Professional Documents
Culture Documents
SECTION PAGE
1 GENERAL INFORMATION
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-1
Nomenclature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-3
Fasteners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-4
Torque Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-8
Engine and Transmission Identification . . . . . . . . . . . . . . . . . . . . . . . . .1-10
2 PREVENTIVE MAINTENANCE
Pre-Operational Safety Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-1
Suggested Preventive Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-2
Daily . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-2
Weekly or 50 Hours of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-2
200 Hours of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-2
Quarterly or 500 Hours of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-2
2 Years or 2000 Hours of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-2
3000 Hours of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-2
Engine Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-2
3 Years or 6000 Hours of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-2
Daily Maintenance Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-3
Maintenance Procedures - 250 Hours or 3 Months . . . . . . . . . . . . . . . . .2-5
Maintenance Procedures 500 Hours of Operation . . . . . . . . . . . . . . . . . .2-6
Maintenance Procedures 5000 Hours or 1 Year . . . . . . . . . . . . . . . . . .2-12
Maintenance Procedures 2000 Hours or 2 Years . . . . . . . . . . . . . . . . . .2-16
Recommended Lubrication and Capacities . . . . . . . . . . . . . . . . . . . . . .2-20
Cooling System Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-20
Tire Pressure Maximum Recommendations . . . . . . . . . . . . . . . . . . . . . .2-20
Fuel Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-20
Lubrication Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-21
3 ELECTRICAL SYSTEM
Terminal Objective and Enabling Objectives . . . . . . . . . . . . . . . . . . . . . .3-1
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-2
Power Distribution Center . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-4
Relay Bank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-5
Instrumentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-6
Wiring Diagrams & Schematics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-8
CAPACITY TABLE OF CONTENTS
SECTION PAGE
4 TRANSMISSION
Terminal Objective and Enabling Objectives . . . . . . . . . . . . . . . . . . . . . .4-1
(Refer to RDS3000 Allison Transmission Manual)
7 AIR SYSTEM
Terminal Objective and Enabling Objectives . . . . . . . . . . . . . . . . . . . . . .7-1
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-2
Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-3
Automatic drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-4
Air Brake System Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-5
Brake Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-6
Air Dryer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-8
CAPACITY TABLE OF CONTENTS
SECTION PAGE
8 ABS/ATC SYSTEM
Terminal Objective and Enabling Objectives . . . . . . . . . . . . . . . . . . . . . .8-1
ABS Controller Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-2
Power Up Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-3
ABS Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-3
ATC Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-4
Troubleshooting ABS Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-5
Troubleshooting Blink Codes & Diagnostic Modes . . . . . . . . . . . . . . . . . .8-7
Troubleshooting Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-22
Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-25
Appendix A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-26
10 HYDRAULIC SYSTEM
Terminal Objective and Enabling Objectives . . . . . . . . . . . . . . . . . . . . .10-1
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-2
Checking Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-3
Hydraulic System Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-3
Changing Hydraulic Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-3
Hydraulic Relief Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-4
Hydraulic System Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-6
Hydraulic System Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-15
SECTION PAGE
REAR SUSPENSION Dura Ride Trailing Arm, HYDRAULIC SYSTEM FOR 5TH WHEEL
Air Spring, 30,000 lb. rating Trans. Direct Mounted Power Take-Off with
WHEELS Direct Mounted Gear Pump and 10 Gallon
22.5 X 8.35 Hub Piloted, 5-hole Reservoir
CAB
Width . . . . . . . . . . . . . . . . . . . . . . . . . . .51 in.
Depth . . . . . . . . . . . . . . . . . . . . . . . . . .64 in.
HEATER
45,000 BTU Fresh Air with Electric Blower
DEFROSTER
Type . . . . . . . . . . . . . . . . .Heater-integrated
1-1
CAPACITY GENERAL INFORMATION
FUEL TANK . . . . . . . . . .50 Gallon step tank GRADEABILITY . . .At capacity GCW 15.9%
1-2
CAPACITY GENERAL INFORMATION
SPOT LIGHT
ENGINE
AUTO-GREASER COMPARTMENT
CAB TILT PUMP
QUARTER
FENDERS
FUEL FILTER
FUEL TANK
NOMENCLATURE
1-3
CAPACITY GENERAL INFORMATION
There are a number of procedures involved in For a number of reasons, automobile equip-
maintenance and repair that are referred to ment manufacturers are making wider and
throughout this manual. Application of these wider use of metric fasteners. Therefore, it is
procedures will enable the technician to be important to be able to tell the differences
more efficient, better organized and capable of between standard (sometimes called U.S. or
performing the various tasks properly, which SAE) and metric hardware, since they cannot
will ensure that the service and/or repair is thor- be interchanged.
ough and complete.
All bolts, whether standard or metric, are sized
according to diameter, thread pitch and length.
Fasteners
For example, a standard 1/2 - 13 x 1 bolt is 1/2
inch diameter, has 13 threads per inch and is 1
Fasteners are nuts, bolts, studs and screws
inch long. An M12 - 1.75 x 25 metric bolt is 12
used to hold two or more parts together. There
mm in diameter, has a thread pitch of 1.75 mm
are a few things to keep in mind when working
(the distance between threads) and is 25 mm
with fasteners. Almost all of them use a locking
long. The two bolts are nearly identical, and
device of some type, either a lockwasher, lock-
easily confused, but they are not interchange-
nut, locking tab or thread adhesive. All thread-
able.
ed fasteners should be clean and straight, with
undamaged threads and undamaged corners
In addition to the differences in diameter, thread
on the hex head where the wrench fits.
pitch and length, metric and standard bolts can
Develop the habit or replacing all damaged
also be distinguished by examining the bolt
nuts and bolts with new ones. Special locknuts
heads. To begin with, the distance across the
with nylon or fiber inserts can only be used
flats on a standard bolt head is measured in
once. If they are removed, they lose their lock-
inches. while the same dimension on a metric
ing ability and must be replaced.
bolt is sized in millimeters (the same is true for
nuts). As a result, a standard wrench should
Rusted nuts and bolts should be treated with a
not be used on a metric bolt and a metric
penetrating fluid to ease removal and prevent
wrench should not be used on a standard bolt.
breakage. After applying the rust penetrant, let
Also, most standard bolts have radial grade
it work for a few minutes before trying to loosen
lines on the head to denote the grade or
the nut or bolt. Badly rusted fasteners may
strength of the bolt, which is an indication of the
have to be chiseled or sawed off or removed
amount of torque that can be applied to it. The
with a special nut breaker, available at tool
greater the number of grade lines, the greater
stores.
the strength of the bolt. Metric bolts have a
property class (grade) number, rather than radi-
If a bolt or stud breaks off in an assembly, it can
al lines, molded into their heads to indicated
be drilled and removed with a special tool com-
bolt strength. In this case, the higher the num-
monly available at tool stores.
ber, the stronger the bolt.
Flat washers and lockwashers, when removed
Strength markings can also be used to distin-
from an assembly, should always be replaced
guish standard hex nuts from metric hex nuts.
exactly as removed. Replace any damaged
Many standard nuts have dots stamped into
washers. Never use a lockwasher on any soft
one side, while metric nuts are marked with a
metal surface (such as aluminum), thin sheet
number. the greater the number of dots, or the
metal or plastic.
1-4
CAPACITY GENERAL INFORMATION
1-5
CAPACITY GENERAL INFORMATION
Standard fasteners are often referred to as finger tight only. Next, they should be tightened
SAE, as opposed to metric. However, it should one full turn each, in a criss-cross or diagonal
be noted that SAE technically refers to a non- pattern. After each one has been tightened one
metric fine thread fastener only. Coarse thread full turn, return to the first one and tighten them
non-metric fasteners are referred to as USS all one-half turn, following the same pattern.
sizes. Finally, tighten each of them one-quarter turn at
a time until each fastener has been tightened to
Since fasteners of the same size (both stan- the proper torque. Too loosen and remove the
dard and metric) may have different strength fasteners, the procedure would be reversed.
ratings, be sure to reinstall any bolts, studs or
nuts removed in their original locations. Also,
when replacing a fastener with a new one,
make sure that the new one has a strength rat-
ing equal to or greater than the original.
1-6
CAPACITY GENERAL INFORMATION
TORQUE CHART
NOTE: This chart is intended as a guide for the wrench torque that should be applied to tightening
nuts and bolts or studs, or capscrews when no torque is specified on the assembly print or sepa-
rate instructions.
When tightening a bolt with a castellated nut, torque to the low value shown on the chart. Then con-
tinue to tighten until the hole in the bolt and the slot in the nut become aligned. Nuts must be of the
same SAE grade as the bolts on the chart. When nuts and bolts are of different grades, use the
torque value for the lower of the two.
This chart is not intended for use in seating a stud in a housing. These values were calculated on
approximately 75% of the proof-load for dry unplated bolts, and should be reduced by approximate-
ly 25% for lubricated fasteners.
1-7
CAPACITY GENERAL INFORMATION
1-8
CAPACITY GENERAL INFORMATION
1-9
CAPACITY GENERAL INFORMATION
Engine and Transmission Identification
Engine Dataplate
Transmission Nameplate
1-10
CAPACITY PREVENTIVE MAINTENANCE
PRE-OPERATIONAL AND SAFETY INSPECTION
2-1
CAPACITY PREVENTIVE MAINTENANCE
SUGGESTED PREVENTIVE Change engine oil and filer
Check wheel bearing oil
MAINTENANCE Check brake linings for wear and adjust cams
or replace linings if necessary
Daily Check oil in rear axle
Record hourmeter reading Check oil in transmission
Check coolant level and add coolant if neces- (Oil sampling analysis recommended)
sary (Use caution)
Check transmission oil level and add oil if nec-
DURA RIDE:
essary (engine running)
Check center bearing
Check engine oil level (engine stopped)
Check power steering oil level and add oil if Check air bags
necessary Check height adjustment
Check all belts for tension and condition
Check hydraulic oil level and add oil if neces-
sary (boom down) 2 Years or 2000 Hours of Operation
Drain water from all air tanks Check vibration damper
Check tire pressure and condition Check vibration damper rubber
Check for leaks, broken or damaged parts Drain and flush cooling system
Check lights working and clean
Check mirrors clean, tight and unbroken
Check exhaust system for leaks or damage 3000 Hours of Operation
Drain Fuel/Water Separator Change internal transmission filter and change
Charge air connections
fluid
Transmission filter indicators
(Oil sampling analysis recommended)
Weekly or 50 Hours of Operation Change steer reservoir filter and fluid
Perform all daily checks Change hydraulic oil and clean strainer
Check auto lube Check air dryer cartridge
Check oil in rear axle Check and adjust 5th wheel jams
Change cab tilt pump fluid
200 Hours of Operation Repair Facility
Initial change of RDS3000 main filter Check and clean automatic drain valves on air
tank.
Quarterly or 500 Hours of Operation
Engine Valve Adjustment
CAUTION - Never service air cleaner Initial valve adjustment at 5000 hours.
with engine running to prevent dirt from being Subsequent valve adjustments at 50,000 miles.
drawn into intake. Annual inspection or lube of hydraulic pump
and PTO shafts.
Service air cleaner when indicator shows red
Change hydraulic oil filter
Check wheel nut torque 3 Years or 6000 Hours of Operation
Check fuel filters when fuel reaches 1/2” from Change oil in rear axle
top of clear bowl Change oil in wheel bearings
Check adjustment on all brakes Change oil in transmission
Check air compressor mounting Change air dryer cartridge
Check charge air cooler Change brake linings
Check fuel pump mounting
2-2
CAPACITY PREVENTIVE MAINTENANCE
Preventative maintenance begins with day-to-day awareness of the condition of the engine and its
systems. Before starting the engine, check the oil and coolant levels. Look for:
• Leaks
• Loose or damaged parts
• Worn or damaged belts
• Any change in engine appearance
Never operate the engine with the oil level CAUTION: Do not add cold
below the “L” (Low) mark or above the “H” coolant to a hot engine. Engine castings can
(High) mark. Wait at least 15 minutes after be damaged. Allow the engine to cool to below
shutting off the engine to check the oil. This 120˚ F. before adding coolant.
allows time for the oil to drain to the oil pan.
Fill the cooling system with coolant to 1” below
NOTE: The vehicle must be level when check- the bottom of the fill neck in the radiator fill.
ing the oil level to make sure the measurement
is correct.
2-4
CAPACITY PREVENTIVE MAINTENANCE
All checks or inspections listed under daily or previous maintenance intervals must also be per-
formed at this time in addition to those listed under this maintenance interval.
2-5
CAPACITY PREVENTIVE MAINTENANCE
2-6
CAPACITY PREVENTIVE MAINTENANCE
Adding Lubricant
STEER AXLE
The correct oil level for the front wheel bearings
is at the oil level line. It is permissible for the oil
level to be up to 1/4 inch above the oil level line.
The vehicle must be level.
Front Axle
Description
Lubrication
3. Remove hub cap (3) and gasket (4). 100 to 150 ft. lbs. Torque 2-5/8” and larger jam
nuts 100 to 200 ft. lbs. The resulting end play
4. Remove outer bearing nut (5), lock- must be within limits of .001 to .010 in. loose.
washer (6) and lockwasher (7).
6. Install hub cap (3) and gasket (4),
5. Remove inner bearing adjuster nut and secure with capscrews (1) and lockwash-
(8). ers (2). Install wheel.
