TM 9-731G M10a1

TM 9-731G
WAR DEPARTMENT
U* \'
TECHNICAL MANUAL
3-INCH GUN
MOTOR CARRIAGE M10A1
28 JULY 1943
jfc- Dissemination of restricted matter.The information contained in re-
stricted documents and the essential characteristics of restricted materiel may
be given to any person known to be in the service of the United States
and to persons of undoubted loyalty and discretion who are cooperating in
Government work, but will not be communicated to the public or to the press
except by authorized military public relations agencies. (See also paragraph
18 b, AR 380-5, 28 September 1942.)
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*TM 9-731C
* RESTRICTED
TECHNICAL MANUAL
No. 9-731G
WAR DEPARTMENT
Washington, 28 July 1943
3-INCH GUN MOTOR CARRIAGE M10A1
Prepared under the direction of the
Chief of Ordnance
(with the cooperation of the Ford Motor Company)
CONTENTS
PART ONEOPERATING INSTRUCTIONS
Paragraphs Pages
SECTION I. Introduction 1- 2 4
II. Description and tabulated data 3-4 5-11
III. Operation and controls 5-11 12-28
IV. Operation under unusual con-
ditions 12-17 29-30
V. Preventive maintenance inspec-
tions and service 18 22 3139
VI. Lubrication 23-24 40-46
VII. Equipment and tools on vehicle 25- 30 47-53
PART TWOVEHICLE MAINTENANCE INSTRUCTIONS
SECTION VIII. Maintenance allocation 31-32 54-62
IX. Organization preventive main-
tenance services 33 6377
X. Organizational tools and equip-
ment 34 78-81
XI. Engine 35-44 82-103
XII. Ignition system 45- 50 104-112
XIII. Fuel system 51-60 113-123
XIV. Cooling system 61-69 124-131
XV. Electrical system and equip-
ment 70-110 132-159
XVI. Nonelectrical instruments . 111-114 160-162
XVII. Clutch, propeller shaft, and uni-
versal joints 115-117 163-172
jf Dissemination of restricted matter.The information contained in re-
stricted documents and the essential characteristics of restricted materiel may
be given to any person known to be in the service of the United States
and to persons of undoubted loyalty and discretion who are cooperating in
Government work, but will not be communicated to the public or to the press
except by authorized military public relations agencies. (See also paragraph
18 b.AR 380-5, 28 September 1942.)
-This manual supersedes TM 9-731G, 20 Nov. 1942.
TM 9-731G
Paragraph!
SECTION XVIII. Power train (transmission, dif-
ferential, and final drive) . 118-124
XIX. Suspension and tracks 125-131
XX. Hull and turret: 132-135
XXI. Fire extinguisher system 136-139
PART THREEARMAMENT
SECTION XXII. Introduction 140-142
XXIII. Description and functioning of
gun 143-148
XXIV. Description and functioning of
mount . . 149-156
XXV. Operation of gun 157-163
XXVI. Lubrication of gun and mount. 164-168
XXVII. Sighting equipment 169-172
XXVIII. Ammunition 173-176
REFERENCES
INDEX
Pagei
173-187
188-203
204-205
206-208
209-213
214-236
237-248
249-255
256-258
259-262
263-271
272-274
275-283
UII3
1M574617
TM 9-731G
TM 9-731G
1-3
PART ONE
OPERATING INSTRUCTIONS
Section I
INTRODUCTION
Porafroph
Scope 1
Records 2
1. SCOPE.
a. This manual is published for the information and guidance of
the personnel of the using arms charged with the operation and main-
tenance of this materiel.
b. The manual contains descriptions of the major units and their
function as well as instructions for operation, inspection, minor repairs,
and unit replacement. Sections I through VII contain information
chiefly for the guidance of operating personnel. Sections VIII through
XXI contain information intended chiefly for the guidance of per-
sonnel of the using arms doing maintenance work. Sections XXII
through XXVIII contain information on armament for the operating
personnel and using arms.
c. If repairs, modifications, or adjustments are beyond the scope of
the using arm personnel, do not attempt them. Notify responsible
ordnance service in order that trained personnel and suitable equip-
ment may be provided, or proper instructions issued.
2. RECORDS.
a. An accurate record must be kept of each motor vehicle issued by
the Ordnance Department. For this purpose, the Motor Book for
Ordnance Vehicles (O.O. Form 7255), generally called "Log Book,"
is issued with each vehicle and must accompany it at all times. This
book furnishes a complete record of the vehicle, from which valuable
information concerning operation and maintenance costs, etc., is ob-
tained, and organization commanders must insist that correct entries
are made. This book will habitually be kept in a canvas coyer to pre-
vent its being injured or soiled. The page bearing a record of assign-
ment must be destroyed prior to entering the combat zone. All other
references which may be posted regarding the identity of the organiza-
tion must be deleted.
TM 9-731G
3-4
Section II
DESCRIPTION AND TABULATED DATA
Paragraph
Description of vehicle 3
Tabulated data 4
3. DESCRIPTION OF VEHICLE.
a. General. The 3-inch Gun Motor Carriage M10A1 is an ar-
mored, full track laying vehicle, powered by a 500-horsepower Ford
tank engine which is an 8-cylinder, liquid-cooled, V-type engine de-
signed specifically for tanks. The engine is located in the rear of the
hull. The chief armament consists of a 3-inch Gun M7, in an open top
turret of welded armor plate, which is mounted on the all-welded hull
or armor plate. A cal. .50 antiaircraft machine gun is mounted at the
rear of the turret opening. A consistent use of sloping surfaces on both
hull and turret greatly reduces the vulnerability of the vehicle to
damage by gunfire. The turret has no revolving turret platform
(basket) such as is used in tanks.
b. Controls. The vehicle is steered by means of levers, which
operate steering brakes in the 1-piece differential housing. Braking is
effected by pulling back both steering brake levers at the same time.
Two types of parking brakes have been used. In the original design, the
parking brake operates on a drum on the transmission output shaft
(fig. 7). In the later design, a means of locking the steering brakes
(fig. 8) is provided which permits their use as parking brakes. The
syncromesh transmission has five forward speeds and one reverse.
c. Communication. The vehicle is equipped with a 2-way radio
for outside communication, and with an intravehicle telephone system
(interphone) serving all of the crew with the exception of the loader.
d. Trailer for Ammunition. A special pintle hook at the rear of
the vehicle (fig. 2) provides for attaching a 2-wheel ammunition cart
carrying munitions to supplement the supply stowed within the
vehicle.
4. TABULATED DATA,
a. General.
Weight without armament, auxiliary armor, water, fuel, and
crew 54,000 Ib
Ground pressure, per sq in 13 Va Ib
Width, over-all 10 ft
Length, over-all 19 ft 7 Vs in.
Height, over-all 8 ft 1%6 in.
Ground clearance (under final drive housing) T... 17% in.
Tread (center to center of tracks) 83 in.
TM 9-7310
>
TM 9-731G
TM 9-731G
b. Engine.
Ford tank engine; Model GAA
Rated horsepower 500 at 2,600 rpm
Number of cylinders (60-deg V) 8
Weight of engine, with accessories 1,740 Ib
Engine cruising speed 2,600 rpm
Engine maximum speed for short periods 2,800 rpm
c. Communication.
Radio ;SCR 610, sending and receiving
Intravehicle Telephone
Flags, signal 1 set
Light, recognition 1
d. Seats. Adjustable, padded, chair-type seats, equipped with
safety belts, are provided for driver and assistant driver. Round,
padded seats of the snap down type, are provided for the loader and
vehicle commander.
e. Armor Thickness.
Hull:
Front bow plate 1 Va in.
Lower side plate 1 in.
Upper side plates % in.
Top plate % in.
Rear cover plate % in.
Bottom plate (floor) Vz in.
Deflector (above track) Vi in.
Turret:
Gun shield (cast) 2% in.
Sides (plate) 1 in.
Trunnion support (plate) 2 Va in.
f. Turret.
Armor plate, 360-degree manual traverse.
g. Crew 5 men
h. Tracks (Rubber Block or AH Steel).
Track shoe width (tread) 12%6 in-
Track pitch 6 in.
Ground contact 3,346 sq in.
Blocks per track 79 in.
i. Fuel.
Number of miles without refueling:
Cross country 110 miles
Highway 155 miles
Octane rating of fuel 80 or higher
j. Lubrication (sec. VI).
TM 9-731G
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TM 9-731G
TM 9-731G
k. Performance.
Maximum speeds for various gears:
Maximum speed, 1st gear 2 mph
Maximum speed, 2nd gear 6 mph
Maximum speed, 3rd gear 10 mph
Maximum speed, 4th gear 16 mph
Maximum speed, 5th or high gear 26 mph
Maximum speed, reverse 3 mph
1. Limitations of the Vehicle.
Maximum recommended sustained speed (on hard road) . . 26 mph
Maximum speed for short periods 28 mph
Maximum allowable engine speed 2,800 rpm
Minimum engine idling speed 500 rpm
Maximum grade ascending ability 50 percent
Maximum grade descending ability 50 percent
Maximum width of ditch vehicle will cross 7 ft 5 in.
Maximum vertical obstacle, such as a wall, that vehicle with rub-
ber tracks without grousers will climb over 18 in.
Maximum fording depth (at slowest speed) 36 in.
in. Fuel and Oil Capacities.
Engine oil pan 32 qt
Power train (transmission differential and final drive) 152 qt
Cooling system 17 gal
Fuel tanks (total) 192 gal
Right rear tank 39Va gal
Left rear tank 39 Va gal
Right front tank 58 gal
Left front tank 55 gal
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TM 9-731G
Section III
OPERATION AND CONTROLS
Paragraph
General information on instruments and controls 5
Prestarting inspection 6
Starting instructions 7
Engine test 8
Stopping the engine 9
Operating the vehicle 10
Towing instructions 11
5. GENERAL INFORMATION ON INSTRUMENTS AND CON-
TROLS.
a. Instrument Panel (rig. 6).
(1) GENERAL. The instrument panel is located on the left sponson
to the left of the driver as shown in figure 6, and includes the follow-
ing instruments and devices:
(a) Circuit Breakers. Seven circuit breaker buttons are provided
in the upper left-hand corner of the instrument panel. These buttons
are pressed to reclose the circuit breakers which take the place of the
conventional fuses. In each instance when these circuits are over-
loaded, the circuit breaker will open. There is little reason for the
operator of the vehicle to remember which button controls a specific
circuit, since it requires only a fraction of a second to press all seven.
(b) Fuel Cut-off Switch Button. To the left of the ignition switch
a push button switch is provided which operates the carburetor de-
gasser units electrically. When stopping the engine, always push the
button in and hold in this position until the engine stops. This shuts
off the fuel from the idle fuel supply wells in the carburetors and
starves the engine. This must be done before turning the engine off.
(c) Utility Outlets. Two utility outlets that permit plugging in
trouble lights, etc., are provided at the top of the instrument panel.
(d) Ammeter. To the right of the clock, an ammeter is provided
with a range of a 100-ampere discharge to a 100-ampere charge. If,
during normal operation, when little current is being used, the am-
meter consistently indicates discharge* either the generator regulator is
not functioning properly or the generator itself is at fault (par. 71 d).
In either case the battery is not being charged. These units should
receive immediate attention to prevent failure during operation. If the
ammeter indicates more than a 100-ampere charge, the current limit-
ing unit in one or both of the generator regulators probably is at fault.
Notify ordnance maintenance personnel to avoid burning out the
generator.
12
TM 9-731G
(e) Ignition Switch. The engine uses two 4-cylinder "Bosch" mag-
netos which are controlled by a 4-position switch in the center of the
instrument panel at the top. When the switch lever is all the way to
the left, both magnetos are on. When the switch lever is at the posi-
tion marked "L," the left-hand magneto only is on, and the engine will
run on the left-hand four cylinders only (left or right is as viewed
from the rear of the vehicle when facing the same direction as the
vehicle is headed). When the ignition switch lever is at the position
marked "R," the right-hand magneto is on and the engine will run on
the right-hand four cylinders only.
(f) Voltmeter. To the right of the ammeter, a voltmeter having a
range from 16 to 32 volts is provided. When the battery master switch
is off, the voltmeter will read at the lower end of the scale. When the
master switch is on, the voltmeter should read battery voltage (ap-
proximately 24 volts). If the reading is low with the engine not run-
ning and no electrical energy is being used, the batteries are low in
charge and should be recharged. At normal operating speeds during
normal ambient temperatures, the voltage should not exceed 30 volts.
If the reading is greater than this, the generator regulator probably is
not properly limiting the voltage. Notify ordnance maintenance per-
sonnel to avoid burning out the generator.
(g) Blackout Driving Light Switch. The blackout driving light may
be used to supply illumination for driving when the service driving
lights might reveal the position of the vehicle. First, remove both
service head lamps from their sockets at the front of the vehicle; then
insert the blackout driving lamps in the lamp sockets. These lamps
when not in use are carried behind the driver and assistant driver's
seats. With the switch marked "LIGHTS" pulled out to first position,
pull out on blackout drive light switch button, to turn on driving light.
The blackout head lamp, marker lamps, tail lamps, and stop light will
also be on with switches in this position. CAUTION: Under battle
conditions, the blackout driving light should be used intermittently
and only when absolutely necessary for safe vision.
(h) Starter Button. To the right of the blackout drive switch, a
starter button is provided. With the battery master switch on and
when the button is pushed in, the circuit is completed through the
starter solenoid closing the starting motor circuit and causes the start-
ing motor to crank the engine.
(i) Tachometer. The tachometer is located on the right-hand side
of the instrument panel. The throttle stop screw on the carburetor
should be so adjusted that the engine will idle at 500 revolutions per
minute after warmed up. The maximum speed of the engine is gov-
erned by a flyball type governor located at the rear of the right-hand
cylinder head. This governor is set to limit the engine speed to 2,600
revolutions per minute under full load with wide open throttle (10-
13
14
TM 9-731G
TM 9-731G
.IGHTS
EMPERATCRE
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LIGHT
SWITCH
SIGNAL
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VOLTMETER
BLACKOCT DRIVING
FIRE DETECTOR SIGf
FIRE DETECTOR TEST
FIRE DETECTOR TEST
INSTRCMENT PANEL
TRANSMISSION OIL
OIL PRESSCRE GAG
LOW OIL PRESSCRE
SPEEDOMETER
TRIP MILEAGE RESET
ENGINE BOIL SIGN/
ENGINE TEMPERATC
UJ
SELECTOR SWITCH
PANEL LIGHT RHEO!
STARTER BCTTON
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TACHOMETER
LIGHT SWITCH
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TM 9-731G
inch vacuum). If during operation under full load it is possible to run
the engine speeds above 2,600 revolutions per minute, or if the gov-
ernor limits the speed at some point below 2,600 revolutions per
minute, the ordnance maintenance personnel will be notified. If the
governor is set too low it will be impossible to get maximum speed
and power from the vehicle. If the governor is set too high, damage
to the engine and other working parts could result.
(j) Light Switch. The knob on the instrument panel marked
"LIGHTS" controls the service lights and the blackout driving lights.
A spring-operated safety button prevents the knob from being acci-
dentally pulled out beyond the blackout position. To release the safety
button, push the button in with thumb, at the same time continuing
the outward pull on the knob with the first and second fingers. The
switch has three positions (besides off) controlling the lights as fol-
lows:
LIGHT SWITCH LIGHTS OPERATING
POSITION
Blackout
1st position
Service
2nd position
Stop light
3rd position
Blackout marker lights
Blackout taillights
Blackout stop light (when
steering lever is pulled
back)
Service headlights
Service taillight
Service stop light (when
steering lever is pulled
back)
Service stop light
LOCATION
Top of right and left
headlights
Lower section right and
left taillights
Upper section right-hand
taillight
Right and left headlights
Upper section left-hand
taillight
taillight
taillight
(k) Fire Detector Signal. A red signal is provided on the right side
of the instrument panel. The fire detector consists of a 32-candlepower
lamp located behind a red lens. A wire fro'm this bulb runs back to
the engine compartment where several thermal switches will cause it
to be grounded in case of fire. The grounding of this wire completes
the circuit through the bulb with the result that the red light goes on
(battery master switch must be on) warning the operator of the fire
in the engine compartment (par. 5 a (1) (m)).
(1) Fire Detector Test Light. A fire detector circuit test light is
located below the fire detector signal and consists of a 3-candlepower
lamp located behind a green lens. Use of this test light is explained
in the following paragraph.
(m) Fire Detector Test Switch. A toggle switch located to the right
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TM 9-731G
of the fire detector signal test light permits testing the fire detector
system. When this switch is pressed up, the wire running from the
signal light bulb to the thermal units is grounded, and the green signal
light should go on (battery master switch must be on). If the green
light fails to go on when the test switch is pressed up, the fire detector
system is defective or the circuit breaker is open; press the circuit
breaker button for fire detector signal circuit on the instrument panel
and repeat the test.
(n) Instrument Panel Lights. Four instrument panel lights are
provided in the panel. These lights are turned on or off and their
brilliancy is controlled by a panel light rheostat.
(o) Transmission Oil Temperature Gage. An oil temperature gage
having a range of from 100 F to 325 F indicates the temperature of
the oil in the transmission. In normal operation, the temperature of the
transmission oil should not exceed 200 F. The most common cause
of overheating is too much oil in the transmission. Check the level
of the transmission oil (fig. 13).
(p) Engine OH Level Gage. An oil level gage indicates whether suf-
ficient oil is carried in the engine oil pan. As long as the oil level gage
pointer is in the green sector, the oil level is satisfactory. When the
reading drops to the red sector, oil should be added to bring the oil
level up to the 3 2-quart or "FULL" mark on the bayonet gage at rear
of engine (fig. 19).
(q) Oil Pressure Gage. The engine oil pressure gage is located be-
neath the tachometer. At normal operating temperatures with the
engine running at cruising speed (2,600 revolutions per minute), the
oil pressure should be between 60 and 80 pounds. The oil pressure
will be reduced as engine speed is decreased. If during operation the
oil pressure drops off slowly, it may be due to a change in the vis-
cosity of the oil due to overheating. Check engine temperature.
(r) Low Oil Pressure Signal. To the left of the oil pressure gage,
a red plastic lens-type light, that signals the driver when the oil pres-
sure drops below 11 pounds, is provided.
(s) Speedometer. The speedometer is located in the center of the
instrument panel at the bottom, and is equipped with a trip mileage
reset at the bottom of the instrument panel.
(t) Engine Boil Signal. To the left of the speedometer, a red plastic
lens-type light, that signals the driver when the temperature in the
cooling system reaches 235 F, is provided. Should this signal light,
stop the engine and investigate and correct cause of overheating (par.
36 k); otherwise, serious damage to the engine may result.
(u) Engine Temperature Gage. The engine temperature gage is
located to the left of the speedometer and is calibrated from 100 to
260 degrees. The gage operates only when the battery master switch
is on. The indicator hand rests at the hot end of the gage when the
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TM 9-731G
master switch is off. The cooling system is sealed and not open to
atmospheric pressure, with the result that the boiling point of the
coolant and consequently overheating actually does not occur until a
temperature of approximately 235 F is reached. In normal operation
when atmospheric temperature is above 60 F under maximum power
on a level hard surface, the engine temperature should not be greater
than 90 F above existing surrounding temperature.
(v) Clock. Directly beneath the seven circuit breaker buttons, an
8-day clock is provided. A reset and rewinding knob is located at the
bottom of the dial.
(w) Fuel Level Gage and Selector Switch. In the lower left-hand
corner of the instrument panel, a selector switch and fuel level gage
permit the checking of the.fuel level in each of the four fuel tanks.
The selector switch has five positions. With the selector switch in off
position, the fuel level gage will read "E" (empty). To check the fuel
level in right front tank, turn switch to the left to "R." To check the
fuel level in left front tank, turn switch all the way to the left to "L."
To check the fuel level in left rear tank, turn switch to the right to
"L." To check fuel level in the right rear tank, turn switch all the way
to the right to "R."
(x) Panel Light Rheostat Switch. To the left of the clock, a 5-posi-
tion rheostat is provided which is used to turn the panel lights on or
off and control their brilliance.
b. Controls (fig. 7).
(1) SPARK CONTROL. The spark advance control is entirely auto-
matic and requires no attention by the operator of the vehicle.
(2) FOOT THROTTLE. A foot throttle pedal is located on the floor
in front of the driver's seat, convenient to the driver's right foot.
(3) HAND THROTTLE. In conjunction with the foot pedal, a hand-
operated throttle is provided. The hand throttle is bracket-mounted to
the differential case directly above the foot throttle. Press on the foot
throttle to assist pulling out the hand throttle. A lock button is located
in the center of the hand throttle button. This lock button holds the
hand throttle at the desired setting. To close the hand throttle, press
the lock button.
