T_180-360L_MAINT TSG.pdf

Maintenance Manual

T-180S through T-360L TH-300L, TH-350L TB-180S through TB-300L

DEATH OR SERIOUS INJURY MAY RESULT FROM IMPROPEROPERATION OF THIS MACHINE

TAYLOR MACHINE WORKS, INC.650 NORTH CHURCH AVENUE

LOUISVILLE, MISSISSIPPI 39339-2017

� OPERATOR MUST BE TRAINED AND KNOWLEDGEABLE OFTHE OPERATOR’S GUIDE, SAFETY MANUAL, AND OSHASTANDARD SECTION 29 CFR 1910.178 FOR POWEREDINDUSTRIAL TRUCKS.

� CAPACITY IS WITH MAST IN VERTICAL POSITION ANDLOAD RETRACTED.

� CAPACITY GREATLY DECREASES WITH TILTING, HIGHLOAD LIFTING, ACCELERATION, BRAKING, SHARPTURNING, HIGH WIND VELOCITY, AND POOR YARDCONDITIONS.

� TILT (MAST AND LOAD OUT) ONLY WHEN LOAD IS OVER A STACK.

� VISIBILITY MAY BE IMPAIRED BY STRUCTURAL DESIGN. (ALWAYS LOOK IN DIRECTION OF TRAVEL; DO NOT RELY ON MIRRORS.)

� DO NOT OPERATE WITH BYSTANDERS PRESENT.

� ALWAYS TRAVEL WITH LOAD IN LOWEST POSSIBLEPOSITION THAT ALLOWS GOOD VISIBILITY.

� ALWAYS WEAR SEAT BELT WHILE MACHINE IS INOPERATION.

� DO NOT ATTEMPT TO JUMP FROM MACHINE IN EVENT OFTIP OVER. REMAIN SEATED WITH SEAT BELT FASTENED.

3374 715

T 180S - 360L (Rev. 12/03)

��

Observe The Following Precautions For Maximum Safety Of Machine Operation

1. Only trained and responsible operators shall be permitted to handle loads with this truck.

2. Operate the truck from the operator’s seat only. Do not allow riders.

3. Test hydraulic controls for proper response before using the machine.

4. Know your load. Do not attempt to lift or transport loads in excess of rated capacity.

5. When the load obstructs the view, operate the truck in the reverse range.

6. Do not stand or work under an elevated load.

7. Transport the load low and tilted back.

8. Avoid sudden stops with a load.

9. Evenly distribute the weight of the load on both forks.

10. Back down a ramp in excess of 10 percent when loaded.

11. Do not move the truck until the air system reaches recommended pressure. Air pressure isrequired for the service brakes.

12. Have defects repaired immediately. Do not operate a truck with damaged or defective sys-tems.

13. When leaving truck, lifting mechanism shall be fully lowered, controls shall be neutralized, pow-er shut off, parking brake set, and key removed. Block wheels if on incline.

TMW-057-3 (7/99)

LIMITED WARRANTY

Products manufactured by Taylor Machine Works, Inc. (“Taylor”) and sold are warranted by Taylor to be free fromdefects in material and workmanship, under normal use and service, when Taylor products are operated at orbelow rated capacity* in accordance with operating instructions.

This warranty is limited to repair or replacement, (as Taylor may elect, and at an establishment authorized byTaylor) of such parts as shall appear to Taylor upon inspection to have been defective in material orworkmanship.

This warranty period shall begin on the delivery date of the product to the Purchaser and end on the earlier oftwelve (12) months or two thousand (2000) hours. During the first six (6) months or one thousand (1000) hours,Taylor will provide genuine Taylor parts, labor, and travel time to replace or repair any part furnished by Taylor andfound to be defective in material and workmanship. If a defect in material and workmanship is found during thefirst six (6) months and/or one thousand (1000) hours whichever occurs first of the warranty period, Taylor willreplace lubricating oil, filters, antifreeze, and other service items made unusable by the defect. In the second six(6) months and/or second one thousand (1000) hours after the delivery date of the truck, Taylor will approve partsonly. Only genuine Taylor parts provided by Taylor’s Sudden Service, Inc. will be used during the warranty period.

THE FOLLOWING ITEMS ARE NOT COVERED BY THIS WARRANTY:1. Normal maintenance services and parts or supplies used therein including, without limitation, en-

gine tune-up, wheel alignment, brake and linkage adjustment, lubrication services, tightening andadjusting such as bolts, screws, hoses, fittings, etc., replacement of fuses, bulbs, filters, tune-upparts, fluids and brake and clutch linings, glass; shop supplies such as rags, oil dry, hand soaps,degreasers, cleaning solutions including brake clean, etc.; and adjustments which are a part ofthe required or recommended predelivery inspection and periodic inspections in accordance withOperator’s Manual. Electrical components including wiring will be excluded after the first six (6)months or one thousand (1000) hours whichever occurs first.

2. Normal deterioration of appearance due to use and exposure; or conditions resulting from mis-use, negligence, or accident.

3. Any product on which any of the required or recommended periodic inspections or services havenot been made.

4. Any parts or accessories, installed on the product which were not manufactured or installed byTaylor whether or not such parts or accessories were selected, recommended or installed by Tay-lor (including without limitation, engines, tires, batteries, air conditioners, air dryers, etc.). Suchparts or accessories shall be covered by the warranties given by the manufacturers thereof andany claim thereof shall be made to such manufacturers.

5. Loss of time, inconvenience, loss of equipment use, other consequential damages or other mat-ters not specifically included.

Taylor parts and assemblies which are furnished and installed under this warranty are themselves withinthe coverage of the machine warranty and are covered only for the duration of the original machinewarranty period.

NOTE: All International warranty parts shipments are F.O.B. point of debarkation, duties, tariffs, or localtaxes excluded.

This warranty is expressly in lieu of any other warranties, expressed or implied, including any warranty ofmerchantability or fitness for a particular purpose.

Replacement parts are warranted for ninety (90) days to be free from defects in material or workmanship. Partsonly, no labor.

Taylor Machine Works, Inc. does not authorize any person to create (for Taylor) any other obligation or liability inconnection with Taylor products.

*For example, a machine rated capacity at any stipulated load center is the rated lift capacity at less thanload center. That is, a machine rated at 20,000 pounds at 24-inch load center connotes 20,000 poundsis the maximum lift capacity even though the load center may be less than 24-inches. Subjecting Taylorproducts to conditions or loads exceeding those stipulated is justification for immediate cancellation ofwarranty for products involved.

TAYLOR MACHINE WORKS, INC.650 North Church Avenue

Louisville, Mississippi 39339(662) 773-3421 / Fax 662-773-9146

Introduction

T 180S - 360L (10/02) Intro-1

This manual is to be used as a guide for lubrication and maintenance as well as general equipment care.A separate section is provided to discuss each major component or system. This method of presentingthe maintenance instructions enables Taylor Machine Works, Inc. to assemble a maintenance manual withexplicit instructions on the exact equipment installed on the machine.

No single rule in the booklet can be followed to the exclusion of others. Each rule must be considered inlight of the other rules, the knowledge and training of the man (operator), the limitations of the machine,and the workplace environment.

Warnings and cautions are included to reduce the probability of personal injury, when performing mainte-nance procedures which if improperly performed could be potentially hazardous. Failure to comply withthese warnings and cautions can result in serious injury and possible death.

All circumstances and conditions under which service will be performed cannot be anticipated. Do notperform any service if you are unsure that it can be done safely. Contact your Taylor Dealer or Taylor Machine Works, Inc. if you have questions about the proper service techniques.

�� Operating this powered industrial truck when it is in need of repair can result indeath or serious injury to the operator or other personnel or cause severe property damage.

Machine checks must be performed daily:

1. before the machine is placed in service,

2. by qualified, trained, and skilled personnel who have proper tools and knowledge, and

3. in accordance with the Operator’s Guide, Maintenance Manual and Safety Check booklet.

Maintenance Manual Ê

! .

Operators Guide

! .

Regularly Scheduled maintenance, lubrication, and safety inspections will help ensure a safe andproductive work life for the machine and the operator(s).

�� Do not operate the truck if it is in need of repair. Remove the ignition key and attach a “Lock-out” tag.

�� Do not attempt to perform maintenance procedures unless you have been thoroughly trained and you have the proper tools.

Intro-2 T 180S - 360L (10/02)

�� Use only genuine Taylor replacement parts. Lesser quality parts may fail, resulting in property damage, personal injury or death.

Maintenance and / or service personnel who find it necessary to operate this machine, even for a shortperiod of time, must fully understand all operational literature including:

• OSHA operating rules found in 29 CFR 1910.178; Appendix A in Safety Check

• ANSI B56.1 rules for operating a powered industrial truck; Appendix B in Safety Check

• The Operator’s Guide for the machine

• The manufacturer’s Safety Booklet

• The manufacturer’s Safety Video

• The manufacturer’s Service Bulletins

• The content and meaning of all machine decals

�� Know how to avoid slip and fall accidents such as those described in the Slip andFall Accidents Section of Safety Check.

Safety

T 180S - 360L (10/02) Safety-1

Safety First

Important Safety InstructionsObserve these rules. They are recognized aspractices that reduce the risk of injury to yourselfand others, or damage to the lift truck or load.This manual contains maintenance and serviceprocedures for filling, lubricating, removing, repair-ing, and installing various components comprisinga heavy duty industrial lift truck. Because of thesize and weight of the lift truck, and high pres-sures in some of the components and systems,improperly performing service on the truck can bedangerous.Warnings and cautions are included to reduce theprobability of personal injury, when performingmaintenance procedures which if improperly per-formed could be potentially hazardous. Failure tocomply with these warnings and cautions can result in serious injury and possible death.

No single rule in the booklet can be followed tothe exclusion of others. Each rule must be con-sidered in light of the other rules, the knowledgeand training of the man (operator / maintenance),the limitations of the machine, and the workplaceenvironment.

Report all mechanical problems to mechanics andsupervisors.

Proper Training:

Taylor Machine Works, Inc. publishes SafetyCheck, TMW-072 a booklet citing some safetyprecautions to observe during lift truck operation.One copy is shipped with each lift truck; additionalcopies are available at a nominal fee from the authorized Taylor dealer from which the equip-ment was initially purchased.

Minimum Required Personnel Safety Equipment1. Hard Hat2. Safety Shoes3. Safety Glasses4. Heavy Gloves5. Hearing Protection6. Reflective ClothingFailure to follow the safety precautions outlined inthis manual can create a dangerous situation.

Some of the common ways this can occur are asfollows:1. Use of hoisting devices not capable of

supporting the weight of the component beinglifted.

2. Improper attachment of slings to heavycomponents being hoisted.

3. Use of inadequate or rotten timbers for sup-port, or improper alignment of supporting material.

4. Failure to securely block the wheels, when dis-connecting or removing components that holdthe lift truck stationary under normalconditions.

5. Failure to read and understand the safety precautions in this manual.

�� Know how to avoid accidentssuch as those described in the Maintenance /Service Accidents Section of Safety Check:

Some Maintenance / Servicing AccidentsListed below:1. Improperly refueling the truck.2. Improperly checking for hydraulic leaks or fuel

leaks (gasoline, L.P. gas, or diesel).3. Improperly checking the engine cooling

system.4. Improperly checking battery fluid levels or

“jump” starting engines.5. Putting air in a multi-piece tire and rim assem-

bly without proper tools and training.6. Attempting to service a multi-piece tire and rim

assembly without proper tools and training.7. Using an improperly suited chain while

performing maintenance.8. Using the lift truck hydraulic system as a sub-

stitute for a fixed stand.9. Relying on jacks or hoists to support heavy

loads.10. Operating a truck that is damaged or in need

of repair.11. Climbing on the mast of a fork lift, on the top of

the cab, or other high places on the lift truck.12. Operating a lift truck which has been modified

without the manufacturer’s approval. This

Safety-2 T 180S - 360L (10/02)

includes the attachment, counterweight, tires,etc.

13. Lifting people with a fork lift not properlyequipped for elevating personnel.

14. Improperly using chains.15. Improperly blocking and supporting mast,

carriage, or attachment before repairing truck.

Maintenance / Service Personnel:1. Keep the truck clean, free of oil, grease, and

fuel.2. Steam clean / wash the truck prior to perform-

ing maintenance. Wear anti-slip footwearwhen performing maintenance procedures.

3. Use OSHA approved ladders and other propercleaning accessories to access hard to reachmaintenance places.

4. Keep gratings free of ice, dirt, and gravel.5. Regularly inspect and replace anti-slip mastic

on the vehicle as needed.6. Ensure all safety decals are in place on the

vehicle.

Mounting and Dismounting:1. Face the lift truck when getting on or off the lift

truck.2. One hand and two feet or two hands and one

foot must be in contact with the lift truck at alltimes (3 point contact).

3. Use handrails and other grab points.

�� Serious falls and injuries canresult from improper mounting or dismountingof the lift truck.

�� Serious falls or injuries canresult from riding on the lift truck! Do not rideon the lift truck.

Lift Truck Lock-out / Tag-out:The engine should be locked-out / tagged-out toprevent it from being inadvertently started beforeperforming maintenance or repairs. The batteryshould be locked-out / tagged-out to prevent acci-dental activation of the starter and possible start-ing of the engine. Refer to Lock-Out / Tag-OutProcedure in the back of this section for the pro-cedures to be followed to perform lock-out / tag-out.

�� Do not start the engine if theignition switch, or engine control panel hasbeen locked-out / tagged-out by maintenancepersonnel. Doing so can result in personal injury and / or damage to the equipment. If indoubt, contact the maintenance supervisor.

Proper Training:1. Taylor Machine Works, Inc. publishes Safety

Check, TMW-072 a booklet citing some safetyprecautions to observe during lift truck opera-tion. One copy is shipped with each lift truck;additional copies are available at a nominalfee from the authorized Taylor dealer fromwhich the equipment was initially purchased.

�� Remove all rings, watches,chains, other jewelry, and all loose clothingbefore working around moving parts!

�� If maintenance requires run-ning the engine indoors, ensure the room hasadequate flow-through ventilation!

�� Do not operate the vehicle orattempt to perform maintenance on the vehiclewhile under the influence of alcohol, drugs, orany other medications or substances that slowreflexes, alter safe judgement, or cause drows-iness.

�� Never operate the lift truckwithout proper instruction. Ignorance of operational characteristics and limitations canlead to equipment damage, personal injury, ordeath.

�� Maintenance and servicepersonnel should never operate this lift truckunless they are thoroughly familiar with SafetyCheck, TMW-072 and the Operators’ Guide forthis lift truck.

�� This equipment is not electri-cally insulated. Contact with electricity cancause severe injury or death. Electrocutioncan occur without direct contact. Do not oper-ate this lift truck in areas with energized powerlines or a power supply. Check local, state

T 180S - 360L (10/02) Safety-3

and federal safety codes for proper clearance.Use a groundman to ensure that there is prop-er clearance.

�� Use only genuine Taylor replacement parts. Lesser quality parts mayfail resulting in property damage, personal injury, or death.

�� Electrical, mechanical, andhydraulic safety devices have been installedon this lift truck to help protect against person-al injury and / or damage to equipment. Underno circumstances should any attempt be madeto disconnect or in any way render any ofthese devices inoperable. If you discover thatany safety device is malfunctioning, Do Notoperate the lift truck; notify appropriate main-tenance personnel immediately.

�� Operating instructions, warnings, and caution labels are placed on thelift truck to alert personnel to dangers and toadvise personnel of proper operating proce-dures (of the lift truck). Do not remove or obscure any warning, caution, danger, orinstructional sign or label.

�� Keep all hydraulic com-ponents in good repair.

�� Relieve pressure onhydraulic system before repairing or adjustingor disconnecting.

�� Wear proper hand and eyeprotection when searching for leaks. Usewood or cardboard instead of hands.

�� Turn the engine off andremove the ignition key before entering the tirepivot area to prevent death or serious injuryfrom pivoting tires.

�� Deflate tires before removingthem. Always remove the valve core and exhaust all air from a single tire and both tiresof a dual assembly prior to removing any rimcomponents or wheel components such as

nuts and rim clamps. Run a piece of wirethrough the valve stem to make sure the valvestem is not damaged or plugged and all air isexhausted.

�� Do not release the parkingbrake or attempt to move the lift truck if thereis no indication on the air pressure gauge or ifthe indication is below 100 psi.

�� Never park the lift truck onan incline. Always park the lift truck on a levelsurface; otherwise, the lift truck could possiblyroll resulting in possible injury to personnel ordamage to the lift truck or other property.

Battery Safety:

�� Lighted smoking materials,flames, arcs, or sparks may result in batteryexplosion.

1. Keep all metal tools away from battery termi-nals.

2. Batteries contain sulfuric acid which will burnskin on contact; wear rubber gloves and eyeprotection when working with batteries.

3. Flush eyes or wash skin with water and seekmedical attention immediately in case ofcontact.

4. When jump starting:a. Do not lean over the battery while making

connection.b. First, connect the positive (+) terminal of

the booster battery to the positive (+)terminal of the discharged battery.

c. Then, connect the negative (-) terminal ofthe booster battery to the engine or bodyground (-). Never Cross Polarity ofTerminals.

d. Disconnect cables in exact reverse order.

Lock-Out / Tag-Out ProcedurePurpose. This procedure establishes the mini-mum requirements for lock-out / tag-out of energysources that could cause injury to personnel. Allemployees shall comply with the procedure.Responsibility. The responsibility for seeing thatthis procedure is followed is binding upon all employees. All employees shall be instructed inthe safety significance of the lock-out / tag-out

Safety-4 T 180S - 360L (10/02)

procedure by (designate individual). Each new ortransferred affected employee shall be instructedby (designate individuals) in the purpose and useof the lock-out / tag-out procedure.Preparation for Lock-Out / Tag-Out. Employeesauthorized to perform lockout / tagout shall be cer-tain as to which switch, valve, or other energy iso-lating devices apply to the equipment beinglocked out / tagged out. More than one energysource (electrical, mechanical, or others) may beinvolved. Any questionable identification ofsources shall be cleared by the employees withtheir supervisors. Before lock-out / tag-out com-mences, job authorization should be obtained.Sequence of Lock-Out / Tag-Out Procedure1. Notify all affected employees that a lock-out /

tag-out is required and the reason therefor.2. If the equipment is operating, shut it down by

the normal stopping procedure.3. Operate the switch, valve, or other energy iso-

lating device so that the energy source(s)(electrical, mechanical, hydraulic, etc.) is dis-connected or isolated from the equipment.Stored energy, such as that in capacitors,springs, elevated crane members, rotating fly-wheels, hydraulic systems, and air, gas,steam, or water pressure, etc. must also bedissipated or restrained by methods such asgrounding, repositioning, blocking, bleeding-down, etc.

4. Lock-out / tag-out the energy isolating deviceswith an assigned individual lock / tag.

5. After ensuring that no personnel are exposedand as a check on having disconnected theenergy sources, operate the push button orother normal operating controls to make cer-tain the equipment will not operate.

�� Return operating controls toneutral after the test.

6. The equipment is now locked out / tagged out.Restoring Equipment to Service1. When the job is complete and equipment is

ready for testing or normal service, check theequipment area to see that no one is exposed.

2. When equipment is all clear, remove all locks /tags. The energy isolating devices may beoperated to restore energy to equipment.

Procedure Involving More Than One Person.In the preceding steps, if more than one individualis required to lock-out / tag-out equipment, eachshall place his own personal lock / tag on the energy isolating device(s). One designated indi-vidual of a work crew or a supervisor, with theknowledge of the crew, may lock-out / tag-outequipment for the whole crew. In such cases, itshall be the responsibility of the individual to carryout all steps of the lock-out / tag-out procedureand inform the crew when it is safe to work on theequipment. Additionally, the designated individualshall not remove a crew lock / tag until it has beenverified that all individuals are clear.Rules for Using Lock-Out / Tag-Out Procedure.All equipment shall be locked out / tagged out toprotect against accidental or inadvertent operationwhen such operation could cause injury to person-nel. Do not attempt to operate any switch, valve,or other energy isolating device bearing a lock /tag.

Major Components Locations

T 180S - 360L (10/02)

PLANETARY HUB

TRANSMISSION

ENGINE

STEER LINK

STEER AXLEPIVOT

SPINDLE(UPPER ANDLOWER)

STEERAXLE HUB(FRONT ANDBACK)

DRIVE SHAFT

DIFFERENTIAL

TILT CYLINDER

HYDRAULICRESERVOIR

TILT CYLINDERANCHOR

MASTHANGER PIN

FORK PIN

FORK

MASTMAIN ROLLER

CARRIAGEMAIN ROLLER

CHAIN ROLLER

LIFT CHAIN

RADIATOR

1-2 (Rev. 11/94)

Contents

Maintenance Manual

Section

Introduction

Engine 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fuel System 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Air Intake System 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Exhaust System 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Cooling System 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Electrical System 6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Closed Circuit TV Cameras and Monitors 6A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Engine Protection System 7A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Transmission 9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Transmission Cooler 9A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Transmission Controls 9C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Drive Shaft 11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Steer Axle 13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Drive Axles 14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Brake Control System 15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Wet Disc Brakes Cooling System 15C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Air Dryer System 15D. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Steering System 16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Tires and Wheels 17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chassis 18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Cab 20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Air Conditioning System 20A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Heating System 20H. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Hydraulic System 22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Side Shift and Fork Positioners Carriage Hydraulic Circuits 22A. . . . . . . . . . . . . . . . . . .

Accumulator 22E. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Mast Assembly 27. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Type “C” Carriage 28. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Appendices

Section 1

Engine

1-1T 180S - 360L (10/02)

OILFILTER

OILFILLER

CAP

OILDIPSTICK

Illustration 1-1. Cummins QSB5.9-C155 Engine Service Points

Introduction. The Cummins QSB5.9-C155 engine is pressure lubricated, generating 155horsepower at 2200 governed rpm and delivering440 ft-lbs of peak torque at 1500 rpm. Oil pres-sure is supplied by a gear-type lubricating oilpump and controlled by a pressure regulator. Thefilter bypass valve ensures that a supply of oil, inthe event the filter becomes plugged, is present.One full flow oil filter is incorporated in the lubricat-ing system to provide maximum cleansing andfiltration of the engine lubricating oil.

Checking The Lubricating Oil (Illustration 1-1).The engine lubricating oil should be checked dailyon the oil dipstick to ensure that the engine hasthe proper amount of oil for operation.

Changing The Oil and Filter Element (Illustration1-1). The engine lubricating oil should bechanged monthly or every 250 hours, whichevercomes first. The oil filter should be replaced eachtime the engine oil is changed. Refer to the Fueland Lubricant Specifications chart in the Appendices for the proper grade of oil to use.

T 180S - 360L (Rev. 12/03)

T 180S - 360L (10/02)1-2

��

� Do not use ether to start an engine equippedwith an electric heater starting aid. Use ofether to start an engine equipped with anelectric heater starting aid may cause explo-sion and severe injury.

� Death or serious injury could result from arunaway truck. Park the truck on a hard, level surface, apply the parking brake, blockthe wheels in both directions to preventmovement of the truck and Lock Out & TagOut the truck.

� Avoid touching exhaust components whilechanging the oil. Severe burns may occur.

� Some state and federal agencies in theUnited States have determined that used engine oil can be carcinogenic and cancause reproductive toxicity. Avoid inhala-tion of vapors, ingestion and prolonged contact with used engine oil.

��

� Dispose of oil and filter in accordance withfederal and local regulations.

� Do not use a strap wrench to tighten the oilfilter. Mechanical over-tightening maydistort the threads or damage the filtergasket.

� Never operate the engine with the oil levelbelow the ADD mark or above the FULL markon the oil dipstick.

1. The engine should be at operating tempera-ture before the oil is changed.

2. Place a suitable container under the drain plugof the oil pan. Remove the drain plug (or opendrain valve if equipped) to drain the oil.

3. When the oil has completely drained, re-installthe O-ring and drain plug (or close drain valveif equipped) on the Cummins engine and applya torque value of 60 ft-lbs to tighten the drainplug.

4. Unscrew the spin-off type oil filter (see Illustra-tion 1-1). It should be possible to unscrew theoil filter by hand; however, a band type filterwrench may be used if necessary. Discard theused oil filter.

5. Clean the area on the filter base that will con-tact the gasket on the new oil filter.

6. Fill the new filter with clean engine oil beforeinstallation.

7. Apply a light film of engine oil on the gasket ofthe new filter. Screw the new filter onto thefilter base until the gasket comes in contactwith the filter base and then tighten filter 1/2 to3/4 turn by hand only.

8. Remove the oil fill cap and fill crankcase withoil to the FULL mark on the oil dipstick (seeIllustration 1-1).

9. Start the engine and allow to idle. Visuallycheck the drain plug and oil filter for leaks.

10. Shut down the engine and wait 15 minutes forthe oil to drain back into the oil pan. When theengine has cooled, recheck the oil level andadd oil as necessary to bring the oil level tothe FULL mark on the oil dipstick.

Drive Belts (Illustration 1-2). Visually inspect thedrive belt daily. Check the belt for intersectingcracks. Transverse cracks (across the belt width)are acceptable. Longitudinal cracks (direction ofbelt length) that intersect with transverse cracksare not acceptable. Replace the drive belt if beltis frayed or has pieces of material missing. Adjustdrive belts that have a glazed or shiny surfacewhich indicates belt slippage. Correctly installedand tensioned drive belts will show even pulleyand belt wear. After installation of a new drivebelt, check the tension and adjust if necessary.

NOTE: Ensure each rib of the drive belt is proper-ly aligned in the corresponding grooves of eachpulley or damage to the belt will occur.

Drive belt damage can be caused by:� Incorrect tension� Incorrect size or length� Pulley misalignment� Incorrect installation� Severe operating environment� Oil or grease on the belts

Drive Belt Tension. Proper drive belt tension isautomatically maintained by a belt tensioner supplied with the engine. Refer to the engine

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1-3T 180S - 360L (10/02)

manufacturer ’s operation and maintenance manual.

Air Conditioning Drive Belt Tension (if equippedwith air conditioning). Tension on the air condi-tioning drive belt should be such that a firm pushwith the thumb at a point midway between the twopulleys will deflect the belt about 3/8 to 1/2 inch. Ifthe deflection measured is greater than theamount specified above, the drive belt must bereplaced.

Checking Engine Mounting Bolts. The enginemounting bolts should be checked for the appropriate torque every 6 months or 1500 hours,whichever comes first. If a locknut requires retor-quing, remove and clean the bolt and locknut. Apply Loctite� to the threads of the bolt, and re-install the bolt and locknut. Torque the locknutson the Cummins engine mounting bolts to 200 -220 ft-lbs. Inspect the rubber mounts for deterio-ration and age hardening. Replace any broken orlost bolts and damaged rubber mounts.

Illustration 1-2. Drive Belt Inspection

Cummins QSB5.9-C155 Engine General Information

Oil Pressure 30 - 55 psi

Oil Capacity(includes filter change)

15 Quarts

High RPMs (no load) 2350 rpm

Low RPMs (no load) 750 rpm

NOTES: � Setting high rpms under no load conditions to

2350 rpm ensures that the engine will have2200 rpms under a loaded condition.

� Some special applications may use enginespeed settings that are different from the stan-dards shown. The proper settings are perma-nently stamped on a metal tag affixed to theengine.

Engine Repair. If repair of the engine is needed,contact a Taylor Machine Works, Inc. authorizeddealer for service.

CUMMINSPLUG

OEMPLUG

Illustration 1-3. ECM Plugs

Calibration Of Electronic Accelerator Pedal ToECM Of Engine. The Cummins QSB5.9-C155engine uses an electronic accelerator to controlengine speed. Each time the accelerator pedal ischanged, disconnected and the ignition switch isturned on, or ECM (Electronic Control Module) ischanged out, the accelerator pedal must be cali-brated to the ECM. Calibration procedures are asfollows:

1. Apply the parking brake, place the shifter inneutral, and turn the ignition switch to the Igni-tion position (first click).

2. Cycle the accelerator pedal through its fullrange of travel three times.

3. Turn the ignition switch to the Off position for30 seconds.

Diagnostic Lights (Illustration 1-4). The diagnos-tic lights, located on the right side of the dash, areused to alert the operator of engine related prob-lems. At initial power up, all 3 lights will be illumi-nated for 2 seconds. After 2 seconds, the yellowlight will turn off. After 2.5 seconds, the red lightwill turn off. After 3 seconds from power up, the

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T 180S - 360L (10/02)1-4

blue light will turn off. Each light’s function is listedas follows:

1. Blue Light. This light will flash at KEY-ON (engine not running), indicating that routineengine maintenance is required. To reset theblue light, perform the following procedures:

a. Turn the ignition key to its accessory posi-tion (first click).

b. Allow all the diagnostic lights to completethe flash sequences prior to starting proce-dure c.

c. Flip the diagnostic switch to the ON posi-tion for more than 3 seconds and then flipit to the OFF position.

d. Flip the diagnostic switch to the ON posi-tion for less than 3 seconds and then flip itto the OFF position.

e. Flip the diagnostic switch to the ON posi-tion for less than 3 seconds and then flip itto the OFF position.

f. Flip the diagnostic switch to the ON posi-tion for more than 3 seconds and then flipit to the OFF position.

NOTE: Procedures c. through f. must be com-pleted within 30 seconds.

g. The yellow light will flash three quickflashes signifying that the ECM has responded to the reset command.

2. Yellow Light (System Fault). This light illumi-nates during a non-fatal system error. The engine can still be run, but the fault should becorrected as soon as possible.

NOTE: In the diagnostic mode, the yellow lightwill flash after the red light completes the three-digit fault code.

3. Red Light (Engine Shutting Down). This lightilluminates when the engine needs to be shutoff before permanent damage occurs to theengine. Should the red light illuminate whileoperating, the fault can be engine disablingafter approximately 32 seconds. Should theengine shut down due to the severity of thefault, it can be restarted and will run forapproximately 32 seconds. The engine willrun for approximately 32 seconds each time it

is restarted. There are no limits on the num-ber of times the engine may be restarted.

NOTES: � The engine should be shut off as soon as it

can be shut off safely. The engine should notbe run until the fault is corrected.

� This light is also used to flash out the faultcode number in the diagnostic mode.

BLUELIGHT

YELLOWLIGHT

REDLIGHT

Illustration 1-4. Diagnostic Lights

Diagnostic Fault Codes (Illustration 1-4). If thered light (Engine Shutting Down) or yellow light(System Fault) light comes on when the engine isrunning, it means a fault code has been recorded.The light will remain on as long as the fault exists.The severity of the fault will determine the lightthat will come on. Only active fault codes can beviewed by use of the diagnostic lights. To viewinactive fault codes, a lap top computer equippedwith Cummins Insite software is required.

To view active fault codes, perform the following:

1. Turn off the engine.

2. Toggle the diagnostic switch (located insidethe dash on the right side) to the ON position.

3. Turn the ignition key to its accessory position(first click). If no active fault codes are record-ed, the yellow light (System Fault) and redlight (Engine Shutting Down) will illuminateand stay on. If active fault codes are record-ed, the yellow light and red light will illuminatemomentarily, and then the red light will beginto flash the three-digit code of the recordedfault(s).

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1-5T 180S - 360L (10/02)

4. The fault code will flash in the following sequence:

a. First, the yellow light will flash beginningthe sequence. There will be a short 1 or 2second pause after which the red light willflash the first, second, and third digits ofthe recorded fault code. There will be a 1or 2 second pause between each numberof the code. When all three digits of thefault code have flashed, the yellow light willilluminate again and repeat the sequenceuntil the fault is cleared or the Diagnosticswitch is toggled to the OFF position.

Example:Fault Code 4324 flashes, pause3 flashes, pause2 flashes

b. If multiple fault codes have been stored,the first fault code must be cleared beforethe second fault code can be displayed.

Fault Code Information. All fault codes identifiedin bold print on the preceding fault code informa-tion chart deal with engine and transmissionprotection systems external to the CumminsQSB5.9 engine. Fault code #151 can be causedby both engine and external components. Con-tact Taylor Machine Works Sudden Service Department for additional assistance if needed.

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T 180S - 360L (10/02)1-6

Cummins QSB5.9 Engine Fault Code Information

Fault Code - Light Failure Description Failure Results111* - Yellow ECM internal hardware error. Possible no effect or engine may run rough or

not start.

115* - Yellow No engine speed or position signal detected atpin 17 of the engine harness.

Engine power derate. Possible white smoke.

122 - Yellow High voltage detected at the boost pressuresensor signal pin 45 of the engine harness.

Engine will derate to no-boost fueling.

123 - Yellow Low voltage detected at the boost pressuresensor signal pin 45 of the engine harness.

Engine will derate to no-boost fueling.

131 - Yellow High voltage detected at the throttle positionsignal pin 30 of the OEM harness.

Engine idles when idle validation switch indi-cates idle and ramps up to a default set speedwhen the idle validation switch indicates off-idle.

132 - Yellow Low voltage detected at the throttle positionsignal pin 30 of the OEM harness.

Engine idles when idle validation switch indi-cates idle and ramps up to a default set speedwhen the idle validation switch indicates off-idle.

133 - Yellow High voltage detected at the remote throttleposition signal pin 9 of the OEM harness.

Engine will not respond to the remote throttleinput.

134 - Yellow Low voltage detected at the remote throttleposition signal pin 9 of the OEM harness.

Engine will not respond to the remote throttleinput.

135 - Yellow High voltage detected at the oil pressure sig-nal pin 33 of the engine harness.

Default value used for oil pressure. No engineprotection for oil pressure.

141 - Yellow Low voltage detected at the oil pressure signalpin 33 of the engine harness.

Default value used for oil pressure. No engineprotection for oil pressure.

143 - Yellow Oil pressure signal indicates oil pressure isbelow the low minimum engine protection limit.

Power derate and possible engine shutdown ifthe engine protection shutdown feature enabled.

144 - Yellow High voltage detected at the coolant tempera-ture signal pin 23 of the engine harness.

Default value used for coolant temperature.No engine protection for oil pressure.

145 - Yellow Low voltage detected at the coolant tempera-ture signal pin 23 of the engine harness.

Default value used for coolant temperature.No engine protection for coolant temperature.

146 - Yellow Coolant temperature signal indicates coolanttemperature has exceeded the minimum engine protection limit.

Power derate and possible engine shutdown ifthe engine protection shutdown feature is enabled.

151 - Red Coolant temperature signal indicates coolanttemperature has exceeded the maximum engine protection limit.

Speed derate and possible engine shutdown ifthe engine protection shutdown feature is en-abled.

153 - Yellow High voltage detected at the intake manifoldtemperature signal pin 34 of the engine har-ness.

Default value used for intake manifold temper-ature. No engine protection for intake manifoldtemperature.

154 - Yellow Low voltage detected at the intake manifoldtemperature signal pin 34 of the engine har-ness.

Default value used for intake manifold temper-ature. No engine protection for intake manifoldtemperature.

155 - Red Intake manifold temperature signal indicatesintake manifold temperature is above the max-imum engine protection limit.

Speed derate and possible engine shutdown ifthe Engine Protection Shutdown feature is enabled.

191 - Air conditioner clutch drive signal indicates ashort to ground when commanded on.

Can not turn on air conditioner.

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1-7T 180S - 360L (10/02)

Fault Code - Light Failure Description Failure Results234 - Red Engine speed signal indicates engine speed

has exceeded the overspeed limit.Fuel to injectors disabled until engine speedfalls below the overspeed limit.

235 - Blue Coolant level signal at pin 37 of the engineharness indicates coolant level is low.

Power derate and possible engine shutdown ifEngine Protection Shutdown feature is enabled.

241 - Yellow Vehicle speed signal on pins 8 and 18 of theOEM harness has been lost.

Engine speed limited to Maximum EngineSpeed without Vehicle Speed Sensor. Cruisecontrol, gear-down protection and the roadspeed governor will not work. Trip informationdata that is based on mileage will be incorrect.

242 - Yellow Invalid or inappropriate vehicle speed signalindicated on pins 8 and 18 of the OEM har-ness indicating connection or possible tamper-ing.

Engine speed limited to Maximum EngineSpeed without Vehicle Speed Sensor. Cruisecontrol, gear-down protection and the roadspeed governor will not work. Trip informationdata that is based on mileage will be incorrect.

243 - None Error detected in the exhaust brake relay enable control circuit at pin 42 of the engineharness.

Exhaust brake will not work.

245 - None Error detected in the fan clutch relay enablecircuit at pin 31 of the engine harness.

Electronic Control Module (ECM) can not con-trol the engine cooling fan. Fan will remain onor off.

261* - Yellow VP44 Fuel Pump Control Module indicates thefuel temperature has exceeded the pumpprotection limit.

Power derate.

264 - Yellow High or low voltage detected at the fuel tem-perature sensor signal circuit inside the VP44pump controller.

Default value used for fuel temperature. Pos-sible low power.

278* - Yellow Error detected in the lift pump circuit at pin 11of the engine harness.

Possible low power; engine may die, runrough, or be difficult to start.

283 - Yellow High voltage detected at the main enginespeed / position sensor voltage supply pin 8 ofthe engine harness.

ECM will use the VP44 pump speed as abackup. Possible white smoke and powerloss.

284 - Yellow Low voltage detected at the main enginespeed / position sensor voltage supply pin 8 ofthe engine harness.

ECM will use the VP44 pump speed as abackup. Possible white smoke and powerloss.

297 - Yellow High voltage detected at the OEM pressuresignal pin 48 of the OEM harness.

Default value used for OEM pressure. Loseability to control OEM pressure.

319 - Blue Power to the real time clock has been inter-rupted and its setting is no longer valid.

Time stamp in ECM powerdown data will beincorrect.

349 - Yellow Auxiliary device speed signal on pins 8 and 18of the OEM harness is out of the range of theECM thresholds.

Lose ability to control speed of the Auxiliarydevice.

352 - Yellow Low voltage detected at the engine positionsensor +5 VDC supply pin 10 of the engineharness.

Default value used for sensors connected tothis +5 VDC supply. Engine will power derateto no-boost fueling and loss of engine protec-tion for oil pressure, intake manifold, and ambi-ent air pressure.

361 - Red High current detected at the VP44 fuel pumpcontrol valve.

Fueling to the injectors disabled and engine isshut down.

T 180S - 360L (Rev. 08/04)

T 180S - 360L (10/02)1-8

Fault Code - Light Failure Description Failure Results362 - Yellow Low or no voltage detected at the VP44 fuel

pump control valve.Engine will lose power and may shut down.

363 - Yellow No fuel control valve movement detected bythe VP44 fuel pump controller.

Engine power loss.

364* - Yellow No communications or invalid data transferrate detected on data link between ECM andVP44 fuel pump controller at pins 4 and 13 ofthe engine harness.

Engine will run at a backup mode set speedwhen throttle is off-idle.

365 - Yellow Low voltage detected at VP44 fuel pump con-troller supply voltage circuit.

Engine may lose power and may shut down.

366 - Yellow VP44 fuel pump controller battery voltagemeasurement is outside the range between 6and 24 VDC.

Engine will lose power and may shut down.

367 - Red VP44 fuel pump speed / position sensor signallost.

Fueling to injectors disabled and engine willshut down.

368 - Yellow VP44 fuel pump controller can not achieve thetiming value being commanded by the engineECM.

Significant engine power loss.

369 - Yellow VP44 fuel pump controller does not detect engine position pulse at pin 7 of the engineharness.

Significant engine power loss. Possible whitesmoke.

372 - Yellow VP44 fuel pump controller detects continuousvoltage at idle pump select pin 16 of the engine harness ... OR...fuel pump controllerdetects an open circuit or short circuit toground at idle select pin 16 of the engine harness.

If communication is lost between the ECM andVP44 fuel pump controller, engine will only operate at a speed slightly higher than idle,regardless of throttle position.

373 - Red High voltage detected at VP44 fuel shut offsignal pin 6 of the engine harness.

Fueling to injectors is disabled and engine willshut down.

374* - Yellow VP44 fuel pump controller has detected aninternal error.

Response will vary from some power loss tothe engine shutting down.

375 - Yellow Engine ECM is commanding a fueling or timing value that the VP44 pump can notachieve.

Possible no effect or engine may exhibit somepower loss.

376* - Red No calibration in the VP44 fuel pump control-ler.

Fueling to injectors disabled and engine willshut down.

377 - Yellow VP44 fuel pump controller is not poweringdown when key switch power is removed fromthe ECM.

Equipment batteries may be drained low dur-ing long shutdown periods.

381* - Yellow Error detected in cold start aid relay 1 enablecircuit at pin 41 of the OEM harness.

Intake air heater can not be fully energized bythe ECM. Possible white smoke and / or hardstarting.

382* - Yellow Error detected in cold start aid relay 2 enablecircuit at pin 41 of the OEM harness.

Intake air heater can not be fully energized bythe ECM. Possible white smoke and / or hardstarting.

385 - Yellow High voltage detected at OEM harness sensor+5 VDC supply pin 10 of the OEM harness.

Sensors connected to this +5 VDC supply (i.e.remote throttle position sensor) will not func-tion.

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1-9T 180S - 360L (10/02)

Fault Code - Light Failure Description Failure Results386 - Yellow High voltage detected at the engine position

sensor +5 VDC supply pin 10 of the engineharness.

Default value used for sensors connected tothis +5 VDC supply. Engine will derate to no-boost fueling and loss of engine protection foroil pressure, intake manifold temperature, andcoolant temperature.

387 - Yellow High voltage detected at the throttle positionsensor +5 VDC supply pin 29 of the OEM harness.

Engine idles when the idle validation switchindicates idle and ramps up to a default setspeed when idle validation switch indicatesoff-idle.

391 - Yellow Error detected in VP44 power supply relay enable circuit at pin 43 of the engine harness.

Possible no effect on performance or enginemay not run.

415 - Red Oil pressure signal indicates oil pressure isbelow the very engine protection limit.

Speed derate and possible engine shutdown ifEngine Protection Shutdown feature is en-abled.

418 - ???? Water-in-fuel signal indicates the water in thefuel filter needs to be drained.

Excessive water in the fuel can lead to severefuel system damage.

419 - Yellow An error in the intake manifold pressure sen-sor signal was detected by the ECM.

The engine is derated to no air setting.

422 - Yellow Voltage detected simultaneously on both thecoolant level high and low signal pins (27 and37) of the engine harness ...OR...no voltagedetected on either pin. (Fault is active forSwitch type coolant level sensors only)

No engine protection for coolant level.

429 - Yellow Low voltage detected at water-in-fuel signalpin 40 of the OEM harness.

No water-in-fuel protection.

431 - Yellow Idle validation signals on pins 25 and 26 of theOEM harness indicate voltage detected simul-taneously on both pins (Open Circuit).

No effect on performance, but loss of idle validation.

432 - Yellow Idle validation signal at pin 26 of the OEM har-ness indicates the throttle is at the idle positionwhen the throttle position signal at pin 30 ofthe OEM harness indicates the throttle is notat the idle position when the throttle positionsignal at pin 30 of the OEM harness indicatesthe throttle is at the idle position.

Engine will only idle.

433 - Yellow Boost pressure signal indicates boost pres-sure is high when other engine parameters(i.e., speed and load) indicate boost pressureshould be low.

Possible overfueling during acceleration. Increase in black smoke.

434* - Yellow Supply voltage to the ECM fell below 6.0 VDCfor a fraction of a second ...OR...the ECM wasnot allowed to power down correctly (retainbattery voltage for 30 seconds after key off).

Possible no noticeable performance effectsOR engine dying OR hard staring. Fault infor-mation, trip information, and maintenancemonitor data may be inaccurate.

441 - Yellow Voltage detected at ECM power supply pins38, 39, and 40 of the engine harness indicatesECM supply voltage fell below 6 VDC.

Engine will die or run rough.

442 - Yellow Voltage detected at ECM power supply pins38, 39, and 40 of the engine harness indicatesECM supply voltage is above the maximumsystem voltage level.

None on performance.

443 - Yellow Low voltage detected at throttle position sen-sor +5 VDC supply pin 29 of the OEM har-ness.

Engine idles when idle validation switch indi-cates idle and ramps up to a default set speedwhen idle validation switch indicates off-idle.

T 180S - 360L (Rev. 1/04)

T 180S - 360L (10/02)1-10

Fault Code - Light Failure Description Failure Results444 - Yellow Low voltage detected at OEM harness sensor

+5 VDC supply pin 10 of the OEM harness.Sensors connected to this +5 VDC supply (i.e.,remote throttle position sensor) will not func-tion.

488 - Yellow Intake manifold air temperature signal indi-cates intake manifold air temperature is abovethe minimum engine protection threshold.

Power derate and possible engine shutdown ifEngine Protection Shutdown feature is enabled.

489 - Yellow Auxiliary device speed signal on pins 8 and 18of the OEM harness is out of range of the ECMthreshold.

Lose ability to control the speed of the auxilia-ry device.

515 - Yellow High voltage detected at the coolant level +5VDC sensor supply voltage pin 49 of the engine harness.


516 - Yellow Low voltage detected at the coolant level +5VDC sensor supply voltage pin 49 of the engine harness.


517 - Yellow A mechanically stuck fuel control valve hasbeen detected by the VP44 fuel pump control-ler.

Engine may shut down.

524 - Yellow Error detected on the High Speed GovernorDroop selection switch input pin 24 of the engine harness.

Operator can not select alternate HSG Droop,Normal droop is used.

527* - Yellow Error detected in the Dual Output Driver “A”circuit pin 5 of the OEM harness.

The device controlled by the Dual Output Drive“A” signal will not function properly.

528 - Yellow Error detected on the Torque Curve Selectionswitch input pin 39 of the OEM harness.

Operator can not select alternate torquecurves. Normal torque curve is used.

529* - Yellow Error detected in the Dual Output Driver “B”circuit pin 21 of the engine harness.

The device controlled by the Dual Output Driv-er “B” signal will not function properly.

551 - Yellow Idle validation signals on pins 25 and 26 of theOEM harness indicate no voltage on eitherpin.

Engine will only idle.

599 or 779 - Yellow Transmission temperature exceeds 245�F. Engine will shut down.

611* - None ECM detected the engine has initiated aprotection shutdown or has been keyed-offwhile above a specified load limit.

No effect.

768 - Yellow Error detected in the Output Device Driver(Transmission Shift Modulation Signal) signalpin 21 on the OEM harness.

Can not control the Transmission.

* Indicates multiple errors can generate this fault code.

T 180S - 360L (Rev. 08/04)

1-11T 180S - 360L (10/02)

Engine Troubleshooting

The following chart includes some of the problemsthat an operator may encounter during the servicelife of a Cummins diesel engine. Always check theeasiest and obvious things first, such as the masterdisconnect switch, the neutral start switch, an emptyfuel tank, closed fuel shut off, dead battery or cor-roded terminals. Study the problem thoroughly before starting to work on the engine. Ask yourselfthe following questions.1. What were the warning signs preceding the

trouble?

2. Has the engine been subjected to recent repair or maintenance?

3. Has a similar trouble occurred before?4. If the engine still runs, is it safe to continue

operation of the engine in an effort to diag-nose the trouble?

Check the items most easily and inexpensively cor-rected before proceeding to the more difficult, timeconsuming and expensive items. After a malfunc-tion has been corrected, locate and correct thecause of the trouble to prevent recurrence of thesame trouble.

Problem Cause Correction

1. Engine will notcrank or cranksslowly

continued

1. Battery disconnect switch is turnedoff.

2. Engine drive units are engaged.3. Battery connections are broken,

loose or corroded.4. Low battery charge.

5. Battery rating is too low.6. Oil for operating conditions is

incorrect.

7. Oil level is too high.

8. Oil temperature is too low.9. Shifter is not in the neutral position.10. Circuit breaker (CB1, CB5, CB7,

CB19 or CB20; Illustrations 1-5and 6-12) is tripped or defective.

11. Defective truck power solenoid(L1).

12. Defective neutral start relay (K5).

13. Defective starter solenoid (L2).

14. Defective starter.

15. Defective ignition switch (S1).

1. Turn battery disconnect switch on.

2. Disengage engine driven units.3. Check for damage. Replace, tight-

en or clean.4. Check electrolyte level and specific

gravity. Recharge or replace bat-teries.

5. Replace with correct rated battery.6. Change oil and filter. Refer to the

Fuel and Lubricant Specifica-tions in the Appendices for theproper type of oil to be used.

