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.
Two additional halogen sealed-beam units may be installed aft of the rear baggage compartment. These lights are used as docking lights and both will illuminate automatically when reverse range is selected to facilitate back-up or docking procedure. The cornering lights do not operate automatically when the reverse range is selected, but by means of a dashboard-mounted rocker switch. When the docking position is selected, the docking as well as the cornering lights illuminate.
13.5.1 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.
13.6.1 Bulb Removal and Replacement
1. Pull on the release handle located in the front 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.
4. Install the new bulb, reconnect the light unit and replace in its proper position.
CAUTION
During this step, avoid contacting the bulb with your fingers. This could alter the bulb life.
06-48
Section 6: ELECTRICAL
5. Reinstall the outer ring, pivot the assembly downwards.
6. Fasten the wing nut and securely close the bumper.
14. INTERIOR LIGHTING EQUIPEMENT
14.1 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.
14.1.3 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.
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.
14.2 STEPWELL LIGHTS (COACHES ONLY)
Two Stepwell lights are illuminated when the door opening system is activated.
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. 64).
NOTE
Switches are lighted by the use of LED. When lighting on a switch fails, replace defective switch as a unit.
14.2.1 Bulb Removal and Replacement
Proceed as follows to replace a 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.
14.3.1 Bulb Removal and Replacement
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
FIGURE 64: SWITCH
06321
14.1.2 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.
14.4 DRIVER’S AREA LIGHTS
Two halogen ceiling lights are installed over the stepwell and the driver’s area. These lights are frequently used for night-time operation when passengers board or leave coach.
14.4.1 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.
06- 49
Section 6: ELECTRICAL
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.
14.5 PASSENGER SECTION LIGHTING
The passenger section of coach is lit by two types of fluorescent tube lamps installed on the parcel racks.
The aisle or indirect 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 instation 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.
14.5.1 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. 58).
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.
06-50
Section 6: ELECTRICAL
FIGURE 65: PARCEL RACK LIGHTING
14.5.2 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.
14.5.3 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.
06419
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.
14.6 ENGINE COMPARTMENT LIGHTING
A switch located on R.H. side of rear junction box can be used to actuate the two oval engine compartment lights.
FIGURE 66: ENGINE COMPARTMENT LIGHT
06- 51
Section 6: ELECTRICAL
Each light is sealed and can be replaced as follows:
1. Disconnect the light unit connection.
2. Remove the lamp.
3. Position new lamp.
4. Connect the light unit.
5. Make sure the retaining ring is installed properly.
The halogen lavatory light is installed on ceiling.
A microswitch, mounted in the door exterior frame, is activated by the door lock mechanism upon locking to energize the circuit. This switch is readily serviced by removing the two Phillipshead screws securing the mounting plate to the door exterior frame.
LIGHT BULB DATA
APPLICATION
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 into 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.
15. LIGHT BULB DATA
When replacing a light bulb, special attention must be paid to the voltage rating (refer to light bulb data hereafter).
PREVOST
PART NO.
TRADE OR
SAE NUMBER
WATTS OR
CANDLE
POWER
VOLTS QTY
EXTERIOR LIGHTING
Lo-Beam Xenon (optional)
Docking & cornering
930388
930319
D2S
9415
License plate (sealed)
Marker Light (red)
Marker Light (amber)
Identification (red)
Clearance (red)
Identification (amber)
Clearance (amber)
Front directional (hazard & marker)
Rear directional
930266
930340
930341
930334
930334
930337
930337
560589
TL 15206
Grote 47072-3
Grote 47073
TL 25420R
TL 25420R
TL 25450Y
TL 25450Y
1156
35 W
37.5W
---
---
---
---
---
---
---
32 W
12
12
12
12
12
12
12
12
12
12
2
4
4
3
4
2
2
10
3
4
Center stop 12 2 930330 HELLA 96208
06-52
---
Section 6: ELECTRICAL
LIGHT BULB DATA
APPLICATION
EXTERIOR LIGHTING
PREVOST
PART NO.
TRADE OR
SAE NUMBER
WATTS OR
CANDLE
POWER
VOLTS QTY
--- 1
Exterior compartment
(except engine)
Engine compartment
LIGHT BULB DATA
APPLICATION
930383
PREVOST
PART NO.
SEALED 25 W
TRADE OR
SAE
NUMBER
WATTS OR
CANDLE
POWER
INTERIOR LIGHTING
Instrument cluster lights
Telltale panel assy.
Step light (Coaches)
562838
562907
562278
2721 MFX
---
6429
---
---
10 W
12
---
24
12
VOLTS
1820
Q20MR16
456
1.6 W
20 W
2 W
12
12
24
Parcel rack
Driver’s area
“EMERGENCY EXIT” decal
“LAVATORY
OCCUPIED”
“WATCH YOUR STEP”
Aisle
Reading
Fluorescent (In-Station)
Destination sign fluorescent
Fluorescent (Indirect)
560144
830176
560601
561166
560141
563260
830153
830152
1820
1251
303
F32T8/SP41
F13T5/CW
1.6 cp
3 W
6 W
32 W
13 W
2
QTY
---
1
2
A R
2
A R
24
24
24
---
2
A R
A R
A R
--- 1
--- A R
06- 53
Section 6: ELECTRICAL
16. 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-lbs (13-20 Nm)
Battery cover ................................................................................................................ 45-50 Ft-lbs (5-6 Nm)
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
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
06-54
Section 6: ELECTRICAL
Regulator
Make............................................................................................................................................ Delco-Remy
Model Number.................................................................................................................................................
Type ................................................................................................................................................ Transistor
Voltage adjustment ................................................................................................................. External screw
Prévost number................................................................................................................................... 562775
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
Battery equalizer
Make.................................................................................................................................................... Vanner
Model................................................................................................................................................. 60-100D
Amperes .......................................................................................................................................... 100 amps
Prévost Number .................................................................................................................................. 563334
Starter
Make...............................................................................................Mitsubishi Electric Corporation (MELCO)
Model Number............................................................................................................................M009T82479
Type ....................................................................................................................................................105P70
Voltage ........................................................................................................................................................ 24
Prévost Number .................................................................................................................................. 510752
No-load test
-Volts ........................................................................................................................................................ 23.5
-Max. current draw ..................................................................................................................... 125 amperes
-Min. rpm ..........................................................................................................................................3000 rpm
Starter solenoid
Make...............................................................................................Mitsubishi Electric Corporation (MELCO)
Model Number................................................................................................................................... 1115557
Pull In Voltage ............................................................................................................................16 volts max.
06- 55
Mitsubishi Electric Corporation (MELCO)
STARTER MOTORS (105P70)
Figure 1 - 105P70 STARTER
A starter is one of the parts installed to the flywheel housing. MELCO’s 105P70 starter uses the planetary gear reduction system, actualizing a compact and high-power starter. This starter weighs approximately 30 pounds (13.5 kg), extremely lightweight, and excels in handling.
In addition, this starter uses an overhung mechanism in the output shaft supporting structure designated to protect the inner starter parts from dust or water/oil splash.
1. Principle of operation
* When handling the starting system, be sure to refer to the wiring diagrams issued by the vehicle manufacturer to insure an understanding of the whole starting circuit.
Figure 2 shows the circuit diagram for the
105P70 Ground-float type (sometimes referred to as Insulated or Isolated Ground).
The circuit diagram contains a start switch, a magnetic switch, and a starter solenoid.
When the start switch is closed, the current flows through the magnetic switch windings.
The magnetic switch contacts are closed, enabling the current to flow through the windings in the starter solenoid. The clutch is thrust forward with the movement of the plunger and the lever (shown in figures 3), the pinion starts to rotate slowly by the above-mentioned current to engage with the ring gear. When the secure engagement is made, the main contacts in the starter solenoid are closed, and cranking takes place.
When the engine does not start during the initial cranking attempt, the start switch must be turned off within 30 seconds to protect the starter from excessive heat. If the starter motor is operated continuously for 30 seconds, it is necessary to allow the starter motor to be cooled off for at least 2 minutes before the next operation.
Figure 2 - BASIC STARTING CIRCUIT (GROUND-
FLOAT TYPE)
Figure 3 - CROSS-SECTIONAL VIEW (GROUND-FLOAT TYPE)
When the engine starts, the clutch prevents excessive overrun of the armature. Because the clutch is for a short-time rating, the start switch must be turned off immediately after the engine starts.
not be closed for more than 3 seconds. If this time is exceeded, the starter solenoid may be damaged.
2.4 Ring gear and pinion
2. Troubleshooting the starting circuit
If the starting system is not functioning correctly, the following checks will assist in determining which part of the circuit is at fault.
2.1 Battery
To determine the condition of the battery, follow the testing procedure specified by the vehicle manufacturer. Ensure that the battery is fully charged. (If the battery is faulty, the other starting systems cannot be checked.)
2.2 Wiring
Inspect the wiring relating to the starting system for damage. Inspect all connections to the battery, start switch, magnetic switch, and starter solenoid for contact failure due to looseness or rust.
2.3 Magnetic switch (Directly attached to the starter)
Inspect the magnetic switch for its function with the start switch closed (i.e. key switch in the start position) by measuring the voltage between the S-terminal in the starter solenoid and the ground. The switch should
If the battery, wiring, and magnetic switch are in satisfactory condition, it is assumed that a "stuck" condition may be found (this condition is the phenomenon caused when the pinion is caught by the ring gear, thereby resulting in neither pinion rotation nor thrust movement). This only occurs in very rare cases when the ring gear and pinion teeth are damaged on their end faces. Therefore, remove the starter and check the end faces on the ring gear and pinion for damage
(burr). If necessary, replace the ring gear and starter.
2.5 Starter
2.5.1 Pinion movement and starter solenoid operation test
As described in figure 4, inspect that the pinion advances forward (no rotation will occur) when a voltage of 16 to 24 V is applied to between the S-terminal in the starter solenoid and the ground. Inspection must be done within 3 seconds for voltage application. If the pinion does not advance forward, replace the starter. The P-coil in the starter solenoid may be layer-shorted, or the pinion sliding area may be clogged.
Figure 4 - TESTING PINION MOVEMENT AND PULL-
IN WINDINGS (GROUND-FLOAT TYPE)
For the starter switch coils, refer to the switch circuit diagrams for the ground-wire type (ground-float type) shown in figures 5.
Figure 5 - SOLENOID CIRCUIT (GROUND-FLOAT
TYPE)
If the pinion is performing properly, follow the procedure as described below to inspect the H-coil in the starter solenoid.
Remove the M-terminal nut as described in figure 6 and keep the lead wire end in contact with the M-terminal. Apply voltage between the S-terminal and the ground to let the pinion advance forward. Immediately after that, separate the lead wire from the Mterminal and check if the pinion stays in the advanced forward position while voltage is applied to the H-coil only. If the pinion returns, replace the starter. The H-coil is assumed to be layer-shorted.
* M-terminal nut tightening torque: 20 to 30
N
⋅ m
Figure 6 - TESTING HOLD-IN WINDINGS (GROUND-
FLOAT TYPE)
Below are the resistance values for the Pand H-coils for reference.
Coil
P-coil
H-coil
Resistance (reference)
0.072ohm at 68
°
F
1.300 ohm at 68
°
F
2.5.2 No-load test
The no-load test makes it easy to inspect the starter for functional failure without disassembling. This test can also identify an open/short circuit that is difficult to check when disassembled.
As shown in figure 7, connect the starter, fully charged battery, ammeter, and voltmeter. If possible, connect a resistor suitable for voltage control in parallel with the battery. In addition, use an rpm indicator to measure the revolution speed of the output shaft.
Note: Attention should be given to the output shaft which advances forward to approximately 0.8" (20 mm) and rotates at that position when the starter is operated.
Figure 7 - NO-LOAD TEST CIRCUIT (BODY-
GROUND TYPE)
* If the output shaft does not move, stop voltage application. If voltage continues to be applied, excessive heat will occur in the starter solenoid and give thermal damage to the coil, thereby making it unserviceable.
Inspect that the current and revolution speed satisfy the following standards when the start switch is closed.
Voltage
23.5 V
Current
125 A max.
Speed
3000 rpm min.
It is not necessary to adjust the voltage to the exact value of 23.5 V. If the voltage is slightly higher, the rpm will be proportionately higher, while if the voltage is lower, the rpm will be proportionately lower.
The current is independent of the voltage, and can be judged using the above standard.
* Note that the starter solenoid will not operate unless the voltage between the Sterminal and the ground exceeds 16 V.
Test result and possible cause
1. Rated current draw and revolution speed indicate normal condition of the starter.
2. Low revolution speed and high current draw indicate: a. Too much friction inside starter motor such as clogging, dirt, wearing, faulty bearings b. Shorted circuit inside starter
3. No revolution of the output shaft indicates: a. Grounded M-lead wire or field coils b. Frozen bearings
4. No current draw indicates: a. Open field coils b. Open armature coils c. Broken brush springs, worn brushes, or high insulation resistance between brushes and commutator
5. Extremely low revolution speed and low current draw indicate:
Poor connection between M-terminal and lead wire, or between bracket and brush holder screws (body-ground type only), damaged M-lead wire, damaged brush pig tails, or poor contact between commutator and brushes
6. High revolution speed and high current draw indicate:
Shorted field coils
* In case of symptoms 2 to 6, replace the starter, because of the possible failures mentioned above.
2.5.3 Output shaft play
Before reinstalling the starter to the engine, follow the procedure below to inspect the output shaft clearance.
1. Remove the M-terminal nut and keep the lead wire end in contact with the Mterminal.
2. Apply voltage to between the S-terminal and the ground to let the pinion advance forward. Immediately after that, separate the lead wire from the M-terminal. The pinion stays in the advanced forward position until the battery is disconnected.
3. As described in figure 8, measure the distance between the shaft pressed-in and pulled-out positions. The play should be within 0.004" to 0.118" (0.1 to 3.0
mm). If the measured value does not satisfy the standard, replace the starter.
Figure 8 - CHECKING OUTPUT SHAFT CLEARANCE
(GROUND-FLOAT TYPE)
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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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.
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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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Repair and Testing Instructions for T1 Page 14
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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Repair and Testing Instructions for T1 Page 15
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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Alternator 0120 689 552 Edition 001
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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Alternator 0120 689 552 Edition 001
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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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
UA/ASV
All rights rest with Robert Bosch Corp, including patent rights. All rights of use of reproduction and publication rest with R. B. Corp.
04.12.98
T1ALTFinal.DOC
Repair and Testing Instructions for T1 Page 39
Alternator 0120 689 552 Edition 001
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
UA/ASV
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04.12.98
T1ALTFinal.DOC
Repair and Testing Instructions for T1 Page 40
Alternator 0120 689 552 Edition 001
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
UA/ASV
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Repair and Testing Instructions for T1 Page 41
Alternator 0120 689 552 Edition 001
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
UA/ASV
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Repair and Testing Instructions for T1 Page 42
Alternator 0120 689 552 Edition 001
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
UA/ASV
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Repair and Testing Instructions for T1 Page 43
Alternator 0120 689 552 Edition 001
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
UA/ASV
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Alternator 0120 689 552 Edition 001
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
UA/ASV
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Repair and Testing Instructions for T1 Page 45
Alternator 0120 689 552 Edition 001
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
UA/ASV
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T1ALTFinal.DOC
Incorporated
Owner’s Manual
VoltMaster Battery Equalizer
Family 1
60-10B
60-20A
60-50A
60-50E
60-50M
24 V 12 V G N D
Family 2
60-100C
60-100D
60-100E
Family 3
60-60
60-60M
60-80
60-100
Family 4 Family 5
65-60
65-60M
65-80
65-100
66-60
66-80
66-100
Table of Contents
Introduction………………………………………………….………………… 2
Specifications…………………………………………………….………….… 3
Theory of Operation……………...…………………………………………… 4
Typical Applications…………………………...…………….…………..…… 5
Installation Instructions………………………….………...…………………. 7
Testing and Troubleshooting………………………………………………… 9
Warranty……………………………………………………………………….. 15
Incorporated Owner’s Manual
Introduction
Thank you for purchasing a Vanner VoltMaster Battery Equalizer. We are confident that you will be very pleased with its performance because our Battery Equalizers are designed and manufactured by skilled professionals using the highest standards in workmanship. With minimum maintenance and care, you can be assured of many years of trouble free service.
General Description
The Vanner VoltMaster Battery Equalizer is an efficient and highly reliable method of obtaining a 12 volt
DC power source from a 24 volt DC electrical system. The equalizer makes the batteries look like they are in series and parallel at the same time. In addition to providing regulated 12 volt power, the system ensures that battery voltages remain equal which significantly extends battery life. Ideally suited for vehicle and alternate energy applications, the VoltMaster Battery Equalizer is designed to save your batteries and the money you would spend replacing them. Users of the Vanner VoltMaster Battery
Equalizer know that it is the most cost effective and dependable solution for dual voltage systems.
A typical system would include a 24VDC power source, such as an alternator or solar array, two 12 volt battery banks in series, and the VoltMaster Battery Equalizer. The Battery Equalizer connects to the 24 volt, 12 volt and ground terminals of the battery system. When the 12 volt loads require power, the
Battery Equalizer ensures that the current is taken equally from both batteries, and that the voltages of the two batteries are kept equal. This equalization ensures extended battery life and provides a stable 12 volt supply for operating accessories.
Parallel Equalizers: Models are available which provide 10, 20, 60, 80 and 100 amps of 12 volt DC power. VoltMaster Battery Equalizers may also be operated in parallel to provide more power. For example, two 60 amp units can be installed to provide 120 amps of 12 volt DC power. Family 1, Family 3,
Family 4, and Family 5 models may be paralleled in any combination. Family 2 models may be paralleled only with other Family 2 models.
NOTE: The Vanner VoltMaster Battery Equalizer is an extremely reliable device and, when installed according to the instructions, will provide reliable operation for an indefinite period of time. However, if a system abnormality should develop that would cause a Battery Equalizer malfunction, damage to the battery system could result if 12 volt loads are present. If your system application is critical you may consider installing a Vanner Model EM-70 Electrical System Monitor . This module monitors the battery system' s voltages and balance, and provides fault signals that can be wired to warning lights, buzzers or other control/warning devices. Models 60-50M , 60-60M and 65-60M have the EM-70 built in. Call Vanner for more details.
Incorporated Specifications
Model Number
Family 1
Specifications
Family 2* Family 3* / Family 4
60-10B 60-20A 60-50A* 60-100E*
60-60*
65-60
60-80*
65-80
60-100*
65-100
20 to 35v
>91% >92% >92%
18 to 36v
>94%
18 to 32v
>97.5% >97.5% >97.5%
66-60
Family 5
66-80 66-100
Input Voltage 24v
Efficiency (Peak)
18 to 32 v
>97% >97% >97%
Max 24v Input Amps 6 12 28 55 32 43 53 32 43 53
Output Voltage
Output Amps (12v)
Standby Current
Operating Temp.
Storage Temp.
Serviceable
Environmental
Considerations
0-10
Yes
0-20
-40° C to +71° C (-40° F to 160° F)
-54° C to +85° C (-65° F to 185° F)
Yes
0-50
Yes
0-100
(Input Voltage/2) ±2% - 50mv
0-60 0-80
17 milliamps nominal at 28.4V
Yes No No
0-100
No
0-60
No
0-80
-40° C to +75° C (-40° F to 167° F)
-54° C to +95° C (-65° F to 203° F)
No
0-100
No
Anodized aluminum enclosure provides protection against salt, fungus, dust, water, fuel vapors and all fluids associated with commercial and off-highway vehicle operations. Continuous exposure to splashes and spills should be avoided.
Mounting Location
Mount on a flat surface close to the batteries to allow short cable runs. Vertical mounting with terminals down is recommended. Location should be protected from battery acid and gases.
Weights
2.3 lbs 5.0 lbs 7.0 lbs 9.5 lbs 6.0 lbs
7.0 lbs
6.6 lbs
7.6 lbs
6.6 lbs
7.6 lbs
6.0 lbs 6.3 lbs 6.3 lbs
Unlisted models: Model 60-60M and 65-60M have built-in EM-70 Electrical System Voltage Monitor.
Model 60-50M is a 60-50A with built-in EM-70. Model 60-50E is a 60-50A with weather resistant gasket.
Model 60-100C is an early 60-100E. Model 60-100D is a 60-100C with circuit breakers instead of internal fuses. Older models not listed in the above table should be tested as Family 1 and should be considered non-repairable.
*Obsolete.
Model
60-10B
60-20A
60-50A
60-100C
"D "
Family 1 and Family 2 Equalizer Dimensions
"B"
"C "
FAM ILY 1: 1/4"-28 STU D (X3)
TO RQ U E 60 IN-LBS M AX.
FAM ILY 2: 3/8"-24 STU D (X3)
TO RQ U E 150 IN-LBS M AX.
G N D
+12V
8.50"
(216.0)
8.00"
(203.3)
7.40"
(188.0)
"A"
“A”
4.25 (107.9)
9.38 (238.2)
13.38 (339.8)
13.46 (341.88)
+24V
.25" (6.35) .25" (6.35)
“B”
3.00 (76.3)
8.00 (203.2)
12.00 (304.8)
12.00 (304.8)
3.20"
(81.3)
3.82"
(97.03)
“C”
2.00 (50.80)
4.50 (114.3)
8.00 (203.2)
8.00 (203.2)
“D”
0.50 (12.7)
1.75 (44.4)
2.00 (50.8)
2.00 (50.8)
Incorporated Specifications
Family 4 and Family 5 Dimensions Family 3 Equalizer Dimensions
9.00"
(228.7)
8.00"
(203.3)
.50"
(12.7)
2.50"
(63.5)
10.50
(255.6)
0.56
(14.3)
2.47
(62.74)
+24V
GND
+12V
8.00"
(203.3)
8.50"
(216.0)
7.94
(201.7)
.25"
(6.35)
5-16"-18 STUD (X3)
TORQUE 120 IN-LBS MAX.
0.28
(7.1)
5-16"-18 STUD (X3)
TORQUE 120 IN-LBS MAX.
___________________________________________________________________
Theory of Operation
In many 24 volt electrical systems it is desirable to tap into the battery system to obtain power for 12 volt loads. This method, while seemingly simple, causes a charge imbalance resulting in Battery B (see diagram) being overcharged, and possibly boiling, while Battery A discharges.
To solve this application problem the Vanner
VoltMaster Battery Equalizer is connected to the battery system at the +24 volt, +12 volt, and ground points. The Battery Equalizer makes the batteries look like they are in series and in parallel at the same time. The Battery Equalizer maintains the voltage balance and therefore the charge acceptance rate of each battery. Family
3 and Family 4 Equalizers hold Battery A and B voltages to within 0.05 volts under light loads and to within 0.1 volts at full rated load. Family 1 and Family 2 models hold Battery A and B voltages to within 0.10 volts under light loads and to within 0.50 volts under full rated load.
+
24V
ALT.
_
+24 Volt
Loads
+12V
+12 Volt
Loads
+
12V
-
+
+24V
12V
Battery A
-
F1
F2
+24V
VANNER
Battery
Equalizer
+12V
GND
When the voltage of Battery A is higher than or equal to Battery B the Battery Equalizer is in the
Note-Battery Banks A and B should
have the same amp-hour capacity.
standby mode, i.e., it is not transferring power from its 24 volt input to its 12 volt output. When a 12 volt load is present, and Battery A' s voltage decreases to just below the voltage of Battery B, the Battery
Equalizer activates and transfers sufficient current from Battery B to Battery A to satisfy the load and maintain an equal voltage and charge in both batteries.
A key advantage of a system containing a Vanner VoltMaster Battery Equalizer, compared to a DC to DC converter, is that if the 12 volt load requires a momentary surge current which exceeds the rated capacity
Incorporated Typical Applications of the Battery Equalizer, Battery A will supply the extra current to the load. The Battery Equalizer will then replenish the energy to Battery A after the surge has passed.
The VoltMaster Battery Equalizer is a completely automatic device that requires no human intervention when installed according to the recommended procedures. Family 1 Equalizers and some Family 2
Equalizers have a manually resetable circuit breaker. If the circuit breaker trips, due to a system overload or abnormality, it can be reset by pushing the white button. Note that on some units the white circuit breaker button may protrude slightly in its normal (non-tripped) position. A blown fuse on Family 2
Equalizers requires factory repair. There are no user operational devices on Family 3, Family 4 or Family
5 models.
The following scenarios describe the VoltMaster Battery Equalizer' s system operation.
Scenario #1 - 24 volt load present, no 12 volt load present.
The system operates as a system would without the Battery Equalizer whether the alternator is ON or OFF. The Battery Equalizer is in the standby mode except for making small adjustments to keep the batteries in balance.
Scenario #2 - Both 24 volt and 12 volt loads present, alternator is OFF.
The Battery Equalizer will insure that both batteries will discharge at the same rate even if different loads are present.
Scenario # 3 - Both 24 volt and 12 volt loads present, alternator is ON.
The alternator provides 24 volt power to the battery system and to the 24 volt loads. The Battery Equalizer transfers power from the
24 volt source to the 12 volt load by converting 24 volt power to 12 volts. It will supply sufficient 12 volt power to satisfy the 12 volt load and to maintain battery voltage balance.
_____________________________________________________________________
Typical Applications
Vanner VoltMaster Battery Equalizer are used in many types of applications including transit and tour buses, private coaches, heavy trucks and off highway equipment, yachts, and alternative energy systems such as solar powered homes. In addition to Battery Equalizers, Vanner manufactures a wide range of complementary products such as DC to DC converters, DC to AC inverters, battery charger/conditioners, and battery isolators. The following system diagrams illustrate how these products are used in various applications.
TRANSIT BUS
+24V F2
+
24V
ALT.
_
+24 Volt
Loads
+12V
+12 Volt
Loads
+
12V
Battery B
-
F1
+
12V
Battery A
-
+24V
VANNER
Battery
Equalizer
+12V
GND
!
!
Incorporated Typical Applications
PRIVATE COACH
Battery Isolator or
Paralleling Switch
+
24V
ALT.
_
COACH BATTERY SYSTEM
+24 Volt
Loads
F2
+24V
+12V
+12 Volt
Loads
-
+
12V
Battery B
F1
+
12V
Battery A
-
+24V
VANNER
Battery
Equalizer
+12V
GND
+24V
HOUSE BATTERY SYSTEM
F2
+12V
+12 Volt
Loads
-
+
12V
Battery B
F1
+
12V
Battery A
-
+24V
VANNER
Battery
Equalizer
+12V
GND
+
-
VANNER
DC to AC
Inverter
120VAC
To AC Loads
+
24V
ALT.