(4) PRIMING PUMP. The priming pump is located on the front
slope in the driver's compartment. To operate the priming pump, the
knob is pulled out and pushed back in. This causes a quantity of gaso-
line to be forced directly into the intake manifold for cold weather
starting. The priming pump is used in place of the conventional choke.
Ordinarily it will not be necessary to use the primer except during
cold weather. Excessive priming of the engine will cause flooding and
failure to start, and the excess gasoline will wash the oil from the
cylinder walls with the result that the cylinders will not be properly
lubricated until the engine oil starts circulating.
18
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TM 9-731G
TM 9-731C
CLUTCH PEDAL
STEERING LEVER PAWL
RATCHET UP
LEFT STEERING LEVER
RIGHT STEERING LEVER
STEERING LEVER PAWL
FOOT THROTTLE
ADJUSTING NUTS
KICK BACK TO RAISE RATCHET
'KICK DOWN
TO LOWER
RATCHET
RA PD 28062
Figure 8Steering Levers Retractable Ratchets for Holding
Brakes On
(5) STEERING LEVERS. Two steering levers are mounted on the
floor of the vehicle, in front of the driver's seat. To steer the vehicle,
pull the steering lever on the side toward which it is desired to turn.
Pulling back either one of the levers slows down the track on that
side, while the speed of the other track is increased.
(6) SERVICE BRAKES. Pulling back simultaneously on both steer-
ing levers slows down or stops the vehicle, depending on the effort
applied.
(7) PARKING BRAKE.
(a) Types of Parking Brakes. Two types of parking brakes have
been used on the 3-inch Gun Motor Carriage M10A1 as follows:
1. Original design. The original design provided a parking brake
lever located to the right of the driver, at rear of the transmission
(fig. 7). The original design was a transmission type brake and
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TM 9-731G
TRANSMISSION OIL COOLER
FIRE EXTINGUISHER PIPE ""
LEFT FRONT FUEL TANK VALVE
LEFT REAR FUEL TANK VALVE
RIGHT REAR FUEL TANK VALVE
RIGHT FRONT FUEL TANK VALVE
CLUTCH INSPECTION PLATE
I RA PD 27697
Figure 9Fuel Shut-off Valves
should never be used for any purpose other than parking. Always be
sure this type parking brake is released (all the way forward), before
moving the vehicle.
2. Later design. On later design 3-inch gun motor carriages the
steering levers are each provided with a pawl that operates on retract-
able quadrant ratchets (fig. 8). The ratchets are raised by pressing
the ratchet control pedal forward and down. This permits the steering
lever pawls to engage in the ratchet teeth holding the service brakes
on while parking. To release the service brakes, pull back on both
steering levers and press the ratchet pedal forward and down. This
retracts or lowers the ratchets and the service brakes are released.
Always be sure that ratchet forward pedal is all the way down before
operating the vehicle.
(8) CLUTCH PEDAL (fig. 7). The clutch pedalis located on the
floor in front of driver's seat, convenient to the driver's left foot. To
permit shifting of gears, the clutch is disengaged by depressing the
clutch pedal. At any time when the clutch pedal free play becomes
less than 2 inches, the clutch pedal should be adjusted (par. 115 d).
Do not ride the clutch pedal.
(9) FUEL SHUT-OFF VALVES (fig. 9). Four shut-off valves (one
for each fuel tank) are located on the bulkhead to the left rear of the
fighting compartment.
(10) BATTERY MASTER SWITCH (fig. 10). The battery master
switch is located approximately 30 inches to the rear of the driver's
seat. This switch is on when all the way down. To turn off, raise the
knob approximately one-fourth inch and turn so that switch stays in
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TM 9-731G
BATTERY MASTER SWITCH
RADIO MASTER SWITCH
RESET BUTTON FOR GUN SOLENOID CIRCUIT BREAKER
RA PD 27988
Figure 10Battery and Radio Master Switcheslocation
its up position. When this switch is off, all electrical power is shut off
at the battery (with the exception of the power used by the radio
which is controlled by a separate radio master switch). If in doubt
as to whether the battery master switch is on or off, the following can
serve as a guide. When the battery master switch is on, the voltmeter
will show approximately 24 volts. When the battery master switch is
off, the voltmeter will read at the 16-volt mark. Also when the battery
master switch is on, the oil level gage will indicate the oil level and
should read in the green section.
(11) RADIO MASTER SWITCH (fig. 10). The radio master switch
is located directly back of the battery master switch and turns on and
off the same way as outlined above for the battery master switch.
(12) FIRING SOLENOID CIRCUIT BREAKER (fig. 53). A circuit
breaker located in the battery box opens the circuit of the gun firing
solenoid and relay if it should become overloaded. The button con-
trolling the circuit breaker (fig. 10) is located on top of the battery
box to the rear of the radio master switch. Pressing this button will
reset the circuit breaker.
(13) GEARSHIFT LEVER (fig. 7).
(a) Description. Shifting of gears in the transmission for speed
changes is accomplished by the gearshift lever, located on the left side
of the transmission, to the right of the driver. The positions of the
gearshift lever for the various speeds are shown in figure 11. The gear-
shift lever is equipped with a latch which prevents accidental shifting
into first speed or reverse. The latch must be released by pressing
22
TM 9-731G
RA PD 27493
Figure MGearshift Lever Positions
down the button on top of the lever before shifting into first speed or
reverse.
(b) Operation. When it is desired to shift to low or reverse, the
following procedure will make the shift possible without the clashing
of gears which otherwise usually results. From neutral, move the
gearshift lever as though to shift into third gear. Maintain pressure in
this direction long enough to stop the propeller shaft and then, with
the clutch still held out, shift smartly into low or reverse. If when
shifting to any of the higher speeds, there is a raking of gears, go back
to neutral and, still holding the clutch out, start the shift over. Do not
attempt to complete a shift that begins with a clashing of gear teeth.
(14 ) FIRE EXTINGUISHER OPERATION AND CONTROLS.
(a) Portable Extinguishers. Carry portable extinguisher in left hand
and hose in right hand. Direct the discharge at base of flame, with dis-
charge cone as close to flame as operator can safely hold it. Increase
the discharge from extinguisher as the fire is put out.
(b) Fixed Extinguishers. In case of a fire in the engine compart-
ment, the fixed extinguisher can be set in operation from the outside of
the vehicle by means of the controls located behind and to the left
of the turret (fig. 12) or by means of the controls in the driver's com-
partment located almost directly over the driver's left shoulder. In
23
TM 9-731G
5-7
! FIRE EXTINGUISHER CONTROLS]
[ RIGHT FRONT FUEL TANK FILLER CAP
| COOLING SYSTEM F.LLER
RIGHT REAR FUEL TANK FILLER CAP
LEFT REAR FUEL TANK FILLER~CAP
LEFT FRONT FUEL TANK FILLER CAP
RA PD 27693
Figure 12 Fuel and Water Fillers
either case the left-hand control, when pulled out, opens one fixed
extinguisher, and the right-hand control opens the other extinguisher.
Either floods the engine compartment with carbon-dioxide gas, and
will extinguish a fire with the engine running up to 1,200 revolutions
per minute. If conditions permit, however, stop the engine.
(15) PERISCOPES. Two periscopes are provided for the driver, one
in the driver's door, the other to his left, mounted in the hull top plate.
A third periscope is in the assistant driver's door. Each periscope is
mounted in a revolving plate which permits vision in any direction.
The periscope mounts can be tilted to raise or lower the line of vision.
Lock screws are provided to hold the mounts stationary when desired.
Each periscope is held in place in its mount by a knurled nut on the
back. A safety lock on the periscope housing prevents the device from
falling out if the holding nut becomes loosened. Two spare periscopes
and six spare heads are carried in boxes mounted on top of the trans-
mission.
6. PRESTARTING INSPECTION.
a. General Instructions. The vehicle has a crew of five men and
it is essential that all men be utilized in inspection of the vehicle under
the direction of the vehicle commander. The inspection should cover
the vehicle as well as the engine (par. 19).
. 7. STARTING INSTRUCTIONS.
a. General. Before attempting to start the engine, familiarize
yourself with all of the various instruments and controls (par. 5).
Make sure that the function of each instrument and control is thor-
oughly understood, and that the significance of the readings on the
various instruments is appreciated.
b. Warm Weather Starting (Above 40 F). Open fuel shut-off
24
TM 9-731G
7-10
valves (fig. 9). Turn battery master switch on (par. 5 b (10)). Put
gearshift lever in neutral (fig. 11). Depress foot throttle (fig. 7) and
pull hand throttle out about one-fourth inch. Turn ignition switch
(fig. 6) to "BOTH" position. If engine is cold, use three to five strokes
on the foot throttle pedal. Press starter button. Engine should start
readily. If engine does not start see paragraph 36. If engine starts but
fails to continue to run, several strokes of the foot throttle just before
engine stops usually will keep it running.
c. Cold Weather Starting (Below 40 F). Open fuel shut-off
valves (fig. 9). Turn battery master switch on (par. 5 h (10)). Put
gearshift lever in neutral (fig. 11). Depress foot throttle and pull
hand throttle out about one-fourth inch. Turn ignition switch (fig. 6)
to the "BOTH" position. Prime engine using three to five strokes of
priming pump (par. 5 b (4) ). Press starter button at same time hold-
ing clutch pedal all the way down until engine starts. As engine starts,
it may be necessary to use the priming pump again; also two or three
quick strokes of foot throttle will assist in keeping engine running by
supplying additional fuel. If the engine fails to start see paragraph 36.
8. ENGINE TEST.
a. As soon as the engine starts, check oil pressure (par. 5 a (1)
(g)). Stop engine if oil pressure is not indicated in 30 seconds. Check
operation of instruments and switches while engine is idling. Idle
engine until engine temperature gage reads above 100 F. When engine
is sufficiently warm, set hand throttle to 600 revolutions per minute.
Run engine on each magneto (par. 5 a (1) (e) ) and compare tachom-
eter reading obtained with each with the reading obtained when both
magnetos were used (600 revolutions per minute). If, when running
on either one of the magnetos, the engine speed drops to less than
500 revolutions per minute, the cause should be investigated (par.
44 i and j). Push hand throttle in to reestablish normal idling speed.
(Carburetor stop screws should be set to idle engine at 500 revolutions
per minute after warming up.) Never idle engine at less than 500
revolutions per minute.
':
9. STOPPING THE ENGINE.
a. After completing a run, the engine must be allowed to operate
at 500 revolutions per minute for 2 minutes to assure a gradual and
uniform cooling of the valves and other various engine parts. To stop
the engine hold fuel cut-off switch button in until engine stops; then
turn ignition switch to off position.
10. OPERATING THE VEHICLE.
a. Preliminary Instructions. Before attempting to drive the
vehicle, the prospective driver should be thoroughly familiar with all
the instruments and the significance of their readings (par. 5 a). He
25
TM 9-731G
10
must also know the function and operation of the controls in his com-
partment (par. 5 b). Review of paragraph 4 k will be helpful. The
limitations of vehicle and engine are covered under paragraph 4 1.
When starting out with a cold engine with the fuel tanks full of cold
fuel, it is important to use in turn three or four gallons of fuel from
each of the tanks to provide expansion space for the fuel as its tem-
perature raises from the heat of the engine. Generally speaking, 3 or
4 miles from each tank will provide sufficient expansion space. With
the engine at idling speed, and all instruments showing normal read-
ings, the driver may now operate the vehicle.
b. Setting the Vehicle in Motion. Release parking brake (par.
5 b (7)). Disengage clutch by pressing clutch pedal (fig. 7) down to
the floor and holding it down. Move gearshift lever into second gear
position (fig. 11) for normal operation. (First gear will be used only
when shifting vehicle in buildings or over obstacles.) Gradually
release clutch pedal, at the same time depressing foot throttle.
(1) Except when under fire, do not move the vehicle in or out of
close quarters without the aid of personnel outside of the vehicle
serving as a guide.
(2) To avoid serious injuries to personnel or damage to the vehicle,
do not operate the vehicle until both turret traversing locks are
securely fastened. The traversing mechanism, although it acts as an
auxiliary brake on the turret, is not by itself strong enough to lock
the turret while traveling, particularly over rough terrain. If the tra-
versing mechanism breaks because the primary locks are not engaged,
the gun tube will swing around and strike the heads of the driving
crew, causing serious injury and possibly further damage to the
vehicle.
c. Shifting Gears. When the vehicle has started and is moving
with engine speed of 1,200 revolutions per minute, release foot throt-
tle, depress clutch again, and move gearshift lever into third gear
position. Release clutch and again depress foot throttle to pick up the
load of the vehicle. Repeat above procedure until the highest gear
is reached which will enable the vehicle to proceed at the desired
speed without causing the engine to labor. Do not ride the clutch.
Driver's left foot must be completely removed from the clutch pedal
while driving, to avoid unnecessary wear and burning out the clutch.
(Clutch pedal should be readjusted when the free travel drops to 2
inches of less (par. 115 d).)
d. Reversing the Vehicle. To place the vehicle in 'reverse gear,
a complete stop must be made. Close throttle until the tachometer
reads 500 revolutions per minute (lowest idling speed). Depress clutch
pedal and move gearshift lever to the reverse position (fig. 11). Back-
ing the vehicle should never be attempted unless an observer is sta-
tioned in front to guide the driver.
26
TM 9-731G
10-11
e. Steering the Vehicle. To steer the vehicle, pull back right-
hand steering lever to make a right turn, or left-hand lever for a left
turn. This action "brakes" the track on the inside of the turn and
speeds up the outside track. The driver should anticipate each turn
and be ready to apply more power as it is needed to compensate the
braking effort. The hands should be free of the steering lever when
not actually steering the vehicle.
f. Operation on Hand Pulls. Never lug engine below 1,000 revo-
lutions per minute at wide open throttle. Shift to a lower gear (fig.
11). Check oil pressure, oil level, and engine temperature frequently.
g. Descending Grades. Care must be taken while descending
steep grades to shift to a low enough gear to control the vehicle speed
and use the steering brake to keep the engine speed. Failure to follow
this procedure may cause failure of the propeller shaft and transfer
case coupled with serious injury to the crew. The following cautions
should be observed when descending a steep grade.
(1) Never release the clutch and allow the propeller shaft to reach
a speed beyond its capacity. When the vehicle is in low gear, every
mile-per-hour increase in speed will increase the propeller shaft speed
1,000 revolutions per minute.
(2) Never release the clutch momentarily and then engage it while
descending a steep grade, thus imposing too great a load on the pro-
peller shaft and transfer case.
(3) Shift to a low enough gear to control the speed of the vehicle.
(4) Use the steering brake to keep the engine speed, as indicated
by the tachometer within the maximum allowable revolutions per
minute of the power units. The, maximum allowable for the power
units of the M10A1 are 2,600 revolutions per minute.
h. Stopping the Vehicle. To stop the vehicle, release throttle
and pull back on both steering levers at the same time. Depress clutch
pedal when the vehicle has slowed down to approximately 2 to 5 miles
per hour, depending upon which gear is being employed before
stopping. Set the hand throttle for a tachometer reading of 500 revo-
lutions per minute for the duration of the halt.
i. The Use of Gages on the Instrument Panel. The tachometer,
oil temperature gage, and oil pressure gage give the most satisfactory
indications of the engine's performance. Should the indications of any
of these instruments appear to be irregular, the engine should be
stopped and the cause investigated.
11. TOWING INSTRUCTIONS.
a. General. A towing shackle is mounted on each corner of the
hull of the vehicle about 20 inches from the ground. Two of these
shackles are mounted in front and two in the rear. These shackles
provide a quick method of attaching either a towing bar or cables.
27
TM 9-731G
11
b. Precautions When Towing. If there are tracks on the vehicle
to be towed, always disconnect the propeller shaft at the transmission
companion flange and leave the vehicle in fifth gear. This procedure
insures adequate circulation of the transmission oil while the vehicle
is in motion. If the tracks are removed before towing the vehicle, this
precaution is not necessary. In towing, there are several precautions
that the driver must take to avoid trouble or unnecessary delay.
Changes of direction are always to be made by a series of slight turns
so that the vehicle being towed is as nearly as possible, directly
behind or "tracking" the one doing the towing. This will prevent the
cable from contacting the track, which might damage both the cable
and the track blocks. Soft muddy ground is to be avoided, since the
tracks may slip on such a surface. If it is necessary to cross a muddy
area, the driver should be careful to straighten out both vehicles
before entering it, as it is more difficult to pull at an angle than when
following in tow. On vehicles equipped with rubber block tracks,
grousers may be installed as required. The maximum speed when
towing should be not more than 12 miles per hour and then only with
an operator for steering and braking the towed vehicle.
c. Handling of Towing Cable. Except in cases where a "short
hitch" is absolutely necessary a towing cable will not be coupled to
another vehicle by other than the thimbled eyes provided at both
ends. Doubling the cable causes sharp bends in the wire rope which
will cause rapid failure of the strands and will leave the cable ex-
tremely dangerous to handle. When a "short hitch" is desired, the
two eyes of the cable are attached to the towing vehicle. The cable
with leads crossed, is then passed through both shackles of the towed
vehicle. This provides an arrangement having a minimum of bending
action and movement at the shackles, and furnishes clearance between
cable and tracks.
d. Method of Towing. If no operator is available to steer the dis-
abled vehicle, one cable will facilitate tracking of the towed vehicle.
Care must be taken on turning, not to get the cable tangled up with
the track of either vehicle.
28
TM 9-731G
12-13
Section IV
OPERATION UNDER UNUSUAL CONDITIONS
Paragraph
Cold weather starting 12
Operation at high temperatures 13
Operation at high altitudes 14
Operation in sand 15
Operation on slippery terrain' 16
Operation under dusty conditions 17
12. COLD WEATHER STARTING.
a. Starting With Starting Motor. When starting the engine in
cold weather, it is doubly important to follow the starting procedure
outlined in paragraph 7 c. If this procedure is followed, few addi-
tional instructions are required. Briefly stated, cold weather starting
problems are nearly always the result of poor preparation or main-
tenance of the vehicle and in addition to the causes of failure to start
as outlined in paragraph 36, can be attributed either to the engine oil
being too heavy for the temperatures encountered or the batteries
being low in charge. In sub-zero temperatures, a battery that has set
over night will have a capacity much lower than at normal tempera-
tures.
b. Towing to Start. CAUTION: If the engine is forced to turn
over while there is water, antifreeze, or oil in the cylinders above the
pistons (as a result of condensation or leakage), breakage of internal
parts of the engine will result. Turn the engine over three complete
revolutions by hand (fig. 35) prior to towing. Never use other than
fifth gear (fig. 11) when towing the vehicle to start the engine.
(1) TURN ENGINE OVER. Leave the ignition switch off. Tow the
vehicle several feet with the transmission in neutral (fig. 11) to
remove the slack from the towing line and to break the track loose
from the frozen ground. Depress the clutch and place the gearshift
lever in fifth gear (fig. 11). Tow the vehicle at 1 mile per hour and
engage the clutch gradually (permitting it to slip) until two complete
revolutions of the engine have been made. If the engine will not turn
over with the clutch slipping, discontinue attempting to start and
notify ordnance maintenance personnel.
(2) START THE ENGINE. After the engine has been turned over as
outlined above, turn the ignition switch on and engage the clutch.
Increase towing speed to from 3 to 5 miles per hour (in fifth gear,
fig. 11) and make from 3 to 5 strokes with the priming pump. If the
engine does not start, see paragraph 36.
13. OPERATION AT HIGH TEMPERATURES.
a. When operating at high temperatures, observe the engine tem-
perature gage frequently and add water to the cooling system as often
29
TM 9-731G
13-17
as may be required to prevent overheating. The viscosity of the various
oils used decreases at higher temperatures. Be sure oils are being used
with sufficient body to match the temperature. Engine oil thinned out
by high temperatures is used up more rapidly. Check the engine oil
level frequently.
14. OPERATION AT HIGH ALTITUDES.
a. High altitudes result in a lowering of compression due to lowered
atmospheric pressure and a corresponding lowering of the developed
horsepower. Due to rarefied atmosphere, a smaller quantity of air is
taken into each cylinder while the quantity of fuel remains practically
the same as at sea level. This results in the fuel air mixture being too
rich. This can only be remedied by reducing the size of the various
carburetor jets if the vehicle is to be operated continually at high
altitudes. Generally speaking, elevations up to 5,000 feet present no
particular problems and can be considered as normal.
15. OPERATION IN SAND.
a. Desert operation and operations under extremely sandy road
conditions may necessitate cleaning the air cleaner as often as every
2 hours. When operating in sand deep enough to force the use of lower
gear rations, do not exceed the speed specified for the particular gear
ratio (par. 4k).