7. Check the oil level. Verify the oilpan capacity. Drain excess oil ifnecessary. Fill the system to thespecified level.

8. Install oil pan heater.9. Place shifter in the neutral position.10. Reset or replace circuit breaker.

11. Replace truck power solenoid (L1).

12. Replace neutral start relay (K5).

13. Replace starter solenoid (L2).

14. Replace or repair starter.

15. Refer to Component 4. of theComponent Troubleshootingchart in Section 6.

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T 180S - 360L (10/02)1-12


1. Engine will notcrank or cranksslowly(Continued)

16. Blown fuse(s) to the ECM.

17. Loose or broken wires betweenany of the components in Causes9. thru 16. of this Problem.

16. Replace fuse(s).

17. Isolate and repair.

2. Engine difficult tostart or will notstart (no exhaustsmoke present)

1. Improper starting procedure.2. Low fuel level.3. Incorrect fuel grade is being used

or fuel quality is poor.4. Electronic fault codes are active.

5. Fuel shutoff is malfunctioning.

6. Battery voltage is low.

7. Battery voltage supply to the elec-tronic control module (ECM) is low,interrupted, or open.

8. Moisture is in the wiring harnessconnectors.

9. Air is in the fuel system.

10. Electronic control module (ECM) islocked up.

11. Fuel filter is restricted.

12. Fuel supply is restricted.13. Fuel pump overflow valve is mal-

functioning.14. Throttle linkage is mis-adjusted or

damaged.

1. Verify proper starting procedure.2. Fill the fuel tank.3. Use the correct grade of fuel.

4. Refer to Diagnostic Fault Codesfound earlier in this section for instructions on how to read activefault codes. If fault codes are active, contact a Cummins Autho-rized Repair Facility.

5. Check for loose wires and verifythat the fuel shutoff valve is func-tioning properly.

6. Check the batteries and the unswitched battery supply circuit.

7. Check the battery connections.

8. Dry the connectors with an elec-tronics cleaner.

9. Check for air in the fuel system.Tighten or replace the fuel connec-tions, fuel lines, fuel hoses, andfuel filters as required. Vent airfrom the system.

10. Disconnect the battery cables for30 seconds. Connect the batterycables and start the engine.

11. Measure the fuel pressure beforeand after the fuel filter.

12. Check fuel lines for restrictions.13. Check / replace overflow valve.

14. Adjust or repair the linkage.

T 180S - 360L (Rev. 12/03)

1-13T 180S - 360L (10/02)


3. Engine difficult tostart or will notstart (exhaustsmoke present)

1. Low fuel level.2. Battery voltage is low.

3. Engine cranking speed is too slow.

4. Starting aid needed for cold weath-er or is not working properly.


6. Fuel supply is restricted.7. Fuel filter is restricted.

8. Fuel pump overflow valve is mal-functioning.

9. Fuel lift pump is malfunctioning.

10. Air intake system is restricted.11. Incorrect fuel grade is being used

or fuel quality is poor.12. Engine block heater is malfunction-

ing (if equipped).

13. Fuel heater is malfunctioning (ifequipped).

14. Electronic fault codes are active.

1. Fill the fuel tank.2. Check the batteries and the

unswitched battery supply circuit.3. Check engine cranking RPM.

Refer to Problem 1. in this trouble-shooting chart.

4. Check-repair or replace cold start-ing aid, if necessary.

5. Refer to Correction 9. of Problem2. in this troubleshooting chart.

6. Check fuel lines for restrictions.7. Measure the fuel pressure before

and after the fuel filter.8. Check / replace overflow valve.

9. Check fuel lift pump for correct operation. Check the pump outputpressure. Replace the fuel liftpump if necessary.

10. Check intake system.11. Use the correct grade of fuel.

12. Check the electrical sources andwiring to the cylinder block heater.Replace the block heater is neces-sary.

13. Check the fuel heater. Replace ifnecessary.


4. Engine starts, butwill not keep run-ning

continued

1. Low fuel level.2. Battery voltage supply to the elec-

tronic control module (ECM) is low,interrupted, or open.

3. Idle speed is set too low for acces-sories.

4. Engine driven units are engaged.5. Malfunctioning engine shut down

device.6. Air is in the fuel system.

7. Fuel filter or fuel suction line is restricted.

1. Fill fuel tank.2. Check the battery connections.

3. Check and adjust the low idlescrew.

4. Disengage the engine driven units.5. Make sure shutdown is not occur-

ring too soon.6. Refer to Correction 9. of Problem

2. in this troubleshooting chart.7. Replace the fuel filter or remove

restriction from fuel suction line.

T 180S - 360L (Rev. 12/03)

T 180S - 360L (10/02)1-14


4. Engine starts, butwill not keep run-ning(Continued)

8. Incorrect fuel grade is being usedor fuel quality is poor.

8. Use the correct grade of fuel.

5. Engine speedsurges at low orhigh idle

1. Low fuel level.2. Engine idle speed is set too low.3. Electronic fault codes are active.



6. Fuel filter is restricted.

7. Fuel supply is restricted.8. Fuel lift pump is malfunctioning.


1. Fill fuel tank.2. Adjust the idle speed.3. Refer to Correction 4. of Problem

2. in this troubleshooting chart.4. Dry the connectors with an elec-

tronics cleaner.5. Refer to Correction 9. of Problem

2. in this troubleshooting chart.6. Measure the fuel pressure before

and after the fuel filter.7. Check fuel lines for restrictions.8. Refer to Correction 9. of Problem

3. in this troubleshooting chart.9. Use the correct grade of fuel.

6. Engine runs roughat idle

1. Engine is cold.


3. Idle speed is set too low for acces-sories.


5. Fuel filter is restricted.6. Fuel supply is restricted.7. Fuel lift pump is malfunctioning.

8. Engine mounts are worn or damaged.



1. Allow the engine to warm to oper-ating temperature. If the enginewill not reach operating tempera-ture, refer to Problem 15. of thistroubleshooting chart.


3. Check and adjust the low idlescrew.


5. Replace fuel filter.6. Check fuel lines for restrictions.7. Refer to Correction 9. of Problem

3. in this troubleshooting chart.8. Replace engine mounts.



T 180S - 360L (Rev. 12/03)

1-15T 180S - 360L (10/02)


7. Engine runs roughor misfires

1. Engine is cold.




5. Fuel leak.

6. Fuel filter is restricted.7. Fuel supply is restricted.8. Fuel lift pump is malfunctioning.






4. Use correct grade of fuel.

5. Check the fuel lines, fuel connec-tions, and fuel filters for leaks.

6. Replace fuel filter.7. Check fuel lines for restrictions.8. Refer to Correction 9. of Problem

3. in this troubleshooting chart.9. Replace engine mounts.


8. Lubricating oilpressure is low

1. Engine angularity during operationexceeds specification.

2. Oil does not meet specifications.

3. Oil filter is plugged.4. Oil is contaminated with coolant or

fuel.5. External oil leak.

6. Incorrect oil level.


8. Oil pressure switch, gauge, or sensor is malfunctioning.

1. Refer to the Cummins Engine DataSheet.

2. Change the oil and filter. Refer toFuel and Lubricant Specifica-tions in the Appendices for theproper type of oil to be used.

3. Change oil and replace oil filter.4. Refer to Problem 11. in this trouble-

shooting chart.5. Inspect the engine for external oil

leaks. Tighten the capscrews, pipeplugs, and fittings. Replace dam-aged gaskets.

6. Check the oil level. Add or drainengine oil.


8. Check the oil pressure switch,gauge, or sensor for correct opera-tion.

T 180S - 360L (Rev. 12/03)

T 180S - 360L (10/02)1-16


9. Lubricating oilpressure is high

1. Engine coolant temperature is toolow.

2. Oil pressure switch, gauge, or sensor is malfunctioning.



1. Refer to Problem 15. of this trou-bleshooting chart.




10. Lubricating oil loss 1. External oil leak.

2. Low oil level.

3. Oil does not meet specifications.4. Oil pressure switch, gauge, or

sensor is malfunctioning.


6. Oil cooler is leaking.

7. Air compressor is pumping oil intothe air system.

8. Blowby is excessive.9. Turbocharger oil seal is leaking.


2. Check the oil level. Verify the dip-stick calibration and the oil pan capacity. Fill the system to thespecified oil level.




6. Check the oil cooler for coolantleaks and cracks.

7. Check the air lines for carbon build-up and oil.

8. Check for excessive blowby.9. Check the turbocharger for oil

seals and leaks.

11. Lubricating oil iscontaminated

1. Oil sludge is excessive.

2. Oil is contaminated with coolant orfuel.


4. Bulk oil supply is contaminated.

1. Change the oil and filter. Refer toProblem 45. in this troubleshootingchart.

2. Change the oil and filter. Replaceleaking cooling and/or fuel systemcomponents.


4. Check bulk oil supply. Drain the oiland replace with non-contaminatedoil. Replace oil filter(s).

T 180S - 360L (Rev. 12/03)

1-17T 180S - 360L (10/02)


12. Coolant tempera-ture is above nor-mal (GradualOverheat)

1. Charge air cooler fins, radiator fins,or air conditioner condenser finsare damaged or obstructed withdebris.

2. Coolant level is low.


4. Fan shroud is damaged or missing,or the air recirculation baffles aredamaged or missing.

5. Incorrect oil level.6. Oil is contaminated with coolant or

fuel.7. Radiator hose is collapsed,

restricted, or leaking.8. Incorrect coolant mixture of anti-

freeze and water.

9. Oil level is above or below properlevel.

10. Coolant temperature gauge is mal-functioning.

11. Fan drive belt is loose, tight, or notcorrectly aligned.

1. Inspect the charge air cooler, radia-tor, and air conditioner condenserfins. Clean if necessary.

2. Inspect the engine and cooling sys-tem for external coolant leaks. Repair if necessary. Add coolant.


4. Inspect the shroud and recircula-tion baffles. Repair, replace, orinstall if necessary.

5. Add or drain engine oil.6. Refer to Problem 11. in this trouble-

shooting chart.7. Inspect the hoses and replace any

defective hoses.8. Verify the concentration of anti-

freeze in the coolant. Add anti-freeze or water to bring concentra-tion to the proper mixture. Refer toCoolant in Section 5 for the cor-rect coolant concentration.

9. Check the oil level. Add or drain oilif necessary.

10. Test the temperature gauge. Replace the gauge if necessary.

11. Check belt tension and tighten /loosen if necessary. Replace drivebelt if necessary.

13. Coolant tempera-ture is above nor-mal (Sudden Over-heat)

1. Coolant level is low.


3. Air is in the cooling system.

4. Fan drive belt is broken.5. Radiator cap(s) is incorrect, mal-

functioning, or has low-pressurerating.

6. Radiator hose is collapsed, restricted, or leaking.

1. Inspect the engine and cooling sys-tem for external coolant leaks. Repair if necessary. Add coolant.


3. Inspect and vent the cooling sys-tem. Refer to Filling The CoolingSystem in Section 5.

4. Replace drive belt.5. Replace radiator cap(s).

6. Inspect the hoses and replace anydefective hoses.

T 180S - 360L (Rev. 12/03)

T 180S - 360L (10/02)1-18


13. Coolant tempera-ture is above nor-mal (Sudden Over-heat)(Continued)





14. Coolant loss 1. Low coolant level.

2. External coolant leak.

3. Radiator cap(s) is incorrect, mal-functioning, or has low-pressurerating.

4. Radiator hose is collapsed, restricted, or leaking.

5. Coolant fill line is restricted or obstructed.

6. Coolant is rusty and contains debris.

7. Engine is overheating.

1. Inspect the engine and cooling sys-tem for external coolant leaks. Repair / replace damaged coolingcomponents. Add coolant.

2. Inspect the engine for coolant leak-ing from hoses, draincocks, watermanifold, jumper tubes, expansionand pipe plugs, fittings, radiatorcore, air compressor and cylinderhead gaskets, lubricating oil cooler,water pump seal, cylinder block, andcab heater. Repair / replace dam-aged components.

3. Replace radiator cap(s).

4. Inspect the hoses and replace anydefective hoses.

5. Check the coolant fill line for restrictions or obstructions.

6. Drain and flush the cooling system.Fill with correct mixture of anti-freeze and water (refer to Coolantin Section 5 for the correct coolantconcentration).

7. Refer to Problems 12. and 13. inthis troubleshooting chart.

15. Coolant tempera-ture is below normal



3. Fan drive or fan controls are mal-functioning.

4. Incorrect thermostat or thermostatis malfunctioning.



3. Check the fan drive and controls.

4. Check the thermostat for the cor-rect part number and for correctoperation.

T 180S - 360L (Rev. 12/03)

1-19T 180S - 360L (10/02)


16. Coolant is contam-inated

1. Coolant is rusty and contains debris.

2. Transmission oil cooler or torqueconverter cooler is leaking.

3. Oil cooler on engine is leaking.

4. Cylinder head gasket is leaking.


2. Check the transmission oil coolerand torque converter cooler forcoolant leaks.

3. Check the oil cooler for coolantleaks and cracks.

4. Check the cylinder head gasket.Replace if necessary.

17. Engine will notshut off


2. Engine is running on fumes drawninto the air intake.

3. Fuel leak.

1. Check for loose wires and verifythat the fuel shutoff valve is func-tioning properly.

2. Inspect the air intake ducts. Locate and isolate the source ofthe fumes. Make repairs as needed.

3. Check the fuel lines, fuel connec-tions, and fuel filter for leaks usinga combustible gas detector servicetool.

18. Fuel or oil leakingfrom the exhaustmanifold

1. Intake air restriction is high.

2. Turbocharger drain line is restricted.

3. Turbocharger oil seal is leaking.

1. Check the air intake system for restriction.

2. Remove the turbocharger drain lineand check for restriction. Clean orreplace the drain line.

3. Check the turbocharger oil seal forleaks and condition of seal.

19. Exhaust smoke isexcessive underload

continued

1. Engine is being lugged down.2. Air is in the fuel system.

3. Air filter is restricted.

4. Air intake or exhaust leaks.

5. Turborcharger is malfunctioning.

1. Use lower gear.2. Refer to Correction 9. of Problem

2. in this troubleshooting chart.3. Check air filter for restrictions.

Replace air filter if required.4. Check the intake and exhaust sys-

tems for loose or damaged pipingconnections and / or missing pipeplugs. Check the turbocharger andexhaust manifold mounting.

5. Monitor the turbocharger boostpressure with an electronic servicetool.

T 180S - 360L (Rev. 12/03)

T 180S - 360L (10/02)1-20


19. Exhaust smokeexcessive underload(Continued)

6. Engine is cold.

7. Air-fuel (AFC) control is leaking orobstructed.

6. Allow the engine to warm to oper-ating temperature. If the enginewill not reach operating tempera-ture, refer to Problem 15. in thistroubleshooting chart.

7. Check the AFC for leaks. Repairany leaks found. Check and cleanAFC tubing and fittings for obstruc-tions.

20. Engine vibration isexcessive

1. Belt-driven accessories are mal-functioning.

2. Air compressor pumping time is excessive.

3. Engine idle speed is set too low(electronically-controlled fuel sys-tems).


5. Fan is loose, damaged, or has excessive hub bearing end play.

6. Engine is misfiring.


8. Vibration damper is damaged.

9. Alternator bearing is worn or damaged.

1. Check the fan hub, alternator, andair conditioner compressor for interference. Isolate belt-driven accessories and check for vibra-tion.

2. Refer to Problem 31. in this trou-bleshooting chart.

3. Verify the correct idle speed set-ting. Increase the idle speed withthe idle increment switch or anelectronic service tool.

4. Replace engine mounts.

5. Check the fan. Replace fan ifblade is missing or fan is damaged.

6. Refer to Problem 7. in this trouble-shooting chart.


8. Inspect the vibration damper. Replace if necessary.

9. Clean and replace the alternator.

21. Engine noise is excessive (Com-bustion Knocks)

1. Engine is operating at low ambienttemperature.

2. Ether starting aid (if equipped) ismalfunctioning.



5. Coolant temperature is below normal.

1. Use under-the-hood intake air incold weather.

2. Repair or replace the ether startingaids.




T 180S - 360L (Rev. 12/03)

1-21T 180S - 360L (10/02)


22. Engine will notreach rated speed(rpm)


2. Truck speed is too low for adequate cooling with high engineload.

3. Tachometer is not calibrated or ismalfunctioning.

4. Air-fuel tube is leaking, wastegatediaphragm is ruptured, or waste-gate plumbing is damage.

5. Charge air cooler is restricted.

6. Fuel supply is restricted.

7. Exhaust back pressure is too high.


9. Truck parasitics are excessive.

10. Engine power output is low.


2. Reduce the engine load. Increasethe engine (fan) rpm by downshift-ing.

3. Compare the tachometer readingwith a handheld tachometer or anelectronic service tool reading.Calibrate or replace the tachometeras required.

4. Tighten the fittings, repair plumb-ing, or replace wastegate dia-phragm.

5. Inspect the charge air cooler for internal and external restrictions.

6. Remove restriction from fuel supply.

7. Measure and correct if back pres-sure is above specification.


9. Check the truck brakes for drag-ging, transmission malfunction,cooling fan operation cycle time,and engine-driven units.


23. Engine power out-put is low

continued



3. Engine is operating above recom-mended altitude.

4. Tachometer is not calibrated or ismalfunctioning.

5. Intake and exhaust system is restricted.




3. Engine power decreases aboverecommended altitude. Operatethis engine in altitudes under11,000 feet.


5. Check the intake and exhaust sys-tems for restrictions. Inspect theintake air filter and replace as required.


T 180S - 360L (Rev. 12/03)

T 180S - 360L (10/02)1-22


23 Engine power out-put is low(Continued)

7. Air leak between the turbochargerand intake manifold.

8. Charge air cooler is restricted orleaking.

9. Fuel leak.


11. Fuel supply is restricted.

12. Fuel return restriction is excessive.

13. Fuel filter is restricted.14. Fuel pump overflow valve is mal-

functioning.15. Fuel lift pump is malfunctioning.

16. Truck parasitics are excessive.


7. Check for leaks in the air crossovertube, charge air cooler connec-tions, hoses, or through holes inthe manifold cover and repair or replace if necessary.

8. Inspect the charge air cooler for airrestrictions or leaks.

9. Check the fuel lines, fuel connec-tions, and fuel filter(s) for leaks.Check the fuel lines to the fueltank.


11. Remove restriction from fuel supply.

12. Inspect the fuel return lines for restrictions.

13. Replace fuel filter.14. Check the overflow valve. Replace

if necessary.15. Refer to Correction 9. of Problem

3. in this troubleshooting chart.16. Refer to Correction 9. of Problem

22. in this troubleshooting chart.17. Check the oil level. Verify the oil

pan capacity. Drain excess oil ifnecessary. Fill the system to thespecified level.

24. Fuel consumptionis excessive

continued

1. Operator technique is incorrect.


3. Fuel leak.

4. Hourmeter is miscalibrated.



1. Review operation for correct gearshifts, deceleration, and idling.


3. Check the fuel lines, fuel connec-tions, and fuel filters for leaks.

4. Check the hourmeter. Calibrate orreplace the hourmeter if necessary.Calculate fuel consumption withnew figures.


6. Check air filter for restrictions. Replace air filter if required.

T 180S - 360L (Rev. 12/03)

1-23T 180S - 360L (10/02)


24. Fuel consumptionis excessive(Continued)

7. Equipment and environmental fac-tors are affecting fuel consumption.

8. Additional loading from malfunc-tioning accessories.


7. Consider ambient temperatures,wind, and routes when evaluatingfuel consumption.

8. Check / repair accessories and vehicle components.


25. Engine noise is excessive

1. Fan drive belt is loose, tight, or notcorrectly aligned.

2. Oil is thin or diluted.

3. Vibration damper is damaged.



6. Coolant temperature is above normal.


8. Air conditioner compressor noise isexcessive.

9. Fan is loose, damaged, or has excessive hub bearing end play.

1. Check belt tension and tighten /loosen if necessary. Replace drivebelt if necessary.

2. Use proper quality engine oil (referto the Fuel and Lubricant Specifi-cations in the Appendices for theproper type of oil to be used).

3. Inspect the vibration damper. Replace if necessary.



6. Refer to Problems 12. and 13. inthis troubleshooting chart.

7. Replace engine mounts.

8. Isolate component and check fornoise.

9. Check the fan. Replace fan ifblade is missing or fan is damaged.

26. Alternator is notcharging or insuffi-ciently charging

1. Alternator pulley is loose on shaft.2. Batteries have malfunctioned.

3. Battery cables or connections areloose, broken or corroded (exces-sive resistance).

4. Alternator is overloaded or alterna-tor capacity is below specification.

5. Alternator or voltage regulator ismalfunctioning.

6. Electrical system is open (trippedcircuit breakers, broken wires, orloose connections).

1. Tighten pulley.2. Check the condition of the batter-

ies. Replace batteries if required.3. Check battery cables and connec-

tions.

4. Install an alternator with a highercapacity.

5. Test the alternator output. Replacethe alternator or voltage regulator ifrequired.

6. Reset circuit breakers, repair wires,or make good connections.

T 180S - 360L (Rev. 12/03)

T 180S - 360L (10/02)1-24


27. Alternator is over-charging

1. Batteries have failed.

2. Voltage regulator is malfunctioning.

1. Check the condition of the batter-ies. Replace batteries if required.

2. Check the voltage regulator. Replace the voltage regulator if required.

28. Excessive whitesmoke

1. Improper starting procedure.2. Engine is cold.

3. Engine is operating at low ambienttemperature.


5. Starting aid (if equipped) is mal-functioning.






1. Verify proper starting procedure.2. Allow the engine to warm to oper-

ating temperature. If the enginewill not reach operating tempera-ture, refer to Problem 15. in thistroubleshooting chart.

3. Use under-the-hood intake air incold weather.


5. Check for correct operation of thecold starting aid.






29. Excessive blacksmoke









30. Air compressor airpressure risesslowly

continued

1. Air system leaks. 1. Block the truck wheels and checkthe air system for leaks with theparking brake applied and released. Check for leaks from theair compressor gaskets and the airsystem hoses, fittings, tanks, andvalves.

T 180S - 360L (Rev. 12/03)

1-25T 180S - 360L (10/02)


30. Air compressor airpressure risesslowly(Continued)

2. Carbon buildup is excessive in theair discharge line, check valve, orcylinder head.

2. Check for carbon buildup. Replacethe air compressor discharge lineand cylinder head assembly if required.

31. Air compressorcycles frequently

1. Air system leaks.

2. Carbon buildup is excessive in theair discharge line, downstream airvalves, or cylinder head.



2. Check for carbon buildup. Replacethe air compressor discharge line ifrequired.

3. Check the air compressor dutycycle.

32. Air compressornoise is excessive


2. Ice buildup in the air system com-ponents.


2. Check for ice in low spots of the airdischarge line, dryer inlet (ifequipped), and elbow fittings. OnHolset� models, also check theEcon valve (if equipped).

33. Air compressor ispumping excesslubricating oil intothe air system

1. Lubricating oil drain interval is excessive.

2. Air intake system restriction to aircompressor is excessive.



1. Verify the correct lubricating oildrain interval.

2. Check the air intake piping.

3. Check the air compressor dutycycle.


34. Air compressor willnot maintain ade-quate air pressure(not pumping con-tinuously) or aircompressor willnot stop pumping

1. Air system leaks. 1. Refer to Correction 1. of Problem30. in this troubleshooting chart.

T 180S - 360L (Rev. 12/03)

T 180S - 360L (10/02)1-26


35. Cranking fuel pres-sure is low

1. Low fuel level.2. Fuel filter is restricted.3. Fuel connections on the low-pres-

sure side of the pump are loose.

4. Fuel suction standpipe in the fueltank is broken.


1. Fill fuel tank.2. Replace fuel filter.3. Tighten all fuel fittings and connec-

tions between the fuel tanks andthe fuel pump.

4. Check and repair the standpipe ifnecessary.


36. Engine accelera-tion or response ispoor

1. Low fuel level.2. Truck parasitics are excessive.


4. Fuel leak.

5. Intake manifold air temperature isabove normal.






11. Fuel filter is restricted.12. Fuel lift pump is malfunctioning.

1. Fill fuel tank.2. Refer to Correction 9. of Problem


2. in this troubleshooting chart.4. Check the fuel lines, fuel connec-

tions, and fuel filters for leaks.5. Refer to Problem 42. in this trou-

bleshooting chart.6. Inspect the charge air cooler for air

restrictions or leaks.7. Refer to Correction 4. of Problem


2. in this troubleshooting chart.9. Check air filter for restrictions.

Replace air filter if required.10. Use the correct grade of fuel.

11. Replace fuel filter.12. Refer to Correction 9. of Problem

3. in this troubleshooting chart.

37. Engine shuts offunexpectedly ordies during decel-eration

continued

1. Engine will not start.

2. Low fuel level.3. Electronic fault codes are active.

4. Idle shutdown feature is activated.


1. Refer to Problems 2. and 3. in thistroubleshooting chart.


2. in this troubleshooting chart.4. Check the time limit on idle shut-

down with an electronic servicetool.


T 180S - 360L (Rev. 12/03)

1-27T 180S - 360L (10/02)


37. Engine shuts offunexpectedly ordies during decel-eration(Continued)







38. Engine surges under load or inoperating range

1. Low fuel level.2. Electronic fault codes are active.



5. Fuel filter is restricted.6. Truck parasitics are excessive.



2. in this troubleshooting chart.3. Dry the connectors with an elec-

tronics cleaner.4. Refer to Correction 9. of Problem

2. in this troubleshooting chart.5. Replace fuel filter.6. Refer to Correction 9. of Problem

22. in this troubleshooting chart.7. Use the correct grade of fuel.

39. Fault code warninglamps stay on (noapparent reason)

1. Diagnostic shorting plug isinstalled.

2. Diagnostic switch is in the ON position.


1. Remove the diagnostic shortingplug.

2. Turn off the diagnostic switch.


40. Fault code warninglamps do not illu-minate

1. Ignition switch is in the OFF posi-tion.


1. Turn the ignition switch to the ONposition.


41. Fuel is in the oil 1. Engine idle time is excessive.


1. Low oil and coolant temperaturescan be caused by long idle time(greater than 10 minutes). Shut offthe engine rather than idle for longperiods. If idle time is necessary,raise the idle speed.

2. Check the bulk oil supply. Drainthe oil and replace with non-conta-minated oil. Replace oil filter.

T 180S - 360L (Rev. 12/03)

T 180S - 360L (10/02)1-28


42. Intake manifold airtemperature isabove normal


2. Fan drive belt or water pump belt isbroken.

3. Fan shroud is damaged or missing,or the air recirculation baffles aredamaged or missing.

4. Truck speed is too low for adequate cooling with high engineload.

5. Truck cooling system is not adequate.


2. Check the fan drive belt and waterpump belt. Replace belts if required.


4. Reduce the engine load. Increasethe engine (fan) rpm by downshift-ing.

5. Verify that the engine and truckcooling systems are using the cor-rect components.

43. Intake manifoldpressure (boost) isbelow normal





5. Engine power output is low.






44. Lubricating oil consumption is excessive

1. Crankcase ventilation system isplugged.


3. Oil drain interval is excessive.4. External oil leak.

5. Verify the oil consumption rate.

6. Air compressor is pumping lubricat-ing oil into the air system.

1. Check and clean the vent tube.


3. Verify the correct oil drain interval.4. Refer to Correction 5. of Problem

8. in this troubleshooting chart.5. Check the amount of oil added

versus the hours of operation.6. Check the air lines for carbon build-

up and oil.

T 180S - 360L (Rev. 12/03)

1-29T 180S - 360L (10/02)


45. Lubricating oilsludge in thecrankcase is excessive



3. Crankcase ventilation system isplugged.





3. Check and clean the vent tube.



46. Turbochargerleaks engine oil orfuel

1. Engine is being operated for extended periods under light or noload conditions.

2. Lubricating oil or fuel is enteringthe turbocharger.

3. Turbocharger drain line is restricted.

4. Turbocharger oil supply line isloose or leaking.

1. Operate engine under loaded con-ditions.

2. Remove the intake and exhaustpiping, and check for oil or fuel.

3. Remove the turbocharger drain lineand check for restriction. Clean orreplace the drain line.

4. Check and tighten the oil supplyline fitting(s) if necessary.

T 180S - 360L (Rev. 12/03)

T 180S - 360L (10/02)1-30

Cummins QSB5.9-C155 Diesel Engine

Engine Operating Conditions 2200 rpm

Lubrication System English Metric

Lubricating oil pressure (at rated speed with engine at psi (kPa). . . . . . . . . . . . operating temperature)

80 551

Minimum for safe operation (at idle) psi (kPa). . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 207

*Lubrication oil temperature maximum �F (�C). . . . . . . . . . . . . . . . . . . . . . . . . . . 260 126.7

Oil pan capacity High / Low qt (L). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 / 12.3 12.3 / 11.6

Total engine oil capacity with filters qt (L). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 14.2

Air System

Air inlet restriction, Dirty air cleaner in H2O (mm H2O). . . . . 25 635full load maximum Clean air cleaner in H2O (mm H2O). . . . 15 381

Exhaust back pressure maximum full load in Hg (mm Hg). . . . . . . . . . . . . . . . . . 3.0 76

Max. allowable air temp. rise over ambient at intake manifold �F (�C). . . . . . . 30.6 17

Fuel System

Maximum fuel inlet restriction Dirty fuel filter in Hg (mm Hg). . . . . . . . . 8 203

Clean fuel filter in Hg (mm Hg). . . . . . . . 4 101

Max. fuel drain restriction before (or without) check valve in Hg (mm Hg). . . . . 20 507

Maximum supply fuel flow lb/hr (kg/hr). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176 80

Cooling System

Coolant flow Normal temp. �F (�C). . . . . . . . . . . . . . . . 190 88

Full load speed gal/min (L/min). . . . . . . 46 174

Engine coolant capacity qt (L). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4 9.8

Min. pressure cap psi (kPa). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 48

Max. top tank temperature �F (�C). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212 100

Min. top tank temperature �F (�C). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 71

Thermostats Start to open �F (�C). . . . . . . . . . . . . . . . 180 82

Fully open �F (�C). . . . . . . . . . . . . . . . . . 200 93

*The lubricating oil temperature range is based on the temperature measurement in the oil gallery. When measur-ing the oil temperature in the pan, it will normally be approximately 10�F higher than the oil gallery temperature.

T 180S - 360L (Rev. 08/04)

Hoist Circuit

1-31T 180S - 360L (10/02)T 180S - 360L (Rev. 12/03)

PLACE THE FOLLOWING ILLUSTRATION INA FOLDER ENVELOPE:Illustration 1-5 - 06B2132

T 180S - 360L (10/02)1-32

Section 2

Fuel System (Cummins QSB5.9-C155)

2-1T 180S - 360L (10/02)

Introduction. Fuel is drawn from the fuel tankthrough an inline fuel filter, fuel / water separatorand fuel filter by the fuel pump. From here, thefuel is sent to the fuel injection pump and on tothe injectors. Unused fuel is returned to the fueltank.

Major Components. The fuel system consists ofa fuel tank, fuel lift pump, fuel injection pump, fuelfilters, fuel solenoid relay, fuel injectors and fuellines.

Adding Fuel (Illustration 2-5). When adding die-sel fuel to the fuel tank, make sure the fuel strain-er is in the filler neck. Adding fuel with the strainerremoved could lead to debris entering the fueltank, resulting in poor engine performance.

Changing The Fuel Filter (Illustrations 2-1 and2-2). With the engine shut down, perform the fol-lowing procedures to replace the fuel filter andfuel / water separator. They should be changedevery 250 hours or more often if conditions war-rant.

��

� Dispose of used fuel filters and drained fuel in accordance to federal and local regulations.

� Mechanical tightening of the fuel filters mayresult in seal and / or cartridge damage.Tighten the filters by hand only.

1. Provide a suitable container to catch drainedfuel and use a strap wrench to remove the fil-ters from the adapter.

2. Clean the area around the filter heads.

3. Fill the new filters with clean fuel and lubricatethe O-ring seals with clean oil.

4. Lubricate the seal on the fuel filters with cleanfuel.

5. Install filters and tighten them 1/2 turn after theseals contact the adapter.

Changing The In-line Fuel Filter (Illustration 2-3).The in-line fuel filter, located in the suction fuelline, should be changed every 6 months or 1500hours, whichever comes first, or more often if conditions warrant.

�� Dispose of used fuel filter inaccordance to federal and local regulations.

DRAIN VALVE

BLEEDSCREW

Illustration 2-1. Fuel Filter Change (T250S-360L)

DRAINVALVE

FUEL / WATERSEPARATOR

FUELFILTER

BLEEDSCREW

Illustration 2-2. Fuel Filter Change (T180S-220S)

Draining The Fuel / Water Separator (Illustra-tions 2-1 and 2-2). The fuel / water separatorshould be drained daily to remove water and sedi-ments from the fuel. Perform the following proce-dures to drain the water from the fuel / water sep-arator:

��

� Dispose of drained fuel in accordance tofederal and local regulations.

� Do not overtighten the drain valve. Overtigh-tening may cause thread damage.

T 180S - 360L (Rev. 02/04)

T 180S - 360L (10/02)2-2

1. Provide a suitable container to catch drainedwater and open the drain valve approximately 4 complete turns (counterclockwise) until thevalve drops down 1”. Drain the fuel / waterseparator of water until clear fuel is visible.

2. Once the water has drained, push the valve upand turn clockwise to close the drain valve.

NOTE: If more than 2 ounces is drained, refillingof the filter is required to prevent hard starting.

Fuel System Air Bleeding. If the fuel filter ischanged in accordance with the procedures onthis and the previous page, no manual bleeding ofthe fuel lines is required. Small amounts of air,introduced by changing the filters or the injectionpump supply line, will be vented automatically atthe injection pump through the fuel drain manifold.

NOTE: Manual bleeding is required if:

� the fuel filter is not filled prior to installation.� the injection pump is replaced.� the high pressure fuel line connections are

loosened.� initial engine start up or start up after an

extended period of no engine operation.� the truck fuel tank has run empty.

Manual Fuel System Air Bleeding (Illustration2-1). If any of the conditions, listed in the noteabove, have occurred, perform the following pro-cedures to manually bleed air from the fuel sys-tem:

1. Remove the fuel filter(s) and fill completelywith fuel. Re-install fuel filter(s).

2. Open the bleed screw located on the filterhousing.

3. Operate the lever on the fuel lift pump (Illustra-tion 2-4) until the fuel flowing from the fitting isfree of air.

4. Tighten the bleed screw to a torque value of 7 ft-lbs.

General Information

Fuel Capacity:T180S - 220ST250S - 360L

35 Gallons50 Gallons

IN-LINEFUEL

FILTER

Illustration 2-3. In-line Fuel Filter Change

LEVER

Illustration 2-4. Fuel Lift Pump

T 180S - 360L (Rev. 12/03)

2-3T 180S - 360L (10/02)

DRAIN PLUG

FUEL LEVELSENDING UNIT

FUELSTRAINER

FILLERNECK

FILLER CAP

Illustration 2-5. Fuel Tank

Section 3

Air Intake System

3-1T 180S - 360L (10/02)

PRECLEANER CAP

IF EQUIPPED

PRIMARYFILTER

SAFETYFILTER

COVER

LATCH

VACUATOR

AIRCLEANERHOUSING

Illustration 3-1. Air Intake System Components

Introduction. The air cleaner is designed to beserviced efficiently and quickly. Intake air entersthe air cleaner through the cap or optional pre-cleaner. When the air reaches the inlet of the aircleaner housing, a helical ramp imparts a high-speed circular motion to the intake air. This actionseparates up to 85% of the dust from the air bycentrifugal action. The dust is then forced out thevacuator. The air then passes through the primaryand safety filters, where the rest of the dust is removed, before the air enters the engine.

Major Components (Illustration 3-1). The aircleaner consists of the primary filter, safety filter,

air cleaner housing, cap (or optional precleaner),vacuator and an air restriction indicator.

Servicing (Illustration 3-1). If the equipment isbeing operated under extremely dusty conditions,the vacuator should be checked every day to becertain it is not clogged. Perform the followingprocedures to service the filters and air cleanercomponents. Overservicing of the filters is notrecommended. Filter efficiency increases with initial operation.

�� Death or serious injury could

T 180S - 360L (10/02)3-2

result from a runaway truck. Park the truck ona hard, level surface, apply the parking brake,block the wheels in both directions to preventmovement of the truck and Lock Out & Tag Outthe truck.

��

� Normally the primary filter should bechanged after 1500 hours of operation orwhen the air restriction indicator shows red.In dusty conditions, the primary filter mayhave to be changed more often.

� Replace the safety filter yearly or every 3000hours, whichever comes first.

� Do Not use ether type fuels to help start theengine for this may damage the engine.

1. Park the truck on a hard, level surface, blockthe wheels in both directions and apply theparking brake.

2. When the air restriction indicator (see Illustra-tion 3-2) indicates filter servicing is required orthe service interval has occurred, unlatch andremove the cover. Remove the primary filter.In high humidity situations, the air restrictionindicator may indicate a restricted conditiondue to moisture in the filter. When the filterdries out, restriction levels drop back to nor-mal. The indicator will now have to be reset(refer to procedure 9. to reset the indicator).

3. Remove the safety filter.

4. Remove all dust and debris from the air clean-er housing with a water-dampened cloth.

�� Do not use flammable liquidsto clean the inside of the air cleaner housing.Only use a cloth dampened with water.

5. Replace the safety filter. Change the safetyfilter if at the yearly (or 3000 hours) serviceinterval or as conditions warrant.

6. Change and replace the primary filter.

7. Re-install the primary filter in the air cleanerhousing.

8. Re-install the cover.

NOTES: � Ensure that cover gasket is assembled to

cover before re-installing the cover onto the air

cleaner housing.

� Never use the latches on the cover to forcethe primary filter into the air cleaner housing.Using the latches to push the filter in couldcause damage to the air cleaner housing. Donot use the cover to push the primary filter intoplace.

9. Push the reset button on the top of the air restriction indicator.

10. Clean and inspect the vacuator.

11. Inspect the air intake system for leaks.

Illustration 3-2. Air Restriction Indicator

3-3T 180S - 360L (10/02)

Air Intake System Troubleshooting


1. Short filter life (primary filter)

1. Improper assembly when prior filterwas replaced.

2. Damaged or missing vacuator.

3. Damaged seal on the cover assembly.

4. Damaged air cleaner body.

5. Latch is unclamped on cover.

6. Excessively dusty environment.

7. Incorrect filter used.

8. Seal on dust cover is not sealing.

1. Properly install.

2. Replace vacuator.

3. Replace seal on the cover assembly.

4. Replace air cleaner body.

5. Clamp latch down.

6. Replace filter as needed.

7. Replace with proper filter.

8. Ensure that no foreign object is between seal and metal matingsurface.

2. Short filter life (safety filter)

1. Bypassing primary filter.

a. Seal of primary filter is not seal-ing.

b. Damaged primary filter.

1.

a. Replace filter.

b. Replace primary filter.

3. Airborne contami-nants entering theengine

1. Damaged filter(s).

2. Damaged seals or sealing sur-faces.

3. Damaged or loose connections between air cleaner body and engine.

4. Incorrect filter used.

1. Replace filter(s).

2. Replace damaged components.

3. Replace or repair connections.

4. Replace with proper filter.

4. Air restriction indi-cator indicatesgreen conditionand primary filter isclogged

1. Restriction in air hose between theair restriction indicator and thesafety fitting.

2. Air leak in air hose between the airrestriction indicator and the safetyfitting.

3. Damaged air restriction indicator.

4. Damaged safety fitting.

5. Loose system connections.

1. Remove restriction.

2. Repair or replace air hose.

3. Replace air restriction indicator.

4. Replace safety fitting.

5. Tighten connections.

T 180S - 360L (Rev. 08/03)

Section 4

Exhaust System

4-1T 180S - 360L (10/02)

Introduction. The exhaust system is responsiblefor venting exhaust gases, generated by the engine, to the atmosphere. It also provides noisesuppression.

��

� Do not service exhaust system until exhaustsystem is cool. Failure to do so may resultin severe burns.

� Keep all flammable materials away fromexhaust components.

� Avoid breathing toxic exhaust fumes.� All internal combustion engines produce

carbon monoxide, which can become con-centrated in enclosed areas. Exposure tocarbon monoxide can result in serious inju-ries or health hazards, including death.Properly ventilate work areas, vent exhaustfumes, and keep shop clean and dry.

(A) Initial symptoms of carbon monoxide poisoning include headaches, dizzi-ness, and nausea. The smell of lift truckexhaust means carbon monoxide ispresent.

(B) If you experience initial symptoms, shutoff the lift truck engine, notify your employer, and obtain medical attention.

� Never rely on a control device to reduce car-bon monoxide output. Carbon monoxidelevels can change depending on mainte-nance. Make sure carbon monoxide leveltesting is included in regular maintenanceprocedures and that ventilation is used asthe primary control for emissions.

Maintenance. There is minimal maintenance required on the standard exhaust system.

1. Check for leaks at all pipe connections.

2. Check for holes in the muffler and exhaust piping.

3. Keep muffler guard clean and in place.

4. Keep guard clean and in place.

5. Keep handle clean and in place.

6. Keep exhaust system free of debris.

Exhaust Purifier (if equipped). The exhaust puri-fier converts up to 90% of the harmful diesel exhaust gases, such as carbon monoxide and hydrocarbons, into harmless carbon dioxide andwater vapor by forcing the exhaust gases to passthrough a porous ceramic honeycomb configuredcatalyst. This design promotes uniform gas flowthrough the catalyst element while generating onlyminimal back pressure.

�� Avoid using fuel and oil addi-tives which contain lead, sodium, arsenic,phosphorus, mercury, antimony, zinc, copper,tin, iron, nickel, and chrome. These additiveswill poison the exhaust purifier and reduce itsuseful life.

Exhaust Purifier Maintenance (Illustration 4-1).If the diesel engine is allowed to idle for long peri-ods of time, the exhaust purifier may accumulatedeposits of soot. These deposits can block theeffectiveness of the exhaust purifier and graduallyreduce the engine’s power. The exhaust purifiercan be removed and cleaned using the proce-dures listed below.

1. Remove the clamps to remove the exhaustpurifier from the exhaust system.

2. Remove clamps to remove the end cones toexpose the catalyst.

3. Wash the exhaust purifier by using steam orhigh pressure water (not greater than 100 psi),keeping the tip of the nozzle at least 2 inchesaway from the face of the catalyst. Do not usedetergents. Wash the exhaust purifier throughboth the inlet and outlet ends. Continue thewashing operation until the water, coming fromthe exhaust purifier, is clear or almost clear.

4. Dry the exhaust purifier with compressed air(no greater than 100 psi), keeping the nozzleat least 2 inches away. The purpose of thisoperation is to remove as much water from theexhaust purifier as possible. The exhaust puri-fier should now be clean.

5. Place the exhaust purifier back into the exhaust system and operate the engine. Besure to tighten all clamps and fittings as necessary.

T 180S - 360L (10/02)4-2

CLAMPS

Illustration 4-1. Exhaust Purifier

Section 5

Cooling System

5-1T 180S - 360L (10/02)

Introduction. The engine cooling system coolsthe engine. Refer to Section 9A for transmissioncooling system and Section 15C for the wet discbrakes cooling system (if equipped) to find moredetailed cooling information on these particularcooling systems.

Major Components (Illustration 5-3). The engine cooling system consists of coolant, radia-tor, recovery bottle, hoses connecting the radiatorto the engine and a water pump to circulate thecoolant.

Operation (Illustration 5-4). When the engine isstarted, the water pump draws coolant from theradiator into the engine block. The coolant is cir-culated through the engine until it reaches a tem-perature of approximately 180�F, at which pointthe thermostat will start to open. This will allowcoolant to flow back into the top of the radiatorcore.

Coolant. The cooling system of this equipment isprotected to -34�F (-36�C) and 228�F (108.9�C).The solution is a 50 - 50 mixture of ethylene glycolbase antifreeze to water solution. Use soft waterin the coolant mixture. It is recommended that50% solution be maintained year round.

Radiator (Illustration 5-3). The radiator is forced-air-cooled. Access to its core is provided througha 15 psi radiator cap located in the top of the radiator and is accessible by removing the accesscover located behind the right hood door (see Illustration 5-2). When changing the coolant, remove cap and fill the radiator from this port.This will allow for a quicker, more efficient methodof filling the radiator.

Checking The Coolant Level (Illustration 5-1).The coolant level should be checked daily. Nor-mally, the coolant level can be maintained by add-ing coolant to the recovery bottle. The coolantlevel is full when the coolant is visible at the coldmark (engine has not been operated) on the sideof the coolant recovery bottle. The coolant level isalso full when the coolant is visible at the hot mark(engine has reached operating temperature). Ifthe coolant level is too low, add coolant until thecoolant level reaches the cold mark on the side ofthe recovery bottle. Do not overfill.

�� Coolant should only be addedto the cooling system when the engine hasbeen shut down and allowed to cool. Failure

to do so may result in personal injury fromheated coolant spray.

Cooling Requirements. The following require-ments must be followed for trouble-free operationof the cooling system.

1. Always use a properly corrosion inhibited coolant.

2. Maintain prescribed inhibitor strength.

3. Use low silicate antifreeze with an ethyleneglycol base.

4. Always follow the manufacturer’s recommen-dations on inhibitor usage and handling. Referto the engine operation and maintenancemanual for coolant requirements.

5. Do Not use soluble oil!

6. Sealer type antifreeze should Not be used.

Illustration 5-1. Coolant Level

Draining / Flushing The Cooling System. Thecooling system should be drained and flushed every 2 years or 6000 hours, whichever comesfirst. The cooling system is drained by openingthe drain cock on the bottom of the radiator. Removal of the radiator filler cap will allow air toenter the cooling passages and ensure that the

T 180S - 360L (Rev. 12/03)

T 180S - 360L (10/02)5-2

coolant drains completely from the system. Togain access to the radiator cap, remove the access cover located behind the right hood door(see Illustration 5-2). Leave the drain cock openuntil all coolant has been allowed to drain from thesystem.

��

� Shut down the engine and allow the engineto cool before opening the radiator cap andthe drain cock to drain the cooling system.

� Coolant should only be added to the coolingsystem when the engine has been shut downand allowed to cool. Failure to do so mayresult in personal injury from heated coolantspray.

� Dispose of coolant in accordance withfederal and local regulations.

�� When freezing weather is expected, any cooling system not adequatelyprotected by antifreeze should be drained.

RADIATOR CAPACCESS COVER

Illustration 5-2. Coolant Level

Filling The Cooling System. Before starting theengine, close the drain cock and fill the coolingsystem. If the capacity of the cooling system isunknown, measure the amount of water neces-sary to fill the cooling system. Drain the coolingsystem and refill with the desired amounts of water and antifreeze, or pre-mix to proper propor-tions before filling.

�� Coolant should only be addedto the cooling system when the engine hasbeen shut down and allowed to cool. Failureto do so may result in personal injury fromheated coolant spray.

General Information

Coolant Capacity 9 Gallons

Coolant Temperature. When the engine warmsup, the indicator for the coolant temperaturegauge should be in the green temperature area(180�F - 210�F). The thermostat will start to openat approximately 180�F and fully open when thecoolant temperature reaches approximately200�F.

Inspection. Components of the cooling systemshould be checked periodically to keep the engineoperating at peak efficiency. The radiator shouldbe inspected externally for excessive dirt or oilbuildup. The radiator should be cleaned external-ly as conditions warrant. The cooling systemhoses should be inspected and any hose that isabnormally hard or soft should be replaced imme-diately. Check the hose clamps to make sure theyare tight. All external leaks should be correctedas soon as detected. The shroud should be tightagainst the radiator core to prevent recirculation ofair which may lower cooling efficiency. Check thefan belts for proper tension.

Drive Belt Tension. The proper tension shouldbe maintained on all drive belts. Refer to DriveBelt Tension in Section 1 for the proper tensionvalues.

T 180S - 360L (Rev. 12/03)

5-3T 180S - 360L (10/02)

OVERFLOWTANK

SHROUD

FANPLATE

TRANSMISSIONFLUID COOLER

15 PSIPRESSURE CAP

RADIATORBRAKE FLUID COOLER

(USED IF EQUIPPED WITHWET DISC BRAKES)

Illustration 5-3. Cooling Components Identification

T 180S - 360L (Rev. 12/03)

Hoist Circuit

T 180S - 360L (10/02)5-4

5-5T 180S - 360L (10/02)

Illustration 5-4. Cooling System Circuit (Cummins QSB5.9-C155)

ÍÍÍÍ

ÍÍÍÍ

ÍÍÍÍÍÍ

ÍÍ

ÍÍÍÍ

ÍÍÍÍÍÍÍÍ

ÍÍÍ

COOLANT FLOW

MAIN FLOW, THERMOSTAT OPENDEAERATION REMOVES UNWANTED AIR FROM COOLING CIRCUITRECOVERY / MAKE UP FLOW 05-2340Í

COOLANT RECOVERYBOTTLE

LOWERRADIATOR

HOSE

UPPERRADIATOR

HOSE

CUMMINS QSB5.9-C155ENGINE

RADIATOR

DEAERATIONLINE

T 180S - 360L (Rev. 12/03)

Section 6

Electrical System

6-1T 180S - 360L (10/02)

Introduction. This machine incorporates a12-volt DC electrical system. Optional equipment selected by the customer will determine the elec-trical equipment to be installed in addition to thestandard electrical system.Major Components. The 12 volt electrical sys-tem consists of a battery, battery charging alter-nator, voltage regulator, starter switch, starter, andstarter solenoid. The remainder of the electricalsystem consists of lights and / or gauges,switches, circuit breakers, and accessory circuits.The above items are included as standard equip-ment in the electrical system. Refer to Illustrations6-1 through 6-14 for location of components andwiring diagrams.Battery. The machine is equipped with an indus-trial type, long life battery. The battery is perish-able and requires servicing on a regular basis.Batteries that are properly cared for can be expected to give long trouble-free service. Per-form the following procedures to maintain the bat-tery in a serviceable condition.