_
+24 Volt
Loads
TOUR/CHARTER COACH
+24V
F2
+12V
+12 Volt
Loads
-
+
12V
Battery B
F1
+
12V
Battery A
-
+24V
VANNER
Battery
Equalizer
+12V
GND
+
-
VANNER
DC to AC
Inverter
120VAC
To AC Loads
MARINE
+
24V
ALT.
_
ENGINE BATTERY SYSTEM
+
24V
Starter
_
F2
+24V
+12V
+12 Volt
Loads
-
+
12V
Battery B
F1
+
12V
Battery A
-
+24V
VANNER
Battery
Equalizer
+12V
GND
Battery Isolator or
Paralleling Switch
HOUSE BATTERY SYSTEM
+24V
F2
To 24V
House
Loads
To 12V
House
Loads
-
+
12V
Battery B
F1
+
12V
Battery A
-
+24V
VANNER
Battery
Equalizer
+12V
GND
+
-
VANNER
Battery
Charger
From Main
AC Panel
+
-
VANNER
DC to AC
Inverter
To Automatic
Transfer
Switch
Engine Controls
Navigation Systems
Communications Equip.
"#$$%& "#$$%&
Incorporated Installation
Installation Instructions
When connecting wires or cables to the available post (+24, GND, +12) when installing Vanner Equalizer
Models 60-60, 60-80, 60-100, do not exceed the specified torque of 120 in-lbs. This information is printed on the Product Label just above the connection post. Torque values higher than specified may damage the product, reducing performance or creating hazardous conditions. Products damaged by improper torque may not be covered by warranty.
Do not connect more than one conductor per available post on any model of Vanner Equalizer. Multiple wires and cables may overstress internal components, resulting in poor performance or creating hazardous conditions. Products damaged by the installation of multiple conductors per post may not be covered by warranty.
Fault protection devices must be installed between the Equalizer and the power source (battery). A fault protection device would be any fuse or circuit breaker properly rated for the maximum DC current obtainable. This advisory is in accordance with SAE, NEC and UL, for mobile power applications. Install per applicable codes or within 18” of the battery. See Wire and Fuse Sizing Chart on page 9 of this manual or contact Vanner at 1-800-227-6937 or [email protected] if assistance is needed in sizing fault protection devices.
Caution: This equipment employs components that tend to produce arcs and sparks. To prevent fire or explosion, do not install in compartments containing batteries or flammable materials. Safety goggles should always be worn when working near batteries
Mounting Location –The Equalizer may be mounted in any orientation, however, the recommended orientation for optimum heat dissipation is vertical. It is recommended that the wiring terminals be down to prevent the possibility of a falling metal object shorting the terminals. Do not mount in zero-clearance compartment that may result in the Equalizer overheating. Locate so that contact by people is unlikely.
Environmental Protection – Do not expose to rain or moisture. The unit should be located in an area that will protect it from direct exposure to moisture such as high pressure washing, rain, etc.
Wiring Sequence – To prevent reverse polarity damage on Family 1 and Family 2 models when connecting/disconnecting battery terminals: ALWAYS 1) Remove Equalizer ground terminal first, and 2)
Replace Equalizer ground terminal last. The wiring sequence is not an issue with Family 3 or 4 models.
Equalizer Models 60-50M, 60-60M and 65-60M with built-in EM-70 Battery Monitor
F 2
(W H T) +24V IG N .
+24V
G N D
- BATT A + - BATT B +
OP TIO NA L
LOA D
D ISC ON N EC T
SW ITC H ES
24V
LO AD
+
R ED (BAT T. BAL.)
+12V
F 1 24V ALT
BLK (BATT . H I)
G R N (BATT . LO )
+ VO LT AG E FO R LAM PS
BATTER Y M O N ITO R
C O N T R O L IN PU T : +24VD C
O U T PU T: 0.375 A M PS (PER T ER M .)
T R IP LEVE LS: (ALL H AVE 5 SEC . D ELAY)
..
BAT TE R Y SYST EM H IG H 30.3V
BAT TE R Y SYST EM LO W 23.7V
12V
LO AD
-
The EM-70 Battery Monitor provides the following ground signals: Battery HI when +24 rises above
30.3V, Battery LO when +24 falls below 23.7V, Battery BALANCE when +12 is not within 6% of (+24 ÷ 2).
Each ground signal is rated 0.375 amps and should be protected by a 1 amp fuse.
'())*+ '())*+
Incorporated Installation
Caution adding 12volt batteries
+
24V
ALT.
_
F2
+24V
-
+
12V
Battery B
+
12V
+24V
VANNER
Battery
Equalizer
+12V
GND
BATTERY A AND BATTERY B
ARE THE SAME SIZE.
F1
+12V
+
12V
+12 Volt
Loads
- BATTERY A AND BATTERY B
ARE THE SAME SIZE.
+
24V
ALT.
_
+24V
+
12V
-
+
12V
+24V
VANNER
Battery
Equalizer
+12V
GND
BATTERY A AND BATTERY B
ARE NOT THE SAME SIZE.
+
12V
+12V
+
12V +12 Volt
Loads
- BATTERY B WILL BECOME
OVERCHARGED IF THE EQUALIZER CANNOT
KEEP UP WITH THE ALTERNATOR.
In certain applications, such as private coach or alternate energy applications, it may be desirable to have additional 12 volt “House Batteries” to operate heavy 12 volt (inverter) loads. Use the Equalizer to charge the additional batteries.
Connect the Equalizer 12V terminal to the additional batteries only. Do not connect the Equalizer 12V terminal to both battery banks as this would make Battery A larger than Battery B. Damage to Battery B may occur during charging due to overcharging, if the equalizer cannot keep up with the charging system.
Caution using a Ground-Side Battery Disconnect Switch
+24V F2
+
24V
ALT.
_
+24 Volt
Loads
HIGH CURRENT DIODE
+12V
+12 Volt
Loads
(Radio)
-
+
12V
Battery B
F1
+
12V
+24V
VANNER
Battery
Equalizer
+12V
GND
BATTERY DISCONNECT SWITCH
The system must be wired as shown to prevent Reverse Polarity Damage to polarity sensitive12 volt loads and Family 1 and Family 2 Equalizers while the ground-side disconnect switch is open. The equalizer' s GND terminal must be wired to the battery side of the ground-side disconnect switch circuit for the equalizer to work properly.
Install the external High Current Diode, such as Vanner Model 52-75 (45 amp continuous rating) to protect polarity sensitive 12 volt loads if these loads do not already contain input diode protection. This prevents a reverse polarity on the 12 volt equipment when the battery switch is open. The reverse polarity does not come from the Equalizer but from any 24 volt equipment that may be turned ON.
Wire Size and temperature rating
Cables connecting the Battery Equalizer to the batteries must be sufficiently large to prevent unwanted voltage drops. These voltage drops (loss) must be less than 0.05 VDC between the Equalizer' s +24 volt terminal and the battery +24 volt terminal (Battery B positive terminal), less than 0.10 VDC between the
Equalizer' s +12 volt terminal and the battery +12 volt terminal (the jumper between Battery A and Battery
,-../0 ,-../0
Incorporated Testing and Trouble Shooting
B), and less than 0.05 VDC between the Equalizer' s GND terminal and the battery ground terminal
(Battery A negative terminal that is connected to chassis ground). In most installations, the Battery
Equalizer' s terminals are wired directly to the battery terminals to prevent voltage loss that could occur in switch contacts, connections, and long wire runs. Since the equalizer can be operated in temperatures up to 71º or 75º C, use wire rated at least 90º C. See Wire and Fuse Size Chart.
Wire and Fuse Size Chart
Wire
Size
AWG
#6
#4
#2
#1
#14
#12
#10
#8
#1/0
#2/0
Ring Terminal
Molex or UL recognized equal
191930072
191930134
191930134
191930157
191930251
191930278
191930309
191930333
191930333
191930346
Fuse F1
Fuse F2
Max wire length, in feet, between Equalizer and battery to keep voltage drop under 0.1
volt. The chart assumes wire carries no other load and wire temperature is below 80º C.
60-10
3.2
5.0
7.7
12.8
19.4
35.2
51.9
65.4
82.9
105.5
60-20
XXX
2.5
3.8
6.4
9.7
17.6
26.0
32.7
41.4
52.7
60-50
XXX
XXX
XXX
2.6
3.9
7.0
10.4
13.1
16.6
21.1
60-60
65-60
66-60
XXX
XXX
XXX
2.1
3.2
5.9
8.7
10.9
13.8
17.6
60-80
65-80
66-80
XXX
XXX
XXX
XXX
2.4
4.4
6.5
8.2
10.4
13.2
60-100
65-100
66-100
XXX
XXX
XXX
XXX
XXX
3.5
5.2
6.5
8.3
10.5
2 x 60-100
2 X 65-100
2 X 66-100
XXX
XXX
XXX
XXX
XXX
XXX
2.6
3.3
4.1
5.3
20 amp 30 amp 80 amp 80 amp 100 amp 125 amp 250 amp
10 amp 15 amp 35 amp 40 amp 50 amp 80 amp 150 amp
Crimp the ring terminals using Molex tool 192840002 (14ga), 192840001 (10 -12ga), 192840035 (2 - 8ga) (phone
813-521-2700) and AC Terminal tool model 0280 (6 ga and larger) (phone 614-868-9828).
___________________________________________________________________
Testing and Troubleshooting
All Vanner equalizers fall into one of three distinct families. The three families operate differently and must be tested differently. The following three test procedures apply only to the equalizer family listed.
CAUTION
Servicing of electrical systems should only be performed by trained and qualified technical personnel.
Equipment Required
VoltMeter having 0.01 volt resolution. (Fluke Model 87 Multimeter recommended).
Clamp-on amp meter (Fluke Model 36 Clamp-on Meter recommended).
Vanner Repair Service
Vanner offers a quick turn around factory repair service for Family 1 and Family 2 models. (Family 3, 4 and 5 models are non-repairable.) Send the unit to the address below with a note instructing us to repair it. Include your name, phone number, shipping address (not a P.O. Box Number), and your purchase order number.
123345 123345
Incorporated Testing and Trouble Shooting
Test Procedure for Family 1 Battery Equalizers
Models 60-10B, 60-20A, 60-50A
CAUTION
To avoid Reverse Polarity Damage to Family 1 and Family 2 Equalizers when servicing the electrical system or when performing any work which involves making battery connections always:
1. Remove Equalizer Ground terminal first.
2. Replace Equalizer Ground terminal last.
Family 1 Battery Equalizer Test Procedure:
1. Carefully remove the ground (GND) cable from the Equalizer. Do not allow this cable to touch any other connection on the Equalizer because the other terminals are connected to the batteries.
2. Make sure there is approximately 12 volts between the +24 and +12 terminals of the Equalizer by momentarily connecting the two terminals of a 12 volt light (headlight, marker light, etc.) to the +24 and +12 terminals of the Equalizer. The light should light and stay lit.
3. Next, connect that same 12 volt lamp between the +12 and GND terminals of the Equalizer. The lamp should light and stay lit. If the lamp does not light, the light then goes out, or the light dims, the
Equalizer requires repair.
4. Further verification may be made by measuring the voltages on the Equalizer terminals. Be certain that the lamp used earlier is connected between the +12 and GND terminals.
5. Measure the voltage between +24 and +12 terminals. Note this reading.
6. Measure the voltage from the +12 terminal to GND. Note this reading.
7. Compare the two readings by subtracting the +12 to GND reading from the +24 to +12 reading. A properly functioning Equalizer is one where the difference is between -0.5 and +0.13 volts. For example, the +24 to +12 reading might be 12.85 volts. The +12 to GND voltage might read 12.75
volts. This Equalizer would be functioning properly with a 0.10 difference (12.85 minus 12.75 volts) which is within specs.
Q)
Common Questions for Family 1 Battery Equalizers
Will operating loads which exceed the output rating of the Battery Equalizer cause the circuit breaker (white button near the wiring terminals on Family 1 or Family 2 equalizers) to trip?
67889: 67889:
Incorporated Testing and Trouble Shooting
Q)
A)
Q)
A1)
A2)
Q)
A1)
A2)
A)
A3)
A4)
A3)
A4)
Q)
A)
No, the Battery Equalizer electronically limits the output current to a value less than the amount required to trip the circuit breaker. (Extreme conditions, such as 28 VDC input with 8 VDC output at very high ambient temperatures, may cause the circuit breaker to trip.)
Why is the Battery Equalizer' s circuit breaker value lower than its output current rating (35 amp circuit breaker in model 60-50A)?
The circuit breaker is in the ground circuit. Due to the equalizer’s two to one (24/12 VDC) voltage conversion, the model 60-50A requires 25 amps at 24VDC input to produce about 50 amps output at 12 VDC. Therefore, a 35 amp circuit breaker in the GND circuit will properly protect for the maximum 25 amp rating.
What causes the circuit breaker to trip on a Battery Equalizer?
The Battery Equalizer' s circuit breaker is designed to trip when the +12 volt to GND terminals are exposed to reverse polarity.
With the Battery Equalizer' s GND terminal connected to chassis and the battery negative terminal disconnected, a short between a +24 volt circuit and chassis will pull the chassis up to +24 volts, causing a reverse polarity on the +12 volt to GND circuits. The circuit breaker trips to protect the
Battery Equalizer.
With the Battery Equalizer' s GND terminal connected to chassis and the battery negative cable disconnected, 24 volt loads (e.g., starter motor) will pull the chassis up to +24 volt causing a reverse polarity on the Battery Equalizer' s +12 Volt to GND circuits. The circuit breaker will trip to protect the Battery Equalizer.
Since the above reverse polarity conditions may occur during bus maintenance it is recommended that the service personnel verify the circuit breaker is IN before releasing the bus for service and the tour bus operator do the same in his “walk around”.
What are some known conditions that could cause Battery Equalizer problems?
Corrosive liquids or water forced into the Battery Equalizer' s case from high pressure spray cleaning could shorten the normal life expectancy.
Drilling into the case (except for the mounting flanges) can shorten the life or prevent the unit from operating. The installer may not realize the Battery Equalizer is not operating correctly unless a 12 volt load is applied to the system and the Battery Equalizer 12 volt current is measured.
Too small of wire or bad connections will allow the Battery balance to be less than optimum.
Voltage loss in wire from the battery' s +24 volt terminal to the Battery Equalizer' s +24 volt terminal should be 0.05 VDC maximum; from the battery' s +12 volt terminal to the Battery
Equalizer' s +12 volt terminal should be 0.10 VDC maximum, and from the battery ground terminal to the Battery Equalizer' s GND terminal should be 0.05 VDC maximum, when the +12 volt load is causing the Battery Equalizer to operate at 100% capacity.
Installing the Battery Equalizer in a location where it will be exposed to battery fumes will shorten its normal life. Acid fumes are heavier than air. Installation of Battery Equalizers on the battery mounting surface near the bottom of the batteries have caused severe corrosion to the Battery
Equalizers. However, installation of Battery Equalizers 3 or more inches above the top of the batteries have not caused problems.
Can different models of equalizers be paralleled?
Yes, any combination of models from Family 1, Family 3 and Family 4 may be paralleled. Family
2 models may only be paralleled with other Family 2 models.
;<==>?
;<==>?
Incorporated Testing and Trouble Shooting
Test Procedure for Family 2 Battery Equalizers
2 4 V 1 2 V G N D
Models 60-100C, 60-100D and 60-100E
General: Family 2 Equalizers were designed to be more energy conservative during low power requirements compared to Family 1 models. This along with unique protection circuitry require Family 2 models to be tested differently than Family 1, or Family 3, 4 and 5 models.
CAUTION
To avoid Reverse Polarity Damage to Family 1 and Family 2 Equalizers when servicing the electrical system or when performing any work which involves making battery connections always:
1. Remove Equalizer Ground terminal first.
2. Replace Equalizer Ground terminal last.
Family 2 Battery Equalizer Test Procedure:
1. With the coach engine and vehicle loads OFF measure the voltage of Battery A. Replace or recharge
Battery A if less than 11.5 volts.
2. Start the engine and turn ON a 12 volt load such as headlights.
3. Measure the input voltage between the +24 and GND posts of the equalizer. This voltage should be between 25.5 volts and 29.0 volts. If it isn’t then check the alternator and 24 volt voltage regulator circuits.
4. Zero the DC Clamp-on ammeter as needed.
5. Put the jaws of the clamp-on ammeter around all wires connected to the equalizer +12 volt terminal stud.
6. Observe the DC amperage out of the equalizer with the clamp-on ammeter. If there are 3 amps or more showing on the ammeter, the equalizer is functioning and no further tests are needed.
7. Continue with the following steps ONLY if the ammeter shows less than 3 amps.
8. Measure the voltage between the +24 terminal (meter positive lead) and the +12 terminal (meter negative lead) of the equalizer. Record this voltage.
9. Subtract 0.60 volts from the number recorded in Step 8.
10. Measure the voltage between the equalizer +12 terminal (meter pos) and the GND terminal (meter neg).
11. Wait for this voltage to drop below the voltage calculated in Step 9 or the clamp-on ammeter reading jumps from approximately 0 to more than 3 amps. More than 3 amps means the equalizer is functioning.
@ABBCD @ABBCD
Incorporated Testing and Trouble Shooting
12. If the voltage drops below the calculated value from Step 9 and the clamp-on ammeter has not jumper from approximately 0 to more than 3 amps of current wait for an additional 30 seconds.
13. If the equalizer does not turn ON after 30 seconds the unit is defective and should be sent in for repair.
Test Procedure for Family 3, 4 & 5 Battery Equalizers
Models 60-60, 60-80 and 60-100 Models 65-60, 65-80, 65-100
Models 66-60-66-80, 66-100
General : Family 3, Family 4 and Family 5 Equalizers contain an indicator light. If the indicator light is ON the equalizer is working.
The Equalizer is working properly if:
1. The Indicator Light is ON and;
2. The 12 volt DC loads are being operated continuously and are within the rated capacity of the equalizer and;
3. Battery A voltage is lower than Battery B by no more than 0.05 to 0.10 volts (measured at the equalizer +24, +12 and GND terminals).
Family 3, 4 and 5 Battery Equalizers are electronically protected against reverse polarity damage therefore the DC connection sequence is not an issue.
Family 3, 4 and 5 Equalizers will not function properly unless all three battery connections are made.
Battery A and Battery B voltages both must be above 8 volts for the unit to turn ON.
Any combination of Family 1, Family 3, Family 4 and Family 5 models may be operated in parallel.
Please note that the 24V, 12V and GND stud position and orientation are different on Family 3, 4 and 5 models than on Family 1 or Family 2 models.
Family 3, Family 4 and Family 5 Battery Equalizer Test Procedure:
1. Field test the equalizer while fully connected to the vehicle batteries. For bench testing, two 12 volt batteries, or two 12 volt power supplies are required. Family 3, 4 and 5 Equalizers must be connected to the batteries at GND, 12V and 24V to function properly.
2. If battery voltage is below 24 volts start the vehicle or apply a 24 volt battery charger to the batteries.
3. Turn ON 12 volt DC loads up to the equalizer rated capacity. Measure DC amps on the equalizer +12 cable to verify load amperages.
4. At the equalizer measure and record: a. Battery A voltage (voltage between the equalizer +12 and GND terminals) b. Battery B voltage (voltage between the equalizer +24 and +12 terminals) c. Equalizer Indicator Light status (ON or OFF)
EFGGHI EFGGHI
Incorporated Testing and Trouble Shooting
5.
a.
Subtract Battery A voltage from Battery B voltage and compare readings.
Voltage Comparison
Indicator
Light
Equalizer Status
Battery A is lower than Battery B but within 0.05 volt.
OFF OFF
Stand-by Mode.
The equalizer will not turn ON until Battery A is lower than Battery B by more than 0.05 volts.
b.
c.
d.
Battery A is lower than Battery B by
0.05 to 0.10 volts.
Battery A is lower than Battery B by more than 0.10 volts
Battery A is lower than Battery B by more than 0.10 volts e.
Battery A is higher than Battery B
ON
ON
OFF
ON
ON
OFF
Normal Operating Mode
Self-Protection Mode due to Overload
Condition. See below.
The Equalizer is not functioning properly.
Abnormal condition. Suspect Battery B is defective or a 12 volt load is connected to Battery B.
Overload Condition on Family 3, Family 4 and Family 5 Equalizers
An overload condition exists when the 12 volt loads exceed the equalizer’s rated capacity. The overload condition will not damage the equalizer but may cause damage to the batteries.
During the overload, the equalizer output is limited by internal protection circuits to its Rated Output
Amps. The 12 volt amps exceeding the equalizer output are drawn from Battery A which will begin to draw the batteries out of balance. The equalizer full Rated Output Amps are maintained as long as
Battery A and Battery B remain balanced within 0.10 volt. The internal protection circuits will reduce equalizer output as the batteries become further out-of-balance. If Battery A voltage falls below approximately 8 volts the equalizer will shut itself OFF.
To correct the overload condition the 12 volt load must be reduced or the equalizer capacity must be increased.
Trouble Shooting an Engine No-Start Situation
Situation:
A coach has dead batteries and won’t start while jump starting. The coach is equipped with a 24 volt starting and charging system, a 12 volt electronic diesel engine control, a Family 3, 4 or 5 Equalizer, and a moderate 12 volt load which cannot be turned OFF. The coach sits for several days and the batteries run completely dead. During jump starting the engine cranks but does not start due to low voltage on the
12 volt supply. Electrical testing reveals there is no 12 volt output from the equalizer while jump starting even though the equalizer separately tests OK.
Cause:
The 12 volt load which could not be turned OFF first ran both batteries down until the equalizer shut itself
OFF due to low voltage. (Family 3, 4 and 5 Equalizers will shut OFF if system voltage falls below 16 volts or if voltage on either battery falls below 8 volts.) Then Battery A alone was drained to near zero volts.
As the bus is being jumped, 12 volt loads hold Battery A voltage too low for the equalizer to turn ON and
Battery A is too weak to support the 12 volt electronic engine control.
Solution:
Turn OFF all 12 volt loads (turning the battery disconnect switch OFF may accomplish this). Connect the jumper cables but do not crank the engine for two or three minutes or until the equalizer indicator light has turned ON which means the equalizer is ON. (Both batteries must rise above 8 volts.) The battery disconnect switch can then be turned ON and the bus should have adequate 12 volt power to start.
JKLLMN JKLLMN
Incorporated Warranty
NORTH AMERICAN LIMITED WARRANTY
Vanner Inc., doing business as The Vanner Power Group, referred to herein as Vanner, warrants that this product is free from defects in materials and workmanship for a period of two (2) years from date of installation or two and one half (2 1/2) years from date of manufacture, whichever is less if and only if the following requirements are complied with:
1. The product is installed and checked out properly according to all guidelines, instructions, and checkout procedures set forth in the product Installation and Operating Manual.
2. The installer records all checkout data required and completes, signs, and returns the warranty registration card to Vanner within ten (10) days after installation.
3. The product was purchased after January 1, 2000.
Vanner does not warrant its products against any and all defects when: defect is a result of material or workmanship not provided by Vanner; normal wear and tear, or defects caused by misuse or use in contrary to instructions supplied, neglect, accident, reversed polarity, unauthorized repairs and/or replacements.
All warranties of merchantability and fitness for a particular purpose: written or oral, expressed or implied, shall extend only for a period of two (2) years from date of installation or two and one half (2 1/2) years from date of manufacture, whichever is first. There are no other warranties that extend beyond those described on the face of this warranty. Some states do not allow limitation on how long an implied warranty lasts, so the above limitations may not apply to you.
Vanner does not undertake responsibility to any purchaser of its product for any undertaking, representation, or warranty made by any dealers or distributors selling its products beyond those herein expressed unless expressed in writing by an officer of Vanner.
Vanner does not assume responsibility for incidental or consequential damages, including, but not limited to, responsibility for loss of use of this product, removal or replacement labor, loss of time, inconvenience, expense for telephone calls, shipping expense, loss or damage to property, or loss of revenue. Some states do not allow the exclusion or limitation of incidental or consequential damages, so these limitations may not apply to you.
Vanner reserves the right to repair, replace, or allow credit for any material returned under this warranty.
Any damage caused by the customer will be charged or deducted from the allowance.
All warranty work will be performed at Vanner’s factory, or authorized repair facility utilizing a valid
Warranty Authorization Number (WAN) prior to repair. Products shall be delivered to Vanner’s facility, freight prepaid and fully insured. Products repaired under warranty, or replacement parts or products will be returned to North American location prepaid via same transportation means and level of service as received, unless directed otherwise. Prepaid freight policy does not apply to locations outside North
America.
OPQQRS OPQQRS
Incorporated BATTERY EQUALIZER OWNER’S MANUAL
Vanner Incorporated
4282 Reynolds Drive
Hilliard, Ohio 43026
1-800-AC POWER
(1-800-227-6937)
Tel: 614-771-2718
Fax: 614-771-4904 www.vanner.com
e-mail: [email protected]
Part Number D98761
July 15, 2002 Printed in U.S.A.
ELECTRONIC MONITOR EM-70D
Owner’s Manual
GENERAL
The EM-70D Electronic Monitor is a device designed to monitor several critical functions in the electrical system of a vehicle that operates on a 24 volt system. It will also monitor the 12 volt service when using a Vanner VoltMaster Battery Equalizer which supplies 12 volt service from a 24 volt source.
CHARACTERISTICS
The EM-70D can function in a variety of ways:
1. The monitor functions as an alternator monitor when the battery balance lamp output and +12 volt monitor input terminals are not in use.
2. The monitor functions as a device to control a field current relay, shutting down the field current if the voltage regulator fails in the full field mode. This function is accomplished by connecting the EM-70D as normal and installing a latching field current relay to the battery high lamp output terminal.
In all cases the lamp outputs in the EM-70D are designed to provide the ground connection for the lamps (or buzzers, beepers, relays) under a fault condition. The lamp outputs have also been designed so they may be paralleled should the installer wish to have fewer than three (3) indicator lamps in service. If this is done, the output current remains at 0.375 (375 milliamps). It is possible to install momentary light test switches (or just one (1) light test switch provided three (3) isolating diodes are installed) so as to enable the operator to check the lamps to determine if they are functioning.