16. OPERATION ON SLIPPERY TERRAIN.
a. For operation in mountainous terrain, in mud, or over ice and
snow, where sufficient traction is not normally possible, grousers are
provided for use on certain types of track. When operating on slippery
terrain start vehicle carefully by engaging clutch gradually; do not
attempt to turn until after vehicle is moving at normal speed. Tracks
and bogies should be periodically cleaned of mud, snow, or ice.
17. OPERATION UNDER DUSTY CONDITIONS.
a. In operating the vehicle cross country on dry, dusty ground
along with other vehicles, avoid running in the dust cloud of other
vehicles as much as possible. When operating in single file on dusty
roads where no cross wind exists, space the vehicles far enough apart
to reduce the dust hazard as much as possible if practicable. Even
when the above precautions are taken, it may be necessary to clean
the air cleaner as often as every 2 hours (par. 55). If the air cleaners
are kept clean and their oil level is maintained, little damage to the
engine will result. On the other hand, if the air cleaners run dry, it is
possible to wear out an engine in 1 hour or less.
30
TM 9-731G
18
Section V
PREVENTIVE MAINTENANCE INSPECTIONS AND SERVICE
Paragraph
Purpose 18
Before-operation service 19
During-operation service . 20
At-halt service 21
After-operation and weekly service 22
18. PURPOSE.
a. To insure mechanical efficiency, it is necessary that the vehicle
be systematically inspected at intervals each day it is operated, and
weekly, so defects may be discovered and corrected before they result
in serious damage or failure. Certain scheduled maintenance services
will be performed at these designated intervals. The services set forth
in this section are those performed by driver or crew, before-operation,
during-operation, at-halt, and after-operation and weekly.
b. Driver preventive maintenance services are listed on the back
of Driver's Trip Ticket and Preventive Maintenance Service Record
W.D. Form No. 48 to cover vehicles of all types and models. Items
peculiar to specific vehicles but not listed on W.D. Form No. 48 are
covered in manual procedures under the items with which they are
related. Certain items listed on the form that do not pertain to the
vehicle involved are eliminated from the procedures as written into
the manual. Every organization must thoroughly school each driver
in performing the maintenance procedures set forth in manuals,
whether they are listed specifically on W.D. Form No. 48 or not.
c. The items listed on W.D. Form No. 48 that apply to this vehicle
are expanded in this manual to provide specific procedures for accom-
plishment of the inspections and services. These services are arranged
to facilitate inspection and conserve the time of the driver, and are
not necessarily in the same numerical order as shown on W.D. Form
No. 48. The item numbers, however, are identical with those shown
on that form.
d. The general inspection of each item applies also to any support-
ing member or connection, and generally includes a check to see
whether the item is in good condition, correctly assembled, secure, or
excessively worn.
e. The inspection for "good condition" is usually an external visual
inspection to determine whether the unit is damaged beyond safe or
serviceable limits. The term good condition is explained further by the
following terms: Not bent or twisted, not chafed or burned, not broken
or cracked, not bare or frayed, not dented or collapsed, not torn or cut.
31
TM 9-731G
18-19
f. The inspection of a unit to see that it is "correctly assembled" is
usually an external visual inspection to see whether it is in its normal
assembled position in the vehicle.
g. The inspection of a unit to determine if it is "secure" is usually
an external visual examination, a hand-feel, or a pry bar check for
looseness. Such an inspection should include any brackets, lock
washers, lock nuts, locking wires, or cotter pins used in assembly.
h. "Excessively worn" will be understood to mean worn, close to
or beyond serviceable limits, and likely to result in a failure if not
replaced before the next scheduled inspection.
i. Any defects or unsatisfactory operating characteristics beyond
the scope of first echelon to correct must be reported at the earliest
opportunity to the designated individual in authority.
19. BEFORE-OPERATION SERVICE.
a. This inspection schedule is designed primarily as a check to see
that the vehicle has not been tampered with, or sabotaged since the
after-operation service was performed. Various combat conditions may
have rendered the vehicle unsafe for operation and it is the duty of
the driver to determine whether or not the vehicle is in condition to
carry out any mission to which it is assigned. This operation will not
be entirely omitted, even in extreme tactical situations.
b. Procedures. Before-operation service consists of inspecting
items listed below according to the procedure described, and correct-
ing or reporting any deficiencies. Upon completion of the service,
results should be reported promptly to the designated individual in
authority.
(1) ITEM 1, TAMPERING AND DAMAGE. Examine hull, armament,
tracks, volute suspensions, engine compartment, and turret for evi-
dence of tampering or sabotage.
(2) ITEM 4, ACCESSORIES AND DRIVES. Examine all accessories
such as carburetors, generators, fuel pump, starter, fans and shrouds,
and water pump for loose connections, mountings, and for leaks.
(3) ITEM 3, FUEL, OIL, AND WATER. Inspect tanks, filler caps, lines,
hoses, and connections for evidence of leaks or tampering. Read fuel
and oil gage on instrument panel and inspect water level in expansion
tanks. Add if necessary.
(4) ITEM 6, LEAKS, GENERAL. Look on ground under vehicle and
around final drive for evidence of oil leaks.
(5) ITEM 8, PRIMER. While starting the engine, observe for proper
operation of the primer.
(6) ITEM 7, ENGINE WARM-UP. Close battery master switch. Am-
meter must read "ZERO." Voltmeter must read 26 to 28 volts to
indicate fully charged battery. Open fuel tank selector valves and
32
TM 9-731C
19
start engine. Run engine at 600 revolutions per minute with trans-
mission in neutral until water temperature reads above 100 F.
(7) ITEM 9, INSTRUMENTS.
(a) Oil Pressure Gage. Must read 60 to 80 pounds when engine is
operating at 2,600 revolutions per minute, and not fall below 11
pounds when idling. Stop engine immediately if red indicator lights
come on.
(b) Ammeter. Must show a high charging rate for first few minutes.
A high charging rate for extended period with all electrical units
turned off, indicates a discharged battery or faulty regulator.
(cj Voltmeter. Must not read more than 30 volts. Excessive volt-
age indicates a faulty regulator.
(d) Engine Temperature Gages. Should rise slowly during warm-up
period until 110 F is reached. Stop engine if temperature exceeds
235 F. Normal temperature is 90 F above atmospheric temperature.
(e) Transmission Oil Temperature Gage. Reading must be 120 F
before driving vehicle. Transmission must be operated in neutral
during engine warm-up period. Stop engine if temperature exceeds
200 F.
(f) Tachometers. Must register accumulated revolutions and op-
erate without fluctuating or grinding. Engine speed must not exceed
2,600 revolutions per minute. Correct engine idling speed is 500 revo-
lutions per minute.
(g) Clock. Must be wound, running, and indicate correct time.
(h) Fuel Gage. Should indicate the correct amount of fuel in each
of the four tanks.
(i) Engine Oil Level Gage. Pointer should remain in green sector
while engine is running. Stop engine and investigate if pointer moves
to red sector.
(8) ITEM 10, SIREN. Sound siren for proper tone if tactical situa-
tion permits.
(9) ITEM 12, LIGHTS. If tactical situation permits, turn all light
switches to "ON" position; inspect all lights to see that they are burn-
ing, securely mounted, clean, and that they go out when switches are
turned off.
(10) ITEM 13, SPROCKET NUTS. Examine sprocket cap screws and
hub nuts to determine that they are present and secure.
(11) ITEM 14, TRACKS. Inspect tracks for evidence of tampering
or sabotage since the after-operation inspection.
(12) ITEM 15, SPRINGS AND SUSPENSIONS. Inspect bogie suspen-
sions, rollers, sprockets, and idlers for any damage such as shell fire,
accident, or sabotage.
(13) ITEM 18, TOWING CONNECTIONS. Towing shackles, pins, and
pintle hook must be in usable condition.
(14) ITEM 20, DECONTAMINATOR. Must be fully charged and
securely mounted. Shake to determine contents.
33
TM 9-731G
19-70
(15) ITEM 21, TOOLS AND EQUIPMENT. Inspect all tools and
equipment for condition, proper stowage and serviceability, using the
On Vehicle Material List.
(16) ITEM 23, DRIVER PERMIT AND FORM No. 26 (ACCIDENT RE-
PORT FORM). Must be present, legible, and safely stowed.
(17) ITEM 2, FIRE EXTINGUISHER. Inspect portable fire extin-
guishers to see that they are in place, securely mounted, and that seals
are not broken. Inspect fixed fire extinguisher system to see that pull
handles and control head handles have not been operated and that
red sealing caps are intact. Nozzles must be free from obstructions.
(18) ITEM 22, ENGINE OPERATION. After proper opera ting tem-
perature has been reached, notice if engine idles smoothly. Accelerate
engine a few times while listening for excessive vibration or unusual
noises.
(19) ITEM 25, DURING-OPERATION SERVICE. Immediately after
putting the vehicle in motion, start the during-operation service.
20. DURING-OPERATION SERVICE.
a. While vehicle is in motion, listen for any sounds such as rattles,
knocks, squeals, or hums that may indicate trouble. Look for indica-
tions of trouble in cooling system and smoke from any part of the
vehicle. Be on the alert to detect any odor of overheated components
or units such as generator, brakes or clutch, fuel vapor from a leak in
fuel system, exhaust gas, or other signs of trouble. Any time the brakes
are used, gears shifted, or vehicle turned, consider this a test and
notice any unsatisfactory or unusual performance. Watch the instru-
ments constantly. Notice promptly unusual instrument indication that
may signify possible trouble in system to which the instrument applies.
b. Procedures. During-operation services consist of observing
items listed below according to the procedures following each item,
and investigating any indications of serious trouble. Notice minor de-
ficiencies to be corrected or reported at earliest opportunity, usually
next scheduled halt.
(1) ITEM 26, STEERING BRAKES. Apply both steering brakes at
slow speed to test for effectiveness. Free travel must be 4 to 6 inches.
Test each brake for effective steering with moderate application.
(2) ITEM 27, HAND BRAKES. Stop vehicle and apply parking brake.
Must hold vehicle stationary on a reasonable incline.
(3) ITEM 28, CLUTCHES. Test free travel of pedal, which must be
3V-J inches. Clutch must fully release and must not slip or chatter.
After shifting gears listen for noisy release bearing.
(4) ITEM 29, TRANSMISSION. Gears must shift smoothly, operate
quietly, and not slip out of mesh. Stop vehicle in case of grinding or
any unusual noise.
34
TM 9-731G
20-21
(5) ITEM 31, ENGINE AND CONTROLS. Note power when accelerat-
ing, excessive smoking, detonation, misfiring, stalling, or overheating.
Test governor control. Maximum full load speed is 2,600 revolutions
per minute.
(6) ITEM 32, INSTRUMENTS.
(a) Oil Pressure Gage. Must register 60 to 80 pounds at operating
speeds. Stop engine if red indicator light comes on.
(b) Ammeter. Will show a high charging rate for first few minutes.
A high charging rate for extended period with all electrical units turned
off, indicates a discharged battery or faulty regulator.
(c) Engine Temperature Gage. Normal reading is 60 F above at-
mospheric temperature. Should reading exceed 235 F, stop engine
and investigate.
(d) Transmission Temperature Gage. Reading must not exceed
200 F.
(e) Tachometer. Must register engine speed and accumulated
crankshaft revolutions.
(f) Speedometer. Must register correct speed and accumulated
mileage without noise.
(g) Voltmeter. Reading should not exceed 30 volts.
(h) Fuel Gage. Must show correct amount of fuel in each of the
four tanks.
(i) Fire Detector Signal. Operate test switch to determine whether
fire detector system is working. Green light should go on if system is
in satisfactory condition.
(j) Engine Oil Level Gage. Pointer should remain in the green
sector. Should pointer indicate in the red sector, stop engine and
investigate.
(k) Engine Boil Signal. This signal should light when temperature
in the cooling system reaches 235 F. If signal lights, stop and investi-
gate cause of overheating.
(7) ITEM 36, GUNS AND MOUNTINGS, ELEVATING, TRAVERSING,
AND FIRING CONTROLS. While the vehicle is in operation, but before
it is used in combat, check manual turret traversing controls and gun
elevating, and firing controls to be sure that all mechanism responds
properly.
21. AT-HALT SERVICE.
a. At-halt services may be regarded as minimum maintenance pro-
cedures and should be performed under all tactical conditions even
though more extensive maintenance services must be slighted or
omitted altogether.
b. Procedures. At-halt Services consist of investigating and de-
ficiencies noted during operation, inspecting items listed below ac-
cording to the procedures following the items, and correcting any
35
TM 9-731G
21-22
deficiencies found. Deficiencies not corrected should be reported
promptly to the designated individual in authority.
(1) ITEM 39, TEMPERATURES (Hues AND FINAL DRIVES). Hand-
feel the hubs of sprockets, idlers, bogie wheels, and track support
rollers to determine whether or not they are abnormally hot.
(2) ITEM 38, FUEL, OIL, AND WATER. Determine quantity of fuel,
oil, and water to make sure supply is adequate for mission. Add if
necessary.
(3) ITEM 45, TRACKS. Remove stones and other material. Inspect
tracks for correct tension, loose, worn or missing connectors and
wedges and also worn, damaged, or dead blocks.
(4) ITEM 42, SPRINGS AND SUSPENSIONS. Examine suspensions
for broken or loose parts. Remove any debris lodged in bogie assem-
blies.
(5) ITEM 44, SPROCKET NUTS. Examine sprocket cap screws and
hub nuts to determine that they are present and secure.
(6) ITEM 46, LEAKS, GENERAL. Examine bottom of hull and
ground under vehicle for evidence of any leaks. Inspect the hull, fight-
ing compartment, and engine compartment for fuel, oil, or water leaks.
Tighten any loose connections.
(7) ITEM 50, TOWING CONNECTIONS. Towing shackles, pins, and
pintle hook must be in usable condition.
(8) ITEM 47, ACCESSORIES AND BELTS. Investigate possible causes
of improper operation or performance noted during operation. Ex-
amine generators, starter, and water pump for security of mounting.
Examine generator belts for good condition.
(9) ITEM 48, AIR CLEANERS. When operating under extremely
dusty conditions, clean air cleaners as often as required when tactical
situation permits. Examine filter elements. Clean and replace oil if
necessary.
(10) ITEM 52, APPEARANCE AND GLASS. Thoroughly inspect ex-
terior of vehicle for missing pioneer equipment. Inspect all lights and
vision devices. Clean if necessary. See that all covers and hatches can
be closed and locked securely.
22. AFTER-OPERATIO1N AND WEEKLY SERVICE.
a. After-operation service is particularly important because at this
time the driver inspects his vehicle to detect any deficiencies that may
have developed, and corrects those he is permitted to handle. He
should report promptly, to the designated individual in authority the
results of his inspection. If this schedule is performed thoroughly, the
vehicle should be ready to roll again on a moment's notice. The before-
operation service, with a few exceptions, is then necessary only to
ascertain whether the vehicle is in the same condition in which it was
left upon completion of the after-operation service. The after-opera-
36
TM 9-731C
22
tion service should never be entirely omitted even in extreme tactical
situations, but may be reduced to the bare fundamental services out-
lined for the at-halt service if necessary.
b. Procedures. When performing the after-operation service, the
driver must remember and consider any irregularities noticed during
the day in the before-operation, during-operation, and at-halt services.
The after-operation service consists of inspecting and servicing the fol-
lowing items. Those items of the "after operation" that are marked by
an asterisk (* ) require additional weekly services, the procedures for
which are indicated in subparagraph (b) of each applicable item.
(1) ITEM 55, ENGINE OPERATION. Accelerate and decelerate the
engine and note any tendency to miss or backfire, or any unusual noise
or vibration that might indicate worn parts, loose mountings, incorrect
fuel mixture, or faulty ignition. Report any unsatisfactory perform-
ance.
(2) ITEM 56, INSTRUMENTS. Examine for security of mounting and
undamaged condition.
(3) ITEM 70, STEERING LINKAGE. Pull back steering levers to
check free travel, which must be at least 4 inches. When travel is 8
inches, brakes must be adjusted.
(4) ITEM 67, ENGINE CONTROLS. Look for worn or disconnected
engine control linkage. Investigate any improper action of control
linkage noted during operation.
(5) ITEM 57, SIREN. Sound siren for proper tone if tactical situa-
tion permits.
(6) ITEM- 74, GEAR OIL LEVEL. With vehicle on level ground, read
oil level on transmission filler cap dip stick, and add oil if necessary to
reach "FULL" mark.
(7) ITEM 54, *FUEL, OIL, AND WATER.
(a) Fill all fuel tanks with fuel. Add oil to engine until gage reads
"FULL." Do not overfill. Turn water expansion tank filler cap to first
position to release pressure before removing cap. Before adding water,
allow engine to cool if overheated. Have antifreeze tested if con-
siderable water is added.
(b) Weekly. Have antifreeze tested to be sure protection is ade-
quate for prevailing temperature.
(8) ITEM 73, LEAKS, GENERAL. Examine all fuel, oil, and water
lines, pipes, connections, seals, gaskets, and tanks for leaks. Tighten
loose connections and drain hull of any accumulated oil, water, or fuel.
(9) ITEM 79, ARMOR. Examine hull, turret, and gun mount shield
for fractures or damage that would render vehicle unsafe for combat
duty. All covers and hatches must operate freely and lock securely.
(10) ITEM 68, * TRACKS.
(a) Remove all foreign matter such as mud, stones, and sticks from
37
TM 9-731G
22
tracks. Look for loose and worn track connectors and wedges. Note if
tracks have %-inch sag between upper track support rollers.
(b) Weekly. Tighten all track wedges securely. Examine tracks
carefully for worn guides and blocks, also dead blocks. Adjust track
tension so as to have %-inch sag between rear track support rollers.
11. ITEM 69, * SPRINGS AND SUSPENSIONS.
(a) Examine the volute springs for abnormal sag and breakage.
Volute springs are unserviceable when two or more coils contact lower
spring seat. Look for looseness, wear, damage, and grease leaks of
bogie frames, arms, and rollers. Remove all stones and trash lodged in
bogie assemblies.
(b) Weekly. Tighten all bogie brackets, sprockets wheels, upper
and lower rollers, mounting bolts and nuts, or cap screws.
(12) ITEM 77, TOWING CONNECTIONS. Examine towing shackles,
pintle hook, and lifting eyes to see that they are in serviceable condi-
tion. Make sure pintle hook latch operates freely. Lubricate if
necessary.
(13) ITEM 64, * ELECTRICAL WIRING.
(a) Examine conduits for damaged condition and tighten all loose
connections.
(b) Weekly. Clean all accessible wiring, looking for loose connec-
tions and cracked insulation.
(14) ITEM 65, * AIR CLEANERS AND BREATHER CAP.
(a) Remove air cleaners and inspect elements and condition of oil.
If necessary, clean elements and refill with oil to "LEVEL" mark on
body. Examine condition of gaskets before installation.
(b) Weekly. Clean both air cleaners and breather cap and refill air
cleaners with oil.
(15) ITEM 66, * FUEL FILTERS.
(a) Remove plug and drain water and sediment.
(b) Weekly. Clean element and bowl.
(16) ITEM 60, FIRE EXTINGUISHER. Inspect portable fire extin-
guishers to see that they are in place, securely mounted, and that seals
are not broken. See that red sealing caps on fixed fire extinguisher
cylinder valves are intact . Discharged cylinders must be replaced.
Make sure mountings are tight and nozzles are free from obstruction.
(17) ITEM 62, * BATTERY.
(a) Battery connections and mountings must be kept clean and
tight. Electrolyte must be one-fourth inch above plates in each cell.
Add fresh clean water as required. Turn battery master switch and
radio switch to "OFF" position after completing services.
(b) Weekly. Clean battery and terminal connections. Tighten con-
nections and battery hold-downs if necessary.
38
TM 9-731G
22
(18) ITEM 81, TURRET AND GUN MOUNT MECHANISM AND CON-
TROLS. Release turret lock and gun traveling lock. Traverse turret full
360 degrees in both directions. Elevate and depress gun with hand
mechanism. All mechanisms must operate freely and without bind or
excessive play throughout entire limit of travel. Tighten all loose wiring
connections and mountings. Test operation of firing controls and sight-
ing equipment. Guns must be cleaned, properly oiled, and covered.
(19) ITEM 59, LAMPS. If tactical situation permits, turn all light
switches to "ON" position, inspect all lights to see that they are operat-
ing properly, clean, and securely mounted and go out when switches
are turned off.
(20) ITEM 80, VISION DEVICES. Clean and install serviceable
periscope heads or assemblies as required. Mounts must pivot or rotate
without binding.