��

� Under no circumstances allow any sparks oropen flames around battery. No smoking.Batteries produce a highly flammable gaswhich could lead to battery explosion ifignited.

� Never check the battery by placing a metalobject across the battery posts.

�� Overfilling cells of the batterycan cause poor performance or early failure.

1. Check the level of the electrolyte regularly.Add distilled water if necessary to bring theelectrolyte level to 3/8 inch above the separa-tor plates. Do not overfill.

2. Keep the top of the battery, terminals, andcable clamps clean. When necessary, washthem with a solution of baking soda and water,and rinse with clean water.

�� Do not allow the soda andwater solution to enter the battery cells.

3. Inspect the cables, clamps, and hold downbracket regularly. Replace any damagedparts. Clean and re-apply a light coating of

grease to the terminals and cable clampswhen necessary.

NOTE: A number of devices and applications areavailable on the commercial market to deter corro-sion on battery terminal connections.

4. Check the electrical system if the battery becomes discharged repeatedly.

5. If the battery indicator illuminates, the alterna-tor or alternator circuit is defective.

NOTE: If the truck is to be inoperative or idle formore than 30 days, remove the battery. The bat-tery should be stored in a cool, dry place. Theelectrolyte level should be checked regularly andthe battery kept fully charged.

Booster Battery Connection Procedure. Acci-dentally reversing the battery connections must beavoided. If a booster battery is to be used, firstconnect the positive (+) terminal of booster batteryto the positive (+) terminal of discharged batteryand then connect the negative (-) terminal ofbooster battery to engine or body ground (-) (Refer to the decal below). Never cross polarity ofthe battery terminals. Disconnect cables in theexact reverse order from above.

SMOKING, FLAMES, ARCS, OR SPARKS MAY RESULT IN BATTERY EXPLOSION.

KEEP METAL TOOLS AWAY FROM BATTERY TERMINALS.

BATTERY CONTAINS SULFURIC ACID WHICH WILL BURN SKIN ON CONTACT;WEAR RUBBER GLOVES AND EYE PROTECTION WHEN WORKING WITH BATTERY.

FLUSH WITH WATER AND SEEK MEDICAL ATTENTION IN CASE OF CONTACT.

WHEN JUMP STARTING:

DO NOT LEAN OVER BATTERY WHEN MAKING CONNECTION.

FIRST CONNECT POSITIVE (+) TERMINAL OF BOOSTER BATTERY TOPOSITIVE (+) TERMINAL OF DISCHARGED BATTERY.

THEN CONNECT NEGATIVE (-) TERMINAL OF BOOSTER BATTERY TO ENGINE ORBODY GROUND (-). NEVER CROSS POLARITY OF TERMINALS.

DISCONNECT CABLES IN EXACT REVERSE ORDER.

DANGER

3375 245

Alternator. The standard alternator for the Cummins QSB5.9-C155 engines is a 100 amp alternator. It should be expected to give long,trouble-free service; however, the diodes and tran-sistors in the alternator circuit are very sensitiveand can be easily destroyed. The following pre-cautions should be observed when working on oraround the alternator.

T 180S - 360L (Rev. 04/04)

T 180S - 360L (10/02)6-2

Avoid grounding the output wires or the field wiresbetween the alternator and the regulator. Neverrun an alternator on an open circuit.

Grounding an alternator’s output wires or termi-nals, which are always hot regardless of whetheror not the engine is running or accidentally revers-ing of the battery polarity, will destroy the diodes.Grounding the field circuit will also result in thedestruction of the diodes. Some voltage regula-tors provide protection against some of these cir-cumstances; however, it is recommended that extreme caution be used.

Never disconnect the battery while the alternatoris in operation. Disconnecting the battery will

result in damage to the diodes, caused by the momentary high voltage and current induced bythe instantaneous collapse of the magnetic fieldsurrounding the field windings.

�� Accidentally reversing thebattery polarity will destroy the diodes of thealternator circuit.

NOTE: It is normal for alternator light to stay onwhen engine is started. Once engine is acceler-ated, the light should go out.

06-2355 SHT. 01

Illustration 6-1. Dash Panel

6-3T 180S - 360L (10/02)

CB1820

AMP

CB320

AMP

CB220

AMP

CB110

AMP

CB415

AMP

CB515

AMP

CB620

AMP

CB820

AMP

CB910

AMP

GAUGE &PANELLIGHT

POWER

TOP &REARWIPER

IGNITIONSWITCHPOWER

FRONTWIPER

HORN &WORKLIGHTS

FUELCUTOFFVALVE

DEFROSTER ELECTRICSHIFTERPOWER

&APC

AUTO /MANUALSWITCH

NOTE: Circuit breakers are located on thebottom side of the dash.

CB715

AMP

HEATER AIR RIDESEAT

POWER

Illustration 6-2. Dash Circuit Breakers

T 180S - 360L (10/02)6-4

CB13 (15 amp) FORWARDALARM, REVERSE ALARM,

& STROBE

CB12 (15 amp) HYDRAULICCONTROL SWITCHES

CB10 (15 amp) DOME LIGHT,CAB FAN, & CAMERA

SYSTEM

CB15 (38 amp) AIRCONDITIONER

CB17 (20 amp) AUXILIARYLIGHTS

CB16 (20 amp) WORKLIGHTS

Illustration 6-3. Electrical Box Circuit Breakers (Later Model Trucks)

6-5T 180S - 360L (10/02)

CB13 (15 amp) FORWARDALARM, REVERSE ALARM,

& STROBE

CB12 (15 amp) HYDRAULICCONTROL SWITCHES

CB10 (15 amp) DOME LIGHT,CAB FAN, & CAMERA

SYSTEM

CB15 (38 amp) AIRCONDITIONER

CB17 (20 amp) AUXILIARYLIGHTS

CB16 (20 amp) WORKLIGHTS

Illustration 6-4. Electrical Box Circuit Breakers (Early Model Trucks)

T 180S - 360L (10/02)6-6

Component Troubleshooting

Alternator. The alternator provides 13.8 - 14.4VDC at 100 amps of power for the electrical sys-tem and trickle charges the battery when the engine is being operated.

The most effective way to troubleshoot an alterna-tor is with an ammeter on the output of the alter-nator. Another good check is with a voltmeteracross the battery. With the engine operating at amoderate speed, the voltmeter reading shouldnever exceed 15.5 VDC. If reading exceeds 15.5VDC, the alternator is defective and requires replacing. Should the alternator output drop below 12 VDC, the alternator is defective and requires replacing.

Perform the following procedures below for abnor-mal charging system operation.

1. Insure that the undercharged condition (below12 VDC) has not been caused by accessorieshaving been left on for extended periods oftime.

2. Check the drive belt for proper tension (refer toDrive Belt Tension in Section 1).

3. Ensure that battery is good and capable ofholding a charge.

4. Inspect the wiring for defects. Check all con-nections for tightness and cleanliness, includ-ing the slip connectors at the alternator andconnections at the battery.

5. With the ignition switch on and all wiring har-ness leads connected, connect a voltmeterfrom:

a. alternator “BAT” terminal to ground

b. alternator #1 terminal to ground

c. alternator #2 terminal to ground

An infinity reading indicates an open circuitbetween the voltmeter connection and bat-tery. Repair if required.

6. With all accessories turned off, connect a volt-meter across the battery. Operate engine atmoderate speed. If voltage is 15.5 VDC orhigher, replace the alternator.

Circuit Breakers. Circuit breakers are employedin the electrical system and act similar to fuses,protecting the electrical circuits and valuable com-ponents from overloads which could damage

them. Perform the following troubleshooting pro-cedures to troubleshoot a circuit breaker.

1. Turn the ignition key to the “Ignition” position.

2. If the circuit breaker is tripped, reset the circuitbreaker.

3. If the circuit breaker immediately retrips, remove all wires from the output side (loadside) of the circuit breaker.

4. Reset the circuit breaker. If the circuit breakerretrips, the circuit breaker is bad and must bereplaced.

5. If the circuit breaker maintains a set state, oneof the output circuits is shorted. Reconnectthe wires one by one to the output side (loadside) until the circuit breaker trips. Trouble-shoot the circuit of the wire, that tripped thecircuit breaker, for a short.

6. Isolate and remove the short from the circuit.

Automatic 90 amp Circuit Breaker. The auto-matic 90 amp circuit breaker is located on the rightside of engine. It will automatically reset itself if it trips. If the circuit breaker cannot maintain a set state, perform the following troubleshootingprocedures to troubleshoot the automatic circuitbreaker.

1. Turn the ignition key to the Off position.

2. Remove all wires from the output side (loadside) of the circuit breaker.

3. Turn the ignition key to the “Ignition” position.If the circuit breaker retrips, the circuit breakeris bad and must be replaced.

4. If the circuit breaker maintains a set state, oneof the output circuits is shorted. Reconnectthe wires one by one to the output side (loadside) until the circuit breaker trips. Trouble-shoot the circuit of the wire, that tripped thecircuit breaker, for a short.

5. Isolate and remove the short from the circuit.

Single-Pole, Single-Throw 30 amp Relays (Illustration 6-5). A relay is nothing more than anelectrically controlled switch. Relays are alwaysshown on electrical circuits in a de-energizedstate. The internal switch, common at pin 30,toggles between pins 87A (when de-energized)and 87 (when energized). Pins 86 and 85 of therelay will energize the coil of the relay. Pin 85, inmost cases, is always the ground side and pin 86,

6-7T 180S - 360L (10/02)

in most cases, is always the hot side. Either sig-nal can be sent to the relay to energize it. Ensurethat pin 85 is properly grounded, when required,and / or that 12 VDC is present at pin 86 when it isrequired.

When the relay is de-energized, the internalswitch connects pins 30 and 87A completing thecircuit of the two pins. When the relay is ener-gized, the coil shifts the switch, connecting pins30 and 87 completing the circuit of the two pins.

The most effective way to troubleshoot the relay iswith an ohmmeter. This can be accomplished byremoving the female spade connectors from pins30, 87, and 87A. In a de-energized state, ensurethat pins 30 and 87A have continuity betweenthem. With an ohmmeter, check the resistancebetween pins 30 and 87a. The ohmmeter shouldindicate a reading of 0 - 40 ohms. Energize therelay and check the resistance between pins 30and 87. The ohmmeter should indicate a readingof 0 - 40 ohms. If these two checks are good, therelay is good. If one of these checks fails and 12VDC required at pin 86 was or was not present, orground signal at pin 85 was or was not present,dependant on the desired state of relay (ener-

Normally ClosedContact (when relayis de-energized)

Normally OpenContact (when relayis de-energized)

CommonContact

Illustration 6-5. SP, ST 30 amp Relay

gized or de-energized), the relay is bad and mustbe replaced.

Single-Pole, Single-Throw 10 amp Relays withL.E.D.s (Illustration 6-6). A relay is nothing morethan an electrically controlled switch. Relays arealways shown on electrical circuits in a de-ener-gized state. The positive side of the relay coil ispin 14 while the negative side of the coil is pin 13.Either signal, 12 VDC or ground (or both), can besent to the relay coil to energize the relay.

When the relay is de-energized, the internalswitch connects pins 9 and 1 completing the cir-cuit of the two pins. When the relay is energized,the coil shifts the switch, connecting pins 9 and 5completing the circuit of the two pins.

When the L.E.D. is illuminated, the coil of the relayis energized. This does not indicate that the con-tact points of the internal switches are functioningproperly. Do not rely on the L.E.D. to give the fulloperational status of the relay.

The most effective way to troubleshoot this typerelay is with an ohmmeter. This can be accom-plished by removing the wires at relay socket ter-minals 9, 5, and 1. In a de-energized state, ensure that terminals 9 and 1 have continuity between them. With an ohmmeter, check the resistance between terminals 9 and 1. The ohm-meter should indicate a reading of 0 - 40 ohms.Energize the relay and check the resistance between terminals 9 and 5. The ohmmeter shouldindicate a reading of 0 - 40 ohms. If these twochecks are good, the relay is good. If one ofthese checks fails and 12 VDC required at termi-nal 14 was or was not present, or ground signal atterminal 13 was or was not present, dependant onthe desired state of relay (energized or de-ener-gized), the relay is bad and must be replaced.

Double-Pole, Double-Throw 10 amp Relayswith L.E.D.s (Illustration 6-7). A relay is nothingmore than an electrically controlled switch. Relaysare always shown on electrical circuits in a de-en-ergized state. The positive side of the relay coil ispin 14 while the negative side of the coil is pin 13.Either signal, 12 VDC or ground (or both), can besent to the relay coil to energize the relay.

When the relay is de-energized, the internalswitch connects pins (9 and 1) and pins (12 and4) completing the circuit of both sets of pins.

When the relay is energized, the coil shifts theswitch, connecting pins (9 and 5) and pins (12 and

T 180S - 360L (10/02)6-8

51

1413

9

Illustration 6-6. SP, ST 10 amp Relay

8) completing the circuit of both sets of pins.

When the L.E.D. is illuminated, the coil of the relayis energized. This does not indicate that the con-tact points of the internal switches are functioningproperly. Do not rely on the L.E.D. to give the fulloperational status of the relay.

The most effective way to troubleshoot this typerelay is with an ohmmeter. This can be accom-plished by removing the wires at relay socket ter-minals (12, 8, and 4) and terminals (9, 5, and 1).In a de-energized state, ensure that terminals (9and 1) and terminals (12 and 4) have continuity between them. With an ohmmeter, check the resistance between terminals (9 and 1) and termi-nals (12 and 4). The ohmmeter should indicate areading of 0 - 40 ohms. Energize the relay andcheck the resistance between terminals (9 and 5)and terminals (12 and 8). The ohmmeter shouldindicate a reading of 0 - 40 ohms. If these twochecks are good, the relay is good. If one ofthese checks fails and 12 VDC required at termi-

nal 14 was or was not present, or ground signal atterminal 13 was or was not present, dependant onthe desired state of relay (energized or de-ener-gized), the relay is bad and must be replaced.

8

54

1

9

12

14 13

Illustration 6-7. DP, DT 10 amp Relay

Double-Pole, Double-Throw 15 amp Relays (Illustration 6-8). A relay is nothing more than anelectrically controlled switch. Relays are alwaysshown on electrical circuits in a de-energizedstate. The positive side of the relay coil is pin 14while the negative side of the coil is pin 13. Eithersignal, 12 VDC or ground (or both), can be sent tothe relay coil to energize the relay.

When the relay is de-energized, the internalswitch connects pins (9 and 1) and pins (12 and4) completing the circuit of both sets of pins.When the relay is energized, the coil shifts theswitch, connecting pins (9 and 5) and pins (12 and8) completing the circuit of both sets of pins.

T 180S - 360L (Rev. 07/03)

6-9T 180S - 360L (10/02)

The most effective way to troubleshoot this typerelay is with an ohmmeter. This can be accom-plished by removing the wires at relay socket ter-minals (12, 8, and 4) and terminals (9, 5, and 1).In a de-energized state, ensure that terminals (9and 1) and terminals (12 and 4) have continuity between them. With an ohmmeter, check the resistance between terminals (9 and 1) and termi-nals (12 and 4). The ohmmeter should indicate areading of 0 - 40 ohms. Energize the relay andcheck the resistance between terminals (9 and 5)and terminals (12 and 8). The ohmmeter shouldindicate a reading of 0 - 40 ohms. If these twochecks are good, the relay is good. If one ofthese checks fails and 12 VDC required at termi-nal 14 was or was not present, or ground signal atterminal 13 was or was not present, dependant onthe desired state of relay (energized or de-ener-gized), the relay is bad and must be replaced.

8

54

1

9

12

14 13

Illustration 6-8. DP, DT 15 amp Relay

Double-Pole, Double-Throw Latching Relays (Illustration 6-9). A relay is nothing more than anelectrically controlled switch. This type of relay isshown in a reset state. A latching relay has apower saving feature. It does not require the relaycoil to be energized at all times to maintain the setstate. The positive side of the relay coil is pin 14while the negative side of the coil is pin 13 for theset state of the relay. The internal red flag of therelay will be visible in the small window, located atthe top of relay’s cover, indicating a set state. In aset state, pins (10 and 5) and pins (6 and 8) of therelay will be closed and continuity exists betweeneach set of pins. In a reset state, the positive sideof the relay coil is pin 12 while the negative side ofthe coil is pin 9. In a reset state, pins (10 and 1)and pins (6 and 4) of the relay will be closed andcontinuity exists between each set of pins. Theinternal red flag of the relay will not be visible inthe small window in the top of the relay’s cover,indicating a reset state. A constant 12 VDC signalis not required to set or reset the latching relay. Amomentary 12 VDC signal is required at either theset or reset coil, depending on the desired state ofthe relay, to set or reset the relay.

The most effective way to troubleshoot this typerelay is with an ohmmeter. This can be accom-plished by removing the wires at relay socket ter-minals (10, 1, and 5) and (6, 8, and 4). Set therelay by applying 12 VDC to pin 14. In a set state(the internal red flag is visible in the window), ensure that terminals (10 and 5) and (6 and 8)have continuity between them. With an ohmme-ter, check the resistance between terminals (10and 5) and then terminals (6 and 8). The ohmme-ter should indicate a reading of 0 - 40 ohms. Reset the relay by applying 12 VDC to pin 12 (theinternal red flag should not be visible in the win-dow). Check the resistance between terminals (6and 4) and then terminals (10 and 1). The ohm-meter should indicate a reading of 0 - 40 ohms. Ifthese four checks are good, the relay is good. Ifone of these checks fails and 12 VDC required atterminals (14 or 12) was or was not present andground signal at terminals (13 or 9) was present,dependant on the desired state of relay (set or reset), the relay is bad and must be replaced.

T 180S - 360L (10/02)6-10

8

65

4

21

1413

9

12

10

Illustration 6-9. DP, DT Latching Relay

30mm Proximity Switches (Illustration 6-10).The proximity switches employed on Taylor equip-ment are state-of-the-art switching devices. Thered wire of the proximity switch powers the prox-imity switch itself and also powers the red L.E.D.on the cable side of the proximity switch. Theblack wire is the ground side of the proximityswitch while the white wire is the common post ofthe internal switch. The blue wire is the normalclosed post of the internal switch and the orangewire is the normally open post of the internalswitch.

The proximity switch will be energized when theproximity switch senses its target. Once this hap-pens, the red L.E.D. will illuminate and the internal

switch will switch, closing the circuit of the whiteand orange wires. The white and orange wireswill have continuity between them only as long asthe proximity switch senses its target. The maxi-mum targeting distance is approximately 3/8”.

The most effective way to troubleshoot the prox-imity switch is with an ohmmeter. This can be accomplished by disconnecting the weatherpackconnector (located approximately 3 foot from theproximity switch), jumpering the red wires at eachend and jumpering the black wires at each end.Target the proximity switch (the red L.E.D. shouldilluminate) and check the continuity of the whiteand orange wires located on the proximity switchside of the weatherpack. The ohmmeter shouldindicate a reading of 0 - 40 ohms. Remove thetarget from the proximity switch and with an ohm-meter, check the continuity between the white andorange wires. The ohmmeter should now readinfinity If these two checks are good, the proximityswitch is good. If one of these checks fails, theproximity switch is bad and must be replaced. Donot rely on the red L.E.D. as a sole indicator thatthe internal switch did, in fact, close. Alwayscheck the continuity between the white andorange wires as described above.

RED

BLACK

BLUEWHITE

ORANGE

NC

COM.NO

L.E.D.

Illustration 6-10. Proximity Switch

6-11T 180S - 360L (10/02)

Single-Pole, Single-Throw, Maintain ContactSwitches. A switch is designed with the purposeof controlling an electrical circuit by completing oropening the circuit. With an ohmmeter, check theresistance between the contact points of theswitch. With the switch closed (completing thecircuit), the ohmmeter reading should indicate 0 -40 ohms. With the switch open (opening the cir-cuit), the ohmmeter reading should be infinity. Ifthe above checks are good, the switch is good. Ifany of the above checks fail, the switch is bad andmust be replaced.

Single-Pole, Double-Throw, Momentary RockerSwitches. This type of switch operates on theprinciple that the circuit is closed only when theswitch is held in the closed state. Once the switchis released, the circuit will open. This switch ischecked like an On-Off switch with the exceptionthat the switch must be held closed to completeresistance checks.

Solenoids. A solenoid is an electrical compo-nent. When electricity is applied to the coil, thesolenoid will form an electromagnet. The magnet-ic field will pull or push an armature into the coil(based on application). The armature can be con-nected to a switch in electrical circuits to turn theswitch on or off. An armature can also be used toopen or close valves.

Solenoids employed as electrical switches can betroubleshot with an ohmmeter. Remove the twowires from the two larger posts of the solenoid.Energize the solenoid. With an ohmmeter, checkthe resistance between the two larger posts. Theohmmeter should indicate between 0 - 40 ohmsnominally.

Solenoids employed as hydraulic switches areused to open and close spools of valves. Thesimplest way to prove the solenoid coil good is toenergize the solenoid and then, with a metal object, touch the nut that secures the coil to thecartridge. The magnetic field generated when thecoil becomes an electromagnet will be significantenough to pull the metal object to the nut (somesolenoids employ a metal nut encased in plasticand will require removal in order to detect themagnetic field). This will prove the coil good; how-ever, the armature may be stuck. If the hydrauliccircuit is still defective at this point, remove the coiland cartridge. Now energize the coil, the arma-ture inside the cartridge should shift. If the arma-ture inside the cartridge did not shift and the coil ismagnetized, replace the cartridge.

Exercise care not to reverse polarity becausesome solenoids employ internal diodes which canbe destroyed when the polarity is reversed. Thesolenoids employed on the transmission controlvalve contain diodes. The black wire of the coilconnects to the ground side of the circuit while thered wire goes to the positive side of the circuit.

Diodes (Illustration 6-11). Diodes are one-wayconductors that provide isolation. Current flowthrough a diode is from anode to cathode. Theyare easily proven good by using an ohmmeter.When using the ohmmeter, place the leads of theohmmeter on the opposite ends of the diode. Observe the ohmmeter reading. Then reverse theohmmeter leads on the ends of the diode. Observe the ohmmeter reading. The ohmmeterreadings should indicate a higher ohm resistancein one direction opposed to the other direction because the current generated by the ohmmeteris sufficient enough to forward-bias the diode.

Cathode Anode

Current Flow

Illustration 6-11. Diode

T 180S - 360L (10/02)6-12

Refer to Illustrations 6-12 thru 6-14 for component reference

Component Problem Correction

1. Battery 1. Low voltage. 1.

a. Low electrolyte level. Checkelectrolyte level in battery, fillwith distilled water as required,and recharge battery.

b. Alternator output is bad. Referto the Alternator troubleshoot-ing section below.

c. Loose, broken, or corrodedwires. Repair or replace wires.

d. Ensure that low voltage condi-tion has not been caused byaccessories having been lefton for extended periods oftime.

2. Alternator 1. Low output voltage (voltage is below 12 VDC).

2. High output voltage (voltage exceeds 15.5 VDC).

1.

a. Ensure drive belts are tight.

b. Inspect the wiring for defects.Check all connections for tight-ness and cleanliness, includ-ing the slip connectors at thealternator and connections atthe battery.

c. Defective alternator. Replacealternator.

2. Defective alternator. Replace alternator.

3. Battery DisconnectSwitch (if equipped)

1. When key switch is in the ONposition, contact points of switchdo not close.

2. When key switch is in the OFFposition, contact points of switchdo not open.

1. Remove wires from the switch,turn the switch on. With an ohm-meter, check the resistance acrossthe contact points. The ohmmeterreading should indicate 0 - 40Ohms.

2. Remove wires from the switch,turn the switch off. With an ohm-meter, check the resistance acrosscontact points. The ohmmeterreading should indicate infinity.

6-13T 180S - 360L (10/02)


4. Ignition Switch

continued

1. Ignition switch (S1, Illustration6-12) does not close (accessoryposition).

2. Ignition switch (S1, Illustration6-12) does not close (start posi-tion).

1. On the back of the ignition switch(S1, Illustration 6-12), at the B ter-minal, you should see 12 VDCstraight from the battery, providedthat the truck is not equipped witha battery disconnect switch. Ifequipped with a battery discon-nect switch, ensure that it isturned on. Turn the key to the ignition position, at the I terminal,you should see 12 VDC, if not, remove the wires from the I termi-nal and recheck voltage. If 12VDC is now present, you have ashort. If 12 VDC is not presentand 12 VDC was present at the Bterminal, replace the ignitionswitch (S1). To isolate short, reconnect the wires to the I termi-nal one at a time checking voltagewith each connection. When thevoltage drops, the wire, that wasjust connected, is shorted. Isolateand remove short.

2. The truck is equipped with an anti-restart ignition switch (S1).Should the truck fail to start on thefirst attempt, the key must beturned fully off to reset the ignitionswitch, allowing the B (Battery)and S (Start) contacts to close.This is a momentary position thatshould only make contact whenthe key is fully turned. On theback of the ignition switch (S1, Illustration 6-12), at the B terminal,you should see 12 VDC straightfrom the battery. Turn the key tothe start position. On the back ofthe ignition switch (S1), at the Sterminal, you should see 12 VDC,if not, remove the wire from the Sterminal. Turn the ignition switch(S1) to the start position and recheck for 12 VDC at the S termi-nal. If the 12 VDC is now present,the wire, just removed, is shorted.Isolate and remove the short. If12 VDC is not present and (continued)

T 180S - 360L (10/02)6-14


4. Ignition Switch(Continued)

(Continued)12 VDC was present at the B ter-minal, replace the ignition switch(S1).

5. Wires 1. Wire has lost continuity. 1. Isolate the wire from the circuit(Ohm out the wire). Ohms willvary according to the length of thewire. Expect to see low Ohms ifwire is good.

Electrical System Troubleshooting (Illustrations 6-12 thru 6-14)Eng Oil light (DS1, Illustration 6-12). The engineoil light will illuminate when the engine oil pressureswitch (S17, Illustration 1-3) has closed. The engine oil pressure switch (S17) will close between 7 - 10 psi on falling engine oil pressure.

Battery light (DS3, Illustration 6-12). When thebattery light illuminates, it lets the operator knowthat there is a problem with the alternator. Referto the Component Troubleshooting of the Alter-nator found earlier in this section.

Seat Belt light (DS4, Illustration 6-12). The seatbelt light will only illuminate when the key is in theignition (or start) position and the seat belt is unfastened. With the seat belt fastened, the seatbelt switch (S18) will send a ground through wire#38, energizing the seat belt relay (K2) and break-ing the contact between pins #30 and #87A ofrelay (K2), removing the ground from the seat beltlight (DS4).

Trans Temp light (DS5, Illustration 6-12). Thetrans temp light will illuminate when the transmis-sion oil temperature exceeds 245�F and the trans-mission temperature switch (S16), which is nor-mally open, closes. The simplest way to checkthis switch is to shut down the engine, and allowthe engine and transmission to cool. Then, withan ohmmeter, measure the resistance betweenthe posts on the transmission oil temperatureswitch (S16) and the chassis ground. The ohm-meter reading should indicate infinity (open cir-cuit). If the ohmmeter reading indicates a short,then the switch must be replaced.

Shift Fail light (DS6, if equipped, Illustration6-12). The shift fail light is controlled by the APC 70 (refer to Section 9C for a description ofthe APC 70) and will illuminate only when the operator has attempted an improper shifting pro-cedure. The only purpose of this light is to let theoperator know that he or she is outside of the operating parameters.

Low Air light (DS7, Illustration 6-12). The low airlight will illuminate when the air pressure falls below 60 psi. The low air pressure switch (S14), anormally closed switch, will close when the airpressure drops below 60 psi, sending groundthrough wire #31 to complete the circuit to the lowair light (DS7). In addition to the low air light beingilluminated, an audible alarm will be heard fromthe low air / shut down buzzer (LS5). When theair pressure drops to 40 psi, the parking brakevalve will pop out, applying the parking brake,closing the parking brake switch (S12). As a result, this will energize the brake saver relays (K8and K9, Illustration 6-14), taking away the groundsfrom the forward and reverse solenoids of the con-trol valve that is located on the transmission. Thisinhibits the operator from driving through thebrakes. The air pressure gauge in the instrumentpanel will assist in determining if the low air switch(S14) is defective, if a short exists on wire #31, orif a low air pressure problem exists. If the air pres-sure gauge indicates above 60 psi, remove wire#31 from the low air pressure switch (S14). If thelow air light (DS7) does not go out, wire #31 isshorted out.

T 180S - 360L (Rev. 12/03)

6-15T 180S - 360L (10/02)

Brake Fault light (DS8, if equipped, Illustration6-12). The brake fault circuit is probably the mostdifficult circuit to troubleshoot on the entire truck.There are three signals in parallel capable of illu-minating the brake fault light (DS8).

It is imperative that the technician understand howthese switches work to isolate the source of thefailure. The simplest way to troubleshoot is to remove the signal wire #32 from the switches(S23, S24, and S27), one switch at a time. Startthe engine and see if the brake fault light (DS8) isilluminated. By removing the signal wire #32 fromthe switch (S23, S24, or S27), the switch will beeliminated from the circuit. Once the defectivecircuit has been removed, the brake fault light(DS8) will not illuminate. Next, the technicianmust determine if the switch is bad or if the circuitthe switch (S23, S24, or S27) is monitoring, is atfault.

Troubleshoot the switches (S23, S24, and S27) asfollows:

1. The power cluster overstroke indicator switch(S27) is located on the end cover between theshell assembly and the tube cylinder of thepressure converter. The overstroke indicatorswitch is a normally open switch. A visual inspection of the switch will confirm overstrokecondition. The brass colored indicator rod willbe protruding from the end cover approximate-ly 3/4” to 1”. The indicator rod must be physi-cally reseated. The most common cause ofthe brake fault light (DS8) illuminating is whenan overstroke condition has occurred.

2. The brake coolant temperature switch (S24, Illustration 6-12) is located in the brake man-ifold valve. The brake coolant temperatureswitch is a normally open switch that will closeat 190�F. The simplest way to check thisswitch is to turn the truck off and allow thetruck to cool. With an ohmmeter, measure theresistance between the posts on the switchand the chassis ground. The ohmmeter read-ing should indicate infinity (open circuit). If theohmmeter reading indicates a short, then thebrake coolant temperature switch (S24) mustbe replaced.

3. The brake coolant pressure switch (S23, Illustration 6-12) is located in the brake coolingmanifold. The brake coolant pressure switchis a normally closed switch that will open at 10 psi. The purpose of this switch is to moni-

tor for a low pressure problem in the brakecooling circuit. When the pressure drops below 10 psi, the switch will then close com-pleting the electrical circuit to the brake faultlight (DS8). It must now be determined if theswitch (S27) is defective or if a low pressureproblem exists in the brake cooling circuit.There is a pressure test coupling (pressurecheck) located on the brake cooling manifoldat port A. Plug a pressure gauge into the testport and with the engine running, observe thegauge reading. The maximum pressure observed should be no more than 325 psi (thepressure will be between 0 and 325 psi). Remember it takes 10 psi to open the switch.If the pressure indicated is above 10 psi, thebrake coolant pressure switch (S23) is defec-tive and must be replaced.

If all three of the switches, described above, havebeen proven to be good, there is a short on thesignal wire #32. Isolate and remove the short.

Front Wiper Circuit (Illustration 6-12). The frontwiper circuit is comprised of a circuit breaker(CB3), wiper switch (S8) and wiper motor (B1). 12 VDC power is supplied from circuit breaker(CB3) to the B (Battery) posts of the wiper switch(S8). There are 6 posts on the back of the wiperswitch (S8). The P (Park) post of the wiper switchis used for parking the wiper motor (B1). Whenthe wiper switch is turned off, 12 VDC will be pres-ent at the P post. When the wiper switch is turnedon, 12 VDC will be present at the L (Low) and H (High) post of the wiper switch. 12 VDC will bepresent at the W (Washer) post of the wiper switch(S8) when the wiper switch is depressed. Allwires are used on the wiper motor (B1). Theblack wire of the wiper motor is used for ground.The yellow wire of the wiper motor (B1) has aconstant 12 VDC supply to it at all times while thekey is at the accessory position. The red wire ofthe wiper motor (B1) is used for low speed whilethe blue wire is used for high speed. The greenwire of the wiper motor is used for parking the wiper.

Top and Rear Wiper Circuits (Illustration 6-12).The top and rear wiper circuits are comprised of acircuit breaker (CB2), wiper switches (S9 andS10), and wiper motors (B8 and B9). 12 VDCpower is supplied from circuit breaker (CB2) to theB (Battery) post of the wiper switches (S9 andS10). There are 5 posts on the back of the wiperswitches (S9 and S10). The P (Park) post of the

T 180S - 360L (Rev. 12/03)

T 180S - 360L (10/02)6-16

wiper switches is used for parking the wiper motor(B8 and B9). When the wiper switches are turnedoff, 12 VDC will be present at the P post. Whenthe wiper switches are turned on, 12 VDC will bepresent at the L (Low) post or H (High) post of thewiper switches, contingent on the speed selected.12 VDC will be present at the W (Washer) post ofthe wiper switches (S9 or S10) when the wiperswitch is depressed. With the wiper switch (S9 orS10) turned off, 12 VDC is applied at the P termi-nal of the wiper motor (B8 or B9) to drive the wipermotor to the Park position. With the wiper switch(S9 or S10) in the Low position, 12 VDC is appliedto the L terminal of the wiper motor (B8 or B9) forlow speed. With the wiper switch (S9 or S10) inthe high speed position, 12 VDC is applied to theH terminal of the wiper motor (B8 or B9) for highspeed. The wiper motors (B8 and B9) utilizechassis ground.

Washer Motors (B10 - B12, Illustration 6-12).When the wiper switches (S8, S9, and S10) are depressed, 12 VDC is sent to the correspondingwasher motor (B10, B11, or B12), energizing thewasher motor.

Defroster Fan Motor (B2, Illustration 6-12). Thefront heater / defroster is controlled by a defrosterswitch. The defroster switch (S6) is powered bycircuit breaker (CB8). With the defroster switch inthe Low position, 12 VDC will be present on wire#40A for the defroster / heater motor. With the defroster switch in the High position, 12 VDC willbe present on wire #41A for the defroster / heatermotor. The defroster / heater motor will circulateair through a heater coil (which is heated by theengine coolant) and into the cab.

Heater Fan Motor (B5, Illustration 6-12). Theheater fan motor (B5) is controlled by heaterswitch (S5). Heater switch (S5) is powered by cir-cuit breaker (CB7). With the heater switch (S5) inthe Low position, 12 VDC will be present on wire#43 to the heater fan motor (B5) for low speed operation. With the heater switch (S5) in the Highposition, 12 VDC will be present on wire #44 tothe heater fan motor (B5) for high speed opera-tion. The heater fan motor (B5) is connected tothe chassis ground by wire #G2. The heater fanmotor (B5) will circulate air through a heater coil(which is heated by the engine coolant) and intothe cab.

Air Conditioner (B7, Illustration 6-12). The airconditioner (B7) is powered by circuit breaker(CB15). Two power wires (#203) are sent from

the circuit breaker (CB15) to the air conditioner(B7). This is required to deliver the sufficient amperage to the air conditioner. All controls to theair conditioner (B7) are internal to the air condi-tioner unit (refer to Section 20A for additional information on the air conditioner unit).

Forward Alarm (LS4, Illustrations 6-12 thru 6-14).The forward alarm circuit is controlled by twoswitches, the forward alarm key switch (S15) andthe forward alarm toggle switch (S11). The for-ward alarm key switch (S15) is an on and off typeswitch. When the forward alarm key switch is inthe Automatic position, the contacts of the switchare closed. When the forward alarm key switch isoff (Operator Controlled position), the contacts ofthe switch are open. With the forward alarm keyswitch turned to the Automatic position, the for-ward alarm (LS4) will always be energized, sound-ing an audible alarm any time the shifter is placedin the forward position. With the forward alarmover-ride switch (S15) turned to the Operator Con-trolled position, the forward alarm toggle switch(S11) can activate the forward alarm circuit whenthe shifter is in the forward position. This allowsthe operator to determine when or when not touse the forward alarm circuit. With the shifter inthe forward position, relay (K4) is energized. Cir-cuit breaker (CB13) will supply 12 VDC to pin #3of relay (K4). When relay (K4) energizes, the 12 VDC present at pin #3 will pass out pin #5through wire #213, energizing the forward alarm(LS4). Any time ground is present on wire #329 atpin #2 of relay (K4), the forward alarm (LS4)should be energized.

�� See the information in theOperator ’s Guide and Safety Check concerningselecting the appropriate mode of operation.

Reverse Alarm (LS3, Illustrations 6-13, 6-14 and9C-2). The reverse alarm circuit is designed toemit an audible alarm when the shifter is in thereverse position. The reverse alarm circuit is con-trolled by the shifter. With the shifter in the reverse position, relay (K5) is energized. Circuitbreaker (CB13) will supply 12 VDC to pin #3 ofrelay (K5). When relay (K5) energizes, the 12 VDC present at pin #3 will pass out pin #5through wire #214, energizing the reverse alarm(LS3). Any time 12 VDC is present on wire #319at pin #1 of relay (K5), the reverse alarm (LS3)should be energized.

T 180S - 360L (Rev. 12/03)

6-17T 180S - 360L (10/02)

�� See the information in theOperator ’s Guide and Safety Check concerningselecting the appropriate mode of operation.


1. Eng Oil light (DS1)is illuminated.

1. Engine oil pressure is below 7 - 10 psi.

2. Defective engine oil pressureswitch (S17, Illustration 1-3).

3. There is a short on wire #36.

1. Refer to Problem 8. in the EngineTroubleshooting chart in Section1.

2. Replace engine oil pressureswitch (S17).

3. Isolate and repair short.

2. Battery light (DS3) isilluminated.

1. Defective alternator.


1. Replace alternator.

2. Isolate and repair wire.

3. Seat Belt light (DS4)is illuminated.

1. Seat belt is unfastened. 1. Fasten seat belt.

4. Seat Belt light (DS4)is illuminated withthe seat belt fas-tened.

1. Seat belt relay (K2, Illustration6-12) is defective.

2. Wire #35 from Seat Belt light(DS4) to seat belt relay (K2) has ashort on it.

3. Wire #38 is open.

1. Refer to the Component Trouble-shooting earlier in this section.



5. Trans Temp light(DS5) is illuminated.

1. Transmission oil temperature exceeds 245�F.

2. Defective transmission tempera-ture switch (S16, Illustration 1-3).


1. Refer to Problem 4. in the Trans-mission Troubleshooting chart inSection 9.

2. Replace transmission temperatureswitch (S16).


6. Shift Fail light (DS6)is illuminated. (if equipped)

1. Shift request is outside of shiftingparameters.

1. Operate truck correctly (refer tothe Operator’s Guide for propershifting operations).

T 180S - 360L (Rev. 12/03)

T 180S - 360L (10/02)6-18


7. Low Air light (DS7)is illuminated andbuzzer (LS5) is energized.

1. Air pressure is below 60 psi.

2. Wire #31 is shorted between thelow air pressure switch (S14) andLow Air light (DS7).

3. Defective low air pressure switch(S14).

1. Locate and repair leak (check allfittings, hoses, seals, air tank, ser-vice brake valve, inching brakevalve, and brake actuators).

2. Isolate and repair short. A goodindication of this problem will bethe air pressure gauge on the instrument panel shows good airpressure.

3. Allow truck to build air pressure,shut down engine, and with anohmmeter read across each termi-nal of the low air pressure switch(S14) to chassis ground. Ohmme-ter readings on one terminalshould be 0 - 40 Ohms while theother terminal’s ohmmeter readingshould be infinity. If the air pres-sure gauge, located on the instrument panel, indicates goodair pressure and the ohmmeterreadings are not as describedabove, replace low air pressureswitch (S14).

8. Brake Fault light(DS8) is illuminated.(if equipped)

continued

1. Overstroke indicator switch (S27)is overstroked.

2. Brake coolant pressure switch(S23) is defective.

1. Visually inspect the overstroke indicator switch (S27). If an over-stroked condition has occurred, abrass colored indicator rod will beprotruding from the end cover ofthe power cluster approximately3/4” to 1”.

2. Refer to the Electrical SystemTroubleshooting of the BrakeFault light found earlier in thissection.

T 180S - 360L (Rev. 12/03)

6-19T 180S - 360L (10/02)


9. Brake Fault light(DS8) is illuminated.(if equipped)(Continued)

3. Brake coolant pressure is below10 psi.

a. Leak in brake cooling circuit.

b. Defective pressure relief valvein the pilot pump (PP, Illustra-tion 22-11).

4. Brake coolant temperature switch(S24) is defective.

5. Brake coolant temperature exceeds 190�F.

3.

a. Find leak and repair.

b. Replace the pressure reliefvalve of the pilot pump.

4. Refer to the Electrical SystemTroubleshooting of the BrakeFault light found earlier in thissection.

5. Refer to Problem 1. in the WetDisc Brakes Cooling SystemTroubleshooting chart in Section15C.

10. Park Brake light(DS10) is illumi-nated.(if equipped)

1. Parking brake is applied.

2. Parking brake switch (S12) is defective.

3. Air pressure is below 40 psi.

1. Release parking brake.

2. Replace park braking switch(S12).

3. Refer to Problem 3. in the BrakeControl System Troubleshoot-ing charts in Section 15.

T 180S - 360L (Rev. 12/03)

T 180S - 360L (10/02)6-20

Hoist Circuit

6-21T 180S - 360L (10/02)

PLACE THE FOLLOWING ILLUSTRATIONS INFOLDER ENVELOPES:

Illustration 6-12 - 06 2364 SHT. 2Illustration 6-13 - 06 2364 SHT. 3Illustration 6-14 - 06 2364 SHT. 4

T 180S - 360L (10/02)6-22

6A-Closed Circuit Cameras and Monitors

Section 6A

Closed Circuit TV Cameras and Monitors

6A-1T 180S - 360L (10/02)

Introduction. The camera system gives the oper-ator a vantage view from a remote mounted cam-era, strategically placed, dependant on operation-al requirements.

Major Components. The camera circuit consistsof two cameras, a monitor, and connecting videocables.

Camera (Illustration 6A-1). The camera sendsimagery to the monitor. The camera must be keptclean (lens) and in proper operating order.

NOTE: The camera’s left to right orientation iscontrolled by the two screws (A and B), located onthe back of the camera. Do Not switch the place-ment of these two screws.

Position A - Silver Screw (short)Position B - Black Screw (long)

Monitor (Illustration 6A-2). The monitor displaysimagery from the camera for the operator’s view-ing.

Monitor Operation. The following describes themonitor ’s controls.

1. Power Switch. Press this switch to turn themonitor on (green LED will illuminate). Pressthis switch again to turn the monitor off.

2. Camera Audio / Video Selector Switch. Depress this switch (out position) to select thecamera mode with the camera selector switch.Press this switch to select the AV input signal(not used on Taylor trucks).

3. Camera Selector Switch. Depress thisswitch (out position) to select the forward cam-era view (CA1). Press this switch to select thereverse view camera (CA2).

4. Day / Night Switch. This switch should nor-mally be in the out position (Day). When view-

ing the picture at night or in a tunnel, etc., depress the switch to reduce the picturebrightness (Night).

5. Contrast Control Knob. Use this knob to adjust the screen’s contrast. Turn the knobclockwise to increase picture contrast andcounterclockwise to decrease.

6. Brightness Control Knob. Use this knob toadjust the screen’s brightness. Turn the knobclockwise to increase picture brightness andcounterclockwise to decrease.

7. Volume Control Knob. Use this knob to adjust the sound level of the monitor ifequipped with audio function (not used on Taylor trucks).

Front View of Camera

Back View of Camera

A B

Illustration 6A-1. Camera

1

2

3

4

5

6

7

Illustration 6A-2. Monitor

T 180S - 360L (10/02)6A-2

Illustration 6A-3. Camera Circuit

06C-0032 SHT. 01

T 180S - 360L (Rev. 08/04)

Section 9

Transmission

9-1T 180S - 360L (10/02)

FLUIDDIPSTICK

INCHINGCYLINDER

CHARGINGPUMP

OIL SUMPSCREEN

FILLERCAP

MAIN / STEERINGPUMP

PILOTPUMP

CONTROLVALVE

DRAIN PLUG

Illustration 9-1. TC-32 Transmission

Introduction. The TC-32 transmission is a pow-ershift transmission which provides three speedsforward and three speeds reverse. Both directionand speed range are controlled by a roll shiftmechanism attached to the steering column.

Operation. With the engine running, the trans-mission’s converter charging pump draws trans-mission fluid from the transmission sump throughthe oil sump screen and directs it through thepressure regulating valve and oil filter. The pres-sure regulating valve maintains pressure to the

transmission control valve for actuating the direc-tion and speed clutches. This requires only asmall amount of transmission fluid. The remainingfluid is directed through the torque converter cir-cuit to the transmission fluid cooler and returns tothe transmission for positive lubrication. After en-tering the converter housing, the fluid is directedthrough the stator support to the converter bladecavity and exits in the passage between the tur-bine shaft and converter support. The fluid thenflows out of the converter to the fluid cooler. After

T 180S - 360L (10/02)9-2

leaving the cooler, the fluid is directed back to thetransmission.

The torque converter turbine receives fluid at itscenter. The reaction member of the torque con-verter takes the fluid which is exhausting from theinner portion of the turbine and changes its direc-tion to allow correct entry for recirculation into theimpeller element.

Illustration 9-2. Transmission Control Valve

Transmission Control Valve (Illustration 9-2).The transmission control valve directs fluid, underpressure, to the desired directional and speedclutch. The directional and speed clutch assem-blies are mounted inside the transmission caseand are connected to the output shaft of the con-verter either by direct gearing or drive shaft. Thepurpose of the directional or speed clutches is todirect the power flow through the gear train to pro-vide the desired speed range. Refer to Section9C for electrical operation of the transmission con-trol valve.

Transmission Fluid Level Check (Illustration9-1). The hydraulic fluid level of the transmissionshould be checked daily, with the fluid at normal operating temperature (180�F to 200�F+) and theengine operating at low idle. The fluid levelshould be up to the FULL mark on the dipstick.The dipstick is located inside the right enginehood door, beside the filler cap.

Illustration 9-3. Transmission Fluid Filter Element

Changing The Filter Element (Illustration 9-3).The oil filter element, located below the drive linespring brake, should be changed every 500 hours.The prevalence of dirt and dust will determine thefrequency at which the filter element requireschanging. Perform the following procedures tochange the filter element:

�� Dispose of hydraulic fluid andfilter in accordance with federal and local regu-lations.

1. Make certain filter is cool to the touch, thenprovide a suitable container to catch anydraining hydraulic fluid and unscrew filter.

2. Apply an even film of clean hydraulic fluid tothe gasket surface of the replacement filterelement, then thread filter onto filter head assembly.

9-3T 180S - 360L (10/02)

3. Hand tighten filter element 3/4 turn past pointwhere gasket first contacts filter head surface.

4. Refer to Filling The Transmission for addinghydraulic fluid to the transmission.

Changing The Transmission Fluid (Illustration9-1). The transmission fluid should be changedevery 1000 hours.

�� Dispose of hydraulic fluid andfilter in accordance with federal and local regu-lations.

Perform the following procedures to change thetransmission’s hydraulic fluid:

1. Provide a suitable container and remove thedrain plug to drain the hydraulic fluid.

2. Remove the oil screen and gasket.

3. Clean the oil screen thoroughly.

NOTE: An accumulation of sludge or soft dirt inthe sump should be removed with flushing oil.

4. Use a new gasket and re-install the oil screen.Tighten the oil screen to 10-15 ft-lbs.

5. Refer to Changing The Filter Element forprocedures to change the filter element.

6. Re-install the drain plug.

7. Refer to Filling The Transmission, locatedbelow, for adding hydraulic fluid to the trans-mission.

8. Operate the engine and check for leaks.When the transmission’s fluid temperaturereaches 180�F to 200�F+, make a final oilcheck and add oil to bring the fluid level to theFULL mark on the dipstick.