INSTALLATION
When installing the EM-70D, locate a dry, flat surface that will accommodate the four mounting holes. Even though the unit is potted and completely sealed, it is preferable to locate the monitor in as clean a location as possible. Since the current levels are in the milliamp range, it is permissible to use 18 gauge wire at all seven spade terminals. When connecting the three (3) monitor input leads to the system, it is important to note that the connections should be made to the wiring system as close to the battery terminals as possible. This will allow the EM-70D to monitor the condition of the wiring and terminals in the system and alert the operator if a problem develops. Should these three (3) wires be connected to the three terminals on the equalizer, the EM-70D will only monitor the equalizer voltages and will not respond to wiring or termination problems.
SPECIFICATIONS
IGNITION SYSTEM INPUT: 24 VDC (Minimum 18 VDC, Maximum 35 VDC)
WARNING LAMP TRIP LEVELS: Battery System High - greater than 30 VDC
Battery System Low - less than 24 VDC
2
____
2
WARNING LAMP* OUTPUT: Open collector style, 0.375 amps (375 milliamps) maximum
*Also applies to buzzers, beepers, relays, etc.
INSTALLATION SCHEMATIC
D
QUICK CONNECTS
+24V IGN SW
GND
+12V
+24V
BATT LOW
BATT HIGH
BATT BALANCE
POWER ON LED
+24V IGN. SW.
+12VDC
+24VDC
BATT. LOW
BATT. HIGH
BATT.
BALANCE
POWER ON
VANNER
Model EM70D
ELECTRICAL SYSTEM
MONITOR
WARNING LAMP DEFINITIONS—LAMPS WILL GLOW UNDER FOLLOWING CONDITIONS:
BATTERY LOW
1. Battery voltage drops below 24 VDC
- Check alternator output
- Check alternator regulator
- Check battery connections
- Check battery cells
- Check Battery Equalizer connections
BATTERY HIGH
1. Battery voltage exceeds 30 VDC
- Check alternator output
- Check alternator regulator
- Check battery connections
BATTERY BALANCE
1. Batteries out of balance (greater than 1.5 volt difference between the two batteries)
- Check circuit breaker on Battery Equalizer (if applicable)
- 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 Equalizer; causing batteries to go out of balance
- Reduce 12 volt loads
- Install larger or additional Battery Equalizer
3. Equalizer not functioning properly
- Perform on-vehicle tests from troubleshooting guide (see Equalizer Owner’s Manual).
- If inoperable, replace Battery Equalizer and return inoperable unit to Vanner for repairs.
800- AC POWER
Corporate Office: 4282 Reynolds Drive • Hilliard, Ohio 43026 • Tel (614) 771-2718 • Fax (614) 771-4904 • www.vanner.com
OM-EM-70D 09/99 ©Copyright 1999, Vanner Inc. • Specifications subject to change without notice.
Part #A94319
FAULT CODE MANUAL Created on 00-04-25 15:30
FAULT CODE MANUAL
B7L, B7TL, B12
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FAULT CODE MANUAL Created on 00-04-25 15:30
Preface
The content of this manual has been based upon information from design department at Volvo
Bus, Volvo Trucks and external suppliers. Due to problems with retrieving updated documents, new signal specifications etc. we cannot guarantee that the information is 100% correct. Therefore we are very grateful to retrieve any notification about occurance of incorrect information. We will however, update the manual as soon as we get new information and distribute revised versions to all parties concerned.
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FAULT CODE MANUAL Created on 00-04-25 15:30
Table of contents
1.
Bus Instrument Cluster (BIC)...................................................................................................... 4
2.
The instrument display. ............................................................................................................... 4
3.
The windscreen wiper handle ...................................................................................................... 4
4.
Display menus. ........................................................................................................................... 5
5.
Setting the display language. ....................................................................................................... 5
6.
Read fault codes from ECU......................................................................................................... 6
7.
Comparing chassis number with the VIC..................................................................................... 8
8.
Comparing HW/SW id with the VIC. .......................................................................................... 8
9.
Fault codes, ABS (MID 136)..................................................................................................... 10
10.
Fault codes, BIC (MID 140 & 234) ....................................................................................... 13
11.
Fault codes, CECM (MID 164) ............................................................................................. 14
12.
Fault codes, CIM (MID 164) ................................................................................................. 15
13.
Fault codes, EECU (MID 128) .............................................................................................. 16
14.
Fault codes, TECU Voith 863,3 retarders and transmission (MID 130) .................................. 19
15.
Fault codes, ZF HP 502 retarder and transmission (MID 130) ................................................ 20
16.
Fault codes, Voith 115v retarder (MID 222) .......................................................................... 22
17.
Fault codes, retarder 133. ...................................................................................................... 23
18.
Fault codes, VECU (MID 144).............................................................................................. 25
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FAULT CODE MANUAL Created on 00-04-25 15:30
1. Bus Instrument Cluster (BIC)
The bus instrument cluster contains a number of indicators and lamps that shows the status of different parts of the bus. It can also be used to display faultcodes from the different control units by using the windscreen wiper handle. Normally this procedure is done by using a computer with related software but this manual offers an alternative to that as well as a complete list of all fault codes for each ECU.
2. The instrument display
At the lower left corner of the instrument cluster there is a small display that can show various information about the bus. From this display it is possible to read the fault codes that may have been set in one or more of the different control units.
3. The windscreen wiper handle
Using the the windscreen wiper handle at the right of the steeringwheel makes it possible to display the error at the lower left corner of the BIC. The errors can be displayed in numerical form and with help of the fault code table in this manual you can draw conclusions of what may have caused the errors.
1. Up/Down buttons, used to browse up or down through the menus.
2. “Return” button, confirms selected choice.
3. “Esc” button, regrets selected choice or moves one step up in the hierarchy.
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FAULT CODE MANUAL Created on 00-04-25 15:30
The image below displays the main menus in the display window. The window can only display three items at once, therefore the up/down button on the windscreen wiper handle must be used to browse through the menus. Simply press the “Return” button on the windscreen wiper handle to enter a desired menu. If you wish to return to the level above just press the “Esc” button on the windscreen wiper handle.
5. Setting the display language
Turn on the ignition on the bus. The display at the lower left corner of the instrument can display an icon of some sort depending on the bus status. If this is the case then press
“Esc” on the windscreen wiper handle to go to the main menu. If the language of the display is not English we recommend that you change the language settings of the display. This is done by entering the set-up mode in the display menu. Simply use the up/down button on the windscreen wiper handle and press the “Return” button when the text “Set-up mode” is highlighted. The display now changes to display the submenus to the “Set-up mode” menu. Klick the up/down button to highlight the text “Language” if it is not alreadey highlighted. Press the “Return” button again to enter the choices of languages, select “English” and press the “Return” button once more.
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FAULT CODE MANUAL Created on 00-04-25 15:30
6. Read fault codes from ECU
From the main menu, use the up/down button on the windscreen wiper handle to move down to the “System diagnostic” menu and press the “Return” key.
The line “Fault diagnostic” should now be highlighted, if it’s not you can simply use the up/down button on the windscreen wiper handle to move to that line. Press the “Return” button again and the fault code set in the transmission ECU will now be displayed on the screen.
The fault codes can be displayed in both numeric and text mode. Since the text mode is default you have to change it to numeric manually. This is done by pressing the “Return” button when the display shows the fault code in text mode. A menu with three choices is now shown on the display. Press the “Return” button while the choice “Numeric” is highlighted (it should be highlighted by default).
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FAULT CODE MANUAL Created on 00-04-25 15:30
As in the example above, you can see that the fault code is set in MID 130, the SID number is 191 and the FMI number is 2. By looking at the fault code table for MID 130
(which represents the TECU) you can see that SID number 191 means “Output speed level error” as well as the displaytext shown if your dipsplay would have been set to show faults in text mode.
The information about the PID number (or SID, PPID or PSID) together with the explanation of the FMI number associated with the fault might help you to draw a conclusion of what may have caused the error. The image below shows the FMI table which tells what type of fault the FMI number represents.
In this case the information MID 130, PID 191, FMI 2 means that the output shaft speed has retrieved intermittent or incorrect data, this gives an initial position to start the fault tracing from. Future revisions of this manual will contain more clearly instructions of how to fix the errors.
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FAULT CODE MANUAL Created on 00-04-25 15:30
7. Comparing chassis number with the VIC
The VIC (Vehicle Identification Card) is a card that comes with every new bus that identifies the chassis number for the bus and the HW/SW id for each control unit.
To check chassis number, select “Data log mode” from the displays main menu and press the “Return” button on the windscreen wiper handle. You now move down one step in the hierarchy and three new choices are presented on the display, select “Vehicle id” and press the “Return” buton on the windscreen wiper handle. The fleet id and the chassis number should occur on the display.
8. Comparing HW/SW id with the VIC
Just as with the chassis number the VIC can be used to verify HW/SW id for each ECU in the bus. To read the HW/SW id from a control unit you first select “System diagnostic” from the main menu of the display and press the “Return” button on the windscreen wiper handle. Then select “Part number” from the menu and press the “Return” button on the windscreen wiper handle once again. The menu now displays the different control units in the bus, in this case we want to see the HW/SW id for the chassis control unit (CECM) and therefore we select “Chassis” and press the “Return” button again.
- 8 -
FAULT CODE MANUAL Created on 00-04-25 15:30
The image below shows the HW/SW id for the CECM, the display cannot display both
SW id and HW id at the same time, therefore you have to use the up/down buttons on the windscreen wiper handle to show SW id instead of HW id.
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FAULT CODE MANUAL Created on 00-04-25 15:30
9. Fault codes, ABS (MID 136)
(P)PID/SID FMI
SID 4
SID 4
SID 4
SID 4
SID 4
SID 4
SID 3
SID 3
SID 3
SID 3
SID 3
SID 4
SID 2
SID 2
SID 2
SID 3
SID 3
SID 3
SID 3
SID 3
SID 3
SID 3
SID 4
SID 4
SID 4
SID 4
SID 4
SID 1
SID 1
SID 1
SID 1
SID 1
SID 1
SID 1
SID 1
SID 1
SID 1
SID 1
SID 1
SID 2
SID 2
SID 2
SID 2
SID 2
SID 2
SID 2
SID 2
SID 2
5
6
7
2
3
4
8
9
10
11
12
1
8
9
10
11
12
4
5
2
3
6
7
10
11
12
1
10
11
12
7
8
9
3
4
5
6
1
2
3
4
1
2
7
8
5
6
9
Seriousness MID
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
Component/Function
Speed drop-out
Abnormal speed
Frequency too high
Air gap
Incorrect tyre
Shorted to UBATT
Shorted to ground
Open circuit
Short circuit
Incorrect pole wheel
Slip
Wires mismatched
Speed drop-out
Abnormal speed
Frequency too high
Air gap
Incorrect tyre
Shorted to UBATT
Shorted to ground
Open circuit
Short circuit
Incorrect pole wheel
Slip
Wires mismatched
Speed drop-out
Abnormal speed
Frequency too high
Air gap
Incorrect tyre
Shorted to UBATT
Shorted to ground
Open circuit
Short circuit
Incorrect pole wheel
Slip
Wires mismatched
Speed drop-out
Abnormal speed (chatter)
Frequency too high
Air gap
Incorrect tyre
Shorted to UBATT
Shorted to ground
Open circuit
Short circuit
Incorrect pole wheel
Slip
Wires mismatched
Display text
Sensor wheel sp RF
Sensor wheel sp RF
Sensor wheel sp RF
Sensor wheel sp L1R
Sensor wheel sp L1R
Sensor wheel sp L1R
Sensor wheel sp L1R
Sensor wheel sp L1R
Sensor wheel sp L1R
Sensor wheel sp L1R
Sensor wheel sp L1R
Sensor wheel sp L1R
Sensor wheel sp L1R
Sensor wheel sp L1R
Sensor wheel sp L1R
Sensor wheel sp R1R
Sensor wheel sp R1R
Sensor wheel sp R1R
Sensor wheel sp R1R
Sensor wheel sp R1R
Sensor wheel sp R1R
Sensor wheel sp R1R
Sensor wheel sp R1R
Sensor wheel sp R1R
Sensor wheel sp R1R
Sensor wheel sp R1R
Sensor wheel sp R1R
Sensor wheel sp LF
Sensor wheel sp LF
Sensor wheel sp LF
Sensor wheel sp LF
Sensor wheel sp LF
Sensor wheel sp LF
Sensor wheel sp LF
Sensor wheel sp LF
Sensor wheel sp LF
Sensor wheel sp LF
Sensor wheel sp LF
Sensor wheel sp LF
Sensor wheel sp RF
Sensor wheel sp RF
Sensor wheel sp RF
Sensor wheel sp RF
Sensor wheel sp RF
Sensor wheel sp RF
Sensor wheel sp RF
Sensor wheel sp RF
Sensor wheel sp RF
- 10 -
FAULT CODE MANUAL Created on 00-04-25 15:30
MID
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
(P)PID/SID FMI
SID 6
SID 6
SID 6
SID 6
SID 6
SID 6
SID 6
SID 6
SID 6
SID 6
SID 6
SID 6
SID 7
SID 5
SID 5
SID 5
SID 5
SID 5
SID 5
SID 5
SID 5
SID 5
SID 5
SID 5
SID 5
SID 7
SID 7
SID 7
SID 8
SID 8
SID 8
SID 8
SID 9
SID 9
SID 9
SID 9
SID 10
SID 10
SID 10
SID 10
SID 11
SID 11
SID 11
SID 11
SID 12
SID 12
SID 12
SID 12
SID 13
SID 13
SID 13
SID 14
6
7
4
5
1
2
3
8
9
10
11
12
1
10
11
12
7
8
9
4
5
6
1
2
3
6
1
3
5
6
1
3
5
3
5
6
3
5
6
1
5
6
1
3
1
3
5
6
3
5
6
3
Seriousness Component/Function
Air gap
Incorrect tyre
Shorted to UBATT
Shorted to ground
Open circuit
Short circuit
Incorrect pole wheel
Slip
Wires mismatched
Speed drop-out
Abnormal speed
Frequency too high
Air gap
Incorrect tyre
Shorted to UBATT
Shorted to ground
Open circuit
Short circuit
Incorrect pole wheel
Slip
Wires mismatched
Speed drop-out
Abnormal speed
Frequency too high
Open circuit in- and outlet
Shorted to UBATT
Open circuit
Shorted to ground
Open circuit in- and outlet
Shorted to UBATT
Open circuit
Shorted to ground
Open circuit in- and outlet
Shorted to UBATT
Open circuit
Shorted to ground
Open circuit in- and outlet
Shorted to UBATT
Open circuit
Shorted to ground
Open circuit in- and outlet
Shorted to UBATT
Open circuit
Shorted to ground
Open circuit in- and outlet
Shorted to UBATT
Open circuit
Shorted to ground
Shorted to UBATT
Open circuit
Shorted to ground
Ground diagonal, shorted to
UBATT
Display text
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
Modulator valve LF
Modulator valve LF
Modulator valve LF
Modulator valve LF
Modulator valve RF
Modulator valve RF
Modulator valve RF
Modulator valve RF
Modulator valve L1R
Modulator valve L1R
Modulator valve L1R
Modulator valve L1R
Modulator valve R1R
Modulator valve R1R
Modulator valve R1R
Modulator valve R1R
-
-
-
-
-
-
-
-
Retard contr relay
Retard contr relay
Retard contr relay
Valve relay
- 11 -
FAULT CODE MANUAL Created on 00-04-25 15:30
SID 15
SID 15
SID 18
SID 18
SID 18
SID 19
SID 19
SID 19
SID 23
SID 231
SID 231
SID 231
SID 231
SID 248
SID 248
SID 248
SID 248
SID 248
SID 249
SID 249
SID 249
SID 251
SID 253
SID 253
SID 253
SID 253
SID 254
SID 254
SID 254
SID 254
SID 254
(P)PID/SID FMI
SID 14 4
SID 14
SID 14
SID 14
SID 14
5
5
6
7
SID 15
SID 15
SID 15
3
4
5
5
6
2
5
5
6
9
12
6
5
3
5
5
6
6
9
12
6
7
3
12
2
5
8
9
12
2
2
10
3
1
Seriousness
136
136
136
MID
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
136
Component/Function Display text
Diag. 1 Voltage, low voltage/open circuit
Ground diagonal, open circuit
ECU-Ground or WL-Ground
Valve relay
Valve relay
Valve relay
Ground diagonal 1, shorted to low Valve relay
Voltage feeding solenoid valve
ABS
Voltage feeding solenoid valve
ABS
Voltage feeding solenoid valve
ABS
Voltage feeding solenoid valve
ABS
Voltage feeding solenoid valve
ABS
Valve relay diagonal 2
Valve relay
Valve relay
Valve relay
Valve relay
Valve relay
Valve relay
ATC valve L Diff. Brake Valve, shorted to
UBATT
Diff. Brake Valve, open circuit
Diff. Brake Valve, shorted to ground
Diff, lock shorted to UBATT
Diff, lock open circuit
ATC valve L
ATC valve L
ATC valve R
ATC valve R
Diff, lock shorted to ground
Warning lamp ABS
ATC valve R
Warning light bulb
SAE J1939 Control link
SAE J1939 Control link
SAE J1939 Control link
SAE J1939 Control link
CAN plausibility
CAN open circuit
-
-
SAE J1939 data link
SAE J1939 data link
SAE J1939 data link
SAE J1939 data link
-
-
-
-
-
CAN grounded circuit
CAN time-out
CAN, internal error
SAE-J1922 datalink open circuit
SAE-J1922 datalink grounded circuit
SAE-J1922 bus not free
Overvoltage Diag. 1 or 2
ASR Configuration
ABS Configuration
EEPROM Wheel parameter incorrect
EEPROM Checksum
Internal Error
ABS (ASR) ELECTRONIC no loads
Excessive slip / dynotester
Modulator-Valve activation-time
Internal Error
-
Power supply
Calibration memory
Calibration memory
Calibration memory
Calibration memory
Controller #1
Controller #1
Controller #1
Controller #1
Controller #1
- 12 -
FAULT CODE MANUAL Created on 00-04-25 15:30
10. Fault codes, BIC (MID 140 & 234)
MID (P)PID/SID FMI
234
234
234
234
234
234
234
234
234
234
140
140
PID 84
PID 190
140&234 SID 240
140&234 SID 253
140&234 SID 253
140&234 SID 254
140&234 SID 254
140&234 SID 254
234 PID 117
234
234
234
PID 118
PID 120
PID 158
PID 175
PID 177
PPID 91
SID 250
SID 250
SID 250
PSID 1
PSID 2
PSID 3
PSID 4
9
9
0
13
14
9
9
2
9
9
9
9
13
12
13
12
6
6
6
6
9
12
Seriousness
Yellow lamp
Yellow lamp
Yellow lamp
Yellow lamp
Component/function
Speed
Number of revolutions
Program memory
EEPROM
EEPROM
Control unit
Control unit
Control unit
Brake pressure #1
Brake pressure #2
ZF/Allison oiltemp
Control unit battery potential
Engine oil temp.
Voith oil temp
Brake pressure circuit 3
SAE J1708 data link
SAE J1708 data link
SAE J1708 data link
Fuel indication, low level
Alarm clock, activating
Buzzer, danger
Buzzer, warning
Display text
Road speed
Engine speed
Program memory
Calibration memory
Calibration memory
Controller #1
Controller #1
Controller #1
Brake pressure #1
Brake pressure #2
Hyd retard oil temp
Battery potential
Engine oil temp.
Transm. oil temp.
Brake pressure #3
SAE J1708 data link
SAE J1708 data link
SAE J1708 data link
Output LX:13
Alarm clock activ.
Buzzer, alarm
Buzzer, caution
- 13 -
FAULT CODE MANUAL Created on 00-04-25 15:30
11. Fault codes, CECM (MID 164)
MID
164
164
164
164
164
164
164
164
164
164
164
164
164
164
164
164
164
164
164
164
164
164
164
164
164
164
164
164
164
164
164
164
164
(P)PID/SID FMI Seriousness
PSID 23
PSID 23
PSID 31
PSID 31
PSID 31
PSID 32
PSID 33
PSID 34
PSID 34
PSID 35
PSID 35
PSID 35
PSID 36
PSID 36
PSID 36
PSID 37
PSID 37
SID 231
SID 231
SID 250
SID 250
PID 43
PID 43
PID 70
PID 117
PID 117
PID 118
PID 118
PPID 191
PPID 191
PPID 191
PSID 20
PSID 20
5
3
3
4
3
4
4
5
3
4
3
4
3
4
3
4
3
3
5
5
4
5
3
4
4
3
4
3
3
4
3
4
5
Component/Function Display text
Starting sw. status
Starting sw. status
Park brake switch
Brake pressure #1
Brake pressure #1
Brake pressure #2
Brake pressure #2
Buzzer
Buzzer
Buzzer
Chassis data link
Chassis data link
D data link
D data link
Output CECM
Output CECM
Output CECM
Panel switch
Warning lamp output
Engine run signal
Engine run signal
Ignition output
Ignition output
Ignition output
Steer wheel adjust
Steer wheel adjust
Steer wheel adjust
Fuel shutoff valve
Fuel shutoff valve
SAE J1939 kontrlänk
SAE J1939 kontrlänk
SAE J1708 infolänk
SAE J1708 infolänk
- 14 -
FAULT CODE MANUAL Created on 00-04-25 15:30
12. Fault codes, CIM (MID 164)
MID
164
164
164
164
164
164
(P)PID/SID
PSID 31
PSID 31
PSID 3
PSID 4
PSID 45
PSID 46
FMI Seriousness
4
4
4
4
3
4
Component/function Display text
Short-circuit to battery
Short-circuit to ground
Alternator not charging
Alternator not charging
Alternator not charging
Alternator not charging
- 15 -
FAULT CODE MANUAL Created on 00-04-25 15:30
13. Fault codes, EECU (MID 128)
MID (P)PID/SID FMI
128 PID 105
128 PID 107
128 PID 107
128 PID 107
128 PID 107
128 PID 108
128 PID 108
128 PID 110
128 PID 110
128 PID 110
128 PID 111
128 PID 158
128 PID 172
128 PID 172
128 PID 174
128 PID 174
128 PID 175
128 PID 175
128 PID 175
128 PID 224
128 PID 224
128 PID 228
128 PID 45
128 PID 45
128 PID 45
128 PID 84
128 PID 84
128 PID 85
128 PID 91
128 PID 91
128 PID 94
128 PID 94
128 PID 94
128 PID 94
128 PID 98
128 PID 98
128 PID 98
128 PID 100
128 PID 100
128 PID 100
128 PID 102
128 PID 102
128 PID 105
2
12
11
0
3
4
3
4
1
3
3
4
4
0
5
3
3
4
3
4
4
0
3
4
7
9
11
1
3
4
5
9
11
9
4
1
1
3
3
4
3
4
3
Seriousness Component/function
Yellow lamp Starting heater status relay
Yellow lamp Starting heater status relay
Yellow lamp Starting heater status relay
Yellow lamp Vehicle speed
Yellow lamp Vehicle speed
Yellow lamp Cruise control, status switch
Yellow lamp Accelerator pedal percentage position
Yellow lamp Accelerator pedal percentage position
Yellow lamp Feed pressure, fuel
Yellow lamp Feed pressure, fuel
Yellow lamp Feed pressure, fuel
Yellow lamp Feed pressure, fuel
Yellow lamp Oil level sensor engine
Yellow lamp Oil level sensor engine
Yellow lamp Oil level sensor engine
Red lamp Oil pressure sensor engine
Yellow lamp Oil pressure sensor engine
Yellow lamp Oil pressure sensor engine
Yellow lamp Boost pressure sensor
Yellow lamp Boost pressure sensor
Yellow lamp Boost air temperature sensor
Yellow lamp Boost air temperature sensor
Yellow lamp Drop in pressure air filter
Yellow lamp Drop in pressure air filter
Yellow lamp Drop in pressure air filter
Yellow lamp Drop in pressure air filter
Yellow lamp Atmospheric pressure sensor
Yellow lamp Atmospheric pressure sensor
Coolant temperature sensor
Coolant temperature sensor
Coolant temperature sensor
Red lamp Coolant level sensor
Yellow lamp Battery voltage
Yellow lamp Air temperature, inlet
Yellow lamp Air temperature, inlet
Yellow lamp Fuel temperature sensor
Yellow lamp Fuel temperature sensor
Red lamp Oil temperature
Yellow lamp Oil temperature
Yellow lamp Oil temperature
Yellow lamp
Yellow lamp
Electronic immobilizer
Electronic immobilizer
Yellow lamp Calibration Factor (K)
Display text
Intake manif temp
Air filt press drop
Air filt press drop
Air filt press drop
Air filt press drop
Barometric press
Barometric press
Eng coolant temp
Eng coolant temp
Eng coolant temp
Coolant level
Battery voltage
Air inlet temp.
Air inlet temp.
Fuel temperature
Fuel temperature
Engine oil temp
Engine oil temp
Engine oil temp
Vehicle sec. Code
Vehicle sec. Code
Calibration number
Inlet air heat stat
Inlet air heat stat
Inlet air heat stat
Road speed
Road speed
Cruise control stat
Acc. Pedal pos, %
Acc. Pedal pos, %
Fuel delivery pres.
Fuel delivery pres.
Fuel delivery pres.
Fuel delivery pres.