7. Remove drum (10) and hub assem- 8. Install wheel then torque wheel nuts
bly (11). to specified value.
2-8
CAPACITY PREVENTIVE MAINTENANCE
This axle is a heavy duty type with double This axle is a heavy duty type with double
reduction gearing. Positive full flow lubrication reduction gearing. Positive full flow lubrication
assures adequate lubrication to all moving assures adequate lubrication to all moving
parts of the carrier under all operating condi- parts of the carrier under all operating condi-
tions. tions.
NOTE
NOTE
and seals must be manually supplied with ade- 4. Remove the nuts (3), lockwashers
quate lubricant or they will be severely dam- (4), axle shaft (5), gasket (6), outer seal (7),
aged before the normal motion of the vehicle gasket (8) and wiper (9).
can supply lube to the hub ends of the housing.
5. Remove the nut (10), lockwasher
To avoid the risk if premature damage to wheel (11), nut (12) and bearing cone (13).
bearings and seals, they must be “prelubed”
any time the wheel equipment is being 6. Carefully pull the hub (14) from the
installed. axle housing (19).
1. Fill axle with lube through axle housing 7. Remove the seal (15) and bearing
cover filler hole. cone (16). Remove the bearing cups (17 and
18) only if they require replacement.
2. Jack up left side of axle. Maintain this posi-
tion for one minute to allow lube to flow into b. Cleaning and Inspection
wheel ends at right side.
1. Clean old lubricant from bearings,
3. Jack up right side of axle. Maintain this posi- hub and seals.
tion for one minute to allow lube to flow into
wheel ends at left side. 2. Inspect the parts for wear or damage,
making any necessary replacements. Repack
4. With vehicle level again, add lube through the hub and bearings with manufacturer’s spec-
axle housing cover filler hole The axle should ified lubricant.
require two additional pints of lube to bring level
up to bottom of filler hole. c. Installation and Adjustment.
Rear Wheel Bearing Service 1. If bearing cups (17 and 18) were
removed, install the bearing cups making sure
Wheel bearings must be correctly adjusted to they are seated squarely in their bores.
achieve maximum bearing life. Perform the fol-
lowing procedures to service and adjust the 2. Install the bearing cone (16) and
rear wheel bearings. grease seal (15) then, slide the hub (14)
assembly onto the axle housing (19).
a. Removal.
3. Install the bearing cone (13) and nut
1. Install wheel chocks to prevent move- (12). Thread the adjusting nut against the bear-
ment then place a jack under the rear axle and ing as the hub is rotated.
raise until the tires lift off the ground. Adjust
brake shoes until there is no drag on the 4. Tighten nut (12) to 50 ft. lbs. torque
wheels. while rotating the hub in both directions. The
wheel should turn easily.
2. Remove the nuts (1) to remove the
wheels and drum (2). 5. Install spindle washer (11) engaging
nut dowel pin with hole in washer.
3. Place a suitable container under the
end of the axle to catch lubricant.
2-10
CAPACITY PREVENTIVE MAINTENANCE
NOTE
2-11
CAPACITY PREVENTIVE MAINTENANCE
All checks or inspections listed under daily or previous maintenance intervals must also be per-
formed at this time in addition to those listed under this maintenance interval.
2-12
CAPACITY PREVENTIVE MAINTENANCE
2-13
CAPACITY PREVENTIVE MAINTENANCE
2-14
CAPACITY PREVENTIVE MAINTENANCE
2-15
CAPACITY PREVENTIVE MAINTENANCE
2-16
CAPACITY PREVENTIVE MAINTENANCE
2-17
CAPACITY PREVENTIVE MAINTENANCE
2-18
CAPACITY PREVENTIVE MAINTENANCE
2-19
CAPACITY PREVENTIVE MAINTENANCE
COOLING SYSTEM
RECOMMENDATIONS
41 Qt. - Use 50/50 solution of Ethylene Glycol
permanent antifreeze and softened water in
winter.
2-20
CAPACITY PREVENTIVE MAINTENANCE
Terminal Objective:
Upon completion of this unit, the student will be knowledgeable in the location, identifica-
tion, procedures, diagnostics and repairs of the electrical system found on Capacity spot-
ters.
Enabling Objectives:
• Locate, identify and define wire coding, usage, and circuit protection. Identify and
repair electrical connectors and terminals used on these vehicles.
• Read and interpret vehicle wiring diagrams. Identify, locate and trace circuits
using the vehicle wiring diagrams.
• Locate and identify the electrical system components, harnesses, electrical panels,
bulkhead connectors, electronic control modules and other related components
used on these vehicles.
• Understand the operation and diagnosis of circuit protection devices used on
these vehicles.
3-1
CAPACITY ELECTRICAL SYSTEM
the battery charging circuit
DESCRIPTION
(1 ) A fully charged battery and low
The electrical system consists of a battery, a charging rate indicates normal alternator-regu-
battery charging alternator with voltage regula- lator operation.
tor, ignition and starter switch, starter, and
diaphragm valve. The remainder of the electri- (2) A low battery and high charging rate
cal system consists of instruments, switches, indicates normal alternator-regulator operation.
sending units, wiring, circuit breakers, etc., nec-
essary for operation of the electrical system. (3) A fully charged battery and a high
Equipment selected by the customer will deter- charging rate usually indicates the voltage reg-
mine the electrical equipment to be installed in ulator is not limiting the alternator output.
addition to the standard electrical system.
CAUTION
Battery
A high charging rate on a fully charged battery
There are two 12V 700CCA 31-ECO batteries. will damage the battery and other components.
They are maintenance-free. Water does not
have to be added at any time. If a maintenance (4) A low battery and low or no charging
type battery is installed at any time, the water rate could be caused by loose connections,
level should be checked periodically. damaged wiring, defective alternator, improper
regulator operation, or defective alternator.
CAUTION
NOTE
Overfilling can cause poor performance or early
failure. If the machine is to be inoperative or idle for
more than 30 days, remove the batteries. The
a. Keep the top of the batteries, termi- batteries should be stored in a cool dry place.
nals and cable clamps clean. When necessary,
wash them with a solution of baking soda and Alternator
water, and rinse with clean water.
The alternator can be expected to give long,
CAUTION trouble-free service; however, the diodes and
transistors in the alternator circuit are very sen-
Do not allow the soda solution to enter the sitive and can be easily destroyed. The follow-
cells. ing precautions should be observed when
working on or around the alternator.
b. Inspect the cables, clamps and hold-
down brackets regularly. Replace any damaged Avoid grounding the output wires or the field
parts. Clean and re-apply a light wires between the alternator and regulator.
coating of grease to the terminals and cable
clamps when necessary. Never run an alternator on an open circuit.
c. Check the electrical system if the bat- Grounding an alternator's output wire or termi-
tery becomes discharged repeatedly. nals, which are always hot regardless of
whether or not the engine is running and acci-
d. Use the following quick in-the-unit dentally reversing the battery's polarity will
check as an indication of faulty components in
3-2
CAPACITY ELECTRICAL SYSTEM
NOTE
3-3
CAPACITY ELECTRICAL SYSTEM
3-4
CAPACITY ELECTRICAL SYSTEM
Relay Bank
3 3
3-5
CAPACITY ELECTRICAL SYSTEM
INSTRUMENTATION
3 4
5
1
2
7
6
3-6
CAPACITY ELECTRICAL SYSTEM
10 11
12
8
9
3-7
CAPACITY ELECTRICAL SYSTEM
3-8
CAPACITY ELECTRICAL SYSTEM
Ground Check
Continuity Check
Terminal Objective:
Upon completion of this unit, the student will be knowledgeable in the identification, con-
struction, operation, diagnostics, troubleshooting and repairs of the ALLISON RDS-3000
Transmission found on Capacity spotters.
Enabling Objectives:
4-1
CAPACITY FRONT AXLE & STEERING
Terminal Objective:
Upon completion of this unit, the student will be knowledgeable in the identification, pro-
cedures and repairs of the front axle & steering system found on Capacity spotters.
Enabling Objectives:
5-1
CAPACITY FRONT AXLE & STEERING
CAUTION
5-2
CAPACITY FRONT AXLE & STEERING
Figure 11-1
F = FAHRENHEIT
GPM = GALLONS PER MIN.
HWT = HAND WHEEL TURNS
PSI = POUNDS PER SQ. IN.
5-3
CAPACITY FRONT AXLE & STEERING
b. Turn the steering wheel until the linkage bot- (1) Refer to Figure 11-4 and remove the
toms out on the spacer block. wingnut (1) and gasket (3) to release the cover
(4) and gasket (5).
NOTE:
(2) Remove the spring (6) and cap (7) to
Apply at least 20 lbs. to the rim of the steering release the filter element (8).
wheel during this test to be sure the steering
gear control valve is closed. (3) Position the replacement filter ele-
ment (8) place in the reservoir (9) then, install
c. Pressure gauge should now read sys- cap (7) and spring (6).
tem relief pressure as noted in pump pressure
test. Steering gear internal leakage can be (4) Install the gasket (5), cover (4), gas-
read on the flow meter. ket (3) and wing nut (1).
CAUTION CAUTION
Do not hold the steering wheel in the maximum Do not mix power steering fluids. Seal damage
turn position longer than five to ten seconds at may result.
a time to avoid pump damage.
(5) Fill the reservoir to the FULL mark on
d. If leakage is greater than 1.5 GPM the dipstick (2) with the grade of oil listed in the
the gear should be repaired or replaced. If Recommended Lubricants chart in the front of
leakage is less, refer to the “Allowable Leakage this manual.
Chart” below to determine the allowable leak-
age. Use the flow rates recorded during pump
flow tests. (Figure 11-3)
SERVICING
a. Maintain the proper level of fluid in the
reservoir.
TAS STEERING GEAR One valve or the other, depending on the direc-
tion of turn, will trip as the steered wheels
approach the axle stops (which must be set
General Operation according to manufacturer's specification). The
tripped valve reduces pressure in the gear and
helps to reduce heat generated by the pump. At
What Happens During a Steering the same time, the valves also reduce forces
Maneuver on the steering linkage. These valves are auto-
matically set to axle stops after installation in
When the driver turns the steering wheel, he vehicle at first full right and left turn.
transmits force from the steering wheel to the
steering gear input shaft. A torsion bar, pinned The procedure for air bleeding follows in this
at its one end to the input shaft and at its other manual. Replacement of damaged automatic
end to the worm shaft, turns with the input shaft bleed plugs, and manual bleed screws is
and exerts a rotational force on the worm shaft. described in a later section.
In response to this rotational force, the worm
shaft, acting through the recirculating ball
mechanism, tries to move the rack piston axial-
ly through the gear housing cylinder bore.
General Design
If the steered wheels receive a shock load, the The rotary control valve combines simplicity of
shock forces are transmitted through the sector construction with desirable performance char-
shaft to the rack piston, and on to the worm acteristics. The speed at which the driver can
shaft. The internal geometry of the steering turn the steering wheel with power assist is
gear causes the control valve to send high- dependent upon the pump flow (measured in
pressure fluid to the correct cylinder cavity to gallons per minute) directed to a cylinder cavi-
resist the shock forces. By absorbing the shock ty. The control valve controls flow through the
forces hydraulically, the steering gear prevents steering gear.
objectionable kickback at the steering wheel.
The pressure (measured in pounds per square
Unloading (Poppet) Valves inch) required for the gear to steer the vehicle
is created by the power steering pump to over-
The steering gear is equipped with two unload- come resistance at the steered wheels. The
ing valves, one at each end of the rack piston. control valve senses these requirements and
5-5
CAPACITY FRONT AXLE & STEERING
The TAS series gears can steer a vehicle with- • Bolt gear to frame, torque to vehicle manufac-
in its front end weight rating through a turn at turer's recommendation.
low speed and engine idle. As the driver turns
the steering wheel faster or slower, more or • Connect return line to steering gear return
less fluid will be required by the gear. port.
Automatic Transmission Fluid Dexron II • Connect steering column to input shaft, torque
Mobil ATF 210 pinch bolt to recommendation.
Automatic Transmission Fluid Type "E" or “F”
Mobil Super 10W-40 Motor Oil • Install pitman arm on output shaft, torque bolt
Chevron 10W-40 to recommendation.
Shell Rotella T30W
Chevron Custom 10W-40 Motor Oil Initial Poppet Setting
Shell Rotella T SAE 30
Chevron Torque 5 Fluid For this procedure to work correctly, you must
Texaco 10W-40 have: A new gear received from TRW or your
Exxon Nuto H32 Hydraulic Fluid vehicle manufacturer's aftermarket system, or a
Texaco TL-1833 Power Steering Fluid used gear on which poppet seats have been
Fleetrite PSF (Can #990625C2) replaced or reset during gear disassembly pro-
Union 10W-40 cedures. ALSO: Fixed stop screw installed in
Ford Spec. M2C138CJ housing, or poppet adjusting screw installed so
Union 15W-40 that it duplicates fixed stop screw length.
Mack EO-K2 Engine Oil
Unocal Guardol 15W-40 Motor Oil CAUTION
The steering system should be kept filled with The axle stops and all steering linkage must be
one of the above fluids. set according to vehicle manufacturer's specifi-
cations, and the pitman arm must be correctly
aligned on the sector shaft for poppets to be set
correctly.
5-6
CAPACITY FRONT AXLE & STEERING
Full turn in one direction Make sure the steering column is aligned prop-
erly.