Filling The Transmission (Illustration 9-1). Per-form the following procedures to fill the transmis-sion with hydraulic fluid:1. With the engine shut down, fill the transmis-

sion to the LOW mark on the dipstick.

2. Operate the engine and check for leaks.When the transmission’s fluid temperaturereaches +180�F to +200�F and the engineoperating at low idle, make a final fluid checkand add fluid to bring the fluid level to theFULL mark on the dipstick.

Cleaning The Transmission Breather. Thebreather should be checked every 1500 hours ofoperation for restriction. The prevalence of dirtand dust will determine the frequency at which thebreather requires cleaning.

1. Clean the area around the breather before removing it.

NOTE: Care must be exercised when removingthe breather to avoid damaging the breather.

2. Remove the breather.

3. Wash the breather thoroughly in solvent anddry it with compressed air.

4. Re-install the breather.

General Information

Oil Pressure (low idle) 240 psi

Oil Pressure (high idle) 300 psi

Oil Temperature 180 - 200�F(82.2 - 93.3�C)

Oil Capacity 26 Quarts

T 180S - 360L (10/02)9-4

COOLERTEMPERATURE SWITCH

(245� N.O.)

CONVERTER OUTTO COOLER

(25 PSI MIN. - 70 PSI MAX.AT RATED RPM)

IN FROM COOLER

CLUTCH PRESSURE CHECK POINT240 PSI (LOW IDLE) - 300 PSI (HIGH IDLE)

TRANSMISSION

INSTALL PRESSUREGAUGE IN THIS LINE

FOR CONVERTER OUTPRESSURE CHECK

Illustration 9-4. Transmission Check Points

9-5T 180S - 360L (10/02)


TRANSMISSIONFLUID FILTER

INDICATES FLUID FLOW

Illustration 9-5. Transmission Oil Flow

T 180S - 360L (10/02)9-6

Transmission TroubleshootingElectrical / Mechanical Checks. Prior to check-ing any part of the system from a hydraulic stand-point, the following electrical / mechanical checksshould be made.

1. Ensure that the proper solenoids on controlvalve are energized. When the solenoids areenergized they become magnetized. A mag-netic field can be checked at the nut that holdsthe solenoid to the cartridge. Some solenoidsemploy a metal nut, encased in plastic, whichwill require removal to detect a magnetic field.An effective way to accomplish this is with ametal wrench.

2. Ensure that the inching valve is not engagednor sticking.

Hydraulic Checks. Before checking the torqueconverter, transmission, and associated hydraulicsystem for pressures and rate of flow, it is essen-tial that the following preliminary checks be made.

NOTE: Do not attempt these checks with cold fluid.

1. Check the fluid level in the transmission. Thisshould be done with the fluid temperature between +180° F and +200° F, and the engineoperating at idle.

2. Work the machine to bring the fluid tempera-ture up to the operating range (refer to step 1.above).

NOTE: If the machine cannot be worked, the con-verter can be stalled to bring the temperature upto the operating range. Perform the following pro-cedures to stall the converter.

3. With the right service brake pedal applied,move the shifter to the forward position andthird gear selected.

4. Continue to apply the brakes and acceleratethe engine approximately one-half to three-quarter throttle for 30 seconds, let off accelera-tor for 10 seconds.

5. Repeat step 4. until the desired converter out-let temperature is reached.

�� Full throttle stall speeds for anexcessive length of time will overheat theconverter.

6. When checking the pressures, always checkthe charge pump and converter out pressuresfirst.


1. Low clutch pressure

1. Low transmission fluid level.

2. Clutch pressure regulating valvespool stuck open.

3. Defective charging pump (240 -300 psi normal operating pressure).

4. Broken or worn clutch shaft or pis-ton sealing rings.

5. Clutch piston bleed valve stuckopen.

1. Fill to proper level.

2. Clean valve spool and housing.

3. Replace pump.

4. Replace sealing rings or clutchshaft.

5. Clean bleed valves thoroughly.

2. Low convertercharging pump output

continued


2. Suction screen plugged.

3. Air leaks at pump intake hose andconnections or collapsed hose.

4. Defective oil pump.


2. Clean suction screen.

3. Tighten all connections or replacehose if necessary.

4. Replace oil pump.

9-7T 180S - 360L (10/02)


2. Low convertercharging pump output (Continued)

5. Clogged transmission filter.

6. Defective pressure regulator.

5. Replace transmission filter.

6. Replace or rebuild pressure regulator.

3. Noisy converter 1. Worn coupling gears.

2. Worn oil pump.

3. Worn or damaged bearings.

4. Low charge pump pressure.

5. Excessive internal leakage in converter.

1. Replace coupling gears.


3. A complete disassembly will benecessary to determine whichbearing is faulty.

4. Refer to Problem 2. of this trouble-shooting chart.

5. Rebuild or replace transmission.

4. Overheating 1. Low transmission fluid level.

2. Transmission fluid cooler vents arerestricted.

3. Worn oil sealing rings.

4. Worn oil pump.

5. Pump suction line taking in air.


2. Clean transmission fluid cooler.

3. Remove, disassemble, and rebuildconverter assembly.


5. Check connections and tighten securely.

5. Lack of power 1. Low engine RPM at converterstall.

2. Worn oil sealing rings.

3. Worn oil pump.


5. Restriction in hydraulic circuit.

1. Tune engine and check governor.

2. Remove, disassemble, and rebuildconverter assembly.




6. No Forward

continued

1. Defective shifter circuit.

2. Defective brake saver relay (K8, Illustration 9C-2) or circuit.

1. Perform electrical check to ensureelectrical signal has energized solenoid. Refer to the Testing ofElectrical Components proce-dures in Section 9C.

2. Refer to the Testing of ElectricalComponents procedures in Section 9C to troubleshoot circuit.

T 180S - 360L (10/02)9-8


6. No Forward(Continued)

3. Defective solenoid or cartridge incontrol valve.

4. Reverse clutch pack plates arefused together.

3. Swap the Forward and Reversecartridges and solenoids; if thefault changes from Forward to Reverse, the solenoid or cartridgeis bad. To determine which is bad,switch the solenoids only. If thefault did change, replace the defective solenoid. If fault did notchange, replace cartridge.

4. Place the transmission in the neutral position and rev up the engine. If the truck tries to movein reverse, clutch plates are fusedtogether. Replace or rebuildtransmission.

7. No Reverse 1. Defective shifter circuit.

2. Defective brake saver relay (K9, Illustration 9C-2) or circuit.

3. Defective solenoid or cartridge incontrol valve.

4. Forward clutch pack plates arefused together.

1. Perform electrical check to ensureelectrical signal has energized solenoid. Refer to the Testing ofElectrical Components proce-dures in Section 9C.

2. Refer to the Testing of ElectricalComponents procedures in Section 9C to troubleshoot circuit.

3. Swap the Forward and Reversecartridges and solenoids; if thefault changes from Reverse toForward, the solenoid or cartridgeis bad. To determine which is bad,switch the solenoids only. If thefault did change, replace the defective solenoid. If fault did notchange, replace cartridge.

4. Place the transmission in the neu-tral position and rev up the engine.If the truck tries to move in forward,clutch plates are fused together.Replace or rebuild transmission.

8. No Forward or Reverse

continued

1. Shifter is bad or input to shifter isbad.

1. Refer to the Testing of ElectricalComponents procedures in Section 9C.

9-9T 180S - 360L (10/02)


8. No Forward or Reverse (Continued)

2. Parking brake switch (S12, Illustration 9C-2) in parking brakevalve is bad.

3. 12 VDC power on Wire #29(Illustration 9C-2).

4. Inching valve is stuck or engaged.

5. Low charge pump pressure.

6. Low converter out pressure.

2. Replace parking brake switch.

3. Refer to Testing of ElectricalComponents in Section 9C.

4. Disconnect the linkage from theinching valve to ensure that inch-ing valve is not engaged. Pushspool in and out to ensure that thespool is not stuck.



9. Vibration 1. Defective differential.

2. Output shaft in transmission isloose.

3. Transmission mount is loose.

4. Engine mount is loose.

5. Excessive backlash in differential.

6. Plates inside transmission aresticking or slipping.

7. Defective inching valve.

8. Defective torque converter.

9. Defective charge pump.

10. Drive shaft is out-of-phase.

11. Loose or missing universal joints.

12. Defective universal joints.

13. Accessory pumps, located on theback of the transmission, are cavi-tating or are loose.

14. Low hydraulic fluid in transmis-sion.

15. Transmission is overheating.

16. Drive axle is loose.

17. Tread pattern on tires.

1. Repair differential.

2. Repair or tighten output shaft.

3. Repair or tighten transmissionmount.

4. Repair or tighten engine mount.

5. Repair differential.

6. Repair or replace engine clutchwear or plates.

7. Replace inching valve.

8. Repair or replace converter.

9. Repair or replace charge pump.

10. Correct drive shaft to be in phase.

11. Tighten or replace.

12. Replace universal joints.

13. Replace or tighten.

14. Add hydraulic fluid to the recom-mended level.

15. Troubleshoot and repair transmis-sion.

16. Tighten and re-torque drive axle.

17. Change tread pattern.

T 180S - 360L (10/02)9-10

9A-Transmission Cooler

Section 9A

Transmission Cooler

9A-1T 180S - 360L (10/02)

INDICATES HYDRAULIC FLUID FLOW

FROM TRANSMISSIONTO COOLER

TRANSMISSION


TO TRANSMISSIONFROM COOLER

Illustration 9A-1. Transmission Fluid Cooler Hose Flow Diagram

Introduction. The transmission fluid cooler employs a forced air cooled method of cooling thetransmission fluid.

Transmission Fluid Cooler Maintenance. Thetransmission fluid cooler should be cleaned exter-nally as conditions warrant.

�� In the event of transmission

failure requiring a new or rebuilt transmission,in order for warranty to be valid, the transmis-sion fluid cooler, transmission filter, and hosesfrom the transmission to the transmission fluidcooler must be replaced. It is impossible toback flush the transmission fluid cooler to remove all contaminants from the core.

Whenever the cooler hoses have been discon-nected and then reconnected, operate the engine

T 180S - 360L (10/02)9A-2

up to normal operating temperature and check thetransmission fluid cooler hose connections forleaks.

�� Make certain used filter anddrained hydraulic fluid are disposed of inaccordance with federal and local regulations.

9C-Transmission Controls

Section 9C

Transmission Controls (Electric Shift)

9C-1T 180S - 360L (10/02)

Illustration 9C-1. Electric Shifter

Introduction. This truck utilizes an electricallyoperated transmission shifting system; therefore,no mechanical linkage is needed. The followingprocedures are to be used to test the transmissioncontrols. If service becomes necessary, refer tothe following electrical components testing proce-dures.

�� Before servicing truck, parkthe truck on level ground and block thewheels.

Testing of Electrical Components1. Turn ignition switch to the “Accessory” posi-

tion.

2. Ensure that the parking brake is not applied.

3. Check for 12 VDC power input to shifter at the plug located underneath the instrumentpanel, near steer column, input pin 1.

NOTE: If unable to locate input power to the shift-er, the truck will not start.

4. Troubleshoot, as follows, to find the source ofshifter input power failure:

a. Circuit breaker (CB19, Illustration 1-3, located in the engine compartment) or cir-cuit breaker (CB9, Illustration 9C-2, locatedin the instrument panel) is tripped or bad.

b. Truck power solenoid (L1, see Illustration1-3) failed to energize or is bad.

c. Ignition switch (S1, see Illustration 6-11) isbad or is not fully in the accessory position.

d. A loose or broken wire between any of theabove components.

5. Troubleshoot the circuit breakers by referringto the Components Troubleshooting of theCircuit Breakers in Section 6.

6. If 12 VDC power is present, proceed with thefollowing procedures (see Illustrations 9C-2,9C-3, and 9-2).

a. With shifter in Forward First Gear, find thecontrol valve located on transmission.Three solenoids will be energized if shifteris functioning properly. Touch the nut located at the top of the solenoid with ametal object. The metal object will bepulled toward the solenoid due to a mag-netic field that will be present if the sole-noid is energized. Some solenoids employa metal nut, encased in plastic, which willrequire removal to detect a magnetic field.Exercise care not to reverse the polarity ofthe solenoid because the solenoid con-tains internal diodes which will be destroyed if the polarity of the solenoid isreversed. Two signals are required to energize the Forward solenoid: 12 VDCfrom the electric shifter, through the for-ward brake saver relay and ground. If theForward solenoid did not energize, it mustbe determined if one of the signals is miss-ing or if the coil is bad.

NOTE: Earlier model trucks broke the groundthrough the brake saver relays to the solenoids ofthe transmission control valve. It is important thatthe technician consider this possibility when trou-bleshooting the electric shift forward and reversecircuits.

b. Unplug the weatherpack connector of theForward solenoid. With a trouble lightgrounded to the chassis, make contactwith the hot wire of the weatherpack on theshifter side. Light will illuminate if there isa good ground through the trouble lightand 12 VDC is present. If trouble light failsto illuminate, troubleshoot the circuit backtowards the shifter. If 12 VDC is present,continue to troubleshoot as follows.

c. Reconnect the weatherpack connector andmake contact with the ground side of theForward solenoid with the trouble light.

T 180S - 360L (10/02)9C-2

Light should not illuminate. If it does illumi-nate, ground to the coil is missing.

d. If 12 VDC plus ground is present at the solenoid and it does not energize, the sole-noid is bad and needs replacing.

7. The energized solenoids for Forward FirstGear are Forward, First, and Second.

8. If all three of the solenoids are energized,place the shifter in Forward Second and repeat procedure 6. again for Forward Second.

NOTE: Electrical operation of all the solenoids iseasily confirmed when the magnetic field is detected by touching the nut that secures the coilto the cartridge of the desired solenoid.

9. The energized solenoids are Forward andSecond.

10. If all solenoids are energized, place the shifterin Forward Third and repeat procedure 6.again for Forward Third.

11. The energized solenoid for Forward Third is“Forward”. Only the Forward solenoid is ener-gized because the highest gear selected willalways be spring applied and does not requirea solenoid operated spool to apply it.

12. If the solenoid energized, place the shifter inReverse. Check and ensure that the Reverse solenoid is energized, and that the Forwardsolenoid is NOT energized. There is no needto check any of the gear select solenoids atthis point, they have been proven to be oper-ating properly. Two signals are required to energize the Reverse solenoid: 12 VDC fromthe electric shifter through the reverse brakesaver relay and ground. If the Reverse sole-noid did not energize, you must determine ifone of the signals is missing or if the coil isbad.

a. Unplug the weatherpack connector of theReverse solenoid. With a trouble lightgrounded to the chassis, make contactwith the hot wire of the weatherpack on theshifter side. Light will illuminate if there isa good ground through the trouble lightand 12 VDC is present. If trouble light failsto illuminate, troubleshoot the circuit back towards the shifter. If 12 VDC is present,continue to troubleshoot as follows.

b. Reconnect the weatherpack connector andmake contact with the ground side of theReverse solenoid with the trouble light.Light should not illuminate. If it does illumi-nate, ground to the coil is missing.

c. If 12 VDC plus ground is present at the solenoid and it does not energize, the sole-noid is bad and needs replacing.

13. With the shifter in Neutral and Third Gear selected, ensure that there are no energizedsolenoids at this point.

14. If shifting failure is still experienced, the prob-lem is not electrical.

9C-3T 180S - 360L (10/02)

Electric Shift Troubleshooting (Illustration 9C-2)


1. No Forward 1. Parking brake is applied.

2. Loose connector or pins at electri-cal connectors (J3, J1, J5, or J13).

3. Faulty solenoid on the forward car-tridge located on the transmissioncontrol valve.

4. Shorted or open wire in the shiftercircuit.

5. Defective shifter.

6. Defective forward brake saver relay (K8).

1. Disengage parking brake.

2. Ensure that connector is securelyconnected and all pins are seated.

3. Replace solenoid.


5. Disconnect the electrical connec-tor (J3). Jumper pin 1 of plugs together. This jumper allows inputpower (12 VDC) to the shifter. Turnthe ignition switch to the accessoryposition. Shift the shifter to theForward position. On the shifterside of the plug, check for 12 VDCcoming out of the shifter at pin 3. If12 VDC is present, the shifter isgood.

6. Replace forward brake saver relay (K8).

2. No Reverse 1. Parking brake is applied.

2. Loose connector or pins at electri-cal connectors (J3, J1, J5, or J14).

3. Faulty solenoid on the reverse car-tridge located on the transmissioncontrol valve.

4. Shorted or open wire in the shiftercircuit.


6. Defective reverse brake saver relay (K9).



3. Replace solenoid.


5. Disconnect the electrical connec-tor (J3). Jumper pin 1 of plugs together. This jumper allows inputpower (12 VDC) to the shifter. Turnthe ignition switch to the accessoryposition. Shift the shifter to the Reverse position. On the shifterside of the plug, check for 12 VDCcoming out of the shifter at pin 4. If12 VDC is present, the shifter isgood.

6. Replace reverse brake saver relay (K9).

T 180S - 360L (10/02)9C-4


3. No Forward or Reverse

1. Parking brake is applied.

2. Tripped or defective circuit breaker(CB9).

3. Loose connector or pins at electri-cal connectors (J3, J1, J5, or J13and 14).

4. Shorted or open wire in shifterelectrical circuit.

5. Wires loose or broken at terminalstrips in electrical junction box.

6. Defective park brake pressureswitch (S12).

7. Forward and reverse brake saverrelays (K8 and K9) are energized.



2. Reset or replace circuit breaker(CB9).



5. Isolate and repair wiring.

6. Replace parking brake pressureswitch (S12) in parking brake.Pressure switch (S12), if closed,will send 12 VDC to the forwardand reverse brake saver relays (K8and K9), energizing both relays,breaking the current path from theshifter to the Forward and Reversesolenoids. This is a valuable trou-bleshooting aid because it affectsboth Forward and Reverse.

7. 12 VDC is present on wire #18from parking brake pressure switch(S12).

8. Replace shifter.

4. Truck Stays in FirstGear Only

continued


2. Shifter to electrical junction boxharness wire #314 (first gear) has12 VDC on it all the time.

1. Disconnect the shifter to electricaljunction box harness plug (J3).Jumper pin 1 of plugs together.This jumper allows input power (12VDC) to the shifter. Turn the igni-tion to the accessory position. Rollthe shifter to the First gear position.On the shifter side of the plug,check for 12 VDC coming out ofthe shifter at pins 5 and 6. If 12VDC is present, roll the shifter to2nd gear position. 12 VDC will nolonger be present on pin 6, 12 VDCwill be present on pin 5. If thesechecks are good, the shifter isgood.

2. Isolate and remove the 12 VDC.

9C-5T 180S - 360L (10/02)


4. Truck Stays in FirstGear Only

3. Transmission to electrical junctionbox harness wire #304 (first gear)has 12 VDC on it at all times.

3. Isolate and remove the 12 VDC.

5. Truck Stays inThird Gear Only

1. Shifter to electrical junction boxharness connector (J3) is loose orpins 5 and 6 of connector arebacked out.

2. The ground wires #346 and #347for the first and second gear sole-noids are not properly grounded.

3. Electrical junction box to transmis-sion harness wires #346 or #304(first gear) and wires #347 or #305(second gear) have been cut orbroken.

4. Defective second gear solenoid orcartridge.

1. Ensure that shifter to rear panelharness connector (J3) has goodconnection and all pins are seated.

2. Reseat the wires.

3. Isolate and repair wires.

4. Refer to the Problem 7. in this trou-bleshooting section.

6. No First Gear

continued

1. Electrical connector (J11) from thetransmission harness to the controlvalve for the first gear solenoid isloose or disconnected.

2. Shifter to electrical junction boxconnector (J3) is loose or pin 5 ofconnector is backed out.

3. Defective solenoid on the first gearcartridge located on the controlvalve.


1. Ensure electrical connector hasgood connection and all pins areseated.

2. Ensure shifter to electrical junctionbox connector (J3) has good con-nection and all pins are seated.

3. Replace first gear solenoid.

4. Disconnect the shifter to electricaljunction box plug (J3). Jumper pin1 of plugs together. This jumperallows input power (12 VDC) to theshifter. Turn the ignition switch tothe accessory position. Roll theshifter to the First gear position.On the shifter side of the plug,check for 12 VDC coming out ofthe shifter at pins 5 and 6. If 12 VDC is present, the shifter isgood.

T 180S - 360L (10/02)9C-6


6. No First Gear(Continued)

5. Shifter to electrical junction boxharness wire #314 (first gear sole-noid) or #315 (second gear sole-noid) are open.

6. Electrical junction box to transmis-sion harness wire #304 (first gearsolenoid) or #305 (second gear solenoid) are open.

7. Wire #346 or #347 is not grounded properly.



7. Reseat the wire and ensure thatwires are tight.

7. No Second Gear 1. Weatherpack connector from thetransmission harness to the controlvalve for the second gear solenoidis loose or disconnected.

2. Shifter to electrical junction boxconnector (J3) is loose or pin 6 ofconnector is backed out.

3. Defective solenoid on the secondgear cartridge located on the con-trol valve.


5. Shifter to electrical junction har-ness wire #315 (second gear) hasbeen cut or broken.

6. Transmission to electrical junctionbox wire #305 (second gear) or#347 have been cut or broken.

7. Wire #347 is not grounded properly.

1. Ensure weatherpack connector hasgood connection and all pins areseated.

2. Ensure shifter to electrical junctionbox connector (J3) has good con-nection and all pins are seated.

3. Replace second gear solenoid.

4. Disconnect the shifter to electricaljunction box plug (J3). Jumper pin1 of plugs together. This jumper allows input power (12 VDC) to theshifter. Turn the ignition switch tothe accessory position. Roll theshifter to the First gear position.On the shifter side of the plug,check for 12 VDC coming out ofthe shifter at pins 5 and 6. If 12VDC is present, roll the shifter to2nd gear position. 12 VDC will nolonger be present on pin 5, 12 VDCwill be present on pin 6. If thesechecks are good, the shifter isgood.



7. Reseat the wire.

9C-7T 180S - 360L (10/02)


8. No Third Gear 1. Defective shifter.

2. 12 VDC is present on wire #315 ofthe electrical junction box harness.

3. 12 VDC is present on wire #305 ofthe transmission harness.

4. Third gear has been blocked out.

1. Disconnect the shifter to electricaljunction box plug (J3). Jumper pin1 of plugs together. This jumperallows input power (12 VDC) to theshifter. Turn the ignition switch tothe accessory position. Roll theshifter to the Third gear position.On the shifter side of the plug,check for 12 VDC coming out ofthe shifter at pins 5 and 6. If 12 VDC is present, the shifter isdefective or 3rd gear is blocked out(refer to Cause 4. of Problem 8. ofthis troubleshooting chart).

2. Isolate and remove 12 VDC fromwire.

3. Isolate and remove 12 VDC fromwire.

4. To block out third gear, all that isrequired is to keep the Secondgear cartridge solenoid, located onthe control valve, energized all thetimes.

T 180S - 360L (Rev. 08/04)

Hoist Circuit

T 180S - 360L (10/02)9C-8

9C-9T 180S - 360L (10/02)

Illustration 9C-2. Electric Shift Wiring Circuit

09C-2272

T 180S - 360L (10/02)9C-10

Introduction. The APC 70 module (an optional device) is a state-of-the-art microprocessor whichhas been programmed to automatically shift thetransmission.

APC 70 Module (Illustration 9C-3, if equipped).The APC 70 module continuously monitors theoutput speed, gear shifter position, and enginespeed, which it uses to shift the transmission auto-matically. The APC 70 module is mounted on thedash.

The APC 70 allows shifts in direction change onlyin 1st gear and at a vehicle speed of less than 2 mph (3.2 km/h), and only allows transmissionengagement in forward or reverse if engine speedis under 1000 rpm. It prevents torque converterand transmission overspeeding by only allowing adownshift if the resulting turbine speed does notexceed a pre-set value in 2nd or 3rd gear.

The APC 70 works in conjunction with the rollshifter (located on the steering column). It will automatically shift only to the highest gear that isselected. If second gear is selected at the rollshifter, the APC 70 will shift between 1st and 2ndgears. To allow manual shifting, the auto / manualswitch must be placed in the manual position. Inthe event of an emergency, the APC 70 automaticshifting can be bypassed by unplugging the metri-pack connector, located at the back of the APC 70module, and plugging in a jumper plug, located inthe V.I.P. pouch sent with the truck, into the cableend of the metri-pack connector.

�� Should any truck, equipped withan APC 70 module, require welding on its struc-tural members, the metri-pack connector mustbe unplugged from the APC 70 module prior toany welding. Failure to comply with this cautionmay lead to damage to the APC 70 module.

Display Selector Switch. The screen mode but-ton “M” is located on the front panel (see Illustra-tion 9C-3). When the switch is depressed, the dis-play will show new information. When the APC 70has been powered, the normal display (gear posi-tion) is shown. If the switch is depressed, the vehicle speed is displayed in kilometers per hour,depressing it once again displays the vehiclespeed in miles per hour, and depressing it oncemore displays the shift lever position. Control ofthe transmission remains no matter what screen isdisplayed.

PIN WIRE# FUNCTIONA1 1 BATTERY PLUS (wire #301)B1 2 BATTERY GROUND (wires #11)C1 3 Shift Fail Light (wire #308)D1 4 Transmission Valve Solenoid #1 (wire

#304)E1 5 Transmission Valve Solenoid #2 (wire

#305)F1 6 Transmission Valve Forward Solenoid

(wire #306)G1 7 Transmission Valve Reverse Solenoid

(wire #307)H1 8 Not Used In This TruckJ1 9 Not Used In This TruckK1 10 12 VDC supply to Shift Fail Light (cab

wire #310)A2 11 BATTERY PLUS (cab wire #301)B2 12 Signal Ground for sensors (cab wire

#348)C2 13 Shift lever Forward Input (cab wire

#312)D2 14 Shift lever Reverse Input (cab wire

#319)E2 15 Shift lever selection wire (active in 1st

and 2nd gear, wire #315)F2 16 Not Used In This TruckG2 17 Not Used In This TruckH2 18 Not Used In This TruckJ2 19 Not Used In This TruckK2 20 Not Used In This TruckA3 21 Engine speed hot (inductive pickup,

wire #321)B3 22 Not Used In This TruckC3 23 Transmission speed (inductive pickup,

wire #323)D3 24 Not Used In This TruckE3 25 Shift lever selection wire (active in 1st

gear, wire #314)F3 26 Not Used In This TruckG3 27 Not Used In This TruckH3 28 Not Used In This TruckJ3 29 Manual / automatic switch (wire #309)K3 30 Not Used In This Truck

Metri-pack Connector Pin and Wire Assignments

If the switch is depressed and held during power up of the APC 70, the output self test mode is selected. The APC 70 must be powered downand then powered up again to reset and resumenormal operation. The output test is valid onlywith the engine not running. All other tests in theself test mode can be made with the engine run-ning and truck in operation.

Automatic Powershift Control (APC 70)

T 180S - 360L (Rev. 12/03)

9C-11T 180S - 360L (10/02)

�� Death or serious injury couldresult from a runaway truck. Park the truck ona hard, level surface, apply the parking brake,

block the wheels in both directions to preventmovement of the truck and Lock Out & Tag Outthe truck.

RED (F) LED Lit when the APC 70 is in the reset condition

YELLOW (T) Lit to indicate test modes and faultsLED

Normal Displayshowing gear positionand error messages

Speed Displayexpressed inturbine RPM

Speed Displayexpressed in km/h

Input monitoringreflects the inputs

Display Selector Switch Operation

Illustration 9C-3. APC 70 Module

T 180S - 360L (Rev. 01/03)

T 180S - 360L (10/02)9C-12

indicated vehicle speedis 11.5 - 12.5 km/h

indicated vehicle speedis 6.65 - 6.75 km/h

Vehicle Speed Display (Ground Speed Expressed In km/h)In order to get the vehicle speed display, the screen mode button must be depressed. Thedisplay screen will show the vehicle speed expressed in kilometers per hour (km/h). In orderto make a difference between the previous screen, the T-LED is switched off in this mode ifvehicle speed is detected. If the vehicle is standing still, the T-LED is switched on.

Possible codes:

FWD 1sttransmissionis in fwd 1stgear

FWD 2ndtransmissionis in fwd 2ndgear

FWD 3rdtransmissionis in fwd 3rdgear

REV 1sttransmissionis in rev 1stgear

REV 2ndtransmissionis in rev 2ndgear

REV 3rdtransmissionis in rev 3rdgear

NEUT 1sttransmissionis in net. 1stgear

NEUT 2ndtransmissionis in net. 2ndgear

NEUT 3rdtransmissionis in net. 3rdgear

Diagnostic CodesAPC 70 Normal Display (Transmission Status)The normal display shows information for the driver about the status of the transmission.If the vehicle is in a certain gear, the gear position is displayed on the right digit. The gear direction is shown on the left digit.

indicated vehicle speedis 11.5 - 12.5 mph

indicated vehicle speedis 6.65 - 6.75 mph

Vehicle Speed Display (Ground Speed Expressed In mph)In order to get the vehicle speed display (expressed in mph), the screen mode button must bedepressed once again. The display screen will show the vehicle speed expressed in mile perhour (mph). In order to make a difference between the previous screen, the T-LED is switchedoff in this mode if vehicle speed is detected. If the vehicle is standing still, the T-LED isswitched on.

Possible codes:

9C-13T 180S - 360L (10/02)

Diagnostic Codes (continued)Shift Lever Position DisplayIn order to get the shift lever position display, the screen mode button must be depressed oncemore. Only positions actually available on the transmission are shown. If different from thetransmission, the corresponding dot blinks.

Possible codes:

FWD 1stshift lever isin fwd 1stposition

FWD 2ndshift lever isin fwd 2ndposition

FWD 3rdshift lever isin fwd 3rdposition

REV 1stshift lever isin rev 1stposition

REV 2ndshift lever isin rev 2ndposition

REV 3rdshift lever isin rev 3rdposition

NEUT 1stshift lever isin net. 1stposition

NEUT 2ndshift lever isin net. 2ndposition

NEUT 3rdshift lever isin net. 3rdposition

T 180S - 360L (10/02)9C-14

this segment is illuminated when the turbine speed has been selected

Self Test ModePrincipally, there are no specific devices required for first level troubleshooting as the APC 70incorporates several self-test features assisting in this process. However, use of digital multi-meters and simple tools such as an indicator lamp will be required to pinpoint exact causes ofproblems. More in-depth troubleshooting and system tuning involves use of an IBM Compat-ible PC with appropriate software and EPROM programming equipment.To obtain the self test mode, the mode button must be depressed and held down 3 - 5 secondsduring start up of the truck, and then released.

CAUTION: If the mode button is depressed and held more than 10 seconds, theAPC 70 module will default to a programming mode and the APC 70 will then haveto be sent to Taylor Machine Works, Inc. for re-programming.

NOTE: Shutting down the truck leaves the self test mode of the APC 70.

The test modes of the self test mode are the turbine speed monitor, engine speed monitor,speed ratio monitor, battery voltage monitor, input test, and output test. These test modes aredescribed below.

Turbine SpeedIn order to get the turbine speed display, the mode button must be depressed once. After releasing the mode button, the display will show the turbine speed RPM (input RPM of thetransmission). If no dot is visible on the display, the value must be multiplied by 10 in order toget the correct value. If a dot is visible, the value must be multiplied by 100 in order to get thecorrect value.

Possible codes:

indicated turbinespeed is 630 RPM

indicated turbinespeed is 1400 RPM

this segment is illuminated when the engine speed has been selected

Engine SpeedIn order to get the engine speed display, the mode button must be depressed once after theturbine speed was displayed. After releasing the mode button, the display will show the enginespeed RPM. If no dot is visible on the display, the value must be multiplied by 10 in order toget the correct value. If a dot is visible, the value must be multiplied by 100 in order to get thecorrect value.

Displayed Mode:

The possible codes for the engine speed are identical to the possible codes for turbine speed.

9C-15T 180S - 360L (10/02)

Battery VoltageIn order to get the battery voltage display, the mode button must be depressed once after thedownshift speed ratio was displayed. After releasing the mode button, the display will showthe battery voltage displayed in Volts. If no dot is visible on the display, the value displayed willhave a fractional amount from below .5 V. If a dot is visible, the value displayed will have afractional amount above .5 V.

Possible codes:

this segment is illuminatedafter the speed ratio displayhas been displayed

Self Test Mode (continued)Upshift Speed RatioIn order to get the upshift speed ratio display, the mode button must be depressed once afterthe engine speed was displayed. After releasing the mode button, the upshift speed ratiomode display will be shown and then the upshift speed ratio in the converter will be displayed.

this segment is illuminatedwhen the speed ratio hasbeen selected

Displayed Modes:

speed ratio =turbine speed

engine speed� 1

this segment is illuminatedafter the speed ratio displayhas been displayed

Downshift Speed RatioIn order to get the downshift speed ratio display, the mode button must be depressed onceafter the upshift speed ratio was displayed. After releasing the mode button, the downshiftspeed ratio in the converter will be displayed.

this segment is illuminatedwhen the speed ratio hasbeen selected

Displayed Modes:

speed ratio =turbine speed

engine speed� 1

this segment is illuminated when the battery voltage has been selected

indicated battery voltageis 13.0 - 13.5 V

indicated battery voltageis 13.0 - 13.5 V

T 180S - 360L (10/02)9C-16

FWD Inputthis segment is illuminated when the roll shifter is in the fwd position, 12 VDC will be present on wire 312 and on pin C2 of the metri-pack connector to the APC 70

REV Inputthis segment is illuminated when the roll shifter is in the rev position, 12 VDC will be present on wire 319 and on pin D2 of the metri-pack connector to the APC 70

TV1 Inputthis segment is illuminated when the shifter is in 1st gear, 12 VDC will bepresent on wire 314 and on pin E3 of the metri-pack connector to theAPC 70

TV2 Inputthis segment is illuminated when the shifter is in 2nd gear, 12 VDC willbe present on wire 315 and on pin E2 of the metri-pack connector to theAPC 70

Manual / Automatic Switchthis segment is illuminated when the operator has requested manualshifting, 12 VDC will be present on wire 326 and on pin J3 of the metri-pack connector to the APC 70

Self Test Mode (continued)Input TestIn order to get the input checking display, the screen mode must be pressed once again. Instead of showing gear positions and gear direction, the display screen will show the activeinputs. Driving with the vehicle is possible, the driver (or technician) can follow the sequenceof inputs and thus verify the wiring of the vehicle. Each segment of the display indicates a spe-cific input. Different segments can be switched on simultaneously if different inputs are acti-vated simultaneously.

Displayed Mode:

this segment is illuminated when the input test has been selected

Possible codes:

9C-17T 180S - 360L (10/02)

NOT USED

NOT USED

NOT USED

Possible codes:

Output 1wire 306 forTVF is good

Output 1wire 306 forTVF isshorted

Output 1wire 306 forTVF is open

Output 2wire 307 forTVR is good

Output 2wire 307 forTVR isshorted

Output 2wire 307 forTVR is open

Output 4wire 305 forTV2 is good

Self Test Mode (continued)Output TestThe output test is only valid with the engine not running. If the mode button is depressed whiledriving or if a speed sensor fault is flagged, the output test will be skipped. The APC 70 givesinformation about the status of the outputs. The possible states are: G (good), S (short-circuitwith ground), and O (open load, output is not connected or has a short-circuit to the batteryplus). The APC 70 tests each output sequentially, the left side of the display gives informationabout which output is tested while the right side gives the status of the output. It is not pos-sible to drive while this test mode is switched on and one can only leave it by switching off thepower.

Displayed Mode:

Output 3wire 304 forTV1 is good

Output 3wire 304 forTV1 isshorted

Output 3wire 304 forTV1 is open

Output 4wire 305 forTV2 isshorted

Output 4wire 305 forTV2 is open

this segment is illuminated when the output test has been selected

Output 8wire 308 forshift fail lightis good

Output 8wire 308 forshift fail lightis shorted

Output 8wire 308 forshift fail lightis open

T 180S - 360L (Rev. 01/04)

T 180S - 360L (10/02)9C-18

Fault CodesIn order to find out which fault was last detected, hold down the mode button “M” button for more than 2 seconds. The display will then show, alternately the fault area and the fault type. If several faults coexist, only the severest one is shown. When this fault display is active, the T-LED will be blinking to focus the drivers attention of the current problems.

Listed below are the faults listed in the order of severity (severest fault on top) along with displayedcodes:

Fault Fault Area Fault Type

Direction outputs - shut down (latched)

Direction outputs - forced to plus

Direction outputs - open connection

MRS speed sensor failure - open connection

MRS speed sensor failure - short circuit

Inductive speed sensor failure

Analog (Modulator) output - open connection

Analog (Modulator) output - short circuit

9C-19T 180S - 360L (10/02)

Fault Fault Area Fault Type

Digital output - short circuit

Digital output - other fault

Incorrect input pattern

Battery voltage - too low

12 VDC input voltage - too high

12 VDC / 24 VDC input voltage missing

Redundant Shutdown Path Error(Internal problem - repair)

Hoist Circuit

T 180S - 360L (10/02)9C-20

Hoist Circuit

9C-21T 180S - 360L (10/02)

PLACE THE FOLLOWING ILLUSTRATION INFOLDER ENVELOPES:

Illustration 9C-4 - 09F0057

T 180S - 360L (10/02)9C-22

Section 11

Drive Shaft

11-1T 180S - 360L (10/02)

CROSSASSEMBLY

CENTERLINES MUSTBE PARALLEL

TRANSMISSIONTO AXLE

DRIVE SHAFT

CROSSASSEMBLY

Illustration 11-1. Transmission to Axle Drive Shaft

Introduction. The drive shaft connects the trans-mission to the drive axle. It is important to alwayshave the transmission in phase with the drive axle(See the note below).

Lubrication (Illustration 11-1). The drive shaft, universal joints and slip joints should be greasedmonthly or every 250 hours, whichever comesfirst.

NOTE: When the transmission to axle drive shaftis installed, the cross assemblies, on the driveshaft, must be aligned as shown in Illustration11-1. If the flanges are not aligned, reposition thesplines to bring the flanges into alignment.

If this is not followed, the drive shaft will be out ofphase, and vibration and noise may occur.

Drive Shaft Bolts Inspection (Illustration 11-1).The bolts, which connect the drive shaft to thebrake disc and drive axle, should be checked fortightness every 6 months or 1500 hours, whichev-er comes first. If tightening is required, apply atorque value of 110 ft-lbs to the bolts.

Section 13

Steer Axle

13-1T 180S - 360L (10/02)

Introduction. The steer axle is mounted to theframe with two pivot pins. The pivot pins are anintegral part of the axle. Pivot pin bushings areinstalled on the front and rear pivot pins. All rou-tine maintenance can be accomplished with thesteer axle connected to the frame.

Lubrication. Refer to the Lubrication section inthe Appendices for information on lubricating thesteer axle.

�� Before checking or servicingthe steer axle, park on level ground, apply theparking brake, block the wheels in bothdirections, shut down the engine, and LockOut & Tag Out the truck.

Mounting Bolts Check (Illustration 13-1). Themounting bolts of the steer axle should bechecked for tightness every 6 months or 1500hours of operation, whichever comes first. If themounting bolts require torquing, torque bolts to170 ft-lbs.

Steer Cylinder Mounting Bolts (Illustration 13-1).The cylinder mounting bolts should be checked fortightness every 6 months or 1500 hours of opera-tion, whichever comes first. If there is any evidence of threading or movement of the steercylinder, then remove the mounting bolts, cleanbolts, apply Loctite� to the threads of the boltsand torque bolts to 680 ft-lbs.

STEER AXLEMOUNTING BOLT

STEER CYLINDERMOUNTING BOLT’S

LOCK NUT

Illustration 13-1. Steer Axle

Section 14

Drive Axles

14-1T 180S - 360L (10/02)

AXLE HOUSINGDRAIN PLUG

POSITION PLUG HERE TOFILL OR CHECK LEVEL

POSITION PLUG HERE TO DRAIN

AXLE HOUSING FLUIDLEVEL CHECK / FILL PLUG

HUB CHECK /DRAIN PLUG

Illustration 14-1. Drive Axle with Pneumatic Brakes

Introduction. These drive axles are equippedwith double reduction gearing. The first gear reduction is a hypoid type ring gear and pinion.The second reduction is in the form of planetarygears inside the hubs. This arrangement permitsthe axle shafts and hypoid gearing to carry only anominal torsional load while providing the highestpractical gear reduction at the wheels.

Maintenance procedures are included for thestandard pneumatic brakes drive axle as well asthe optional wet disc brakes drive axle.

Inspection. The brake linings of the drive axleswith pneumatic brakes should be inspected every6 months or 1500 hours, whichever comes first.

T 180S - 360L (10/02)14-2

Checking Lube Oil Level (Illustrations 14-1 and14-2). The oil in the differential and the planetaryhubs should be checked monthly or every 250hours, whichever comes first. Perform the follow-ing procedures to check the oil level and servicethe differential and planetary hubs.

�� Death or serious injury couldresult from a runaway truck. Park the truck ona hard, level surface, apply the parking brake,block the wheels in both directions to preventmovement of the truck and Lock Out & Tag Outthe truck before servicing the drive axle.

1. Differentiala. Park the truck on a hard, level surface,

block the wheels in both directions, applythe parking brake and Lock Out & Tag Outthe truck.

b. Check the oil level in the differential byremoving the axle housing fluid level check / fill plug.

c. The oil level should be even with the bot-tom of the fluid level check plug hole. Fillthe differential to this level if the oil level islow.

d. Re-install the axle housing fluid level check / fill plug.

2. Planetary Hubsa. Maneuver the truck until the hub check /

drain plug on one of the planetary hubs isin the 9 o’clock position of hub rotation.

b. Park the truck on a hard, level surface,block the wheels in both directions, applythe parking brake and Lock Out & Tag Outthe truck.

c. Remove the hub check / drain plug. Theoil level should be even with the bottom ofthe fluid check / drain plug hole. Fill theplanetary hub to this level if the oil level islow.

d. Re-install the hub check / drain plug.e. Reposition the truck as necessary and

service the hub on the opposite end of theaxle by repeating the above procedures.

NOTE: When the drive axle is completely serv-iced, the oil is at a common level in the differentialand both hubs.

Changing The Oil (Illustrations 14-1 and 14-2). The oil in the differential and planetary hubsshould be changed yearly or every 3000 hours,whichever comes first. Refer to the Fuel and Lubricant Specifications in the Appendices forthe type of oil to be used in the drive axle. Per-form the following procedures to change the oil inthe drive axle.


�� Dispose of used oil in accor-dance with federal and local regulations.

1. Differentiala. Park the truck on a hard, level surface,

block the wheels in both directions, applythe parking brake and Lock Out & Tag Outthe truck.

b. Provide a suitable container to catch drain-ing oil. Then, remove the axle housingdrain plug and axle housing fluid levelcheck / fill plug.

c. Once the oil has completely drained, installthe axle housing drain plug and service thedifferential with recommended lubricant(refer to the Fuel and LubricantSpecifications in the Appendices) up tothe bottom of the axle housing fluid levelcheck / fill plug hole.

d. Re-install the axle housing fluid level check / fill plug.

2. Planetary Hubsa. Position the truck so that the hub check /

drain plug for one of the planetary hubs isat the bottom of its hub.

b. Park the truck on a hard, level surface,block the wheels in both directions, applythe parking brake and Lock Out & Tag Outthe truck.

c. Provide a suitable container to catchdraining oil and then remove the hubcheck / drain plug.

T 180S - 360L (Rev. 02/24/04)

14-3T 180S - 360L (10/02)

AXLE HOUSINGDRAIN PLUG

POSITION PLUGHERE TO FILL

OR CHECK LEVEL

POSITION PLUG HERE TO DRAIN

AXLE HOUSINGFLUID LEVEL

CHECK / FILL PLUG

HUB CHECK /DRAIN PLUG

HIGHPRESSURE

BRAKE APPLYPORT

BRAKECOOLING

INPUT PORT

BRAKECOOLING

OUTPUT PORT

BRAKECOOLING

DRAIN PLUG

BLEEDERVALVE

Illustration 14-2. Drive Axle with Wet Disc Brakes

d. Once the oil has completely drained, re-install the hub check / drain plug. Posi-tion the truck so that the hub check / drain

plug is in the 9 o’clock position of hub rota-tion. Fill the hub with recommended lubri-cant (refer to the Fuel and Lubricant

T 180S - 360L (Rev. 02/24/04)

T 180S - 360L (10/02)14-4

Specifications in the Appendices) untilthe oil level is at the bottom of the hubcheck / drain plug hole. Re-install the hubcheck / drain plug.

e. Follow the above procedures for servicingthe hub on the other side of the drive axle.

Draining The Wet Disc Brakes Hydraulic FluidFrom The Brake Housings (Illustration 14-2). The hydraulic fluid is part of the hydraulic systemand will be changed when the hydraulic tank’sfluid is changed. Change the hydraulic fluid yearlyor 3000 hours, whichever comes first. Refer toChanging The Hydraulic Fluid in Section 22 tochange the hydraulic tank fluid and perform thefollowing procedures to change the hydraulic fluidfrom the drive axle brake housing.


�� Dispose of used hydraulicfluid in accordance with federal and local regu-lations.

1. Park the truck on a hard, level surface, blockthe wheels in both directions, apply theparking brake and Lock Out & Tag Out thetruck.

2. Remove the brake cooling input hoseassembly or brake cooling output hoseassembly from the brake housing.

3. Provide a suitable container to catch drainedhydraulic fluid and remove the brake coolingdrain plug from the hub to drain the coolingfluid.

4. After cleaning the brake cooling drain plug,re-install and apply a torque value of 35 ft-lbs.to tighten the drain plug.

5. Connect the hydraulic hose assembly removed in procedure 1. to the brake housing.

6. Now perform procedures 1. thru 4. to removethe hydraulic fluid from the brake housing onthe opposite end of the drive axle.

7. After filling the hydraulic tank with the specified

amount of fluid (refer to Changing The Hydraulic Fluid in Section 22), place thetransmission in the neutral position and startthe engine to restore the movement of hydrau-lic fluid.

Cleaning The Breather. The differential breathershould be cleaned whenever the drive axle oil ischanged. Perform the following procedures toclean the breather.

1. Wipe away any dirt or grime on the breatherand surrounding area before removing thebreather.

2. Remove the breather.

3. Wash the breather by agitating it in solventand dry with compressed air.

4. Inspect the breather. If it is damaged orclogged, install a new breather.

Oil Capacities

PRC-425Q:DifferentialPlanetary Hub (each)

16 Quarts 5 Quarts

PRC-775P:DifferentialPlanetary Hub (each)

22 Quarts 2.5 Quarts

Mounting Bolts. The drive axle mounting boltsshould be inspected every 6 months or 1500hours, whichever comes first. If there is any evi-dence of threading or movement of the drive axle,then loosen the locknuts, clean threads, applyLoctite� to threads and torque the locknuts on themounting bolts to 700 ft-lbs.

Additional Drive Axle Servicing. Should moredetailed service of the drive axle components berequired, refer to the manufacturers drive axle manual.

T 180S - 360L (Rev. 02/24/04)

14-5T 180S - 360L (10/02)

Drive Axle Troubleshooting (with Pneumatic Brakes)


1. Differential overheats

1. Low oil level.

2. Incorrect type or grade of oil.

3. Incorrect bearing adjustment.

4. Breather in differential housing isplugged.


1. Fill to correct level with recom-mended oil (refer to the Fuel andLubricant Specifications in theAppendices).

2. Drain, flush, and refill with oil ofrecommended specifications.

3. Adjust bearings. Replace any thatare damaged or excessively worn.

4. Clean breather; replace if dam-aged.

5. Drain oil down to the check pluglevel in the differential.

2. Gear oil level inhub is continuous-ly too high

1. Seals between brake housing andwheel hub may be leaking.

1. Replace seals.

3. Loss of oil out ofthe differential

1. Damaged or badly worn pinionshaft oil seal.

2. Loose carrier mounting bolts.

3. Breather, located in the differentialhousing plugged, is forcing oil bythe seals.

1. Replace oil seal and check forloose pinion bearings or pinion nut.

2. Check and tighten mounting bolts.Replace gasket if damaged or bro-ken.


4. Noisy differential

a. Noise on drive

b. Noise on coast

c. Constant noise

d. Noise on turns

4.

a. Ring gear and pinion adjustment is too loose (excessive back-lash).b. Ring gear and pinion adjust-ment is too tight (insufficient back-lash).c.