Engine Oil Level
Engine Oil Level
Engine Oil Level
Engine Oil Pressure
Engine Oil Pressure
Engine Oil Pressure
Boost pressure
Boost pressure
Intake manif temp
- 16 -
FAULT CODE MANUAL Created on 00-04-25 15:30
MID (P)PID/SID FMI
128 PPID 100 3
128 PPID 100 4
128 PPID 100 5
128 PPID 109 3
128 PPID 109 4
128 PPID 109 5
128 PPID 122 3
128 PPID 122 4
128 PPID 122 5
128 PPID 123 3
128 PPID 123 4
128 PPID 123 5
128 PPID 124 3
128 PPID 124 4
128 PPID 124 5
128 SID 1-6 2
128 SID 1-6
128 SID 1-6
128 SID 1-6
128 SID 1-6
128 SID 1-6
128 SID 17
128 SID 17
3
4
7
11
3
4
5
128 SID 17
128 SID 20
128 SID 20
128 SID 20
128 SID 20
128 SID 20
128 SID 20
128 SID 20
128 SID 20
128 SID 21
128 SID 21
128 SID 21
128 SID 22
128 SID 22
128 SID 22
128 SID 23
128 SID 23
128 SID 23
128 SID 23
128 SID 23
128 SID 23
128 SID 23
128 SID 23
4
5
2
3
2
3
8
6
7
8
11
3
8
7
8
11
2
3
4
5
2
5
6
Seriousness Component/function
Yellow lamp Outer actuator
Yellow lamp Outer actuator
Yellow lamp Outer actuator
Yellow lamp Exhaust pressure governor EPG3
Yellow lamp Exhaust pressure governor EPG3
Yellow lamp Exhaust pressure governor EPG3
Yellow lamp Compression brake VCB
Yellow lamp Compression brake VCB
Yellow lamp Compression brake VCB
Yellow lamp Exhaust pressure governor EPG2
Yellow lamp Exhaust pressure governor EPG2
Yellow lamp Exhaust pressure governor EPG2
Yellow lamp Exhaust pressure governor EPG1
Yellow lamp Exhaust pressure governor EPG1
Yellow lamp Exhaust pressure governor EPG1
Yellow lamp Injector
Yellow lamp
Yellow lamp
Yellow lamp
Injector
Injector
Injector
Yellow lamp Injector
Yellow lamp Injector
Fuel shut-off valve
Fuel shut-off valve
Fuel shut-off valve
Yellow lamp Actuator, injection angle
Red lamp
Red lamp
Actuator, injection angle
Actuator, injection angle
Red lamp
Red lamp
Actuator, injection angle
Actuator, injection angle
Red lamp
Red lamp
Actuator, injection angle
Actuator, injection angle
Red lamp Actuator, injection angle
Yellow lamp Neelde lifting sensor
Yellow lamp Neelde lifting sensor
Yellow lamp Neelde lifting sensor
Yellow lamp Speed sensor, flywheel
Yellow lamp Speed sensor, flywheel
Yellow lamp Speed sensor, flywheel
Yellow lamp Control rod, actuator
Red lamp Control rod, actuator
Red lamp
Red lamp
Control rod, actuator
Control rod, actuator
Red lamp
Red lamp
Red lamp
Red lamp
Control rod, actuator
Control rod, actuator
Control rod, actuator
Control rod, actuator
Display text
Ext. timing act.
Ext. timing act.
Ext. timing act.
EPG # 3
EPG # 3
EPG # 3
VCB Compr. Brake st.
VCB Compr. Brake st.
VCB Compr. Brake st.
EPG2 Start/warmhold
EPG2 Start/warmhold
EPG2 Start/warmhold
EPG # 1
EPG # 1
EPG # 1
Injector Cylinder (SID#)
Injector Cylinder (SID#)
Injector Cylinder (SID#)
Injector Cylinder (SID#)
Injector Cylinder (SID#)
Injector Cylinder (SID#)
Fuel Valve
Fuel Valve
Fuel Valve
Timing actuator
Timing actuator
Timing actuator
Timing actuator
Timing actuator
Timing actuator
Timing actuator
Timing actuator
Engine position
Engine position
Engine position
Timing sens crank
Timing sens crank
Timing sens crank
Rack actuator
Rack actuator
Rack actuator
Rack actuator
Rack actuator
Rack actuator
Rack actuator
Rack actuator
- 17 -
FAULT CODE MANUAL Created on 00-04-25 15:30
MID (P)PID/SID FMI
128 SID 24
128 SID 24
128 SID 64
128 SID 64
128 SID 70
128 SID 70
128 SID 70
128 SID 230
128 SID 230
128 SID 231
128 SID 231
128 SID 231
128 SID 231
128 SID 232
128 SID 232
128 SID 240
128 SID 240
128 SID 250
128 SID 253
128 SID 253
128 SID 254
128 SID 254
128 SID 254
128 SID 254
128 SID 254
128 SID 254
2
9
11
12
5
3
4
8
3
4
2
13
3
9
11
12
13
12
2
8
3
4
2
12
12
2
Seriousness Component/Function
Red lamp
Red lamp
Control rod position
Control rod position
Yellow lamp Engine speed pump
Yellow lamp Engine speed pump
Yellow lamp Starting heater 1
Yellow lamp Starting heater 1
Yellow lamp Starting heater 1
Yellow lamp Idle switch
Yellow lamp Idle switch
Yellow lamp SAE J1939 Control link
Yellow lamp SAE J1939 Control link
Yellow lamp SAE J1939 Control link
Yellow lamp SAE J1939 Control link
Yellow lamp 5 V supply to sensor
Yellow lamp 5 V supply to sensor
Red lamp Programme memory (Flash)
Programme memory (Flash)
Yellow lamp SAE J1708 Information link
Red lamp Data set memory EEPROM
Red lamp
Red lamp
Red lamp
Red lamp
Red lamp
Red lamp
Data set memory EEPROM
Engine control unit (EECU)
Engine control unit (EECU)
Engine control unit (EECU)
Engine control unit (EECU)
Engine control unit (EECU)
Engine control unit (EECU)
Display text
Rack positoin sens.
Rack positoin sens.
Tim. Sens inj. Pump
Tim. Sens inj. Pump
Air inlet heater 1
Air inlet heater 1
Air inlet heater 1
Idle valid switch
Idle valid switch
SAE J1939 data link
SAE J1939 data link
SAE J1939 data link
SAE J1939 data link
5 V supply
5 V supply
Program memory
Program memory
SAE J1708 data link
Calibration memory
Calibration memory
Controller #1
Controller #1
Controller #1
Controller #1
Controller #1
Controller #1
- 18 -
FAULT CODE MANUAL Created on 00-04-25 15:30
14. Fault codes, TECU Voith 863,3 retarders and transmission (MID 130)
MID
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
PID 40
PID 65
PID 92
PID 93
PID 93
PID 124
PID 152
PID 158
PID 162
PID 177
PID 177
PID 177
PID 177
PID 177
PID 190
PID 191
PID 234
SID 1
SID 4
SID 6
SID 7
SID 8
SID 17
SID 52
SID 153
SID 153
SID 153
SID 153
SID 153
SID 221
SID 231
SID 233
SID 238
SID 239
SID 240
2
2
2
2
14 -
-
1
-
-
-
-
0
5
6
14 -
1 -
2 -
-
-
-
13 -
14 -
11 -
11 -
14 -
12 -
12 -
12 -
12 -
12 -
11 -
13 -
14 -
14 -
14 -
14 -
14 -
14 -
9 -
2
14 -
-
14 -
14 -
(P)PID/SID FMI Seriousness Component/function
Hand brake sensor
Foot brake sensor
Software
CAN
CAN
Low oil level
ECU-Reset
Power supply
Gear selector switch
Temperature sensor
Temperature sensor
Temperature sensor
Temperature sensor
Temperature sensor
Engine speed
Output speed
Frequency output
Control solenoid valve turbine brake
Control solenoid valve 4 speed clutch
Solenoid valve converter brake
Control solenoid valve pump brake
Control solenoid valve input clutch
Turbine speed
Pressure rise fault
-
-
-
-
Power supply for brake sensors
CAN
Message from safety computer
Pushbutton switch lightning
Central warning light
Software
Display text
Retarder switches
Brake pedal switch
Engine load, %
Engine torque
Engine torque
Transm. oil level
No. of ECU resets
Battery potential
Gear selected
Transm. oil temp.
Transm. oil temp.
Transm. oil temp.
Transm. oil temp.
Transm. oil temp.
Engine speed
Output shaft speed
Software no.
Solenoid valve #1
Solenoid valve #4
Solenoid valve #6
Lockup sol.valve
Forward sol. valve
Turbine speed
-
Hydraulic system
-
-
-
-
Int sensor supply
SAE J1939 data link
Controller #2
Diagnostic lamp RED
Diag. lamp AMBER
Program memory
- 19 -
FAULT CODE MANUAL Created on 00-04-25 15:30
15. Fault codes, ZF HP 502 retarder (MID 222) and transmission (MID 130)
MID
130
130
130
130
130
130
130
130
130
130
130
130
130
222
222
222
222
222
222
222
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
130
(P)PID/SID FMI Seriousness Component/function
SID 6
SID 7
SID 7
SID 7
SID 8
SID 8
SID 55
SID 55
SID 55
SID 55
SID 6
SID 6
SID 8
PID 1
PID 1
PID 62
PID 120
PID 120
PID 120
SID 10
SID 254
SID 3
SID 3
SID 3
SID 4
SID 4
SID 4
SID 5
SID 5
SID 5
PID 1
PID 155
PID 155
PID 161
PID 161
PID 177
PID 177
PID 177
PID 191
PID 191
SID 1
SID 1
SID 1
SID 2
SID 2
SID 2
SID 225
SID 225
SID 253
SID 253
SID 253
5
3
4
5
3
4
4
5
2
3
3
4
4
3
14
0
3
5
3
4
5
3
3
4
4
5
4
5
11
3
11
3
4
3
4
2
0
3
12
2
11
0
4
5
5
3
3
4
2
11
12
Display text
Transmission slip
Not used dig. Out shorted high
Internal I/O safety switch error
Turbine speed level error
Turbine speed measuring overflow
Transmission oil temperature high
Invalid data
Aux. input/output 1
Aux. input/output 1
Input shaft speed
Input shaft speed
Transm. oil temp.
Transmission temperature sensor above Transm. oil temp.
Transmission temperature sensor below Transm. oil temp.
Output speed level error Output shaft speed
Output speed measuring overflow
Solenoid valve B shorted high
Solenoid valve B shorted ground
Output shaft speed
Solenoid valve #1
Solenoid valve #1
Solenoid valve B circuit break
Solenoid valve C shorted hig
Solenoid valve C shorted ground
Solenoid valve C circuit break
Operating lamp shorted high
Operating lamp shorted ground
Operating time counter checktime error
Statistik memory checksum error
Error read error memory
Solenoid valve #1
Solenoid valve #2
Solenoid valve #2
Solenoid valve #2
Green lamp
Green lamp
Calibration memory
Calibration memory
Calibration memory
Internal system error
Solenoid valve D shorted high
Solenoid valve D shorted ground
Solenoid valve D circuit break
Solenoid valve E shorted high
Solenoid valve E shorted ground
Solenoid valve E circuit break
Solenoid valve F shorted high
Solenoid valve F shorted ground
Solenoid valve F circuit break
D1 current resistor
D1 current shorted high
D1 current shorted ground
D1 current circuit break
Solenoid valve G shorted high
Solenoid valve G shorted ground
Solenoid valve G circuit break
Torque converter clutch shorted high
Torque converter clutch shorted ground
Torque converter clutch circuit break
Solenoid valve A shorted high
Solenoid valve A shorted ground
Solenoid valve A circuit break
U_Ret shorted high
U_Ret shorted ground
Reduction of retarder function active
Retarder oil temperature high
Retarder temperature sensor above
Retarder temperature sensor below
Ret_On Valve shorted high
Invalid data
Invalid data
Retard inhibit stat
Hyd retard oil temp
Hyd retard oil temp
Hyd retard oil temp
?
Controller #1
Solenoid valve #3
Solenoid valve #3
Solenoid valve #3
Solenoid valve #4
Solenoid valve #4
Solenoid valve #4
Solenoid valve #5
Solenoid valve #5
Solenoid valve #5
Clutch actuator
Clutch actuator
Clutch actuator
Clutch actuator
Solenoid valve #6
Solenoid valve #6
Solenoid valve #6
Lockup sol.valve
Lockup sol.valve
Lockup sol.valve
Forward sol. valve
Forward sol. valve
Forward sol. valve
- 20 -
FAULT CODE MANUAL Created on 00-04-25 15:30
222
MID
222
222
222
222
222
222
222
222
223
130,
222,
223
130,
222,
223
130,
222,
223
SID 250
SID 250
SID 10 4 Ret_On Valve shorted ground
(P)PID/SID FMI Seriousness Component/function
SID 10
SID 11
SID 11
SID 11
SID 11
SID 12
SID 12
SID 12
PID 163
SID 231
2
2
4
5
5
3
5
2
3
4
Ret_On Valve current circuit break
Retarder current resistor
Retarder current shorted high
Retarder current shorted ground
Retarder current circuit break
Retarder accumulator shorted high
Retarder accumulator shorted ground
Retarder accumulator circuit break
Shifter encoding error
CAN error
2
9
J1708 busoff
J1708 error warning
?
Display text
?
?
?
?
?
?
?
?
Gear attained
SAE J1939 data link
SAE J1708 data link
SAE J1708 data link
- 21 -
FAULT CODE MANUAL Created on 00-04-25 15:30
16. Fault codes, Voith 115v retarder (MID 222)
(P)PID/SID
SID 2
SID 2
SID 231
SID 231
SID 240
SID 250
SID 250
SID 253
PPID 31
PPID 31
PPID 34
PPID 34
PPID 54
PPID 54
PPID 55
SID 2
SID 2
PSID 1
PSID 1
PSID 254
PID 110
PID 110
PID 110
PID 110
PID 120
PID 120
PID 120
PID 120
PID 158
PID 158
PPID 30
PPID 31
MID
222
222
222
222
222
222
222
222
222
222
222
222
222
222
222
222
222
222
222
222
222
222
222
222
222
222
222
222
222
222
222
222
FMI Seriousness
5
6
2
12
4
2
2
2
3
6
3
0
1
3
5
0
3
0
1
4
1
13
0
5
13
0
0
4
5
13
0
4
Component/function
Eng. coolant temp.
Eng. coolant temp.
Eng. coolant temp.
Eng. coolant temp.
Hyd retard oil temp
Hyd retard oil temp
Hyd retard oil temp
Hyd retard oil temp
Control unit, battery potential
Control unit, battery potential
Retarder current, PWM-valve
Retarder air press.
Retarder air press.
Retarder air press.
ECU, 12V Output
ECU, 12V Output
ECU +5V output
ECU +5V output
ECU temperature
Retard modul. Valve
Retard modul. Valve
Retard modul. Valve
Retard modul. Valve
SAE J1939 data link
SAE J1939 data link
Program memory
SAE J1708 data link
SAE J1708 data link
Calibration memory
Power supply relay
Power supply relay
Controller #1
Display text
Eng. coolant temp.
Eng. coolant temp.
Eng. coolant temp.
Eng. coolant temp.
Hyd retard oil temp
Hyd retard oil temp
Hyd retard oil temp
Hyd retard oil temp
Battery potential
Battery potential
Retarder current
Retarder air press.
Retarder air press.
Retarder air press.
ECU, 12V Output
ECU, 12V Output
ECU +5V output
ECU +5V output
ECU temperature
Retard modul. valve
Retard modul. valve
Retard modul. valve
Retard modul. valve
SAE J1939 data link
SAE J1939 data link
Program memory
SAE J1708 data link
SAE J1708 data link
Calibration memory
Power supply relay
Power supply relay
Controller #1
- 22 -
FAULT CODE MANUAL Created on 00-04-25 15:30
17. Fault codes, retarder 133
To the right of the bus instrument cluster there is a green checklamp (5022) for the retarder function and fault indications. At every voltage inflow the lamp will normally be lit for five seconds, if the lamp doesn’t go out after five seconds have passed, a fault code is set in the retarder. The fault codes set in the retarder can be read via blink codes on the checklamp (5022) which can blink with two different intervals, long blink (2 seconds) to represent multiples of ten and short blink (0,5 seconds) to represent singular. For instance a combination of two long and two short blinks represents the number 22. A short look at the table below shows that 22 means “ABS signal internal control unit error”.
The fault codes set in the retarder can be show by first turning the ignition on and off and then on again. Then press the lever to the position 1 and immediately back to position 0.
The first fault code will now be displayed as an icon on the control lamp. Repeated movement of the lever between position 1 and position 0 will display the next fault code in line, if the same fault code is shown two times in a row there are no more fault codes set in the retarder.
Code
21
22
23
24
18
19
20
25
26
27
28
15
16
17
12
13
14
29
30
31
32
33
34
9
10
11
6
7
8
1
2
3
4
5
Description
Stop light relay short to ground
LS1 short to battery
HS 1 short to ground
HS 2 short to ground
Terminal 15 undervoltage
Terminal 15 overvoltage
Pilot valve short to ground
Tw sensor interruption or short to battery
Tw sensor short to ground
To sensor interruption or short to battery
To sensor short to ground
RSS undefined switch condition (closing sequence)
RSS short to battery
RSS short to ground
Tachograph signal interruption
Pilot valve interruption or short to battery
Tachograph signal short to battery or undefined sign.
ABS short to ground
ABS undefined level
ABS signal internal control unit error
Prop valve fault No. 1
Prop valve fault No. 2
Prop valve fault No. 3
Prop valve fault No. 4
Prop valve fault No. 5
Terminal 30 undervoltage
Internal fault conc. Safety component
Data record/parameter: faulty coding
RKL interruption or short to ground
RKL short to battery
Missing engine speed signal
- 23 -
FAULT CODE MANUAL Created on 00-04-25 15:30
36
37
38
41
42
43
Code
35
Description
Internal fault concerning:
ROM (CRC check).
EEPROM (data record)
2/2-way valve fault
Non-plausibility of brake pedal operation
Pressure sensor fault
Time-out > 500ms press signal (VECU)
Time-out > 500ms ABS-signal (J1939)
J 1939 link "bus off".
- 24 -
FAULT CODE MANUAL Created on 00-04-25 15:30
18. Fault codes, VECU (MID 144)
144 PPID 72
144 PPID 72
144 PPID 73
144 PPID 73
144 PPID 75
144 PPID 75
144 PPID 76
144 PPID 77
144 PPID 77
144 PPID 79
144 PPID 79
144 SID 230
144 SID 231
144 SID 231
144 SID 240
144 SID 243
144 SID 250
144 SID 253
144 SID 253
144 PSID 1
144 PSID 2
144 PSID 3
144 PSID 4
MID (P)PID/SID FMI
144 PID 29
144 PID 29
144 PID 46
144 PID 46
144 PID 46
144 PID 84
144 PID 84
144 PID 84
144 PID 84
144 PID 84
144 PID 84
144 PID 91
144 PID 91
144 PID 152
144 PPID 69
144 PPID 70
144 PPID 71
4
4
4
12
4
8
12
13
3
3
4
2
5
6
3
4
1
3
4
3
4
3
4
3
3
4
4
3
2
7
7
2
12
2
2
7
3
13
7
7
Yellow lamp
Yellow lamp
Yellow lamp
Yellow lamp
Yellow lamp
Yellow lamp
Yellow lamp
Yellow lamp
Yellow lamp
Yellow lamp
Yellow lamp
Yellow lamp
Yellow lamp
Yellow lamp
Yellow lamp
Yellow lamp
Seriousness Component/Function
Yellow lamp
Yellow lamp
Yellow lamp
Yellow lamp
Yellow lamp
Yellow lamp
Yellow lamp
Yellow lamp
Yellow lamp
Yellow lamp
Yellow lamp
Yellow lamp
Yellow lamp
Yellow lamp
Red lamp
Red lamp
Yellow lamp
Yellow lamp
Yellow lamp
Yellow lamp
Extra throttle, percentage mode
Extra throttle, percentage mode
Wet tank air pressure
Wet tank air pressure
Wet tank air pressure
Road speed
Road speed
Road speed
Display text
Second throttle
Second throttle
Wet tank air press
Wet tank air press
Wet tank air press
Road speed
Road speed
Road speed
Road speed
Road speed
Road speed
Road speed
Road speed
Road speed
Accelerator pedal position, percentage mode Acc. pedal pos., %
Accelerator pedal position, percentage mode Acc. pedal pos., %
Control unit, number of resets
Buffered idle switch
No. of ECU resets
Buff. idle val. sw.
Pedal contact, feeding
Constant speed keeper and retarder, feeding
Output supply #3
Output supply #4 switch
Accelerator pedal and retarder, feeding sensor Output supply #1
Accelerator pedal and retarder, feeding sensor Output supply #1
Extra throttle and wet tank, feeding sensor
Extra throttle and wet tank, feeding sensor
Range inhibitor
Range inhibitor
Brake light status relay
Output supply #2
Output supply #2
Range inhibitor
Range inhibitor
Brakelight output
Compressor, status solenoid valve
Compressor, status solenoid valve
Fault gear shift lock 3/1, status relay
Fault gear shift lock 3/1, status relay
Compressor control
Compressor control
Area inh. sol valve
Area inh. sol valve
Idle switch 1
Control link, SAE J1939
Control link, SAE J1939
Program memory
Constant speed keeper, set switch
(SET+/SET-)
Information link SAE J1708
Calibration memory
Calibration memory
Retarder, set switch
Idle valid switch 2
Idle valid switch 3
Retarder, switch
Idle valid switch
SAE J1939 data link
SAE J1939 data link
Program memory
CC Set switch
SAE J1708 data link
Calibration memory
Calibration memory
Retard contr SET sw
Idle valid switch 2
Idle valid switch 3
Retard contr lever
- 25 -
Service Bulletin A1-M1N-1729EN
Damage
(Sample of Maximum Ring Gear Wear /Damaged)
-
Flywheel Ring Gear Wear /
Please refer to the above photos and please replace the ring gear which has similar level of damage as these. See the next page for the method to measure the depth of the damage.
(Depth of wear / damage on ring gear)
(Measurement method)
Less than 0.5mm
Dimension between the mounting surface and the end surface of ring gear
Dimension between the mounting surface and the damage depth portion of ring gear
SECTION 07: TRANSMISSION
CONTENTS
1.
DESCRIPTION .................................................................................................................................07-3
1.1
A LLISON A UTOMATIC T RANSMISSION .............................................................................................07-3
1.1.1
Retarder (if applicable) .......................................................................................................07-3
1.2
ZF-A
STRONIC
T
RANSMISSION
.......................................................................................................07-4
2.
WELDING PROCEDURES ..............................................................................................................07-4
3.
MAINTENANCE ...............................................................................................................................07-4
3.1
W ORLD T RANSMISSION ................................................................................................................07-4
3.1.1
Cold Check .........................................................................................................................07-5
3.1.2
Hot Check...........................................................................................................................07-5
3.1.3
Readout of the Oil Level Sensor ........................................................................................07-6
3.1.4
Keeping Oil Clean ..............................................................................................................07-7
3.1.5
Oil Recommendations ........................................................................................................07-7
3.1.6
Oil Contamination ...............................................................................................................07-8
3.1.7
Metal Particles ....................................................................................................................07-8
3.1.8
Coolant Leakage ................................................................................................................07-8
3.1.9
Oil and Filter Change .........................................................................................................07-9
3.2
ZF ASTRONIC TRANSMISSION .........................................................................................................07-9
3.2.1
ZF ASTRONIC / SACHS Clutch Installation Procedure.....................................................07-9
4.
INSTALLATION OF ZF OR ALLISON TRANSMISSION BRACKETS...........................................07-11
5.
ALLISON TRANSMISSION REMOVAL ........................................................................................07-11
6.
TRANSMISSION OIL COOLER REMOVAL..................................................................................07-12
6.1
T RANSMISSION W ITHOUT R ETARDER ..........................................................................................07-12
6.2
T RANSMISSION W ITH R ETARDER ................................................................................................07-13
7.
CLEANING AND INSPECTION OF THE TRANSMISSION ..........................................................07-13
7.1
A LLISON A UTOMATIC T RANSMISSION ...........................................................................................07-13
7.1.1
Breather............................................................................................................................07-14
8.
ALLISON TRANSMISSION INSTALLATION................................................................................07-14
9.
ALLISON TRANSMISSION PRINCIPLES OF OPERATION ........................................................07-15
10.
TROUBLESHOOTING................................................................................................................07-15
10.1
A LLISON A UTOMATIC T RANSMISSION ...........................................................................................07-15
10.1.1
WTEC/Electronic Control Unit ..........................................................................................07-15
10.1.2
WTEC/Troubleshooting ....................................................................................................07-15
10.1.3
Diagnostic Code Memory .................................................................................................07-16
10.1.4
Reading Codes.................................................................................................................07-17
10.1.5
Clearing Codes.................................................................................................................07-17
11.
ZF-ASTRONIC TRANSMISSION SYSTEM FAULTS AND ERROR MESSAGES ...................07-30
11.1
S YSTEM F AULTS (E RROR M ESSAGES ) ........................................................................................07-30
12.
SPECIFICATIONS ......................................................................................................................07-36
07 - 1
Section 07: TRANSMISSION
ILLUSTRATIONS
F IGURE 1: WORLD TRANSMISSION ................................................................................................................07-3
F IGURE 2: WORLD TRANSMISSION CONTROL PAD ..........................................................................................07-3
F IGURE 3: ZF ASTRONIC TRANSMISSION .......................................................................................................07-4
F IGURE 4: OIL LEVEL DIPSTICK ( AUTO .
T RANS .) ............................................................................................07-4
F IGURE 5: COLD CHECK ..............................................................................................................................07-5
F
IGURE
6:
HOT CHECK
................................................................................................................................07-5
F IGURE 7: DRAIN PLUG AND FILTERS ............................................................................................................07-9
F IGURE 8: RELEASE BEARING RETAINING CLIP ............................................................................................07-10
F IGURE 9: ZF OR ALLISON TRANSMISSION BRACKETS ...................................................................................07-11
F
IGURE
10:
DETAILS FOR XL
2
VEHICLES
.....................................................................................................07-12
F IGURE 11: ENGINE CRANKING POSITION ....................................................................................................07-12
F IGURE 12: MODINE OIL COOLER ...............................................................................................................07-13
F
IGURE
13:
COOLER WITH RETARDER
........................................................................................................07-13
F IGURE 14: NUT TOLERANCE .....................................................................................................................07-14
F IGURE 15: AIR PRESSURE REGULATOR ( TYPICAL )......................................................................................07-15
F IGURE 16: WTEC / ELECTRONIC CONTROL UNIT .........................................................................................07-15
07 - 2
1. DESCRIPTION
XL2 Series vehicles may be provided with either an Allison World automatic transmission or a ZF-
AsTronic transmission.
1.1 ALLISON 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.
Section 07: TRANSMISSION
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
"10. TROUBLESHOOTING" in this section).
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.
FIGURE 1: WORLD TRANSMISSION
07075
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.