(21) ITEM 61, DECONTAMINATOR. Must be fully charged and se-
curely mounted. Shake to determine contents.
(22) ITEM 84, CLEAN VEHICLE. Remove all expended materiel and
clean interior of vehicle thoroughly. Clean exterior as necessary, mak-
ing sure identification markings are visible.
(23) ITEM 83, *LUBRICATE AS NEEDED.
(a) Oil or lubricate all parts as required when performing after-
operation service. For specific intervals and lubricants to be used, refer
to War Department Lubrication Guides and section VI.
(b) Weekly. Perform regularly scheduled lubrication if this service
is due.
(24) ITEM 85, *TOOLS AND EQUIPMENT.
(a) Inspect all tools and equipment for condition, proper mounting,
and serviceability using On Vehicle Materiel List. Replace missing
items and replenish supplies.
(b) Weekly. Clean all tools and equipment. Replace items that
are unserviceable.
39
TM 9-731G
23-24
Section VI
LUBRICATION
Paragraph
Introduction 23
Lubrication guide 24
23. INTRODUCTION.
a. General. The following lubrication instructions for 3-inch Gun
Motor Carriage M10A1, are published for the information and guid-
ance of the using arm personnel. Reference is made to OFSB 6-11
and OFSB 6-5 for lubrication and service below 0 F. In the field, it
may not be possible to supply a complete assortment of lubricants
called for by the lubrication guide to meet the recommendations. It
will be necessary to make the best use of those available, subject to
inspection of the officer concerned, in consultation with responsible
ordnance personnel.
24. LUBRICATION GUIDE.
a. Lubrication Instructions. Lubrication instructions for all
points to be serviced by the using arms are shown in War Department
Lubrication Guide (figs. 13 and 14), which specifies the types of
lubricants required and the intervals at which they are to be applied.
Guides from which information is reproduced are 10- x 15-inch lam-
inated charts which are part of the accessory equipment of each piece
of materiel. Data contained in the lubrication guides are binding on
using troops.
h. Lubrication Notes. The following notes apply to the lubrica-
tion guide (figs. 13 and 14). All note references in the guide itself are
to the subparagraph below having the corresponding number. In
addition to the items on the guide, other small moving parts, such
as hinges and latches, must be lubricated at frequent intervals.
(1) FITTINGS. Clean before applying lubricant.
(a) Motor Carriage. Lubricate bogie wheels, idler and track support
rollers, tachometer and speedometer adapters until lubricant overflows
relief valve. Lubricate other fittings until new lubricant is forced from
the bearing, unless otherwise specified.
(b) Armament. Where bearings can be seen, lubricate until new
lubricant is forced from the bearing. CAUTION: Lubricate suspension
points and armament fittings after washing vehicle.
(2) INTERVALS. Intervals indicated are for normal service. For
extreme conditions of speed, heat, water, sand, mud, snow, dust, etc.,
reduce interval by one-third or one-half, or more, if conditions
warrant.
40
TM 9-731G
24
LUBRICATION
CARRIAGE, MOTOR. GUN. 3-!n.. M10A1
MANUFACTURER'S SERIAL NUMBER located on name plate inside fighting compartment.
Lubricant Interval
Differential and final drive
drain plug*
Transmission drain plug
(Reached from under hull)
SERVICED FIOM ENGINE
COMPARTMENT
(01 THROUGH REAR DOOR)
Clutch pilot bearing IK
(Note 71
Fuel filter
(Note 8)
Tachometer adapter C6 1
Universal joint (fitting) CG 1
(Note 9)
Slip joint (fitting) CG 1
(Note 9)
Universal joint (fitting) CG 1
(Note 91
Accessory drive shaft housing OE 1
(plug] (SAE 30)
I Note 9)
Fan shaft bearing CG t
(fitting) (Sparingly)
CranAcose bayonet gage
Crankcase breather OE '/<
(Note 3)
SERVICE! FIOM FIGHTIM
COMPARTMENT
Interval Lubricant
) OE Trans., diff. and final
drives (See Table) (fill
cap,level gage) (Note 6)
1 CG Speedometer adapter
% CG Gearshift shaft
% OE Parking brake (oil hole)
(SAE 301
1 CG Parking brake lever shaft
1 CG Universal joint (fitting)
(Note 10)
1 CG Slip joint (plug)
(Note 10)
t CG Universal joint (fitting)
(Note 101
1 CG Bell housing clutch shaft
bearing
(Remove plate above
universal joint housing
to expose fitting)
SERVICED FROM ENGINE
COMPARTMENT
IOR THROUGH REAR POOR!
~ % OE Air cleaners
I Note 31
t OE Starting motor ISAE 30)
1 CG Accelerator control rod
bearing
Oil filte, (Note 51
1 CG Universal joints (fittings)
(Note 91
1 OE Accessorydriveshafthousing
Iplug) (SAE 301
(Note 9)
1 CG Fan shaft bearing Hitting]
1 CG Slip joint (fitting)
TM 9-731G
24
CARRIAGE, MOTOR. GUN. 3-in.. M10A1
MANUFACTURER'S SERIAL NUMBER locat.d on nam plat, insid. fighting compartment.
CAUTION - Lubricate SUSPENSION SYSTEM
POINTS on BOTH SIDES of MOTOR CARRIAGE
Lubricant Interval
Bogie wheels CS-'A
Lubricant Interval
Gun lube (finished surface) OE D
(Note 12)
Trunnion bearing 06 M
Elevating gear case 06 M
(Sparingly) (Note 18)
Traversing worm and pinion C6 '/
shaft bearings
Traversing rack and pinion OE D
(Note 131
SUSPENSION SYSTEM
GUN, 3-in., M7; MOUNT,
GUN, 3-in., M7
KEY
LUBRICANTS
INTERVALS
CG GREASE, general purpos*
No. 1 (abovt +32' F.)
No. 0(+32 F. toO F.)
OE OIL, engine
SAE 30 (abovt +11' F.)
SAE 10 1+32' F. toO F.)
RH OIL, r.coil. heavy
OC GREASE, O.D.
No. 0 (abovt +32' F.)
No. 00 (MM +32" F.)
>/4 2SO MILES
D DAILY
W WEEKLY
M MONTHLY
TABLE OF CAPACITIES AND LUBRICANTS TO BE USED
Interval Lubricant
Vt Ct Track support rollers
;' Interval Lubricant
'' - '/ CG Suspension system idler
Interval Lubricant
DOE Gun bore (Note IS)
'/ CG Turret race ring bearings
M 06 Trunnion bearing
W 06 Cradle liner
M 06 Elevating worm shaft
housing
IN Recoil chambers
(Fill plugs) (Note 11)
D OE Breech equalizer chain
(Clean and oil)
W OE Breech operating handle
(oil hole)
D OE Breech and firing
mechanism (Note HI
% CG Turret race ring bearings
OKI 4-G-I700M)
UNIT
CAPACITY
LOWEST EXPECTED AIR TEMPERATURE
(Approx.)
+ 32 F. and above
+ 32F.toOF.
Below 0 F.
Engine Crankcase
32 qt.
TM 9-731C
24
LUBRICATION
(3) AIR CLEANERS. Daily, when operating on dirt roads or cross
country, or every 250 miles when operating on paved roads or during
wet weather, drain, clean, and refill engine air cleaner with used
crankcase oil or OIL, engine (crankcase grade). Every 100 to 500
miles, depending on operating conditions, remove air cleaner and wash
all parts. CAUTION: Keep all air cleaner connections clean and
tight. Every 100 to 500 miles, remove crankcase breather cap, wash
in SOLVENT, dry-cleaning, and reoil with used crankcase oil or
OIL, engine (seasonal grade). Proper maintenance of air cleaners is
essential to prolonged engine life.
(4) CRANKCASE. Daily, check oil level; add oil if necessary. Every
500 miles or 50 hours, when operating on dirt roads or cross country,
or every 1,000 miles when operating on paved roads or during wet
weather, drain and refill. Drain only when engine is hot. Refill to
"FULL" mark on bayonet gage, located on rear of engine on left side.
CAUTION: Be sure pressure gage indicates oil is circulating. To
avoid overfilling, allow engine to stand idle for several minutes before
making final oil level check.
(5) OIL FILTER.
(a) The oil filter is of the self-turning type and is located in the
engine crankcase. Daily, check operation of self-turning mechanism.
Weekly, remove filter element from housing, clean, and inspect.
(b) Operation Check. To check the operation of the filter, remove
the manual turning nut, turn end for end, and attach; then run the
engine at a speed which shows oil pressure at approximately 30
pounds. The manual turning nut will rotate slowly if the filter is
operating. After the check is made, replace the manual turning nut
in original position and secure with lock wire. If filter nut fails to
turn, remove unit from engine for examination.
(c) Servicing. To remove the unit from the engine, remove engine
compartment floor plate. Remove the six nuts securing the filter to
the oil pan, and remove the filter unit.
(d) Clean the filter element by washing in SOLVENT, dry-clean-
ing, and turn the element by means of the manual turning nut while
cleaning. Do not blow air on the element. Replace the filter by revers-
ing sequence given in removal procedure.
(6) GEAR CASES.
(a) Fill through transmission filler to mark on bayonet gage with
filler cap resting on top of filler pipe (fig. 15). Drain through trans-
mission and final drive drain plug holes. Weekly, check level with
vehicle on level ground; if necessary, add lubricant to correct level.
Drain, flush, and refill as indicated at points on guide. When draining,
drain immediately after operation. Every 3,000 miles, clean trans-
mission filler strainer. CAUTION: Do not remove strainer when
filling.
43
TM 9-7310
24
TRANSMISSION OIL
LEVEL BAYONET GAGE
RA PD 27341
Figure 15Transmission Oil Bayonet Gage and Speedometer
Drive
(b) To flush, fill cases to about one-half capacity with OIL, engine,
SAE 10. Operate mechanism within cases slowly for several minutes
and redrain. Replace drain plug and refill cases to correct level with
lubricant specified on guide.
(7) CLUTCH PILOT BEARING. At time of disassembly of clutch for
inspection, replacement, or overhaul, clean and repack bearing with
GREASE, ball and roller bearing.
(8) FUEL FILTER. Daily, close all four fuel line shut-off valves,
remove drain plug, and drain out sediment and water. Every 1,000
miles, remove element and wash in Diesel fuel or SOLVENT, dry-
cleaning.
(9) ACCESSORY DRIVE SHAFT HOUSINGS.
(a) Universal Joints and Slip Joints. Filler plug in housing is fitted
with bayonet gage; fill to "FULL" mark on gage. Lubricate universal
joints through fittings with GREASE, general purpose (seasonal
grade). There is no relief valve in these joints; do not use excessive
pressure. To lubricate slip joints, apply GREASE, general purpose
(seasonal grade), to fitting until lubricant is forced from end of
spline.
TM 9-731G
24
LUBRICATION
-SPRING LOADED DRAIN VALVES (6) .
ENGINE COMPARTMENT FLOOR PLATE
FLOOR PLATE DRAIN PLUG
RA PD 27501
Figure 16Underside of HullFrom the Rear
(10) MOTOR CARRIAGE DRIVE UNIVERSAL JOINTS AND SLIP JOINT.
Remove tunnel shield sections over universal joints and slip joint at
ends of tunnel shield. To lubricate slip joint, remove plug and insert
fitting. Apply GREASE, general purpose (seasonal grade), to universal
joints until it overflows at relief valve, and to slip joint until lubricant
is forced from end of spline. CAUTION: After lubricating, remove
fitting and replace plug in slip joint.
(11) RECOIL FLUID. Use OIL, recoil, heavy. Capacity is approxi-
mately 20 pints each cylinder. For instructions on handling of recoil
fluid, refer to OFSB 6-6.
(12) GUN TUBE. Daily and before firing, clean and oil exposed fin-
ished metal surface. Keep surface covered with thin film of OIL,
engine (seasonal grade).
(13) TRAVERSING RACK AND PINION. Daily, clean and apply OIL,
(14) BREECH AND FIRING MECHANISM. Daily and before and after
firing, clean and oil all moving parts and exposed metal surfaces with
OIL, engine (seasonal grade). CAUTION: To insure easy breech op-
eration and to avoid misfiring in cold weather, clean with SOLVENT,
dry-cleaning. Dry and lubricate with OIL, lubricating, preservative,
light. To clean firing mechanism, remove and operate pin in SOL-
VENT, dry-cleaning.
(15) GUN BORE. Daily and after firing, clean and coat with OIL,
(16) OILCAN POINTS. Every 250 miles, lubricate steering and brak-
ing rod clevises and pins, spark and throttle rod end linkage, hinges,
latches, elevating and traversing handwheel handles, traversing race
45
TM 9-731G
24
ring and pinion, periscope holder pivots, etc., with OIL, engine (sea-
sonal grade).
(17) POINTS REQUIRING NO LUBRICATION SERVICE. These points
are: clutch release bearing, water pump, bogie wheel suspension link-
age, final drive sprocket bearings.
(18) POINTS TO BE SERVICED AND/OR LUBRICATED BY ORDNANCE
MAINTENACE PERSONNEL. Generators, throttle control rod jackshaft,
sight and gun rotor bearings, magnetos, elevating gear case (for dis-
assembly and cleaning), and breech operating shaft bearings.
c. Reports and Records.
(1) REPORTS. If lubrication instructions are closely followed,
proper lubricants used, and satisfactory results are not obtained, a
report will be made to the ordnance officer responsible for the main-
tenance of the materiel.
(2) RECORDS. Record of seasonal changes of lubricants and recoil
oil will be kept in the Artillery Gun Book.
46
TM 9-731G
25
Section VII
EQUIPMENT AND TOOLS ON VEHICLE
Paragraph
Armament 25
Sighting equipment 26
Miscellaneous accessories and equipment 27
Signalling equipment 28
Rations 29
Vehicular tools and spare parts 30
25. ARMAMENT.
Item Where Carried
a. Accessories.
(1) 3-iNCH GUN M7.
Book, Artillery Gun, O.O. Form 5825 Instruction bag
Brush, bore, M15 w/staff Bracket on engine bulkhead
(consisting of
Brush, bore, M15 B168031
Staff, end B103377
Staff, end B103378
Staff, middle B124134)
Can, V4-gal (stencil "OIL RECOIL" in black letters
l/2 in. high on can)
Case, carrying, gunner's quadrant, Ml Bracket in turret
Cover, bore brush
Cover, breech On breech
Cover, muzzle On gun
Extension, oil gun
Gun, oil, recoil
Oil, recoil, heavy, 1-qt (in can BlO 1420)
Quadrant, gunner's, M1 Bracket in turret
Rammer, cleaning and unloading, M3
Setter, fuse, M14 Tool box under subfloor
Sight, bore
Table, firing Instruction bag
Table, range and elevation
Target, testing (set of 4)
(2) CAL. .50 MACHINE GUN.
Bag, metallic belt link Tool box under subfloor
Box, ammunition (50 rounds cal. .50) (6) . . Bracket under subfloor
Brush, cleaning, cal. .50, M4 (4) Tool box under subfloor
Case, cleaning rod, M15 Tool box under subfloor
Chute, metallic belt link, M1 Tool box under subfloor
Cover, gun and cradle, cal. .50 On cal. .50 machine gun
Cover, mount tripod, M1
47
TM 9-731G
25
Item Where Carried
Cover, spare barrel, M13, 45 in. On spare barrel
Envelope, spare parts, M1
(w/o contents) (2) Tool box under subfloor
Extractor, ruptured cartridge Tool box under subfloor
Mount, tripod, cal. .50, M3
Oiler, filling, oil buffer Tool box under subfloor
Rod, cleaning, jointed, cal. .50, M7 Tool box under subfloor
(3) CAL. .45 SUBMACHINE GUN.
Brush, chamber cleaning, M6 Too\ Box
Brush, cleaning, cal. .45, M5 Tool Box
Case, accessories and spare parts,
M1918, w/o contents Toolbox
Cover, submachine gun bracket Submachine gun bracket
Cover, Thompson submachine gun On rack in turret
Envelope, fabric, one-button, 3- x 3Vs-in On rack in turret
Magazine, 30-round (clip) (20) or Rack in turret
Magazine, 20-round (clip) Rack in turret
Oiler, Thompson submachine gun Tool box
Rod, cleaning Tool box
Sling, gun, M1923 (webbing) On cal. .45 submachine gun
Thong Tool box
b. Spare Parts.
(1) 3-lNCH GUN M7.
Fork, firing pin cocking Tool box
Gasket, recoil cylinder filling plug (2) Tool box
Percussion, assembly, consisting of:
Guide, B163553 Tool box
Pin, A25829
Pin, straight, BFDX1BK
Spring, A25835
Stop, A25634
Pin, cotter, Vs- x 7/s-in. (2) Tool box
Pin, firing Tool Box
Plug, filling, recoil cylinder (2) Tool box
Plunger, cocking fork Tool box
Retainer, sear Tool box
Spring, cocking fork plunger Tool box
Spring, firing Tool box
Spring, firing pin retracting Tool box
Spring, sear Tool box
Barrel, assembly Tool box
Disk, buffer Tool box
Extension, firing pin assembly Tool box
48
TM 9-731G
25
|t*m Whr Carried
Extractor, assembly Tool box
Lever, cocking Tool box
Pin, cotter, belt feed lever pivot stud Tool box
Pin, cotter, cover pin Tool box
Pin, cotter, switch pivot (2) Tool box
Pin, firing Tool box
Plunger, belt feed lever Tool box
Rod, driving spring w/'spring assembly Tool box
Slide, belt feed group Tool box
Consisting of:
Arm, belt feed pawl, B8914
Pawl, feed belt, assy., B8961
Pin, belt feed pawl, assy., B8962
Slide, belt feed, assy., B261110
Spring, belt feed pawl, A9351
Slide, sear Tool box
Spring, belt feed lever plunger Tool box
Spring, belt holding pawl Tool box
Spring, cover extractor Tool box
Spring, locking barrel Tool box
Spring, sear Tool box
Stud, bolt Tool box
Disconnector, 6D Tool box
Ejector, 4B (M1928A1 only) Tool box
Ejector, assembly (M1 only) Tool box
Extractor, l5A Tool box
Pin, firing, 14A Tool box
Rocker, 16D 'Tool box
Spring, disconnector, 9A Tool box
Spring, firing, 14C Tool box
Spring, magazine catch, 9D Tool box
Spring, recoil, 17C Tool box
Spring, sear, 9B Tool box
c. Tools.
(1) 3-iNCH GUN M7.
Eyebolt, breech block, removing Tool box
Mallet, rawhide, 230Z Tool box
Tool, breech block removing Tool box
Wrench, combination, M2 . Tool box
d. Ammunition.
Cal. .30 rounds for model M1903 (60) Bandolier, right front
side plate
49
TM 9-731C
25-27
Item Where Carried
Cal. .45 rounds (600) Rack in turret
Cal. .50 rounds (300) Boxes under subfloor
3-inch rounds (54) 48 rounds sponson, 6 rounds turret
90 percent A.P.
10 percent H.E.
Grenade, adapter Under subfloor left front
Grenade, fragmentation (5) Boxes in turret
Grenade, rifle (10) Under subfloor left front
Grenade, smoke (5) Boxes in turret
Grenade, thermite (2) Boxes in turret
e. Guns.