1) Worn bearings.2) Chipped gear teeth.

d. Worn or damaged differentialpinion gears, side gears, or pinionjournals.

4.

a. Adjust.

b. Adjust.

c.1) Replace bearings.2) Replace gears.

d. Replace differential parts.

T 180S - 360L (Rev. 02/24/04)

T 180S - 360L (10/02)14-6


5. Final drives over-heat (PlanetaryAxles)

1. Low oil level.

2. Incorrect type and grade of oil.

3. Wheel bearings improperly adjusted.

4. Scored planet pins.

1. Fill to correct level with recom-mended oil (refer to the Fuel andLubricant Specifications in the Appendices).

2. Drain, flush, inspect, and fill withthe specified oil (refer to the Lubricant Specifications in theAppendices).

3. Adjust wheel bearings to recom-mended preload.

4. Inspect and replace defectiveparts.

6. Loss of oil out ofthe final drives (Planetary Axles)

1. Damaged or broken wheel drivergasket.

2. Damaged or broken hub cap gasket.

3. Damaged or excessively wornwheel oil seals.

4. Loose wheel bearings.

1. Replace gasket.

2. Replace gasket.

3. Replace oil seals and adjust wheelbearings properly.

4. Adjust wheel bearings properly andreplace oil seal.

7. Noisy final drives (Planetary Axles)

1. Low oil level.

2. Worn bearings in wheels or planetgears.

3. Chipped gear teeth.

1. Fill to correct level with recom-mended oil (refer to the Fuel andLubricant Specifications in the Appendices).

2. Replace bearings.

3. Replace gears.

T 180S - 360L (Rev. 02/24/04)

14-7T 180S - 360L (10/02)

Drive Axle Troubleshooting (with Wet Disc Brakes)


1. Differential overheats

1. Low oil level.


3. Incorrect bearing adjustment.

4. Breather in differential housing isplugged.




3. Adjust bearings. Replace any thatare damaged or excessively worn.


5. Drain oil down to the check pluglevel in the differential.

2. Loss of oil out ofthe differential

1. Damaged or badly worn pinionshaft oil seal.

2. Loose carrier mounting bolts.

3. Breather in differential housing isplugged; forcing oil by the seals.

1. Replace oil seal and check forloose pinion bearings or pinion nut.

2. Check and tighten mounting bolts.Replace gasket if damaged or bro-ken.


3. Noisy differential

a. Noise on drive

b. Noise on coast

c. Constant noise

d. Noise on turns

a. Ring gear and pinion adjust-ment is too loose (excessive back-lash).1) Drive shaft is out-of-phase

b. Ring gear and pinion adjust-ment is too tight (insufficient back-lash).c.

1) Worn bearings.2) Chipped gear teeth.

d. Worn or damaged differentialpinion gears, side gears, or pinionjournals.

a. Adjust.

1) When the transmission to axledrive shaft is installed, the flangeson the drive shaft, must be alignedas shown in Illustration 11-1. If theflanges are not aligned, repositionthe splines to bring the flanges intoalignment. If this is not followed,the drive shaft will be out of phase,and vibration and noise may occur.b. Adjust.

c.1) Replace bearings.2) Replace gear.

d. Replace differential parts.

T 180S - 360L (Rev. 02/24/04)

T 180S - 360L (10/02)14-8


4. Noisy final drives (Planetary Axles)

1. Low oil level.

2. Worn bearings in wheels or planetgears.

3. Chipped gear teeth.


2. Replace bearings.

3. Replace gears.

5. Final drives over-heat (PlanetaryAxles)

1. Low oil level.


3. Incorrect lubricant for operatingtemperature.

4. Wheel bearings improperly adjusted.

5. Scored planet pins.

1. Fill to correct level with recom-mended oil.


3. Install the correct lubricant speci-fied for temperature range.

4. Adjust wheel bearings to recom-mended preload.

5. Inspect and replace defectiveparts.

6. Loss of oil out offinal drives (Planetary Axles)

1. Damaged or broken wheel drivergasket.

2. Damaged or broken hub cap gas-ket.

3. Damaged or excessively wornwheel oil seals.

4. Loose wheel bearings.

1. Replace gasket.

2. Replace gasket.

3. Replace oil seals and adjust wheelbearings properly.

4. Adjust wheel bearings properly andreplace oil seal.

7. Brake oil level iscontinuously lowwith no signs of external leakage

1. Brake piston seals are possiblyleaking.

1. Replace seals.

8. Gear oil level inhub is continuous-ly too high

1. Seal between brake housing andwheel hub may be leaking.

2. Cooling fluid pressure is too high.

1. Replace seal.

2. Have brake coolant pressure reliefvalve cartridge replaced.

9. Signs of externalleakage exist

1. Clean surface and then determinelocation of leakage.

1. Replace seals.

T 180S - 360L (Rev. 02/24/04)

Section 15

Brake Control System

15-1T 180S - 360L (10/02)

Introduction. The brake control system controlsthe slowing down and stopping of the truck. Airpressure from the air tank is controlled by the footoperated brake valves (pedals) which directly actuate the axle mounted air brake chambers orpressure converter (if equipped), and apply thebrakes. If the left brake valve is depressed, inaddition to applying the brakes, the air pressure isrouted to the transmission control valve, whichmodulates the clutch pressure providing true inch-ing control.

Major Components (Illustration 15-2). The brakecontrol system consists of an engine driven aircompressor, air governor, air tank with two manualdrain valves, safety valve, inching / service brakevalve pedal (LH), service brake valve pedal (RH),parking brake valve, brake relay valve, doublecheck valve, and a quick release valve. If truck isequipped with wet disc brakes, a pressure con-verter, breather, and brake reservoir will be usedas well. Refer to the illustrations as indicated foridentification of parts.

Air Governor (Illustration 15-1). The air governorcontrols the air compressor. When system airpressure reaches the setting of the air governor,the air governor signals the compressor to shutoff. The air governor has a 20 psi differential be-tween cut-in (on) and cut-out (off). The air gover-nor has been set for 105 psi maximum air pres-sure. Normal air gauge indications will bebetween 85 - 105 psi. Perform the following pro-cedures to adjust the air governor:

�� Death or serious injury couldresult from a runaway truck. Park the truck ona hard, level surface, block the wheels in bothdirections to prevent movement of the truckand Lock Out & Tag Out the truck.

1. Park the truck on a hard, level surface, blockthe wheels of the truck in both directions,place the parking brake in the released posi-tion and Lock Out &Tag Out the truck.

2. Exhaust the system air pressure to some val-ue below 85 psi, by pulling the drain lanyardsand observing the air pressure gauge.

�� Contact with rotating compo-nents of the engine could result in seriousbodily injury. When adjusting the air pressureon the air governor, the engine must be shutdown.

3. Remove the cover from the air governor.

4. Loosen the nut and turn the set screw counter-clockwise to increase air pressure or clockwiseto decrease air pressure.

5. Start the engine and observe the air pressuregauge. If the air pressure is above or below105 psi, repeat procedures 1. through 5. toobtain the correct system air pressure.

6. Tighten the nut and re-install the cover.

INSTRUMENT PANELAIR PRESSURE GAUGE

COVER

AIRGOVERNOR

NUT

SETSCREW

Illustration 15-1. Air Governor

T 180S - 360L (Rev. 01/03)

T 180S - 360L (10/02)15-2

AIR PRESSUREGAUGE

(Illustration 15-1)

SERVICEBRAKE VALVE

(Illustration 15-4)

INCHING BRAKEVALVE

(Illustration 15-4)

AIR INCHINGCYLINDER

(Illustration 15-9)

DOUBLE CHECKAND QUICK

RELEASE VALVES(Illustration 15-6)

BRAKE ACTUATORS

(Illustrations 15-10and 15-12)

PARKING BRAKECHAMBER

(Illustration 15-8)

AIR TANK(Illustration 15-3)

AIR DRAINCABLES


AIR GOVERNOR(Illustration 15-1)

PARKING BRAKEVALVE

(Illustration 15-5)

BRAKE RELAYVALVE

(Illustration 15-7)

Illustration 15-2. Brake Control System Components Identification

15-3T 180S - 360L (10/02)

INDICATES AIR FLOW

SAFETYVALVE

CHECKVALVE

BAFFLE

Illustration 15-3. Air Tank Components

Air Tank (Illustration 15-3). The air tank is a split-tank design. The compartments of the air tankare isolated by a baffle and a check valve. Allcompressors pass a certain amount of oil in orderto lubricate the cylinder walls and piston rings.Also, depending on the humidity, air entering thecompressor contains a certain amount of water.This oil and water normally enters the air tank inthe form of vapor as the result of heat generatedduring compression. After reaching the air tank,they condense to form water emulsion that mustbe drained off before entering the brake system.The air tank is used to store air in order to buildpressure for brake actuation.

�� The safety valve (Illustration15-3) has been preset at factory to release airpressure at 135 psi. Do not attempt to changethe adjustment.

Manual Drain Valves (Illustration 15-2). The airtank is equipped with two manually operated drainvalves to drain any collection of oil and wateremulsion from each compartment of the air tank.The air tank should be drained daily by pullingboth drain valve pull cables (located on the leftside beneath the steps) out and holding themopen until all moisture has evacuated.

Air Hoses. All air hoses should be checkedmonthly or every 250 hours of operation, whichev-er comes first, for cracks and tight connections tothe fittings on the components.

Service Brake Valves (Illustration 15-4). Thereare two service brake valves used to stop thetruck. The service brake valve (RH - right-hand)actuates the service brakes when the brake pedalis applied. The inching / service brake valve (LH -left-hand) disengages the transmission and actu-ates the service brakes when the brake pedal is

T 180S - 360L (Rev. 12/03)

T 180S - 360L (10/02)15-4

LH

RH

INDICATES AIR FLOW

SYSTEM AIR

D - DELIVERYS - SOURCE

LOW AIRSWITCH (S14)

Illustration 15-4. Service Brake Valves

applied. Inching occurs between 0 - 20 psi of airpressure. At 20 psi, the transmission is disen-gaged.

Parking Brake Valve (Illustration 15-5)

Trucks Equipped With Wet Disc Brakes (includingthe TH 300 - 350L models equipped with shoe-type service brakes). The parking brake valve islocated on the instrument panel and when theparking brake knob is pushed in, supplies air pres-sure to release the spring applied parking brake,disengaging the parking brake. When the parkingbrake knob is pulled out, the air pressure is released and an internal spring in the parkingbrake chamber will apply the parking brake.

Trucks Equipped With Shoe-Type Service Brakes(excluding the TH 300 - 350L models). The ser-

vice brakes are used as parking brakes when theparking brake knob is pulled out. When the park-ing brake knob is pulled out, the air pressure isreleased and an internal spring in the brake actuators will apply the parking / service brakes.

The parking brake valve has been equipped witha normally closed, 30 psi air pressure switch(S12). When the parking brake(s) are applied, theswitch closes and sends 12 VDC to the brakesav-er relays K8 (forward) and K9 (reverse). This willenergize both the relays and open the contacts ofpins 3 and 4 respectively. This interrupts (opens)the path of current flow from the shifter to the for-ward and reverse solenoids (located on the con-trol valve of the transmission). The solenoids can-not be electrically energized as long as K8 and K9are energized.

15-5T 180S - 360L (10/02)

PARKING BRAKEVALVE (PP1)

PARKING BRAKESWITCH (S12)

(30 PSI)

INDICATES AIR FLOW

Illustration 15-5. Parking Brake Valve

Low Air Warning System (Illustration 15-5). Inthe event the air pressure in the system drops below 60 psi, the LOW AIR warning light will illu-minate and a buzzer will sound to warn of low airpressure. If the air pressure in the system contin-ues to drop below 40 psi, the parking brake valvewill automatically pop out and apply the parkingbrake(s).

Air pressure must be above 40 psi and the park-ing brake knob must be pushed in to release theparking brake(s). If the parking brake knob ispushed in when the air pressure is below 40 psi, itwill immediately return to the out position and theparking brake(s) will not release.

Brake Relay Valve (Illustration 15-7). The pur-pose of the brake relay valve is to acheive parkingbrake release air pressure quicker. The brake

relay valve is supplied with system air pressure.When the parking brake valve’s knob is pushed in,an air signal is sent to the brake relay valve, diverting system air pressure to the drive axle’sbrake actuators to release the parking brake. Additionally, the brake relay valve supplies systemair pressure to the parking brake chamber (located on the back of the tranmission for the TH 300 - 350L model trucks) to release the park-ing brake.

Double Check Valve (Illustration 15-6). Thedouble check valve is used to isolate the twobrake valves (pedals).

Quick Release Valve (Illustration 15-6). Thequick release valve releases the air pressure usedto apply the service brake, improving braking response.

T 180S - 360L (10/02)15-6

INDICATES AIR FLOW

DOUBLE CHECKVALVE

QUICK RELEASEVALVE

Illustration 15-6. Double Check and Quick Release Valves

INDICATES AIR FLOW

Illustration 15-7. Brake Relay Valve

Air Inching Cylinder (Illustration 15-9). The airinching cylinder (10) is controlled by the leftservice brake pedal. The purpose of the airinching cylinder is to neutralize the transmissionwhile allowing the engine to operate at high rpmsfor increased hydraulic pump flow. Inching occursbetween 0 - 20 psi of air pressure. At 20 psi, thetransmission is completely disengaged. When thebrake pedal is released, a spring in the inchingspool will extend and re-engage the transmission.

Bellcrank Lubrication (Illustration 15-9). Lubri-cate the bellcrank grease fitting (15) every 6 months or 1500 hours, whichever comes first.

Parking Brake Chamber Adjustment (Illustration15-9). The parking brake chamber is located onthe back of the transmission. It should bechecked, every 6 months or 1500 hours, whichev-er comes first, to see if adjustment is required.The parking brake must be capable of holding theloaded truck on a 15 percent grade. If adjustmentis required, perform the following procedures:

��

� Death or serious injury could result from arunaway truck. Park the truck on a hard,level surface, block the wheels in both

15-7T 180S - 360L (10/02)

directions to prevent movement of the truckand Lock Out & Tag Out the truck.

� Highly loaded spring inside this housing cancause serious physical injury or death. DoNot remove screws from the parking brakechamber.


2. Remove the clevis pin from the outside andinside links. Rotate both links down to allowfree rotation of the clevis.

3. Loosen the nut and turn clevis clockwise acouple of turns. Tighten nut.

4. Reconnect the outside and inside links to theclevis.

5. The parking brake must be capable of holdingthe truck on a 15 percent grade with a ratedload. Position the truck with a rated load on a15 percent grade (15’ rise over 100’ distance).Apply the parking brake. If the parking brakewill not hold the truck with rated load on a 15 percent grade, repeat procedures 1.through 5.

HIGHLY LOADED SPRING INSIDE THISHOUSING CAN CAUSE SERIOUS PHYSICALINJURY OR DEATH

DO NOT REMOVE SCREWS

INSIDE LINK

OUTSIDE LINK

BRAKEACTUATION LEVER

BOLT

CLEVIS

NUT

BRAKECALIPER

PARKINGBRAKE CHAMBER

CLEVIS PIN ANDCOTTER PIN

Illustration 15-8. Parking Brake Actuation Adjustment and Friction Pad Replacement

T 180S - 360L (10/02)15-8

Parking Brake Pads (Illustration 15-8). The park-ing brake pads should be checked for wear every6 months or 1500 hours, whichever comes first. Ifthe parking brake actuator adjustment cannot bemade, because the parking brake pads are worn,then the brake pads must be replaced. The park-ing brake pads should be replaced when the thick-ness of the brake pad friction material is 1/16” orless. The parking brake pads must be replaced inpairs.Perform the following procedures to replace theparking brake pads:

�� Death or serious injury couldresult from a runaway truck. Park the truck ona hard, level surface, apply the parking brake,block the wheels in both directions to preventmovement, and Lock Out & Tag-Out the truck.


2. Disconnect the outside and inside links fromthe brake actuation lever.

3. Remove both mounting bolts and spacers fromthe brake caliper.

4. Remove the brake caliper from the brake discon the transmission.

5. Using a flat-bladed screwdriver, pry out thebrake pads from the brake caliper. Careshould be used in removing the lever sidebrake pad. Do not to break off the plastic cen-ter snap tabs off the plastic brake actuatorcover.

6. Before replacing the brake pads, clean out theexisting pad glue from the pad compartment.

7. Install the new lever side brake pad.

NOTE: If the plastic center snap tabs are gone,dab some silicone gasket adhesive around theback edge of the lever side brake pad.

8. Place a layer of silicone gasket adhesive allalong the back edge of the new carrier brakepad and install pad.

9. Install the brake caliper on the brake disc ofthe transmission. Place spacers between thetransmission and the brake caliper. Then,

install the mounting bolts and torque to159-175 ft-lbs.

10. Reconnect the outside and inside links to thebrake actuation lever.

11. Perform the Parking Brake Chamber Adjust-ment procedures to verify that the parkingbrake is operating properly.

Air Inching Adjustments (Illustrations 15-9).Perform the following procedures to adjust the airinching cylinder (10) to inching spool linkage:

�� Death or serious injury couldresult from a runaway truck. Park the truck ona hard, level surface, apply the parking brake,block the wheels in both directions to preventmovement, and Lock Out & Tag-Out the truck.

1. Park the truck on a hard, level surface, applythe parking brake, block the wheels in bothdirections to prevent movement, and Lock Out& Tag Out the truck.

2. Loosen the bolts (1) securing the bellcrankstop bracket (2).

3. Disconnect clevis (3) from the bellcrank (4) byremoving clevis pin (5).

4. Disconnect the rod clevis assembly (6) fromthe inching valve spool (7) by removing clevispin (8).

5. Adjust the clevis assembly (6) to obtain alength of approximately 3 3/16” from the cen-ter pin to center pin. Tighten jam nut.

6. Grease the bellcrank grease fitting (15) andmanually rotate the bellcrank (4) back andforth to ensure free rotation of the bellcrank.

7. Reconnect the clevis assembly (6) to the inch-ing valve spool (7) and manually rotate thebellcrank (4) back and forth to ensure freerotation of the bellcrank and travel of the inch-ing spool. The inching spool should travelapproximately 1/2”.

8. Manually extend the rod of the air inching cylinder (10).

9. Adjust the clevis (3) to obtain a length of 8 15/16” from the center to center of clevispins (11 and 5).

10. Reconnect the air inching cylinder (10) to thebellcrank (4).

15-9T 180S - 360L (10/02)

11. Manually actuate the inching spool by rotatingthe bellcrank (4). Ensure free rotation of thebellcrank and that the inching spool travelsapproximately 1/2”.

12. Note and mark the position of the inboard sideof the bellcrank (4) [the side facing the air cyl-

inder (10)] on the bellcrank mounting bracket(12) when the air inching cylinder is fully retracted.

13. Release the bellcrank (4), allowing it to returnto the engaged position.

TRANSMISSIONDISENGAGED

TRANSMISSIONDISENGAGED

101133

2

4

14

6

9

125

11

3-3/16”Procedures 4. & 5.

1/2”

6

5

9

7

8

1. BOLT2. BELLCRANK STOP BRACKET3. CLEVIS4. BELLCRANK5. CLEVIS PIN6. CLEVIS ASSEMBLY7. INCHING VALVE SPOOL8. CLEVIS PIN9. ROD END10. AIR INCHING CYLINDER11. CLEVIS PIN12. BELLCRANK MOUNTING

BRACKET13. JAM NUT14. JAM NUT15. GREASE FITTING

15

TRANSMISSIONENGAGED

Illustration 15-9. Air Inching Cylinder Components Identification

T 180S - 360L (Rev. 08/03)

T 180S - 360L (10/02)15-10

14. Position the bellcrank stop bracket (2) 1/32”nearer to the bellcrank (4) than the mark madein procedure 12. and tighten the bellcrank stopbracket. With the bellcrank stop bracket prop-erly positioned and secured, manually rotatethe bellcrank against the stop bracket. Themeasured distance from the center to centerof clevis pins (11 and 5) will be approximately7 5/8”.

Brake Actuator Linkage Adjustments. Thebrake actuator linkage must be adjusted as fre-quently as required for correct operation and safe-ty. The adjustments must give correct clearancebetween the linings and drum, correct push rodtravel and correct balance between the brakes..The service brakes must be cleaned, inspected,adjusted, and camshaft bracket assembly / slackadjuster lubricated (refer to the Lubrication sec-tion in the Appendices for lubrication of theseitems) every time the wheel hubs are removed.The planetary drive axle of this truck is equippedwith two brake chambers.

The slack adjuster has a manual adjustment tocompensate for service brake lining wear. Per-form the following procedures to adjust thebrakes:

�� Highly loaded spring insidethe brake actuators can cause seriousphysical injury or death. Do Not attempt todisassemble the brake actuators. Only replaceas a complete unit.

1. Start the engine and allow system air pressureto reach 105 psi.

�� Death or serious injury couldresult from a runaway truck. Park the truck ona hard, level surface, block the wheels in bothdirections to prevent movement of the truckand Lock Out & Tag Out the truck.

2. Park the truck on a hard, level surface, blockthe wheels of the truck in both directions andLock Out & Tag Out the truck.

3. With the service brakes not applied, measurethe distance from the bottom of the brake actuator to the center of the clevis pin on bothservice brakes (see Illustration 15-10). Recordeach dimension.

4. The correct measurement obtained in proce-dure 3. must be 2.62 inches�0.125.

5. Have another person apply and hold the ser-vice brake pedal. Measure the distance fromthe bottom of the brake actuator to the centerof the clevis pin on both service brakes. Themaximum measurement must not exceed 5.12 inches�0.125 (PRC-425Q drive axle) or4.87 inches�0.125 (PRC-775P drive axle).

6. Brake adjustment is required when the brakesare applied and the brake actuator stroke isequal to or exceeds 5.12 inches�0.125(PRC-425Q drive axle) or 4.87 inches�0.125(PRC-775P drive axle).

7. With a socket wrench on the adjusting screwof the slack adjuster, apply pressure on thesocket to depress the spring-loaded locksleeve (see Illustration 15-11).

8. With the service brakes not applied, turn theadjusting screw until the linings touch thebrake drum.

9. Turn the adjusting screw in the opposite direc-tion one or two clicks so that the linings justclear the brake drum. Rotate the drum tocheck for clearance.

NOTE: The brake drum must rotate freely whenthe brakes are not applied.

10. When adjustment is completed, ensure thatthe spring-loaded lock sleeve has moved intoposition to lock the adjusting screw. If not, rotate the adjusting screw slightly to allow thesleeve to move into the locked position.

�� After any brake adjustment ormaintenance, a safety check of brake opera-tion with the machine in motion must be per-formed prior to returning the machine to ser-vice.

11. Replace brake shoes when the thickness ofthe lining is 1/4 inch (.63 mm) at its thinnestpoint. Replace brake shoes in pairs.

�� Do not let brake lining wear to the point that the rivets touch the brakedrum. Damage to the drum will occur.

15-11T 180S - 360L (10/02)

RELEASED

APPLIED

2.62 + 0.125

5.12 + 0.125 (PRC425Q)

BRAKEACTUATOR

PUSHROD

CLEVISPIN

MANUALSLACK

ADJUSTER

4.87 + 0.125 (PRC775P)(MAXIMUM ALLOWABLE STROKE)

Illustration 15-10. Brake Actuating Mechanism

PUSH RODLOCKSLEEVE

ADJUSTINGSCREW

SPRING

SLACKADJUSTER

CLEVIS

Illustration 15-11. Brake Adjustment

Caging The Brake Actuator (Illustration 15-12).Perform the following procedures to cage thebrake actuator:

��

� Death or serious injury could result from arunaway truck. Park the truck on a hard,level surface, block the wheels in bothdirections to prevent movement of the truckand Lock Out & Tag Out the truck.

� If the brake actuator shows structural dam-age, Do Not attempt to cage the brake actua-tor. Replace brake actuator immediately. DoNot attempt to repair brake actuator, only replacement is authorized.

� If the brake actuator is structurally damagedbefore discarding, disarm the brake actuator.

T 180S - 360L (10/02)15-12

To disarm, use a suitable Safety Chamber.Failure to disarm assembly prior to disposalmay, in time, result in spontaneous releaseof the brake actuator and its contents, whichcould cause death, servere personal injuryand / or property damage.

1. Park the truck on a hard, level surface, blockthe wheels of the truck in both directions toprevent movement and Lock Out & Tag Outthe truck.

NOTE: Caging of the brake actuator is made easier if the parking brakes are released.

2. Remove the release tool (located in the sidepocket of the brake actuator).

3. Remove the dust plug from the key hole (located on the back of the brake actuator).

4. Insert the release tool’s stud through the keyhole of the brake actuator into the pressureplate. Note that the release tool’s stud is illus-trated (Illustration 15-12), inserted into the keyhole of the brake actuator.

5. Turn the release tool 1/4 turn clockwise.

6. Pull on the release tool to ensure that studcrosspin is properly seated in the pressureplate.

7. Assemble the release stud washer and nut on the release tool’s stud, finger tight.

8. To retract the compression spring of the brakeactuator, tighten the release stud nut with ahand wrench. Ensure that the push rod is retracting.

��

� The brake actuator contains a very powerfulcompression spring. Do Not attempt todisassemble the brake actuator. The springin the brake actuator can release withenough force to cause death or severepersonal injury.

� Do not stand directly in front of the air cham-ber when tightening the release stud nut.Stand to the side of the air chamber.

� Do Not use an impact wrench to tighten therelease stud nut.

9. Continue to tighten the release stud nut untilthe release tool’s threads are a minimum of

2.915” (PRC425Q) or 3.602” (PRC775P) beyond the release stud nut.

��

� Overtorquing of the release stud nut cancause pressure plate damage.

� If this minimum measurement [2.915”(PRC425Q) or 3.602” (PRC775P)] cannot beattained by use of the hand wrench only, thebrake actuator is structurally damaged.Discard and replace the brake actuator.

PUSH ROD

DUST PLUG

RELEASESTUD NUT

RELEASESTUD

WASHER

RELEASESTUD

Illustration 15-12. Brake Actuator

Optional Wet Disc Brakes Components (Illustra-tion 15-13). The optional wet disc brake controlsystem components, described below, include apower cluster, breather, brake reservoir, and anair-released drive line parking brake.

Power Cluster (Illustration 15-14). The powercluster, located on the right side of the chassis,converts system air pressure to hydraulic brakeapply pressure. The power cluster operates on a11.8 to 1 ratio (example, 100 psi of air pressurewill yield approximately 1180 psi of hydraulic brakeapply pressure). Should the power cluster over-stroke, the overstroke switch (S27, Illustration6-13) will close, sending ground to the Brake Faultlight (DS8), illuminating the Brake Fault light.

15-13T 180S - 360L (10/02)

Power Cluster Breather (Illustration 15-14). Thepower cluster breather, located on the right sideabove the drive axle, vents the air chamber of thepower cluster. When the service brakes are re-leased, a spring will force the air piston back to itsneutral postion. The vent allows air to be drawninto the back side of the air piston, preventing anair void (vacuum) from being created on the backside of the piston that could retard or prevent theair piston from going to its neutral position. Replace the breather when it becomes clogged.

Brake Reservoir (Illustration 15-14). The brakereservoir, located on the left side above the driveaxle, contains the hydraulic fluid utilized by thepower cluster to apply the service brakes. Referto Checking The Brake Reservoir HydraulicFluid when adding hydraulic fluid to the brake res-ervoir.

�� Do not use DOT 3 brake fluidin the brake reservoir. Use only the specifiedfluid found in the Fuel and LubricantSpecifications in the Appendices.

Checking The Brake Reservoir Hydraulic Fluid(Illustration 15-14). The hydraulic fluid used forbrake application is stored in the brake reservoirand should be checked monthly or every 250hours, whichever comes first, to maintain theproper fluid level. The capacity of the brake reser-voir is approximately 1 pint. The brake reservoirshould be filled to 1/2” from the top of the reser-voir. The hydraulic fluid used in the brake reser-voir is the same type hydraulic fluid used in thehydraulic tank. When adding hydraulic fluid to thebrake reservoir, care must be taken to remove therubber boot from the reservoir. Use only specifiedbrake actuator hydraulic fluid (refer to Fuel andLubricant Specifications in the Appendices).

��

� The rubber boot of the brake reservoir canbe sucked down as the fluid is drawn intothe power cluster. Do not add fluid beforeremoving the rubber boot from the brakereservoir housing.

� Do not use DOT 3 brake fluid in the brakereservoir. Use only the specified fluid foundin the Fuel and Lubricant Specifications inthe Appendices.

Changing The Brake Reservoir Hydraulic Fluid(Illustration 15-14). The fluid should be changedonly when the brake reservoir is removed or replaced.

Brake Bleeding. Bleeding the brake system requires two servicemen. One to operate the ser-vice brake pedal and another to open and closethe bleeder valves.

Power Cluster (Illustration 15-14). The powercluster Must be bled before bleeding the wheelbrake housings. Perform the following proceduresto bleed the power cluster:

��

� Death or serious injury could result from arunaway truck. Park the truck on a hard,level surface, apply the parking brake, andblock the wheels in both directions toprevent movement of the truck.

� Do not reuse hydraulic fluid that is removedfrom the service brake during brakebleeding.

� Properly dispose of hydraulic fluid that isremoved from the service brake.

1. Park the truck on a hard, level surface, applythe parking brake, and block the wheels of thetruck in both directions to prevent movement.

2. Ensure that the brake reservoir is full (seeChecking The Brake Reservoir HydraulicFluid).

3. Start the engine, allow the air pressure to buildto normal operating pressure and shut downthe engine.

4. Have someone apply one of the service brakepedals and hold it down.

5. Open the bleeder valve on the power clusterabout 1/2 turn, allowing air and hydraulic fluidto vent.

6. Close the bleeder valve.

7. Release the service brake pedal.

8. Repeat procedures 3., 4., 5., 6., and 7. until abubble-free flow of fluid is observed while con-tinuing to check the level of fluid in the brakereservoir. Do Not let the brake reservoir fluidlevel get low.

9. Bleed the right and left service brakes by fol-lowing the procedures listed below.

T 180S - 360L (10/02)15-14

AIR PRESSUREGAUGE

(Illustration 15-1)

SERVICEBRAKE VALVE

(Illustration 15-4)

INCHING BRAKEVALVE

(Illustration 15-4)

AIR INCHINGCYLINDER

(Illustration 15-9)

DOUBLE CHECKAND QUICK

RELEASE VALVES(Illustration 15-6)

PARKING BRAKECHAMBER

(Illustration 15-8)

AIR TANK(Illustration 15-3)

AIR DRAINCABLES


AIR GOVERNOR(Illustration 15-1)

PARKING BRAKEVALVE

(Illustration 15-5)

POWERCLUSTER

(Illustration 15-14)

BRAKEMANIFOLD VALVE(Illustration 15C-1)

BRAKERESERVOIR


BRAKE COOLINGVALVE

(Illustration 15C-2)

BREATHER(Illustration 15-14)

BRAKE RELAYVALVE

(Illustration 15-7)

Illustration 15-13. Optional Wet Disc Brakes Control System Components Identification

15-15T 180S - 360L (10/02)

1. HOSE ASSEMBLY2. ELBOW3. HOSE ASSEMBLY4. STRAIGHT FITTING5. BREATHER6. STRAIGHT FITTING7. BUSHING8. COUPLING9. HOSE ASSEMBLY10. HOSE ASSEMBLY11. ELBOW12. QUICK PRESSURE CHECK13. TEE14. TEE15. BUSHING16. AIR HOSE ASSEMBLY17. ELBOW18. BOLT19. LOCKWASHER20. PRESSURE CONVERTER21. MOUNTING PLATE22. 45� FITTING23. BRAKE RESERVOIR24. NUT25. LOCKWASHER26. BOLT27. CROSS-MEMBER PLATE28. BLEEDER VALVE

13

14

15

16

17

1819

20

5

67

8

9

10

12

11

1

2

34

3

11

21

22

23

2425

26

27

28

Illustration 15-14. Power Cluster and Brake Reservoir Components

Right and Left Service Brakes (Illustration 14-2).The right and left service brakes must be bled after performing the Power Cluster bleeding pro-cedures listed above. Perform the following pro-cedures to bleed the service brakes:

�� Before checking or servicingthe drive axle, park truck on level ground,apply the parking brake, and block the wheelsin both directions to prevent movement.

1. Start the engine, allow the air pressure to buildto normal operating pressure and shut downthe engine.

2. Have someone apply one of the service brakepedals and hold it down.

3. Open the bleeder valve about 1/2 turn on theleft front wheel brake housing, allowing air andhydraulic fluid to vent.

4. Close the bleeder valve.

5. Release the service brake pedal.

6. Repeat procedures 1., 2., 3., 4., and 5. until abubble-free flow of fluid is observed while con-tinuing to check the level of fluid in the brakereservoir. Do Not let the brake reservoir fluidlevel get low.

7. Repeat procedures 1. through 6. to bleed theright service brake.

T 180S - 360L (10/02)15-16

Pneumatic Brakes Troubleshooting (Illustration 15-15)


1. No brakes or weakbrakes

1. Brake actuator linkage needs adjusting.

2. Worn, broken or damaged brakeshoe linings.

3. Low system air supply.

4. Brakes are overheating.

5. Defective quick release valve.

6. Damaged or restricted air hose.

7. Defective brake actuator(s).

8. Brake camshaft does not rotatefreely in the camshaft bracket assembly.

1. Adjust linkage (refer to Brake Actuator Linkage Adjustments inthis section for adjustment proce-dures).

2. Replace brake shoes.



5. Replace quick release valve.

6. Replace air hose.

7. Replace brake actuator(s).

8. Lubricate camshaft bracket assem-bly.

2. Low air pressure(no air operatedcomponents acti-vated)

1. Mis-adjusted air governor.

2. Air leak in air system supply.

3. Drain valve(s) of air tank is not fullyclosed or defective.

4. Defective check valve in air tank.

5. Defective safety relief valve.

6. Defective left or right service brakevalve.

7. Defective parking brake valve.

8. Defective air compressor.

9. Defective brake relay valve.

1. Re-adjust the air governor for theproper pressure (refer to the AirGovernor in this section for adjust-ment procedures).

2. Check all connections and hosesfor leaks. Repair as required.

3. Ensure that drain valve(s) fullycloses and is sealing off the airtank. Replace drain valve(s) if required.

4. Repair or replace check valve.

5. Replace safety relief valve as required.

6. Replace left or right service brakevalve. Ensure that the low air pres-sure switch (S14) in the left brakevalve is properly installed and thatthere is no air leak at this junction.

7. Replace parking brake valve.

8. Repair or replace air compressor.

9. Replace brake relay valve.

15-17T 180S - 360L (10/02)


3. Excessive loss ofair pressure withan air operatedcomponent acti-vated


2. Air leak between air supply and activated component.




6. Defective parking brake chamber(if equipped).

7. Defective seals in the air inchingcylinder.


1. Replace left or right service brakevalve.



4. Replace the brake actuator and adjust the linkage as required (refer to Brake Actuator LinkageAdjustments in this section for adjustment procedures).


6. Replace parking brake chamber.

7. Replace air inching cylinder.


4. Brakes release tooslowly or drag

1. Brake’s slack adjuster needs adjusting.


3. Restricted or crimped air hose.





1. Adjust the brake’s slack adjuster(s)(refer to Brake Actuator LinkageAdjustments in this section for adjustment procedures).


3. Locate restriction and correct.





5. Brakes overheat 1. Excessive duty cycle (excessiveapplication of brakes).

2. Overloading of the truck.


1. Adjust duty cycle.

2. Stay within the truck’s rated capacity.


T 180S - 360L (10/02)15-18


6. Truck pulls to oneside when servicebrakes are applied


2. Worn, broken, or damaged brakeshoe linings.


4. Damaged or restricted air hose.



2. Replace brake shoes.


4. Replace air hose.


7. Transmission doesnot neutralizewhen the left brakepedal is depressed

1. Inching spool is stuck.

2. Inching spool is defective.

3. Air inching cylinder is defective.

4. Air inching cylinder bellcrank’s rotation is restricted.

1. Repair or replace inching spool.

2. Replace inching spool.


4. Lubricate and / or adjust bellcrank(refer to Air Inching Adjustmentsin this section for adjustment pro-cedures).

Wet Disc Brakes Troubleshooting (Illustration 15-16)


1. No brakes or weakbrakes

continued

1. Empty brake reservoir.

2. Leak in the line between the brake reservoir and the pressureconverter.

3. Leak in line between the powercluster and brake housings.

4. Defective piston seals.

5. Low air supply.

6. Defective power cluster seals.

1. Fill brake reservoir to the properlevel with the specified fluid (referto the Fuel and Lubricant Specifi-cations in the Appendices).

2. Inspect hydraulic hoses and repairif needed.

3. Inspect hydraulic hoses and repairif needed.

4. Refer to the manufacturer’s axlemanual for isolation of defectivepiston seals (which side) and repairs.


6. Replace pressure converter seals.

15-19T 180S - 360L (10/02)


1. No brakes or weakbrakes(Continued)

7. Worn or damaged disc(s) insidebrake housing.

8. Air is in the brake system betweenthe power cluster and brake hous-ings.


7. Refer to the manufacturer’s axlemanual for repairs.

8. Bleed the brake system (refer toWet Disc Brake Bleeding in thissection).

9. Refer to Problem 1. of the WetDisc Brakes Cooling SystemTroubleshooting chart in Section 15C.

2. Brakes will not release



3. Worn or damaged disc(s) in brakehousing.

4. High pressure brake-apply port ofthe brake housing is blocked (thesame port the power cluster forcesthe hydraulic fluid through to move the piston in the brake hous-ing is the same port used to expelthe fluid from the brake housing).




4. Remove blockage from the highpressure brake-apply port of thebrake housing.Loosen the bleeder valve to allowtrapped fluid to escape. Removethe high pressure brake-apply hosefrom the brake housing. Insert apaper clip in the port to remove theblockage, reassemble, and performthe Brake Bleeding procedureslocated in this section.

3. Low air pressure(no air operatedcomponents acti-vated)

continued

1. Mis-adjusted air governor.

2. Air leak in air system supply.

3. Drain valve(s) of air tank is not fullyclosed or defective.

4. Defective check valve in air tank.

5. Defective safety relief valve.

1. Re-adjust the air governor for theproper pressure (refer to the AirGovernor in this section for adjust-ment procedures).


3. Ensure that drain valve(s) fullycloses and is sealing off the airtank. Replace drain valve(s) if required.

4. Repair or replace check valve.

5. Replace safety relief valve as required.

T 180S - 360L (10/02)15-20


3. Low air pressure(no air operatedcomponents acti-vated)(Continued)



8. Defective air compressor.


6. Replace left or right service brakevalve. Ensure that the low air pres-sure switch (S14) in the left brakevalve is properly installed and thatthere is no air leak at this junction.


8. Repair or replace air compressor.


4. Excessive loss ofair pressure withan air operatedcomponent acti-vated


2. Air leak between air supply and activated component.


4. Defective power cluster seals orpower cluster.


6. Defective parking brake chamber.

7. Defective seals in the air inchingcylinder.





4. Repair or replace power cluster.


6. Replace parking brake chamber.



5. Noisy brakes 1. Wrong type of hydraulic fluid is being used.


3. Internal failure inside the wheelend.

1. Use the approved fluid (refer to theFuel and Lubricant Specifica-tions in the Appendices).

2. Refer to Problem 1. of the WetDisc Brakes Cooling SystemTroubleshooting chart in Section15C.


15-21T 180S - 360L (10/02)

Illustration 15-15. Pneumatic Brakes Control Circuit

15-2431

HYDRAULICTANK

SPRINGBRAKE

CHAMBER

LEFT BRAKEVALVE

(INCHING)

RIGHTBRAKEVALVE

AIRHORN

TRANSMISSIONCONTROL

VALVE

AIRINCHING

CYLINDER

SAFETY(RELIEF)VALVE

GOVERNOR

AIRTANK

DRAINVALVES

DOUBLECHECKVALVE

QUICK RELEASEVALVE

PARKINGBRAKEVALVE

BRAKERELAYVALVE

LEFTBRAKE

ACTUATOR

RIGHTBRAKE

ACTUATOR

TO AIRPRES-SURE

GAUGE

BRAKERELAYVALVECUMMINS QSB5.9

ENGINE AIRCOMPRESSOR

BREATHER

AIRCOMPRESSOR

GOVERNOR

AIRINTAKEFILTER

T 180S - 360L (Rev. 12/03)

T 180S - 360L (10/02)15-22

15-23T 180S - 360L (10/02)

Illustration 15-16. Optional Wet Disc Brakes Control Circuit

15-2432

HYDRAULICTANK

SPRINGBRAKE

CHAMBER

LEFT BRAKEVALVE

(INCHING)

RIGHTBRAKEVALVE

AIRHORN

TRANSMISSIONCONTROL

VALVE

AIRINCHING

CYLINDER

SAFETY(RELIEF)VALVE

GOVERNOR

AIRTANK

DRAINVALVES

DOUBLECHECKVALVE

QUICKRELEASE

VALVE

PARKINGBRAKEVALVE

BRAKERELAYVALVE

TO AIRPRES-SURE

GAUGE

BRAKERELAYVALVECUMMINS QSB5.9

ENGINE AIRCOMPRESSOR

BREATHER

PRESSURECHECK

SPRINGBRAKE

CHAMBER

BREATHER

BRAKERESERVOIR

POWERCLUSTER

AIRCOMPRESSOR

GOVERNOR

AIRINTAKEFILTER

T 180S - 360L (Rev. 12/03)

T 180S - 360L (10/02)15-24

15C-Wet Disc Brakes Cooling System

Section 15C

Wet Disc Brakes Cooling System

15C-1T 180S - 360L (10/02)

Introduction. The brake cooling system main-tains a safe operating temperature by cooling thehydraulic fluid in the wet disc brake system.

Major Components (Illustration 15C-4). Thebrake cooling system consists of a pilot pump,brake manifold valve, hydraulic fluid cooler, brakecooling valve, various hoses, and fittings. Com-ponents of the brake cooling system can be replaced individually. Refer to the illustrations asindicated for location and identification of parts.

Pilot Pump (Illustration 15C-4). The pilot pump,located on the front side of the transmission, sup-plies approximately 7 gpm (at 2200 governed rpm)of hydraulic fluid to the brake manifold valve. Thispump contains a pilot relief that is set at 400 psi.

Brake Manifold Valve (Illustration 15C-4). Thebrake manifold valve, located on the left side ofthe truck’s chassis, protects the hydraulic fluid

cooler. It contains a pressure switch (S23, Illustra-tion 15C-1) and a relief valve set for 325 psi.Should back pressure in the hydraulic cooler cir-cuit exceed 325 psi, the relief valve will open and relieve pressure to the hydraulic tank. The brakemanifold valve also contains a 15 psi check; its’function is to ensure that anytime flow is present,that the 10 psi required to open pressure switch(S23) can be obtained. Should the hydraulic fluidpressure drop below 10 psi, pressure switch (S23)will close, sending ground to the (DS8), illuminat-ing the light.

Hydraulic Fluid Cooler (Illustration 15C-4). Thehydraulic fluid cooler, located on the back of the radiator, is forced-air cooled. Hydraulic fluid is cir-culated through the cooler’s tubes. The fan circu-lates air across the cooler and through fins to coolthe hydraulic fluid.

325 PSIPRESSURE

RELIEF VALVE

INDICATES BRAKECOOLING FLUID FLOW

PRESSURECHECK (BQ1)

PRESSURESWITCH (S23)

Illustration 15C-1. Brake Manifold Valve

T 180S - 360L (10/02)15C-2

Brake Cooling Valve (Illustration 15C-4). Thebrake cooling valve, located above the differentialof the drive axle, divides the flow equally to eachbrake housing and monitors brake coolant temper-ature. Approximately 7 gpm will enter the brakecooling valve. There are two modulating orifices,internal to the valve, that will regulate and dividethe flow of hydraulic fluid equally to each brakehousing (3.5 gpm). In addition, there are two 15

psi check valves, located on the brake coolingvalve, that limit the wheel ends from seeing nomore than 15 psi of pressure, protecting the wheelend face seals. The temperature switch (S24, Il-lustration 15C-2), a normally open switch, willclose when the hydraulic fluid temperature exceeds 190�F. When the temperature switch(S24) closes, it will provide ground to the BrakeFail light (DS8), illuminating the light.

TEMPERATURESWITCH (S24)

15 PSI CHECKVALVES

INDICATES BRAKECOOLING FLUID FLOW

PRESSURECHECK (PRG1)

PRESSURECHECK (PRG2)

PRESSURECHECK (BCC)

Illustration 15C-2. Brake Cooling Valve

15C-3T 180S - 360L (10/02)

Wet Disc Brakes Cooling System Troubleshooting


1. Brakes overheat 1. Low hydraulic fluid in the hydraulictank.

2. Improper hydraulic fluid.

3. Hydraulic fluid cooler fins are restricted.

4. Excessive duty cycle (excessiveapplication of brakes).

5. Service brakes are not fully releas-ing.

6. The suction line of the pilot pump istaking in air.

7. Mis-adjusted pressure relief valvein the pilot pump.

8. Defective pressure relief valve inpilot pump.

9. Worn pilot pump.

10. Restriction in the brake manifoldvalve.

11. Defective pressure relief valve inthe brake manifold valve. Pressurerelief valve is stuck open.

12. Restriction in brake cooling valve.

13. Excessive air pressure in air system.

1. Fill hydraulic tank to the properfluid level.

2. Use specified fluid (refer to theFuel and Lubricant Specifica-tions in the Appendices).

3. Clean the hydraulic fluid cooler orremove restriction.

4. Allow hydraulic fluid to cool and adjust duty cycle.

5. Refer to Problem 2. in the WetDisc Brakes Troubleshootingchart in Section 15.

6. Check connections and tightenconnections.

7. Refer to Pressure ReducingValve and Pilot Pump Relief inSection 22 for proper adjustmentprocedures.

8. Replace pressure relief valve. Thepressure relief valve is normallyclosed and must open for any hydraulic fluid to pass in the brakecooling circuit.

9. Replace pilot pump.

10. Remove restriction from the brakemanifold valve.

11. Replace pressure relief valve.

12. Remove restriction from the brakecooling valve.

13. Adjust air governor to the properair pressure setting or replace airgovernor if required.

T 180S - 360L (10/02)15C-4

Illustration 15C-3. Brake Cooling Circuit

HYDRAULICTANK

HYDRAULICTANK

15C-0078 SHT. 01

SUCTIONSTRAINER

POWERCLUSTER

T 180S - 360L (Rev. 04/04)

15C-5T 180S - 360L (10/02)

Illustration 15C-4. Brake Cooling ANSI Circuit

15C-0078 SHT. 02

T 180S - 360L (Rev. 04/04)

T 180S - 360L (10/02)15C-6

15D-Air Dryer

Section 15D

Air Dryer System

15D-1T 180S - 360L (10/02)

Introduction. In the air dryer system (ifequipped), an air dryer collects and removes airsystem contaminates in solid, liquid, and vaporform before they enter the brake system. The airdryer provides clean, dry air to the components ofthe brake system which increases the life of thesystem. This air dryer system is to be used ontrucks with the Cummins B5.9-C160 engine.

Major Components (Illustration 15D-2). The airdryer system consists of an air dryer, wire har-ness, and hoses.

Changing the Desiccant Cartridge. The desic-cant cartridge should be changed every 3 years.The desiccant change interval may vary. Althoughtypical desiccant cartridge life is 3 years, many willperform adequately for a longer period of time. Inorder to take maximum advantage of desiccant lifeand assure that replacement occurs only whennecessary, it is important that the “Air Dryer Operation and Leakage Tests” procedures be per-formed.

NOTE: A small amount of oil in the system maybe normal and should not, in itself, be considereda reason to replace the desiccant; oil stained des-iccant can function adequately.

Air Dryer Inspection. The following should bechecked every 3 months to maintain proper opera-tion of the air dryer.

1. Check for moisture and the presence of waterin the air brake system by opening the drainvalve, located on the bottom of air tank. Ifmoisture is present, the desiccant cartridgemay require replacement; however, the follow-ing conditions can also cause water accumula-tion and should be considered before replac-ing the desiccant.a. An outside air source was used, bypassing

the air dryer.b. In areas where more than a 30 degree

range of temperature occurs in one day,small amounts of water can accumulate inthe air brake system due to condensation.Under these conditions, the presence ofsmall amounts of moisture is normal andshould not be considered as an indicationthat the dryer is not performing properly.

2. Check mounting bolts for tightness. Re-torquebolts to 23 - 32 ft-lbs. if necessary.

Air Dryer Operation and Leakage Tests. Thefollowing air dryer operation and leakage test pro-cedures should be performed every 3 months.