07 - 3
FIGURE 2: WORLD TRANSMISSION CONTROL PAD
07025
When activated, fluid enters a cavity and provides resistance to the turning of rotor blades revolving
Section 07: TRANSMISSION 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.
The AS TRONIC gear shift system is a combination of an electro-pneumatically shifted constant-mesh gearbox and an automated dry clutch.
If the AS TRONIC transmission system is to be used, the vehicle must have an electronic engine control unit as well as CAN communication. Since the clutch is automated
(clutch pedal no longer fitted), the driver no longer has to activate the clutch.
3. MAINTENANCE
To gain access to the dipstick, open the engine compartment rear doors; dipstick is located on the radiator side of the engine (Fig. 4).
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 transmission oil temperature gauge indicates the operating temperature; it is located in the MCD dashboard integrated Liquid Crystal
Display and can be viewed when selecting the
Gauge Mode (refer to ‘’Operator’s Manual’’ for added information).
FIGURE 3: ZF-ASTRONIC TRANSMISSION
07078
The actual shift procedure is performed by the electronic transmission control unit. The driver has the option of driving the vehicle in both semi-automatic mode as well as fully automatically. When in semi-automatic mode, manual shifting with the range selector is made easier.
When in fully automatic mode, gears are selected and shifts made by the electronic control unit. The driver can still intervene if he wishes to. All system functions required are shown on the display, e.g. neutral, gear change, clutch overload and diagnosis information.
These procedures are intended only 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.
07 - 4
FIGURE 4: 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 passages. Check the oil level in accordance with the following procedures and record any abnormal level on your "Maintenance Records".
Section 07: TRANSMISSION
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. o Special care must be taken not to touch the engine coolant tubing and/or exhaust pipe, since this could cause severe burns. o 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.
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.
5 & 6).
FIGURE 5: COLD CHECK
4. Insert the dipstick into the tube and then remove, checking the oil level reading (Fig. 5).
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. 6).
FIGURE 6: HOT CHECK
07049
07050
07 - 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.
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 exists:
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.
Oil Level Sensor (OLS) Codes
CODE
OL-OK
LO-01
LO-02
HI-01
HI-02
OL-50
OL-59
OL-65
OL-70
OL-79
OL-89
OL-95
07 - 6
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.
CAUSE OF CODE
Oil Level Is Correct
One Quart Low
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
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 Castrol TranSynd Synthetic Fluid, DEXRON-III/VI, 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-III/VI oils are also qualified as type C-4 oils and may be used in off-highway applications.
However, a DEXRON-III/VI fluid which is not qualified type C-4 oil must never be used in off-highway applications. Consult your local Allison dealer or distributor to determine if DEXRON-III/VI oil is also 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 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-III/VI oil.
OIL SPECIFICATIONS AND AMBIENT TEMPERATURE OPERATING CONDITIONS
Oil type Ambient temperature
MIL-L-2104D, DEXRON-III/VI, TranSynd TES 295, C-4 120ºF (48ºC) to -25ºF (-32ºC )
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
"DO NOT SHIFT"
Light
Operation
Below -26ºF (-32ºC)
-24ºF (-31ºC) to
+19ºF (-7ºC)
+20ºF (-6ºC) to
260ºF (126ºC)
Above 260ºF (126ºC)
ON
OFF
OFF
ON
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.
TABLE 1:
Recommended Fluid and Filter Change Intervals (Non-TranSynd
TM
/Non-TES 295/Mixture)
Coaches or MTH equipped with retarder
Fluid
Coaches or MTH without retarder
Filters Filters
Main Main
Fluid
Initial Break-in
Internal Lube/
Initial Break-in
Internal Lube/
Auxiliary Auxiliary
5,000 miles 5,000 miles
(8,000 km) (8,000 km)
12,000 Miles
(20 000 km)
6 Months
12,000 Miles
(20 000 km)
6 Months
(20 000 km)
6 Months
25,000 Miles
40 000 km
12 Months
25,000 Miles
40 000 km
12 Months
(40 000 km)
12 Months
TABLE 2:
Recommended Fluid and Filter Change Intervals (TranSynd
TM
/TES 295 Approved Fluid)
2 inch Control Module (1.75 approximately) – Requires filter kit P/N 29540493
Coaches or MTH equipped with retarder
Fluid
Coaches or MTH without retarder
Filters Filters
Main Main
Fluid
Initial Break-in
Internal Lube/
Initial Break-in
Internal Lube/
Auxiliary Auxiliary
5,000 miles 5,000 miles
(8,000 km) (8,000 km)
50,000 Miles
(80 000 km)
24 Months
50,000 Miles
(80 000 km)
24 Months
Miles 150,000 Miles
(80 000 km)
24 Months
240 000 km
48 Months
07 - 8
50,000 Miles
80 000 km
24 Months
(80 000 km)
24 Months
Section 07: TRANSMISSION
3.1.9 Oil and Filter Change
Allison transmissions are now factory fill with
TranSynd fluid. 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 and 2" for oil and filter change intervals. More frequent changes may be required when operations are subject to high levels of contamination or overheating.
The procedure for changing the transmission oil and oil filters is as follows:
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.7) 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. 7).
4. To install filters, pre-lube and install the two Orings, 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.
FIGURE 7: DRAIN PLUG AND FILTERS
07074
Refill
Using the oil level dipstick filler tube, refill with
24 US qts (23 liters) [28 US qts (26.5 liters) if equipped with retarder] 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.
3.2 ZF AS-TRONIC TRANSMISSION
All information needed for the removal
/installation or maintenance of the ZF transmission is included in the documents annexed at the end of this section.
CAUTION
Do not use bolts to draw the cover to sump.
This can damage the cover, seal, or sump.
3.2.1 ZF AS-TRONIC / SACHS Clutch
Installation Procedure
Important Note:
5. Install twelve bolts and both covers, and then tighten to 38-45 lbf-ft (51-61 Nm).
6. Inspect the drain plug and O-ring. Replace if necessary. Reinstall the drain plug and tighten to 18-24 lbf-ft (25-32 Nm).
7. Reinstall transmission protective panel
07 - 9
The clutch hub splines, input shaft, release bearing, clutch fork, and clutch push rod ends all come pre-lubed from the factory.
Clean the flywheel, clutch disc, and pressure plate surfaces, removing any grease prior to assembly.
Section 07: TRANSMISSION
Slide the clutch disk onto the transmission input shaft to check for smooth engagement.
Remove clutch disk.
Apply a very thin coating of Optimol Olista
Longtime synthetic grease to the transmission input shaft. Slide the clutch disk along the full length of the input shaft to transfer grease to the clutch hub splines.
Remove clutch disc, and remove any excess grease from the exterior of the clutch disc hub. It is very important that no excess grease is left on the exterior of the clutch hub or clutch disk!
Install two temporary pilot studs (7/16-14, 3” long), placing them on the same diameter,
180 o
apart. These are used to aid in the alignment of the clutch pressure plate.
Verify that the pilot bearing is seated properly in the flywheel. Insert a clutch alignment tool (SAE 2” DIA, 10 Spline) through the clutch disc and into the pilot bearing. PLEASE NOTE: the direction matters – the large side of the hub should face the clutch pressure plate. The clutch disc hub should be marked “flywheel side” – this side should face the flywheel.
Use the clutch alignment tool to keep the clutch disc in the proper position and align the clutch cover with the two studs. Push the cover in place in the direction of the flywheel and start installing the clutch bolts. Use
Lock-Tite for each bolt. Install, but do not torque, the 10 bolts. Remove the two pilot studs and in their place install the remaining
2 bolts. wrench of the “chain” variety, as damage to the input shaft may result. When aligned, push the transmission towards the engine.
Be sure that the bell housing contacts the flywheel housing.
Warning!
Insure that the transmission moves in a straight line. It can very easily go off center relative to the clutch disc and pilot bearing.
Insure that the bell housing interfaces evenly with the flywheel housing. Even surface contact should be attained before tightening bolts.
Do not try to correct relative position of the bell housing and flywheel housing by pulling the transmission into place with the bell housing bolts. The transmission bell housing should seat into the flywheel housing freely.
When the bell housing and flywheel housing surfaces and bolt holes are aligned, install the transmission bolts. Only hardened steel flat washers should be used, SERRATED
LOCK WASHERS ARE NOT ALLOWED
From underneath, push the clutch release bearing forward (in the direction of flywheel) using the release fork. Use force to snap the bearing into the retaining clip located on the
“fingers” of the pressure plate. The installer should be able to both hear and feel the bearing seat into place. Refer to figure 8.
.
Torque the transmission bolts to 55 ft-lbs. in a crisscross fashion.
When the bolts are hand tight, be sure that the clutch cover fits into the flywheel centering ring. Tighten each bolt a little at a time, in a crisscross pattern, until the pressure plate cover contacts the flywheel face. Once the cover has touched the face of the flywheel, torque the clutch bolts to 55 ft-lbs, again in a crisscross fashion.
Remove the clutch alignment tool. If the installation was successful, it should slide out smoothly.
Ensure that the release bearing retaining clip (located on the “fingers” of the pressure plate) is closed. Refer to figure 8.
Remove the Clutch Inspection Cover from the bottom of the transmission.
The transmission should have been shipped in gear. This will allow the installer to rotate the output shaft in order to align the input shaft with the clutch disc hub. If the transmission is in neutral, a “strap wrench”
(with a rubber or leather strap) can be used to align the input shaft. Do not use a
07 - 10
FIGURE 8: RELEASE BEARING RETAINING CLIP
07112
Install the Clutch Actuator inspection cover.
The clutch/transmission installation is now complete.
4. INSTALLATION OF ZF OR ALLISON TRANSMISSION BRACKETS
Section 07: TRANSMISSION
FIGURE 9: ZF OR ALLISON TRANSMISSION BRACKETS
07115
5. ALLISON TRANSMISSION REMOVAL
The following procedure deals with the removal of the Allison 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".
07 - 11
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. 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 and tighten to 33-41 lbf-ft (45-56 Nm) (see
"3.2.9 Oil and Filter Change" in this section.
WARNING
It is better to drain oil when it is still warm.
Avoid conta ct w ith oil since it can be very hot and cause personal injury.
Section 07: TRANSMISSION
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 t hey are disconne cted .
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). that may interfere with the removal of transmission.
FIGURE 11: ENGINE CRANKING POSITION
01153 transmission jack.
CAUTION
Make sure transmission-to-engine alignment is maintained when removing screws to avoid damaging torque converter housing. 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. 11).
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 the engine.
CAUTION
Do not rotate alternator shaft clockwise to
18. Remove the transmission.
6. TRANSMISSION OIL COOLER REMOVAL converter housing to the flywheel housing.
FIGURE 10: DETAILS FOR XL2 VEHICLES
07116
07 - 12
6.1 TRANSMISSION WITHOUT RETARDER
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.
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.
Section 07: TRANSMISSION
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 b olts and nuts and remove the oil coo ler from engine compartment.
FIGURE 13: COOLER WITH RETARDER
07073
FIGURE 12: MODINE OIL COOLER
07072
4. Unscrew the four holding nuts and remove the U-bolts, remove the oil cooler from engine compartment.
5. Reinstall transmission oil cooler by using reverse procedure.
6.2 TRANSMISSION WITH RETARDER
6. Reinstall transmission oil cooler by using reverse procedure.
7. CLEANING AND INSPECTION OF THE
TRANSMISSION
7.1 ALLISON AUTOMATIC 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:
Stop engine and allow engine to cool. Close both heater line shutoff valves (refer to Section
05 ‘’Cooling’’ ).
1. Loose bolts (transmission and mounting components);
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. Oil leaks (correct immediately);
3. Loose, dirty, or improperly adjusted throttle sensor linkage;
4. Damaged or loose oil lines;
2. Disconnect and remove the engine air intake duct mounted between the air cleaner housing and the turbocharger inlet.
5. Worn or frayed electrical harnesses, improper routing;
6. Worn or out of phase drive line U-joint and slip fittings.
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.
07 - 13
CAUTION
DO NOT pressure wash the transmission electrical connectors. Water and detergent will cause the contacts to corrode or become faulty.
Section 07: TRANSMISSION
7.1.1 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.
8. ALLISON TRANSMISSION INSTALLATION
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.
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.
07 - 14
7. Start all torque converter housing screws, and 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 Nm).
FIGURE 14: NUT TOLERANCE
07014
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 Nm). Place a wrench on the 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 Nm).
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.
14).
11. Remove jack from under 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).
Section 07: TRANSMISSION
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. 15) or in the
R.H. side rear service compartment.
22. Make sure that the drain plug is in place, and then remove the transmission dipstick and pour approximately 24 US quarts (23 L) of 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.
10. TROUBLESHOOTING
10.1 ALLISON AUTOMATIC TRANSMISSION
Refer to “Allison Transmission, MD Series,
Troubleshooting Manual, SA 2158A”.
10.1.1 WTEC/Electronic Control Unit
FIGURE 16: WTEC / ELECTRONIC CONTROL UNIT
07075
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 front service compartment.
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 front service compartment in order to get access to the ECU;
Remove the electrical cable connectors;
Unscrew the WTEC/ECU unit;
Replace by reversing the procedure.
FIGURE 15: AIR PRESSURE REGULATOR (TYPICAL)
07037
9. ALLISON TRANSMISSION PRINCIPLES
OF OPERATION
Refer to "Allison Transmission, MD Series,
Principles of Operation, SA 2454".
07 - 15
CAUTION
Place the battery master switch to the ‘’OFF’’ position.
10.1.2 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.
Section 07: TRANSMISSION
10.1.3 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.
Code
List
Position
Main
Code
Sub
Code
Active
Indicator
Ignition
Cycle
Counter
Event
Counter d1 21 12 YES 00 10 d2 41 12 YES 00 04 d3 23 12 NO 08 02 d4 34 12 NO 13 01 d5 56 11 NO 22 02
Displayed on shifter display and DDR YES=
ACTIVE=
"MODE ON"
Ignition cycle counter and event counter are not available on shifter display
NOTE
All information is available with a diagnostic tool (DDR).
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.
07 - 16
Active Indicator
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
Section 07: TRANSMISSION 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.
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 ar rows o r di splay MODE button a second time.
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).
7. 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.
07 - 17
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
- 22).
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).
Section 07: TRANSMISSION 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 - 18
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.
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.
Section 07: TRANSMISSION
Diagnostic code list and description
MAIN
CODE
12
12
13
13
13
14
14
21
21
22
22
23
23
23
23
24
24
25
25
25
SUB
CODE
12
23
12
13
23
12
23
12
23
15
16
12
13
14
15
12
23
00
11
22
DESCRIPTION
Oil level, low
Oil level, high
ECU input voltage, low
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 reasonableness test
Turbine speed sensor reasonableness test
Output speed sensor reasonableness or rapid decel test
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
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
DO NOT
SHIFT
LIGHT
No
No
Yes
No
Yes
No
No
No
No
No
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
Yes
Yes
No
No
No
No
Yes
No
Yes
Yes
Yes
DNS, Lock in current range
DNS, Lock in current range
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)
07 - 19
Section 07: TRANSMISSION
MAIN
CODE
25
25
25
25
25
32
32
32
32
33
33
34
34
34
34
34
35
36
SUB
CODE
33
44
55
66
77
00
33
55
77
12
23
12
13
14
15
16
16
00
DESCRIPTION
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
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
EEPROM, factory calibration block checksum
EEPROM, Power Off Block checksum
EEPROM, Diagnostic Queue Block
Checksum
EEPROM, Real Time Block
Checksum
(Code set after power restored)
Real Time EEPROM Write
Interruption
Hardware/Software not compatible
DO NOT
SHIFT
LIGHT
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
Yes
Yes
Yes
Yes
Yes
No
Yes
Yes
INHIBITED
OPERATION
DESCRIPTION
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)
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)
07 - 20
Section 07: TRANSMISSION
MAIN
CODE
41
41
41
41
41
41
41
SUB
CODE
12
13
14
15
16
21
22
DESCRIPTION
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
DO NOT
SHIFT
LIGHT
Yes
Yes
Yes
Yes
Yes
INHIBITED
OPERATION
DESCRIPTION
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)
Yes DNS, SOL OFF
(Hydraulic default)
41 24 No differential lock inhibited
Low and 1st inhibited
41
41
42
42
42
42
42
42
42
42
25
26
12
13
14
15
16
21
22
23
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
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
No
No
Yes
Yes
Yes
Yes
Yes
Yes
K solenoid operation inhibited
Low and 1st inhibited
DNS, Lock in a range
DNS, Lock in a range
DNS, Lock in a range
DNS, Lock in a range
DNS, Lock in a range
DNS, Lock in a range differential lock inhibited
07 - 21
Section 07: TRANSMISSION
MAIN
CODE
42
42
42
43
43
43
44
44
44
44
44
44
44
44
44
44
44
45
45
SUB
CODE
24
25
26
21
25
26
12
13
14
15
16
21
22
23
24
25
26
12
13
DESCRIPTION
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
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
07 - 22
DO NOT
SHIFT
LIGHT
No
INHIBITED
OPERATION
DESCRIPTION
Low and 1st inhibited
No
No
K solenoid operation inhibited
Low and 1st inhibited
No
No
Yes
Yes
Yes
Yes
Yes
Yes
No
No
No
Yes
Yes
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)
DNS, SOL OFF
(Hydraulic default) 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)
MAIN
CODE
45
45
45
45
45
45
45
45
45
51
51
51
51
51
51
51
52
52
SUB
CODE
14
15
16
21
22
23
24
25
26
10
12
21
23
43
45
65
01
08
DESCRIPTION
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
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
07 - 23
Section 07: TRANSMISSION
DO NOT
SHIFT
LIGHT
Yes
Yes
Yes
INHIBITED
OPERATION
DESCRIPTION
DNS, SOL OFF
(Hydraulic default)
DNS, SOL OFF
(Hydraulic default)
DNS, SOL OFF
(Hydraulic default)
Yes
No
No
No
Yes
DNS, SOL OFF
(Hydraulic default) differential lock inhibited
Low and 1st inhibited
K solenoid operation inhibited
Low and 1st inhibited
Low and 1st inhibited
Section 07: TRANSMISSION
MAIN
CODE
52
52
52
52
52
52
52
52
52
53
53
53
53
53
53
53
53
53
SUB
CODE
32
34
54
56
71
72
78
79
99
08
18
28
29
38
39
48
49
58
DESCRIPTION
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
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
07 - 24
DO NOT
SHIFT
LIGHT
Yes
INHIBITED
OPERATION
DESCRIPTION
DNS, NNC
MAIN
CODE
53
53
53
53
53
54
54
54
54
54
54
54
54
54
54
54
54
54
SUB
CODE
59
68
69
78
99
01
07
10
12
17
21
23
27
32
34
43
45
54
DESCRIPTION
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
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
07 - 25
DO NOT
SHIFT
LIGHT
Yes
Section 07: TRANSMISSION
INHIBITED
OPERATION
DESCRIPTION
DNS, RPR or SOL
OFF (Hydraulic default)
Yes DNS,RPR
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
56
65
70
71
72
80
81
82
83
85
86
92
92
92
93
95
96
97
DESCRIPTION
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
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)
07 - 26
DO NOT
SHIFT
LIGHT
INHIBITED
OPERATION
DESCRIPTION
Yes DNS,RPR
Yes DNS,RPR
Yes DNS,NNC
Yes DNS,NNC
Yes DNS,NNC
Yes DNS,RPR
Yes DNS,RPR
Yes DNS,RPR
Yes DNS,RPR
Yes DNS,RPR
Section 07: TRANSMISSION
56
56
56
56
56
56
56
57
57
57
57
57
57
61
62
62
63
64
MAIN
CODE
55
55
55
55
55
56
SUB
CODE
17
27
80
87
97
00
DESCRIPTION
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
11
22
44
66
88
99
00
12
23
00
12
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
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
07 - 27
DO NOT
SHIFT
LIGHT
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
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
DNS, SOL OFF (3rd)
DNS, 3rd
DNS, 5th or SOL OFF (3rd)
SOL OFF (5th), DNS
DNS, N3
INHIBITED
OPERATION
DESCRIPTION
No
No
None
None
No None
No
No
Depends on special function
Retarder operation inhibited
Section 07: TRANSMISSION
MAIN
CODE
64
65
66
69
69
69
69
69
69
69
69
69
69
69
69
69
69
69
69
69
0
SUB
CODE
23
00
00
12
DESCRIPTION
Retarder modulation request sensor, high
Engine rating too high
Serial communications interface fault
ECU, A solenoid driver open
13
14
15
16
21
22
23
24
25
26
32
33
34
35
36
41
35
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
ECU, N solenoid driver open
ECU, SPI communications link fault
ECU, Central Operating Processor
(COP) time-out
ECU, EEPROM write time-out
ECU, EEPROM checksum
ECU, RAM self test
ECU, I/O ASIC addressing test
Software, minor loop overrun
DO NOT
SHIFT
LIGHT
No
INHIBITED
OPERATION
DESCRIPTION
Retarder operation inhibited
Yes
No
Yes
Yes
Yes
Yes
Yes
No
Yes
No
No
No
No
No
Yes
Yes
Yes
Yes
Yes
Yes
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
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)
07 - 28
MAIN
CODE
70
70
SUB
CODE
35
35
DESCRIPTION
Software, illegal write to access
$0000
Software, major loop overrun
Section 07: TRANSMISSION
DO NOT
SHIFT
LIGHT
Yes
Yes
INHIBITED
OPERATION
DESCRIPTION
Induce COP time-out
(reset ECU)
Induce COP time-out
(reset ECU)
07 - 29
Section 07: TRANSMISSION
11. ZF-ASTRONIC TRANSMISSION SYSTEM
FAULTS AND ERROR MESSAGES
11.1 SYSTEM FAULTS (ERROR MESSAGES)
07107
If the “ SM ” symbol appears in the display, a system error has occurred.
• Stop the vehicle
• Vehicle may no longer be driven
Error messages and the reactions resulting from these errors can be deleted with the vehicle at a standstill and the “Ignition OFF”. (Wait until the display goes out). If the display does not go out once the ignition has been turned “OFF”, set the battery master switch to the OFF position.
Switch the ignition back on. If the error message is still in place, the transmission has to be repaired. The transmission is inoperative. The vehicle will have to be taken to a service point.
The error number(s) must be specified when the service point is contacted.
Calling up error numbers
* One or more error numbers appear on the display. These correspond to the errors presently active in the system.
Calling up error numbers from the error memory:
07107
07107
- Switch on ignition
- Depress “ N ” key
- Hold down “ ” key
- Switch on ignition
- Press “ N ” key and at the same time depress the foot-operated brake
- Hold down the foot-operated brake and depress and hold down “ ” key
* The errors stored in the transmission ECU are shown on the display one after another.
ERROR CODES
Remark to titles in table:
ZF fault number: defined by ZF.