1. With the engine at idle and the vehicle
unloaded, turn steering wheel to full travel in Encourage drivers to report any malfunctions or
one direction until axle stop contact is made. accidents that could have damaged steering
Maximum input torque to be applied during this components.
procedure is 40 lb. rim pull on a 20 in. diameter
steering wheel. Do not attempt to weld any broken steering
component. Replace the component with origi-
NOTE: If you encounter excess rim pull effort, nal equipment only.
allow vehicle to roll forward or jack up the vehi-
cle at the front axle. Do not cold straighten, hot straighten, or bend
any steering system component.
Full turn in other direction
Always clean off around the reservoir filler cap
2. Follow the same procedure while turning the before you remove it. Prevent dirt or other for-
steering wheel in the other direction. The pop- eign matter from entering the hydraulic system.
pets are now positioned to trip and reduce
pressure as the steered wheels approach the Investigate and correct any external leaks, no
axle stops in either direction. matter how minor.
5-7
CAPACITY FRONT AXLE & STEERING
Filling and Air Bleeding the Allow air to bleed out from bleed screw
CAUTION Repeat step 4 three to four times until all the air
is discharged. Torque manual bleed screw to
Make sure poppets are set correctly before 30 Ibf~in.
beginning this procedure.
CAUTION
Run engine for 10 seconds, turn off and fill
reservoir Do not turn steering wheel with bleed screw
loosened.
1. Fill the reservoir nearly full. Do not steer.
Start and run the engine for 10 seconds, then
shut it off. Check and refill the reservoir. Repeat
at least three times, checking the reservoir
each time.
CAUTION
Steer vehicle
5-8
CAPACITY FRONT AXLE & STEERING
1. Disconnect return line from the steering gear and plug the
line. Also cap the return port of the gear with a high pressure
fitting.
Disconnect column
3. Remove the dirt and water seal from the steering gear.
4. Wipe out the grease and the~ remove the spiral retaining
ring. Use a screwdriver inserted into the notch formed in the
end of the ring. Be careful not to scratch the bore with the
screwdriver.
5-9
CAPACITY FRONT AXLE & STEERING
Replace column
5. Slip the steering column back onto the input shaft with the
pinch bolt installed, but no tightened.
6. Tie or wrap a shop towel around the input shaft area and
place a drip pan under the vehicle to catch oil.
Fill reservoir
5-10
CAPACITY FRONT AXLE & STEERING
Input Shaft Seal Replacement (Cont.)
Inspect seal area
10. the seal area of the valve housing for any seal frag-
ments. Remove any that are found.
11. Check the seal for heat damage. If the seal is stiff and
brittle, and not pliable like the new seal, it is probably heat
damaged. Determine and fix the cause of excessive heat in
the vehicle.
14. Pack the end of the sing bore around the input shaft with
clean, high temperature industrial grease (Mobile Temp 1 or
2 or equivalent). Apply more of the grease to a new dirt &
water seal and install it over the input shaft. Seat it in the
groove behind the serrations and against the valve housing.
5-11
CAPACITY FRONT AXLE & STEERING
Reconnect column
16. Reconnect the return line to the steering gear return port.
17. Air bleed the system using the air bleeding procedure in
this section.
5-12
CAPACITY FRONT AXLE & STEERING
1. With the engine off, rotate the steering wheel (input shaft)
until the timing mark on the sector shaft lines up with the
mark on the housing. The line on the sector shaft should be
at a 90˚ angle from the input shaft. The sector shaft is now
on its “center of travel”.
5-13
CAPACITY FRONT AXLE & STEERING
Adjust shaft
7. Turn the steering wheel 1/4 turn each side of center, then
back to center and recheck the pitman arm for lash. You
should feel no lash; if there is lash, repeat steps 4, 6 and 7.
5-14
CAPACITY FRONT AXLE & STEERING
Poppet Readjustment
This resetting procedure will work in most
cases with at least 1-3/4” hand-wheel-turns
TOOLS REQUIRED - 7/32” allen wrench, 5/8”
from each side of center. If you’re making a
open end wrench, 3/4” open end wrench, 3/4”
large reduction cut and this procedure does
socket, lbf•lb torque wrench.
not work, you may have to replace or internal-
ly reset the poppets.
MATERIALS REQUIRED - hydraulic fluid, jack
Set axles stops, warm-up system
Start the engine and allow the vehicle to idle for 5-10 minutes
to warm the hydraulic fluid. Shut off the engine.
3. Make sure the engine is off and the road wheels are in
straight ahead position. Remove and discard the poppet
fixed stop bolt (if equipped) and washer (if equipped) from the
lower end of the housing.
If the unit has a poppet adjusting screw and sealing nut that
need to be replaced, remove and discard them.
Jack up vehicle
6. Place a jack under the center of the front axle and jack up
the front end of the vehicle so the steer axle tires are off the
ground.
9. Loosen the sealing nut and back out the adjusting screw
until 1” is past the nut. Tighten the sealing nut against the
housing.
c. Back off the adjusting screw 3-1/4 turns and tighten the
sealing nut. Torque sealing nut to 35 lb•ft.
5-17
CAPACITY FRONT AXLE & STEERING
5-18
CAPACITY FRONT AXLE & STEERING
Figure 5-5
5-19
CAPACITY FRONT AXLE & STEERING
Definition of Terms - TOE-IN - The dis- “Negative” caster is the tilt of the top of the king-
tance between the front wheels is less at the pin toward the front of the vehicle.
front that at the rear of the axle (E and F, Figure
9-5)
Toe-In
The distance between the front wheels is less
at the front than at the rear of the axle (E and
F, Figure 5-5)
Camber
5-20
CAPACITY FRONT AXLE & STEERING
Toe Setting
1. Use a work bay with a level floor.
2. Drive the vehicle into bay slowly and straight
ahead. Try to roll to a stop without the use of
5-21
CAPACITY FRONT AXLE & STEERING
Checking and Correcting Camber tive camber causes wear at the inner shoulder.
Incorrect camber setting will affect steering
Camber variations may be caused by wear at effort.
wheel bearings and steering knuckle bushings,
or by a bent steering knuckle or axle center. Checking and Correcting Caster
Camber specifications are listed at the end of
this section. Caster dimensions are for a vehicle carrying its
design load. Design load is the load equal to
Before checking the camber, check wear at the the capacity of the vehicle’s suspension,
king pins as follows: whereby the frame in most cases would be
level. If an alignment check is to be made with
Raise the front of the vehicle, pull bottom of the the frame NOT LEVEL, the frame angle must
wheel outward and take a camber reading. be determined and added to the caster angle to
Then pull the top of the wheel outward and take obtain a true caster reading. To determine
a camber reading. Then pull the top of the frame angle proceed as follows:
wheel outward and take a camber reading. If
the readings vary more than 15 minutes (1/4”) 1. Position vehicle on a smooth level surface.
make the following adjustments:
2. Using a bubble protractor or inclinometer,
1. Adjust the wheel bearings as directed in measure the frame angle. Frame angle is the
under front axle section, then take the camber degree of tilt in the frame from the level posi-
readings. If the readings still vary over 15 min- tion.
utes, check and replace if necessary, the steer-
ing knuckle bushings and king pins. 3. Determine whether the frame angle is up in
rear or down in rear.
2. Check the wheel run-out as instructed in
wheel tire runout check. If the run-out is exces- 4. Determine the caster angle for the left wheel
sive, replace the wheel. not.
3. Place the vehicle on a level surface with the 5. To determine an actual (corrected) caster
normal weight of the vehicle on the wheels, reading with various frame angles and caster
then take the final camber reading. If a camber readings, one of the following rules applies:
gauge is not available, the readings can be
taken as shown in Figure 5-5. Place the square a. A DOWN IN REAR frame angle must
as shown and measure distances A and B. B be SUBTRACTED from a POSITIVE caster
should EXCEED A. Camber dimensions of the reading.
right wheel should not vary over 3/32” from
camber dimensions of the left wheel. If the final b. AN UP IN REAR frame angle must
camber reading is incorrect, either the steering be ADDED to a POSITIVE caster reading.
knuckle or the axle center is bent.
c. A DOWN IN REAR frame angle must
4. To determine which part is bent, check the be ADDED to a NEGATIVE caster reading.
king pin inclination (D, Figure 5-5). Camber
plug king pin inclination is the included angle of d. An UP IN REAR frame angle must be
steering knuckle. If the included angle varies SUBTRACTED from a NEGATIVE caster read-
more than 30 minutes (1/2”), the knuckle is ing.
bent and should be replaced. Excessive posi-
5-22
CAPACITY FRONT AXLE & STEERING
1. Raise the axle at the side to be checked and 6. Place the point of the marker at the inside of
support it. the wheel.
5-23
CAPACITY FRONT AXLE & STEERING
Hub Check
5-24
CAPACITY FRONT AXLE & STEERING
Disassembly, Overhaul, and 7. Disconnect tie rod end from tie rod arm using
Assembly a suitable tool such as a pickle fork.
Preparation
1. Set parking brake and block drive wheels to
prevent vehicle movement.
2. Raise vehicle until steer axle tires are off the
ground. Support raised vehicle with safety
stands.
WARNING
5-25
FRONT AXLE & STEERING
WARNING
Cleaning
5-26
CAPACITY FRONT AXLE & STEERING
WARNING
8. Ream bushings
to proper size
using appropri-
ate Kent-Moore
tool (or equiva-
lent).
9. Install new seal,
using suitable
pilot drift or sim-
ilar device that
will not damage seal as it is installed.
CAUTION
5-27
CAPACITY FRONT AXLE & STEERING
FRONT SUSPENSION 8. Remove bolts and lockwashers (8 and 9)
then drive out spring pins (7) to release spring
(13).
INTRODUCTION
9. Remove bolt and lockwasher (8 and 9) then
The front suspension consists of two multi- drive out shackle pin (7) to release shackle (3)
leave semi-elliptical springs, rubber bumpers, and bushing (6).
shackles and related hardware. The following
paragraphs outline the complete removal and 10. Remove locknuts and washers (4 and 5) to
installation procedures for the springs and remove bumpers (17).
shackles.
Inspection
Perform only those steps necessary to effect
the desired repairs. 1. Check springs (6) for cracked or broken
leaves. Check end bushings (14 and 18) for
deterioration.
Removal
WARNING
5-28
CAPACITY REAR AXLE & DURA RIDE
Terminal Objective:
Upon completion of this unit, the student will be knowledgeable in the identification, pro-
cedures and repairs found on the rear axle & dura-ride suspension found on Capacity
spotters.
Enabling Objectives:
6-1
CAPACITY REAR AXLE & DURA RIDE
Drive Axle
The following procedures outline the removal
and installation of the drive axle from a spotting
tractor equipped with the optional Dura Ride
rear suspension system. Refer to the figures as
indicated for location and identification of parts
while performing these procedures.
Removal
6-2
CAPACITY REAR AXLE & DURA RIDE
4. Refer to Figure 9-7 and remove cotter pin (1) 11. Refer to figure 9-9 and mark location of link-
and clevis pin (2) to disconnect brake chamber age connector as shown then, loosen clamp
clevis (3) from slack adjuster (4). and slide connector up off linkage rod.
5. Apply parking brake then release air brake 12. Attach a suitable hoist to the rear of the
system pressure to zero pressure by vehicle frame then hoist the frame high enough
depressing and releasing brake pedal approxi- to allow the axle to be removed.
mately 30 times.
13. Install jack stands to support raised vehicle
6. Tag, disconnect and plug the air lines (5 and frame.
6) from both brake chambers (7).
14. Remove drive shaft.
7. Raise boom to the top of its travel for access,
then install supports to hold boom elevated. 15. Remove bolt (21, figure 9-8), lockwasher
(22) and hydraulic hose support bracket (23).
8. Refer to figure 9-8 and disconnect air hose
(1) from each air spring (2) then remove fitting 16. Remove locknuts, washers and bolts (17,
(12), top locknuts (3) and washers (4). 18 and 19) to release air springs (2) and mount-
ing plates (20).
9. Remove locknuts (5 and 7), bolts (8) and
washers (6 and 9) to release shock absorbers 17. Attach suitable hoist to raised end of boom
(10). and exert a lifting force that will support weight
of boom and Dura-Ride "A" frame (31).
10. Remove locknut (11), locknuts (13), bolts
(14) and washers (15) to release track rod (16).
Figure 9-7
6-3
CAPACITY REAR AXLE & DURA RIDE
6-4
CAPACITY REAR AXLE & DURA RIDE
Figure 9-8
6-5
CAPACITY REAR AXLE & DURA RIDE
10. Perform drive shaft installation procedures. 16. Reinstall access plug (13).
11. Refer to Figure 9-7 and connect air lines (5 17. Refer to Figure 9-9 and slide connector
and 6) to brake chambers (7). down onto rod to mark made during disassem-
bly. Tighten clamp to secure connector.
12. Start engine and allow air pressure to build
to normal operating level, then release parking 18. Refer to the LUBRICATION CHART in the
brake. and service drive axle with specified lubricant.
13. Connect clevis (3) to slack adjuster (4) with 19. Perform brake adjustment.
clevis pin (2) and cotter pin (1).
20. Perform ride height adjustment procedures
14. Uncage brake chamber by loosening nut outlined in this manual.
until spring is fully released.
21. Check all air hose connections for leaks
15. Remove release stud assembly (17) and using soapy water solution.
return it to its storage position on the housing.