1. Test the outlet port check valve assembly bybuilding the air system to governor cut-out andobserving a test air gauge installed in the airtank. A rapid loss of pressure could indicate afailed outlet port check valve. This can beconfirmed by bleeding the system down, removing the check valve assembly from theend cover, subject air pressure to the unit andapply a soap solution to the check valve side.Leakage should not exceed a 1 inch bubble in1 second.

2. Check for excessive leakage around the purgevalve. With the compressor in loaded mode(compressing air), apply a soap solution to thepurge valve housing assembly exhaust port. Ifthe leakage exceeds a 1” bubble in 1 second,service the purge valve housing assembly.

3. Close reservoir drain valve. Build up systempressure to governor cut-out and note thatAD-9 purges with an audible escape of air.“Fan” the service brakes to reduce system airpressure to governor cut-in. Note that the sys-tem once again builds to full pressure and isfollowed by an AD-9 purge.

4. Check the operation of the safety valve bypulling the exposed stem while the compres-sor is loaded (compressing air). There mustbe an exhaust of air while the stem is held andthe valve should reseat when the stem is released.

5. Check all lines and fittings leading to and fromthe air dryer for leakage and integrity.

6. Check the operation of the end cover heaterand thermostat assembly during cold weatheroperation as follows:

a. Electric Power to the Dryer. With theignition or engine kill switch in the On posi-tion, check for voltage to the heater andthermostat assembly using a voltmeter ortest light. Unplug the electrical connectorat the air dryer and place the test leads oneach of the pins of the male connector. Ifthere is no voltage, look for a blown fuse,broken wires or corrosion in the vehiclewiring harness. Check to see if a goodground path exists.

T 180S - 360L (10/02)15D-2

b. Thermostat and Heater Operation. Turnoff the ignition switch and cool the endcover assembly to below 40�F. Using anohmmeter, check the resistance betweenthe electrical pins in the female connector.The resistance should be 1.5 to 3.0 ohmsfor the 12 volt heater assembly.

Warm the end cover assembly to over90�F and again check the resistance. Theresistance should exceed 1000 ohms. Ifthe resistance values obtained are withinthe stated limits, the thermostat and heater

assembly is operating properly. If the resistance values obtained are outside thestated limits, replace the purge valve hous-ing assembly, which includes the heaterand thermostat assembly.

NOTE: Some early models of the AD-9 will haveresistance readings of 1.0 to 2.5 ohms for the 12volt heater assembly. If the resistance is higherthan maximum stated, replace the purge valvehousing assembly which includes the heater andthermostat assembly.

1. SUPPLY AIR HOSE2. CONTROL AIR HOSE3. DELIVERY AIR HOSE4. AIR HOSE5. CLAMP6. DISCHARGE HOSE7. WIRE HARNESS8. NUT9. FLATWASHER10. BOLT11. MOUNTING STRAP12. UPPER MOUNTING

BRACKET13. NUT14. FLATWASHER15. BOLT w/WASHER16. NUT17. FLATWASHER18. BOLT w/WASHER19. AIR DRYER20. MOUNTING PLATE21. NUT22. FLATWASHER23. BOLT24. LOWER MOUNTING

BRACKET25. ELBOW26. ELBOW27. ADAPTER28. ADAPTER29. ECON VALVE30. NUT31. FLATWASHER32. BOLT

14

15

1617

18

19

2021 22

23

24

27

26

27 6

7

8

910

11

13

12

1

2

25

5

22

9

3031

32

31

3

28

29

254

4

Illustration 15D-1. Air Dryer Components Identification (Cummins B5.9-C160)

15D-3T 180S - 360L (10/02)

15D-0071

AIR DRYER

GOVERNOR

DISCHARGEHOSE

AIR TANK

ELECTRICALJUNCTION BOX

Illustration 15D-2. Air Dryer Circuit

T 180S - 360L (10/02)15D-4

Air Dryer Troubleshooting


1. Dryer is constantly“cycling” or purging.

1. Excessive leakage in fittings,hoses, and tubing connected to thecompressor, air dryer, and first res-ervoir.

2. Defective check valve assembly inAD-9 air dryer end cover.

3. Defective governor.

4. Leaking purge valve housing assembly and / or O-rings in AD-9air dryer end cover.

5. Compressor unloader mechanismleaking excessively.

6. Rapid cycling of the governor dueto air starvation at the RES port ofthe governor.

1. Using soap solution, test for leak-age all fittings, drain valve (if any)and safety valve in first reservoir.Repair or replace as necessary.

2. Remove check valve assemblyfrom end cover. Subject air pres-sure to delivery side of valve.Apply soap solution at oppositeend and check for leakage. (Per-missible leakage - 1” bubble in fiveseconds.) If excessive leakage,replace check valve assembly.

3. Test governor for proper cut-in andcutout pressures and excessiveleakage in both positions.

4. With the supply port open to atmo-sphere, apply 120 psi at the controlport. Apply a soap solution to thesupply port and exhaust port(purge valve seat area). Permissi-ble leakage - 1” bubble in fiveseconds.

5. Remove air strainer or fitting fromcompressor inlet cavity. With com-pressor unloaded, check for unloader piston leakage. Slightleakage permissible.

6. With gauge installed at RES port ofgovernor, pressure should not dropbelow “Cut-in” pressure at the onset of the compressor “Unloaded” cycle. If pressuredrops, check for “kinks” or restric-tions in line connected to RES port.Line connected to RES port ongovernor must be same diameter,or preferably larger than, lines con-nected to UNL port(s) on governor.

2. Water in vehicle.

continued

1. Desiccant requires replacement -excessive contaminants in desic-cant cartridge assembly.

1. Replace desiccant cartridge.

15D-5T 180S - 360L (10/02)


2. Water in vehicle.(Continued)

2. Air system charged from outside airsource (outside air not passingthrough air dryer).

3. Air dryer not purging (see Problem5.).

4. Purge (air exhaust) time insufficientdue to excessive system leakage(see causes for Problem 1.).

5. Air by-passes desiccant cartridgeassembly.

6. Purge time is significantly less thanminimum allowable.

2. If system must have outside air fillprovision, outside air should passthrough air dryer. This practiceshould be minimized.

3. See cause and correction for Prob-lem 5.

4. Check causes and corrections forProblem 1.

5. Replace desiccant cartridge / endcover O-ring.

Check to make sure desiccant car-tridge assembly is properlyinstalled.

6. Replace desiccant cartridge / endcover O-ring.

Check to make sure desiccant car-tridge assembly is properlyinstalled.

Replace desiccant cartridge assembly.

3. Safety valve on airdryer “popping off” orexhausting air.

1. Desiccant cartridge plugged.

2. Defective discharge check valve inend cover of the AD-9.

3. Defective fittings, hose, or tubingbetween air dryer and first reser-voir.

4. Safety valve setting lower than themaximum system pressure.

1. Check compressor for excessive oilpassing and / or correct compres-sor installation. Repair or replaceas necessary. Rebuild or replacecartridge.

2. Test to determine if air is passingthrough check valve. Repair or replace.

3. Check to determine if air is reach-ing first reservoir. Inspect for kinkedtubing or hose. Check for undrilledor restricted hose or tubing fittings.

4. Reduce system pressure or obtaina higher setting safety valve.

T 180S - 360L (10/02)15D-6


4. Constant exhaustof air at air dryerpurge valve exhaustor unable to buildsystem pressure.(Charge mode)

1. Air dryer purge valve leaking excessively.

2. Defective governor.

3. Purge control line connected toreservoir or exhaust port of gover-nor.

4. Purge valve frozen open - faultyheater and thermostat, wiring,blown fuse.

5. Inlet and outlet air connections reversed.

6. Kinked or blocked (plugged) dis-charge line.

7. Excessive bends in discharge line(water collects and freezes).

8. Excessive system leakage.

9. Purge valve stays open - supply airleaks to control side.

1. With compressor loaded, applysoap solution on purge valve exhaust, to test for excessive leak-age. Repair purge valve as necessary.

2. Check governor for proper “cut-in,”“cutout” pressure and excessiveleakage in both positions. Repairor replace as necessary.

3. Purge control line must be con-nected to unloader port of gover-nor.

4. Test heater and thermostat.

5. Compressor discharge to inlet port.Reconnect lines properly.

6. Check to determine if air passesthrough discharge line. Check forkinks, bends, and / or excessivecarbon deposits.

7. Discharge line should be constant-ly sloping from compressor to airdryer with as few bends as pos-sible.

8. See Problem 1.’s Causes andCorrections.

9. Replace purge valve housing assembly O-rings.

5. Air dryer does notpurge or exhaust air.

1. Broken, kinked, frozen, plugged, ordisconnected purge control line.

2. See Causes 2., 5., and 7. for Prob-lem No. 4.

1. Test to determine air flows throughpurge control line when compres-sor unloaded. Check for undrilledfittings. (see Problem 4., Correction3.)

2. Refer to Corrections 2., 5., and 7.for Problem 4.

15D-7T 180S - 360L (10/02)


6. Desiccant materialbeing expelled fromair dryer purge valveexhaust (may looklike a whitish liquid,paste, or smallbeads).or Unsatisfactorydesiccant life.

1. This problem is almost always accompanied by one or more ofProblems 1., 2., 3., 4., and 5. See related causes for these problemsabove.

2. Air dryer not securely mounted.(Excessive vibration)

3. Defective cloth covered perforatedplate in air dryer.

4. Compressor passing excessive oil.

5. Desiccant cartridge not assembledproperly to end cover. (Loose attachment)

1. See Causes and Corrections forProblems 1., 2., 3., 4., and 5.

2. Vibration should be held to a mini-mum. Add bracket supports orchange air dryer mounting locationif necessary.

3. Replace desiccant cartridge assembly.

4. Check for proper compressorinstallation; if symptoms persist, replace compressor.

5. Check the torque on the desiccantcartridge to end cover attachment.Refer to assembly section of thisdata sheet.

7. Constant seepageof air at air dryerpurge valve exhaust(non-chargingmode).

1. Defective check valve assembly inAD-9 air dryer and cover.

1. Refer to Correction 3. of Problem 1.

8. The air dryerpurge piston cyclesrapidly in the com-pressor unloaded(non-compressing)mode.

1. Compressor fails to “unload.” 1. Faulty governor installation; no airline from governor to compressoror line is “kinked” or restricted.Install or repair air line.

Section 16

Steering System

16-1T 180S - 360L (10/02)

Introduction. The steering system provides guid-ance control of the truck. The steering circuitshave priority over hydraulic fluid flow.

Major Components. The steering system con-sists of a pump, sensing valve, steering valve,cushion valve (if equipped), hoses, and variousfittings.

Main / Steering Pump (Illustration 16-3). Themain / steering pump (located on the right side ofthe transmission) is a tandem gear pump that pro-vides hydraulic fluid flow to operate the hydrauliccircuits. When the pump is turned, it creates avacuum at the pump inlet which allows atmo-spheric pressure to force hydraulic fluid through asuction strainer in the hydraulic tank into the inletline of the pump. The pump then mechanicallypushes this fluid to its outlet port for use in the hydraulic circuits.

The main / steering pump has two sections, eachcontaining a pumping gear set. The 2” gear setprovides approximately 38 gpm of hydraulic fluidflow at 2200 governed rpm and 13 gpm at 750rpm (low idle). It supplies hydraulic fluid to thesteering, lift, and tilt circuits. The 1 1/4” gear setprovides approximately 22 gpm of hydraulic fluidflow at 2200 governed rpm and 8 gpm at 750 rpm(low idle). It supplies hydraulic fluid to the acces-sory valve if equipped and then to the lift / tiltvalve.

Steer Sensing Valve (Illustration 16-3). The steersensing valve, located on the end of the main /steering pump, provides the logic for the steeringcircuit. It is linked to the steering valve and main /steering pump. When the steering valve is turned,pressure in a load sense line, between the steer-ing valve and steer sense valve, shifts the spool ofthe steer sensing valve, directing the flow of fluidfrom the main hydraulics to the steering valve.The steer sensing valve also contains a 2500 psisteer circuit relief. To troubleshoot the steer sens-ing valve, refer to Steer Sensing Valve of theTroubleshooting The Major Components inSection 22.

Steering Valve (Illustration 16-2). The steeringvalve, located on the base of the steering column,directs and meters the flow of hydraulic fluid to thesteer cylinder, depending on which way and howfast the steering valve is steered.

Cushion Valve (if equipped, Illustration 16-3).The cushion valve is located in the steer axle assembly. It has cross-over reliefs that protect the

steer hoses as well as the steer cylinder andsteering valve from high pressures encounteredfrom external forces on the steer tires.

If for any reason the operator steers into an objectwith the steering tires, a pressure spike can begenerated. Continuous pressure spikes, causedby severe duty cycles, could lead to damage tothe steering components. The cushion valve lim-its the pressure spike by diverting the pressurespike to the opposite side of the steer cylinder,protecting the steering valve and steer cylinder.

Steer Cylinder (Illustration 16-3). The steer cylin-der is a double-acting cylinder that turns the steertires.

Setting Hydraulic Pressures. Refer to SettingHydraulic Pressures in Section 22 for proce-dures to set the pressures for the steer sensingvalve.

MAIN / STEERINGPUMP

STEER RELIEFVALVE

STEER SENSINGVALVE

Illustration 16-1. Steer Sensing Valve

T 180S - 360L (10/02)16-2

STEERINGCOLUMN

STEERINGVALVE

Illustration 16-2. Steering Valve

16-3T 180S - 360L (10/02)

Steering System Troubleshooting (Illustrations 16-3)


1. Slow or hard steering

1. Hydraulic fluid is bypassing thesteer cylinder piston packing.

2. Limited hydraulic flow.

3. Low steering pressure.

4. Spool in the steer sensing valve issticking.

5. Defective steer sensing valve.

6. Steering cylinder rod is bent.

7. Defective steering valve.

8. Load sense line from steeringvalve to steer sensing valve is restricted.

1. Repack the steer cylinder.


3. Refer to Problem 7. in this trouble-shooting section.

4. Remove spool, then visually inspect spool and spool housing fordebris.

5. Repair or replace steer sensingvalve.

6. Replace cylinder rod or cylinder.

7. Replace steering valve.


2. No response whensteering wheel isturned

1. Limited hydraulic fluid flow.


3. Incorrect steer relief valve setting.

4. Defective steer relief valve.

5. Spool in the steer sensing valve issticking.


7. Steer cylinder rod is bent.


9. Load sense line from steeringvalve to steer sensing valve is restricted.


2. Repack steer cylinder.

3. Refer to Correction 1. of Problem7. of this Troubleshooting chart.

4. Replace steer relief valve.

5. Remove spool, then visually inspect spool and spool housing fordebris.


7. Replace cylinder rod or cylinder.



3. Steering tires donot track withsteering wheel

1. Binding in steering column linkage.

2. Broken centering springs in steer-ing valve.

1. Re-align linkage.

2. Replace centering springs.

T 180S - 360L (10/02)16-4


4. Wrong response tosteering wheel

1. Hoses to ports in steering valve arecrossed.

1. Re-connect hoses in the correcthose layout.

5. Continuous steer-ing wheel rotation


2. Defective steering column.


4. Loose or broken hydraulic hose between steering valve and steercylinder.


2. Replace steering column.


4. Tighten or replace hydraulic hose.

6. Limited hydraulicflow

1. Clogged suction strainer.

2. Low hydraulic fluid supply.

3. Incorrect type of fluid.

4. Cold hydraulic fluid.

5. Breather filter is restricted.

6. Worn / defective main / steeringpump.

1. Clean suction strainer.

2. Fill tank to the correct fluid level.

3. Drain and flush hydraulic circuits.Fill with specified hydraulic fluid (refer to the Fuel and LubricantSpecifications in the Appen-dices).

4. Due to extended periods of coldtemperatures, the viscosity of thehydraulic fluid can increase. Consider adding a cold weatherpackage.

5. Replace the breather filter.

6. Replace or rebuild pump.

7. Low steer pressure

1. Incorrect steer relief valve pressuresetting.

2. Defective steer relief valve.

3. Limited hydraulic flow.

4. Defective seal in the steer cylinder.


1. Adjust steer relief valve for correctpressure (refer to Steer SensingValve in the Setting HydraulicPressures in Section 22 for pro-cedures to adjust the steer reliefvalve pressure).

2. Replace steer relief valve.




16-5T 180S - 360L (10/02)

Illustration 16-3. Steering Circuit

16-2282

HYDRAULICTANK

CUSHIONVALVE

(OPTIONAL)

STEERSENSING

VALVE

T 180S - 360L (10/02)16-6

Illustration 16-4. Steering ANSI Circuit

16-2211 SHT. 02 (THD 180S - 360L)

Section 17

Tires and Wheels

17-1T 180S - 360L (10/02)

Introduction. This section contains safety warn-ings that must be adhered to to prevent seriouspersonal injury or death when servicing tires andwheels. Also included are procedures for properlytorquing the wheel nuts.

�� Under no circumstancesshould anyone mount or demount tires withoutproper training as required in OSHA Rules andRegulations 1910.177 “Servicing multi-pieceand single piece rim wheels.” Follow all pro-cedures and safety instructions.

Tires. Tires may represent one of the major directexpenses of equipment operation. Refer to theGoodyear Tire Maintenance Manual for propermaintenance and repair of tires for optimal tire life.The Goodyear Tire Maintenance Manual is a generic tire maintenance manual covering tiremaintenance that apply to all brands of tires.Check the tires and valve caps daily for any damage.

��

� All tire related safety warnings in the SafetyCheck booklet and this section must be understood before performing any tire main-tenance.

� Never sit on or stand in front of a tire and rimassembly that is being inflated. Use a clip-on chuck, an in-line pressure gauge, andmake sure the inflation hose is long enoughto permit the person inflating the tire tostand to the side of the tire, not in front or inback of the tire assembly.

� Keep tires free of grease and oil. Greaseand oil are highly damaging to tires. Ifgrease or oil are allowed to remain on tiresfor extended periods of time, rubber deterio-ration may occur.

� Tire assemblies operated as a dual pair musthave the same outside diameter, be from thesame manufacturer, be of the same type (industry code) and be of the same construc-tion (both bias or both radials).

� Bias and radial constructions must never bemixed on dual pair.

Tire Inflation. The tire pressure should bechecked on a daily basis (refer to the serial dataplate, located on the left side of the truck in frontof the steer tire, for proper tire pressure).

�� Maintain the proper tireinflation pressures listed on the truck serialdata plate.

Tire Overinflation. Overinflation results in highcord stress even when the tire isn’t overloaded.Stress reduces resistance to blowouts from impacts. It also increases the danger of the tirebeing cut. The problem can be compounded bypoorly maintained working terrain.

Tire Underinflation. An underinflated tire will deflect too much. It also leads to excessive side-wall flexing. It is very important, in wheel endsemploying dual tire pairs, that each tire have thecorrect air pressure. This prevents one tire fromcarrying more of the load than the other tire. Flex-ing of an underinflated tire in a dual pair couldlead to the underinflated tire rubbing the other tirewhich could lead to premature tire failure. Tireswith radial cracks indicate continuous underinfla-tion operation. Other underinflated indications include the following:

1. Spotty or uneven tread wear

2. Ply separation

3. Loose or broken cords inside the tire

4. Fabric carcass fatigue

Rims. The rims hold the tires on the hub. Thewheels and mounts require a run-in period. Thetorque of the wheel nuts must be checked every10 hours of operation until rim is fully seated. Per-form the Torquing Procedure to tighten thewheel nuts of each hub each time tires are removed from the drive or steer axle. Inspect thewheel studs daily.

�� If one wheel stud has brokenoff, one tenth of the rim’s clamping force willbe lost. Remove machine from service andrepair immediately.

T 180S - 360L (10/02)17-2

WHEEL NUT TORQUE VALUES�

Drive Axle:..................................490 - 510 ft-lbsSteer Axle..................................340 - 360 ft-lbs

� These values are on the truck serial platefor reference.

Illustration 17-1. Torquing Sequence

Torquing Procedure (Illustration 17-1). Performthe following procedures to torque the wheel nuts:

�� Every time the wheels are removed, a run-in period is required. Thewheel nuts must be re-torqued every 10 hoursof operation until rims are fully seated.

1. Start at position #1 and tighten the wheel nutto the specified torque value listed in Illustra-tion 17-1. Proceed in the illustrated numericalorder to torque the other wheel nuts.

2. Repeat procedure 1. until no wheel nut moveswhen the proper torque value is applied. Pro-cedure 1. may have to be repeated severaltimes to tighten the wheel nuts to the propertorque value.

Inspection

��

� Mixing parts of one manufacturer’s rims withthose of another is potentially dangerous. Always check manufacturer for approval.

� Do not be careless or take chances. If youare not sure about the proper mating of rimand wheel parts, consult a wheel and rimexpert. This may be the tire man who isservicing your fleet or the rim and wheeldistributor in your area.

1. Check rim components periodically for fatiguecracks. Replace all cracked, badly worn, dam-aged, and severely rusted components. Use awire brush to remove dirt and rust if necessary.

2. Clean and repaint rims to stop detrimental effects of corrosion. Be very careful to cleanall dirt and rust from the lock ring gutter. Thisis important to secure the lock ring in its properposition. Using air inflation equipment,equipped with a filter, helps remove moisturefrom the air line, preventing some corrosion.

3. Ensure that the correct parts, that match yourtype of wheels, are being used in assembly.Check with manufacturer if you have anydoubts.

Tire / Wheel Jacking

��

� Never rely solely upon jacks or hoists to

17-3T 180S - 360L (10/02)

support the lift truck while removing tire /wheel.

� Before placing jack in position, block tireand wheel on the other side of the truck.

� Always place oak or other hardwood blockcribbing under the load after the jack orhoist has lifted the load. Make sure the crib-bing is large enough to have sufficient con-tact with the supported load to be stable.

� Never get under, near or between heavyobjects that are supported only by a jack orhoist.

� Always use hardwood blocks under jack.

Demounting

��

� Do not let anyone mount or demount tireswithout proper training as stated in OSHARules and Regulations 1910.177 “Servicingmulti-piece and single piece rim wheels.”

� Do not stand in front of the tire duringdeflation.

� Demounting tools apply pressure to rimflanges to unseat tire beads. Keep yourfingers clear. Slant the demounting beadtool about 10° to keep it firmly in place. If itslips off, it can fly with enough force to kill.Always stand to one side when you apply hydraulic pressure.

� Never force or hammer rim components, especially rim components under pressure.

� Never attempt to weld on an inflated tire / rimassembly.

� Do not under any circumstances, attempt torework, weld, heat or braze any rim compo-nents that are cracked, broken, or damaged.Replace with new parts, or parts that are notcracked, broken, or damaged, and which areof the same size, type and make.

� Do not hammer on rims or components withsteel hammers. Use rubber, lead, plastic, orbrass faced mallets, if it is necessary, to tapcomponents together.

� Always exhaust all air from a single tire andfrom both tires of a dual assembly prior toremoving any rim components such as nutsand rim clamps.

� Make sure to remove the valve core to

exhaust all air from the tire. Remove bothcores from a dual assembly.

� Check the valve stem by running a piece ofwire through the stem to make sure it is notplugged.

Mounting And Inflation

��

� Inflate tire in a safety cage. Use safetychains or equivalent restraining devices dur-ing inflation. Misassembled parts may flyapart with explosive force during inflation.

� Do not seat rings by hammering while thetire is being inflated. If a part is tapped, it orthe tool can fly out with explosive force.

� Never sit on or stand in front of a tire and rimassembly that is being inflated. Use a clip-on chuck, an in-line pressure gauge, andmake sure the inflation hose is long enoughto permit the person inflating the tire tostand to the side of the tire, not in front or inback of the tire assembly.

� Mixing parts of one manufacturer’s rims withthose of another is potentially dangerous. Always check manufacturer for approval.

� Do not be careless or take chances. If youare not sure about the proper mating of rimand wheel parts, consult a wheel and rim expert. This may be the tire man who isservicing your fleet or the rim and wheel dis-tributor in your area.

� Do not inflate the tire before all side and lockrings are in place. Double check to makesure all components are properly seated.

1. Refer to Illustration 17-2 for hardware and itsorientation for wheel mounting.

2. Check components for proper assembly againafter inflating to approximately 5 psi (34.47 kPa).

Operation

��

� Do not overload rims or over-inflate tire / rimassembly. Check your rim manufacturer ifspecial operating conditions are required.

� Do not use undersized rims. Use recom-mended rim for the tire.

T 180S - 360L (10/02)17-4

� Never run a vehicle on one tire of a dual assembly. The carrying capacity of thesingle tire and rim is dangerously exceededand operating a vehicle in this manner canresult in damage to the rim and tire.

� Do not reinflate a tire that has been run flatwithout first inspecting the tire, rim andwheel assembly. Double check the lock ringfor damage; make sure that it is secure inthe gutter before inflation.

� Excessive turning of the steering axle tires,when the truck is stopped, should beavoided. It can cause excessive wear (flatspots) to develop.

Servicing Tire And Rim On Vehicle

��

� Block the other tires of the vehicle beforeyou place the jack in position.

� Regardless of how hard or firm the ground appears, put hardwood blocks under thejack. Always crib up vehicle with blocks justin case the jack should slip.

� Remove the bead seat band slowly to pre-vent it from dropping off and crushing yourtoes. Support the band on your thigh androll it slowly to the ground. This will protectyour back and toes.

� When using a cable sling, stand clear; itmight snap and lash out.

Compressor Precautions

There have been instances of tires exploding vio-lently while on vehicles. The forces involved inthis type explosion are sufficient enough to causeserious personal injury to anyone in the immediatevicinity. Some of these explosions are believed tohave been caused by flammable vapors enteringthe tire during inflation. When the machine is operating, the temperature of the air and vapormixture inside the tire will increase. The tempera-ture inside the tire will also increase with an increase in ambient temperature and when sub-jected to direct sunlight. If the vapor and air mix-ture inside the tire are within the ratio limits thatwill support combustion, and any or all of theabove heat increasing factors cause the tempera-ture to rise, an explosion may occur. The follow-ing are some warnings that can prevent flam-mable vapors from entering the compressor andsubsequently being entrapped in tires.

��

� Do not locate the compressor in a utilityroom used for storing flammable solvents,paints, thinners, etc. The flammable vaporswill be sucked into the compressor intakewhile the compressor is charging.

� Do not clean the compressor air filter with aflammable solvent. Use a non-flammablesolvent, such as carbon tetrachloride.

� Do not use alcohol, methanol, or other flammable agents in the compressor to pre-vent freezing of the condensation inside thecompressor. Drain the compressor tank frequently or locate the compressor inside toeliminate the freezing problem.

� Do not locate the compressor near a batterycharger. Batteries emit hydrogen gas, whichis highly flammable, during the charging pro-cess, and could be sucked into the compres-sor intake.

17-5T 180S - 360L (10/02)

1. DRIVE AXLE2. INNER RIM

SPACER3. RIM4. FLANGE5. LOCK RING6. NUT7. WHEEL NUT

OUTER BASE

NOTE: TO OPERATOR Wheel and mounts require run in period ona new machine and after each tire change.

Refer to serial plate on the side of machinefor torque specifications before machine isput in service and re-torque nuts each 10 hours until clamps are seated.

Care should be taken to keep grease andother foreign material from rim seating sur-faces.

6

1

3

4

5

3

4

5

7

2

Illustration 17-2. Wheel Mounting Hardware and Tightening Procedures

Section 18

Chassis

18-1T 180S - 360L (10/02)

Introduction (Illustrations 18-1 and 18-2). Thechassis is carefully engineered and ruggedlyconstructed, although welded steel structures al-ways contain undetectable cracks, especiallywelded joints. When these joints are subject tofluctuating stresses of significant magnitude,these cracks will grow. This is known as fatiguecrack growth. No matter how low the stress levelsare kept, some fatigue crack growth will occur inall welded structures.

Structural Inspection and Reporting Procedure(Refer to SIRR in the Appendices). Follow theOSHA rules, 29 CFR, 1910.178 (Q)(1), (5), & (7)which require inspecting industrial trucks daily before being placed in service, removing trucksfrom service if cracks are found, and making repairs only if authorized by the manufacturer. Iftrucks are used on a round-the-clock basis, theyshall be examined after each shift. OSHA 29 CFR1910.178 (p)(1) requires that trucks in need of repair be taken out of service. Areas to be inspected on the truck chassis include mast

hangers, drive axle mounts, tilt cylinder anchorsand steer axle mounts.

��

� Periodic inspection is required to detect fatigue cracks that have grown to a signifi-cant size in order to avoid serious failure ofthe structural weldment. When a crack isfound, the truck must be immediately takenout of service and repaired.

� Under no circumstances, without prior writ-ten approval from Taylor Machine Works,Inc. Engineering Department, should thechassis be modified, i.e. adding of additionalcounterweights. As per OSHA 29CFR1910.178 (a) (4).

� If the fatigue crack is allowed to grow, cata-strophic failure could occur in the chassis orother welded components, causing seriousinjury to personnel and / or property.

Chassis Troubleshooting


1. Cracks in welds(Refer to SIRR in theAppendices)Notify Taylor Machine Works,Inc. for proper repair procedures.

1. Metal fatigue.

2. Overloading.

3. Rough terrain.

4. Travelling with load in an unrecom-mended travel position (excessiveheight and / or fully side-shifted,one side or the other).

5. Severe duty cycles.

1. Have cracks in welds repaired immediately.

2. Refer to Correction 1. above andavoid overloading the truck.

3. Refer to Correction 1. above and, ifpossible, avoid operating truck onrough terrain.

4. Refer to Correction 1. above andthe Operator’s Guide for propertravelling positions.


2. Engine supportmounts broken

1. Engine vibration.

2. Transmission vibration.

1. Refer to Problem 19. in the Engine Troubleshooting chart inSection 1.


T 180S - 360L (10/02)18-2


3. Transmission support mounts arebroken

1. Transmission vibration.

2. Engine vibration.


2. Refer to Problem 19. in the Engine Troubleshooting chart inSection 1.

18-3T 180S - 360L (10/02)

Note: Photocopy this sketch to identify fatigue cracks orstructural damage to the chassis. Be very descriptive ofdamage to the chassis, i.e. location, depth, length.

Illustration 18-1. Chassis (T 180S - 220S)

T 180S - 360L (10/02)18-4

Note: Photocopy this sketch to identify fatigue cracks orstructural damage to the chassis. Be very descriptive ofdamage to the chassis, i.e. location, depth, length.

Illustration 18-2. Chassis (T 250S - 360L)

Section 20

Cab

20-1T 180S - 360L (10/02)

Illustration 20-1. Cab

Introduction (Illustration 20-1). The cab hasbeen carefully designed with the operator’s safetyand comfort in mind. The components in the cabhave been layed out for easy access.

Cab Maintenance Checks. The following checksmust be performed before operating the truck.

1. Steps and operator’s compartment must befree of oil, grease, and trash.

2. All glass and mirrors of the cab should becleaned daily to keep vision from being impaired.

3. Under no circumstance should objects be allowed in the cab which would restrict the operator ’s vision or exit.

4. The seat must lock firmly into position.

5. The seat belt must always be intact and operable.

6. The door latch must always function properly.

7. The tilt steering must lock firmly into position.

��

� Failure to adhere to any of the above couldlead to personal injury, death, or propertydamage.

� Avoid stepping on the top Lexan cover whileservicing the truck.

� Always use approved ladders, stands, ormanlifts to reach high places on the truck.

� The top Lexan cover is a part of the OSHAmandated FOPS (Falling Object ProtectiveStructure). Do not remove or replace coverwith glass.

Troubleshooting

1. Should abnormal vibration or shifting of cabstructure occur, check mounting bolts for tight-ness and ensure that rubber mounts are notdamaged.

T 180S - 360L (Rev. 12/03)

T 180S - 360L (10/02)20-2

2. Should leak occur from the seals of theglasses, repair seal.

Lubrication. The grease fittings, on the doorhinges, should be greased monthly or every 250hours, whichever comes first.

T 180S - 360L (Rev. 12/03)

20A-Air Conditioning System

Section 20A

Air Conditioning System

20A-1T 180S - 360L (10/02)

20A-2308

Illustration 20A-1. Air Conditioning Circuit

Introduction. The air conditioning system pro-vides the operator with a comfortable operatingenvironment.

Major Components (Illustration 20A-1). The airconditioning system consists of an air conditioningunit, and compressor.

Air Conditioner Unit. The air conditioner is capa-ble of delivering 23,500 BTU’s of cooling capacity,powered by 12 VDC, and will draw 27 amps at13.6 VDC. The unit has three speeds. The airconditioning system is charged with approximately2.5 lbs. of R134a Freon.

NOTE: The Clean Air Act, passed in 1992, speci-fies that anyone who works on vehicle air condi-tioning systems must be certified by an EPA approved agency.

Compressor. The compressor is belt driven andcirculates the refrigerant through the air condition-ing system when its clutch is engaged. It receivesa cool, low pressure gas and pumps a hot, high

pressure gas to the condenser. When the thermo-stat signals for cooling, an electrical signal is sentto the compressor clutch, engaging the clutch anddriving the compressor.

NOTE: Any time repairs are made to the air con-ditioning system which require the recovery of therefrigerant, it is recommended that the drier bechanged and 3 ounces of AC ester lubricating oilbe added to the dryer.

Condenser. The condenser changes the refriger-ant from a hot, high pressure gas (from the com-pressor) to a warm, high pressure liquid (to thedrier) by cooling the refrigerant.

Drier. The drier stores a volume of refrigerant.Additionally, it filters and removes moisture fromthe refrigerant. The drier receives a warm, highpressure liquid (from the condenser) and sends awarm, high pressure liquid (to the expansionvalve). The drier is equipped with a binary switchwhich protects the compressor.

T 180S - 360L (Rev. 12/03)

T 180S - 360L (10/02)20A-2

The binary switch is normally closed when thesystem pressure is within operating specifications.The binary switch will open when the system pres-sure exceeds 312 psi. The binary switch will notclose again until the pressure has dropped below225 psi. When the pressure drops below 2 psi,the binary switch will open. The binary switch willnot close again until the pressure is above 28 psi.The binary switch can be replaced without recov-ering the refrigerant. The binary switch is locatedin the air conditioner unit on the high pressureside. The fitting that holds the binary switch isequipped with a check valve, that prevents thehigh pressure coolant from exhausting if theswitch is removed.

Evaporator Coil. The evaporator coil is locatedinside the air conditioner unit. The evaporatorchanges the warm, metered pressure liquid refrig-erant (from the expansion valve) into a cold, lowpressure gas. The cold, low pressure gas is sentback into the expansion valve. This cold, lowpressure gas is what controls the expansion valve.The colder the gas is, the closer the ball will seatand restrict the refrigerant into the evaporator coil.

Maintenance. The condenser should be cleanedevery 3 months to remove debris. The condensercan be cleaned with a fin comb, air hose andnozzle, or soap and water. A fin comb can alsobe used to straighten bent coil fins. The air condi-tioner should be operated periodically during thewinter months to keep O-rings lubricated.

Refrigerant Hoses. Periodically check the hosesand fittings for chafing or cracking. Replace asconditions require.

NOTE: Replacement of the refrigerant hoses mayrequire recovery of the R134a refrigerant from thesystem. Contact a certified EPA approvedagency.

Cleaning and / or Changing The Filter (Illustra-tion 20A-2). If the filter is not cleaned regularly, itmay become partially clogged with lint, dirt,grease or other debris. A clogged filter will pro-duce a loss of air volume and therefore the filtershould be cleaned or changed as conditions warrant. To remove the filter, the following remov-al procedures should be followed.

1. Remove the control panel cover.

2. Take the filter out and clean with water. Replace it with a new filter if necessary.

3. Re-install the filter and control panel cover.

CONTROLPANEL SCREW

FILTER

Illustration 20A-2. Cleaning / Changing the Filter

Inspection. In the event of a cooling problem,perform the following inspection procedures.

��

� Death or serious injury could result from arunaway truck. Park the truck on a hard,level surface, apply the parking brake andblock the wheels in both directions toprevent movement of the truck.

� Rotating fan and belts can cause severeinjury. Stay clear of fan and belts whenengine is running.

1. Check the compressor drive belt tension andpulley alignment. Tension on the drive beltshould be such that a firm push with the thumbat a point midway between the two pulleys willdeflect the belt approximately 3/8”. If thedeflection of the belt is more than 3/8”, adjustthe belt tension.

2. Check the condenser for debris and clean if required.

20A-3T 180S - 360L (10/02)

3. Check all electrical connections and ensurethat the 38 amp circuit breaker (CB15) is set.

4. Checking the compressor clutch will requirestarting the engine. When 12 VDC is sentfrom the thermostat through the binary switchto the compressor, the compressor’s clutch willpop towards the compressor pulley (this will beheard). The clutch will then begin to rotatewith the pulley (this will be seen).

5. Ensure that the evaporator coil, located insidethe air conditioner, is not iced up. The thermo-stat’s capillary should be positioned in the cen-ter of the coil fins. If the thermostat is func-tioning properly when the fins ice up, thethermostat will remove the 12 VDC to the com-pressor. This will allow the compressor pulleyto free-spin and no refrigerant will be circu-lated to the evaporator coil. The ambient tem-

perature will then defrost the evaporator coilfins.

6. The 12 VDC signal from the thermostat mustpass through a binary switch, which monitorslow pressure and high pressure in order to engage the clutch of the compressor (refer toDrier in this section).

7. Check the air conditioning hoses and fittingsfor leaks. If a leak is detected, the refrigerantmust be recovered prior to making repairs.

NOTE: The Clean Air Act, passed in 1992, speci-fies that anyone who works on vehicle air condi-tioning systems must be certified by an EPA approved agency.

8. For any further repairs, contact a certified airconditioning repair technician.

Basic Troubleshooting (Illustration 20A-1)


1. Air conditioning unitdoes not power up

1. 38 amp circuit breaker (CB15) istripped or defective.

2. Harness connector is discon-nected or loose.

3. Broken or shorted wires.

4. Defective air conditioner controls.

1. Reset or replace circuit breaker.Refer to Circuit Breakers of theComponent Troubleshooting inSection 6.

2. Connect or tighten harness con-nector.

3. Isolate and repair wires.

4. Replace air conditioner controls.

2. Fan blows limited orno cold air

continued

1. Loose, broken, or shorted wires.

2. Harness connector is discon-nected or loose.

3. Air conditioner compressor is defective.

4. Air conditioner compressor clutchis slipping.

5. Air conditioner compressor clutchis defective.

6. Low Freon charge.

7. The thermostat capillary is notproperly positioned in the center ofthe cooler coil fins.


2. Connect or tighten harness connector.

3. Contact certified technician to repair or replace.

4. Tighten air conditioner compressordrive belt.

5. Replace clutch.

6. Have certified technician rechargeair conditioning system.

7. Properly position the capillaryprobe in the center of the coil fins.

T 180S - 360L (Rev. 12/03)

T 180S - 360L (10/02)20A-4


2. Fan blows limited orno cold air(Continued)

8. Evaporator coil is iced up.

9. The condenser fan is seized or defective.

10. The evaporator coil is dirty orstopped up.

11. Filter is dirty or stopped up.

12. Drier is stopped up.

8. Thermostat is defective. Replacethermostat.

9. Unseize fan, replace or check wir-ing to fan motor.

10. Clean with compressed air or remove restriction.

11. Clean or replace filter.

12. Replace drier.

3. Air conditioning unitis leaking water in the cab

1. Drain hoses are restricted.

2. Drain vent in drain pan is restricted.

1. Remove restriction from hoses.

2. Remove restriction from drainvent.

4. Air conditioner fan isnot turning

1. Fan blade rotation is obstructed.

2. 38 amp circuit breaker (CB15) istripped or defective.

3. Defective fan motor.

4. Broken or shorted wire.

1. Remove obstruction.

2. Reset or replace circuit breaker(CB15). Refer to Circuit Break-ers of the Component Trouble-shooting in Section 6.

3. Replace fan motor.

4. Troubleshoot, isolate and repair.

5. Air conditioner operates in onespeed only

1. Defective speed switch.

2. Broken or shorted wire.

1. Replace speed switch.


T 180S - 360L (Rev. 12/03)

20H-Heating System

Section 20H

Heating System

20H-1T 180S - 360L (10/02)

20H-0074

SHUT-OFF VALVE

SHUT-OFFVALVE

CUMMINS QSB5.9 GM 8.1L-V8

HEATER / DEFROSTERSHUT-OFF VALVE

Illustration 20H-1. Heating System Circuit

Introduction. The heating system provides acomfortable working environment in a cold climateand is essential in removing condensation fromthe windshield in which otherwise would impairvision. Provided the shut-off valve is open whenthe engine coolant temperature opens the thermo-stat, heated coolant flows from the engine throughthe heater coils, through the heater / defrostercoils (if equipped), and returns back to the suctionside of the water pump.

Major Components (Illustration 20H-1). Theheater system consists of a heater, heater / defroster (if equipped), 20 amp circuit breaker

(CB8), 15 amp circuit breaker (CB7), heater / defroster shut-off valve, shut-off valve, and hosesthat connect the heater / defroster to the the engine.

Heater (Illustration 20H-1). The heater operateson 12 VDC power, employs a two speed switch(S5), and is rated at 40,000 BTU’s.

Heater / Defroster (if equipped, Illustration20H-1). The heater / defroster (located in theright, front side of the cab) operates on 12 VDCpower, employs a two speed switch, and is ratedat 17,600 BTU’s.

T 180S - 360L (Rev. 12/03)

T 180S - 360L (10/02)20H-2

Circuit Breakers (Illustration 20H-1). The circuitbreakers (CB7 and CB8) limit amperage to thecircuit.

Heater / Defroster Shut-off Valve (if equipped,Illustration 20H-1). The heater / defroster shut-offvalve controls the flow of heated coolant to theheater / defroster. It must be fully open for maxi-mum operation. If the heater / defroster shut-offvalve is closed, there will be no flow of heatedcoolant to circulate through the heater / defrostercircuits.

Shut-off Valve (Illustration 20H-1). The shut-offvalve controls the flow of heated coolant to theheater / defroster circuits. It must be fully open formaximum operation. If the shutoff valve is closed,there will be no flow of heated coolant to circulatein the circuits. The flow will then be directed to theradiator and back to the water pump.

Hoses. Periodically check the hoses and elbowsfor chafing or cracking. Replace as conditions require.

�� Allow the engine to coolcompletely before removing heater hoses fromthe engine. Severe burn potential exists.

20H-3T 180S - 360L (10/02)

Heating System Troubleshooting (Illustration 20H-1)


1. Heater fan is not turning

1. Defective heater switch (S5).

2. Circuit breaker (CB7) is tripped ordefective.

3. Circuit breaker (CB7) keeps trip-ping.


5. Open or shorted wire.

6. Electrical connector or male / female wire connectors are looseor unplugged.

1. Replace heater switch (S5).

2. Reset or replace circuit breaker(CB7). Refer to Circuit Breakersof the Component Troubleshoot-ing in Section 6.

3. Circuit is shorted. Troubleshoot,isolate, and repair short.


5. Troubleshoot, isolate and replacewire.

6. Ensure electrical connector or male / female wire connectors areconnected.

2. Heater fan is turn-ing, but no warmair

1. The shut-off valve is closed.

2. Heater / defroster shut-off valve (ifequipped) is closed.

3. Heater hoses kinked or restricted.

4. Low coolant.

5. Engine has not reached operatingtemperature.

1. Open shut-off valve.

2. Open heater / defroster shut-offvalve.

3. Unkink or remove restriction fromhoses.

4. Check and fill radiator.

5. Allow engine to reach operatingtemperature.

3. Heater operates inone speed only

1. Defective heater switch (S5).

2. Defective wire between heaterswitch (S5) and motor.

1. Replace heater switch (S5).


4. Heater / defrosterunit’s (if equipped)fan is not turning

continued

1. Defective defroster switch (S6).




5. Defective wire.

1. Replace defroster switch (S6).




5. Troubleshoot, isolate, and replacewire.

T 180S - 360L (10/02)20H-4


4. Heater / defrosterunit’s (if equipped)fan is not turning(Continued)





5. Defective wire.

6. Male / female wire connectors areloose or unplugged.





5. Troubleshoot, isolate, and replacewire.

6. Ensure male / female wire connec-tors are connected.

5. Heater / defrosterunit’s (if equipped)fan is turning, butno warm air

1. The shut-off valve is closed.

2. Heater / defroster shut-off valve isclosed.

3. Heater hoses kinked or restricted.

4. Low coolant.

5. Engine has not reached operatingtemperature.

1. Open shut-off valve.

2. Open heater / defroster shut-offvalve.

3. Unkink or remove restriction fromhoses.

4. Check and fill radiator.

5. Allow engine enough time to reachoperating temperature.

6. Heater / defrosterunit (if equipped)operates in onespeed only


2. Defective wire between defrosterswitch (S6) and motor.


2. Troubleshoot, isolate, and repair.

Section 22

Hydraulic System

22-1T 180S - 360L (10/02)

Introduction. The hydraulic system controls thelift, tilt, steering, and accessory functions of thetruck.

Major Components (Illustration 22-1). Majorcomponents of the hydraulic system include a hydraulic tank, main / steering pump, steer sens-ing valve, lift / tilt valve, pilot pump, pressure reducing valve, manual lowering valve, hydrauliccontrol valves, and various actuating cylinders. Ifoptional equipment, such as side shift or fork posi-tioning is installed, additional valves, controls, andcylinders will be interconnected with the standardhydraulic system.

Hydraulic Tank (Illustration 22-3). The hydraulictank has a 28 gallon capacity. The tank isequipped with suction strainers and a full-flow return line filter. All air entering the tank is filteredthrough a 10 micron disposable element.

Main / Steering Pump (Illustration 22-11). Themain / steering pump (located on the right side ofthe transmission) is a tandem gear pump that pro-vides hydraulic fluid flow to operate the hydrauliccircuits. When the pump is turned, it creates avacuum at the pump inlet which allows atmo-spheric pressure to force hydraulic fluid through asuction strainer in the hydraulic tank into the inletline of the pump. The pump then mechanicallypushes this fluid to its outlet port for use in the hydraulic circuits.

The main / steering pump has two sections, eachcontaining a pumping gear set. The 2” gear setprovides approximately 38 gpm of hydraulic fluidflow at 2200 governed rpm and 13 gpm at 750rpm (low idle). It supplies hydraulic fluid to thesteering, lift, and tilt circuits. The 1 1/4” gear setprovides approximately 22 gpm of hydraulic fluidflow at 2200 governed rpm and 8 gpm at 750 rpm(low idle). It supplies hydraulic fluid to the acces-sory valve first (if equipped) and then to the lift / tiltvalve.

Steer Sensing Valve (Illustration 22-11). Thesteer sensing valve, located on the end of themain / steering pump, provides the logic for thesteering circuit. It is linked to the steering valveand main / steering pump. When the steeringvalve is turned, pressure in a load sense line, between the steering valve and steer sensingvalve, shifts the spool of the steer sensing valve,directing the flow of fluid from the main hydraulicsto the steering valve. The steer sensing valvealso contains a 2500 psi steer circuit relief.

Lift / Tilt Valve (Illustration 22-11). The lift / tiltvalve, located on the left front side under the cab,directs the flow of fluid to the lift and tilt circuits. Itconsists of an inlet, tilt, lift and outlet sections (Illustration 22-8).

The inlet section of the lift / tilt valve receives amaximum of 60 gpm at 2200 rpm (when not steer-ing and not using any accessory functions) fromthe two gear sets of the main / steering pump.The main relief, located in the inlet, is set at 2750psi (T-360L) and 2650 psi (T-180S-330M).

The tilt section, containing ports A (tilt out) and B(tilt back), is connected to the tilt cylinders by hydraulic hoses. It contains a port relief in port Ato limit tilt out pressure to 1250 psi. When the tiltcontrol is operated, it directs flow to and from thetilt cylinders to tilt the mast. This can be checkedby installing an appropriate gauge onto pressurecheck (SQ1), and fully extending and dead-head-ing the tilt cylinders. Restrictors in the B ports ofthis section limit outward tilt speed to prevent theload from falling out. Fluid is restricted in one direction and free flows in the other.

The lift section is connected through hydraulichoses to the lift cylinders in the mast. When thelift control is operated, pump flow is divertedthrough this section into the piston end of the liftcylinders, causing the lift cylinders to extend.Maximum pressure is limited by the setting of themain relief valve. When lowering, the operation isreversed and fluid is directed out of the lift cylin-ders and back into the tank passage of the valve.It combines with pump flow and is directedthrough the return hose on the outlet of the valveand back to the tank.

The outlet section provides the connection fromthe return hose back to the hydraulic tank. Whenno hydraulic functions are operated, the pumpoutput flows from the inlet down the center of thevalve to the outlet and returns through the returnfilter that is mounted in the tank.