Display SM-Symbol : (0=NO, 1=YES) Display shows “ SM “(severe failure)
Warning lamp : (0=NO, 1=YES) Telltale panel warning lamp “ check trans “(less severe failure)
Shift schemes of transmissions:
10/12-Gear Scheme
1 Y6 3
Y2 Splitter K2
Y3 Splitter K1
Y8 Range (GP) low
Y9 Range (GP)
Y4
1. R
Y7
2
Y5
07-30
DESCRIPTION
Section 07: TRANSMISSION
8, 7 8 161 Easy Start, Brake doesn't open completely
8, 14 8 162 Easy Start, Not Available
20,6 14 22 Short circuit to ground at output ACC (wakeup control signal for ZMTEC, keep alive signal for voltage doubler, and power signal for speed sensor #2)
20,5 14 54 Interruption at output ACC (wakeup control signal for ZMTEC, keep alive signal for voltage doubler, and power signal for speed sensor #2)
20,3 14 86 Short circuit to positive at output ACC (wakeup control signal for ZMTEC, keep alive signal for voltage doubler, and power signal for speed sensor #2)
21,2 15 127 Error on ECU temperature sensor signal
21,0 15 193 ECU temperature too high
31,3 1F 137 No range change group (GP) sensor signal (Short circuit to positive)
31,6 1F 138 No range change group (GP) sensor signal (Short circuit to ground)
31,5 1F 139 No range change group (GP) sensor signal (Interruption)
31,13 1F 140 Self adjustment error of range change group sensor in position fast
31,7 1F 159 Range-change group sensor signal leaves engaged position during driving
32,3 20 141 No splitter group (GV) sensor signal (Short circuit to positive)
32,6 20 142 No splitter group (GV) sensor signal (Short circuit to ground)
32,5 20 143 No splitter group (GV) sensor signal (Interruption)
32,13 20 144 Splitter group (GV) sensor self adjustment error
32,7 20 160 Splitter sensor signal leaves engaged position during driving
33,14 21 107 Stabilised voltage supply at output AU (clutch sensor supply) too high or too low
33,13 21 117 Error in clutch self-adjustment process
33,2 21 124 Error on clutch travel signal
34,7 22 120 Mechanical failure of small clutch disengagement valve
34,7 22 121 Mechanical failure of large clutch disengagement valve
34,7 22 122 Mechanical failure of small clutch engagement valve
34,7 22 123 Mechanical failure of large clutch engagement valve
34,6 22 18 Short circuit to ground at output stage to small disengagement clutch valve
34,6 22 19 Short circuit to ground at output stage to small engagement clutch valve
34,6 22 20 Short circuit to ground at output stage to large disengagement clutch valve
34,6 22 21 Short circuit to ground at output stage to large engagement clutch valve
34,5 22 50 Interruption at output stage to small disengagement clutch valve
34,5 22 51 Interruption at output stage to small engagement clutch valve
07-31
Section 07: TRANSMISSION
DESCRIPTION
34,5 22 52 Interruption at output stage to large disengagement clutch valve
34,5 22 53 Interruption at output stage to large engagement clutch valve
34,3 22 82 Short circuit to positive at output stage to small disengagement clutch valve
34,3 22 83 Short circuit to positive at output stage to small engagement clutch valve
34,3 22 84 Short circuit to positive at output stage to large disengagement clutch valve
34,3 22 85 Short circuit to positive at output stage to large engagement clutch valve
35,5 23 41 Interruption at output stage to Y9 (Valve Range)
35,3 23 73 Short circuit to positive at output stage to Y9 (Valve range)
35,6 23 9 Short circuit to ground at output stage to Y9 (Valve Range)
36,5 24 40 Interruption at output stage to Y8 (Valve Range)
36,3 24 72 Short circuit to positive at output stage to Y8 (Valve range)
36,6 24 8 Short circuit to ground at output stage to Y8 (Valve Range)
37,6 25 2 Short circuit to ground at output stage to Y2 (Valve Splitter)
37,5 25 34 Interruption at output stage to Y2 (Valve Splitter)
37,3 25 66 Short circuit to positive at output stage to Y2 (Valve Splitter)
38,6 26 3 Short circuit to ground at output stage to Y3 (Valve Splitter)
38,5 26 35 Interruption at output stage to Y3 (Valve Splitter)
38,3 26 67 Short circuit to positive at output stage to Y3 (Valve Splitter)
39,5 27 36 Interruption at output stage to Y4 (Valve Select)
39,6 27 4 Short circuit to ground at output stage to Y4 (Valve Select)
39,3 27 68 Short circuit to positive at output stage to Y4 (Valve Select)
40,5 28 38 Interruption at output stage to Y6 (Valve Shift)
40,6 28 6 Short circuit to ground at output stage to Y6 (Valve Shift)
40,3 28 70 Short circuit to positive at output stage to Y6 (Valve Shift)
43,2 2B 175 Error on ”Ignition lock” signal (terminal 15)
48,3 30 129 No shift sensor signal (Short circuit to positive)
48,6 30 130 No shift sensor signal (Short circuit to ground)
48,5 30 131 No shift sensor signal (Interruption)
48,13 30 132 Self adjustment error of shift sensor
48,7 30 157 Selector sensor signal leaves position during driving
48,7 30 158 Engage sensor signal leaves engaged position during driving
50,5 32 37 Interruption at output stage to Y5 (Valve Select)
07-32
DESCRIPTION
Section 07: TRANSMISSION
50,6 32 5 Short circuit to ground at output stage to Y5 (Valve Select)
50,3 32 69 Short circuit to positive at output stage to Y5 (Valve Select)
51,5 33 39 Interruption at output stage to Y7 (Valve Shift)
51,6 33 7 Short circuit to ground at output stage to Y7 (Valve Shift)
51,3 33 71 Short circuit to positive at output stage to Y7 (Valve Shift)
54,6 36 17 Short circuit to ground at output stage to Y1 (inertia brake valve)
54,5 36 49 Interruption at output stage to Y1 (inertia brake valve)
54,3 36 81 Short circuit to positive at output stage to Y1 (inertia brake valve)
55,7 37 114 Clutch engaged unintentionally at standstill, gear engaged
55,7 37 118 Clutch does not disengage
55,7 37 119 Clutch does not engage / does not transmit engine torque
56,7 38 145 Range change group (GP) disengagement error
56,7 38 146 Changeover error during range change group (GP) shifting
56,7 38 147 Range change group (GP) does not engage
57,2 39 108 Error in shift lever
57,14 39 110 ZF CAN timeout (can also means shift lever error through ZMP06400.hex)
58,7 3A 154 Main transmission gear does not disengage
58,7 3A 155 Main transmission gear does not engage
58,7 3A 156 Wrong gear shifting
59,7 3B 151 Selector cylinder does not disengage
59,7 3B 152 Change over error during gate selection procedure
59,7 3B 153 Selector cylinder does not engage
60,3 3C 133 No gate select sensor signal (Short circuit to positive)
60,6 3C 134 No gate select sensor signal (Short circuit to ground)
60,5 3C 135 No gate select sensor signal (Interruption)
60,13 3C 136 Gate select sensor self adjustment error
61,7 3D 148 Splitter (GV) does not disengage
61,7 3D 149 Change over error during splitter shifting
61,7 3D 150 Splitter (GV) does not engage
63,14 3F 100 Error on output speed signal 2
106,0 6A 125 Error on pressure reduction valve
106,14 6A 126 Error on pressure sensor signal
07-33
Section 07: TRANSMISSION
DESCRIPTION
150,14 96 59 Acknowledge fault of PTO 1
150,14 96 60 Acknowledge fault of PTO 2
150,7 96 61 Disengagement fault of PTO 1
150,7 96 62 Disengagement fault of PTO 2
150,7 96 63 Engagement fault of PTO1
150,7 96 64 Engagement fault of PTO2
151,14 97 102 Plausibility error between transmission input speed and output speed
152,6 98 10 Short circuit to ground at output stage to Y10 (Main valve)
152,5 98 42 Interruption at output stage to Y10 (Main valve)
152,3 98 74 Short circuit to positive at output stage to Y10 (Main valve)
153,14 99 - Error on ISO 14320 communications line
154,14 9A 101 Error on both output speed signals
161,14 A1 98 Error on transmission input speed signal
177,2 B1 128 Error on oil temperature sensor signal
191,14 BF 194 Both sources of vehicle speed are faulty
191,14 BF 99 Error on output speed signal 1
230,14 E6 166 Permanent idle signal
230,14 E6 168 No idle signal or error on ”idle signal switch” signal (EEC2)
230,14 E7 103 Error on ”Wheel-based vehicle speed” signal (CCV
231,7 E7 163 Engine does not react on torque intervention
231,14 E7 164 Error on ”Drivers demand engine percent torque” (EEC1)
231,14 E7 165 Error on ”Accelerator pedal position” (EEC2)
231,14 E7 167 Error on ”Percent load at current speed” signal (EEC2)
231,14 E7 171 Error on ”Actual engine percent torque” signal (EEC1)
231,14 E7 172 Permanent engine brake request signal
231,14 E7 173 Error on ”Brake switch” signal (CCVS)
231,14 E7 177 System-CAN Busoff error
231,11 E7 178 CAN error frames
231,11 E7 179 CAN queue overrun
231,14 E7 180 CAN EEC1 timeout
231,14 E7 181 CAN EEC2 timeout
231,14 E7 182 CAN CCVS timeout
07-34
DESCRIPTION
Section 07: TRANSMISSION
231,14 E7 183 CAN ERC1_ER timeout
231,14 E7 197 Error on "Front axle speed" (WSI)
231,14 E7 198 Error on "Relative wheel speeds" (WSI)
231,14 E7 199 CAN WSI timeout
231,14 E7 26 CAN engine configuration timeout
231,14 E7 27 Error on ”engine configuration message” (engine configuration)
231,14 E7 31 Error on ”Actual engine retarder - percent torque” signal (ERC1_ER)
231,14 E7 32 Error on ”Engine retarder configuration message” (Engine retarder configuration)
231,14 E7 92 Error on ”ABS active” signal (EBC1)
231,14 E7 93 Error on ”ASR engine control active” signal (EBC1)
231,14 E7 94 Error on ”ASR brake control active” signal (EBC1)
231,14 E7 95 Error on ”Cruise control active” signal (CCVS)
231,14 E7 96 Error on ”Cruise control set speed” (CCVS)
231,14 E7 97 Error on ”Engine speed” signal (EEC1)
- EE - Communication error between GS3 and ZMTEC on display line
248,6 F8 25 Short circuit to ground at output SD to display
248,3 F8 89 Short circuit to positive at output SD to display
07-35
Section 07: TRANSMISSION
12. SPECIFICATIONS
ALLISON AUTOMATIC TRANSMISSION WITH OR WITHOUT RETARDER
XL2 Buses
Gross input power (maximum)...................................................................................................500 HP (373 kW)
Gross input torque (maximum) .........................................................................................1525 Lbf-ft- (2068 Nm)
Rated input speed (minimum-maximum) .....................................................................................1600-2300 rpm
XL2 MTH
Gross input power (maximum)...................................................................................................525 HP (392 kW)
Gross input torque (maximum) ..........................................................................................1650 Lbf-ft (2237 Nm)
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 551-1.8
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..................................................................................................................... TRANSYND, DEXRON III/VI
Capacity (excluding external circuits) ......................................................................Initial fill 47 US qts (45 liters)
Oil change.............................................................................................................................. 24 US qts (23 liters)
Oil change (with retarder)................................................................................................... 27.6 US qts (26 liters)
Oil Filters:
Make ..................................................................................................................................... Allison Transmission
Type ...................................................................................................................................... Disposable cartridge
Supplier number .....................................................................................................................................29503829
Prévost number ........................................................................................................................................ 57-1687
07-36
SECTION 09: PROPELLER SHAFT
CONTENTS
ILLUSTRATIONS
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 a full round end yoke with four needle bearings.
The other extremity (slip yoke assembly) is connected to the transmission by a 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".
ASSEMBLY
09002
09 - 2
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.
09 - 3
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. 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".
Section 09: PROPELLER SHAFT
6. SPECIFICATIONS
PROPELLER SHAFT
VEHICLES EQUIPPED WITH ALLISON WORLD TRANSMISSION
XL2-45 COACHES AND W-45 MOTORHOMES
Make ........................................................................................................................................... Hayes-Dana Inc.
Series..............................................................................................................................................................1810
Supplier number ............................................................................................................................... 819325-2200
Prevost number ..........................................................................................................................................580070
W-40 AND Y-45E MOTORHOMES
Make ........................................................................................................................................... Hayes-Dana Inc.
Series..............................................................................................................................................................1810
Supplier number ..................................................................................................................................... 819299-1
Prevost number ..........................................................................................................................................580075
XL2-45 COACHES EQUIPPED WITH ZF TRANSMISSION
Make ........................................................................................................................................... Hayes-Dana Inc.
Series..............................................................................................................................................................1810
Supplier number ............................................................................................................................... 816688-1600
Prevost number ..........................................................................................................................................580080
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
Half Round End Yoke
Make ............................................................................................................................... Covington Detroit Diesel
Supplier number .....................................................................................................................................29511516
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
ILLUSTRATIONS
AIR BELLOWS MOUNTING SUPPORT AND AXLE
...............................................................................10-9
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 kingpin, with a plain phosphor bronze bushing at the top and at the bottom. The unitized hub bearings used on the NDS range of axles, are non-serviceable items. Bearings are preadjusted, lubricated and have seals fitted as part of the manufacturing process. The bearings are greased for life and there is no need or facility for re-lubrication. 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
10026
2. LUBRICATION
Pressure lubricate axle every 6 months or
30,000 miles (48 000 km) whichever comes first
(Fig. 2). 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 roller bearing grease NLGI No.1 and 2 are recommended.
10 - 2
FIGURE 2: FRONT AXLE GREASING POINTS
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
Section 10: FRONT AXLE 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.
3.1 TIE ROD END PLAY ADJUSTMENT
If end play exceeds 0.047” (1.2 mm), readjustment is necessary.
Remove protective cap, using a suitable tool ie: a 1” x 1/8” x 9” long flat bar, tighten adjuster piece fully home (SOLID) locating thrust cup onto ball pin.
Still with tool located on adjuster piece, back off carefully (LEAST AMOUNT) until adjuster piece cotter pin is allowed to pass through body, then remove tool.
Reinstall protective cap.
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.
FIGURE 3: TIE ROD END PLAY ADJUSTMENT
10029
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
16; Vehicle Jacking Points) until vehicle body is approximately 30 inches (760 mm) from the floor. Place jack stands under frame. Remove the wheels (if required, refer to Section 13,
‘’Wheels, Hubs and Tires’’ ).
10 - 3
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.
10. Using the jacks, slowly lower the axle assembly, and carefully pull away from underneath vehicle.
Section 10: FRONT AXLE
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 “DANA SPICER Maintenance Manual
Model NDS and Maintenance Manual NDS
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.
2. Check 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.
10 - 4
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 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. d. Check wheel installation and straightness.
3. Check the wheel bearing adjustment.
Section 10: FRONT AXLE
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.
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 TURNING ANGLE ADJUSTMENT
6.4.2 L.H. Turn 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.
10 - 5
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. This must be done for a full left turn.
6. 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.
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.
NOTE
Before steering limiter readjustment, verify vehicle wheel alignment and ensure that oil level is checked and that air bleeding is done.
Section 10: FRONT AXLE
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. 4).
See instructions in “DANA SPICER
Maintenance Manual Model NDS and
Maintenance Manual NDS Axles” annexed at the end of this section .
3. 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. 5). 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 4: CAMBER 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.
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
For camber specifications, refer to paragraph
8: ‘’Specifications’’ in this section
1. Use an alignment machine to check the camber angle.
2. If camber reading is not in the specifications, check the wheel bearings and repeat the check. If the reading is still not within specifications, verify the steering knuckle pins and axle center.
10 - 6
FIGURE 5: 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.
Section 10: FRONT AXLE
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.
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 ’’A and ‘’B’’ in fig.
6).
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.
FIGURE 6: TOE-IN MEASUREMENTS
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.
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. Turn the tie rod until the specified toe-in measurement is obtained. c. Tighten the pinch bolt nuts alternately and progressively to 65-75 lbf-ft (88-102 Nm), 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.
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.
Bent or broken steering arm, steering top lever or tie rod assembly.
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.
Worn or broken steering ball stud.
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.
5. Lubrication schedule does not match operating conditions.
1. Replace damaged part(s), replace seals and gaskets.
2. Lubricate axle with specified lubricant.
3. Lubricate axle at scheduled frequency.
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 .............................................................................................................................................................. NDS
Front Track ...................................................................................................................... 84.4 inches (2 145 mm)
Rated load capacity............................................................................................................. 16,500 lbs (7 500 kg)
Torque specifications
FIGURE 7: AIR BELLOWS MOUNTING SUPPORT AND AXLE
10030
For more torque specifications, see ‘Dana Spicer Maintenance Manual NDS Axles and Maintenance
Manual Model NDS’’ annexed at the end of this section.
10 - 9
Section 10: FRONT AXLE
FRONT WHEEL ALIGNMENT SPECIFICATIONS
Front Wheel Alignment
Camber, (degrees)
R.H. and L.H. *
Minimal
-0.250
Nominal
0.125
Maximal
0.375
Caster, (degrees)
R.H. and L.H.
2 2.75 3.5
Toe-in (A minus B),
(degrees)
0.08 0.13 0.17
NOTE
Camber angle changes with loading. The given numbers are for an empty vehicle.
10 - 10
place product photo here
SPICER SPECIALITY AXLE DIVISION
SERVICE MANUAL
GENERAL INFORMATION
NDS Axle range
Spicer SpecialityAxle Division - Technical Publications
INFORMATION ABOUT THIS MANUAL.
THIS MANUAL IS DIVIDED INTO THE FOLLOWING GENERAL SECTIONS:-
1)
2)
3)
4)
5)
GENERAL INFORMATION (this section)
LUBRICATION AND MAINTENANCE
REMOVAL AND REFITTING OF THE SWIVEL (KNUCKLE) ASSEMBLY
REMOVAL AND REFITTING OF THE BRAKE ASSEMBLY
PARTS IDENTIFICATION
The description, testing procedures, and specifications contained in this parts / service publication were current at time of printing. This manual will not be updated. If in doubt about any aspect of maintenance or servicing of the axle please contact the vehicle builder or our service department direct.
Spicer Speciality Axle Division products are subject to continual development and we reserve the right to modify procedures and to make changes in specifications at any time without prior notice and without incurring obligation.
The recommendations of the vehicle manufacturer should be considered as the primary source of service information regarding this
SPICER
to be used as a supplement to such information.
®
product. This manual is intended
Any references to brand names in this publication is made simply as an example of the types of tools and materials recommended for use and, as such, should not be considered as an endorsement.
Spicer Speciality Axle division recommends following all manufacturers recommendations for the proper handling and disposal of lubricants and solvents.
For further information please contact the supplier of lubricants and solvents.
Manual No. NDS1 Issue A Page No.2
Spicer SpecialityAxle Division - Technical Publications
IMPORTANT NOTICE
THIS SYMBOL IS USED THROUGHOUT THIS MANUAL, TO CALL
ATTENTION TO PROCEDURES WHERE CARELESSNESS OR
FAILURE TO FOLLOW SPECIFIC INSTRUCTIONS MAY RESULT IN
PERSONAL INJURY OR COMPONENT DAMAGE.
DEPARTURE FROM THE INSTRUCTIONS, CHOICE OF TOOLS,
MATERIALS AND RECOMMENDED PARTS MENTIONED IN THIS
PUBLICATION MAY JEPORDISE THE PERSONAL SAFETY OF THE
SERVICE TECHNICIAN OR VEHICLE OPERATOR.
SPICER SPECIALITY AXLE DIVISION URGES CAUTION
WHEN PERFORMING ANY SERVICE OR MAINTENANCE
PROCEDURE
WARNING: FAILURE TO FOLLOW INDICATED
PROCEDURES CREATES A HIGH
RISK OF PERSONAL INJURY TO
THE SERVICE TECHNICIAN.
NOTE: FAILURE TO FOLLOW INDICATED
PROCEDURES MAY CAUSE
COMPONENT DAMAGE OR
MALFUNCTION
FOR EASE OF ASSEMBLY / DISASSEMBLY:
HELPFUL REMOVAL / INSTALLATION
PROCEDURES TO AID IN THE
SERVICE OF YOUR NDS AXLE
EVERY EFFORT HAS BEEN MADE TO ENSURE THE ACCURACY OF THE INFORMATION CONTAINED
WITHIN THIS MANUAL.
HOWEVER, SPICER SPECIALITY AXLE DIVISION MAKES NO EXPRESSED OR IMPLIED WARRANTY OR
REPRESENTATION BASED ON THE ENCLOSED INFORMATION.
ANY ERRORS OR OMISSIONS MAY BE REPORTED TO :
THE TECHNICAL PUBLICATIONS DEPARTMENT
SPICER SPECIALITY AXLE DIVISION
ABBEY ROAD
KIRKSTALL
LEEDS
LS5 3NF
TEL: 0044-113-2584611
FAX: 0044-113-2091115
Manual No. NDS1 Issue A Page No.3
Spicer SpecialityAxle Division - Technical Publications
WARNINGS!
NON ASBESTOS FIBRES!
ALTHOUGH NON OF THE BRAKE LININGS USED ON THE NDS RANGE OF AXLES CONTAIN
ASBESTOS.
IT SHOULD BE NOTED THAT NON ASBESTOS BRAKE LININGS CAN STILL CONTAIN
INGREDIENTS WHICH CAN PRESENT HEALTH RISKS IF INHALED.
ACCORDINGLY CARE SHOULD BE TAKEN TO AVOID THE CREATION AND INHALATION OF
DUST WHEN BRAKES ARE SERVICED.
FURTHER DETAILS SHOULD BE OBTAINED FROM YOUR EMPLOYER OR THE BRAKE
MANUFACTURER!
PERSONAL INJURY!
TO PREVENT PERSONAL INJURY, ALWAYS WEAR APPROPRIATE PERSONAL PROTECTION
EQUIPMENT (P.P.E) WHEN PERFORMING ANY MAINTENANCE WORK.
SOLVENT CLEANERS!
IF SOLVENT BASED CLEANERS ARE TO BE USED, THE MANUFACTURERS INSTRUCTIONS
SHOULD BE CAREFULLY FOLLOWED AS WELL AS TAKING THE FOLLOWING BASIC
PRECAUTIONS:-
1) WEAR EYE PROTECTION!
2) WEAR PROTECTIVE CLOTHING!
3) WORK IN A WELL VENTILATED AREA!
4) DO NOT USE PETROLIUM (GASOLINE ) BASED PRODUCTS DUE TO THE RISK OF FIRE
AND / OR EXPLOSION!
ON NO ACCOUNT SHOULD SOLVENT CLEANERS BE USED ON ANY OF THE BEARING
COMPONENTS CONTAINED IN YOUR NDS RANGE AXLE
NOTE:
WELDING , MACHINING OR MODIFICATION OF ANY AXLE COMPONENT IS PROHIBITED
UNLESS NOTED IN THIS MANUAL, OR OTHER SPICER SPECIALITY AXLE DIVISION SERVICE
LITERATURE.
Manual No. NDS1 Issue A Page No.4
Spicer SpecialityAxle Division - Technical Publications
GLOSSARY OF TERMS
Due to the international nature of Spicer Speciality Axle Division products certain terms and wordsrequire clarification; hence the following list:-
ENGLISH U.S.A
SWIVEL
COTTER PIN
AXLE BED
STEERING LEVER
HUB NUT
SWIVEL STOP SCREW
TOP / BOTTOM CAP
BUSHES
LUBRICATOR
KNUCKLE
DRAW KEY
I BEAM
TIE ROD ARM
SPINDLE NUT
STOP BOLT
KING PIN CAP
BUSHINGS
ZIRC
Manual No. NDS1 Issue A Page No.5
Spicer SpecialityAxle Division - Technical Publications
GENUINE SPICER SERVICE PARTS
Should an axle assembly require replacement component parts, it is recommended that
Spicer Speciality Axle Division service parts be used. Spicer Speciality Axle Division service parts are manufactured under the same rigid specification as are the original equipment axle components. This assures the customer who uses genuine Spicer Speciality Axle Division service parts, maximum reliability for a Spicer Speciality Axle Division assembly.
Spicer Speciality Axle Division service parts are available through either your vehicle manufacturer or through Spicer Speciality Axle Division spares department.
The use of non Spicer service parts may cause premature component failure and void the warranty.
The items included in the spare parts section of this manual are currently available as service spare parts at the time of printing.
The part numbers and illustrations are provided specifically as a guide only.
ORDERING SPARE PARTS
In order to assist our spares department when ordering spare parts for your NDS range axle, please have the following information to hand.
1.
Axle type
2.
Axle list number
3.
serial number
These can be found on the axle nameplate situated on the front of the axle bed as shown below:-
SPICER SPECIALITY
AXLE DIVISION
SPICER
®
TYPE
NDS56
SERIAL No.
0001
LIST No.
26227
CUST. REF.
ABCDEF 1
MANUFACTURED IN THE UNITED KINGDOM typical example of nameplate
ALWAYS USE GENUINE
SPICER
SPARE PARTS
!
Page No.6
Manual No. NDS1 Issue A
APPLICATION POLICY
Capability ratings, features and specifications vary depending upon the model type of service. Applications approvals must be obtained from Spicer Speciality axle division. We reserve the right to change or modify our product specifications, configurations, or dimensions at any time without notice.
SPICER SPECIALITY AXLE DIVISION
ABBEY ROAD
LEEDS LS5 3NF
ENGLAND
TEL (+44-113) 2584611 FAX (+44-113) 2586097
place product photo here
SPICER SPECIALITY AXLE DIVISION
Maintenance Manual
NDS axles
Lubrication and Maintenance
NDS Axle range
Issue D
Spicer SpecialityAxle Division - Technical Publications
MANUAL ISSUE SHEET
Page No.
Issue
14
15
18
4
All
5
9
13
3
4
B
B
B
B
B
C
B
B
A
B
Description / Alteration
New Manual
Mileage interval altered
Mileage interval altered
Tie rod torques added
Tie rod torques added
Air cylinder torques added
Air cylinder torques added
Lockstop setting info added
Greasing period altered
End float checking period added
Reason Date
Updated spec.
Updated spec.
New tie rod
New tie rod
Nov. 99
Mar.2000
Mar.2000
Mar.2000
New spec
New spec
Mar.2000
Mar.2000
Mar.2000
Clarification see SB1258 Sep.2000
Standardisation
Standardisation
Jan.2001
Jan.2001
© Spicer Speciality Axle Division
NDS2 issue A Page No.2
Spicer SpecialityAxle Division - Technical Publications
LUBRICATION AND ROUTINE MAINTENANCE FOR NDS AXLE RANGE
SECTION 1
1.1
1.1.1
1.1.2
LUBRICATION
GREASING PERIODS
ON HIGHWAY APPLICATIONS
Pressure lubricate every 6 months or 30000 miles (48000 km)
A more frequent lubrication cycle is required for axles used in on/off highway, refuse, or other severe service applications.
Grease points as shown in fig.no.1.
Grease top and bottom lubricators until grease can be seen escaping from swivel / axle bed interfaces
1.2
Grease top and bottom lubricators
NOTE :-
Greasing points
Fig.No.1
ALL OTHER COMPONENTS IN THE NDS RANGE OF AXLES ARE
GREASED FOR LIFE AND REQUIRE NO FURTHER LUBRICATION
DURING THE LIFE OF THE COMPONENT.
Recommended lubrication -
LITHIUM BASE ROLLER BEARING GREASE NLGI NUMBER 2
Recommended Greases
Use greases to grade "F" in lubrication manual
© Spicer Speciality Axle Division
Page No.3
SECTION 2
2.1
a)
Spicer SpecialityAxle Division - Technical Publications
ROUTINE MAINTENANCE
Hub bearing check should be carried out every 30000 miles (48000 km)
Before commencing checks, apply parking brake, raise wheels off ground and support axle on stands.
and remove brake drum (if fitted) .
WARNING!
NEVER WORK UNDER A VEHICLE SUPPORTED ONLY BY JACKS!
ALWAYS USE SUITABLE AXSLE STANDS!
d) e) f) b) c) g) h)
2.2
Place magnetic base of a dial indicator on brake shoe / caliper and position dial indicator stem against a convenient marked spot on face of Hub flange
With dial indicator in position pull hard but steadily on Hub flange and oscillate at same time until a steady reading is achieved.
Without releasing the pressure, turn bearing so that dial indicator stem contacts marked spot and note reading on indicator.
Push bearing flange hard and oscillate as before until a steady reading is achieved.
Without releasing the pressure, turn bearing so that indicator stem again contacts the marked spot and note new reading on indicator.
The difference between readings is amount of mounted end play in bearing unit .
The mounted end play figure should not exceed 0.050mm for a new bearing.
NOTE:-
IF ORIGINAL BEARING UNIT IS RE-FITTED, AND END FLOAT IS MEASURED AT 1MM, WITH
HUB NUT FULLY TIGHTENED TO CORRECT TORQUE, THEN THE RETAINING CLIP WITHIN THE
UNIT IS DAMAGED / DISPLACED AND A NEW UNIT MUST BE FITTED.
To check front wheel ' Toe In ' a) b)
To preserve correct steering and avoid excessive tyre wear, tracking (or alignment) of front wheels should be checked periodically, as follows :-
Set front wheels in straight ahead position and at points level with wheel centre, measure distance over hubs / wheel rims, both in front and behind axle centre.
For correct 'Toe In' front measurement 'B' should be 0" to 0.04" (0 to1mm) smaller than rear measurement 'A' .
To allow for inaccuracies in wheels, same check should be made with vehicle moved an equivalent to half of a wheel revolution (180 ° ). Any adjustment required can be effected by backing off clamp bolts in ball sockets and rotating tie (track) rod tube.
After adjustment, tighten clamp bolts to specified torque.