9-9
6-6
CAPACITY REAR AXLE & DURA RIDE
Shock Absorbers
Shock absorbers are nonrepairable. in step 3. Replace both units if a definite differ-
Maintenance requirements involve replace- ence in either compression or rebound resist-
ment of the rubber mounting grommets, and ance is felt.
tightening all shock absorber pin nuts at regular
intervals. If a shock absorber becomes inoper- 6. Inspect mounting brackets for looseness or
ative, the complete unit must be replaced. wear. Inspect rubber bushings and grommets
for wear or deterioration.
DESCRIPTION
The Dura-Ride suspension system is equipped b. Check the boom hydraulic cylinders
with two air springs which are controlled for ride for leaks.
height by a position sensitive air valve. As more
weight is applied to the fifth wheel, the springs c. Check the air springs for cracks, leaks
collapse. The valve senses the change in posi- and/or damage.
tion and increases spring air pressure to com-
pensate for additional load and to restore the d. Check the connector clamps of the
vehicle to its original ride height. As the load is leveling valve linkage for tightness.
decreased, air is released from the springs to
maintain proper positioning. Spring ride height e. Check the valves for proper operation
should be approximately 4 1/2.” after air pres- by performing ride height check and adjustment
sure has stabilized. Height changes required outlined below:
for load changes are not instantaneous.
Stabilization takes 5 - 7 seconds under normal Ride Height Check
conditions. Ride height is factory set and
should not require adjustment, unless leveling Perform the following steps to determine if the
valve and/or linkage requires replacement. leveling valve and air springs are performing
correctly.
Service a. Park Trailer Jockey with no trailer on
level surface, apply parking brake and shut
The Dura-Ride suspension system is furnished down engine.
with five spherical bearings (see Figure 9-1)
which allow the suspension to articulate The b. Measure height of air springs as
bearings should be lubricated weekly. The shown in Figure 9-2
bearings are located at each end of the boom
lift cylinders and at the swivel point of the A- c. With no load on tractor, air springs
frame structural member to which the rear axle should be 4-3/8. to 4-5/8" (11.1 1-11.74 cm).
is attached. The swivel point grease fitting is
located just above the bearing in the top plate d. Connect Trailer Jockey to loaded trail-
of the A-frame. Remote lube point is provided er then park in same location, apply parking
for the swivel point bearing. Service the grease brakes.
fittings at the intervals described in the
Lubrication Chart. e. Measure height of air springs. .
6-8
CAPACITY REAR AXLE & DURA RIDE
Figure 9-1
6-9
CAPACITY REAR AXLE & DURA RIDE
Figure 9-2
6-10
CAPACITY REAR AXLE & DURA RIDE
c. When air springs reach correct ride b. Refer to Figure 9-3 and pry "A" frame
height (4-3/8" to 4-5/8") slide top connector (1) to one side and measure distances "A" and
down until leveling valve just closes. "B" between vertical bearing mount plate (2)
and each cross tube ear (3 and 4).
d. Tighten top connector clamp.
c. Subtract the smaller of the two meas-
e. Recheck air spring height both loaded urements from the larger. If the difference is
and unloaded. more than 1/8 perform bearing replacement
procedures. If difference is less than 1/8" the
f. If T railer Jockey still rides too low, bearing may be reshimmed by performing the
move top connector up slightly. If Trailer Jockey following:
rides too high, move top connector down.
(1 ) Place a suitable jack under bearing
g. Be certain connector clamp on bottom area of "A" frame (1) and support weight of "A"
connector is tight. frame structure.
Figure 9-3
6-11
CAPACITY REAR AXLE & DURA RIDE
NOTE
Figure 9-4
Rear Suspension
The following paragraphs outline the proce- 5. Remove locknuts (3) and washers (4).
dures for removal, repair and replacement of
the components of the Dura-Ride air suspen- 6. Use suitable hoist of jacks to raise vehicle
sion system. Refer to the figures as indicated frame (5) to clear the stud (6) and tube (7) and
for location and identification of parts while per- for access to bolts (8) and locknuts (9).
forming these procedures.
7. Place jack stands and/or wooden blocks
Air Springs Replacement under frame to secure it in the raised position.
1. Park machine on level surface and set park- 8. Remove locknuts (9), washers (10) and bolts
ing brake. (8) to release air spring (12) and mounting plate
(11).
2. Raise boom to the limit of its travel for access
to air springs. 9. Remove locknuts and washers (13 and 14)
to separate air spring (12) from mounting plate
3. Bleed all brake system air pressure to zero (11).
pressure by depressing and releasing brake
pedal approximately 30 times. 10. Assemble mounting plate (11 ) to replace-
ment air spring (12) with washers and locknuts
4. Refer to Figure 9-4 and disconnect air line (14 and 13).
(1) from air spring fitting (2).
6-12
CAPACITY REAR AXLE & DURA RIDE
Figure 9-5
15. Check ride height as outlined on page 9.1 6. Remove locknuts (5), washers (6), bolts (7)
and perform ride height adjustment if neces- and washers (8) to release leveling valve (9).
sary (See page 9.4)
7. Mark valve arm (2) as shown then loosen
16. Check air line connections for leaks bolt (10) to release arm (2). Transfer valve arm
using soapy water solution. to replacement leveling valve (9).
6-13
CAPACITY REAR AXLE & DURA RIDE
8. Transfer fittings (1 1, 12 and 13) to replace- (1) from each air spring (2) then remove fitting
ment leveling valve (9). (12), top locknuts (3) and washers (4).
9. Position replacement leveling valve (9) on 6. Remove locknuts (5 and 7), bolts (8) and
bracket (14) and secure with bolts, washers washers (6 and 9) to release shock absorbers
and locknuts (7, 8, 6 and 5). (10).
10. Connect air lines (3 and 4). 7. Remove locknut (11), bolts (14) washers (15)
and locknuts (13) to release track rod (16).
11. Attach connector (1) to valve arm (2).
8. Attach a suitable hoist to the rear of the vehi-
12. Start engine and allow air pressure to build cle frame and raise frame until it clears the air
to normal operating pressure. springs.
13. Check air line connections for leaks using 9. Install jack stands or wooden blocks to sup-
soapy water solution. port the vehicle frame in its raised position.
14. Perform ride height check and adjustment 10. Disconnect hoist from vehicle frame then
(see pages 9.1 and 9.4) attach hoist to boom. Apply a lifting force suffi-
cient to support weight of boom then remove
A Frame Pivot Bearing bottom boom cylinder bolts and lockwashers (8
and 9, Figure 10-11). Once all eight bolts are
Replacement out, raise boom slightly.
To remove the A-frame pivot bearing, it will be 11. Place support under the bearing end of A
necessary to move the axle/A-frame assembly frame (10) that will allow the A-frame (10) and
back approximately six inches (15 cm). Perform axle (11) to be moved back.
the following procedures to move the axle/A-
frame. 12. Remove cotter pin (3), castellated nut (4),
washer (5) and spacer (6).
1. Park machine on level, smooth surface and
block front wheels to prevent movement. 13. Drive out pivot pin (7). This will release
shims (8) and bushings (9).
2. Refer to figure 9-7 and remove cotter pin (1)
and clevis pin (2) to disconnect brake chamber 14. Move A-frame/axle assembly (10 and 11)
clevis (3) from slack adjuster (4). back approximately six inches (15 cm).
3. Apply parking brake then release air brake 15. Remove locknuts (12), bolts (13) and flat
system pressure to zero pressure by depress- washers (14) to release clamp plates (15) and
ing and releasing brake pedal approximately 30 bearing (16).
times.
16. Position replacement bearing (16) and
4. Raise boom to the limit of its travel for access clamp plates (15) on A-frame (10). Secure with
to air springs, then install supports to hold bolts (13), flat washers (14) and locknuts (12).
boom in elevated position.
5. Refer to figure 9-4 and disconnect air hose
6-14
CAPACITY REAR AXLE & DURA RIDE
Figure 9-6
6-15
CAPACITY REAR AXLE & DURA RIDE
17. Assemble pin head (19), castellated nut until washers (6 and 9) are 1-3/4 inches apart.
(20) and cotter pin (18) on replacement pivot 27. Start engine and allow air pressure to build
pin (7). to normal level then release parking brake. This
will enable slack adjuster (4, figure 9-1) to be
18. Move A-frame (10) into position between connected to clevis (3) using clevis pin (2) and
mounting ears (21 ) then install replacement cotter pin (1).
bushings (9) and pivot pin assembly (18, 19, 20
and 7). 28. Check all air hose connections for leaks
using soapy water solution.
19. Install spacer (6) and washer (5). Lubricate
castellated nut (4) then torque nut to 500 ft.lbs.
(678 NM).
6-16
CAPACITY AIR SYSTEM
Terminal Objective:
Upon completion of this unit, the student will be knowledgeable in the identification, pro-
cedures and repairs found in the pneumatic system found on Capacity spotters.
Enabling Objectives:
7-1
CAPACITY AIR SYSTEM
The primary reservoir supplies air pressure to The leveling valve controls the flow of air pres-
the primary section of the treadle valve and to sure to and from the air springs. A mechanical
the parking brake/trailer supply valve. When linkage is used to connect the leveling valve to
the treadle valve is depressed, the primary sec- the rear suspension trailing arm. As weight on
tion supplies air to activate the rear tractor the fifth wheel increases, the tractor frame set-
brakes and, through the tractor protection tles causing the linkage to open the valve and
valve, activate the trailer service brakes. The supply the air springs with additional pressure
air pressure sent to the parking brake/trailer to compensate.
supply valve is used to release the parking
brakes of the tractor and trailer as well as fill the Air Tanks
trailer air system reservoir(s).
All compressors pass a certain amount of oil in
The parking brake section of valve is used to order to lubricate the cylinder walls and piston
supply air pressure to the parking brake cham- rings. Also, depending on the humidity, air
bers to release the parking brakes. When the entering the compressor contains a certain
parking brake valve is pulled out, the air pres- amount of water. This oil and water normally
sure is released allowing springs to apply the enters the air tanks in the form of vapor
parking brake. because of the heat generated during compres-
sion. After reaching the air tanks they condense
Quick release valves are installed in the brake to form water emulsion that must be drained off
chamber supply lines to ensure the air pressure before entering the brake system.
7-2
CAPACITY AIR SYSTEM
Automatic Drain b. Bleed the air pressure from the brake
system by applying and releasing the service
The air tanks are equipped with an automatic brakes.
drain valve. When the brakes are applied and
the pressure in the air tank drops approximate- c. Depress the plunger in the automatic
ly 2 psi the automatic drain valve will open drain valve to ensure that all pressure is
momentarily allowing a small amount of air to released.
escape. When this happens any collection of oil
and water emulsion will also escape. Disassembly and Cleaning
(Refer to Figure 6-2)
Manually drain automatic drain valve daily by
depressing plunger in drain exhaust port. Perform the following procedures to disassem-
ble and clean the automatic drain valves.
Operation of the automatic drain valve should
be checked every 250 hours of operation. This a. Remove the four capscrews (1, Figure
should be done with the engine operating and 3) and lockwashers (2).
the brake system at normal operating pressure.
b. Remove cover (3) and sealing ring
NOTE (4).
It will be necessary for someone to observe the c. Remove inlet and exhaust valve (5).
automatic drain valve to perform this check.
d. Remove adapter and filter assembly
When the operator applies the brakes, the (6).
automatic drain valve should be checked to see
that a small amount of air escapes from the e. Remove filter retainer (7) and filter (8).
valve.
f. Clean and inspect the filter. Replace
CAUTION the filter if it is clogged.
If the automatic drain valves are not operating g. Wipe all rubber parts clean. Cleaning
properly, and are not checked, the accumula- solvent may be used on metal parts.
tion of water in the tanks can fill them to the
extent that the brakes will not work. Reassembly
(Refer to Figure 6-2)
All hoses, lines, and fittings should be checked
periodically for leaks and serviceable condition. Perform the following procedures to reassem-
ble the automatic drain valve.
CAUTION
a. Apply a light film of grease on the
Any abnormal operation of the brakes or brake valve seat (9).
system should be checked immediately.
CAUTION
The automatic drain valve should be removed
and cleaned every 6 months. Do not apply oil or grease to the inlet and
exhaust valve.
a. Set the parking brake.
b. Place sealing ring (4) in groove of
cover (3).
7-3
CAPACITY AIR SYSTEM
Figure 6-2
c. Place valve guide (10) over inlet and functional, dynamic controllability tests and
exhaust valve (5). other tests required in assuring vehicle safety
and performance.
d. Place valve guide (10) and inlet and
exhaust valve assembly (5) into cover (3) with a. Checking Pressure Buildup. Low
wire stem (11) projecting through exhaust port Pressure Warning Cutoff, and Governor Cut-
(12). out.
e. Place cover (3) on body (13) and (1) Open reservoir drain valves and
install lockwashers (2) and capscrew (1). drain system to 0 pressure.
f. Install filter (8) in adapter and screw in (2) Start engine and run at fast idle. Low
filter retainer (7). pressure warning should be on.
g. Install adapter and filter assembly (6) (3) Begin timing pressure buildup when
in body (13) and tighten. system pressure reaches 50 PSI. Be ready to
note pressure at which warning cuts off. Cutoff
h. Reinstall the automatic drain valve in should occur at approximately 60 PSI.
the air tank.