Gun, machine, cal. .50, H.B., M2 Mount in turret
Gun, Thompson, submachine, cal. .45, M1928A1 Rack in turret
Gun, 3-inch, M7 Mount in turret
Rifle, cal. .30, M1903 Left front side plate
26. SIGHTING EQUIPMENT.
Binocular, M3, complete, composed of:
Binocular, M3 In case
Case, carrying Bracket in turret
Strap, neck On case
Case, tube sight assembly In bracket under gun
Mount, panoramic telescope, M39 On bracket in turret
Periscope, M6 (6) In boxes by assistant driver (3 are spares)
Periscope, M6, extra heads (9) In boxes by assistant driver
Telescope, M51 (2) Bracket in turret (1 is a spare)
Telescope, panoramic, M12A4 In box on engine bulkhead
Tube, sight assembly In bracket under gun
27. MISCELLANEOUS ACCESSORIES AND EQUIPMENT.
Apparatus, decontaminating lVa-qt, M2 (2) Bracket under right
rear subfloor
Bag, canvas, filed, O.D., M1936 (5) Strap on to turret
Bag, tool
Belt, safety (2) On driver and assistant driver seat
Book, motor, for ordnance vehicles (O.O. Form 7255 ) Instruction bag
Bucket, canvas, folding, 18-qt Under left front subfloor
Bulb, lamp, inspection Tool box
Cable, towing, 1 Vs-in. x 20 ft On upper hull
Canteen, M1910, with cup and cover,
M1910 (5) Brackets on right side plate
Container, water, 5-gal (QMC Standard) (2 ) Brackets under subfloor
Extinguisher, fire, 4-lb CO2 (2) Bracket by driver, bracket in turret
flashlight (5) Bracket by assistant driver and driver
50
TM 9-731G
27-28
Item Where Carried
Grouser (when track D48076 or D48067 is
used) (26) Bracket on rear of turret
Helmet, tank (sizes in accordance with QMC headsize
chart) (5 ) On men
Kit, first-aid (24-unit) Bracket to left of driver
Lamp, inspection Bracket to left of driver
Manual, field, for cal. .45 Submachine Gun M1928A1
(FM 23-40) Instruction bag
Manual, field, for cal. .50 Machine Gun M2
(FM 23-65) Instruction bag
Manual, field, for hand grenades (FM 23-30) Instruction bag
Manual, spare parts, illustrated (for vehicle) Instruction bag
Manual, technical, for 3-inch Gun M7 Instruction bag
Manual, technical, for 3-inch Gun Motor Carriage
M10 Instruction bag
Manual, technical, for 3-inch Gun Motor Carriage
M10A1 Instruction bag
Mittens, asbestos (2 pairs) Behind cal. .45 submachine
gun rack
Net, camouflage, cotton shrimp, 45- x 45-ft, Spec. T-1669 On Turret
Oiler (trigger type 1-pt) Bracket under right front subfloor
Paulin, 12- x 12-ft Bracket on turret
Roll, blanket (5) On turret
Stove, cooking, gasoline, M1941, 1 burner
consisting of: .Under subfloor
Coleman military burner No. 520 (with accessory cups)
Strap, canvas, 1 Va- x 50-in. (4) On turret
Tape, adhesive, 4-in. wide (O.D.) 15 yd long Tool box
Tape, friction, -Vi-in. wide, 30-ft roll Tool box
Top, canvas, assembly In place on turret
Tube, flexible, nozzle (2) '. Tool box
War Department Lubrication Guide No. 113 Instruction bag
War Department Lubrication Guide No. 109
Wire, soft iron, 14-Ga., 10-ft roll. Tool box
28. SIGNALLING EQUIPMENT.
Antenna, complete, w/cover (spare) Depot
Flag set, M238, composed of: r Depot
Case, CS-90
Flag, MC-273 (red)
Flag, MC-274 (orange)
Flag, MC-275 (green)
Flagstaff, MC-270 (3)
Interphone-System-RC-99 - Depot
51
TM 9-731G
28-30
Radio set, either SCR-510, SCR-610, or British 19 (1 per
2 tanks) Depot
29. RATIONS.
Item Where Carried
Type "C" 2-day rations for 5 men (60 cans) Ration box under
right subfloor
Type "D" 1-day rations for 5 men (2 cans) Ration box under
right subfloor
30. VEHICULAR TOOLS AND SPARE PARTS.
a. Spare Parts.
Bulb, lamp, 3-cp, 24-28V (4) Behind instrument panel
Bushing, rubber (4)
Connector, end (12 ) Tool box
Link (furnish link in accordance with
track being used) (6) On rear of turret
Nut, safety, %-18NF-3 (16) Tool box
Pin, cotter, Vi- x 2lA-m. (for tow shackle pin) (2) Tool box
Pin, locking (for tow shackle pin) (2) Tool box
Solenoid, firing
Switch, firing
Wedge (12)
b. Tools.
Adapter, button head to bayonet type Tool bag
Adapter, button head to hydraulic type Tool bag
Chisel, cold, 3/4-in Tool bag
Crossbar Tool bag
Extension, handy grip, Va-in. sq-drive, 5-in. long Tool bag
Extension, Va-in. drive, 10-in. long Tool bag
File, hand, smooth, 8-in Tool bag
File, 3-square, smooth, 6-in Tool bag
Fixture, set, track connecting Tool bag
Gun, grease, hand, type 1 Tool bag
Hammer, machinist's, ball-peen, 32-oz Tool bag
Handle, combination, T-, Va-in. sq-drive, 11-in. long Tool bag
Handle, combination, T-, 3/4-in. sq-drive, 17-in. long Tool bag
Handle, flexible, Va-in. sq-drive, 12-in. long Tool bag
Handle, speeder, Va-in. sq-drive, 17-in Tool bag
Hose, lubricating, heavy-duty, 15-in., BJH. fitting Tool bag
Joint, universal, Va-in. sq-drive Tool bag
Pliers, combination, slip joint, 8-in Tool bag
Pliers, side cutting, 8-in Tool bag
Ratchet, reversible, Va-in. sq-drive, 9-in Tool bag
Screwdriver, machinist's, 5-in. blade Tool bag
52
TM 9-731G
30
Screwdriver, special purpose, !3/4-in. blade Tool bag
Screwdriver, special purpose, 1 Va-in. blade Tool bag
Wrench, adjustable, single-end, 8-in Tool bag
Wrench, adjustable, single-end, 12-in Tool bag
Wrench, engineer's, dble-hd, alloy-steel, %r,- x 3/g-in Tool bag
Wrench, engineer's, dble-hd, alloy-steel, vie,- x Va-in Tool bag
Wrench, engineer's, dble-hd, alloy-steel, %- x n/i-in Tool bag
Wrench, engineer's, dble-hd, alloy-steel, %- x 3/i-in Tool bag
Wrench, engineer's, dble-hd, alloy-steel, 1%i- x 7/s-in Tool bag
Wrench, engineer's, dble-hd, alloy-steel, 1%- x 1-in Tool bag
Wrench, plug, %-in. hex (transmission and oil drain plug) Tool bag
Wrench, plug, 3/4-in. hex (differential filler and drain plug) Tool bag
Wrench, safety screw, %2-in. hex Tool bag
Wrench, safety screw, Vs-in. hex Tool bag
Wrench, safety screw, % 0-in. hex Tool bag
Wrench, safety screw, Vi-in. hex Tool bag
Wrench, safety screw, %-in. hex Tool bag
Wrench, safety screw, 3/s-in. hex Tool bag
Wrench, safety screw, s/s-in. hex Tool bag
Wrench, socket, Va-in. sq-drive, 3/s-in. sq Tool bag
Wrench, socket, Va-in. sq-drive, 7/i->ri- hex Tool bag
Wrench, socket, Va-in. sq-drive, Va-in. hex Tool bag
Wrench, socket, Va-in. sq-drive, %(j-in. hex Tool bag
Wrench, socket, Va-in. sq-drive, 5/iS-in. hex Tool bag
Wrench, socket, Va-in. sq-drive, %-in. hex Tool bag
Wrench, socket, Va-in. sq-drive, 7/s-in. hex (2) Tool bag
Wrench, socket, Va-in. sq-drive, 15/lirin. hex (2) Tool bag
Wrench, socket, Va-in. sq-drive, 1-in. hex Tool bag
Wrench, socket, Va-in. sq-drive, l%-in. hex Tool bag
Wrench, socket, Va-in. sq-drive, 1 Vs-in. hex Tool bag
Wrench, socket, 3/t-in. sq-drive, lVa-in. hex Tool bag
Wrench, track adjusting Tool bag
c. Pioneer Tools.
Axe (chopping, single-bitted 5-lb) Bracket on rear plate
Crowbar, 5-ft, pinch point Bracket on rear plate
Handle, mattock Bracket on rear plate
Mattock, pick, M1 (without handle) Bracket on rear plate
Shovel, short handled Bracket on rear plate
Sledge, blacksmith, dble-face, 10-lb Bracket on rear plate
53
TM 9-731G
31-32
PART TWO
VEHICLE MAINTENANCE INSTRUCTIONS
Section VIII
MAINTENANCE ALLOCATION
Scope 31
Allocation of maintenance 32
31. SCOPE.
a. The scope of maintenance and repair by the crew and other units
of the using arms is determined by the availability of suitable tools,
availability of necessary parts, capabilities of the mechanics, time
available, and the tactical situation. All of these are variable and no
exact system of procedure can be prescribed.
32. ALLOCATION OF MAINTENANCE.
a. Indicated below are the maintenance duties for which tools and
parts have been provided for the using arm and ordnance main-
tenance personnel. Replacements and repairs which are the responsi-
bility of ordnance maintenance personnel may be performed by using
arm personnel when circumstances permit, within the discretion of
the commander concerned. Echelons and words as used in this list
of maintenance allocations are defined as follows:
SECOND ECHELON: Line organization regiments, battalions, compa-
nies, detachments, and separate companies (first
and second echelons).
THIRD ECHELON: Ordnance light maintenance companies, ordnance
medium maintenance companies, ordnance divi-
sional maintenance battalions, and post ordnance
shops.
FOURTH ECHELON: Ordnance heavy maintenance companies, and serv-
ice command shops.
FIFTH ECHELON: Ordnance base regiments, ordnance bases, arsenals,
and manufacturers' plants.
SERVICE:
(Including preven- Consists of servicing, cleaning, lubricating, tight-
tive maintenance) ening bolts and nuts, and making external ad-
(par. 23 a (1) and justments of subassemblies or assemblies and
(2), AR 850-15 controls.
< 10-6-42))
54
TM 9-731G
32
REPLACE:
(par. 23 a (4), AR Consists of removing the part, subassernbly or
850-15 (10-6-42 ) ) assembly from the vehicles, and replacing it with
a new or reconditioned or rebuilt part, subassem-
bly or assembly, whichever the case may be.
REPAIR:
(par. 23 a (3) and Consists of making repairs to, or replacement of
(5), in part, AR the part, subassernbly or assembly that can be
850-15 (10-6-42)) accomplished without completely disassembling
the subassembly or assemblies, and does not re-
quire heavy welding, or riveting, machining, fit-
ting and/or alining or balancing.
REBUILD:
(par. 23 a (5), in Consists of completely reconditioning and re-
part, and (6), AR placing in serviceable condition any unservice-
850-15 (10-6-42)) able part, subassembly or assembly of the vehicle,
including welding, riveting, machining, fitting,
alining, balancing, assembling, and testing.
NOTE: Operations allocated will normally be performed in the
echelon indicated by "X." Operations allocated to the echelons as
indicated by "E" may be accomplished by the respective echelons in
emergencies only.
ECHELONS
2nd 3rd 4th 5th
GENERAL INFORMATION ON MAINTENANCE
BOXES AND RACKS, AMMUNITION
Boxes, ammunitionreplace x
Boxes, ammunitionrepair x
Racks, ammunitionreplace x
Racks, ammunitionrepair x
CONTROLS, BRACKETS AND LEVERS
Brackets and leversreplace . . . .., x
Brackets and leversrepair x
Controls and linkage (all)service and/or
replace x
Controls and linkage (all)repair '. . x
COOLING GROUP
Connections, radiator to enginereplace x
Fan assemblyreplace x
Fan assemblyrepair x
Fan assemblyrebuild x
Radiator assembliesreplace x
Radiator assembliesrepair x
Radiator assembliesrebuild E x
55
TM 9-731G
32
ECHELONS
COOLING GROUP-Conf'd 2nd 3rd 4th Slh
System, coolingservice x
Tank, surgereplace x
Tank, surgerepair x
DRIVE ASSEMBLY, GENERATOR AND FAN
Drive assemblies, generator and fanreplace ... x
Drive assemblies, generator and fanrepair x
Drive assemblies, generator and fanrebuild ... x
Shaft and universal joint assemblyreplace x
Shaft and universal joint assemblyrepair x
Shaft and universal joint assemblyrebuild EX
DRIVE, FINAL (GEAR TRAIN ASSEMBLY) (1-PIECE)
* Drive, final, gear train assemblyreplace x
Drive, final, gear train assemblyrepair x
Drive, final, gear train assemblyrebuild E x
DIFFERENTIAL AND SUBASSEMBLY, CONTROLLED
^Differential and subassembly, controlled
replace x
Differential and subassembly, controlledrepair x
Differential and subassembly, controlledrebuild E x
Drums, steering brakereplace and or repair. . . x
Shoes, steering brakeservice and/ or replace... x
Shoes, steering brakerepair (reline) x
REDUCTION, FINAL
Hubs, sprocketreplace x
Hubs, sprocketrepair x
Hubs, sprocketrebuild . E x
Reduction assembly, final drivereplace..,..., x
Reduction assembly, final driverepair x
Reduction assembly, final driverebuild E x
Sprocketsreplace x
Sprocketsrebuild E x
TRANSMISSION ASSEMBLY
Brake, parkingservice and/or replace x
Brake, parkingrepair (reline) x
"'Transmission assemblyreplace x
Transmission assemblyrepair x
Transmission assemblyrebuild E x
*The second echelon is authorized to remove and reinstall items marked by an
asterisk. However, when it is necessary to replace an item marked by an asterisk
with a new or rebuilt part, subassembly or unit assembly, the assembly marked by
an asterisk may be removed from the vehicle by the second echelon only after
authority has been obtained from a higher echelon of maintenance.
56
TM 9-731G
32
DRIVE, FINAL (GEAR TRAIN ASSEMBLY) (3-PIECE)
ECHELONS
2nd 3rd 4th Sth
*Drive, final, gear train assemblyreplace x
Drive, final, gear train assemblyrepair x
Drive, final, gear train assemblyrebuild E x
DIFFERENTIAL ASSEMBLY, CONTROLLED
'''Differential assembly, controlledreplace x
Differential assembly, controlledrepair x
Differential assembly, controlledrebuild E x
DIFFERENTIAL SUBASSEMBLY, CONTROLLED
"'Differential subassembly, controlledreplace . x
Differential subassembly, controlledrepair x
Differential subassembly, controlledrebuild ... Ex
Drums, steering brakereplace and/or repair.... x
Shoes, steering brakeservice and/or replace . . x
Shoes, steering brakerepair (reline) x
REDUCTION, FINAL
Hubs, sprocketreplace x
Hubs, sprocketrepair x
Hubs, sprocketrebuild 'E x
Reduction assembly, final drivereplace x
Reduction assembly, final driverepair x
Reduction assembly, final driverebuild E x
Sprocketsreplace x
Sprocketsrebuild E x
TRANSMISSION ASSEMBLY
Brake, parkingservice and/or replace x
Brake, parkingrepair (reline) _. x
''Transmission assemblyreplace x
Transmission assemblyrepair x
Transmission assemblyrebuild E x
ELECTRICAL GROUP
Batteriesservice, recharge, and/or replace x
Batteriesrepair x
Batteriesrebuild E x
Box, batteryreplace x
Box, batteryrepair x
Box, terminalreplace x
Box, terminalrepair x
an asterisk may be removed from the vehicle by the second echelon only after
Authority has been obtained from a higher echelon of maintenance.
57
TM 9-731C
32
ECHELONS
ELECTRICAL GROUPCont'd 2nd 3rd 4th 5th
Box, turret collector ringreplace x
Box, turret collector ringrepair x
Box, turret collector ringrebuild x
Brackets, mounting and supportsreplace x
Brackets, mounting and supportsrepair x
Breakers, circuitreplace x
Breakers, circuitrepair x
Breakers, circuitrebuild x
Cables, batteryreplace x
Cables, batteryrepair x
Conduitreplace x
Conduitrepair x
Filtersreplace x
Filtersrepair x
Generator assemblyreplace x
Generator assemblyrepair x
Generator assemblyrebuild x
Generator assembly, auxiliaryreplace x
Generator assembly, auxiliaryrepair x
Generator assembly, auxiliaryrebuild E x
Lamp assemblies (all)service and/or replace. . x
Lamp assemblies (all)repair x
Regulator, current and voltagereplace x
Regulator, current and voltageservice and/or
repair x
Regulator, current and voltagerebuild x
Sirenreplace x
Sirenrepair x
Sirenrebuild x
Solenoidsreplace x
Solenoidsrepair x
Switchesreplace x
Switchesrepair x
Switchesrebuild x
Units, signal sendingreplace x
Units, signal sendingrepair x
Wiringreplace x
Wiringrepair x
ENGINE, FORD V8-MODEL GAA
Bearings, camshaftreplace E x
Bearings, connecting rodreplace E E x
Bearings, crankshaft mainreplace E E x
Beltsservice and/or replace -. ... x
Block, cylinderrebuild (recondition) E x
58
TM 9-731G
32 .
ECHELONS
ENGINE, FORD V8-MODEI GAA-Confd 2nd 3rd 4lh 5h
Brackets, engine mountingreplace x
Brackets, engine mountingrepair x
Carburetor assemblyservice and/or replace.... x
Carburetor assemblyrepair x
Carburetor assemblyrebuild x
Clutch assemblyreplace E x
Clutch assemblyrepair x
Clutch assemblyrebuild E x
Crankshaftrebuild (recondition) E x
Drive, tachometerreplace x
*Engine assemblyreplace x
Engine assemblyrepair x
Engine assemblyrebuild (recondition) E x
Filter, crankcase breatherreplace x
Filter, crankcase breatherrepair x
Filter, engine oilreplace x
Filter, engine oilrepair x
Gaskets, cylinder head and manifoldreplace x
Governor assemblyservice and/or replace x
Governor assemblyrebuild E x
Head assembly, cylinder and valverepair and/or
replace x
Head assembly, cylinder and valverebuild
(recondition) E x
Housing, clutchreplace E x
Housing, clutchrebuild x
Lines, oil (external)replace x
Lines, oil (external)repair x
Lines, oil (internal)replace and/or repair ... x
Magneto assembliesreplace x
Magneto assembliesrepair ,. x
Magneto assembliesrebuild x
Manifolds, intake, exhaust and waterreplace... x
Manifolds, intake, exhaust and waterrepair.... x
Motor assembly, startingreplace x
Motor assembly, startingrepair x
Motor assembly, startingrebuild x
Pan assembly, oilservice and/or replace gasket x
Pan assembly, oilreplace and/or repair x
Pistons and ringsreplace E E x
an asterisk may be removed from the vehicle by the second echelon only alter
authority has been obtained from a higher echelon of maintenance.
59
TM 9-731G
. 32
ECHELONS
ENGINE, FORD V8-MODEL GAA-Cent'd 2nd 3rd 4th 5th
Plugs, sparkservice and/or replace x
Plugs, spark (2-piece)repair x
Pulleys, accessory drivereplace x
Pump assembly, fuelservice and/or replace. . . x
Pump assembly, fuelrepair x
Pump assembly, fuelrebuild x
Pump assembly, oilreplace and/or repair x
Pump assembly, oilrebuild x
Pump assembly, waterreplace x
Pump assembly, waterrepair x
Pump assembly, waterrebuild x
Rods, connectingreplace E E x
Screen assemblyreplace x
Units, signal sending, oil and waterreplace x
Valvesservice x
Wiring and conduit assembly, ignitionreplace. . x
Wiring and conduit assembly, ignitionrepair. . . x
FIRE EXTINGUISHING SYSTEM
Control, remotereplace x
Control, remoterepair x
Cylinder, CO2replace x
Cylinder, CO2repair and/or recharge x
Extinguisher assemblies, fire, COarepair and/or
recharge x
Extinguisher assemblies, fire, CO2rebuild EX
Lines and nozzlesreplace x
Lines and nozzlesrepair x
FUEL GROUP
Cleaners, airservice and/or replace x
Cleaners, airrepair x
Filterservice and/or replace x
Filterrepair x
Lines, valves and fittingsreplace x
Lines, valves and fittingsrepair x
Pump, primingreplace x
Pump, primingrepair x
Pump, primingrebuild x
Tanks, fuelservice and/or replace x
Tanks, fuelrepair - x
HULL
Brackets, engine supportreplace E x
Doors and cover platesreplace x
Doors and cover platesrepair x
60
TM 9-731G
32
ECHELONS
HUU-Cont-d 2nd 3rd 4th 5th
Guards, mudreplace x
Guards, mudrepair x
Housing, propeller shaftreplace x
Housing, propeller shaftrepair x
Hullrepair , x
Hullrebuild E x
Insulation and paddingreplace x
Periscopereplace x
Periscoperepair x
Periscoperebuild E x
Pintle assemblyreplace x
Pintle assemblyrepair x
Pintle assemblyrebuild , x
Seatsreplace x
Seatsrepair x
Subfloorreplace x
Subftoorrepair x
INSTRUMENTS AND PANELS
Instrumentsreplace x
Instrumentsrepair x
Instrumentsrebuild E x
Panels and connectionsreplace x
Panels and connectionsrepair x
LUBRICATION GROUP
Cooler, transmission oilreplace x
Cooler, transmission oilrepair x
Cooler, transmission oilrebuild E x
Filter, engine oilreplace x
Filter, engine oilrepair x
Lines, oil, engine and transmissionreplace x
Lines, oil, engine and transmissionrepair ....... x
SHAFT, PROPELLER
Shaft assembly, propeller, w/universal joints
replace x
repair x
rebuild E x
TRACK SUSPENSION GROUP
Bearings and seals, bogie and idler wheelsreplace x
Bogie componentsreplace x
Bogie componentsrepair x
61
TM 9-731G
32
ECHELONS
TRACK SUSPENSION GROUP-Cont'd 2nd 3rd 4th 5th
Bogie componentsrebuild < E x
Bracket, idlerreplace E x
Bracket, idlerrepair x
Bracket, idlerrebuild E x
Roller and bracket assembly, track supporting
replace x
repair x
rebuild E x
Track assemblyreplace and/or repair x
Track assemblyrebuild E x
Wheels, bogiereplace x
Wheels, bogierepair (replace tire) x
Wheels, idlerreplace x
Wheels, idlerrepair x
Wheels, idlerrebuild '. E x
TURRET
Brake assemblyreplace x
Brake assemblyrepair x
Mechanism, turret traversingreplace x
Mechanism, turret traversingrepair x
Mechanism, turret traversingrebuild x
Ring, turretreplace x
Turret assemblyreplace and/or repair x
Turret assemblyrebuild E x
VEHICLE ASSEMBLY
Carriage, motor, 3-inch gun, M10A1service and
preventive maintenance x
Carriage, motor, 3-inch gun, M10A1rebuild (with
serviceable unit assemblies) x E
TM 9-731G
33
Section IX
ORGANIZATION PREVENTIVE MAINTENANCE SERVICES
Paragraph
Second echelon preventive maintenance services 33
33. SECOND ECHELON PREVENTIVE MAINTENANCE SERV-
ICES.
a. Regular scheduled maintenance inspections and services are a
preventive maintenance function of the using arms, and are the respon-
sibility of commanders of operating organizations.