All steer axles supplied by Spicer Speciality Axle Division have their lockstops set to customer requirements.
It is important that when the power assisted steering is fitted, the steering gear is adjusted so that the hydraulic assistance cuts out just before the lockstops come into contact with the axle beam, to avoid excessive loads being transmitted through the steering linkages.
Incorrectly adjusted steering could lead to premature failure or shortened life of all steering components.
TP947
‘A’
‘B’
Measure dimensions ‘A’ and ‘B’ over hubs / wheel rims on horizontal centre line.
To give correct alignment ; dimension ‘A’ should be
0.0" to 0.04" (0 to1mm) greater than dimension ‘B’.
2.3
© Spicer Speciality Axle Division
Fig. No.2
Check condition of brake pads as described in relevant brake manufacturers service manual.
Page No.4
SECTION 2
2.4
Spicer SpecialityAxle Division - Technical Publications
ROUTINE MAINTENANCE Cont.
Check permissible slackness in swivel (king) pins every 30000 miles (48000 km) as follows :-
Aspects to be considered are :a) b)
Lateral slackness.
Vertical slackness.
Before commencing checks, apply parking brake, raise wheels off ground and support axle on stands.
a) b)
2.5
Checking lateral slackness
Whilst this is being carried out the brake must be applied.
Place a set -square with its stock on ground and its blade against tyre wall.
Place a mark on ground to indicate position of stock end.
Insert a lever through bottom cut-out of wheel and lever it upwards thus moving set-square outboard.
Mark changed position of stock end.
Maximum allowable stock displacement is given as follows:for 17.5" wheels for 19.5" wheels for 22.5" wheels for 24.0" wheels
=
=
=
=
6mm.
7mm.
8mm.
9mm.
If displacement exceeds stated allowance then need for bush / bearing attention and possible renewal, is in evidence.
Checking vertical slackness
This is measured by a dial indicator anchored to axle beam and having its pointer placed vertical against swivel top.
Place a jack against underside of swivel and, whilst applying a lifting force, observe any movement on indicator dial.
If vertical movement is evident and it exceeds 0.040" (1.02mm) then re-adjustment of swivel is required by adjusting thickness of bearing adjusting washers.
Every 6 months, check for movement in ball joints as follows :-
NOTE :-
THIS TEST IS TO BE CARRIED OUT WITH VEHICLE IN LOADED CONDITION,
DO NOT JACK UP VEHICLE a) Axial end float (axial travel)
End float in direction of axis of ball pin, as shown in fig. no.3 should be within limits of
0.4mm to 2.0mm max. using a test force of 850N.
b) Radial end float (radial travel)
Radial end float at right angles to axis of ball pin as shown in fig. no. 4 should be within limits of 0.4mm to 0.8mm max. using a test force of 6000N.
Replace ball joints if outside limits given in a) and / or b).
TP803
Axial end float
© Spicer Speciality Axle Division
Fig. No. 3
Radial end float Radial end float
Fig. No. 4
Page No.5
SECTION 2
2.6
Spicer SpecialityAxle Division - Technical Publications
ROUTINE MAINTENANCE Cont.
Every 6 months inspect ball joints for corrosion as follows :-
NOTE:-
INSPECTION OF BALL JOINTS IS IMPORTANT, ESPECIALLY THOSE IN OLDER VEHICLES.
DAMAGED SEALING BOOTS, SALT ON ROADS IN WINTER AND CLIMATIC CONDITIONS CAN
CAUSE LOSS OF THE CORROSION PROTECTION COATING APPLIED DURING MANUFACTURE.
Inspection instructions:-
Ensure that ball joint is in an easy access-position.
Carefully clean the sealing boot contact area, to ensure that pollutants cannot get under the sealing boot during the following inspection procedure.
Use an appropriate inspection sheet-metal-tool, eg. spatula with cut out, (fig. no.5) to push up the sealing boot (without damaging it) until ball pin surface is visible. Degrease the ball pin surface.
TP1271
Sheet-metal-tool
Steering lever
●
●
●
●
Ball socket body
●
Ball pin surface
Sealing boot
Fig. No. 5
If there is corrosion of the ball pin or the sealing boot has deteriorated through ageing or is damaged, replace the ball joint in question, or the complete tie rod or drag link as appropriate.
If there is corrosion of the steering lever area which is in contact with the sealing boot, clean and eliminate all surface irregularities.
If there is no corrosion or damage to the sealing boot, smear the steering lever surface with
Lithium grease and push the sealing boot back into its properly seated position.
When dismantling tie rods, drag links or drop arms ensure that no damage is caused to the sealing boots or ball joint housings.
© Spicer Speciality Axle Division
NDS2 issue A Page No.6
SECTION 3
Spicer SpecialityAxle Division - Technical Publications
CARE OF WHEELS AND FIXING FACES (ALL AXLES WITH SPIGOT FIXING)
3.1
3.2
At approximately 100 miles after fitting wheels, wheel nut torque should be checked with wheel ends in
" cold " condition ( ie not after prolonged braking.).
If any relaxation of original torque
(see specification)
has occured, re-tighten.
Relaxation of initial torque may occur because of "
Bedding Down
" of hub and wheel surfaces.
NOTE:-
TIGHTENING SHOULD NOT BE DONE IMMEDIATELY AFTER PROLONGED
BRAKING I.E. WHEN WHEEL ENDS ARE HOT. A RELAXATION OF WHEEL NUT
TORQUE DOES OCCUR WHEN WHEEL END IS HOT BUT SHOULD REVERT BACK
TO THE ORIGINAL SETTING AS THE WHEEL END COOLS DOWN. RE- TIGHTENING
WHEN HOT WILL PRODUCE A HIGHER TORQUE READING WHEN COLD!
Although this single re-tightening after first 100 miles should be sufficient to ensure wheels stay tight, extra checks are recommended within at least the first 1000 miles to check that wheel assembly is stable and that no further relaxation is occuring.
see graphic on following page for correct tightening sequence of wheel nuts
Care of wheels :-
Check for
CRACKS in wheels, especially around the fixing holes, and in studs, nuts and washers.
If in doubt
RENEW
.
DO NOT
simply re-tighten very loose wheel fixings or wheels which are continualy 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.
NOTE :-
FURTHER DETAILS ARE GIVEN IN BRITISH STANDARD CODE OF PRACTICE FOR THE
SELECTION AND CARE OF TYRES AND WHEELS FOR COMMERCIAL VEHICLES:-
BSAU50 : PART2 : SECTION 7A : 1995
PROTECTION OF SPIGOT WHEEL FIXING DIAMETERS AND PRESSURE SURFACES.
Although
Spicer Speciality Axles Division
apply an initial surface coating to wheel rim mating faces on spigot to stop rusting and facilitate easy removal of wheels. The application of P.B.C. grease such as 'Rocol Tufgear' or equivalent to wheel register is recommended.
The above P.B.C. grease is available from Rocol Ltd., Rocol House, Wakefield Road,
Swillington, Leeds, UK. Phone: 44 (113) 2322600. Fax: 44 (113) 2322740.
© Spicer Speciality Axle Division
NDS2 issue A Page No.7
Spicer SpecialityAxle Division - Technical Publications
3 1
WHEELNUT TIGHTENING
TORQUE SEQUENCE
6 - STUD FIXING
5 6
WHEELNUT TIGHTENING
TORQUE SEQUENCE
8 - STUD FIXING
WHEELNUT TIGHTENING
TORQUE SEQUENCE
10 - STUD FIXING
© Spicer Speciality Axle Division
NDS2 issue A
2 4
1
5 8
3
10
4
7
5
8
6
2
1
7
3
2
6
Page No.8
9
4
SECTION 4
Spicer SpecialityAxle Division - Technical Publications
Guidance standards for acceptable brake drum crazing (if fitted).
Every 30000 miles (48000 km) or whenever brake drums are removed for axle maintenance purposes they should be checked for crazing.
Brake drums with crazing in excess of that shown in fig.6 below, and which are of
Spicer Speciality axle division manufacture should not be re introduced into service.
Figs.7 & 8 show examples of unacceptable crazing.
fig.6
fig.7
© Spicer Speciality Axle Division fig.8
Page No.9
Spicer SpecialityAxle Division - Technical Publications
EVALUATION OF BRAKE DISC SURFACE
Upon removal of brake disc Fig. 9. It's surface should be checked for defects. Inspection should cover both sides of the braking surface as well as the outer diameter of the disc.
Brake disc thickness should be checked in accordance with manufacturers dimensional recommendations.
You should inspect for the following:-
• Heat checking
• Cracks
• Grooves - scoring
• Blue marks - Banding
• Polished discs
Heat checking
can be light or heavy,
If light heat checking
type cracks (fine and light) are found as shown in Fig.10 the disc can continue to be used.
If heavy heat checking
type cracks (deep and wide) are found the disc must be replaced.
Fig. 9
Fig. 10
Cracks
can be of 2 types
Radial or Through.
If any radial
cracks are found in the brake disc surface as shown in fig. 11. then the disc must be replaced.
.
Fig. 11
TP1627
TP1628
TP1629
TP1630
If any
Through cracks are found in the brake disc as shown in fig. 12. then the disc must be replaced.
.
© Spicer Speciality Axle Division
NDS2 issue A
Fig. 12
Page No.10
Spicer SpecialityAxle Division - Technical Publications
EVALUATION OF BRAKE DISC SURFACE CONTINUED
Grooving - Scoring
can be light or heavy,
If light
grooving is found as shown in Fig. 13 then the disc can continue to be used.
Fig. 13
If
Heavy grooving is found as shown in Fig. 14 then the disc must be replaced.
TP1631
TP1632
Blue marks - banding
indicates that the disc has been exposed to very high temperatures.
If
Blue marks - banding
are found, the reason for the high temperatures must be investigated and corrected.
Refer to the Brake manufacturer for details.
if left uncorrected the formation of heavy heat checking / cracks will occur.
Fig. 14
TP1633
Fig. 15
TP1634
Polished discs
indicate the use of improper lining material or that the disc has been re- machined to too fine a surface finish.
The
Gloss / polish
should be removed using (80) grit
Emery cloth and the brake manufacturer should be contacted for an alternate liner material.
© Spicer Speciality Axle Division
NDS2 issue A
Fig. 16
Page No.11
Spicer SpecialityAxle Division - Technical Publications
© Spicer Speciality Axle Division
NDS2 issue A Page No.12
Spicer SpecialityAxle Division - Technical Publications
SWIVEL / AXLE BED TIGHTENING TORQUES
14
15
16
1
2
3
7
6
9
8
5
4
10
11
12
13
23
22
21
20
19
18
24
25
26
27
28
40
39
38
37
36
35
34
33
32
31
30
29
Fig.No.17
17
PART N O
----
DESCRIPTION ----------------------------------- TIGHTENING TORQUE
1 ------- Brake backplate nut 1/2" UNF ---------------- 85 - 103 lbs.ft--------115 - 140 NM ------- (All axles)
2 ------- Brake backplate stud 1/2" UNF --------------- See TD 183/1 ---------------------------------- (All axles)
8 ------- Swivel top cap ------------------------------------- 25 - 75 lbs.ft ----------34 - 102 NM -------- (All axles)
9 ------- Swivel top cap lubricator ----------------------- 10 - 15 lbs.ft ----------14 - 20 NM ---------- (All axles)
11 ------ Top lever bolts M20 x 2.5 grade 10.9 ------- 433 - 479 lbs.ft -------587 - 649 NM ------- (NDS 35/41/56)
-------- Top lever bolts M20 x 2.5 grade 12.9 ------- 520 - 575 lbs.ft -------705 - 780NM ------- (NDS 56)
-------- Top lever bolts M24 x 3 grade 10.9---------- 751 - 830 lbs.ft -------1018 - 1125 NM --- (NDS 80)
14 ------ Cotter pin nut 1/2" UNF ------------------------- 51 - 61 lbs.ft ----------69 - 82 NM ---------- (All axles)
23 ------ Lockstop nut --------------------------------------- 90 - 120 lbs.ft --------122 - 162 NM ------- (All axles)
24 & 25 --- Bottom lever bolts M20 x 2.5 grade 10.9 --- 433 - 479 lbs.ft -------587 - 649 NM ------- (NDS 35/41/56)
-------- Bottom lever bolts M20 x 2.5 grade 12.9 --- 520 - 575 lbs.ft -------705 - 780NM ------- (NDS 80)
-------- Bottom lever bolts M24 x 3 grade 10.9 ----- 751 - 830 lbs.ft -------1018 - 1125 NM --- (NDS 80)
27 ------ Ball pin nut (F4845T assembly) -------------- 155 - 170 lbs.ft -------210 - 230 NM ------- (All axles)
-------- Ball pin nut (F4109T assembly) -------------- 184 - 206 lbs.ft -------249 - 279 NM ------- (All axles)
-------- Ball pin nut (F4779S assembly) -------------- 100 - 170 lbs.ft -------135 - 230 NM ------- (All axles)
-------- Ball pin nut (F4897S assembly) -------------- 190 - 220 lbs.ft -------257 - 298 NM ------- (All axles)
30 ------ Socket pinch bolt (F4845T assembly) ------ 33 - 37 lbs.ft ----------45 - 50 NM ---------- (All axles)
-------- Socket pinch bolt (F4109T assembly) ------ 52 - 59 lbs.ft ----------70 - 80 NM ---------- (All axles)
-------- Socket pinch bolt (F4779S assembly) ------ 65 - 75 lbs.ft ----------88 - 102 NM -------- (All axles)
-------- Socket pinch bolt (F4897S assembly) ------ 118 - 155 lbs.ft -------160 - 210 NM ------- (All axles)
33 ------ Swivel bottom cap lubricator ------------------ 10 - 15 lbs.ft ----------14 - 20 NM ---------- (All axles)
34 ------ Swivel bottom cap -------------------------------- 25 - 75 lbs.ft ----------34 - 102 NM -------- (All axles)
41 ------ Hub nut --------------------------------------------- 350 - 400 lbs.ft -------475 - 542 NM ------- (NDS 35/41/56)
-------- Hub nut --------------------------------------------- 575 - 626 lbs.ft -------778 - 849 NM ------- (NDS 80)
© Spicer Speciality Axle Division
Page No.13
Spicer SpecialityAxle Division - Technical Publications
SWIVEL / AXLE BED TIGHTENING TORQUES
12
13
14
1
7
6
5
4
3
2
8
9
10
11
15
21
22
20
23
24
19
18
17
16
25
26
38
37
36
35
34
33
32
31
30
29
28
27
Fig.No.18
PART N O
----
DESCRIPTION ----------------------------------- TIGHTENING TORQUE
6 ------- Swivel top cap ------------------------------------- 25 - 75 lbs.ft ----------34 - 102 NM -------- (All axles)
7 ------- Swivel top cap lubricator ----------------------- 10 - 15 lbs.ft ----------14 - 20 NM ---------- (All axles)
9 ------- Top lever bolts M20 x 2.5 grade 10.9 ------- 433 - 479 lbs.ft -------587 - 649 NM ------- (NDS 35/41/56)
-------- Top lever bolts M20 x 2.5 grade 12.9 ------- 520 - 575 lbs.ft -------705 - 780NM ------- (NDS 56)
-------- Top lever bolts M24 x 3 grade 10.9---------- 751 - 830 lbs.ft -------1018 - 1125 NM --- (NDS 80)
12 ------ Cotter pin nut 1/2" UNF ------------------------- 51 - 61 lbs.ft ----------69 - 82 NM ---------- (All axles)
21 ------ Lockstop nut --------------------------------------- 90 - 120 lbs.ft --------122 - 162 NM ------- (All axles)
22 & 23 --- Bottom lever bolts M20 x 2.5 grade 10.9 --- 433 - 479 lbs.ft -------587 - 649 NM ------- (NDS 35/41/56)
-------- Bottom lever bolts M20 x 2.5 grade 12.9 --- 520 - 575 lbs.ft -------705 - 780NM ------- (NDS 80)
-------- Bottom lever bolts M24 x 3 grade 10.9 ----- 751 - 830 lbs.ft -------1018 - 1125 NM --- (NDS 80)
25 ------ Ball pin nut (F4845T assembly) -------------- 155 - 170 lbs.ft -------210 - 230 NM ------- (All axles)
-------- Ball pin nut (F4109T assembly) -------------- 184 - 206 lbs.ft -------249 - 279 NM ------- (All axles)
-------- Ball pin nut (F4779S assembly) -------------- 100 - 170 lbs.ft -------135 - 230 NM ------- (All axles)
-------- Ball pin nut (F4897S assembly) -------------- 190 - 220 lbs.ft -------257 - 298 NM ------- (All axles)
28 ------ Socket pinch bolt (F4845T assembly) ------ 33 - 37 lbs.ft ----------45 - 50 NM ---------- (All axles)
-------- Socket pinch bolt (F4109T assembly) ------ 52 - 59 lbs.ft ----------70 - 80 NM ---------- (All axles)
-------- Socket pinch bolt (F4779S assembly) ------ 65 - 75 lbs.ft ----------88 - 102 NM -------- (All axles)
-------- Socket pinch bolt (F4897S assembly) ------ 118 - 155 lbs.ft -------160 - 210 NM ------- (All axles)
30 ------ Swivel bottom cap lubricator ------------------ 10 - 15 lbs.ft ----------14 - 20 NM ---------- (All axles)
31 ------ Swivel bottom cap -------------------------------- 25 - 75 lbs.ft ----------34 - 102 NM -------- (All axles)
38 ------ Hub nut --------------------------------------------- 350 - 400 lbs.ft -------475 - 542 NM ------- (NDS 35/41/56)
-------- Hub nut --------------------------------------------- 575 - 626 lbs.ft -------778 - 849 NM ------- (NDS 80)
© Spicer Speciality Axle Division
Page No.14
Spicer SpecialityAxle Division - Technical Publications
SWIVEL / HUB END TIGHTENING TORQUES
4
5
6
1
2
3
9
8
7
PART N O
1
6
4
10
10
Fig.No.19
DESCRIPTION TIGHTENING TORQUE
Wheel nut M18 x 1.5 ----------------------------------------------- 235 - 260 lbs.ft
318 - 352NM
Wheel nut M20 x 1.5 ----------------------------------------------- 285 - 315 lbs.ft
386 - 427NM
Wheel nut M22 x 1.5 ----------------------------------------------- 475 - 525 lbs.ft
644 - 712NM
Brake Caliper Mounting Bolt M14 x 1.5 ----------------------- 174 - 192 lbs.ft
236 - 260NM
Brake Caliper Mounting Bolt M16 x 1.5 ----------------------- 266 - 294 lbs.ft
360 - 399NM
Brake Caliper Mounting Bolt M18 x 1.5 ----------------------- 372 - 412 lbs.ft
504 - 559NM
Brake Caliper Mounting Bolt M20 x 1.5 ----------------------- 520 - 574 lbs.ft
705 - 778NM
Brake air cylinder retaining nuts M16 X 1.5------------------ 133 - 155 lbs.ft
180 - 210NM
Hub flange retaining bolt M14 x 1.5---------------------------- 174 - 192 lbs.ft
236 - 260NM
© Spicer Speciality Axle Division
Page No.15
Spicer SpecialityAxle Division - Technical Publications
SWIVEL / HUB END TIGHTENING TORQUES
7
8
9
3
4 5
6
1
2
10
11
PART N O
1
8
9
19
18
17
16
15
14
13
12
20
21
Fig.No.20
DESCRIPTION TIGHTENING TORQUE
Wheel nut M18 x 1.5 ----------------------------------------------- 235 - 260 lbs.ft
318 - 352NM
Wheel nut M20 x 1.5 ----------------------------------------------- 285 - 315 lbs.ft
386 - 427NM
Wheel nut M22 x 1.5 ----------------------------------------------- 475 - 525 lbs.ft
644 - 712NM
Hub flange retaining bolt M14 x 1.5---------------------------- 174 - 192 lbs.ft
236 - 260NM
Brake drum retaining screw -------------------------------------- 26 - 32 lbs.ft
35 - 43NM
© Spicer Speciality Axle Division
NDS2 issue A Page No.16
1
2
Spicer SpecialityAxle Division - Technical Publications
6
3
4 5
7
PART N O
1
20
21
8
9<
Fig.No.21
DESCRIPTION TIGHTENING TORQUE
Wheel nut M18 x 1.5 ----------------------------------------------- 235 - 260 lbs.ft
318 - 352NM
Wheel nut M20 x 1.5 ----------------------------------------------- 285 - 315 lbs.ft
386 - 427NM
Wheel nut M22 x 1.5 ----------------------------------------------- 475 - 525 lbs.ft
644 - 712NM
Hub flange retaining bolt M14 x 1.5 ---------------------------- 174 - 192 lbs.ft
236 - 260NM
Brake drum retaining screw -------------------------------------- 26 - 32 lbs.ft
35 - 43NM
© Spicer Speciality Axle Division
NDS2 issue A Page No.17
1
2
3
Spicer SpecialityAxle Division - Technical Publications
5 6
7
4
9
8
PART N
1
5
6
O
10
© Spicer Speciality Axle Division
10
Fig.No.22
DESCRIPTION TIGHTENING TORQUE
Wheel nut M18 x 1.5 ----------------------------------------------- 235 - 260 lbs.ft
318 - 352NM
Wheel nut M20 x 1.5 ----------------------------------------------- 285 - 315 lbs.ft
386 - 427NM
Wheel nut M22 x 1.5 ----------------------------------------------- 475 - 525 lbs.ft
644 - 712NM
Brake air cylinder retaining nuts M16 X 1.5------------------ 133 - 155 lbs.ft
180 - 210NM
Brake Caliper Mounting Bolt M14 x 1.5 ----------------------- 174 - 192 lbs.ft
236 - 260NM
Brake Caliper Mounting Bolt M16 x 1.5 ----------------------- 266 - 294 lbs.ft
360 - 399NM
Brake Caliper Mounting Bolt M18 x 1.5 ----------------------- 372 - 412 lbs.ft
504 - 559NM
Brake Caliper Mounting Bolt M20 x 1.5 ----------------------- 520 - 574 lbs.ft
705 - 778NM
Hub flange retaining bolt M14 x 1.5---------------------------- 174 - 192 lbs.ft
236 - 260NM
Page No.18
1
2
Spicer SpecialityAxle Division - Technical Publications
3
4 5
6
7
8
Fig.No.23
PART N O
1
7
8
DESCRIPTION TIGHTENING TORQUE
Wheel nut M18 x 1.5 ----------------------------------------------- 235 - 260 lbs.ft
318 - 352NM
Wheel nut M20 x 1.5 ----------------------------------------------- 285 - 315 lbs.ft
386 - 427NM
Wheel nut M22 x 1.5 ----------------------------------------------- 475 - 525 lbs.ft
644 - 712NM
Hub flange retaining bolt M14 x 1.5---------------------------- 174 - 192 lbs.ft
236 - 260NM
Brake drum retaining screw -------------------------------------- 26 - 32 lbs.ft
35 - 43NM
© Spicer Speciality Axle Division
NDS2 issue A Page No.19
APPLICATION POLICY
Capability ratings, features and specifications vary depending upon the model type of service. Applications approvals must be obtained from Spicer Speciality Axle Division. We reserve the right to change or modify our product specifications, configurations, or dimensions at any time without notice.
SPICER SPECIALITY AXLE DIVISION
Abbey Road, Kirkstall
Leeds LS5 3NF
England
Tel: (113) 2584611 Fax: (113) 2586097
SPICER SPECIALITY AXLE DIVISION
Maintenance manual
Model NDS
Hub and brake assembly
With Knorr Bremse
Disc brake
Fitted to offset barrel swivel
Spicer Speciality Axle Division - Technical Publications
MANUAL ISSUE SHEET
Page No.
Issue
All
11
7
A
B
C
Description / Alteration
New Manual
Reason Date
Page added all subsequent pages re numbered Brake disc checking added Oct.2000
Optimol Paste Added
Mar.2000
To prevent fretting ECN 8695 Aug.2002
© Spicer Speciality Axle Division
Manual No. NDS8 Page No.2
Spicer Speciality Axle Division - Technical Publications
OVERHAUL PROCEDURES
PREPARATION
Prepare for axle overhaul as follows:
1 Set parking brake and block drive wheels to prevent vehicle movement.
2.
Raise vehicle until tyres are off the ground.
support raised vehicle with safety stands.
WARNING!
NEVER WORK UNDER A VEHICLE
SUPPORTED ONLY BY A JACK.
ALWAYS USE SAFETY STANDS.
HUB END DISASSEMBLY
1.
2.
3.
4.
Disconnect brake connections and ABS sensor from vehicle.
Fit plugs to connections to prevent dirt ingress.
Loosen but do not remove, brake caliper retaining bolts
Using suitable lifting equipment, support the brake caliper.
Remove brake caliper retaining bolts and remove brake caliper from axle.
WARNING!
BRAKE CALIPER IS HEAVY
ENSURE WEIGHT IS FULLY SUPPORTED
BEFORE REMOVING RETAINING BOLTS.
TAKE CARE TO AVOID CALIPER
SWINGING AND TRAPPING FINGERS.
NOTE:-
BRAKE CALIPERS ARE HANDED!
SPICER SPECIALITY AXLE DIVISION
RECOMMENDS MARKING CALIPERS
WITH PAINT OR MARKER PEN TO
FACILITATE CORRECT REFITTING
BRAKE AIR CYLINDERS SHOULD ONLY
BE REMOVED IF REPLACEMENT OR
REPAIR IS REQUIRED.
REFER TO THE BRAKE
MANUFACTURERS MANUAL FOR
DETAILS OF CALIPER OR
AIR CYLINDER SERVICE.
© Spicer Speciality Axle Division
Manual No. NDS8 Page No.3
Spicer Speciality Axle Division - Technical Publications
OVERHAUL PROCEDURES
HUB END DISASSEMBLY
5.
6.
7.
Loosen but do not remove hub flange bolts.
Remove 2 diametrically opposed hub flange bolts.
Replace 2 diametrically opposed hub flange bolts with 2 studs (loosely fitted).
8.
9.
10.
11.
NOTE!
REPLACEMENT STUDS SHOULD
PROTRUDE BEYOND FRONT FACE OF
HUB FLANGE TO AID REMOVAL
Gently tap hub flange outwards using a hide faced hammer.
Support weight of hub flange and remove hub flange retaining bolts.