(4) Note time when pressure reaches 90
Air Brake System Tests PSI. Buildup from 50-90 PSI should not take
more than 5 minutes.
The following tests of the brake system should
be performed periodically to determine the con- (5) Continue observing gauge and note
dition of the system. These tests are designed pressure at which governor cuts out. The pres-
to help discover sluggish performance and/or sure should be approximately 120 PSI.
system leaks before they become a major prob-
lem. Performing these tests does NOT, howev- b. Checking Reservoir Air Supply
er, rule out the importance and necessity of Leakage.
7-4
CAPACITY AIR SYSTEM
(1) Run engine to allow system to build Brake Adjustment
to full pressure. Shut down engine.
a. A schedule for the periodic cleaning,
(2) After allowing the pressure to stabi- inspection and lubrication of brake equipment
lize for at least one minute, observe the pres- should be established by the operator on the
sure while timing two minutes. basis of past experience and severity of opera-
tion. Linings and drums are parts particularly
(3) Drop in pressure should not exceed subject to wear degradation. To compensate for
2 PSI in one minute (3 PSI if trailer connected). this wear, the brakes are equipped with auto-
matic slack adjusters to maintain satisfactory
c. Checking Service Air Delivery operation and maximum safety. The adjusters
Leakage. should be routinely checked to provide uniform
lining clearance, correct travel of levers and
(1) With system at full pressure and proper equalization.
engine stopped apply foot brake valve and
allow one minute for pressure to stabilize. b. Brakes should be cleaned, inspected,
lubricated and adjusted each time the hubs are
(2) Hold foot brake valve applied and removed.
observe the pressure gauge and time for two
minutes. c. See “Slack Adjustment” section to
check and adjust slack adjusters.
(3) Drop in pressure should not be more
than 3 PSI in one minute (4 PSI trailer connect- Air Pressure Adjustment
ed). (Refer to Figure 6-3)
d. Checking Automatic Parking System.
a. Operating Test.
(1) Build system pressure above 85 PSI
and shut off engine. (1) Start the vehicle engine and build up
air pressure in the air brake system and check
(2) Apply and release service brake until the pressure registered by a dash or test gauge
low pressure indicator comes on (approximate- at the time the governor cuts-out, stopping the
ly 65 PSI. compression of air by the compressor. The cut-
out pressure should be at 120 psi.
NOTE
(2) With the engine still running, make a
The low pressure indicator should come on series of brake applications to reduce the air
before automatic emergency brakes apply. pressure and observe at what pressure the
governor cuts-in the compressor. As in the case
(3) Continue foot brake applications until of the cut-out pressure, the cut-in pressure
automatic parking brakes apply. Note gauge should be between 90-105 psi.
pressure.
NOTE
(4) Automatic application should occur
below 60 PSI. Never condemn or adjust the governor pres-
sure settings unless they are checked with an
accurate test gauge or a dash gauge that is
registering accurately.(3) If pressure adjust-
ment is required perform the following:
7-5
CAPACITY AIR SYSTEM
NOTE
NOTE
NOTE
7-6
CAPACITY AIR SYSTEM
Figure 1
AIR DRYER
DESCRIPTION
The function of the Bendix® AD-IP™ integral The AD-IP™ air dryer has three female pipe
purge air dryer is to collect and remove air sys- thread air connections identified as follows:
tem contaminants in solid, liquid and vapor
form before they enter the brake system. It pro- Air Connection Port ID Function/Connection
vides clean, dry air to the components of the CON 4 ...................... Control Port (purge
brake system which increases the life of the valve control
system and reduces maintenance costs. Daily & turbo cutoff).
manual draining of the reservoirs is eliminated. SUP 11 .................... Supply Port (air in).
The AD-IP™ air dryer consists of a desiccant DEL 2 ...................... Delivery Port (air out).
cartridge secured to a die cast aluminum end
cover with a single, central bolt. The end cover
contains a check valve assembly, safety valve,
heater and thermostat assembly, three pipe
thread air connections and the purge valve
assembly. The removable purge valve assem-
bly incorporates the purge valve mechanism
and a turbo charger cutoff feature that is
designed to prevent loss of engine “turbo”
boost pressure during the purge cycle of the
AD-IP™ air dryer. For ease of serviceability, all
replaceable assemblies can be replaced with-
out removal of the air dryer from its mounting
on the vehicle.
7-7
CAPACITY AIR SYSTEM
nants to condense and drop to the bottom or
sump of the air dryer end cover.
After exiting the end cover, the air flows into the
desiccant cartridge. Once in the desiccant car-
tridge air first flows through an oil separator
located between the outer and inner shells of
the cartridge. The separator removes water in
liquid form as well as liquid oil and solid con-
taminants.
7-8
CAPACITY AIR SYSTEM
Figure 4 Figure 5
As air brake system pressure reaches the The actual reactivation of the desiccant drying
cutout setting of the governor, the governor bed begins as dry air flows from the purge vol-
unloads the compressor (air compression is ume through the purge orifice in the desiccant
stopped) and the purge cycle of the air dryer cartridge bolt, then through the center of the
begins. When the governor unloads the com- bolt and into the desiccant bed. Pressurized air
pressor, it pressurizes the compressor from the purge volume expands after passing
unloader mechanism and the line connecting through the purge orifice; its pressure is low-
the governor unloader port to the AD-IP™ air ered and its volume increased. The flow of dry
dryer end cover control port. The purge piston air through the drying bed reactivates the des-
moves in response to air pressure causing the iccant material by removing the water vapor
purge valve to open to the atmosphere and the adhering to it. Generally 30 seconds are
turbo cutoff valve to close off the supply of air required for the entire purge volume of a stan-
from the compressor (this will be further dis- dard AD-IP™ air dryer to flow through the des-
cussed in the Turbo Cutoff Feature section). iccant drying bed. The delivery check valve
Water and contaminants in the end cover sump assembly prevents air pressure in the brake
are expelled immediately when the purge valve system from returning to the air dryer during the
opens. Also, air which was flowing through the purge cycle. After the 30 second purge cycle is
desiccant cartridge changes direction and complete the desiccant has been reactivated or
begins to flow toward the open purge valve. dried. The air dryer is ready for the next charge
Liquid oil cycle to begin. However the purge valve will
and solid contaminants collected by the oil sep- remain open and will not close until air brake
arator are removed by air flowing from the system pressure is reduced and the governor
purge volume through the desiccant drying bed signals the compressor to charge the system.
to the open purge valve. The initial purge and
desiccant cartridge decompression lasts only a
few seconds and is evidenced by an audible
burst of air at the AD-IP™ air dryer exhaust. No
purging of air should occur after 30 seconds.
7-9
CAPACITY AIR SYSTEM
Because no two vehicles operate under identi-
cal conditions, maintenance and maintenance
intervals will vary. Experience is a valuable
guide in determining the best maintenance
interval for any one particular operation.
The primary function of the turbo cutoff valve is B. Air usage is exceptionally high and not nor-
to prevent loss of engine turbocharger air pres- mal for a highway vehicle.
sure through the AD-IP™ air dryer in systems
where the compressor intake is connected to This may be due to accessory air demands or
the engine turbocharger. The turbo cutoff valve some unusual air requirement that does not
also removes the “puffing” of air out the open allow the compressor to load and unload (com-
purge exhaust when a naturally aspirated, sin- pressing and non-compressing cycle) in a nor-
gle cylinder compressor, equipped with an inlet mal fashion. Check for high air system leakage.
check valve, is in use. At the onset of the purge If the vehicle vocation has changed it may be
cycle, the downward travel of the purge piston necessary to upgrade the compressor size.
is stopped when the turbo cutoff valve (tapered Refer to Appendix A, Table A and the column
portion of purge piston) contacts its mating entitled Vehicle Vocation.
metal seat in the purge valve housing. With the
turbo cutoff valve seated (closed position), air C. The air dryer has been installed in a system
in the compressor discharge line and AD-IP™ that has been previously used without an air
air dryer inlet port cannot enter the air dryer. In dryer. The system will be saturated with mois-
this manner the turbo cutoff effectively main- ture and several weeks of operation may be
tains turbo charger boost pressure to the required to dry it out.
engine.
Note: A small amount of oil in the system is normal and
PREVENTIVE MAINTENANCE should not be considered as a reason to replace the
desiccant cartridge; oil stained desiccant can function
Important: Review the warranty policy before adequately.
1. Visually check for physical damage to the AD-IP™ air
performing any intrusive maintenance proce-
dryer such as chaffed or broken air and electrical lines
dures. An extended warranty may be voided if and broken or missing parts.
intrusive maintenance is performed during 2. Check mounting bolts for tightness. Re-torque to 270-
this period. 385 inch pounds.
3. Perform the Operation & Leakage Tests listed in this
publication.
7-10
CAPACITY AIR SYSTEM
Figure 7
7-11
CAPACITY AIR SYSTEM
7-12
CAPACITY AIR SYSTEM
AIR DRYER TROUBLESHOOTING CHART
SYMPTOMS CAUSE. REMEDY
7-13
CAPACITY AIR SYSTEM
REMEDY
7-14
CAPACITY AIR SYSTEM
REMEDY
7-15
CAPACITY AIR SYSTEM
SYMPTOMS CAUSE. REMEDY
2. Water and/or Oil A. Improper discharge line A. Refer to section entitled Connecting
in Supply or Service length or improper line mate- the Air Lines as well as Appendix A,
Reservoir. rial. Maximum air dryer inlet Table A columns 1 & 2 then and check
temperature is exceeded. line size and length.
B. Air system charged from B. If system must have outside air fill pro-
outside air source (outside vision, outside air should pass through
air not passing through air air dryer. This practice should be mini-
dryer). mized.
7-16
CAPACITY AIR SYSTEM
REMEDY
7-17
CAPACITY AIR SYSTEM
SYMPTOMS CAUSE. REMEDY
2. Water and/or Oil F. Air compressor discharge F. Restricted discharge line. See
in Supply or Service and/or air dryer inlet temper- Appendix A, Table A, column 1 & 2 for
Reservoir. (cont.) ature too high. recommended sizes. If discharge line is
restricted or more than 1/16” carbon
build up is found, replace the discharge
line. Replace as necessary.
7-18
CAPACITY AIR SYSTEM
SYMPTOMS CAUSE REMEDY
7-19
CAPACITY AIR SYSTEM
SYMPTOMS CAUSE REMEDY
3. Oil present at air A. Air brake charging system A. Air dryers remove water and oil from
dryer purge exhaust is functioning normally. the air brake charging system. A small
or cartridge during amount of oil is normal. Check that regu-
maintenance. lar maintenance is being performed and
that the amount of oil in the air tanks
(reservoirs) is within the acceptable
range shown on the BASIC cup (see
also column 5 of Appendix A, Table A).
Replace the air dryer cartridge as need-
ed and return the vehicle to service.
4. Safety valve on air A. Restriction between air A. Check to determine if air is reaching
dryer “popping off” or dryer and supply (first) reser- supply reservoir. Inspect for kinked tub-
exhausting air. voir. ing or hose. Check for undrilled or
restricted hose or tubing fittings and
repair or replace as needed.
7-20
CAPACITY AIR SYSTEM
SYMPTOMS CAUSE REMEDY
5. Constant exhaust A. Air dryer purge valve leak- A. With compressor loaded, apply soap
of air at air dryer ing excessively. solution on purge valve exhaust, to test
purge valve exhaust. for excessive leakage. Repair purge
(Charge mode.) valve as necessary.
6. Can not build sys- A. Inlet and outlet air connec- A. Connect compressor discharge to air
tem air pressure. tions reversed. dryer supply port. Reconnect lines prop-
erly.
B. Check valve between air B. Test check valve for proper operation.
dryer and first reservoir. Repair or replace as necessary.
7-21
CAPACITY AIR SYSTEM
SYMPTOMS CAUSE REMEDY
7. Air dryer does not A. Missing, broken, kinked, A. Inspect control line from governor UNL
purge or exhaust air. frozen, plugged or discon- (unloader) port to control port of air dryer.
nected purge control line. Test to determine air flows through purge
control line when compressor unloaded.
Check for undrilled fittings. (See
Symptom #4, Remedy C.)
8. Desiccant materi- A. This symptom is almost A. See Causes and Remedies for
al being expelled always accompanied by one Symptoms 1, 2, 3, 4 and 5.
from air dryer purge or more of Symptoms 1, 2, 3,
valve exhaust (may 4 and 5. See related causes
look like whitish liq- for these Symptoms above.
uid or paste or small
beads.) B. Air dryer not securely B. Vibration should be held to minimum.
- OR - mounted. (Excessive vibra- Add bracket supports or change air dryer
Unsatisfactory des- tion.) mounting location if necessary.
iccant life.
C. Malfunctioning or saturat- C. Replace desiccant cartridge assem-
ed desiccant cartridge. bly.
11. The air dryer A. Compressor fails to A. Faulty governor installation; no air line
purge piston cycles “unload”. from governor to compressor or line is
rapidly in the com- kinked or restricted. Install or repair air
pressor unloaded line.
(noncompressing)
mode.
7-23
CAPACITY AIR SYSTEM
7-24
CAPACITY AIR SYSTEM
7-25
CAPACITY ABS/ATC SYSTEM
Terminal Objective:
Upon completion of this unit, the student will be knowledgeable in the description of the sys-
tem and it operation. Also, understanding of individual ABS components found on Capacity
spotters.