(1) FREQUENCY. The frequencies of the preventive maintenance
services outlined herein are considered a minimum requirement for
normal operation of vehicles. Under unusual operating conditions such
as extreme temperatures, dusty or sandy terrain, it may be necessary
to perform certain maintenance services more frequently.
(2) FIRST ECHELON PARTICIPATION. The drivers should accom-
pany their vehicles and assist the mechanics while periodic second
echelon preventive maintenance services are performed. Ordinarily
the driver should present the vehicle for a scheduled preventive main-
tenance service in a reasonably clean condition; that is, it should be
dry and not caked with mud or grease to such an extent that inspec-
tion and servicing will be seriously hampered. However, the vehicle
should not be washed or wiped thoroughly clean, since certain types
of defects, such as cracks, leaks and loose or shifted parts or assem-
blies, are more evident if the surfaces are slightly soiled or dusty.
(3) If instructions other than those contained in the general proce-
dures in step (4) below, or the specific procedures in paragraph (5)
which follow, are required for the correct performance of a preventive
maintenance service or for correction of a deficiency, other sections of
the vehicle operator's manual pertaining to the item involved, or a
designated individual in authority, should be consulted.
(4) GENERAL PROCEDURES. These general procedures are basic
instructions which are to be followed when performing the services on
the items listed in the specific procedures. NOTE: The second echelon
personnel must be thoroughly trained in these procedures so that they
will apply them automatically.
(a) When new or overhauled subassemblies are installed to correct
deficiencies, care should be taken to see that they are clean, correctly
installed, properly lubricated, and adjusted.
(b) When installing new lubricant retainer seals, a coating of the
63
TM 9-731G
33
lubricant should be wiped over the sealing surface of the lip of the
seal. When the new seal is a leather seal, it should be soaked in SAE
No. 10 engine oil (warm if practicable) for at least 30 minutes. The
leather lip should be worked carefully by hand before installing the
seal. The lip must not be scratched or marred.
(c) The general inspection of each item applies also to any sup-
porting member or connection, and usually includes a check to see
whether the item is in good condition, correctly assembled, secure, or
excessively worn. The mechanics must be thoroughly trained in the
following explanations of these terms.
1. The inspection for "good condition" is usually an external visual
inspection to determine whether the unit is damaged beyond safe or
serviceable limits. The term "good condition" is explained further by
the following terms: Not bent or twisted, not chafed or burned, not
broken or cracked, not bare or frayed, not dented or collapsed, not
torn or cut.
2. The inspection of a unit to see that it is "correctly assembled" is
usually an external visual inspection to see whether it is in its normal
assembled position in the vehicle.
3. The inspection of a unit to determine if it is "secure" is usually
an external visual examination, a hand-feel, or a pry-bar check for
looseness. Such an inspection should include any brackets, lock
washers, lock nuts, locking wires, or cotter pins used in assembly.
4. "Excessively worn" will be understood to mean worn, close to or
beyond serviceable limits, and likely to result in a failure if not
replaced before the next scheduled inspection.
(d) Special Services. These are indicated by repeating the item
numbers in the columns which show the interval at which the services
are to be performed, and show that the parts or assemblies are to
receive certain mandatory services. For example, an item number in
one or both columns opposite a Tighten procedure, means that the
actual tightening of the object must be performed. The special services
include:
1. Adjust. Make all necessary adjustments in accordance with the
pertinent section of the vehicle operator's manual, special bulletins,
or other current directives.
2. Clean units of the vehicle with dry-cleaning solvent to remove
excess lubricant, dirt, and other foreign material. After the parts are
cleaned, rinse them in clean fluid and dry them thoroughly. Take care
to keep the parts clean until reassembled, and be certain to keep clean-
64
TM 9-731G
33
ing fluid away from rubber or other material which it will damage.
Clean the protective grease coating from new parts, since this material
is not a good lubricant.
3. Special lubrication. This applies either to lubrication operations
that do not appear on the vehicle lubrication chart and to items that
do appear on such charts but should be performed in connection with
the maintenance operations if parts have to be disassembled for
inspection or service.
4. Serve, This usually consists of performing special operations,
such as replenishing battery water, draining and refilling units with
oil, and changing the oil filter cartridge.
5. Tighten. All tightening operations should be performed with
sufficient wrench torque (force on the wrench handle) to tighten the
unit according to good mechanical practice. Use torque-indicating
wrench where specified. Do not overtighten, as this may strip threads
or cause distortion. Tightening will always be understood to include
the correct installation of lock washers, lock nuts, and cotter pins pro-
vided to secure the tightening.
(e) When conditions make it difficult to perform the complete pre-
ventive maintenance procedure at one time, they can sometimes be
handled in sections, planning to complete all operations within the
week if possible. All available time at halts and in bivouac areas must
be utilized if necessary to assure that maintenance operations are
completed. When limited by the tactical situation, items with Special
Services in the column should be given first consideration.
(f) The numbers of the preventive maintenance procedures that
follow are identical with those outlined on W.D. A.G.O. Form No. 462,
which is the Preventive Maintenance Service Work Sheet for Full
Track and Tank-like Wheeled Vehicles. Certain items on the work
sheet that do not apply to this vehicle are not included in the procedures
in this manual. In general, the numerical sequence of items on the
work sheet is followed, in the manual procedures, but in some instances
there is deviation for conservation of the mechanic's time and effort.
(5) The procedures for performing each item in the 50-hour (500
miles) and 100-hour (1,000 miles) maintenance procedures are de-
scribed in the following chart. Each page of the chart has two
columns at its left edge corresponding to the 100-hour and the 50-hour
maintenance, respectively. Very often it will be found that a particular
procedure does not apply to both maintenances. In order to deter-
mine which procedure to follow, look down the column corresponding
to the maintenance due, and wherever an item number appears, per-
form the operations indicated opposite the number.
65
TM 9-731G
33
ROAD TEST
NOTE: If the tactical situation does not permit a full
road test, perform items 2, 3, 5, 6, 9, 12, 13, 14, and 15
which require slight or no movement of the vehicle.
When a road test is possible, it should be, preferably,
for 3 miles but not over 5 miles.
BEFORE OPERATION INSPECTION. Before vehicle is
road tested, perform those before-operation services,
paragraph 19, necessary to determine whether the
vehicle is in satisfactory condition to be road tested.
INSTRUMENTS AND GAGES.
Oil Pressure Gages. Engine oil pressure must read
at least 11 pounds when engine is idling and 60 to 80
pounds at 2,600 revolutions per minute. Stop engine
immediately when red indicator light comes on.
Ammeter. Ammeter will show a high charging rate
for first few minutes. A high charging rate for extended
period with all electrical units turned off indicates a
discharged battery or faulty regulator.
Voltmeter. Voltmeter must not read more than 30
volts when regulator operates properly.
Speedometer. Speedometer must register correct
speed and accumulated mileage without noise.
Tachometer. The tachometer must register accumu-
lated crankshaft revolutions.
Engine Temperature Gage. The gage should not ex-
ceed 235 F nor fall below 90 F plus atmospheric tem-
perature.
Transmission Oil Temperature Gage. Oil gage should
not exceed 2OOF.
Fuel Gage. Fuel gage must register approximate
amount of fuel in tanks.
Clock. The clock must be wound, running, and indi-
cate correct time.
SIREN. Sound siren for proper tone if tactical situation
permits.
BRAKES. Apply both steering brakes at slow speed to
test effectiveness. Free travel must be 4 to 8 inches.
Test each brake for effective steering with moderate
66
TM 9-731G
33
li
10
11
12
13
15
10
11
12
13
15
application. Stop vehicle and apply parking brake.
When steering levers are used as parking brake, pedal
lock must securely hold levers in applied position and
release freely. When transmission parking brake is
used, lever must move freely and remain locked in fully
applied position.
CLUTCH. Test free travel of pedal which must be 3Va
inches. Clutch must fully release and must not slip or
chatter. Listen for noisy release bearing.
TRANSMISSION. Shift through entire gear range. Lever
and safety button must operate freely, gears must shift
smoothly, operate quietly, and not slip out of mesh.
Note any unusual noise, clashing, or hard shifting.
ENGINE. Engine must run smoothly and quietly at idle
speed of 500 to 600 revolutions per minute. Gradually
increase speed to maximum governed speed of 2,600
revolutions per minute, noting any misfiring, detonation,
unusual noises, or excessive smoking. When driving
vehicle, observe power and acceleration.
UNUSUAL NOISE. During road test listen for any unusual
noise or vibration that would indicate loose, worn or
defective units, or lack of lubrication.
TEMPERATURES. Stop vehicle and feel bogie wheel and
roller, and idler wheel bearings for overheating.
GUN ELEVATING, TRAVERSING, AND STABILIZER MECH-
ANISM. Release turret lock and gun travelling lock.
Traverse turret full 360 degrees. Elevate and depress
gun with hand mechanism. All mechanism must operate
freely without binding or excessive play throughout
entire travel. Secure gun travelling lock and turret lock.
LEAKS. Stop vehicle with engine running and thor-
oughly examine bottom of hull and ground under
vehicle for evidence of any leaks. Inspect hull and
engine compartment for fuel, oil, or water leaks.
TRACK TENSION. Track must not bind nor whip. Proper
tension is 3/4-inch sag between support rollers.
67
TM 9-731G
33
ii
17
17
54
18
54
18
19
19
20
20
21
20
21
MAINTENANCE OPERATIONS
CRANKCASE. Stop engine and open battery master
switch. Remove engine access plate. Inspect oil pan,
engine, and connections for leaks. Drain oil pan and
refill if this service is due or oil is contaminated. When
oil is drained, do not install new oil until item 54 is
completed.
ENGINE OIL FILTER. Inspect engine oil filter for loose
mounting bolts and leaks. Remove and thoroughly
clean element and install new gasket.
SIDE ARMOR. Examine front, rear and side armor, and
plates for fractures or damage that would render vehicle
unsafe for combat duty. Inspect towing shackles, lifting
eyes, and pintle hook. Make sure pintle hook latch
operates freely. Inspect fenders, exhaust deflectors, and
light guards for bent or damaged condition. Identifica-
tion markings must be visible. Paint and camouflage
must meet the requirements of the tactical situation.
Tighten loose mountings and straighten bent parts.
Lubricate towing shackles, pintle hook, and latch.
BOTTOM ARMOR. Examine bottom of hull to determine
whether it is in serviceable condition. Examine inspec-
tion plate and drain valves to make sure they are
properly sealed and securely mounted. Release escape
hatch must operate freely and lock securely. Tighten
engine inspection plate securely. Lubricate escape hatch
lock mechanism.
DIFFERENTIAL AND FINAL DRIVES. Examine housings
for fractures, leaks, or loose attaching bolts. Drain dif-
ferential and/or final drive housings when transmission
oil is to be changed. See item 78.
Tighten. All mounting and attaching bolts should be
tightened securely.
TRACKS. Examine tracks for loose, worn, or missing
connectors and wedges; also for worn, damaged, or dead
blocks. Inspect tracks for proper tension. Tighten all
wedge nuts securely. Replace unserviceable blocks,
connectors, or wedges. Adjust track so that it is not
too tight and does not sag more than three-fourths inch
between support rollers.
68
TM 9-731G
33
!i
if
21
22
22
22
23
23
23
24
24
24
*Serve. Remove tracks on each third 100-hour main-
tenance service (par. 129). Thoroughly inspect all
parts covered in items 21, 22, 23, 24, and 25.
IDLERS. Examine bracket for fracture or loose or miss-
ing attaching bolts. Spindle clamp and locking collar
must be securely locked. Inspect idler wheel for dam-
age, bearing, or bearing seal failure, missing lubrication
fittings, or loose bearing cap. Tighten all attaching
bolts, spindle clamp bolts, bearing cap bolts, and locking
collar.
*Bearings. Bearings must be thoroughly tested for
failure, excessive wear, or looseness by using pry bar on
wheel when track is removed at every third 100-hour
preventive maintenance service.
BOGIES. Examine bogie bracket for fractures or loose
mounting. Inspect bogie arms, levers, gudgeons, spring
seats, and rubbing plates for fractures, excessive wear,
or looseness. Volute springs are unserviceable if two
or more coils contact lower spring seat.
Tighten. All assembly and mounting bolts must be
tightened securely.
BOGIE WHEELS AND ROLLERS. Inspect bogie wheels for
broken hubs, grease leaks, and missing lubrication fit-
tings. Inspect rollers for loose mountings, breaks, or
missing lubrication fittings. Inspect track skids for loose
mountings or excessive wear. Examine all bogie wheel
tires for scoring, excessive wear, or blow-outs. Raise
bogie wheels using bogie lift (par. 128). Rotate wheel
to detect worn, broken, or inadequately lubricated bear-
ings and test for end play. Track must be connected
when making this test.
*Serve. Raise tracks free of support rollers. Rotate
rollers to detect worn, broken, or inadequately lubri-
cated bearings and test for end play. Make this .test
before track is connected at each third 100-hour pre-
ventive maintenance service. Tighten all assembly and
mounting bolts securely.
69
TM 9-731G
33
ii
ii
25
25
25
27
28
30
43
27
28
43
44
46
44
46
31
SPROCKETS. Examine sprockets for fractures, exces-
sively worn or broken teeth, or loose attaching bolts.
Inspect hub for grease leaks, loose attaching bolts, or
fractures. Tighten all attaching bolts securely.
* Serve. Remove track at each third 100-hour pre-
ventive maintenance service (par. 129). Test track
drive sprocket shaft bearings for excessive wear, end
play, or failure, by working hub with pry bar. Reverse
or replace worn or damaged sprockets.
TOP ARMOR. Examine all top hull and turret armor
for fractures or damage that would render vehicle un-
safe for combat duty. All covers, grilles, and hatches
must open freely and lock securely.
FILLER COVERS AND CAPS. All filler cap covers must
open and close freely and have lock pin attached to
chain. Examine all filler caps for crossed threads, leak-
ing gaskets or plugged vents.
ENGINE REMOVAL. When condition indicates engine is
no longer serviceable and specific orders are given by a
higher echelon, the engine may be removed according
to procedure given in paragraph 37 b.
AIR CLEANERS. Remove air cleaners and disassemble.
Inspect all gaskets and seals for serviceability and
bodies for evidence of leaks. Clean elements and thor-
oughly dry. Clean oil reservoir and refill with seasonal
grade engine oil to "FULL" mark on body.
CARBURETORS. Inspect to see that they are securely
mounted, not leaking, and that all linkage and springs
are properly connected.
CYLINDER HEADS AND GASKETS. Examine cylinder
heads for cracks, oil, water, or compression leaks around
studs or gaskets. Cylinder heads will not be tightened
unless there is definite evidence of looseness or leaks.
Tighten cylinder heads or replace gaskets as needed.
VALVE MECHANISM. Remove camshaft housings and
examine camshafts and push rods for good condition
70
TM 9-731G
33
32
33
34
34
37
34
37
45
49
45
49
and adequate lubrication. Valve clearance is not ad-
justed by the using arms. Inspect cover gasket for
serviceability.
SPARK PLUGS. Remove all plugs and examine elec-
trodes for pitting, burning, and gap setting of 0.011 inch
to 0.014 inch. After cleaning, replace any spark plug
that is unserviceable or requires gap adjustment.
COMPRESSION TEST. Test engine compression in each
cylinder. Readings for all eight cylinders must not be
below 155 pounds. Record readings in space provided
on War Department Form No. 462. Normal compres-
sion is 155 to 180 pounds at cranking speed. Cylinders
showing above 180 pounds indicate an excessive
amountT of carbon. Variation of 15 pounds between
cylinders is permissible.
GENERATORS AND STARTER. Examine generators and
starter for loose mounting bolts or loose electrical con-
nections.
Clean. Remove generator cover band and inspect for
worn brushes, brush spring tension, dirty or scored
commutator. Clean commutator if required. Tighten
all mounting bolts and electrical connections.
MAGNETOS. Examine for security of mounting and
good condition. Note whether there is any evidence of
oil leaks at mounting pads. Breaker point gap must be
0.016 inch. The points must be free from oil or grease
and be in proper alinement. Pitted points must be
replaced.
MANIFOLDS. Examine exhaust manifold, intake housing
for loose mounting bolts or gasket leaks.
WATER PUMP, FANS, AND SHROUDS. Examine water
pump, gaskets, and connections for loose mounting bolts
and leaks. Inspect fans and shrouds for alinement and
loose attaching bolts. Tighten bolts and replace gaskets
as needed.
71
TM 9-731G
33
8*
53
53
53
55
57
58
48
51
51
60
55
57
58
48
51
60
61
61
FUEL TANKS AND PUMP. Make sure fuel tanks, valves,
lines, tubes, and connections are tight and securely
mounted. Inspect these items for leaks. Examine fuel
pump for loose mountings or leaking gaskets. Replace
gaskets and tighten as necessary.
Fuel Tanks and Pump. Drain tanks to remove any
sediment or water.
FUEL FILTER. Inspect filter for loose mounting and
leaks. Clean the filter element and bowl. Replace gas-
kets and tighten loose mountings and connections as
required.
EXHAUST PIPES. Inspect exhaust pipes to see that all
connections are tight; that there are no leaks; and that
units are securely mounted.
ENGINE MOUNTINGS. Inspect all engine mountings for
looseness and tighten if required.
CLUTCH ASSEMBLY. Examine clutch housing for loose
mountings and cracks. Examine all linkage for pres-
ence of cotter keys and return spring. Free travel must
be 3 Viz inches.
ENGINE COMPARTMENT. Inspect engine compartment
and all controls and linkage, making sure they are clean
and in serviceable condition.
Clean. Clean engine compartment thoroughly and
when engine is removed, repaint if necessary.
FIXED FIRE EXTINGUISHER SYSTEM. Examine all lines,
connections, nozzles, and controls to see that they are
tight and securely mounted. Nozzles must be intact and
free from obstructions. Cylinders must be removed and
weighed to make sure they are fully charged. Operate
remote controls with cylinders removed to see that they
have sufficient travel and work freely. Lubricate pul-
leys, cables, and mechanisms as needed.
ENGINE INSTALLATION. When the engine is removed at
specific order given by a higher echelon, it must be
installed according to procedures given in paragraph
72
TM 9-731G
33
ft
1*
62
62
63
63
64
65
66
68
64
65
66
68
37 b. Make certain all fuel, oil, water lines, and various
controls are securely tightened and radiator and crank-
case are filled before starting engine.
RADIATOR. Examine all water tubes, hoses, and connec-
tions to see that they are tight and securely mounted.
Examine radiator core to see there are no leaks. Exam-
ine water for contamination, rust, or scale. Remove all
accumulated dirt from radiator cooling surfaces. Test
antifreeze to make sure protection is adequate for pre-
vailing temperatures and record in space provided on
War Department Form No. 462.
BATTERIES. Clean .and dry exterior of batteries and
inspect for cracks and leaks. Clean, tighten, and grease
terminals. Make sure all electrical connections and bat-
tery clamps are tight. Take hydrometer reading of each
call. Normal reading is 1.275. Report reading if 1.225
or less. Make high rate discharge test on each cell.