Remove hub flange and place on a suitable workbench.
WARNING!
COMPONENT IS HEAVY
ENSURE WEIGHT IS FULLY SUPPORTED
BEFORE REMOVING RETAINING BOLTS.
Inspect wheel studs and remove for replacement, any that are found to be defective.
© Spicer Speciality Axle Division
Manual No. NDS8 Page No.4
Spicer Speciality Axle Division - Technical Publications
OVERHAUL PROCEDURES
HUB END DISASSEMBLY
12.
13.
Once hub flange has been removed, insert two bolts into brake disc extraction holes
Tighten to free brake disc from hub bearing.
14.
15.
Support weight of brake disc and carefully slide along dummy studs to remove.
WARNING!
COMPONENT IS HEAVY
ENSURE WEIGHT IS FULLY SUPPORTED
BEFORE REMOVING .
Place brake disc on a suitable work bench and inspect for cracks and defects, Replace if necessary.
(See Lubrication and maintenance section for details of typical defects and acceptability)
Check brake disc thickness is within manufacturers specifications.
Refer to table below for Acceptable dimensions:
WARNING!
DO NOT ALLOW BRAKE DISC TO WEAR
BELOW MINIMUM THICKNESS!
Brake disc type
SB5000
SB6000
SB7000
Original thickness
34MM
45MM
45MM
Minimum thickness
28MM
37MM
37MM
© Spicer Speciality Axle Division
Manual No. NDS8 Page No.5
Spicer Speciality Axle Division - Technical Publications
OVERHAUL PROCEDURES
17.
18.
19.
HUB END DISASSEMBLY
16.
20.
21.
Using a small ended chisel, pry off the
"staking" on the hub nut.
Remove hub nut and discard.
Remove bearing thrust washer.
Fit bearing guide sleeve onto swivel thread.
(See chart at front of swivel assembly )
Carefully pull unitised hub bearing assembly towards end of swivel stub and remove.
Place on a suitable workbench and inspect for wear / damage, taking care not to damage the ABS exciter ring in the process.
22.
NOTE:-
THE UNITISED BEARINGS USED ON THE
NDS RANGE OF AXLES, ARE NON
SERVICABLE ITEMS.
BEARINGS ARE PRE ADJUSTED,
LUBRICATED AND HAVE SEALS FITTED
AS PART OF THE MANUFACTURING
PROCESS.
THE BEARINGS ARE GREASED FOR
LIFE AND THERE IS NO NEED OR
FACILITY FOR RE-LUBRICATION.
Remove ABS sensor and sensor bush inspect for wear / damage and replace if necessary.
Stripdown remainder of axle as described in swivel assembly removal and refitting instructions.
© Spicer Speciality Axle Division
Manual No. NDS8
Place bearing this way up on bench to avoid damaging pole wheel.
Page No.6
Spicer Speciality Axle Division - Technical Publications
OVERHAUL PROCEDURES
HUB END REASSEMBLY
1.
2.
3.
4.
Follow instructions contained in swivel
/ axle bed reassembly section, before attempting to reassemble hub end.
Fit Unitised hub bearing guide sleeve onto swivel stub .
(see chart at front of swivel section)
Lightly smear the axle stub bearing journal with a thin layer of anti-fretting assembly paste, white i.e Optimol Paste White T (Castrol) or equivalent.
Offer new unitised bearing onto swivel stub.
© Spicer Speciality Axle Division
Manual No. NDS8 Page No.7
Spicer Speciality Axle Division - Technical Publications
OVERHAUL PROCEDURES
6.
7.
HUB END REASSEMBLY CONTINUED
5.
Place unitised hub bearing thrust washer onto axle stub.
Fit hub nut.
Tighten to specified torque.
NOTE:-
ROTATE UNITISED HUB BEARING
WHILST TIGHTENING.
© Spicer Speciality Axle Division
Manual No. NDS8 Page No.8
Spicer Speciality Axle Division - Technical Publications
OVERHAUL PROCEDURES
HUB END REASSEMBLY CONTINUED
8.
9.
10.
11.
12.
13.
14.
Stake the hub nut by deforming with a round nosed chisel.
Using a modified hub flange bolt as a guide.
carefully position brake disc onto unitised hub bearing.
Tap securely home
(using a hide faced hammer to avoid damaging the brake disc itself.)
Remove the modified hub flange bolt at this point.
Carefully offer hub flange up to brake disc / unitised hub bearing assembly and hold in position by inserting 1 - off hub flange bolt and tightening hand tight.
Insert remainder of hub flange bolts.
Tighten to correct torque using selection procedure as shown on following page.
© Spicer Speciality Axle Division
Manual No. NDS8 Page No.9
Spicer Speciality Axle Division - Technical Publications
HUB FLANGE BOLT
TIGHTENING TORQUE SEQUENCE
FOR 8 BOLT FIXING
3
5
1
8
4
7
2
6
HUB FLANGE BOLT
TIGHTENING TORQUE SEQUENCE
FOR 10 BOLT FIXING
10
4
5
1
7
3
9
8
2
6
HUB FLANGE BOLT
TIGHTENING TORQUE SEQUENCE
FOR 14 BOLT FIXING
© Spicer Speciality Axle Division
Manual No. NDS8
10
12
4
14
5
8
1
2
7
6
13
3
11
9
Page No.10
Spicer Speciality Axle Division - Technical Publications
OVERHAUL PROCEDURES
HUB END REASSEMBLY CONTINUED
15.
16.
Once the hub flange has been correctly fitted; it is necessary to check the axial run out of the brake disc.
Position a metric dial test indicator onto axle in a suitable position as shown.
17.
18.
NOTE:-
POSITION MAY VARY DEPENDENT ON
AXLE SPECIFICATION
Position stylus of dial test indicator onto brake disc as shown.
Rotate the hub through 360 ° and note any movement of the dial test indicator.
19.
20.
21.
22.
NOTE:-
MAXIMUM AXIAL RUNOUT IS 0.1mm
Should axial runout exceed 0.1mm. the brake disc is out of specification .
Remove and check out of specification disc to ensure no damage has occured to the mounting faces, or that no dirt is present.
Remove any dirt found on the mounting faces and refit and re check disc.
NOTE:-
DAMAGED DISCS SHOULD BE
REPLACED AS A MATTER OF
COURSE!
Should it be found that a cleaned and refitted disc is still out of specification; it must be replaced.
© Spicer Speciality Axle Division
Manual No. NDS8 Page No.11
Spicer Speciality Axle Division - Technical Publications
OVERHAUL PROCEDURES
HUB END REASSEMBLY CONTINUED
23.
Refit ABS sensor bush and sensor into swivel
24.
25.
NOTE:-
A NEW SENSOR BUSH SHOULD BE
FITTED WHENEVER A NEW SENSOR IS
FITTED.
IF FITTING A NEW SENSOR AND BUSH
INTO AN ABS READY AXLE. SENSOR
AND BUSH SHOULD BE SUPPLIED
FROM THE SAME MANUFACTURER.
Push sensor through bush until it comes into contact with polewheel on hub assembly.
Rotate hub bearing assembly through at least one revolution.
THIS SERVES TO SET THE CORRECT
GAP BETWEEN SENSOR AND
POLEWHEEL.
Refit ABS sensor bush and sensor into swivel
© Spicer Speciality Axle Division
Manual No. NDS8 Page No.12
Spicer Speciality Axle Division - Technical Publications
OVERHAUL PROCEDURES
HUB END REASSEMBLY CONTINUED
26.
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 ; 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 f)
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.
Note : The above test procedure is as recommended by A.B.S. manufacturers.
© Spicer Speciality Axle Division
Manual No. NDS8 Page No.13
Spicer Speciality Axle Division - Technical Publications
OVERHAUL PROCEDURES
HUB END REASSEMBLY CONTINUED
27.
Using suitable lifting equipment, support the brake caliper.
28.
29.
30.
31.
WARNING!
BRAKE CALIPER IS HEAVY.
Offer brake caliper up to brake bracket.
(Ensure correct hand of brake caliper is selected)
Insert brake caliper retaining bolts and tighten hand tight.
Tighten brake caliper bolts to secure assembly.
Remove caliper lifting equipment
32.
33.
WARNING!
BRAKE CALIPER IS HEAVY
ENSURE WEIGHT IS FULLY SUPPORTED
BY RETAINING BOLTS BEFORE
REMOVING LIFTING EQUIPMENT.
Tighten brake caliper bolts to correct torque.
If the brake caliper air chamber has been removed; Refit to caliper and tighten nuts to correct torque.
NOTE!
TAKE CARE NOT TO DAMAGE PAD
WEAR SENSOR CABLE DURING
REASSEMBLY OF CHAMBER TO
CALIPER.
© Spicer Speciality Axle Division
Manual No. NDS8 Page No.14
Spicer Speciality Axle Division - Technical Publications
OVERHAUL PROCEDURES
HUB END REASSEMBLY CONTINUED
34.
35.
Refit lockstop screws and adjusting nuts
Reset lockstop screws to achieve correct lock angles as shown on installation drawing or vehicle manufacturers specifications.
NOTE:-
DO NOT ALLOW LOCKSTOP THREADS
TO PROTRUDE THROUGH FRONT FACE
OF SWIVEL.
36.
Check wheel alignment as follows :a) Set axle in straight ahead position.
b) c)
At a point level with wheel centre, measure distance over hubs / wheel rims, both in front and behind axle centre.
Front measurement ‘B’ should be
0.0" to 0.04" (0.0 to 1mm)
LESS than rear measurement ‘A’.
d) e)
Any adjustment on type A socket and tie rod assemblies can be effected by slackening clamp bolts in ball sockets and rotating track rod tube.
For type B socket and tie rod assemblies, slacken the clamped end of the assembly and use the adjuster ring.
After adjustment, tighten clamp bolts to specified torque.
NOTE:-
WHEN ADJUSTING TYPE A TIE RODS,
ENSURE SOCKET THREADS ARE
EQUALLY POSITIONED IN EACH END OF
THE TIE ROD AND THAT THE END OF
THE SOCKET THREAD IS NOT VISIBLE
THROUGH THE SAWCUT
End of threads must not be visible here
Adjuster ring type B Socket assembly
Crimped end type B Socket assembly
'A'
Clamp bolt type A
Socket assembly
© Spicer Speciality Axle Division
Manual No. NDS8
'B'
Page No.15
Spicer Speciality Axle Division - Technical Publications
OVERHAUL PROCEDURES
HUB END REASSEMBLY CONTINUED
37.
38.
Re-connect brake to vehicle hydraulic system as recommended in brake manufacturer’s manual.
Clean interfaces of wheelnuts, wheel rim & hub then re-fit road wheels securing with wheel nuts and tighten in correct sequence (as shown on following page) to specified torque.
39.
NOTE:-
INTERFACES MUST BE FREE FROM
DIRT, INCLUDING BRAKE LINER
MATERIAL DEBRIS, RUST AND PAINT.
FAILURE TO KEEP INTERFACES
CLEAN CAN AND WILL CAUSE WHEEL
RIM TO DISTORT UPON TIGHTENING
OF WHEEL NUTS
FOR FURTHER DETAILS SEE
BS AU50 : part 2 : section 7A : 1995
Remove axle supports and lower vehicle to ground.
© Spicer Speciality Axle Division
Manual No. NDS8 Page No.16
Spicer Speciality Axle Division - Technical Publications
3 1
WHEELNUT TIGHTENING
TORQUE SEQUENCE
FOR 6 STUD FIXING
5 6
WHEELNUT TIGHTENING
TORQUE SEQUENCE
FOR 8 STUD FIXING
WHEELNUT TIGHTENING
TORQUE SEQUENCE
FOR 10 STUD FIXING
© Spicer Speciality Axle Division
Manual No. NDS8
2 4
1
5 8
3
10
4
7
5
8
6
2
1
2
7
6
Page No.17
3
9
4
Spicer Speciality Axle Division - Technical Publications
TP1193
© Spicer Speciality Axle Division
Manual No. NDS8 Page No.18
Spicer Speciality Axle Division - Technical Publications
ILLUSTRATION OF NDS HUB END WITH SEPARATE BRAKE BRACKET
5 6
7
4
1
2
3
9
8
10
PART NUMBER DESCRIPTION
1 ............................................... Wheel nut (Not Supplied By Spicer Speciality Axles)
2 ............................................... Hub flange
3 ............................................... Wheel stud
4 ............................................... Brake Caliper
5 ............................................... Air chamber
6 ............................................... Brake Caliper Mounting Washer
7 ............................................... Brake Caliper Mounting Bolt
8 ............................................... Unitised Hub Bearing
9 ............................................... Brake Disc
10 .............................................. Hub Flange Retaining Bolt
© Spicer Speciality Axle Division
Manual No. NDS8 Page No.19
APPLICATION POLICY
Capability ratings, features and specifications vary depending upon the model type of service. Applications approvals must be obtained from Spicer Speciality axle division. We reserve the right to change or modify our product specifications, configurations, or dimensions at any time without notice.
SPICER SPECIALITY AXLE DIVISION
ABBEY ROAD
LEEDS LS5 3NF
ENGLAND
TEL (+44-113) 2584611 FAX (+44-113) 2586097
SECTION 11: REAR AXLES
CONTENTS
) ..............................................................11-2
ILLUSTRATIONS
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. operated by an air actuated shift assembly that is mounted on the carrier.
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.
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 DCDL (DRIVER-CONTROLLED MAIN
DIFFERENTIAL LOCK)
Meritor Single-reduction carriers with drivercontrolled main differential lock (DCDL) have the same type of gears and bearings as the standard-type carriers. The differential lock is
11-2
FIGURE 3: DRIVER-CONTROLLED DIFFERENTIAL LOCK
1.3 DRIVE AXLE LUBRICATION
Additional lubrication information is covered in the Meritor Product Information Letter "Revised
Lubricant Change Intervals" annexed to this section.
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 25,000 miles (40 000 km) or according to the fleet maintenance interval, whichever comes first (Fig. 4).
Change differential oil and clean the breathers, magnetic fill and drain plugs, every 100,000 miles (160 000 km) or once a year, whichever comes first.
If using full synthetic gear oil, change differential oil and clean the breathers, magnetic fill and drain plugs, every 250,000 miles (400 000 km) or every four years, whichever comes first.
Section 11: REAR AXLES
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. 4).
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.
FIGURE 4: DIFFERENTIAL HOUSING BOWL
11007
5. Install and tighten the fill plug to 35-50 lbf-ft
(48-67 Nm).
1.4.2 Draining and Replacing the Oil
1.4 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".
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 Nm).
1.4.1 Checking and Adjusting the Oil Level
4. Clean the area around the fill plug. Remove the fill plug from the differential housing bowl.
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.
WARNING
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.
11-3
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 (120ºC).
6. Install and tighten the fill plug to 35-50 lbf-ft
(48-67 Nm).
Section 11: REAR AXLES
1.4.3 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.
1.5 REMOVAL AND REINSTALLATION
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 6).
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. 5 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 6: JACKING POINTS ON DRIVE AXLE
H3B762
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".
FIGURE 5: JACKING POINTS ON FRAME
11020
12. Remove the transversal radius rod support from the vehicle sub-frame.
2. Exhaust compressed air from the air supply system by opening the drain cock on each air reservoir.
13. Remove the two retaining nuts from each of the four air bellows lower mounting supports.
3. Disconnect the propeller shaft as directed in
Section 9, "Propeller Shaft", in this manual.
14. Use the jacks to lower axle. Carefully pull away the jacks axle assembly from underneath vehicle.
4. On both sides of the vehicle, unscrew fasteners retaining front wheel housing plastic guards, and remove them from vehicle.
5. Disconnect both height control valve links from air spring mounting plate brackets then move the arm down to exhaust air suspension.
6. Remove cable ties securing the ABS cables
(if vehicle is so equipped) 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.
11-4
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.
1.6 DISASSEMBLY AND REASSEMBLY
Disassembly and re-assembly procedures are covered under applicable headings in Meritor's
"MAINTENANCE MANUAL, NO. 5", annexed to this section.
1.7 GEAR SET IDENTIFICATION
Gear set identification is covered under applicable heading in Meritor's "MAINTENANCE
MANUAL NO. 5", annexed to this section.
1.8 ADJUSTMENTS
Adjustments are covered under applicable headings in Meritor's "MAINTENANCE MANUAL
NO. 5", annexed to this section.
1.9 FASTENER TORQUE CHART
A differential fastener torque chart is provided in
Meritor'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.
1.11 DRIVE AXLE ALIGNMENT
NOTE
For drive axle alignment specifications, refer to paragraph 3: ‘’Specifications’’ 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.
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.
1.11.1 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. 7). Adjust front axle according to appropriate specifications chart below.
NOTE
See reference numbers on wheel mount sensors (fig.7).
NOTE
Select axle specifications in the appropriate chart
11-5
Section 11: REAR AXLES
FRONT AXLE
VEHICLES EQUIPPED WITH I-BEAM FRONT AXLE
Alignment / value Minimum value Nominal value Maximum value
Right camber (degrees) -0.250 0.125 0.375
Left camber (degrees)
Right caster (degrees)
Left caster (degrees)
-0.250
2
2
0.125
2.75
2.75
0.375
3.5
3.5
Total toe (degrees) 0.08 0.13 0.17
DRIVE AXLE ALIGNMENT
With the system installed as for front axle alignment (fig.7), adjust drive axle according to specifications' chart below.
DRIVE AXLE
ALL VEHICLES
Alignment / value Minimum value Nominal value Maximum value
Thrust angle (deg.) -0.04 0 0.04
TAG AXLE ALIGNMENT
Remove and reinstall all wheel mount sensors on the drive and tag axles (fig. 8);
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 7.
Adjust tag axle according to specifications' chart below in reference with drive axle.
Alignment / value
TAG AXLE
ALL VEHICLES
Minimum value Nominal value Maximum value
Parallelism (deg.) -0.02 0 0.02
11-6
Section 11: REAR AXLES
FIGURE 7: FRONT & DRIVE AXLE ALIGNMENT
11025
NOTE
Refer to Section 16, "Suspension", for proper torque tightening of the longitudinal radius rod support nuts.
NOTE
When the drive alignment is changed, the tag alignment must also be adjusted.
1.12 AXLE SHAFT SEALING METHOD
The following method is to be used to ensure that axle shaft installation is fluid-tight:
FIGURE 8: TAG AXLE ALIGNMENT
11026
11-7
FIGURE 9: AXLE SHAFT INSTALLATION
11003
1....................................................Silicone sealant*
2...............................................................Axle shaft
3................................................................... Gasket
4............................................................. Wheel hub
Section 11: REAR AXLES
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.
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. 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.
CAUTION
Never exceed 30 mph (50 km/h) with tag axle up or unloaded and resume normal driving as soon as possible. * GENERAL ELECTRIC Silicone Rubber Adhesive Sealant
RTV 103 Black.
WARNING
Carefully read cautions and instructions on the tube of silicone sealant and its packing.
The tag axle service brakes operate only when the axle is in normal driving (loaded) position.
2.1 GREASE LUBRICATED WHEEL
BEARINGS
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.
The unitized hub bearings used on the NDS range of axles, are non-serviceable items.
Bearings are pre-adjusted, lubricated and have seals fitted as part of the manufacturing process.
The bearings are greased for life and there is no need or facility for re-lubrication
Front and tag axle hub bearings need to be checked every 30,000 miles (48 000 km). c. Install the lock washers and nuts on the studs. Tighten nuts to the correct torque value.
NOTE
For more information on front and tag axle wheel hub, refer to “DANA SPICER
Maintenance Manual Model NDS and
Maintenance Manual NDS Axles” annexed at the end of Section 10.
NOTE
Torque values are for fasteners that have a light application of oil on the threads (refer to Meritor
Maintenance Manual).
9/16-18 plain nut: 110 - 165 lbf-ft (149 -224 Nm)
5/8-18 plain nut: 150 - 230 lbf-ft (203 - 312 Nm)
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.
The tag axle is located behind the drive axle. It carries a single wheel and tire on each side.
One optional system allows unloading of the tag axle air springs without raising the axle, while the other 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. Raise vehicle by its jacking points on the body (fig. 5 or see Section 18, heading: "Vehicle Jacking Points" ) .
Place jack under frame. Remove drive axle wheels (if required, refer to Section 13, "Wheels, Hubs
And Tires" ).
"Body" under
11-8
2. Exhaust compressed air from the air supply system by opening the drain cock on each air reservoir and deplete air bags by moving leveling valve arm down.
3. Install jacks under tag axle jacking points to support the axle weight (refer to figure 10).
Section 11: REAR AXLES
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.
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.
5. Remove the propeller shaft as directed in
Section 9, "Propeller Shaft", in this manual.
6. Disconnect the tag axle brake chamber hoses.
2.3 TAG AXLE ALIGNMENT
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 1.11). 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
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.
CAUTION
If this setting is altered significantly, it will cause excessive tire wear.
NOTE
It may be necessary to adjust the axle TOE as well as its alignment. In this case, insert shims (7 min. - P/N 121203 or 15 min. - P/N 121240) in between mounting plate and spindle, as required.
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.
11-9
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.
Section 11: REAR AXLES
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 TS8U Hub Unit
NOTE
The tag axle alignment consists in aligning the tag axle parallel to the drive axle.
11-10
PRODUCT INFORMATION LETTER
2135 W. Maple Rd.
Troy, MI 48084 www.arvinmeritor.com
PRODUCT INFORMATION LETTER # 427
DATE: January 2005
SUBJECT: REVISED LUBRICANT CHANGE INTERVALS
MODELS: ALL SINGLE, TANDEM AND TRIDEM DRIVE AXLES
Dear Customer,
This Product Information Letter supercedes ArvinMeritor PIL 415, which was published in
May 2004.
The chart originally included with that publication has been revised to better define all vocational limitations.
Please use the attached revised chart for all lubrication interval direction.
Our Maintenance Manuals, and related Technical Publications will be revised to reflect the intervals shown on this chart.
ArvinMeritor continues to recommend a regular lubrication analysis program as part of any preventative maintenance program. In the ArvinMeritor Maintenance Manual Number 1
(Preventative Maintenance and Lubrication – Revision 11-03) pages 1 and 2 highlight the oil analysis guidelines for all drive axle differential oils.
The extended drain intervals for the transit bus vocation reflected in the attached revised chart are the result of extended field testing by ArvinMeritor and ExxonMobil.
We apologize for any confusion caused by the initial publications, and we believe the revised chart will clarify questions that may have been raised by it.
Thank you,
J.L. Malkowski B. Hicks
Director – Product Management
CVS Axles
Senior Director - Engineering
CVS Axles & Drivelines
PRODUCT INFORMATION LETTER
Vocation or
Vehicle Operation
Linehaul Intercity Coach
City Delivery,
School Bus,
Fire Truck,
Motorhome
Construction,
Transit Bus,
Refuse,
Yard Tractor,
Logging,
Heavy Haul,
Mining,
Oil Field,
Rescue
Initial oil change Not required
Check Oil Level
Add the correct type and amount of oil as required
Every 25,000 miles
(40,000 Km), or the fleet maintenance interval, whichever comes first
Every 25,000 miles
(40,000 Km), or the fleet maintenance interval, whichever comes first
Every 10,000 miles
(16,000 Km), once a month, or the fleet maintenance interval, whichever comes first
Every 5,000 miles
(8,000 Km), once a month, or the fleet maintenance interval, whichever comes first (1)
Petroleum-Based Oil
Change on Axles with or without Pump and filter system
Every 100,000 miles
(160,000 Km) or annually, whichever comes first
Every 100,000 miles
(160,000 Km) or annually, whichever comes first
Every 50,000 miles
(80,000 Km) or annually, whichever comes first
Every 25,000 miles
(40,000 Km) or annually, whichever comes first
Synthetic Oil
Change on Axle with or without Pump and
Filter System (2)
Every 500,000 miles
(800,000 km) , or every 4 years, whichever comes first
Every 250,000 miles
(400,000 km), or every 4 years, whichever comes first
Every 250,000 miles
(400,000 km), or every 3 years, whichever comes first
Every 100,000 miles
(160,000 km), or every 2 years, whichever comes first (3)
Filter Change on Axles with Pump and filter system
Every 100,000 miles
(160,000 km)
Every 100,000 miles
(160,000 km)
Every 100,000 miles
(160,000 km)
Every 100,000 miles
(160,000 km)
Notes:
(1) For continuous heavy-duty operation, check the oil level every 1,000 miles (1,600 km).
(2) These intervals apply to approved semi-synthetic and full synthetic oils only. For a list of approved extended-drain axle oils, refer to TP-9539, Approved Rear Drive Axle Lubricants.
(3) Change interval for TRANSIT BUS can be increased to 150,000 miles or 3 years , which ever comes first, contingent upon:
a) documented 10% fleet oil sampling with results below ArvinMeritor guidelines per MM #1,
b) minimum of 6 magnets in housing
(61163/ 71163 drive axles come standard with 6 magnets in housing),
c) use of approved extended drain interval lubricants per, TP-9539.
(Drive axles excluded are: RC-26-633/634 & RC-26/27-720)
SECTION 12: BRAKE AND AIR SYSTEM
CONTENTS
AIR GAUGES (PRIMARY, SECONDARY AND ACCESSORY) .................................................12-7
EMERGENCY/PARKING BRAKE CONTROL VALVE (PP-1) ..................................................12-11
EMERGENCY / PARKING BRAKE OVERRULE CONTROL VALVE (RD-3) ..........................12-11
12 -1
Section 12: BRAKE AND AIR SYSTEM
..............................................................................................12-25
12-2
Section 12: BRAKE AND AIR SYSTEM
...........................................................................................12-26
ILLUSTRATIONS
12-3
Section 12: BRAKE AND AIR SYSTEM
2.......................................................................................12-22
12-4
The basic air system consists of an air compressor, reservoirs, valves, filters and interconnecting lines and hoses. It provides a means for braking, 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 a pneumatic relay valve (R-
12), 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 spring-loaded 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
24006
Section 12: BRAKE AND AIR SYSTEM
3.1 MAINTENANCE
Ensure that the wet (main) air tank is purged during pre-starting inspection. In addition, it is good practice to purge this reservoir at the end of every working day. The remaining reservoirs must be purged at every 12,500 miles (or 20 000 km) or once every year, whichever comes first.
3.1.1 Wet (Main) Air Tank
This reservoir, located above the L.H. wheel of drive axle in t