Enabling Objectives:
8-1
CAPACITY ABS/ATC SYSTEM
ABS CONTROLLER
INTRODUCTION
Bendix® EC-60™ controllers are members of a In addition to the ABS function, premium mod-
family of electronic Antilock Braking System els of the EC-60™ controller provide an
(ABS) devices designed to help improve the Automatic Traction Control (ATC) feature.
braking characteristics of air braked vehicles - Bendix ATC can improve vehicle traction during
including heavy and medium duty buses, acceleration, and lateral stability while driving
trucks, and tractors. ABS controllers are also through curves. ATC utilizes Engine Torque
known as Electronic Control Units (ECUs). Limiting (ETL) where the ECU communicates
with the engine’s controller and/or Differential
Bendix ABS uses wheel speed sensors, ABS Braking (DB) where individual wheel brake
modulator valves, and an ECU to control either applications are used to improve vehicle trac-
four or six wheels of a vehicle. By monitoring tion.
individual wheel turning motion during braking,
and adjusting or pulsing the brake pressure at Premium EC-60™ controllers have a drag-
each wheel, the EC-60™ controller is able to torque control feature which reduces driven-
optimize slip between the tire and the road sur- axle wheel slip (due to driveline inertia) by com-
face. When excessive wheel slip, or wheel lock- municating with the engine’s controller and
up, is detected, the EC-60™ controller will acti- increasing the engine torque.
vate the Pressure Modulator Valves to simulate
a driver pumping the brakes. However, the EC-
60™ controller is able to pump the brakes on
individual wheels (or pairs of wheels), inde-
pendently, and with greater speed and accura-
cy than a driver.
8-2
CAPACITY ABS/ATC SYSTEM
8-3
CAPACITY ABS/ATC SYSTEM
ATC OPERATION
8-4
CAPACITY ABS/ATC SYSTEM
1. Park the vehicle on a level surface, apply the 8. Use only genuine Bendix® replacement
parking brakes, and always block the wheels. parts, components and kits. Replacement hard-
Always wear safety glasses. ware, tubing, hose, fittings, etc. must be of
equivalent size, type and strength as original
2. Stop the engine and remove ignition key equipment and be designed specifically for
when working under or around the vehicle. such applications and systems.
When working in the engine compartment, the
engine should be shut off and the ignition key 9. Components with stripped threads or dam-
should be removed. Where circumstances aged parts should be replaced rather than
require that the engine be in operation, repaired. Do not attempt repairs requiring
EXTREME CAUTION should be used to pre- machining or welding unless specifically stated
vent personal injury resulting from contact with and approved by the vehicle and component
moving, rotating, leaking, heated or electrically manufacturer.
charged components.
10. Prior to returning the vehicle to service,
3. Do not attempt to install, remove, disassem- make certain all components and systems are
ble or assemble a component until you have restored to their proper operating condition.
read and thoroughly understand the recom-
mended procedures. Use only the proper tools 11. For vehicles with Antilock Traction Control
and observe all precautions pertaining to use of (ATC), the ATC function must be disabled (ATC
those tools. indicator lamp should be ON) prior to perform-
ing any vehicle maintenance where one or
4. If the work is being performed on the vehi- more wheels on a drive axle are lifted off the
cle’s air brake system, or any auxiliary pressur- ground and moving.
ized air systems, make certain to drain the air
pressure from all reservoirs before beginning
ANY work on the vehicle. If the vehicle is
equipped with an AD-IS™ air dryer system or a
dryer reservoir module, be sure to drain the
purge reservoir.
8-5
CAPACITY ABS/ATC SYSTEM
REMOVING THE EC-60™ CONTROLLER firmly secure the ECU into position. Over-tight-
ASSEMBLY ening the mounting hardware can cause dam-
age to the EC-60™ controller.
1. Turn vehicle ignition off.
2. Remove as much contamination as possible 2. Reconnect the electrical connectors to the
prior to disconnecting air lines and electrical EC-60™ controller.
connections.
3. Note the EC-60™ controller assembly 3. Apply power and monitor the EC-60™ con-
mounting position on the vehicle. troller powerup sequence to verify proper sys-
4. Disconnect the electrical connectors from the tem operation.
EC-60™ controller.
5. Remove and retain the mounting bolts that
secure the EC-60™ controller.
CAUTION!
8-6
CAPACITY ABS/ATC SYSTEM
8-7
CAPACITY ABS/ATC SYSTEM
8-8
CAPACITY ABS/ATC SYSTEM
To clear active diagnostic trouble codes (as System Configuration Check Mode
problems are fixed), simply clear (or “self-heal”)
by removing and re-applying ignition power. The ABS indicator lamp will display system
The only exception is for wheel speed sensor configuration information when the diagnostic
trouble codes, which clear when power is blink code switch is depressed and released
removed, re-applied, and the ECU detects valid four times. The lamp will blink out configuration
wheel speed from all wheel speed sensors. information codes using the following patterns.
Alternately, codes may be cleared by pressing (See Chart 3). In this mode the ECU tells the
the diagnostic blink code switch 3 times (to technician, by means of a series of six blink
enter the Clear Active Diagnostic Trouble Code codes, the type of ABS system that the ECU
Mode) or by using a hand-held or PC-based has been set up to expect. For example, if the
diagnostic tool. Handheld or PC-based diag- fourth blink code is a three, the technician
nostic tools are able to clear wheel speed sen- knows that a 6S/5M sensor/modulator configu-
sor trouble codes without the vehicle being driv- ration has been set.
en.
Reconfigure ECU Mode
Inactive Diagnostic Trouble Code Mode
Vehicle reconfiguration is carried out by using
The ECU stores past trouble codes and com- the Reconfigure ECU Mode. Note: To enter the
ments (such as configuration changes) in its Reconfiguration Mode, the blink code switch
memory. This record is commonly referred to must be heldin before the application of ignition
as “event history.” When an active trouble code power. Once the power is supplied, the switch
is cleared, the ECU stores it in the event histo- is released and then pressed seven
ry memory as an inactive trouble code. times.
8-9
CAPACITY ABS/ATC SYSTEM
• ECU information
• Diagnostic trouble codes and repair informa-
tion
• Configuration (ABS, ATC, and more)
• Wheel speed information
• Perform component tests
• Save and print information
www.bendix.com
Visit Bendix online for the latest information,
and ways to find the Bendix contacts you need.
Contact technical support, service engineers,
Bendix account managers, and more —
www.bendix.com is your complete Bendix
resource.
1-800-AIR-BRAKE (1-800-247-2725),
Monday through Friday, 8:00 A.M. to 6:00 P.M.
EST, and follow the instructions in the recorded
message. Or, you may e-mail the Bendix tech-
nical assistance team at: tbs.techteam@ben-
dix.com.
8-10
CAPACITY ABS/ATC SYSTEM
8-11
CAPACITY ABS/ATC SYSTEM
8-12
CAPACITY ABS/ATC SYSTEM
8-13
CAPACITY ABS/ATC SYSTEM
8-14
CAPACITY ABS/ATC SYSTEM
8-15
CAPACITY ABS/ATC SYSTEM
8-16
CAPACITY ABS/ATC SYSTEM
8-17
CAPACITY ABS/ATC SYSTEM
8-18
CAPACITY ABS/ATC SYSTEM
8-19
CAPACITY ABS/ATC SYSTEM
8-20
CAPACITY ABS/ATC SYSTEM
8-21
CAPACITY ABS/ATC SYSTEM
TROUBLESHOOTING WIRING
ABS/ATC WIRING to permit connection of the vehicle wiring har-
ness. The cover can be removed by sliding the
CAB ECU Wiring Harness Connectors slide lock mechanism to the unlock position.
The in-cab EC-60™ controllers are designed to
interface with AMP MCP 2.8 connectors as ref The covers provide strain relief and connector
renced in Chart 4. Follow all AMP requirements protection of the vehicle wire harness and will
for the repair of wire harnesses. accept round convoluted conduit with an I.D.
of 19 mm.
All wire harness connectors must be properly
seated. The use of secondary locks is strongly ABS Wiring Requirements
advised. As a matter of good practice and to insure max-
imum system robustness, always use the max-
imum size wire supported by the wire harness
CAUTION connectors for battery, ignition, ground, PMV,
TCV, Interaxle Differential Lock and indicator
All unused ECU connectors must be covered lamp circuits.
and receive proper environmental protection.
All sensor and serial communications circuits
Frame ECU Wiring Harness Connectors (J1587 and J1939) must use twisted pair wiring
Frame-mount EC-60™ controllers are (one to two twists per inch). See the appropri-
designed to interface with Deutsch connectors ate SAE document for additional details.
as referenced in Chart 4.
CAUTION WARNING
The frame wire harness connectors must be All wires must be carefully routed to avoid con-
properly seated with the seals intact (undam- tact with rotating elements. Wiring must be
aged). All unused connector terminals must be properly secured approximately every 6 to 12
plugged with the appropriate sealing plugs. inches using UV stabilized, non-metallic hose
Failure to properly seat or seal the connectors clamps or bow-tie cable ties to prevent pinch-
could result in moisture or corrosion damage to ing, binding or fraying.
the connector terminals. ECUs damaged by
moisture and/or corrosion are not covered It is recommended that wires be routed straight
under the Bendix warranty. Secondary locks out of a connector for a minimum of three inch-
must be snapped securely in place. Follow all es before the wire is allowed to bend.
Deutsch requirements for the repair of wire har-
nesses. Battery and ground wires should be kept to a
minimum length.
8-22
CAPACITY ABS/ATC SYSTEM
CAUTION
hoses using cable ties with ultraviolet protec-
Wire harness lengths must be carefully select- tion and secured every 6 to 8 inches (152 to
ed for the vehicle. Harnesses that are too long 203 mm). Sufficient – but not excessive – cable
increase the possibility of electrical interference length must be provided to permit full suspen-
and wire damage. Excess lengths of wire are sion travel and steering axle movement. Install
not to be wound to form coils, instead re-route, wires so that they cannot touch rotating ele-
repair or replace wire harness. Do not attempt ments such as wheels, brake discs or drive
to stretch harnesses that are too short, since shafts. Radiation protection may be necessary
mechanical strain can result in wire breakage. in the area of brake discs.
Wheel Speed Sensor Wiring Bendix does not recommend using standard
Route sensor wiring coming out of the wheel tie-wraps to secure wiring harnesses directly to
ends away from moving brake components. rubber air lines. This may cause premature
Sensor wiring needs to be secured to the axle wiring failure from the pressure exerted on the
to prevent excess cable length and wiring dam- wiring when air pressure is applied through the
age. It is required that cable ties be installed to air line. Non-metallic hose clamps or bow-tie
the sensor wire within 3 inches (76.2 mm) of tie-wraps are preferred.
the sensor head to provide strain relief.
The use of grommets or other suitable protec-
Following the axle, the sensor wires must be tion is required whenever the cable must pass
attached along the length of the service brake through metallic frame members.
8-23
CAPACITY ABS/ATC SYSTEM
8-24
CAPACITY ABS/ATC SYSTEM
GLOSSARY
ABS — Antilock Brake System. IR – Independent Regulation. A control method in
ABS Event — Impending wheel lock situation that which a wheel is controlled at optimum slip, a point
causes the ABS controller to activate the modulator where retardation and stability are maximized. The
valve(s). brake pressure that is best for the wheel in question
ABS Indicator Light — An amber light which indi- is directed individually into each brake chamber.
cates the operating status of an antilock system. J1587 — The SAE heavy duty standard diagnostic
When the indicator lamp is on, ABS is disabled and data link.
the vehicle reverts to normal brake operation. J1708 — An SAE standard which defines the hard-
Air Gap — Distance between the Sensor and tone ware and software protocol for implementing 9600
ring. baud heavy vehicle data links. J1587 version of a
ASR — Automatic Slip Regulation. Another name J1708 data link.
for traction control. J1939 — A high speed 250,000 baud data link used
ATC — Automatic Traction Control. An additional for communications between the ABS ECU engine,
ABS function in which engine torque is controlled transmission and retarders.
and brakes are applied differentially to enhance MIR — Modified Independent Regulation. A method
vehicle traction. of controlling the opposite sides of a steer axle dur-
ATC Light — A light that indicates when traction ing ABS operation so that torque steer and stopping
control is operating. distance are minimized.
Channel — A controlled wheel site. PLC — Power Line Carrier. The serial communica-
CAN — Controller Area Network. J1939 is an SAE tion protocol used to communicate with the trailer
version of the CAN link. over the blue full time power wire.