Report differences of more than 30 percent between
cells. Record hydrometer and discharge readings in
space provided on War Department Form 462. Add
clean water to each cell as required to raise level of
electrolyte to one-fourth inch above top of plates. Bat-
tery cover must be securely fastened.
ACCELERATOR. Make sure accelerator pedal and link-
age has all cotter pins in place, is securely mounted and
lubricated, and operates throughout full limit of travel
without binding.
STARTER. Operate starter to make sure it engages freely
and develops adequate cranking speed without un-
usual noise or grind.
LEAKS. Inspect all units serviced in the engine com-
partment for evidence of any fuel, oil, or water leaks
while the engine is running. Tighten if required. Replace
gaskets and other parts if necessary.
GENERATOR REGULATORS. Inspect mountings and elec-
trical connections to see that they are tight. Regulators
must be properly grounded.
73
TM 9-731G
33
1-
Serve. Make voltage and amperage tests using low
voltage tester to determine proper functioning of all
regulators.
ENGINE IDLE. Run engine at idling speed. Tachometer
must read 500 revolutions per minute. Listen to exhaust
for indication of misfiring or uneven operation. Adjust
idle as required.
THROTTLE SYNCHRONIZATION. The throttle connecting
rod must be adjusted so that with engine stopped both
throttles are against the stops on both carburetor
adapters. Adjust and tighten linkage as necessary
(par. 56).
FIGHTING COMPARTMENT. Inspect fighting compart-
ment making sure it is clean and free from expended
materiel and that painted surfaces are in good condition
and clean. All fighting compartment stowage boxes,
racks, brackets, and equipment must be in proper place,
in serviceable condition, and securely mounted.
TRANSMISSION OIL COOLER. Inspect lines, hoses, con-
nections, and core for leaks and loose mountings. Air-
cooling fins must be kept clean.
TURRET. Platform doors must open freely and lock
securely. All seats must operate freely and lock in
position.
ELECTRICAL WIRING. Inspect all wiring, conduits, ter-
minal boxes, and electrical connections. They must be
tight, securely mounted, and in serviceable condition.
See that all circuit breakers are closed.
ARMAMENT
GUNS. The turret must operate through entire 360
degrees without bind or excessive backlash. Hand brake
must operate effectively. Elevate and depress gun by
hand mechanism. It must operate freely without bind
or excessive backlash under positive control throughout
entire limit of travel. Both manual and electrical firing
controls must operate with positive action and all con-
nections and mountings must be tightened securely.
68
69
70
70
71
71
56
72
86
56
72
86
126
126
74
TM 9-731G
33
85
ao
II
I'
I1
128
129
84
73
74
128
129
84
73
74
75
75
77
77
78
78
A. A. GUN MOUNT. Install gun mount in turret bracket.
Mount must move freely in all directions without bind-
ing. Lubricate as required.
SPARE GUN BARRELS AND PARTS. Inspect spare gun
barrel to see that it is serviceable and properly stowed.
Replace all expended armament spare parts.
COMPASS. Inspect compass to see that it is securely
mounted, contains sufficient fluid, and is in serviceable
condition.
PERISCOPES. All mounts must pivot or rotate freely
without binding. All serviceable periscopes must be
cleaned and expended units or heads replaced.
CLUTCH PEDAL. Clutch pedal height must be 16 inches,
measured vertically, from top edge of pedal pad to
driver's seat floor plate. Free pedal travel must be 31/2
inches. Slowly depress pedal to see that there is no
binding in linkage.
BRAKES. Steering brake levers must have 4 to 8 inches
free travel and be parallel as shoes contact drums.
When steering levers are used as parking brake, pedal
lock must securely hold levers in applied position and
release freely. When transmission parking brake is
used, lever must move freely and remain locked in
fully applied position. Adjust and tighten linkage as
required. Replace brake shoes when road test or inspec-
tion reveals either the steering or parking brake lining
is no longer serviceable (par. 123 e and par. 124 b).
DIFFERENTIAL AND BREATHER. Inspect all differential
seals and gaskets in driver's compartment for evidence
of leaking. Examine all mounting bolts for looseness.
Tighten as necessary. Breather must not be clogged.
Remove breather and clean.
TRANSMISSION AND BREATHER. Inspect all transmis-
sion seals and gaskets for evidence of leaking. Examine
all attaching bolts for looseness. Tighten when neces-
sary. Breather must not be clogged. Remove breather
and clean.
75
TM 9-731G
33
80
81
80
81
85
85
130
134
135
136
137
130
134
135
136
137
TRANSMISSION CONTROLS. Examine for worn or loose
linkage. Safety button must operate freely without
binding. Tighten and lubricate when necessary.
PROPELLER SHAFT. Test propeller shaft for run-out and
inspect welds. Inspect universal joint flange bolts for
looseness. Inspect universal joints for wear and grease
leaks. Tighten bolts and lubricate when necessary.
Housing bolts must be tight and covers securely fas-
tened.
LIGHTS AND SWITCHES. With all light switches in "ON"
position, inspect all lights to see that they are operating-
properly, clean and securely mounted, and go out when
switches are turned off. Inspect all switches, making
sure all connections and mountings are tightened se-
curely.
TOOLS AND EQUIPMENT
TOOLS AND EQUIPMENT. Inspect all tools and equip-
ment to make certain they are in serviceable condition
and properly stowed in quantities shown on the current,
"On Vehicle Materiel List."
DECONTAMINATOR. Shake to see that it is full and look
at date on tag to see that charge is not more than 90
days old. Recharge if required. Fasten securely in
place.
PORTABLE FIRE EXTINGUISHERS. Remove and weigh
extinguishers to make sure they are fully charged (par.
138). Replace with fully charged units if necessary.
Fasten securely in place.
PUBLICATIONS AND FORM No. 26. See that the "On
Vehicle Materiel List" and all publications and forms
listed therein and Standard Accident Form No. 26 are
legible and properly stowed.
VEHICLE LUBRICATION. Check lubrication of entire
vehicle. On any unit where disassembly was necessary
for inspection purposes, lubrication must be performed
76
TM 9-731G
33
I-
138
139
138
139
unless the vehicle is to be deadlined for repair of that
unit. Lubricate all points of vehicle in accordance with
instructions in this manual, War Department Lubrica-
tion Guide (figs. 13 and 14), current lubrication bulle-
tins, or directives, and the following instructions: Use
only clean lubricant and keep all lubricant containers
covered; before applying lubricant, clean lubrication fit-
ting or plug; replace missing or damaged fittings, lines,
plugs, or vents. On unsealed bushings or joints, the lubri-
cant should be applied until it appears at openings. On
units provided with lubricant retainer seals, do not force
excess lubricant past seals. Drain oil from engine, oil
tanks, oil pump, transmission, transfer case, differential,
and final drives while warm. Refill units to correct
level as soon as draining is completed so units will not
be operated without lubricant. The "COLD" oil level,
as marked on the oil level indicator in transmission, is
the level desired and if conditions make it necessary
to check the level when hot with oil foaming, level may
be above level line marked "HOT." Do not apply more
than specified amount of lubricant to generator or
starter. To do so, may cause a failure of the unit. Wipe
off excess lubricant that may soil clothes and equip-
ment, or detract from the vehicle's appearance. Parts
or assemblies that have been lubricated while dis-
assembled for inspection, gear cases that have been
drained and refilled as mandatory items in the proce-
dures, and those parts that have been indicated in the
procedures for special lubrication may be omitted from
the general lubrication of the vehicle.
MODIFICATION. The organizational records must be
reviewed to make certain that all Field Service Modifi-
cation Work Orders pertaining to the vehicle have been
completed.
FINAL ROAD TEST. Repeat items 2 to 15 inclusive,
paying particular attention to those units on which work
has been performed to make certain they have been
restored to first-class operating condition. Correct any
deficiencies found during the final road test.
77
TM 9-731G
34
Section X
ORGANIZATIONAL TOOLS AND EQUIPMENT
Paragraph
Allocation of tools and equipment 34
34. ALLOCATION OF TOOLS AND EQUIPMENT.
a. The tools and equipment included in this section, together with
the vehicular tools listed in section VII, provide the using arms with
necessary tools and equipment for servicing the vehicle.
b. Organization Maintenance Tools, Standard Sets.
Federal Stock
Standard Tool Sets Number
Tool-set, motor vehicle mechanics' 41-T-3538
Tool-set, blacksmiths' No. 2 41-T-3515
Tool-set, pioneer equipment, motor vehicle
Set No. 1 :41-T-3539-5
Tool-set, welders' 41-T-3555
Tool-set, unit equipment, second echelon
Set No. 1 41-T-3545-10
Set No. 2 41-T-3545-11
Set No. 3 41-T-3545-12
Set No. 4 41-T-3545-13
Set No. 5 41-T-3545-14
Set No. 6 41-T-3545-1S
Set No. 7 41-T-3545-16
Set No. 9 41-T-3545-18
78
TM 9-73 1G
34
c. Organization Special Tools.
| Company Sel
;c
!i
Federal
Stock
Number
"v
Nomt
Mfn.
Symbol
Mfrs.
Tool No.
ic
mu
Adapter, overhaul stand, use
stand 15035
WKR
T61
41-A-18-100
Bolt, eye lifting, engine com-
partment top plate
MTM
M3-497
41-B-1586-200
Bolt, eye, 1-8NC-2 transmis-
sion lifting
41-B-1586-350
Compressor, suspension vo-
lute spring
MTM
M3-3
Drift, bogie wheel, bearing
MTM
M3-13
41-D-1463
Drift, idler wheel inner bear-
ing, use with W/MTM-
M3-8 puller
MTM
M3-41
Drift, idler wheel inner bear-
ing
MTM
M3-15
41-D-1540-500
TM 9-731G
34
| Company Set
Vehicle Set
i<
It
h. ***
Federal
Stock
Number
O fc
11
Name
Mfrs.
Symbol
Mfrs.
Tool No.
JS
Puller, slide hammer type,
bogie gudgeon
41-P-2957-33
Remover, dowel, clutch and
flywheel alinement
WKR
T58
41-R-2377
Remover, flange clutch and
engine turner
WKR
T14
41-R-2380-500
Replacer, clutch pilot bear-
ing
WKR
T78
41-R-2391-36
Screwdriver, special, ad-
justing
WKR
T59
41-S-1652-500
Sling, engine
WKR
T68
41-S-3831
Sling, final drive and trans-
mission
MTM
M3-136
41-S-3832-72
TM 9-731G
34
Vehicle Set
Company Set
*l
Federal
Stock
Number
ii
Name
Mfrs.
Symbol
Mfrs.
Tool No.
too
Wrench, socket, bogie wheel
gudgeon nut, 2% -in.
hexagon
MTM
M3-137
41-W-2573-150
Wrench, socket, idler wheel
shaft lock nut
MTM
M3-21
Wrench, socket, spark plug,
Ford GAA engine
WKR
T5
41-W-3336-300
Wrench, socket, special
clutch, mainshaft nut,
2l/s-in.
WKR
T17
41-W-2964-248
Wrench, spanner, track sup-
port roller lock ring
MTM
M3-19
41-W-3260
Wrench, spanner, track sup-
port roller retainer
MTM
M3-11
41-W-3261
TM 9-731G
35
Section XI
ENGINE
Paragraph
General description and data '. 35
Engine trouble shooting 36
Engine replacement 37
Engine mounts 38
Governor 39
Valve mechanism 40
Manifolds 41
Oil pump - 42
Oil filter 43
Crankcase breather 44
35. GENERAL DESCRIPTION AND DATA.
a. Description. This vehicle is powered with a 60-degree, V,
8-cylinder, 4-cycle, valve-in-head, liquid-cooled Ford tank engine. The
cylinder block and crankcase are cast enblock of aluminum with steel,
dry-type, sleeves in cylinder bores. The water jackets extend the full
length of cylinders. Four overhead camshafts are used, one exhaust
and one intake for each bank of cylinders. There are two exhaust and
two intake valves in each cylinder. The engine is mounted at the rear
of the vehicle and supported by four brackets. The two front brackets
are mounted on the engine compartment bulkhead. The two rear
brackets are mounted on the engine compartment floor. Rubber
mounts are used between the brackets and the engine. Two 4-cylinder
magnetos are used. These are located at the rear of the engine (fig.
19), one mounted at each end of a cross shaft driven by gears. The
water pump (fig. 19), is driven from the end of the crankshaft. Two
accessory drive housings located on the side walls of the engine com-
partment are each driven through an accessory drive shaft and uni-
versal joints by the accessory drive gears in the engine. Two pusher-
type fans are driven through double V-type belts by the accessory
drives (par. 66). The generators are mounted on the forward end of
the accessory drive housings (par. 72). The oil pump (par. 42) is of
the gear type.
b. Definition of Terms. The flywheel end of engine will be re-
ferred to as the "front" of the engine as the engine is mounted in the
vehicle with the flywheel forward. The terms "right" and "left" are
"sed with reference to the engine as viewed from the rear looking
ard front of the vehicle.
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TM 9-731G
TM 9-731G
35-36
c. Tabulated Data. The following data includes the general in-
formation and engine characteristics which are frequently required for
reference:
General:
Make and type Ford V-type, 8-cylinder, tank engine
Model GAA
Over-all dimensions (including clutch)
59.02 inches long
33.25 inches wide
47.78 inches high
Weight (including all parts listed in paragraph 45 d) 1,470 Ib
Horsepower 500 at 2,600 rpm
Torque 1,050 Ib at 2,200 rpm
Number of cylinders 8
Bore 5.4 in.
Stroke 6 in.
Piston displacement 1,100 cu in.
Compression ratio 7.5 to 1
Directions or rotation (viewed from rear of engine):
Crankshaft Clockwise
Starter Counterclockwise
Magnetos (right-hand rotor) Clockwise
(left-hand rotor) Counterclockwise
Accessory speeds:
Fan 1.4 crankshaft speed
Tachometer 1/a crankshaft speed
Generator 1.75 crankshaft speed
Magneto rotor i/a crankshaft speed
Magneto:
Make and model Bosch MJF4A307-308
Breaker point gap 0.014 in.-0.16 in.
Spark plug gap :0.011 in.-0.014 in.
Valve clearance (nonadjustable) 0.027 in.-0.30 in.
CarburetorMake and model (2 used) Bendix-Stromberg NA-Y5G
Numbering of cylinders from rear to front:
Right bank 1-2-3-4
Left bank 1-2-3-4
Firing order: 1-R, 2-L, 3-R, 1-L, 4-R, 3-L, 2-R, 4-L
36. ENGINE TROUBLE SHOOTING.
a. General. Difficulty in determining the exact cause of engine
trouble will be encountered at times because of the number of sources
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9-731G
ENGINE
TM 9-731G
36
to which a given symptom may be attributed. The best method of
trouble shooting is to consider the possible causes and eliminate them,
one by one, starting with the most probable cause. The purpose of this
is to minimize, in so far as possible, the time wasted in ascertaining
the source of a given trouble.
b. Voltmeter Reading Remains Unchanged and the Engine
Fails to Turn Over When the Starter Button Is Pressed.
Possible Coin* Possible Remedy
Battery master switch off. Turn master switch on.
Starter button circuit incomplete. Tighten connections and repair
or replace wires.
Starter button defective. Replace (par. 88).
Circuit to starter incomplete. Tighten connections and repair
cable.
Battery not grounded. Clean and tighten connections.
Open circuit in starter. Replace (par. 78 b).
c. Voltmeter Reading Drops to Low Limit and the Engine Fails
to Turn Over when the Starter Button Is Pressed.
Battery is undercharged. Recharge or replace (par. 76 d)
and correct cause.
Starter is shorted. Replace starter (par. 78 b).
Starter circuit is shorted. Repair or replace cable.
d. Starter Runs but Engine Fails to Turn Over when Starter
Button Is Pressed.
Starter drive faulty. Replace.
Starter gear on flywheel faulty. Notify ordnance maintenance
personnel.
e. Engine Turns Over but Does Not Start.
Ignition switch "OFF." Turn "ON."
Fuel shut-off valves closed. Open valves.
Fuel tank empty. Refill tank.
Engine flooded (overpriming). Place throttle in wide open posi-
tion and turn engine over with
the starter five or six revolu-
tions.
Insufficient priming. Reprime the engine with two or
three additional strokes.
Magneto ground wires shorted. Replace.
No fuel in carburetor bowl. (Par. 36 f.)
No spark at spark plugs. (Par. 36 g.)
Ignition switch faulty. Replace (par. 48).
Ignition timing (engine back- Time ignition (par. 46 c).
fires but does not start).
86
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TM 9-731G
TM 9-731G
36
ENGINE
f. No Fuel in the Carburetor Bowl.
Possible Cause Possible Remedy
Fuel shut-off valves closed. Open valves.
Fuel filter clogged. Clean fuel filter.
Fuel lines clogged. Blow out or replace.
Fuel pump faulty. Replace (par. 59 d).
g. No Spark at One or More Spark Plugs.
Magneto ground wires shorted. Replace.
Spark plug wires broken or Replace (par. 50 h).
faulty insulation.
Spark plugs shorted. Replace.
Ignition switch faulty. Replace.
Magnetos faulty. Replace (par. 46 1).
h. Ignition Timing (Engine Backfires but Does Not Start).
Magnetos out of time. Notify ordnance maintenance
personnel.
Spark plug wires on wrong ter- Connect as shown in figure 30.
minal of magnetos.
i. Engine Runs Unevenly and Black Smoke Is Emitted from
the Exhaust.
Fuel mixture too rich due to:
Carburetor float level too high. Replace carburetor (par. 52 e).
Fuel pump pressure too high. Replace fuel pump (par. 58 c).
j. Engine Runs Unevenly and Backfires Through the Car-
buretors.
Fuel mixture too lean due to:
Engine cold. Run engine until normal tem-
perature is reached.
Carburetor float level too low. Replace carburetor (par. 52 e).
Dirt in carburetor. Replace carburetor (par. 52 e).
Fuel pump pressure too low. Replace fuel pump (par. 58 c).
Air leak at carburetor gasket Tighten or replace gasket,
or carburetor adapter
gasket.
Ignition trouble due to:
Magneto distributor plate Replace magneto (par. 46 b).
cracked.
Spark plug wires on wrong ter- Connect as shown in figure 30.
minals of magnetos.
Spark plug wires (broken or Replace (par. 50 b).
faulty insulation).
Spark plug gap too wide. Replace plugs (par. 49).
89
TM 9-731G
36
R. H. ACCESSORY DRIVE
UNIVERSAL JOINT
WATER PUM
COOLING SYSTEM DRAIN
RA PD 27273
Figure 21 Engine Viewed Through the Rear Door
Possible Cause
Engine valves due to:
Insufficient push rod clear-
ance.
Sticky valve guides, broken
valve springs, and valve
seats leaking.
Possible Remedy
Notify ordnance maintenance
personnel.
Notify ordnance maintenance
personnel.
k. Engine Overheating.
Water low.
Air flow restricted through radi-
ator core.
Loose fan belts.
Engine operating with late spark.
Thermostat faulty.
Refill.
Clean (par. 33 a (5)).
Adjust (par. 66 b).
Time ignition (par. 47).
Replace (par. 68 b).
90
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ENGINE
9-73 1G
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:CESSORY
ENERATOR
ENERATOR
NIVERSAL J
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TM 9-731G
36
1. Lack of Power.
Spark plug gap too wide. Replace spark plugs (par. 49).
Track suspension too tight. Adjust (par. 129 b).
Track suspension dirty. Clean.
Ignition timing late. Time ignition (par. 47).
Low compression. Notify ordnance maintenance
personnel.
Valve timing. Notify ordnance maintenance
personnel.
Clutch slipping. Adjust (par. 115 b, c, d).
Replace (par. 115 g).
m. Low Oil Pressure.
Oil supply low. Refill.
Over diluted oil. Change oil.
Faulty oil pressure regulator. Notify ordnance maintenance
personnel.
Excessive bearing clearance. Notify ordnance maintenance
personnel.
n. Abnormal Engine Noise.
Valve mechanism and camshaft idling noise due to:
NOTE: Camshaft backlash noise below 500 revolutions per minute
is not to be considered abnormal.
Broken or scored push rod. Notify ordnance maintenance
personnel.
Broken valve springs. Notify ordnance maintenance
personnel.
Connecting rod bearing knock. Notify ordnance maintenance
personnel.
Crankshaft main bearing knock. Notify ordnance maintenance
personnel.
Engine pinging or spark knock due to:
Excessive carbon formation. Notify ordnance maintenance
personnel.
Ignition timing too early. Time ignition (par. 47).
Wrong type spark plug. Replace with correct type (par.
49).
Low octane fuel. Drain and refill with correct
quality (par. 4 i).