Pilot Pump (Illustration 22-11). The pilot pump,located on the back side of the transmission, sup-plies pilot fluid to the hydraulic control valves andto the accessory valve (if equipped). It contains apilot relief set at 400 psi.

Pressure Reducing Valve (Illustration 22-11).The pressure reducing valve, located on the leftside of the transmission, controls the maximumpressure to the hydraulic control valves. Thepressure reducing valve is set at 500 psi. Should

T 180S - 360L (10/02)22-2

HYDRAULICTANK

(Illustration 22-3)

HYDRAULICCONTROL VALVES(Illustration 22-11)

STEERINGVALVE

(Illustration 16-2)

TILTCYLINDERS


MAIN / STEERINGPUMP


STEER SENSINGVALVE


ACCESSORYVALVE

(Illustration 22A-3)

PRESSUREREDUCING

VALVE(Illustration 22-9)

LIFT / TILTVALVE

(Illustration 22-8)

PILOT PUMP(Illustration 22-10)

MANUAL LOWERINGVALVE

(Illustration 22-4)

Illustration 22-1. Hydraulic System Components Identification

22-3T 180S - 360L (10/02)

the pilot pressure increase, this valve ensures thatthe hydraulic control valves will only see 500 psimaximum.

Manual Lowering Valve (Illustration 22-4). Themanual lowering valve (teed into the hydraulic linefrom the lift work section to the lift cylinders) whenopened, provides a hydraulic flow path from the liftcylinders to the hydraulic tank. This allows theload to be lowered when normal lowering methodscannot be performed. The valve must be manual-ly opened and closed (refer to the Opening TheManual Lowering Valve and Closing The Manual Lowering Valve procedures in this section).

Hydraulic Control Valves (Illustration 22-11).The hydraulic control valves (located in the controlstand), when activated, will direct the pilot fluid tothe corresponding side of the selected work sec-tion, shifting the spool of the section (tilt or lift).These valves control the amount of pilot pressuredelivered to the tilt / lift section end caps. By metering the fluid, greater control over the load isobtained. The spools of the tilt / lift work sectionswill begin to shift when 70 psi of pilot pressurereaches the end caps. They will be fully shifted at365 psi of pilot pressure. Each hydraulic controlvalve contains two pressure reducers that enablethis metering process to be achieved.

Lift Cylinders (Illustration 22-11). The lift cylin-ders operate on the principle of power up andgravity down. There are flow control regulators(located on the piston end of these cylinders) thatrestrict the flow of fluid exiting the cylinders, allow-ing greater control of the load when lowering.Fluid is restricted in one direction and free flows inthe other. The rod end of the lift cylinders arevented back to an air space in the top of the hydraulic tank.

Tilt Cylinders (Illustration 22-11). The tilt cylin-ders are double-acting. They alternately receivepressurized fluid on one side of the piston whilefluid on the other side returns to tank. To changecylinder direction, the pressurized and ventedsides of the piston are exchanged through the tiltsection of the lift / tilt valve.

Servicing The Hydraulic System

Hydraulic Operation. All hydraulic functionsshould be checked daily for free operation (referto the Daily Checks section in the Operator’sGuide).

Checking The Fluid Level (Illustration 22-3). Thehydraulic fluid level must be maintained betweenthe FULL and ADD marks on the dipstick. Thischeck must be performed daily. Before addingfluid to the reservoir, refer to the Fuel and Lubri-cant Specifications in the Appendices for thetype of fluid to be used. With the lift cylinders fullyretracted, remove the filler cap with dipstick andcheck the condition of the strainer before addinghydraulic fluid. Ensure that the strainer is in thefiller neck and add hydraulic fluid until the fluid level is even with the FULL mark on the dipstick.

When the dipstick and filler cap are re-installed,be sure the cap is tightened securely. The fillercap is a pressure type cap that requires 4 PSI internal pressure to unseat the cap.

�� Not adhering to the above pro-cedure can lead to overfilling of the hydraulictank. As a result, hydraulic fluid will be forcedout the breather.

NOTE: The filler neck has a link that can beraised into position above the filler cap and pad-locked, preventing unauthorized access to the hydraulic tank.

Breather Filter (Illustration 22-3). Replace thebreather filter yearly or every 3000 hours, which-ever comes first. More frequent replacement maybe necessary if the truck is being operated underextremely dusty conditions.

Return Hydraulic Filter (Illustration 22-3). Thereturn hydraulic filter is non-reusable. This filtershould be changed after the first 50 hours of operation and every 6 months or 1500 hours,whichever comes first, thereafter. Perform the fol-lowing procedures to service the return hydraulicfilter:

�� Dispose of used filter inaccordance with federal and local regulations.

1. Remove the filter head of the return filter assembly to gain access to the return filter.

2. Remove the used return filter and dispose ofproperly.

3. Inspect the O-ring in the filter head for service-able condition and replace if necessary.

T 180S - 360L (10/02)22-4

4. Install a new return filter by reversing the removal procedures. Torque the nuts securingthe filter head to 10 - 12 ft-lbs.

Suction Strainer (Illustration 22-3). The suctionstrainers should be cleaned yearly or every 3000hours, whichever comes first.

Changing The Hydraulic Fluid (Illustration 22-3).The hydraulic fluid should be changed yearly orevery 3000 hours, whichever comes first. The hydraulic fluid must also be changed in the eventof a catastrophic failure of a hydraulic component.Refer to the Fuel and Lubricant Specificationschart in the Appendices for the proper type offluid to be used and perform the following proce-dures to change the hydraulic fluid.

�� Death or serious injury couldresult from a runaway truck. Park the truck ona hard, level surface, apply the parking brake,block the wheels in both directions to preventmovement of the truck and Lock Out & Tag Outthe truck.

��

� Dispose of drained hydraulic fluid and usedreturn filters in accordance with federal andlocal regulations.

� The lift cylinders should be fully retracted tokeep dilution of the new hydraulic fluid to aminimum.

� Plug all hoses when they are disconnectedto prevent foreign matter from entering thehydraulic system.

1. Park the truck on a hard, level surface, blockthe wheels in both directions to prevent move-ment, apply the parking brake and Lock Out &Tag Out the truck.

2. Provide a suitable container, remove the drainplug and drain the hydraulic fluid.

3. Remove the filler cap with dipstick and strainer.

4. Remove the breather filter.

5. Remove the return filter and dispose of properly.

6. Remove the suction strainers from the hydrau-lic tank and clean in solvent. Dry with com-pressed air.

7. Steam clean the interior of the hydraulic tank.

�� Do Not clean the interior ofthe hydraulic reservoir with a flammable sol-vent; this can create a serious fire hazard.

8. Install new return filter.

9. Re-install the suction strainers.

10. Re-install the drain plug.

11. Install new breather filter.

12. Clean and re-install strainer.

13. Fill tank with approximately 5 gallons of hydraulic fluid. Inspect the lower hydraulic fit-tings and hoses for leaks. If there are noleaks detected, fill the hydraulic tank to theFULL mark on the dipstick. If a leak is detected, repair before adding hydraulic fluid.

14. Inspect hydraulic tank fittings and hoses forleaks. Tighten connections / bolts as required.

Illustration 22-2. Detecting Hydraulic Leaks

Hydraulic Hose Assemblies and Fittings. Allhydraulic hose assemblies should be checked daily for chafed or cracked hoses. Check daily to ensure that there are no loose fittings on the hydraulic connections.

�� Do Not use hands to check

22-5T 180S - 360L (10/02)

for hydraulic leaks. Because the hydraulicsystem is under high pressure, leaks could develop that can not be seen, but will pene-trate the skin and possibly cause other serious

injuries. When checking for hydraulic leaks,wear heavy gloves and safety goggles, anduse a piece of cardboard or wood to find leaks.(See Illustration 22-2).

RETURN FILTERASSEMBLY

BREATHERFILTER

STRAINER

FILLER CAPw/DIPSTICK

SUCTION STRAINER(PILOT PUMP)

SUCTION STRAINER(MAIN / STEERING PUMP)

DRAIN PLUG

Illustration 22-3. Hydraulic Tank Components Identification

T 180S - 360L (10/02)22-6

Manual Lowering Valve Operation

The manual lowering valve should only be openedwhen normal lowering methods cannot be per-formed.

��

� Death or serious injury could result frombeing crushed. Do not allow anyone nearthe lift truck - certainly not walking, standingunder, or beside the load or liftingmechanism.

� Death or serious injury could result from arunaway truck. Apply the parking brake,block the wheels in both directions toprevent movement of the truck and Lock Out& Tag Out the truck.

� Death or serious injury could result frombeing crushed. Do not operate the truckwith the manual lowering valve open. Closevalve before attempting to raise the carriage.

Opening The Manual Lowering Valve (Illustration22-4). Perform the following procedures to openthe manual lowering valve:

1. Remove the stem screw and collar.

2. Remove the lock plate.

3. Make sure no one is under / near the mast,carriage, or load lifting mechanism.

4. Turn the valve stem counterclockwise 1/4 turnuntil the notches on top of the valve stem alignwith the hydraulic fittings of the valve block(note position of valve stem in Illustration22-5).

NOTE: The only way to stop the lowering of theload is by closing the manual lowering valve.

5. After the load has been fully lowered, closethe manual lowering valve (refer to ClosingThe Manual Lowering Valve).

Closing The Manual Lowering Valve (Illustration22-4). The manual lowering valve must be closedand locked before operating the lift truck. Performthe following procedures to close the manual low-ering valve:

1. Turn the valve stem clockwise 1/4 turn until thenotches, located on top of the valve stem,point toward the sides of the valve block (noteposition of valve stem in Illustration 22-6).

2. Install the lock plate over the valve stem. Ensure that the notch of the lock plate is secu-red by the stud on the valve block (see Illustra-tion 22-7).

3. Install collar over valve stem.

4. Install stem screw and tighten.

STEMSCREW

COLLAR

LOCKPLATE

VALVESTEM

Illustration 22-4. Manual Lowering Valve

FULLYOPEN

1/4 turn

Illustration 22-5. Opening The Lowering Valve

22-7T 180S - 360L (10/02)

FULLY CLOSED

1/4 turn

Illustration 22-6. Closing The Lowering Valve

STUD

Illustration 22-7. Lock Plate Position

Setting Hydraulic Pressures

When performing any of the hydraulic pressuresetting procedures described, the truck Must Notbe loaded.

��

� Under no circumstances, when setting pres-sures, allow any portion of your body to bepositioned in front of the relief. It is possiblethat the relief could be blown loose withgreat force which could cause severe bodilyinjury or death.

� Fluid passing over a relief generates heat;should a relief be blown loose, hot, pressur-

ized fluid will be forced from the open port.This could cause severe bodily injury.

Steer Sensing Valve (Illustration 22-10). Thesteer pressure relief is located to the load senseline on the end of the main / steering pump.

1. Install an appropriate pressure gauge ontopressure check (SQ1, Illustration 22-10).

2. Steer truck all the way to either side and dead-head the steer cylinder.

3. At high idle, observe gauge and set pressurefor 2500 psi if required. Refer to procedures4. through 6. to set the pressure.

4. Shut down the truck.

5. Loosen the locknut on the steer relief valve(see Illustration 22-10).

6. Turn the setscrew clockwise to increase thepressure or counterclockwise to decrease thepressure.

7. Tighten the locknut after the pressure hasbeen set.

8. Start the truck and repeat procedures 2.through 8. until the proper pressure has beenobtained.

Lift / Tilt Valve (Illustration 22-8). The lift / tiltvalve contains the main inlet relief valve and aport relief valve in the tilt section (for tilt out only).

Main Relief Valve (located in the inlet section)


2. Remove the cover cap and loosen the locknuton the main relief of the accessory valve (seeIllustration 22A-3).

3. Turn the setscrew clockwise 2 turns to increase the pressure setting.

4. Tilt the mast all the way back and dead-headthe tilt cylinders making certain the cylindersare fully retracted, otherwise the gauge willnever read the correct pressure.

5. At high idle, observe gauge and set the mainrelief of the lift / tilt valve for 2650 psi(T-180S-330M) or 2750 psi (T-360L). Refer toprocedures 6. through 10. to set the pressure.

6. Loosen the locknut on the main relief of the lift / tilt valve (see Illustration 22-8).

T 180S - 360L (10/02)22-8



9. Turn the accessory valve’s main relief set-screw counterclockwise approximately 2 turnsuntil the needle of the pressure gauge devi-ates slightly. Then, turn the setscrew clock-

wise approximately 1/4 of a turn.


Tilt Port Relief Valve (located in the A port of thetilt section)


MAIN RELIEF VALVE [SET TO2650 PSI (T 180 - 330) AT HIGHIDLE OR 2750 PSI (T 350 - 360)

AT HIGH IDLE]

TILTSECTION

LIFTSECTION

INLETSECTION

OUTLETSECTION

TILT PORT RELIEF (SETTO 1250 PSI AT HIGH IDLE)

RESTRICTOR

RESTRICTOR

NOTE: THE RESTRICTORS ONLY RESTRICT FLUID EXITINGTHE ROD END PORTS OF THE TILT CYLINDERS. FLUID ISALLOWED TO FREE-FLOW INTO THE ROD END PORTS OFTHE TILT CYLINDERS THROUCH THE RESTRICTORS.

Illustration 22-8. Lift / Tilt Valve Pressure Settings

22-9T 180S - 360L (10/02)

PRESSURE REDUCING VALVE(500 PSI MAX. AT HIGH IDLE)

LOCKNUT

SETSCREW

CAP

PRESSURECHECK (PQ2)

HEX WRENCH

Illustration 22-9. Pressure Reducing Valve Pressure Setting

PRESSURECHECK (PQ2)

PRESSURECHECK (SQ2)

PRESSURECHECK (PQ1)

PILOT PRESSURE RELIEF(SET TO 400 PSI AT LOW IDLE)

PRESSURECHECK (SQ1)

STEER SENSING VALVERELIEF SETSCREW(SET TO 2500 PSI AT

HIGH IDLE)

MAIN / STEERINGPUMP

PILOTPUMP

PRESSURE REDUCINGVALVE

Illustration 22-10. Main / Steering Pump and Pilot Pump Pressure Settings

T 180S - 360L (10/02)22-10

2. Raise the carriage to a height that will allowthe mast to be tilted fully forward (cylinders atfull stroke).

3. Tilt the mast fully forward and dead-head thetilt cylinders making certain the cylinders arefully extended.

4. At high idle, observe gauge and set pressurefor 1250 psi. Refer to procedures 5. through7. to set the pressure.

5. Loosen the locknut on the tilt relief valve (seeIllustration 22-8).



Pressure Reducing Valve And Pilot PumpPressure Relief (Illustrations 22-9 and 22-10)

1. Install an appropriate pressure gauge ontopressure check (PQ1, Illustration 22-10).

2. Loosen the locknut on the relief of the pilotpump. Increase relief pressure to 600 psi atlow idle (turn setscrew clockwise).

3. Install the pressure gauge onto pressurecheck (PQ2, Illustration 22-10).

4. Remove the cap from the pressure reducingvalve.

5. At high idle, observe gauge and set pressurefor 500 psi. Refer to procedures 6. through 8.to adjust pressure.

6. Loosen the locknut on the pressure reducingvalve.

7. With a hex wrench, turn setscrew clockwise toincrease the pressure or counterclockwise todecrease the pressure.

8. Tighten locknut and re-install cap on pressurereducing valve.

9. Install the pressure gauge onto pressurecheck (PQ1).

10. Decrease the pressure of the pilot pump pres-sure relief to 400 psi (turn setscrew counter-clockwise).

11. Tighten the locknut.

Troubleshooting The Major Components(Illustration 22-11)

This section contains information that will assist indetermining the operational status of the majorcomponents.

Hydraulic Tank. Visually inspect for leaks on thehydraulic tank at the fittings, breather, welds, andconnecting hoses. Ensure that the hydraulic tankhas the proper fluid level. In time or after cata-strophic failure of a hydraulic component the suc-tion strainers, located in the bottom of the tank,can become clogged. The most efficient way todetermine that this condition has occurred is todrain the hydraulic tank and remove the suctionstrainers. Refer to Changing The HydraulicFluid in the front of this section. Visually inspectand clean strainers with solvent. Clogged suctionstrainers may lead to any of the following:

1. Pump cavitation.

2. Reduced flow rate.

3. Increased response time of the hydraulic system.

4. Pre-mature pump failure.

Main / Steering Pump. Troubleshoot the main /steering pump by using a flowmeter on the outputside of the pump to determine if the pump is pro-ducing the correct flow. At high idle (2200 rpm)pump output flow should be approximately 38gpm from the 2” gear set and 22 gpm the 1 1/4”gear set. At low idle (750 rpm) pump output flowshould be approximately 13 gpm from the 2” gearset and 8 gpm from the 1 1/4” gear set. It is pos-sible, due to pump slippage which will increasewith wear, that the pump may produce enoughflow at high idle and not produce enough flow atlow idle. Therefore, it is critical that the flow rateat high idle and low idle be checked. The pumpmust produce the required flow rate at the required pressure settings.

Should flow rate be low, troubleshoot as follows:

1. Low hydraulic fluid.

2. Improper hydraulic fluid.

3. Suction hose not clamped properly.

4. Suction line is restricted or crimped.

5. Hydraulic strainers, located in the bottom ofthe tank, are clogged.

6. Defective pump.

22-11T 180S - 360L (10/02)

Steer Sensing Valve. Troubleshoot the steersensing valve for proper operation. Perform thefollowing procedures to troubleshoot:

1. Install a 3000 psi pressure gauge into pres-sure check (SQ1).

2. Fully steer tires to one side or the other andrefer to the Setting Hydraulic Pressures pro-cedures of for the proper pressure setting forthe steer sensing valve.

3. If the pressure is low:

�� Death or serious injury canoccur from being pinned and crushed bypivoting tires. Do not enter or allow anypersonnel to enter the tire pivot area with thetruck running. Lock Out & Tag Out the truckbefore entering this area.

a. Remove the hose from the steer cylinder,on the side in which the steer cylinder rodis extended, and cap the hose.

b. Steer the truck in the same direction so asto dead-head the fluid against the packing.

c. There should be no constant fluid flowthrough the open port.

d. If fluid flow is excessive, fluid is bypassingthe piston packing. Repack the cylinder.

e. If there is no constant fluid flow, reconnectthe hose and continue to troubleshoot thesteering circuit.

4. Install a flowmeter in the main hydraulic line atthe steer sense valve and check the flow rate.In a non-steering state, approximately 38 gpmat 2200 rpm will be read. While steering, theflow rate should decrease. This proves thatthe spool in the load sense valve has shiftedto the steering circuit. Fully tilt back and dead-head the tilt cylinders. Ensure that you have38 gpm at 2200 rpm at 2650 psi(T-180S-330M) or 2750 psi (T-360L).

5. If flow rates are correct, adjust the pressuresetting of the steer sensing valve (refer to theSetting Hydraulic Pressures procedures forsetting the hydraulic pressure for the steersensing valve). If unable to obtain the correctpressure setting:

a. The steer sensing relief valve is not adjusted properly or is defective.

b. Defective steer sensing valve.

c. Defective steering valve.

Lift / Tilt Valve. Perform the following proceduresto troubleshoot (refer to the Setting HydraulicPressures procedures of the Lift / Tilt Valve if therequired pressure readings are incorrect):

1. Inlet Section

a. Install an appropriate pressure gauge intopressure check (SQ1, Illustration 22-10).

b. Fully retract and dead-head the tilt cylin-ders.

c. Observe the pressure gauge at 2200 rpm.The pressure gauge should read 2650 psi(T-180S-330M) or 2750 psi (T-360L).

d. Shut truck down and install flowmeter inthe 1 1/4” hose connected to the outletsection.

e. Start truck and the flowmeter should indi-cate approximately 60 gpm (at 2200 rpm)of flow if there are no accessory hydraulicfunctions being operated.

2. Tilt Section


b. Fully retract and dead-head the tilt cylin-ders.

c. Observe the pressure gauge at 2200 rpm.The pressure gauge should read 2650 psi(T-180S-330M) or 2750 psi (T-360L).

d. Raise the carriage to a height that will allow the mast to be tilted fully forward (cyl-inders at full stroke).

e. Fully extend and dead-head the tilt cylin-ders.

f. Observe the pressure gauge at 2200 rpm.The pressure gauge should read 1250 psi.

3. Outlet Section


b. Observe the pressure gauge at 2200 rpm.The pressure reading should be minimal.

c. Install a flowmeter in the 1 1/4” hose con-nected to outlet section.

T 180S - 360L (10/02)22-12

d. The flowmeter should indicate approxi-mately 60 gpm at 2200 rpm.

Lift / Tilt Valve Summary. All of the procedures,that have been listed to troubleshoot the lift / tiltvalve, are for normal operation. Should abnormaloperation of the hydraulic system be detected,you must be capable of isolating the fault whetherit be upstream or downstream. Listed below aresome guidelines to consider:

1. Restrictions in hydraulic circuits will increasepressure downstream and decrease flow rateupstream.

2. In order to build pressure, the flow must be restricted to the circuit.

Replacement of Pump

�� If a pump or valve is being replaced, always take a preliminary pressurereading of the cold fluid, at idle rpm, because ifthere is a malfunctioning pressure relief valvein the system, it can burst the pump housing.Normally, if a cylinder is dead-headed, the engine will stop before bursting the pump. Ifyour gauge reading begins to exceed the maxi-mum allowed pressure, do not dead-head thefunction completely.

When a new pump is installed, allow the engine toidle for 15 or 20 minutes before pressurizing thesystem. This allows the pump to become thor-oughly lubricated and to reach the same tempera-ture as the fluid.

Hydraulic System Troubleshooting(Illustration 22-11)

One of the most misunderstood systems is the hydraulic system incorporated in industrial trucks.What appears to be a simple failure of a compo-nent is usually corrected by replacement of thatcomponent, without due regard to the cause ofthe failure. There may be several individual sys-tems such as lift, steer, and attachment, tied together to become one overall hydraulic system.In which event, what happens to one subsystem

may affect every other subsystem. Therefore, it isabsolutely necessary that special attention be giv-en to pressures and cleanliness.

The most meaningful system check a servicemancan use in diagnosing a problem is the check ofthe hydraulic circuit pressure on any machine thatuses hydraulic components. The two cardinalrules that should be followed are:

1. Excessive pressure does not offer any opera-tional advantage. It only shortens componentlife.

2. Pressure just high enough to achieve compo-nent function is always the most desirable set-ting.

We must also remember that the only reasons formaking a hydraulic pressure check are to verifythat the system is to specifications or to trouble-shoot the system to pinpoint a malfunction. Before an accurate reading can be obtained thefollowing steps must be taken:

1. The hydraulic fluid must be to Taylor specifica-tions. Any fluid not to these specifications cangive a faulty reading.

2. The hydraulic system should have been runlong enough to bring the system temperatureto approximately 125° to 150°F (51.6° to65.5°C).

One of the best ways to attain this tempera-ture is to dead-head a cylinder for a short peri-od of time, passing fluid over the relief valve togenerate heat.

3. It is extremely important that pressure read-ings on Taylor equipment be taken at the pointspecified. If the pressure gauge is installed atanother point in the system, readings otherthan the correct one can or will be obtaineddue to back pressure and other causes. Itshould be noted that readings for accuracyshould be obtained when the vehicle engine isrunning at the recommended rpm (refer to Illustration 22-11 for the Pressure SettingChart).

22-13T 180S - 360L (10/02)


1. No tilting in or slowtilting in

1. Low pilot pressure.

2. Low hydraulic fluid flow.

3. Spool in the tilt section of the lift /tilt valve is sticking.

4. Fluid is bypassing in the tilt cylinderpiston packing.

5. Incorrect pressure setting of the lift / tilt valve’s main relief (locatedin the inlet section).

6. Defective main relief in the inletsection of the lift / tilt valve.

7. Incorrect pressure setting of theaccessory valve’s main relief (located in the inlet section).

8. Defective main relief in the inletsection of the accessory valve.



3. Remove spool, visually inspectspool and spool housing for debris.

4. Repack the tilt cylinder.

5. Set main relief for correct pressure.

6. Replace main relief.



2. No tilting out orslow tilting out



3. Spool in the work section is sticking.

4. Fluid is bypassing in the tilt cylinderpiston packing.





9. Incorrect tilt relief valve pressuresetting.

10. Defective tilt relief valve.




4. Repack the tilt cylinder.





9. Set tilt relief valve for correct pressure.

10. Replace tilt relief valve.

T 180S - 360L (10/02)22-14


3. No lifting or slow lifting



3. Spool in the lift section of the lift /tilt valve is sticking.

4. Fluid is bypassing the tilt cylinderpiston packing.





9. Vent hoses to the lift cylinders arepositioned at the hydraulic fluid level in tank.




4. Repack the lift cylinder.





9. Reposition vent hoses at the hydraulic tank.

4. No lowering orslow lowering



3. Spool in the lift section of the lift /tilt valve is sticking.

4. Defective flow regulator in the liftcylinder.




4. Replace flow regulator.

5. Low pilot pressure

continued

1. Worn or defective pilot pump.

2. Incorrect pilot relief valve pressuresetting.

3. Defective pilot relief valve.

4. Defective pressure reducing valve.

5. Incorrect pressure reducing valvepressure setting.

6. Defective hydraulic control valve.

1. Repair or replace pump.

2. Adjust pilot relief valve for correctpressure.

3. Replace pilot relief valve.

4. Replace pressure reducing valve.

5. Set pressure reducing valve forcorrect pressure.

6. Replace hydraulic control valve.

22-15T 180S - 360L (10/02)


5. Low pilot pressure(Continued)

7. Loose or crimped pilot pressurehose.


6. Low or no hydrau-lic fluid flow

1. Low hydraulic fluid supply.

2. Cold hydraulic fluid.

3. Breather filter is plugged.

4. Using incorrect type of hydraulicfluid.

5. Clogged suction strainer(s).

6. Air leak in suction hose to pump.

7. Worn / defective pump(s).

8. Stripped flex plate on transmission.

1. Fill tank to the correct fluid level.

2. Due to extended periods of coldtemperatures, the viscosity of thehydraulic fluid can increase. Con-sider adding a cold weather pack-age.

3. Replace the breather filter.

4. Drain and flush the hydraulic circuits. Refer to the Fuel and Lubricant Specifications in theAppendices for the proper type ofhydraulic fluid to use.

5. Clean suction strainer(s).

6. Locate leak and repair.

7. Replace or rebuild pump(s).

8. Replace flex plate.

Hoist Circuit

T 180S - 360L (10/02)22-16

Hoist Circuit

22-17T 180S - 360L (10/02)

PLACE THE FOLLOWING ILLUSTRATION INFOLDER ENVELOPES:

Illustration 22-11 - 22 2785 SHT. 2 (ANSI)

T 180S - 360L (Rev. 01/03)

Hoist Circuit

T 180S - 360L (10/02)22-18

22A-Side Shift and Fork Postioners Hydraulic Circuits

Section 22A

Side Shift and Fork Positioners Hydraulic Circuits

22A-1T 180S - 360L (10/02)

22A-3472

Illustration 22A-1. Side Shift and Fork Positioners Hydraulic Circuits

Introduction. The side shift controls the move-ment of the carriage while the fork positioner hydraulic circuit controls the movement of theforks from side to side.

NOTE: The controls described above are used onsome trucks. Other trucks may have controls thatare different from those mentioned above.

Major Components (Illustration 22A-1). In addi-tion to the major components of the hydraulic sys-tem in Section 22, the accessory hydraulic circuitcontains an accessory valve, side shift hydrauliccontrol valve and / or two fork positioner hydrauliccontrol valves, side shift cylinder, and / or fork po-sitioner cylinders.

Side Shift Hydraulic Control Valve (Illustration22A-5). The side shift cylinder is controlled by theside shift hydraulic control valve that is located onthe control stand. Refer to Hydraulic ControlValves in Section 22 to find more detailed infor-mation on how this type of hydraulic valve works.

Fork Positioner Hydraulic Control Valves (Illustration 22A-4). The fork positioner cylindersare controlled by the fork positioner hydraulic con-trol valves that are located on the control stand.Refer to Hydraulic Control Valves in Section 22to find more detailed information on how this typeof hydraulic valve works.

Accessory Valve (Illustrations 22A-1 and 22A-5).The accessory valve, located under the front sideof the cab, directs the flow of hydraulic fluid to the

T 180S - 360L (10/02)22A-2

side shift cylinder for carriage positioning and tothe fork positioner cylinders for fork positioning. Itis comprised of an inlet, outlet, and three worksections (Illustration 22A-3).

The inlet section receives approximately 22 gpm(at 2200 governed rpm) of flow from the 1 1/4”gear set of the main / steering pump. It also con-tains a relief valve set at 2650 psi (T-180S-330M)or 2750 psi (T-360L) at high idle.

The side shift work section, containing ports A(side shift left) and B (side shift right), is con-nected to the side shift cylinder by hydraulichoses. Each port contains a relief valve limitingthe output to 2500 psi at high idle. This can bechecked by installing an appropriate gauge on thepressure check (SQ2) and fully extending anddead-heading the side shift cylinder.

The left fork positioner work section, containingports A (shift left) and B (shift right), is connectedto the fork positioner cylinder by hydraulic hoses.Each port contains a relief valve limiting the outputto 1500 psi at high idle. This can be checked byinstalling an appropriate gauge on the pressurecheck (SQ2) and fully extending (or fully retract-ing) and dead-heading the left fork positioner cyl-inder at high idle.

The right fork positioner work section, containingports A (shift right) and B (shift left), is connectedto the fork positioner cylinder by hydraulic hoses.Each port contains a relief valve limiting the outputto 1500 psi at high idle. This can be checked byinstalling an appropriate gauge on the pressurecheck (SQ2) and fully extending (or fully retract-ing) and dead-heading the fork positioner cylinderat high idle.

The outlet section provides the connection fromthe return hose back to the lift / tilt valve. Whenno accessory hydraulic functions are being oper-ated, the fluid flows from the inlet down the centerof the valve to the outlet and is sent to the lift / tiltvalve.

Side Shift Cylinder (Illustration 22A-1). The sideshift cylinder is a double-acting cylinder. It alter-nately receives pressurized fluid on one side ofthe piston while fluid on the other side returns totank. To change cylinder direction, the pressur-ized and vented sides of the piston are exchanged through the valves and back to tank.

Fork Positioner Cylinders (Illustration 22A-1).The fork positioner cylinders are double-acting cyl-

inders. They alternately receive pressurized fluidon one side of the piston while fluid on the otherside returns to tank. To change the cylinders direction, the pressurized and vented sides of thepiston are exchanged through the valves andback to tank.

Hydraulic Hose Assemblies and Fittings. Allhydraulic hose assemblies should be checked daily for chafed or cracked hoses. Check daily to ensure that there are no loose fittings on the hydraulic connections.

�� Do Not use hands to checkfor hydraulic leaks. Because the hydraulicsystem is under high pressure, leaks could develop that can not be seen, but will pene-trate the skin and possibly cause other seriousinjuries. When checking for hydraulic leaks,wear heavy gloves and safety goggles, anduse a piece of cardboard or wood to find leaks.(See Illustration 22A-2).

Illustration 22A-2. Detecting Hydraulic Leaks

Setting Accessory Valve Hydraulic Pressures

The accessory valve contains a main relief valvein the inlet section and two relief valves in each ofthe three work sections. The work sections con-sist of a side shift, left fork positioner, and rightfork positioner sections.

Circuit Relief Logic. When a port relief valve ischecked, it is necessary to be aware that there

T 180S - 360L (Rev. 08/03)

22A-3T 180S - 360L (10/02)

are usually other relief valves in the same circuit.These relief valves may be set lower or near theport relief valve that needs to be checked. It maybe necessary to temporarily increase or decreaseone of the other relief valves to insure that the portrelief valve, being adjusted, is actually controllingthe pressure. If the adjustment on a relief valve isturned and the pressure responds, the relief valveis controlling the pressure. Remember fluid willalways flow in the path of least resistance.

��

� Under no circumstances, when setting pres-sures, allow any portion of your body to bepositioned in front of the relief. It is possiblethat the relief could be blown loose withgreat force which could cause severe bodilyinjury or death.

� Fluid passing over a relief generates heat;should a relief be blown loose, hot, pressur-ized fluid will be forced from the open port.This could cause severe bodily injury.

Accessory Valve Main Relief Valve (Illustration22A-3). Perform the following procedures to setthe main relief of the accessory valve.


2. Loosen the locknut on the A port relief of theside shift work section (Illustration 22A-3).

3. Turn the setscrew clockwise several turns.

4. Fully extend and dead-head the side shift cylinder.

5. At high idle, observe gauge and set the pres-sure of the main relief valve for 2650 psi(T-180S-330M) or 2750 psi (T-360L). Refer toprocedure 6. through 8. to set the pressure.

6. Loosen the locknut on the main relief valve ofthe inlet section (Illustration 22-10).


8. Tighten the locknut on the main relief valveafter the pressure has been set.

9. Reset the side shift A port relief setscrew(turned in procedure 3.). Refer to Side ShiftWork Section Port Relief Valves pressuresetting procedures to reset the port relief.

Side Shift Work Section Port Relief Valves (Illustration 22A-3). Perform the following proce-dures to set the side shift work section port reliefvalves.


2. Fully extend and dead-head the side shift cylinder. The A port relief valve controls thepressure on the piston end of the cylinder.

3. At high idle, observe gauge and set pressurefor 2500 psi as required. Refer to procedures4. through 6. to set the pressure.

4. Loosen the locknut on the A port relief (Illustration 22A-3).

5. Turn setscrew of the A port relief clockwise toincrease the pressure or counterclockwise todecrease the pressure.


7. Fully retract and dead-head the side shift cylinder. The B port relief valve controls thepressure on the rod end of the cylinder.


9. Loosen the locknut on the B port relief (Illustration 22A-3).

10. Turn the setscrew of the B port relief clockwiseto increase the pressure or counterclockwiseto decrease the pressure.


Right and Left Fork Positioner Work SectionsPort Relief Valves (Illustration 22A-3). Performthe following procedures to set the right and leftfork positioner work sections port relief valves.

1. All four port relief valves of the two fork posi-tioner work sections will be set with the sameprocedures.

2. Determine which port relief valve needs to beadjusted.

a. Right Fork Positioner Work Section (work section next to the outlet section ofthe accessory valve)

T 180S - 360L (10/02)22A-4

(1) The A port relief valve controls thepressure to the piston end of the cylin-der to shift the right fork to the right.

(2) The B port relief valve controls thepressure to the rod end of the cylinderto shift the right fork to the left.

b. Left Fork Positioner Work Section (work section between the side shift sec-tion and right fork positioner section of theaccessory valve)

(1) The B port relief valve controls thepressure to the rod end of the cylinderto shift the left fork to the right.

(2) The A port relief valve controls thepressure to the piston end of the cylin-der to shift the left fork to the left.


4. Fully extend (or fully retract) and dead-headthe appropriate fork positioner cylinder.


6. Loosen the locknut on the port relief valve (Illustration 22A-3).

7. Adjust the setscrew clockwise to increase thepressure or counterclockwise to decrease thepressure.


INLETSECTION

OUTLETSECTION

MAIN RELIEF VALVE [SET TO2650 PSI (T 180 - 330) OR 2750PSI (T 350 - 360) AT HIGH IDLE]

SIDE SHIFT WORK SECTION(SET PORT RELIEF VALVESTO 2500 PSI AT HIGH IDLE)

RIGHT FORK POSITIONER WORKSECTION (SET PORT RELIEF VALVES

TO 1500 PSI AT HIGH IDLE)

LEFT FORK POSITIONERWORK SECTION (SET PORTRELIEF VALVES TO 1500 PSI

AT HIGH IDLE)

Illustration 22A-3. Accessory Valve

T 180S - 360L (Rev. 08/03)

22A-5T 180S - 360L (10/02)

TroubleshootingFollow the troubleshooting chart in Section 22 forprocedures used to troubleshoot all other hydrau-

lic system problems not covered in this hydraulictroubleshooting chart.


1. Slow or no sideshift (in either direction)

1. The accessory valve’s main reliefvalve is defective.

2. The accessory valve’s main reliefvalve pressure setting is incorrect.


4. Spool in side shift work section issticking.

5. Hydraulic fluid is bypassing the cyl-inder piston packing.


1. Replace the accessory valve’smain relief valve.

2. Set the accessory valve’s main relief valve for correct pressure.

3. Refer to Problem 5. in the Hydrau-lic System Troubleshooting chartin Section 22.


5. Repack the side shift cylinder.


2. Slow or no sideshift (in one direc-tion only)

1. Incorrect pressure setting for portrelief valve in the A or B port.

2. Defective port relief valve in the Aor B port.

3. Spool in the side shift work sectionis sticking.


1. Refer to Side Shift Work SectionPort Relief Valves in the SettingAccessory Valve Hydraulic Pres-sures.

2. Replace port relief valve.


4. Repack the side shift cylinder.

3. Slow or no forkpositioning (in bothdirections)

continued

1. The accessory valve’s main reliefvalve is defective.

2. The accessory valve’s main reliefvalve pressure setting is incorrect.


4. Defective port relief valve in the Aor B port of the fork positioner worksections.

5. Spool in fork positioner work section is sticking.

1. Replace the accessory valve’smain relief valve.

2. Set the accessory valve’s main relief valve for correct pressure.




T 180S - 360L (10/02)22A-6


3. Slow or no forkpositioning (in bothdirections) (Continued)

6. Hydraulic fluid is bypassing the cylinder piston packing.


6. Repack the fork positioner cylinder.


4. Slow or no forkpositioning (in onedirection)


2. Defective port relief valve in the Aor B port.

3. Spool in fork positioner work sec-tion is sticking.





4. Repack the fork positioning cylinder.

5. Fork will not holdits position

1. Hydraulic fluid is bypassing the forkpositioning cylinder’s piston pack-ing.

2. Spool in fork positioner work sec-tion is sticking.

1. Repack the fork positioning cylinder.


22A-7T 180S - 360L (10/02)

SUCTIONSTRAINER

Illustration 22A-4. Accessory Hydraulic Controls Circuit

SUCTIONSTRAINER

HYDRAULICTANK

(SIDE VIEW)

HYDRAULICTANK

(TOP VIEW)

22C-2276

T 180S - 360L (10/02)22A-8

Hoist Circuit

22A-9T 180S - 360L (10/02)T 180S - 360L (Rev. 01/03)

PLACE THE FOLLOWING ILLUSTRATIONS INFOLDER ENVELOPES:

Illustration 22A-5 - 22 2786 SHT. 2 (ANSI)Illustration 22A-6 - 22C2200 SHT. 2 (ANSI)

T 180S - 360L (10/02)22A-10

22E-Accumulator

Section 22E

Accumulator

22E-1T 180S - 360L (10/02)

Introduction. The accumulator acts as a shockabsorber in the hydraulic system.When the driven member of the hydraulic systemstops suddenly, it creates a pressure wave thattravels back through the system. This shock wavecan develop peak pressures several times greaterthan normal working pressures and can be thesource of system failure. The gas cushion in anaccumulator will minimize this shock, protectingexpensive hydraulic components.Accumulator. The accumulator, located belowthe air tank, is a hydro-pneumatic piston type accumulator which is precharged to 1250 psi ofdry nitrogen.Checking Precharge. The precharge checkshould be performed monthly or every 250 hours,whichever comes first. Follow the procedureslisted below to check precharge (a charging kit isavailable from Taylor, part number 1000-503).See Illustration 22E-1 for charging kit.1. To read and adjust the gas pressure or “pre-

charge” pressure, all the hydraulic fluid mustbe drained from the fluid side of the accumula-tor to zero hydraulic pressure. To accomplishthis, let the lift cylinder down and hold lever inDOWN position for approximately one minute.

2. Remove the valve guard and cap from the accumulator.

3. Ensure that the shaft of the air chuck (4) is ful-ly retracted by turning the bar handle counter-clockwise until it stops.

4. Do not have the charging hose (8) connectedto the gauging head assembly (1) unless freeend of charging hose is plugged.

5. Mount the swivel of the air chuck (4) on theaccumulator ’s valve stem and hand tighten tocompress the gasket in the swivel to preventgas leakage.

6. Turn the bar handle clockwise until the shaftdepresses the valve stem core of the accumu-lator. The precharge pressure should now beindicated by the pressure gauge (2).

Charging The Accumulator (Illustration 22E-1).Perform the following procedures to charge theaccumulator.

��

� Use only dry nitrogen to charge theaccumulator.

� When precharging, the initial 50 psi of drynitrogen should be introduced slowly intothe accumulator.

1. Install the charging kit (Illustration 22E-1) asexplained in the Checking Precharge proce-dures above.

2. Connect the charging kit to a nitrogen bottlewith the charging hose (8).

3. Inflate the accumulator to the predeterminedpressure by opening the valve on the nitrogenbottle slowly, closing it occasionally to allowthe needle of the pressure gauge (2) to settleinto position giving an accurate pressure read-ing.

4. When the proper precharge pressure isreached, close the valve on the nitrogenbottle.

5. To release pressure in excess of the desiredprecharge, slowly open the bleeder valve (6)until the pressure drops to the desired level.

6. Rotate the bar handle counterclockwise to thefull stop position, then disconnect the swivel(7) from the adapter (3)

7. Remove the air chuck (4) from the accumula-tor valve stem.

8. Check the valve stem for leaks with a soapywater solution or oil. If the core is leaking, depress it quickly, once or twice, to reseat thecore. It may be necessary to further tighten orreplace the core if leakage persists.

9. Install the accumulator valve stem cap, thentighten 1/2 turn beyond hand tight.

10. Install the accumulator valve guard.

11. Recheck precharge one week after chargingfor pressure loss.

T 180S - 360L (10/02)22E-2

5

6

7

8

9 10 11

1

2

3

4

BARHANDLE

NITROGENBOTTLE

ACCUMULATOR

1. GAUGING HEAD ASSEMBLY2. PRESSURE GAUGE3. ADAPTER4. AIR CHUCK5. TANK VALVE ASSEMBLY6. BLEEDER VALVE7. SWIVEL CONNECTOR8. CHARGING HOSE9. COUPLING10. GLAND11. GLAND NUT

Charging Kit

Illustration 22E-1. Charging Accumulator

Accumulator Part Number / Size PSI Setting

2215-121 / 1 qt. 1000 psi

2788-970 / 1 qt. 1000 psi

2215-124 / 1 qt. 1500 psi

2788-955 / 1 qt. 1500 psi

2788-940 / 1 gal. 65 psi

2788-960 / 1 gal. 800 psi

2788-949 / 1 gal. 1250 psi

2788-950 / 1 gal. 1000 psi

2788-951 / 1 gal. 1500 psi

2788-952 / 1 gal. 1500 psi

2788-961 / 1 gal. 1500 psi

2788-965 / 2-1/2 gal.

2788-966 / 2-1/2 gal.

800 psi

1500 psi

We have a charging kit available. Taylor partnumber 1000-503.

Section 27

ULTRA-VU Mast Assembly

27-1T 180S - 360L (10/02)

Introduction. The mast assembly, in conjunctionwith the carriage and forks, is responsible for liftingand lowering loads.Major Components. The mast consists of theinner mast, outer mast, two hydraulic lift cylinders,main rollers, slide bearing blocks, chain rollers,and two multiple leaf lift chains.

Structural Inspection and Reporting Procedure(Refer to SIRR in the Appendices). Follow theOSHA rules, 29 CFR, 1910.178 (Q)(1), (5), & (7)which require inspecting industrial trucks daily before being placed in service, removing trucksfrom service if cracks are found, and making repairs only if authorized by the manufacturer. Iftrucks are used on a round-the-clock basis, theyshall be examined after each shift. OSHA 29 CFR1910.178 (p)(1) requires that trucks in need of repair be taken out of service.

Mast Assembly Structure. This is an ULTRA-VU,nested channel type mast with two multiple leaf liftchains and two lift cylinders that are located behindthe mast rails. The mast assembly is carefully engineered and ruggedly constructed, althoughwelded steel structures always contain undetect-able cracks, especially welded joints. When thesejoints are subject to fluctuating stresses of signifi-cant magnitude, these cracks will grow. This isknown as fatigue crack growth. No matter howlow the stress levels are kept, some fatigue crackgrowth will occur in all welded structures.

��


� Under no circumstances, without prior written approval from Taylor Machine Works,Inc. Engineering Department, should themast assembly be modified. As per OSHA29 CFR1910.178 (a) (4).

� If the fatigue crack is allowed to grow, cata-strophic failure could occur in the mast assembly or other welded components caus-ing serious injury to personnel and / or prop-erty.

Maintenance / Inspections. There are severalinspectional requirements which must be per-

formed daily. These inspections must includechecking all welds and structural members forcracks. Check all mast mounting hardware and liftchains for damage or loose bolts. Hydraulichoses and fittings must be checked for leaks andsigns of wear or damage.

��

� Do not climb on the mast of the forklift, ontop of the cab, or on other high places of thetruck while performing maintenance.

� Always use OSHA approved ladders, stands,or manlifts to reach high places on the truck.

� Never ride on the forks of the truck.� Do not use a material handling forklift as a

means to elevate personnel.

Main Rollers (Illustration 27-4). The main rollersemploy greaseable, shielded, tapered roller bear-ings for increased durability. The main rollers mustbe greased monthly or every 250 hours, whichev-er comes first. To access the grease fittings forthe main rollers, the inner mast must be raised sothat the grease fitting of each main roller alignswith the grease holes located in the outer mast.The main rollers should be inspected for flat spotsor evidence of sliding any time the inner mast istaken apart from the outer mast.

�� The roller assemblies must notbe over lubricated. Excess grease inside themast rails may cause the rollers to slide whensubjected to a heavy load. If this happens, aflat spot will be worn on the rollers and therollers will continue to slide until replaced withnew rollers.

Chain Rollers (Illustration 27-4). The chain rollersuse sealed ball bearings. Check the chain rollersfor looseness, cracks or flat spots.Slide Bearing Blocks Shimming (Illustrations27-1 and 27-2). The slide bearing block life depends on the duty cycle and operation of thetruck. Periodically, the slide bearing blocks mayrequire shimming to adjust for wear. To preventundue flexing of the inner mast on a telescopicmast assembly, it is essential for all slide bearingsto be properly shimmed. The correct procedure isoutlined here. This method is to be used for forklifts equipped with Ultra-Vu telescopic masts.

T 180S - 360L (Rev. 12/03)

T 180S - 360L (10/02)27-2

PROCEDURE 1

PROCEDURE 2

PROCEDURE 3

PROCEDURE 4

PROCEDURE 5

Illustration 27-1. Mast Slide Bearing Shimming Procedure

1. Raise the carriage to allow enough room toinstall shims in the outer mast slide bearings.The carriage and inner mast should then besecured in position by an appropriate meansor they can be lowered to a height where theycan more easily be blocked in position andshimmed. Shim the outer mast until the clear-ance is 1/16” to 1/32”. (See NOTE below pro-cedure 5.)

2. Raise the carriage until the top carriage slidebearings are aligned with the outer mast slidebearings. Pry the carriage from side to sideand measure the movement. The carriageand inner mast should then be secured inposition by an appropriate means or they canbe lowered to a height where they can moreeasily be blocked in position and shimmed.Calculate the thickness of the shims neededby subtracting 1/32” from the distance the car-riage moved and shim the top carriage slidebearings. (See NOTE below procedure 5.)

3. Raise the carriage until the bottom carriage

slide bearings are aligned with the outer mastslide bearings. Pry the carriage from side toside and measure the movement. The car-riage and inner mast should then be securedin position by an appropriate means or theycan be lowered to a height where they canmore easily be blocked in position andshimmed. Calculate the thickness of theshims needed by subtracting 1/32” from thedistance the carriage moved and shim the bot-tom carriage slide bearings. (See NOTE below procedure 5.)

4. Align the bottom carriage slide bearings andthe inner mast top slide bearings. Pry the inner mast from side to side (this must bedone from the rear of the mast) and measurethe movement. Calculate the thickness of theshims needed by subtracting 1/32” from thedistance the inner mast moved. Raise the car-riage to allow access to the inner mast topslide bearings. The carriage and inner mastshould then be secured in position by support-

27-3T 180S - 360L (10/02)

ing with an appropriate means. (See NOTEbelow procedure 5.)

5. Align the bottom carriage slide bearings andthe inner mast bottom slide bearings. Pry theinner mast from side to side (this must bedone from the rear of the mast) and measurethe movement. Calculate the thickness of theshims needed by subtracting 1/32” from thedistance the inner mast moved. Raise the car-riage to allow access to the inner mast bottomslide bearings. The carriage and inner mastshould then be secured in position by support-ing with an appropriate means. (See NOTEbelow)

NOTES: � Clearance at each position should be

between 1/16” and 1/32”. Repeat the aboveprocedure if the clearance is not as specified.Shims should be divided as evenly as possiblebetween the slide bearings.