Clear Codes — System to erase historical diagnos- PMV — Pressure Modulator Valve. An air valve
tic trouble codes from the ECU, from either the which is used to vent or block air to the brake cham-
Diagnostic Switch or from a hand-held diagnostic bers to limit or reduce brake torque.
tool (only repaired diagnostic trouble codes may be QR — Quick Release. Quick release valves allow
cleared). faster release of air from the brake chamber after a
Configuration — The primary objective is to identi- brake application. To balance the system, quick
fy a “normal” set of sensors and modulators for the release valves have hold off springs that produce
Electronic Control Unit, so that it will identify future higher crack pressures (when the valves open).
missing sensors and modulators. Relay Valve — Increases the application speed of
Diagnostic Connector — Diagnostic receptacle in the service brake. Installed near brakes with larger
vehicle cab for connection of J1587 hand-held or air chambers (type 24 or 30). The treadle valve acti-
PC based test equipment. The tester can initiate vates the relay valve with an air signal. The relay
test sequences, and can also read valve then connects its supply port to its delivery
system parameters. ports. Equal length air hose must connect the deliv-
Diagnostic Switch — A switch used to act vate ery ports of the relay valve to the brake chambers.
blinks codes. Retarder Relay — A relay which is used to disable
Differential Braking — Application of brake force a retarder when ABS is triggered.
to a spinning wheel so that torque can be applied to Sensor Clamping Sleeve — A beryllium copper
wheels which are not slipping. sleeve which has fingers cut into it. It is pressed
ECU — Electronic Control Unit. between an ABS sensor and mounting hole to hold
Diagnostic Trouble Code — A condition that inter- the sensor in place.
feres with the generation or transmission of Stored Diagnostic Trouble Codes — A diagnos-
response or control signals in the vehicle's ABS sys- tic trouble code that occurred.
tem that could lead to the functionality of the ABS TCS — Traction Control System, another name for
system becoming inoperable in whole or in part. ATC or ASR.
FMVSS-121 — Federal Motor Vehicle Safety Tone Ring — A ring that is usually pressed into a
Standard which regulates air brake systems. wheel hub that has a series of teeth (usually 100)
and provides actuation for the speed sensor. Note
maximum run out is .008.
8-25
CAPACITY ABS/ATC SYSTEM
8-26
CAPACITY ABS/ATC SYSTEM
8-27
CAPACITY CHASSIS LUBRICATION SYSTEM
Terminal Objective:
Upon completion of this unit, the student will be knowledgeable in the lubrication sys-
tem and its operation which is found on Capacity spotters.
Enabling Objectives:
9-1
CAPACITY CHASSIS LUBRICATION SYSTEM
SYSTEM DESCRIPTION
When the cycle-time dial is switched from one
range to another, the manual run button should
The Grease Jockey ® system is controlled by a
be pressed to initiate the new cycle time setting
timer, which activates either an air solenoid
(otherwise, the new time is added to any time
valve or an electric motor to drive a pump. The
that remains from the previous lube cycle).
pump supplies grease into the main supply line
for delivery to localized distribution modules.
When rapid repetitive cycles are needed, set
the cycletime dial to the "test" position and
These modules are made up of manifolds with
press the manual run button. In this mode the
metering valves and distribution lines for each
timer signals the pump to cycle approximately
lube point in that localized area. The meters are
once every minute. (45 seconds on and 15 sec-
designed to dispense a precise amount of
onds off). This rapid cycling continues as long
grease at each lube cycle. Meter size is chosen
as the timer remains in the "test" position.
by a ratio of the smallest to largest lube point
Always reset the timer dial to it's proper setting.
requirements in the system.
SYSTEM COMPONENTS
SOLENOID
TIMER
The air valve (Ref. Fig. 3)
The timer (Ref. Fig. used with the air operated
1) on an air operated pump threads into the
pump system is a port on the bottom of the
compact solid state pump. It is a 3-way, nor-
device housed in a mally closed, free venting
high impact resistant valve available with either
plastic enclosure. It a 12 or 24 VDC 9 watt
has seven lube cycle continuous duty rated coil. The coil is molded
interval settings from and potted with a 6" lead of 16 AWG wire and a
1/2 to 6 hours, plus a test position and a man- weather tight (male) conne tor. The air valve
ual run button. has a 1/8" NPT inlet port and a 1/4" NPT male
thread outlet port. The maximum operating
The timer operates the system only while the pressure is 150 psi. The barbed connector is
vehicle's ignition is turned on. A memory func- the exhaust port and should not be blocked.
tion keeps track of elapsed-cycle-time even if There is a manual test button located on the
the ignition switch is turned off. When the pre- end above the electrical lead. A 22' wire
determined cycle time has elapsed, the timer harness with a weather tight (female) connector
signals the pump to initiate a lubrication cycle. to mate with the solenoid is available (included
If the vehicle's ignition is turned off before the with kits).
interval is complete, the timer's memory "holds"
the time count until the vehicle is restarted.
9-2
CAPACITY CHASSIS LUBRICATION SYSTEM
The air pump (Ref. Fig. 4) operates when the 3- A module is (Ref. Fig. 5) an assembly that dis-
way air solenoid valve is actuated by the timer tributes the grease from the main line to a
and air pressure is applied to the air chamber group of lube points. It is made up of a mani-
port (1) and diaphragm (2). This forces the fold, mounting stem, meters (metering valves),
spring-loaded pump piston (3) upward com- 3/16" OD tubing, and fittings. One manifold can
pressing the grease in chamber (4). This pres- hold as many as 12 meters. Plugs are available
sure seats the flapper valve (5) against the to close off any manifold port that is not
reservoir opening (6) and grease flows toward required. The manifold mounts with the ported
port (9). stud through a 5/8" hole. Main lines may be
connected at either end of the manifold or at
Simultaneously, pressure is applied behind the the end of the mounting stud.
springloaded check valve poppet (8) through
port (9) sealing off passage way (7). Grease
flows into the main lines through outlet (11).
9-3
CAPACITY CHASSIS LUBRICATION SYSTEM
TUBING GREASE
Only Grease Jockey heavy wall nylon tubing A fluid lithium grease of NLGI grade "0" or "00"
should be used in the system. Use 3/16" OD with an "EP" additive is standard for this type
lines for lube point distribution and 5/16" OD system. Lubriquip 550-400-020 is available
for main lines with brass fittings. (Tube inserts from your Grease Jockey distributor. Grease
are required on ALL 5/16" line connections). should not contain suspended lubricating
Other adapters, fittings, connectors, and agents such as graphite or moly disulfide.
mounting hardware are available from
Lubriquip. Request Lubriquip document GJ-00003 for
additional grease information.
CAUTION
9-4
CAPACITY CHASSIS LUBRICATION SYSTEM
9-5
CAPACITY CHASSIS LUBRICATION SYSTEM
9-6
CAPACITY CHASSIS LUBRICATION SYSTEM
9-7
CAPACITY CHASSIS LUBRICATION SYSTEM
9-8
CAPACITY HYDRAULIC SYSTEM
Terminal Objective:
Upon completion of this unit, the student will be knowledgeable in the hydraulic system
and its operation which is found on Capacity spotters.
Enabling Objectives:
10-1
CAPACITY HYDRAULIC SYSTEM
DESCRIPTION
The hydraulic system consists basically of a hydraulic reservoir, hydraulic pump, control valve,
actuating cylinders, a filter, hoses, fittings and pilot check valve.
Oil is drawn from the reservoir by the transmission mounted pump (Figure 10-1) and sent to the
control valve. The pressurized oil can be directed to the boom cylinders or when not needed the
oil returns to the tank via the return filter.
Figure 10-1
10-2
CAPACITY HYDRAULIC SYSTEM
Always check and service hydraulic reservoir (2) Apply a thin film of oil to the filter gas-
with fifth wheel POWERED down to fully low- ket (3) then thread the filter (1) onto the filter
ered position. head (2).
Refer to Figure 10-2. The level of fluid should (3) Tighten filter (1) by hand 1/2 to 3/4
be checked daily. The fluid level should be turn after gasket (3) contacts filter head (2).
maintained between the red and the black lines
in the sight gauge. Add oil as necessary. (4) Operate the hydraulic system and
check for leaks.
NOTE
(5) Dispose of used filter and oil in
Refer to the table of recommended lubricants at accordance with federal and local regulations.
the beginning of this manual for the type of oil
to be used b. Suction Filter. The suction filter should
be removed and cleaned when the hydraulic oil
is changed. Refer to the Lubrication Chart in
Section 1 of this manual for the recommended
service interval and the type of oil to be used
and perform the following procedures to
change the oil.
NOTE
Using compressed air can create airborne par- Adjustment of the hydraulic relief valve pres-
ticles that may enter the eyes. Always use eye sure involves adjusting the hydraulic control
protection when using compressed air. valve pressure setting. This procedure will
require an assistant to operate the fifth wheel
e. Clean the suction filter (10) by agitat- boom control during this adjustment. The
ing it in solvent then dry with filtered com- hydraulic control valve is mounted on top of the
pressed air. transmission.
f. Inspect interior of reservoir (9) and a. Refer to Figure 10-4 and remove the
clean if necessary. acorn nut to expose the adjusting screw of the
hydraulic control valve.
g. Reinstall suction filter (10).
b. Remove hose A from fitting B.
Plug/clamp hose. Install gauge on fitting B.
10-4
CAPACITY HYDRAULIC SYSTEM
JAM NUT
ADJUSTING SCREW
FITTING “B”
ACORN NUT
PLUG
CONTROL CABLE
Figure 10-4
10-5
CAPACITY HYDRAULIC SYSTEM
HYDRAULIC SYSTEM
REPAIR
The following paragraphs outline procedures
for replacement and/or repair of major compo-
nents of the hydraulic system. Refer to the fig-
ures as indicated for location and identification
of parts when performing these procedures.
HYDRAULIC TANK
10-6
CAPACITY HYDRAULIC SYSTEM
Figure 10-6
3. Disassembly.
Figure 10-10
10-9
CAPACITY HYDRAULIC SYSTEM
g. Remove thrust plate (13) then remove c. Examine the gears. If excessive wear
o-rings (20) from thrust plate. is visible on the journals, sides or faces of the
gears, or at the point where the drive gear shaft
h. Mark tooth and valley with layout dye rotates in the lip seal, reject them. If splines are
for reference during assembly. excessively worn, replace the drive gear.
Figure 10-10. Hydraulic Pump Disassembly d. Examine the thrust plates. They
should not show excessive wear on the bronze
i. Remove drive gear (11) and idler gear side. If deep curved wear marks are visible,
(10) straight out of gear housing (4). replace the plate with new ones.
j. Tap edges of gear housing (4) with e. Shaft seals should be replaced. All o-
wooden mallet or plastic hammer to loosen ring seals and backup rings or strips should be
then separate gear housing (4) and front flange replaced with new.
(5).
f. Bearing l.D.'s should have a gray coat-
k. Dowels (18 and 19) are pressed into ing. If bronze can be seen shining through the
gear housing (4) and need not be removed teflon on the suction side, the bearings and
unless gear housing is to be replaced. Use suit- plate they are in, should be replaced.
able drift and tap alternate sides to remove
dowels. 5. Assembly.
I. Remove o-ring (12), seal (14) and a. Install o-ring (12) in rear cover (3).
backup seal (15) from front flange (5). Spread a light film of heavy grease on the o-
ring to hold it in position.
m. Remove thrust plate (13) from gear
housing (4) then remove o-rings (21) from b. If gear housing (4) has been replaced,
thrust plate (13). press guide dowels (18 and 19) into replace-
ment gear housing. Be certain they are straight
4. Inspection. and fully seated.
a. Visually inspect all parts. It is not nec- c. Align marks made during disassembly
essary to set up gauges to check the amount of on gear housing (4) and rear cover (3). Position
wear on the pump parts. After a visual inspec- cast in recesses on gear housing toward rear
tion those parts which are in questionable con- cover, then lightly tap gear housing (with Plastic
dition should be replaced with new ones. hammer) until it contacts o-ring (12).
b. Note the bores in the gear plate. On d. Install backup seal (15) and seal (14)
the discharge side you will see a milled groove in rear cover (3).
in the center of the plate. During the initial
break-in at the factory, the gears cut into the e. Install o-rings (20) in thrust plate (13)
suction side. Nominal depth of this cut is .008" then, with trap positioned toward discharge
and should not exceed .015". Small bits of side of gear housing (4) and bronze side up,
metal are sometimes pulled out of the surface slide thrust plate down gear bores on to rear
during break-in. This is not detrimental. If the cover (3).
cut is deeper than .015" or the plate is cracked
or damaged in some other way, it should be
rejected.
10-10
CAPACITY HYDRAULIC SYSTEM
I. Use plastic hammer to tap front flange b. Raise the fifth wheel boom frame to
(5) onto dowels while checking that seals and the top of its travel. Block the boom up in this
o-rings remain in place. position.
a. Position pump (9, Figure 10-6) on e. Remove the capscrews (8), and lock-
PTO flange and secure with bolts (7) and lock- washers (9).
washers (8).
f. Remove the capscrew (11), lockwash-
er (12) and cylinder pin (13).
10-11
CAPACITY HYDRAULIC SYSTEM
Figure 10-11
1. PIN
2. CABLE END
3. VALVE SPOOL
4. HYDRAULIC HOSE
5. HYDRAULIC HOSE
6. HYDRAULIC HOSE
7. HYDRAULIC HOSE
8. HYDRAULIC HOSE
9. LOCKNUT
10. BOLT
11. STRAIGHT FITTING
12. 90˚ FITTING
13. O-RING
14. 90˚ FITTING
15. O-RING
16. 90˚ FITTING
17. 90˚ FITTING
18. O-RING
19. STRAIGHT FITTING
20. O-RING
21. CONTROL VALVE
22. BRACKET
23. COUNTERBALANCE VALVE
24. JAM NUT
25. MOUNTING SCREWS
26. ADJUSTMENT
SLEEVE/RETAINER
Figure 10-12
10-12
CAPACITY HYDRAULIC SYSTEM
Figure 10-13
10-13
CAPACITY HYDRAULIC SYSTEM
g. Remove the boom lift cylinder to a I. Lubricate the u-cups and seals with
prepared work area. clean hydraulic fluid then, slide the rod assem-
bly (19) with all attached parts into the tube
h. Remove the adapters (3 and 5) and o- assembly (5).
rings (4 and 6).
m. Thread the head (16) into the tube
2. Disassembly, Inspection and Assembly assembly (5) and tighten with spanner wrench
(Figure 10-13). then install setscrews (10).
d. Clamp the rod assembly (19) end in a b. Position the lower end of the cylinders
vise then, remove the self locking nut (6), u- (7) over bearing block (10), install capscrews
cups (8) and piston (9) from the rod assembly (8) and lockwashers (9).