� Replace any slide bearing blocks that becomecracked, damaged, or worn to 1 - 3/4” thickness(See Illustration 27-3).

�� Do Not attempt to eliminateinner mast slide bearing slack in procedures 4.and 5. by adding shims to the carriage slidebearings. This can result in broken slide bear-ings.

Back Rest Slide Blocks (Illustration 27-2). Theback rest slide block life depends on the dutycycle and operation of the truck. Periodically, theback rest slide blocks may require shimming toadjust for wear. Perform the following proceduresto shim the back rest slide blocks:

1. Raise the carriage and note the position of theinner mast when the distance between it andthe back rest slide block is the least amount.Shims should be added at this position.

2. Shim the back rest slide blocks until the slideblocks just touch the inner mast.

NOTE: Replace any slide bearing blocks that become cracked, damaged or worn to 5/8” thick-ness.

Lubrication (Illustration 27-4). Lubrication of themast consists primarily of lubricating the tilt cylin-der anchor pins, mast anchor pins, and main rollers.All grease fittings on the mast, including the mainrollers grease fitting, should be lubricated monthlyor every 250 hours of operation, whichever comesfirst.Lift Chains. The lift chains must be lubricatedevery 500 hours of operation (refer to Leaf ChainCare, Maintenance, and Replacement section inthe back of this manual). Refer to the Fuel andLubricant Specifications for the type of lubricantto be used to lubricate the lift chains.

Troubleshooting


1. Cracks in welds, especially at thepoint where themast is pinned tothe chassis.

(Refer to SIRR in theAppendices)

Notify Taylor Machine Works,Inc. for proper repair procedures.

1. Metal fatigue.

2. Overloading.

3. Rough terrain.




2. Refer to Correction 1. and avoidoverloading the truck.

3. Refer to Correction 1. and, if pos-sible, avoid operating truck onrough terrain.

4. Refer to Correction 1. and the Operator ’s Guide for proper travel-ling positions.


T 180S - 360L (10/02)27-4

OUTER MAST

INNER MAST

BACK RESTSLIDE BLOCK

Illustration 27-2. Back Rest Slide Blocks

27-5T 180S - 360L (10/02)

1-3/4” MINIMUM

CRACKED ORDAMAGED SLIDEBEARING BLOCK

SLIDE BEARING BLOCK

SLIDE BEARING HOUSING

MAST RAILSHIM

REPLACE BEARING BLOCKSWORN TO 1-3/4” THICK OR BLOCKSTHAT ARE CRACKED OR BROKEN

Illustration 27-3. Slide Bearing Block Replacement

T 180S - 360L (10/02)27-6

MAINROLLERS

SLIDEBEARING

BLOCK

CHAINROLLER

INNERMAST

OUTERMAST

OUTER MASTSLIDE BEARING

BLOCK

Illustration 27-4. Mast Assembly Components

27-7T 180S - 360L (10/02)

Note: Photocopy this sketch to identify fatigue cracks orstructural damage to the mast. Be very descriptive ofdamage to the mast, i.e. location, depth, length.

Illustration 27-5. Mast Assembly

T 180S - 360L (Rev. 12/03)

Section 28

Type “C” Carriage

28-1T 180S - 360L (10/02)

Introduction. Described in this section is themaintenance required for the standard Type “C”carriage, optional fork positioning, and the sideshift carriage. The standard Type “C” carriagepermits independent, manual adjustment of theforks from middle to full width. The Type “C” car-riage with fork positioners permits independentfork positioning. The side shift carriage allows theouter carriage to be moved in either direction fromthe center.

NOTE: Some trucks may be equipped with bothfork positioning and side shifting capabilities.

Major Components. The carriage consists of twoforks, fork pin, main rollers, slide bearing blocks,two fork positioner cylinders / side shift cylinder (ifequipped), and the carriage itself.

Structural Inspection and Reporting Procedure(Refer to SIRR in the Appendices). Follow theOSHA rules, 29 CFR, 1910.178 (Q)(1), (5), & (7)which require inspecting industrial trucks daily

before being placed in service, removing trucksfrom service if cracks are found, and making repairs only if authorized by the manufacturer. Iftrucks are used on a round-the-clock basis, theyshall be examined after each shift. OSHA 29 CFR1910.178 (p)(1) requires that trucks in need of repair be taken out of service.

��


� Under no circumstances, without prior written approval from Taylor Machine Works,Inc. Engineering Department, should the car-riage assembly be modified. As per OSHA29 CFR1910.178 (a) (4).

MAINROLLER

SLIDE BEARINGBLOCKS

Illustration 28-1. Standard Type “C” Carriage

T 180S - 360L (10/02)28-2

� If the fatigue crack is allowed to grow, cata-strophic failure could occur in the mast assembly or other welded components caus-ing serious injury to personnel and / or property.

Maintenance / Inspection. There are several inspectional requirements which must be per-formed daily. These inspections must includechecking all welds and structural members forcracks. Check all carriage mounting hardware fordamage or loose bolts. The hydraulic fork posi-tioner cylinders / side shift cylinder and hydraulichoses should be checked for leaks and functionaloperation.Forks. The forks must be inspected daily to assure proper carriage operation. Forks must bemagnetic particle tested (magnafluxed) annually tocheck for cracks (refer to the Fork Inspection, Repair, and Testing in the Appendices).Main Rollers (Illustration 28-1). The main rollersemploy greaseable, shielded, tapered roller bear-ings for increased durability. The main rollers mustbe greased monthly or every 250 hours, whichev-er comes first. The grease fittings for the mainrollers can be found on the inside of the carriageplate. The main rollers should be inspected forflat spots or evidence of sliding any time the car-riage is taken out of the inner mast.

�� The roller assemblies must notbe over lubricated. Excess grease inside themast rails may cause the rollers to slide whensubjected to a heavy load. If this happens, aflat spot will be worn on the rollers and therollers will continue to slide until replaced withnew rollers.

Slide Bearing Blocks. The slide bearing blocklife depends on the duty cycle and operation ofthe truck. Periodically, the slide bearing blocks willrequire shimming to adjust for wear. It is essentialfor all slide bearings to be properly shimmed. Because of a number of instances of impropershimming techniques, the correct shimming proce-dure is outlined in Section 27.Fork Positioner Cylinders. Refer to Section22A for the fork positioner cylinders descriptionand troubleshooting.Side Shift Cylinder. Refer to Section 22A for theside shift cylinder description and troubleshooting.

Carriage. The carriage’s welds and structuralmembers must be checked for cracks (see theStructural Inspection and Reporting Procedureat the front of this section).Lubrication. Refer to the Lubrication section inthe Appendices for information on the lubricationof the carriage.

28-3T 180S - 360L (10/02)

Illustration 28-2. Optional Type “C” Carriage With Side Shift and Fork Positioners

T 180S - 360L (10/02)28-4

Troubleshooting


1. Cracks in welds(refer to SIRR in theAppendices)Notify Taylor Machine Works,Inc. for proper repair procedures.

1. Metal fatigue.

2. Overloading.

3. Rough terrain.



6. Trying to use fork positioners whileloaded.


2. Refer to Correction 1. and avoidoverloading the truck.

3. Refer to Correction 1. and, if pos-sible, avoid operating truck onrough terrain.

4. Refer to Correction 1. and the Operator ’s Guide for proper travel-ling positions.


6. Use fork positioners only whenforks have no load.

2. Fork positioning hydraulic problems

1. Refer to the Troubleshootingchart in Section 22A for causes.

1. Refer to the Troubleshootingchart in Section 22A for correc-tions.

Contents

Appendices

Page

SIRR A-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fork Inspection, Repair, and Testing A-13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Leaf Chain Care, Maintenance, and Replacement A-15. . . . . . . . . . . . . . . . . . . . . . . . . .

Welding Precautions A-21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Torque Chart - Nuts and Bolts A-23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Lubrication Chart A-27. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Service Capacities A-33. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Preventive Maintenance A-35. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fuel and Lubricant Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

THD 180 - 360L (Rev. 06/00)

Section 1

Section Title

A-1T 180S - 360L (10/02)

S I R R

Structural Inspection, Reporting, And Repair

For Powered Industrial Trucks

This document contains information of vital importance concerning theinspection, reporting, and repair of fatigue cracks. If fatigue cracks arenot corrected they can lead to a catastrophic failure causing seriousinjury to personnel and / or property.

It is important that the machine be inspected regularly. Any existingfatigue cracks should be reported to the Taylor Machine Works, Inc.engineering department immediately. Repairs must be made inaccordance with AWS methodologies.

T 180S - 360L (10/02)A-2

A-3T 180S - 360L (10/02)

��

Dangerous Action. Operating a powered indus-trial truck without inspecting, identifying, and repairing fatigue cracks in the mast, carriage, attachment, steer axle, and frame weldments.

What Can Happen. If the fatigue crack is allowedto grow, catastrophic failure could occur in themast or other welded components causing seriousinjury to personnel and / or property.

How To Avoid The Danger. Follow the OSHArules, 29 CFR, 1910.178 (q)(1), (5), & (7) whichrequire inspecting industrial trucks daily beforebeing placed in service, removing trucks from ser-vice if cracks are found, and making repairs onlyas authorized by the manufacturer. If trucks areused on a round-the-clock basis, they shall be examined after each shift. OSHA 29 CFR1910.178 (p)(1) requires that trucks in need of repair be taken out of service.

Structural Inspection and Reporting Proce-dure. The information enclosed in this procedureis directed to the structural weldments of the truckassembly. Areas that should be included for inspection on the front end of the truck are themast and carriage. Areas to be inspected on thetruck chassis include mast hangers, drive axlemounts, A-frame connections, and steer axlemounts.

Inspection for Fatigue Cracks. Welded steelstructures always contain undetectable cracks,especially at welded joints. When these joints aresubject to fluctuating stresses of sufficient magni-tude, these cracks will grow. This is known as fatigue crack growth. No matter how low thestress levels are kept some fatigue crack growthwill occur in all welded structures.

Eventually, these fatigue cracks will become largeenough to be detectable by nondestructive testingmethods, i.e. VT, MT, DPT, or UT.

Abbreviations. Basic Testing Symbols

Type of Test SymbolVisual VT

Magnetic Particle MT

Dye-Penetrant DPT

Ultrasonic UT

These symbols are in accordance with AWSA2.4-76, “Symbols for Non-Destructive Testing.”

�� Periodic inspection is required to detect fatigue cracks that havegrown to a significant size in order to avoidserious failure of the structural weldment.When a crack is found, the truck must be immediately taken out of service and repaired.

Restoring the weld to its original condition by com-plete penetration welding is usually acceptable.Sometimes this is not practical and a change ingeometry by means of cutting, grinding or addingadditional material is more economical; however,the user must be cautioned that OSHA 29 CFR1910.178 (a)(4) requires manufacturer’s priorwritten approval for modifications and additionswhich affect capacity and safe operation.

Cracking may occur due to overloading, rough operation, poor yard conditions, severe dutycycles, failing to keep lift chains properly adjusted,improper shimming of mast rails, carrying theloads too high or not properly centered, using attachments that clamp the load to the forks, etc.If such cracking is found, a review of the operationshould be made to see if any of the above listedproblems are occurring and if so, a change in theoperation should be made to avoid future prob-lems. Some cracking may be due to geometry,modifications or due to the attachments welded tothe structure. If this is the case, the geometrymay have to be changed, the modification cor-rected, or the attachment changed or relocated tocorrect the cracking problem. OSHA requires thatyou have prior written approval of the manufac-turer for such changes.

Test Procedures

1. Visual (VT). Dirt and grease should be removed from the surface by wiping with a rag.One should look for cracked paint and rustshowing through the paint. Also, look formovement at bolted joints, irregular lines inwelds or dents, or deformations in the materi-al. Proper lighting is required in order to obtain satisfactory results.

2. Magnetic Particle (MT). The test surfacemust be free of loose rust, scale, moisture,and painted surfaces must be cleaned at allpoints of electrode contact. Grinding, brush-

T 180S - 360L (10/02)A-4

ing, or blasting do not affect results of thismethod of testing in most instances.

A magnetic field can be applied to the test material with:a. Permanent magnet.b. Yoke which is an electromagnet type of

device.c. Passing high amperage current through

the part.3. Dye-Penetrant (DPT). The test surface must

be thoroughly cleaned and dried. This can bedone with chemical solvents, vapor degreas-ing, or by mechanical methods. However,cleaning mechanically, such as grinding, blast-ing, or wire-brushing, might prove detrimentalto the test because surface discontinuities canbe masked by cold working of the surface.Therefore, mechanical cleaning methods mustbe kept to a minimum.

One of the following type penetrants should beused in conjunction with the proper procedureto get satisfactory results:a. Water soluble penetrantb. Post emulsifiable penetrantc. Solvent removable penetrantFollow the directions supplied with the dye-penetrant for best results.

4. Ultrasonic (UT). Testing should be done inaccordance with AWS D1.1 approved meth-ods.

Frequency of Inspection. There are three (3)levels of inspection:

1. Daily. Mandatory daily examination of thetruck as required by OSHA. (See Operator’sGuide and Safety Check for details.) This examination is usually performed by the oper-ator (or other designated person).

2. Three-month inspection. A thorough visualinspection (VT) following the guidelines shownin this procedure should be made every threemonths (refer to sketches for details). Theseinspections should be performed by qualifiedmaintenance personnel.

3. 6,000 Hour Inspection. Full-scale inspection(FS) including all examinations outlined in thisprocedure (VT, MT, and DPT) should be madeafter the first year of operation and then everytwo years or 6,000 hours, whichever is sooner,

thereafter. These inspections should be per-formed by qualified maintenance personnel.

NOTE: Duty cycles vary from extremely severe(capacity loads, high frequency of loading, roughyards, etc.) to very light (partial capacities, fewload cycles, good yard conditions, etc.). Dutycycle directly affects product life and maintenancerequirements. Depending on the quality and thor-oughness of the daily inspections and the serviceexperience of the vehicle, the three-month visualinspection interval and the full-scale inspectioninterval may be adjusted (increased or decreased)to levels appropriate for an individual vehicle dutycycle.

��

�� !��

�� "�

Reporting Procedure. Taylor Machine Works,Inc. should receive reports of the results of anyinspections.

Photocopy a sketch from your maintenance manu-al, make your own sketch, or photograph, andshow indication of crack if any are evident, statingthe following:

1. Location (right, left, inner, outer, machine sideetc.);

2. Size of crack;

3. Extent of crack;a. In toe of weld;b. Propagating into the base metal;c. Other description, etc.

4. Method of testing to detect cracks.

If no cracks are found by yearly inspections,please confirm by a fax or a short letter.

Repair Procedure

1. Contact Taylor Machine Works, Inc.

2. If rewelding is suggested, use AWS approvedwelding procedures.

3. If design modification is indicated, contact Tay-lor Machine Works, Inc. OSHA 29 CFR1910.178 (q)(5) requires that replacementparts be equivalent as to safety with thoseused in the original design. Different steelgrades are used for different components. Dif-

A-5T 180S - 360L (10/02)

ferent steel grades require different weldingprocedures, pre-heatings, rods, etc.

Inspection Locations. The following illustrationsare a representative set for the general weldsused on Taylor Machine Works trucks. They areused as a reference for specific details, but do notnecessarily represent exact details used in theconstruction of your truck. The inspection methodfor both the three-month inspection (3), and thefull-scale inspection (FS), are shown.

�� The areas being inspectedmust be properly cleaned prior to performingthe inspection. If not properly cleaned poten-tially dangerous cracks may not be detected.

�� Never go under a raised mast,carriage or forks unless proper blocking hasbeen securely placed to prevent the mast, car-riage or forks from falling in event of hydraulicfailure or drift. See Safety Check.

List of Illustrations

Illustration. 1. Inner and Outer Mast Arrangement A-6. . . Illustration. 2. Inner Mast Details 1 and 2 A-7. . . . . . . . . . Illustration. 3. Outer Mast Details 3 and 4 A-8. . . . . . . . . . Illustration. 4. Carriage Details A-9. . . . . . . . . . . . . . . . . . . Illustration. 5. Chassis Arrangement A-10. . . . . . . . . . . . . . Illustration. 6. Chassis Details 1 and 2 A-11. . . . . . . . . . . . Illustration. 7. Chassis Details 3 and 4 A-12. . . . . . . . . . . .

T 180S - 360L (10/02)A-6

Inner and Outer Mast Arrangement

Detail 2

Detail 1

Detail 4

Detail 3

Illustration 1. Inner and Outer Mast Arrangement

A-7T 180S - 360L (10/02)

Inner Mast Details

VT (3)

MT (FS)

Detail 1

VT (3)

MT (FS)

Detail 2

Illustration 2. Inner Mast Details 1 and 2

T 180S - 360L (10/02)A-8

Outer Mast Details

VT (3)

MT (FS)

Detail 4

VT (3)

MT (FS)

Detail 3

VT (3)

MT (FS)

Illustration 3. Outer Mast Details 3 and 4

A-9T 180S - 360L (10/02)

VT (3)

MT (FS)

VT (3)

MT (FS)

Carriage Details

Illustration 4. Carriage Details

T 180S - 360L (10/02)A-10

Chassis Arrangement

Detail 1

Detail 2

Detail 3

Detail 4

Illustration 5. Chassis Arrangement

A-11T 180S - 360L (10/02)

Detail 2

VT (3)

MT (FS)

Chassis Details

Detail 1

VT (3)

MT (FS)

Illustration 6. Chassis Details 1 and 2

T 180S - 360L (10/02)A-12

Chassis Details

Detail 3

VT (3)

MT (FS)

VT (3)

MT (FS)

Detail 4

Illustration 7. Chassis Details 3 and 4

Fork Inspection, Repair, and Testing

A-13(Rev. 3/96)

Forks in use shall be visually inspected daily andmust be magnetic particle tested (magnafluxed)for cracks at intervals of not more than 2400 hoursor whenever any defect or permanent deformationis detected. Severe applications will require morefrequent inspection.

When forks are used in pairs, the rated capacity ofeach fork shall be at least half of the manufactur-er’s rated capacity of the truck, and at the ratedload center distance shown on the lift truck name-plate.

Fork inspection shall be carried out carefully bytrained personnel with the aim of detecting anydamage, failure, deformation, etc., which mightimpair safe use. Any fork which shows such a defect shall be withdrawn from service, and shallnot be returned to service unless it has been sat-isfactorily repaired.

�� Do not weld on forged forks.Failure to follow this warning could lead to seriously weakened forks that could fail pre-maturely under normal loads. When neces-sary, the welding of fork bushings should onlybe done by qualified welders knowledgeable ofthe appropriate welding practice.

The fork shall be thoroughly examined visually forcracks and if considered necessary, subjected to anondestructive crack detection process, specialattention being paid to the heel and welds attach-ing all mounting components to the fork blank.This inspection for cracks must also include anyspecial mounting mechanisms of the fork blank tothe fork carrier including bolt type mountings andforged upper mounting arrangements for hookand shaft type carriages. The forks shall not bereturned to service if surface cracks are detected.

The straightness of the upper face of the bladeand the front face of the shank shall be checked.If the deviation from straightness exceeds 0.5% ofthe length of the blade and/or the height of theshank, respectively, the fork shall not be returnedto service until it has been repaired.

Any fork that has a deviation of greater than 3�fork angle from the original specification shall notbe returned to service.

The difference in height of one set of forks whenmounted on the fork carrier shall be checked. Ifthe difference in tip heights exceeds 3% of thelength of the blade, the set of forks shall not bereturned to service until repaired.

It shall be confirmed that the positioning lock is ingood repair and correct working order. If ant faultis found, the fork shall be withdrawn from serviceuntil satisfactory repairs have been effected.

The fork blade and shank shall be thoroughlychecked for wear, special attention being paid tothe vicinity of the heel. If the thickness is reducedto 90% of the original thickness, the fork shall notbe returned to service.

The support face of the top hook and the retainingfaces of both hooks shall be checked for wear,crushing, and other local deformations. If theseare apparent to such an extent that the clearancebetween the fork and the fork carrier becomes excessive, the fork shall not be returned to serviceuntil repaired.

If the fork marking is not clearly legible, it shall berenewed. Marking shall be renewed per instruc-tions from original supplier.

Each fork shall be clearly stamped with its individ-ual load rating in an area readily visible and notsubject to wear.

Only the manufacturer of the fork or an expert ofequal competence shall decide if a fork may berepaired for continued use, and the repairs shallonly be carried out by such parties.

It is not recommended that surface cracks or wearbe repaired by welding. When repairs necessitat-ing resetting are required, the fork shall subse-quently be subjected to an appropriate heat treat-ment, as necessary.

A fork that has undergone repairs shall only bereturned to service after being submitted to, andpassing, the test procedures. The test load shall

A-14 (Rev. 3/96)

correspond to 2.5 times the rated capacity markedon the fork.

DF

Illustration 1. Typical Fork

Fork strength shall permit the following loadingand method of test.

1. The test load F shall be applied to it at the applicable distance D from the front face of thefork arm shank (see Illustration 1).

2. The fork arm shall be restrained in a manneridentical to that used on the forklift truck.

3. The test load shall be applied twice, graduallyand without shock, and maintained for 30 seconds each time.

4. The fork arm shall be checked before and after the second application of the test load. It shall not show any permanent deformation.

A-15T 180S - 360L (10/02)

Leaf Chain Care, Maintenance, and ReplacementThe leaf chain (or chains) on your Taylor material handling equipment was selected based on thou-sands of hours of safe operation over many years of fork lift trucks working in various types of materialhandling operations.

The entire chain system, including chain anchors, anchor supports, bearings, and chain rollers, issized for the basic model capacity and load center shown on the serial plate.

The utility of fork lift truck type material handling equipment requires it to operate under a wide varietyof load conditions. These vary from a few low lifts to a very large number of high lifts per operatinghour.

The leaf chain is subjected to all the variations of environment, such as moisture, chemicals, tempera-ture extremes, abrasives, and even salt water in some applications. The chain cannot have the bene-fit of a protective coating (paint) and must depend on proper lubrication for combating the effect ofthese conditions. The lubrication program greatly affects chain life.

The utility of the lift truck requires it to operate with a variety of attachments, such as forks, coil rams,paper roll clamps, containers, marinas, and other attachments, all of which will place different dynamicloads and load requirements on the hoist chains.

This wide variety of variables makes it impossible for Taylor to accurately predict an exact service lifeof the leaf chain on the Taylor material handling equipment. Therefore, the following procedure ofinspection and replacement is recommended to avoid sudden failure.

Maintenance and Replacement of the Leaf Chain

In addition to the daily walk-around inspections, at each 500 hours of operation, the chain should bethoroughly cleaned and inspected for elongation, pin rotation and protrusion, cracked plates, enlargedholes, worn contour and worn surfaces on outside links or pin heads. If any of the above are observed, replace the entire length of both chains. (Illustrations are on the following pages underModes of Chain Failure.)

Careful visual inspection of both inside and outside of the chain links where possible will revealsome of these early indications of chain failure which may result in total chain breakage if left in ser-vice.

NOTE: A hand-held mirror can aid tremendously in hard to see areas.

Particular attention should be given to that part of the chain which passes over the chain roller themost frequently when under load.

It will be necessary to move the carriage to several locations and block it to prevent any possibility offalling to gain the best possible visual access to the greatest number of pitches of chain.

After the chain is inspected and found to be serviceable, relubricate and place back in service.

�� Utilize proper safety precautions when blocking.

At 2,000 hours, disassemble the leaf chain from the vehicle in accordance with the shop servicemanual (page 27A-1). Thoroughly clean the chain and visually inspect for possible failure modesas listed for the 500 hour interval adding to that procedure the following. Articulate each joint of thechain in both directions where the entire radius around each pin can be inspected for cracks.

Particular attention should be given to that length of chain which passes over the rollers.

If the 2,000 hour inspection does not reveal any apparent excess wear or chain damage, relubricateand install the chain in its original position on the machine.

At each 500 hours after the leaf chain is reinstalled, inspect and relubricate and follow the same pro-cedure as on a new machine.

At 4,000 operating hours remove and discard the leaf chain and replace with a new and lubri-cated chain.Taylor’s recommendation to replace the chain at 4,000 hours is based on typical service duty cycles.Experience in a specific application may allow this interval to be increased or may require that it bedecreased. Any change should be based on thorough inspection procedures outlined in this manual.

A-16 T 180S - 360L (10/02)

Modes of Chain Failure — See Illustrations on the following two pages

1). Normal Wear – Chain Elongation. This is the result of wear when the load chain articu-lates over the chain rollers. See illustration No. 1 for explanation of wear limits. When atheoretical length of 12-in. new chain has elongated from wear to a length of 12.360-in.(3%), it has exceeded the allowable wear limit. The wear should be measured in thearea that passes over the roller most often. If the length in the articulating section exceeds allowable wear limits (see text), replace entire length of both chains.

2). Chain Stretch. This can be caused by a combination of chain wear and overload. This(overload) can show up as elongation of plates which do not pass over the rollers. Ifthere is any significant (1%) elongation in the area which does not pass over the rollers,replace the entire length of both chains. Cracked chain plates (illustration no. 3) and enlarged holes (illustration no. 7) can also result from chain stretch. The entire length ofboth chains must be replaced if either of these conditions are found.

3). Plate / Pin Rotation and / or Plate / Pin Lateral Movement. This is generally causedby the plate seizing the pin at articulation which indicates lack of lubrication where thejoint rotates over the roller. (See illustration No. 2.) This can result in pin breakage inextreme cases. If any evidence of pin rotation is noted, replace entire length of bothchains.

4). Plate / Pin Cracks. Cracks result from fatigue, stress corrosion, corrosion fatigue. (Seeillustrations No. 3, 4, and 5.) If any cracks are observed of any kind on any link, replaceentire length of chain.

5). Chain Joint Stiffness. (See illustration No. 6.) Lack of lubrication. Check the chain forother modes of failure. If none are observed, lubricate thoroughly and place back in ser-vice. If stiffness remains, the chain may have been damaged and require replacement.

6). Edge Wear of Plates. (See illustration No. 8.) Edge wear can occur at extended hoursof service and if sliding of chain occurs because of chain roller bearing problems. If wearexceeds 5% of plate height of unused plate, replace entire length of chain.

7). Worn Outside Links or Pin Heads. (See illustration No. 9.) Check for misalignment ofthe chain roller.

Replace the chain if wear is significant. Check (see Check Procedure) the chain for allmodes of failure. If none are found, eliminate the misalignment and place back into ser-vice.

T 180S - 360L (Rev. 12/03)

A-17T 180S - 360L (10/02)

Modes of Chain Failure

Appearance and/or Symptom Probable Cause Correction

1. Excessive Length (elongation)

If chain gauge shows more than 12.3inches per foot of elongation.

12.3”/FT.

Normal Wear

Permanent deformation(stretch) from overload

Replace chain when itreaches 12.3 inches perfoot.

Replace chain immediatelyand eliminate the sourceof overloads.

2. Abnormal Protrusion or Turned Pins

Excessive friction from highloading and inadequate lubrica-tion Replace chain and lubricate

more frequently

3. Cracked Plates(Fatigue)

Loading beyond chain’s capac-ity (dropping load and catchingit)

Replace chain and eliminatedynamic (impulse)overloading

4. Arc-like Cracked Plates (StressCorrosion)

Severe rusting or exposure toacidic or caustic medium, plusstatic stress at press fit between pin and plate. (No cyclic stress necessary)

Replace chain and protectfrom hostile environment bylubricating more frequently

5. Cracked Plates (Corrosion Fatigue)Perpendicular to Pitch Line, plus rustor other evidence of chemicalcorrosion Corrosive environment and

cyclic motion (chain undercyclic operation)

Replace chain and protect from hostile environment bylubricating more frequently

A-18 T 180S - 360L (10/02)

Appearance and/or Symptom Probable Cause Correction

6. Tight Joints

Dirt or foreign substancepacked in joints

Corrosion and rust

Bent pins

Replace chain

Replace chain

Clean and relube

7. Enlarged Holes

High overload, dropping andcatching load Replace chain and correct

cause of overload

8. Worn Contour (Edge Wear)

5% of H

H

Normal wear on sheave bearingarea

Abnormal wear, rubbing onroller

Replace chain and correctcause of overload

Check chain roller bearing

Replace chain when wearreaches 5% of H.

9. Worn Surfaces on Outside Linksor Pin Heads

Misalignment, rubbing on rollerflanges Check alignment of

anchors, chain rollersand chain roller pin.

��

I. Use proper safety precautions.

a. Always lower the mast and carriage to its lowest position before inspecting the leaf chain, unless the mast and carriage are securely blocked.

b. Always use OSHA approved support means (man lift, scaffolding, ladder, or platform) wheninspecting, removing, or servicing lift chains. Always turn off the engine. Do not allow anyoneto touch the controls while people are near the upright.

II. Use Lockout / Tagout Procedure to reduce causes of possible injury.

III. Use only assembled chain. Do not build lengths from individual components.

IV. Do not attempt to rework damaged chains by replacing only the components obviously faulty. Theentire chain may be compromised and should be discarded.

A-19T 180S - 360L (10/02)

V. Do not weld any chain or component. Welding spatter should never be allowed to come in contactwith chain or components.

Appendix

Welding Precautions

A-21T 180S - 360L (10/02)

Introduction. Once a crack is found in the truckstructure, it is advisable that you contact Taylor Machine Works, Inc. for proper welding proce-dures. Your truck is comprised of different metals,each requiring its own unique repair procedure.

Welding Precautions. Occasionally parts havefailed because of electric arc damage that occurred during welding. This damage (startingthe failure), occurred when the current passedfrom the electrode through a pin, bearing, cylinderpiston, or other moving part, seeking the ground.

Illustrated in the illustration below are some of theparts on lift trucks subject to damage by thepassage of welding current.

Care and common sense are the best guides toavoid such damage to the components.

��

� Should any truck equipped with an APCmodule require welding on its structuralmembers, the RS connector must beunplugged from the APC module prior to anywelding. Failure to comply with this cautionmay lead to damage to the APC module.

� Always connect the ground (closest to thearea to be welded, as possible, to providethe shortest path for welding current flow) tothe part or welded assembly that is to bewelded.

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

TILT CYLINDER ENDSAND ALL INTERNAL

COMPONENTS

ENGINEGEARS ANDBEARINGS

STEER AXLE PIVOT

WHEELANDSPINDLEBEARINGS

TRANSMISSIONGEARS ANDBEARINGS

UNIVERSALJOINT

BEARINGS

AXLE BEARINGSAND GEARS

CARRIAGEROLLERSAND PINS

LIFT CHAINSAND MASTROLLERS

CHAIN ROLLERS

Hoist Circuit

T 180S - 360L (10/02)A-22

Torque Chart - Nuts and Bolts

T 180S - 360L (10/02) A- 23

Graphic Illustration of Torque

Force - 100 lbs.12” or 1’

Torque - 100 ft-lbs. or 1200 in-lbs.

Lever Arm or Wrench Handle

Force - 200 lbs.6” or 1/2’

Torque - 100 ft-lbs. or 1200 in-lbs.

Lever Arm or Wrench Handle

NOTE: These charts are intended as a guide forthe wrench torque that should be applied to tight-ening nuts and bolts, studs, or capscrews whenno torque is specified on the assembly print orseparate instructions. A steady pressure shouldbe applied to the torque wrench until the torquevalue is obtained. A jerking action on the torquewrench may not yield the proper torque value.

When tightening a bolt with a slotted nut, torque tothe lower value shown on the applicable chart.Then continue to tighten until the hole in the boltand the slot in the nut line up. Nuts must be of

the same SAE grade as the bolts on the chart.When nuts and bolts are of different grades, usethe torque value for the lower of the two grades.

These charts are not intended for use in seating astud in a housing. The torque values, listed in thecharts, are the maximum and minimum dry torquevalues. To convert dry torque values to lubricatedtorque values, multiply the max. or min. dry torquevalue by 75% (.75). Lubricated is defined as oil-coated bolts, Loctite� coated bolts, plated bolts orbolts used with hardened flatwashers.

Recommended Torque, Foot-pounds (ft-lbs)

SAE Grade 5 SAE Grade 8 12pt Ferry Head Capscrew

NF Threads Torque Torque Torque

1/4 - 285/16 - 24

9 - 1017 - 19

13 - 1423 - 25

15 - 1731 - 34

3/8 - 247/16 - 20

32 - 3550 - 55

45 - 5072 - 80

59 - 6592 - 102

1/2 - 209/16 - 18

81 - 90108 - 120

108 - 120153 - 170

135 - 150 NA

5/8 - 183/4 - 16

162 - 180270 - 300

216 - 240378 - 420

271 - 301482 - 536

7/8 - 141 - 14

423 - 470657 - 730

594 - 660918 - 1020

793 - 8811130 - 1255

1-1/8 - 121-1/4 - 12

792 - 8801116 - 1240

1296 - 14401800 - 2000

NA NA

1-3/8 - 121-1/2 - 12

1512 - 16801980 - 2200

2448 - 27203200 - 3560

NA NA

NC Threads

1/4 - 205/16 - 18

7 - 815 - 17

11 - 1223 - 25

14 - 1528 - 31

3/8 - 167/16 - 14

28 - 3145 - 50

41 - 4563 - 70

52 - 5883 - 92

1/2 - 139/16 - 12

68 - 7599 - 110

99 - 110135 - 150

120 - 133 NA

5/8 - 113/4 - 10

135 - 150234 - 260

198 - 220342 - 380

240 - 266432 - 480

7/8 - 91 - 8

387 - 430576 - 640

540 - 600810 - 900

671 - 746940 - 1044

A- 24 T 180S - 360L (10/02)

SAE Grade 5 SAE Grade 8 12pt Ferry Head Capscrew

NF Threads Torque Torque Torque

1-1/8 - 71-1/4 - 7

720 - 8001008 - 1120

1152 - 12801638 - 1820

NA NA

1-3/8 - 61-1/2 - 6

1314 - 14601746 - 1940

2142 - 23802844 - 3160

NA NA

Recommended Torque for Metric Bolts

Torque (ft-lbs)

Bolt SizeClass 8.8

(Equiv. to Grade 5)Classs 10.9

(Equiv. to Grade 8)

M6-1.00 7 - 8 10 - 11

M8-1.25 17 - 19 24 - 27

M10-1.50 33 - 37 48 - 53

M12-1.75 59 - 65 83 - 92

M16-2.00 144 - 160 207 - 230

M20-2.50 279 - 310 405 - 450

M24-3.00 486 - 540 690 - 775

M30-3.50 970 - 1078 1386 - 1540

Taylor Engineering StandardsTightening procedure for countersunk flatheadbolts with internal hex drive used for holding capson tapered Timken� bearings (found on the mastand carriage main rollers):

1. The bolts and tapped holes must be clean andfree of oil. (This can be done by using a spraydegreaser (Zep Aerosolve� or equivalent) anddrying with compressed air.)

2. Apply Loctite� to bolt threads.

3. Gradually tighten the bolts using a crossingpattern.

4. Repeat Step 3 until bolts hold at least the mini-mum torque value indicated in the torque chartbelow. Stake head at three places with a cen-ter punch.

5. When bearings are removed, it is necessary torun a tap in the threaded holes and a die onthe bolts to remove Loctite� residue. If a dieis not available, use new bolts.

Recommended Torque for CountersunkFlathead Bolts with Internal Hex Drive

(these torque values applies only to hold capson tapered Timken� bearings found on themast and carriage main roller assemblies)

Torque (ft-lbs)Bolt Size Min. Max.

5/16 - 18 7.5 (90 in-lbs) 8.5 (102 in-lbs)

3/8 - 16 14 (168 in-lbs) 16 (192 in-lbs)

7/16 - 14 24 (288 in-lbs) 26 (312 in-lbs)

1/2 - 13 38 (456 in-lbs) 42 (504 in-lbs)

5/8 - 11 74 81

3/4 - 10 135 150

T 180S - 360L (Rev. 12/03)

Torque Chart - Nuts and Bolts

T 180S - 360L (10/02) A- 25

Tightening procedure for Grade 8 countersunkflathead bolts with internal hex drive used for retaining the slide bearing block housings (foundon the mast and carriage):

1. Do Not use starwashers or any other type of“locking” washer with grade 8 bolts.

2. Generously lubricate the head and threads ofthe bolt with oil before installing.

3. Gradually tighten the bolts using a crossingpattern until they hold at least the minimumtorque value as indicated in the torque chartbelow.

4. In order to achieve torque values of this mag-nitude, a high quality hex bit driver tool shouldbe used.

5. In order to minimize bending stresses in thetool and thereby increase its life, the length ofthe hex bit should be as short as possible(e.g., Snap-On� “Stubby” length).

Recommended Torque for CountersunkFlathead Bolts with Internal Hex Drive

(these torque values applies only to thosebolts used to retain the slide bearing block

housings)

Torque (ft-lbs)NC Threads Hex Bit Size Min. Max.

5/16 - 18 3/16 13 15

3/8 - 16 7/32 20 22

7/16 - 14 1/4 30 32

1/2 - 13 5/16 65 70

5/8 - 11 3/8 110 115

3/4 - 10 1/2 265 270

Hoist Circuit

A- 26 T 180S - 360L (10/02)

Lubrication

A-27T 180S - 360L (10/02)

Introduction. The fork lift truck has a large num-ber of moving parts which operate under extremeconditions. Frequent periodic lubrication is abso-lutely essential to keeping the truck performingsatisfactorily with a minimum of downtime. Theillustrations in this section indicate the lubricationlocations, intervals and type of lubrication serviceto be performed. The Lube Chart Legend, locatedbelow, contains the type of lubricant to be used foreach symbol and the abbreviation representationfor each type of lubrication service. Refer, also, tothe Preventive Maintenance chart in the Appen-dices for lubrication intervals and to the Fuel andLubricant Specifications in the Appendices forthe types and weights of lubricants to be used indifferent temperature ranges.

��

� Always park the truck on level ground, applythe parking brake, shut down engine andLock Out & Tag Out truck before performinglubrication.

� Do not climb on the mast assembly or onother high places of the truck while perform-ing lubrication.

� Always use OSHA approved ladders, stands,or manlifts to reach high places on the truck.

� Do not use a material handling forklift as ameans to elevate personnel.

Chassis Lubrication (See Illustration 1 for chas-sis lubrication)

Carriage Lubrication (See Illustration 2 for car-riage lubrication)

Mast Assembly Lubrication (See Illustration 3for mast assembly lubrication)

NOTE: In severe environments, more frequentlubrication service intervals may be required.

Lift Chains. The lift chains of the mast assemblymust be lubricated every 500 hours of operation(refer to Leaf Chain Care, Maintenance, and Replacement section in the Appendices). Referto the Fuel and Lubricant Specifications in theAppendices for the type of lubricant to be used tolubricate the lift chains.

Steer Axle Lubrication (See Illustration 4 forsteer axle lubrication)

�� When each side of the steeraxle is lubricated, the truck must be steered toone side to access the grease fittings andLocked Out & Tagged Out.

X -

DR -

GR -

CG -

Check Lubricant Level

Drain and Refill

Grease

Change

ENGINE OIL, CF4 SAE 15W 40

HYDRAULIC FLUID C-4 TYPE with

FRICTION CONTROL MODIFIERS

GEAR OIL, GL-5 OR MIL-2105D

GREASE, CHEVRON ULTRA-DUTY OR EQUIVALENT

GREASE, CHEVRON ULTI-PLEX OR EQUIVALENT

VISTAC ISO 150 OR EQUIVALENT

SYMBOL LUBRICANT ABBREVIATIONS

LUBE CHART LEGEND

T 180S - 360L (10/02)A-28

500 GRLIFT CHAINS

10 X3000 CG

HYDRAULICRESERVOIR

250 XBRAKE

RESERVOIR

250 X3000 DR

DRIVE AXLE

10 X250 DR / CG

ENGINE

10 X1000 DR

TRANSMISSION

250 GRDRIVE SHAFT

250 GRTILT CYLINDERS

250 X3000 DR

PLANETARYHUBS

NOTE: Refer to the Lube Chart Legend for the type of lubricant to beused. In addition, refer to the Fuel and Lubricant Specifications forthe types and weights of lubricants to be used in different temperatureranges.

Illustration 1. Chassis Lubrication Points (See Lube Chart Legend for Lubrication Symbol Designation)

A-29T 180S - 360L (10/02)

NOTE: Refer to the Lube Chart Legend for the type of lubricant to beused. In addition, refer to the Fuel and Lubricant Specifications forthe types and weights of lubricants to be used in different temperatureranges.

250 GRFORK PIN

250 GRFORK

250 GRCARRIAGE

MAIN ROLLERS

Illustration 2. Carriage Lubrication Points (See Lube Chart Legend for Lubrication Symbol Designation)

T 180S - 360L (10/02)A-30

NOTE: MAIN ROLLERS MUST BEALIGNED WITH GREASE HOLESLOCATED IN OUTER MAST RAIL.

CHAINROLLER

INNERMAST

OUTERMAST

OUTER MASTSLIDE BEARING

BLOCK

250 GRMAIN

ROLLERS

250 GRMAST HANGERPIN (LOCATEDON CHASSIS)

250 GRTILT CYLINDER

EAR

NOTE: Refer to the Lube Chart Legend for thetype of lubricant to be used. In addition, refer to theFuel and Lubricant Specifications for the typesand weights of lubricants to be used in differenttemperature ranges.

Illustration 3. Mast Lubrication Points (See Lube Chart Legend for Lubrication Symbol Designation)

A-31T 180S - 360L (10/02)

3000 GRWHEEL BEARING

250 GRLOWER SPINDLE

PIVOT

250 GRSTEER LINK

250 GRUPPER SPINDLE PIVOT

250 GRPIVOT BLOCK

250 GRSTEER LINK

NOTE: Refer to the Lube Chart Legend for the type of lubri-cant to be used. In addition, refer to the Fuel and LubricantSpecifications for the types and weights of lubricants to beused in different temperature ranges.

Illustration 4. Steer Axle Lubrication Points (See Lube Chart Legend for Lubrication Symbol Designation)

T 180S – 360L (Rev. 12/03) A-33

SERVICE CAPACITIES

Engine LubricationCummins QSB5.9-C155 15 Quarts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General Motors 8.1L-V8 6.5 Quarts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General Motors 7.4L-V8 9 Quarts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Cooling System 9 Gallons. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fuel TankT 180S - 220S 35 Gallons. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T 250M - 360L, TH 300L, TH 350L, TB 180S - 300L 50 Gallons. . . . . . . . . . . . . . . . .

Transmission TC-32 26 Quarts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Drive AxlePRC-425Q

Differential 16 Quarts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Each Planetary Hub 5 Quarts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

PRC-775PDifferential 22 Quarts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Each Planetary Hub 2.5 Quarts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Hydraulic TankT 180S - 360L, TH 300L, TH 350L 28 Gallons. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TB 180S - 300L 32 Gallons. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

HYDRAULIC PRESSURE SETTINGS

AccessoryModel Lift Tilt Out Steering

Side Shift Fork Positioner

T 180S - 330M 2650 psi 1250 psi 2500 psi 2500 psi 1500 psi

T 360L 2750 psi 1250 psi 2500 psi 2500 psi 1500 psi

TH 300L 2650 psi 1250 psi 2500 psi 2500 psi 1500 psi

TH 350L 2750 psi 1250 psi 2500 psi 2500 psi 1500 psi

TB 180S, TB 220S 2650 psi 1250 psi 2500 psi 2500 psi 1500 psi

TB 250M, TB 300L 2750 psi 1250 psi 2500 psi 2500 psi 1500 psi

Hoist Circuit

THD-180S – 360L (10/98) A-34

T 180S - 360L (10/02) A-35

Preventive Maintenance

Service Symbols Service IntervalsA-Adjust C-Clean CG-ChangeD-Drain GR-Grease X-Check

Daily Or 10 Hours

Monthly Or250 Hours

Six Months Or1500 Hrs.

Yearly Or3000 Hrs.

POWER UNIT

ENGINE (Refer To The Engine Manufacturer’s Maintenance Manual ForAdditional Requirements):Hourmeter - check reading to determine when inspections are due X

Oil level-check for evidence of external leakage X

Oil change and filter element D / CG

Throttle control linkage X

Clean engine C

Check engine mounts X

FUEL SYSTEM:Fill fuel tank-check for leaks X

Fuel filter with fuel / water separator D CG

Fuel filter elements (diesel engines) CG

Inline fuel filter elements (if equipped) CG

Fuel tank, cap, hoses and clamps X

AIR INTAKE SYSTEM:Check for leaks X

Air cleaner element filter indicator X

Air cleaner primary element (as conditions warrant) CG

Air cleaner safety element (or by filter indicator) CG

COOLING SYSTEM:Coolant level and fan belts X

Hoses, clamps, and radiator-check for leaks X

Radiator (clean externally as conditions warrant) X

Drain and flush cooling system (every 2 years or 6,000 hours)

ELECTRICAL SYSTEM:Battery-check water level X

Alternator belts X

POWER TRANSFERTRANSMISSION:Maintain fluid level to full mark and check for leaks X

Clean transmission breather C

Drain and refill transmission (every 1000 hours)Transmission filter element (every 500 hours)

DRIVE SHAFT:Lubricate drive shaft, universal joints, slip joints, and all other bearings. GR

AXLESSTEER AXLE - Visually inspect daily X

Lubricate all grease fittings on steer axle (refer to the Lubrication section in theAppendices) GR

Repack wheel bearings GR

Check mounting bolts X

DRIVE AXLE - Visually inspect daily X

Differential and planetary hubs - maintain oil level X

Drain and refill differential and planetary hubs (refer to the Fuel and LubricantSpecifications in the Appendices for the type of gear oil to be used) D

Inspect brake linings X

Check mounting bolts X

BRAKE CONTROL SYSTEMBRAKES:Air tank (manual drain) D

Check air hoses and connections X

RTGP-9040 (12/95)T 180S - 360L (10/02)A-36

Service Symbols Service IntervalsA-Adjust C-Clean CG-ChangeD-Drain GR-Grease X-Check

Daily Or 10 Hours

Monthly Or250 Hours

Six Months Or1500 Hrs.

Yearly Or3000 Hrs.

BRAKE CONTROL SYSTEM (Continued)Fluid level in wet disc brake reservoir X

PARKING BRAKE:Actuation X

Brake pads (replace as conditions warrant; refer to Section 15) X

Actuator adjustment (or whenever the parking brake pads are replaced) A

CHASSISVisually inspect chassis structure X

Lubricate all grease fittings on machine not listed elsewhere. Use engine oil onlinkage not having grease fittings. GR

Mirrors and windows X

Access and anti-slip surfaces (clean) C

Audio-visual warning devices X

Handrails X

WHEEL EQUIPMENT:Check tires, valve caps, wheels, lugs, and tire pressure (refer to data plate onvehicle for torque information) X

HYDRAULIC SYSTEMHYDRAULIC PIPING AND RESERVOIR:Maintain fluid level in hydraulic tank to full mark. X

Check piping for chafing, cracked hoses, loose fittings, and leaks. X

Drain hydraulic fluid, clean inside hydraulic tank and refill entire hydraulic system. CG / C

HYDRAULIC FILTERS:Replace hydraulic tank breather (as conditions warrant) CG

Hydraulic tank return filter CG

Hydraulic filter screens (suction strainers) C

HYDRAULIC VALVES:Check for free operation X

HYDRAULIC CYLINDERS:Observe speed of movement - check for leaks X

ACCUMULATOR:Check precharge X

ATTACHMENTMAST - Visually inspect daily X

Lubricate inner and outer mast channels (or as required) GR

Lubricate mast hinge GR

Lubricate tilt cylinder bushings and other grease fittings on mast, including special equipment. GR

Refer to Leaf Chain Care, Maintenance, and Replacement for additional inspection requirements. X

Check all mast mounting hardware (mast hanger) X

CARRIAGES - Visually inspect daily X

Lubricate fork pin on Type C carriage GR

Lubricate cylinders, fork positioner cylinders, and any other grease fittings oncarriage assembly, including special equipment. GR

FORKS - visually inspect daily. See maintenance manual for additional inspec-tion requirements. X

The service intervals for Preventive Maintenance are calculated based on normal operating conditions including ten hoursper day, fifty hours per week. If your operating conditions or duty cycles are more severe, the service should be conductedmore frequently, i.e. extremely dusty conditions may require more frequent servicing of the filters.

CALIFORNIA

Proposition 65 Warning

Diesel engine exhaust and some of its constituents are known tothe State of California to cause cancer, birth defects, and otherreproductive harm.

Hoist Circuit

Section 6

Electrical System

6-1T 180S - 360L (10/02)

Hoist Circuit

T 180S - 360L (10/02)6-2

Insert The Current Fuel and LubricantSpecifications Form FL Here

T_180-360L_MAINT TSG.pdf

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