(19).
c. Install the o-rings (4 and 6) and
e. Slide the head (16) from the rod adapters (3 and 5), then connect the hose
assembly (19) then remove the o-ring (13), assemblies (1 and 2).
backup ring (14), wiper (18) and u-cup (17)
from the head (16). d. Service grease fittings (18, Figure 10-
13).
f. If the bushing (12) is to be replaced, it e. Start the engine and warm hydraulic
must be pressed out of the rod assembly (19) oil up to normal operating temperature.
and a replacement pressed in. Operate the boom through its full range of trav-
el 10 times to allow all trapped air to be
g. Remove the wear rings (15) only if removed then check for leaks.
inspection reveals excessive wear.
CONTROL VALVE
h. Check the inside surface of the tube
assembly for scoring or scratches. Smooth light Removal
scratches with crocus cloth. Replace tube
assembly if excessively worm. 1. Park vehicle on level surface, set parking
brakes, block wheels and shut down engine.
i. Check the sliding surfaces of the piston
(9) and rod assembly (19). Smooth fine scratch- 2. Remove the walk-way behind cab to gain
es with crocus cloth. Replace parts found access to control valve.
excessively worn.
3. Tilt cab forward to its maximum height then
j. Install seal kit which includes the u- engage safety latch.
cups (8 and 17), o-rings (7 and 13) and wiper
(18). 4. Remove pin from clevis at cab end of cable
k. Assemble the head (16), piston (9) to disconnect cable from control lever.
and o-ring (7) onto the rod assembly (19) then
secure with self locking nut (6).
10-14
CAPACITY HYDRAULIC SYSTEM
Hydraulic pump exces- Low oil Fill reservoir with proper oil to
sively noisy but lifts specified level.
5th wheel boom leaks Cylinder piston packing leaking Rebuild or replace cylinder
down
Cylinder piston packing leaking Rebuild or replace cylinder
Lift cylinder leaks exter- Damaged or worn rod seal and Rebuild or replace cylinder
nally wiper
Pump leaking at shaft Worn or damaged shaft seal Replace seal or pump
10-15
CAPACITY HYDRAULIC SYSTEM
Oil foamy Suction leak between reservoir Inspect and tighten all connec
and pump tions - replacing any defective
pads.
10-16
CAPACITY BOOM & FIFTH WHEEL
Terminal Objective:
Upon completion of this unit, the student will be knowledgeable in the Fifth Wheel
System and its operation which is found on Capacity spotters.
Enabling Objectives:
• Understand specific topics such as highway lock feature, air cylinder release
and lock jaw inspection.
• Perform Fifth Wheel diagnostics and troubleshooting
11-1
CAPACITY BOOM & FIFTH WHEEL
DESCRIPTION
The TJ5000 utilizes a 36 inch (91.44 cm) diam-
eter fifth wheel set up to couple 2 inch (5.08 cm)
diameter trailer king pins. An in-cab air operat-
ed unlatch control is supplied. Relatch is auto-
matic.
Servicing
Servicing the fifth wheel consists of lubricating
the pivot shaft and the fifth wheel surface plate
with multipurpose grease. There are no adjust-
ments on the fifth wheel plate.
c. To remove cam (15), remove bolt (16), b. Attach secondary lock (31) to second-
washer (17), roller (18), washer (19) then ary lock handle (33).
remove locknut (20) and washer (21).
c. Position spring (32) and secondary
d. Lift cam (15) and spring rod (24) out lock (31) within fifth wheel (3) and secure with
together. Be certain to retain roller (22), bolt roll pin (30).
(27), washers (23 and 25) and spring (26).
d. Assemble spring (29) onto yoke (28)
e. Slide yoke (28) and spring (29) out of then install them in fifth wheel (3).
fifth wheel (3) through opening left by locks (8).
e. Assemble spring rod (24) to cam (15)
f. Drive out roll pin (30) to release sec- then install washer (25), spring (26) and wash-
ondary lock (31) and spring (32). Leave sec- er (25).
ondary lock handle (33) installed. f. Insert free end of spring rod (24)
11-3
CAPACITY BOOM & FIFTH WHEEL
Figure 12-2
through tab on fifth wheel (3) and position cam washer (23), roller (22), washer (21) and bolt
(15) over yoke (28). (20).
i. Assemble locks (8) and spring (9) then
g. Secure cam (15) to yoke (28) with slide the assembly into the fifth wheel (3) until
washer (19), roller (18), washer (17) and bolt holes for lock pins (7) align.
(16).
h. Secure cam (15) to fifth wheel (3) with j. Install lock pins (7) and cotter pins (6).
11-4
CAPACITY BOOM & FIFTH WHEEL
k. Assemble air filter (14), air cylinder Once boom has been removed, allow boom
(12), street elbow (13) and elbow (2) then cylinders to lean back and rest against drive
install cylinder assembly on cam (15) and fifth axle.
wheel using bolts (11) and locknuts (10).
d. Attach a suitable hoist and sling to
I. Install rubber bushings (34). boom (8) then exert a lifting force sufficient to
support weight of boom.
m. Attach suitable hoist and sling to fifth
wheel assembly and maneuver it into position e. Release any clamps securing release
on boom assembly. cylinder air hose cylinder to boom.
n. Install bracket pins (5) and roll pins f. Remove locknuts (9) and bolts (10).
(4).
g. Support spacer (12) then, drive out
o. Connect air hose (1) to elbow (2). boom pivot pin (11).
p. Start engine and allow air system h. Hoist boom (8) clear of machine.
pressure to build to normal operating pressure.
Test operation of fifth wheel release cylinder. i. Check bushings (13) for wear. Press
worn bushings out.
q. Check air hose connections for leaks
using soapy water solution. 2. Inspection.
r. Service the fifth wheel with lubricant as a. Check all welds for cracks and have
shown in Lubrication Chart of this manual. any cracks rewelded.
NOTE 3. Installation.
The boom may be removed with the fifth wheel a. Align grease hole in bushings (13)
installed however, removing the fifth wheel will with grease fittings (14) then press bushings
ease handling the boom. into position.
a. Refer to the preceding paragraph and b. Hoist boom (8) into position on vehicle
perform fifth wheel removal procedures or if the frame and install boom pivot pin (11) and spac-
fifth wheel is to be left attached, refer to figure er (12). Secure with bolts (10) and locknuts (9).
15-1 and disconnect air line (1) from elbow (2).
c. Move boom cylinders into position
b. Refer to figure 10-3 and remove bolts then install cylinder pins (6), bolts (4) and lock-
(1), lockwashers (2) and boom step (3). washers (5).
c. Remove bolts (4) and lockwashers (5) d. Connect air hose for release cylinder
to allow removal of boom cylinder pins (6). to boom with clamps.
NOTE e. Install boom step (3) with bolts (1) and
11-5
CAPACITY BOOM & FIFTH WHEEL
Figure 12-3
11-6
CAPACITY BOOM & FIFTH WHEEL
Trailer Upper Coupler or pling speed or impacting the trailer into a dock.
In addition to being bent, the kingpin may be
Bolster Plates pulled down in the center deforming the bolster
plate. If this condition exists, the kingpin should
The inspection of the trailer upper coupler or be replaced.
bolster plate and kingpin is just as important as
the inspection of its mating component, the fifth B. Kingpin length:
wheel. The kingpin must be of the proper length to
couple properly with a fifth wheel. Additionally,
This inspection should be conducted every if a lube plate is used in your operation, the
three months or 30,000 miles. kingpin must be sized to compensate for the
thickness of the lube plate to maintain these
This inspection, based on SAE J700 Jun 85 proper dimensions.
should include the following:
Long kingpin:
1. Check the flatness of the upper coupler or A long kingpin will result in excessive wear in
bolster plate: the locks and coupling difficulty. If this condi-
tion exists, the kingpin should be replaced.
Use a 48” straight edge. Any bumps, valleys or
warping will result in uneven loading, a cracked Short kingpin:
fifth wheel, poor lubricant retention, galling of A short kingpin will accelerate lock wear and
the fifth wheel and trailer upper coupler and may interfere with proper fifth wheel coupling.
poor lock life. (See illustration below) If this condition exists, the kingpin should be
replaced.
The bolster plate should be replaced if it is
deformed more than is shown in the illustration. C. Worn kingpin:
If the kingpin is worn 1/8” or more on either the
2. Inspect the kingpin: 2” or 2-7/8” diameter in either direction as
shown in this illustration, the kingpin should be
Using a Holland kingpin gage (p/n TF-0110) replaced.
inspect for the following:
A. Bent kingpin:
A bent kingpin can result from excessive cou-
11-7
CAPACITY BOOM & FIFTH WHEEL
TROUBLESHOOTING
Fifth wheel doesn’t raise 1. Low fluid level. 1. Check reservoir and raise.
service as required.
11-8
CAPACITY CAB LIFT SYSTEM
Terminal Objective:
Upon completion of this unit, the student will be knowledgeable in the cab hydraulic
system and its operation which is found on Capacity spotters.
Enabling Objectives:
12-1
CAPACITY CAB LIFT SYSTEM
The cab tilt system provides a means to tilt the a. Lower cab to fully down position.
cab forward for easy access to the engine,
transmission and hydraulics. Hydraulic fluid is b. Remove cap (5, figure 15-1) and check level.
pumped to the cab lift cylinder (Figure 15-1) by
a self contained electric/hydraulic pump and c. Add specified oil as necessary to maintain
reservoir (1). Moving the lever clockwise caus- reservoir (1) full.
es a valve to open allowing hydraulic fluid to
return to the pump reservoir. d. Reinstall cap (5).
Servicing
Servicing the cab lift system consists of main-
taining the fluid level in the pump reservoir and
periodic inspections of the hoses, lines, fittings
and hydraulic cylinder for leaks. The safety lock
bar should also be inspected for cracks, broken
teeth and freedom of movement. Refer to
Section 1 for the type of oil to be used in the
cab tilt system.
Figure 15-1
12-2
CAPACITY CAB LIFT SYSTEM
Cab Tilt System Repair b. Raise cab to the limit of its travel then
allow it to settle back until it engages the first
The following paragraphs outline the proce- notch in the safety lock bar. (10, Figure 15-4).
dures for removal, repair and replacement of
components of the cab and cab tilt system. The c. Disconnect hydraulic hose (6) from
components may be removed and serviced fitting (7).
individually. Perform only those steps neces-
sary to effect the desired repairs. Refer to the d. Drive out roll pin (5) then remove
figures as indicated for location and identifica- cylinder pin (4) and spacer (6).
tion of parts while performing these procedures.
e. Remove locknut (2) and bolt (3) to
Cab Tilt Cylinder release cylinder (1).
1. Removal
12-3
CAPACITY CAB LIFT SYSTEM
12-4
CAPACITY CAB LIFT SYSTEM
12-5
CAPACITY CAB LIFT SYSTEM
RIDE HEIGHT: Check the ride height of each A leaking air bag could be caused by misalign-
side by measuring the distance from the bottom ment or operating on low pressure. If an air
of the can weldment to the top surface of the bag needs to be replaced, close the air supply
catch weldment. If it doesn’t measure 1.75” +/- valve to the suspension, tilt and lock the cab,
.13”, then adjust by following the steps below: remove the pipe fitting and simply lower the
bag/shock assembly from the restraining cylin-
der after removing the two 7/16 flange nuts at
the top.
12-6
CAPACITY CAB LIFT SYSTEM
SHOCK ABSORBER
TILTING DAMAGE
12-7
CAPACITY CAB LIFT SYSTEM
Tilt cylinder will not retract Damaged or broke line. Replace hydraulic hose
or advance
Pressure builds up in both direc- Replace pump
tions, due to plugged orifice in
the pump.
Pump will not build pres- Reservoir empty or low Fill reservoir
sure
Inlet ball leaking Replace or rebuild pump
Pump leaks between pump Bad o-ring on reservoir Replace or rebuild pump
base and reservoir
12-8
CAPACITY CAB LIFT SYSTEM
CONDITION POSSIBLE CAUSE CORRECTION
Cab fails to tilt Cab latch binding. Fails to Replace cab latch cylinder
unlatch
Hydraulic fluid forced out Reservoir overfilled. Drain oil out and properly fill
of breather
No flow with air pump run- Reservoir low or empty Fill reservoir
ning
Inlet ball leaking Check ball and seat for chips,
clean and reseat ball to seat
Air pump will not pump Air pump poppet stem stuck Replace air motor assembly
Push button ball will not unseat Replace air button assembly
Air leak, air pump will not Bad seal on poppet stem Replace air motor assembly
run
Bad o-ring on poppet stem Replace air motor assembly
Bad seal on main air pump pis- Replace air motor assembly
ton
Air pump will not stop run- Bad seat in push button Replace air button assembly
ning
Air leak at push button Bad o-ring on push button stem Replace air button assembly