Spark fails to retard due to Notify ordnance maintenance
broken magneto governor personnel,
springs or sluggish action
of governor weights.
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34-37
ENGINE
RA PD 27694
Figure 23 Removing Right Door
37. ENGINE REPLACEMENT.
a. Removal of Engine.
(1) TURN BATTERY MASTER SWITCH "OFF."
(2) REMOVE DOORS AND COVERS FROM THE ENGINE COMPART-
MENT. Remove five cap screws which secure each door to top of hull
and lift doors from vehicle (figs. 23 and 24), with a chain fall or hoist.
Remove the cap screws which hold rear cover plate to top of hull and
lift from hull with chain fall or hoist (fig. 25). Remove cap screws
which hold front cover to top of hull and lift cover from hull.
(3) OPEN REAR DOOR OF THE ENGINE COMPARTMENT. Remove
the three cap screws which hold door closed. To open this door all the
way, raise radiator air baffle and allow it to rest on top of door after
door is open.
(4) REMOVE ENGINE COMPARTMENT FLOOR PLATE. Remove lock
wires from cap screw heads which hold floor plate to hull. Remove
cap screws leaving one at each corner of floor plate. Place a jack at
center of the plate and remove remaining cap screws, then lower floor
plate with jack.
(5) DRAIN COOLING SYSTEM. Remove drain plug at bottom of
water pump (fig. 21) and drain cooling system.
(6) DRAIN ENGINE OIL. Remove drain plug at bottom of engine
oil pan and drain oil (a container holding 8 gallons or more is re-
quired).
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TM 9-731G
37
Figure 24Removing Left Door
(7) REMOVE OIL FILLER PIPE (fig. 21). Remove three nuts which
hold oil filler pipe to engine oil pan. Remove filler pipe.
(8) REMOVE WATER PUMP AND RADIATOR EXPANSION TANK.
Remove four nuts securing water pump to engine and disconnect water
pump hose. Remove water pump (par. 65 o). Remove cooling sys-
tem expansion tank and hose (par. 69 b).
(9) REMOVE MISCELLANEOUS ELECTRICAL CONNECTIONS. Discon-
nect the degasser wires from carburetors (fig. 37); disconnect tem-
perature gage wires and degasser conduit from engine. Disconnect
starter cable at starter. Disconnect oil level indicator wire on left side
of engine oil pan. Disconnect oil pressure gage connection at right
rear end of engine oil pan. Disconnect ground wire (running from each
magneto to the ignition switch) at each magneto (fig. 30); then with
two short lengths of wire, ground the ground wire terminal of each
magneto to cover retainer screws (fig. 30). This will prevent pos-
sibility of engine starting in the event it is turned over.
(10) REMOVE INLET AND OUTLET CONNECTIONS FROM RADIATOR.
Loosen clamps and remove two top radiator hose. Remove four cap
screws from radiator upper and lower water connections. Remove
connections (including thermostat and gasket).
'11) REMOVE FAN BELTS. To remove fan belts, loosen four bolts
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TM 9-731G
37
ENGINE
PD 27696
Figure 25Removing Engine Compartment Rear Cover Plate
securing each accessory drive housing to hull (fig. 45). Raise housings
to provide slack for belts and remove belts.
(12) REMOVE FAN AND SHROUD ASSEMBLIES AND ACCESSORY
SHAFTS. To remove fan and shroud assemblies and accessory shafts,
remove six bolts holding each fan shroud in place. Remove each fan
and shroud assembly from engine compartment. Remove the four
bolts from flanges of universal joint at each end of accessory drive
shaft. Remove accessory shafts.
(13) DISCONNECT THE TACHOMETER CABLE AND FIRE EXTIN-
GUISHER NOZZLES. Disconnect tachometer cable from tachometer
drive unit located on left-hand camshaft housing. Remove pipe con-
nections from upper fire extinguisher nozzles on right- and left-hand
side of engine compartment. Remove two cap screws from each fire
extinguisher nozzle bracket. Remove nozzles and brackets.
(14) DISCONNECT FUEL AND PRIMER LINES. Shut off fuel valves
(fig. 9). Disconnect fuel line from fuel pump. Disconnect primer line
at left side of forward carburetor, and remove primer lines running
to each intake manifold.
(15) DISCONNECT THROTTLE ROD. Disconnect and remove throttle
control rod running from throttle cross shaft on bulkhead to throttle
control bracket in center of the engine (fig. 39).
(16) REMOVE AIR CLEANERS AND TUBES. Remove the two air
cleaners and tubes (par. 55 c).
95
TM 9-731C
37
ENGINE LIFTING SLING
USE CRANK TO TILT ENGINE
Figure 26Engine Lifting Sling
(17) DISCONNECT REAR UNIVERSAL JOINT AND CLUTCH THROW-
OUT CLEVIS. Lift the cover over propeller shaft rear universal joint
and remove eight bolts which connect universal joint to clutch shaft
flange (fig. 35). Remove clevis pin from clutch release arm (fig. 18).
(18) REMOVE EXHAUST PIPES AND DISCONNECT ENGINE MOUNTS
FROM SUPPORT BRACKETS. Remove six bolts that secure exhaust pipes
to exhaust manifolds on each side of engine. Remove exhaust pipes.
Remove four bolts from both engine rear support brackets and two
rear bolts from both engine front support brackets. Remove plates
from clutch housing cover which are directly in front of engine front
support brackets; then remove two front bolts from both support
brackets.
(19) REMOVE ENGINE FROM HULL (fig. 26). Attach engine sling
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TM 9-731G
37
ENGINE
(41-S-3831) to the four lifting eyes on engine (fig. 26). Remove
engine front hull with chain fall or hoist. Figure 26 shows adjustable
lifting sling and position of engine for removal. It will be necessary
to adjust sling to tilt engine to obtain clearance at clutch housing and
magnetos. After engine is removed, make sure that both magnetos
are grounded (par. 37 a (9)) to eliminate the possibility of engine
starting if it should be turned over while out of vehicle.
(20) REMOVE EXHAUST PIPES FROM REAR OF HULL. Remove the
five bolts from both the external exhaust pipes on rear of hull and
remove exhaust pipes.
b. Engine Installation.
(1) SET ENGINE IN HULL. If a new or replacement engine is to be
installed, the water pump assembly and the oil filler pipe are to be
removed from the engine before attempting the installation. Remove
the short lengths of wire from each magneto ground. Attach the engine
lifting sling (41-S-3831) to the four lifting eyes on the engine (fig. 26).
Attach a chain fall or hoist, raise the engine, and adjust the lifting
sling to tilt the engine to approximately the angle shown in figure 26.
Enter the engine into the hull with the front end pointing to the left-
hand front corner of the engine compartment, lower the engine into
place, adjusting the lifting sling as necessary to obtain clearance at
clutch housing and magnetos. Line up the bolt holes in the engine
mounts and supports.
(2) INSTALL EXHAUST PIPES AND CONNECT ENGINE MOUNTS.
Using new bolts and gaskets, assemble the exhaust pipe to the exhaust
manifold on each side of the engine. Using new packing, install the
five bolts securing each external exhaust pipe to the rear of the hull.
Install the four bolts securing the engine mounts to both engine rear
support brackets and the two rear bolts in both engine front support
brackets. Install the two front bolts in both front support brackets,
working through the opening in the clutch housing cover.
(3) CONNECT REAR UNIVERSAL JOINT AND CLUTCH THROW-OUT
CLEVIS. Install the eight bolts which connect the universal joint to the
clutch shaft flange (fig. 35). Install the clevis pin which connects the
clutch release arm to the clutch release clevis. Adjust the clutches
(par. 115 d).
(4) INSTALL AIR CLEANERS. Install the two air cleaners and tubes
(par. 55 c).
(5) CONNECT THROTTLE ROD. Connect throttle rod which runs
from the throttle cross shaft on the bulkhead to the throttle control
bracket at the center of the engine. Adjust linkage (par. 56 b) if
required.
(6) CONNECT FUEL AND PRIMER LINES. Connect fuel line to fuel
97
TM 9-731G
37
pump. Connect primer line at left side of forward carburetor and
primer lines running to each intake manifold.
(7) CONNECT TACHOMETER CABLE AND FIRE EXTINGUISHER NOZ-
ZLE. Connect tachometer cable to tachometer drive unit located on
left-hand camshaft housing. Install upper fire extinguisher nozzles and
brackets on both sides of engine compartment. Connect fire extin-
guisher pipes to nozzles.
(8) INSTALL FAN AND SHROUD ASSEMBLIES AND ACCESSORY
SHAFTS. Place fan and shroud assemblies in position in front of radi-
ator. Place a new felt gasket between shroud and holding plate. Place
a rubber bushing and collar in mounting holes, and install six bolts,
securing each fan shroud to hull plate. Place right and left accessory
drive shafts in position, and install four bolts in flanges of universal
joint at each end of accessory drive shafts.
(9) INSTALL FAN BELTS. To install the fan belts, loosen four bolts
securing each accessory drive housing to hull (fig. 45). Raise housings
to provide slack for belts. Install belts and adjust to proper tension
(par. 66 b).
(10) INSTALL INLET AND OUTLET CONNECTIONS TO RADIATOR.
Install four cap screws in radiator upper and lower water connections
to radiator (including thermostat and gaskets). Install two top radi-
ator hose and tighten clamps.
(11) CONNECT MISCELLANEOUS ELECTRICAL CONNECTIONS. Con-
nect oil pressure gage connection at right rear end of engine oil pan.
Connect oil level indicator wire to oil level indicator on left side of
oil pan. Connect starter cable to starter. Install degasser conduit on
engine and connect degasser wires to degasser connections on car-
buretors. Connect temperature gage, and boil signal wires to engine
units.
(12) INSTALL WATER PUMP AND RADIATOR EXPANSION TANK.
Install water pump with gaskets on four studs on engine and secure
with four fiber insert nuts. Install the two hose running from water
pump to radiator lower water connection and tighten hose clamps.
Install expansion tank (par. 69 b).
(13) INSTALL OIL FILLER PIPE. Install oil filler pipe and secure
it with three fiber insert nuts.
(14) FILL ENGINE OIL PAN. Install drain plug in bottom of engine
oil pan and fill with 8 gallons of specified oil.
(15) FILL COOLING SYSTEM. Install drain plug in water pump (fig.
21) and fill cooling system to level of the petcock in radiator upper
water connection ^fig. 46).
(16) INSTALL ENGINE FLOOR PLATE. Place a jack at the center
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TM 9-731G
37-38
ENGINE
of the floor plate and raise the plate against the bottom of the hull.
Install a cap screw at each corner of the plate. Remove the jack and
install the remainder of cap screws and secure with locking wires.
(17) CLOSE AND FASTEN REAR DOOR OF ENGINE COMPARTMENT.
Raise the air baffle and close the engine compartment rear door.
Install and tighten the three cap screws securing the door to rear of
hull.
(18) INSTALL DOORS AND COVERS ON ENGINE COMPARTMENT.
Place the front cover on the engine compartment and install the cap
screws. With a chain fall or hoist place the rear cover (fig. 25) in posi-
tion and install the cap screws. With a chain fall or hoist, place the
right and the left doors in position (figs. 23 and 24), and install the
cap screws.
(19) TURN BATTERY MASTER SWITCH ON, START ENGINE, AND
CHECK FOR OIL OR WATER LEAKS.
38. ENGINE MOUNTS (figs. 17 and 18).
a. Description. The four engine mounts used to support the en-
gine provide flexible rubber installation between the engine and its
mounting brackets.
b. Engine Mounts (Front) Replacement (Right or Left).
(1) REMOVAL. Remove engine compartment floor plate (par. 37
a (4)). Place a jack under front of the engine oil pan, using a wood
block between the pan and jack. Lift engine enough to take weight off
engine mounts. Remove the four bolts which hold the mount to the
support bracket. Two of these bolts are accessible through the inspec-
tion opening in the bulkhead and two through the engine floor plate
opening. Remove the long bolt which holds the halves of the mount
together. Remove the four nuts which hold the mount to the clutch
housing. The two rear nuts are accessible through the engine floor
plate opening, and the two front nuts through the inspection opening
in the bulkhead.
(2) INSTALLATION. To reinstall engine front mounts, reverse the
sequence of the steps of the removal procedure.
c. Engine Mounts (Rear) Replacement (Right or Left).
(1) REMOVAL. Remove engine compartment floor plate (par. 37
a (4)). Place a jack under rear of the engine oil pan, using a wood
block between the pan and jack. Lift the engine enough to take weight
off the engine mounts. Remove the four bolts which hold the mounts
to the support bracket. Remove the four nuts which hold the mount
to the engine. Remove the mount.
(2) INSTALLATION. Reverse the sequence of the steps in the re-
moval procedure.
99
TM 9-731G
39-41
39. GOVERNOR.
a. Description. The speed of the engine is regulated and limited
by the use of additional dual throttle plates located in each of the
carburetor adapters directly under each carburetor. These carburetor
adapter throttles are connected by a rod, which in turn is connected
to the governor located at the rear of the right-hand camshaft housing
and is driven by the right-hand intake camshaft. With the engine
idling, these governor-actuated throttles are in the wide-open position.
As the engine speed is increased the action of the governor partially
closes the throttles, thus limiting the maximum engine speed to ap-
proximately 2,600 revolutions per minute under full load. All main-
tenance on the governor must be referred to ordnance maintenance
personnel.
b. Link Adjustment. The governor throttle connecting link
should be adjusted by means of the clevis on the forward end so that
with engine stopped, both throttle levers are against the stop on both
carburetor adapters (figs. 19 and 20).
40. VALVE MECHANISM.
a. Two inlet and two exhaust valves are provided for each cylinder
and are operated by overhead camshafts, two in each cylinder head.
One shaft operates the intake valves and the other the exhaust valves.
Special nonadjustable valve push rods are used. The clearance of
0.027 to 0.030 inch is established during manufacture or overhaul, and
since this clearance is established cold and is greater than the maxi-
mum normal expansion of the parts, it should require no attention by
the using arms. Both intake and exhaust valve ports are provided with
steel alloy insert seats.
41. MANIFOLDS.
a. Intake. The intake manifolds are cast integral with the
cylinder heads and are open at each end. Carburetor adapters are in-
stalled between the carburetors and the intake manifolds. These
adapters are likewise connected to the exhaust manifolds which heat
the fuel air mixture as it comes from the carburetors. These adapters
each contain two butterfly valves operated by the engine speed gov-
ernor (par. 39).
b. Exhaust Manifolds.
(1) DESCRIPTION. Two exhaust manifolds are used, one attached
to each cylinder head. The end of each manifold is attached to the
carburetor adapter housing by means of a connecting pipe.
(2) EXHAUST MANIFOLD REPLACEMENT. Remove the three cap
screws from the upper flange and the three bolts from the lower flange
of the carburetor heater pipe which connects the ends of the exhaust
nanifold to the carburetor adapter. Remove the 6 bolts at the center
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TM 9-731G
41-43
ENGINE
of flange of the exhaust pipe. Remove the 16 nuts securing the mani-
fold to the cylinder head and remove the manifold. This procedure
applies to either the right or the left manifold. To install, reverse the
sequence of the steps in the removal procedure.
c. Water Manifolds.
(1) DESCRIPTION. Two water manifolds are used, one attached to
each cylinder head. The rear ends of the manifolds are attached to the
top of the radiator by hose connections. The front ends are attached
to the expansion tank (fig. 47) by hose connections.
(2) WATER MANIFOLD REPLACEMENT. Remove drain plug at bot-
tom of water pump (fig. 21) and drain approximately 2 gallons of
water. Loosen the hose clamps at each end of the manifold and remove
the hose. Remove the two nuts and washers from the two flanges
securing the manifold to the cylinder head and remove the manifold.
(The above procedure applies to either manifold.) To install, reverse
the sequence of the steps in the removal procedure.
42. OIL PUMP (fig. 19).
a. The oil pump is a gear type driven from the lower camshaft
drive gear. The oil pump does not require periodical checking. To
remove the oil pump, remove engine compartment floor plate (par.
37 a (4)). Remove the four nuts holding the oil pump to the crank-
case and remove the pump. To install the oil pump, reverse the
sequence of the steps in the removal procedure.
43. OIL FILTER (fig. 27).
a. Description. The oil filter consists of a stack of wheel-shaped
disks, separated from each other by spoked spacer pieces and is
mounted on a rotatable spindle. Located adjacent to this stack of
disks and spacers, is a stack of cleaner blades mounted on a rod in
such manner that each cleaner blade enters the space between ad-
jacent disks. Solids, too large to pass between the disks, remain on
the outer surface until such time as the disks are rotated past the
cleaner blades. Accumulated solids are removed from the surface by
combing action of the cleaner blades and collect in the sump around
the filter. The filter disks are rotated by a hydraulic motor operated
by oil pressure from the engine. The oil filter is located on the right
side of the oil pan at the rear, accessible through the engine compart-
ment rear door (fig. 17).
b. Operation Check. To check the operation of the filter, remove
manual turning nut, turn this nut end for end, and install it back on
shaft from which it was removed (fig. 27). Run engine at speed which
shows oil pressure at approximately 30 pounds. The manual turning
nut will rotate very slowly if the filter is operating. Mark the nut and
check position of this mark, after engine has been running for 5
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TM 9-731G
43-44
RA PD 27445
Figure 27Oil Filter
minutes, to see if it has rotated. After check is made, replace manual
turning nut in original position, and secure with lock wire. If filter
nut fails to turn, remove unit from engine for examination or replace-
ment.
c. Oil Filter Replacement. Remove engine compartment floor
plate (par. 37 a (4)). Remove six nuts securing filter to oil pan and
remove filter unit. Install filter unit and secure filter to oil pan with
six nuts. Install engine compartment floor plate (par. 37 b (16)).
d. Cleaning. Remove filter (par. 43 c). Clean filter element by
washing in dry-cleaning solvent. Turn element by means of manual
turning nut while cleaning. Continue to rotate element in solvent until
all foreign material has been removed. When thoroughly clean, allow
to dry. NOTE: Do not blow air on the element.
44. CRANKCASE BREATHER (fig. 28).
a. Description. The crankcase breather is located directly above
the water pump, accessible either from above or through the engine
compartment rear door (fig. 21). Figure 28 is an exploded view of
the crankcase breather and shows the cover and the filter element.
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TM 9-731G
44
ENGINE
COVER
FILTER
BREATHER
TIMING SLOT
Figure 28 Crank case Breather
b. Servicing Filter Element. To remove filter element for clean-
ing, release the two holding clips and lift off cover. Lift off the filter
element. The filter should be cleaned by washing in dry-cleaning sol-
vent. Blow out with compressed air, and when dry, dip in seasonal
grade engine oil. Reinstall the filter element and the cover.
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TM 9-731G
45-46
Section XII
IGNITION SYSTEM
Paragraph
Ignition system 45
Magnetos 46
Ignition timing and magneto governor advance 47
Ignition switch 48
Spark plugs 49
Spark plug wires and conduits , 50
45. IGNITION SYSTEM.
a. Description. The Ford tank engine ignition system consists
of two magnetos (par. 46), aircraft type spark plugs (par. 49) and
the necessary connecting high tension wires (par. 50). The ignition
is turned off when the magnetos are grounded by means of the ignition
switch on the instrument panel (par. 5 a (6)). If at any time the
ground wires running from the magnetos to the ignition switch were
broken, the ignition could not be turned off with the ignition switch.
On the other hand if these wires became shorted, it would be im-
possible to turn the ignition on with the ignition switch. The number-
ing of the cylinders and the firing order is shown in figure 29.
b. Trouble Shooting. Trouble shooting for the ignition system
is covered in the engine section of this book (par. 36).
46. MAGNETOS.
a. Description. Two magnetos are used, one firing the cylinders
in the right bank, and the other firing the cylinders in the left bank.
Right and left throughout this book is determined when looking at
the engine from the rear of the vehicle, looking toward the front.
These magnetos employ the induction principle of current generation,
the coil windings being stationary and the magnet rotated between
laminated hole shoes. The automatic spark advance mechanism is a
part of the engine, and is not a part of the magnetos. One governor
assembly advances the spark of both magnetos together.
b. Replacement.
(1) REMOVAL (fig. 30). Remove four screws securing breaker
point inspection plate. Remove plate. Remove four screws securing
magneto circular inspection plate. Remove plate. Remove ground
wire terminal screw. Unscrew knurled nut securing ground wire con-
duit to the magneto housing and remove ground wire and conduit
Remove four screws securing four ignition (high tension) cables to
distributor plate and lift ignition cable terminals out of recesses.
Unscrew knurled nut securing ignition cable conduit to magneto and
104
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IGNITION SYSTEM
-LEFT HAND MAGNETO
FIRING ORDER
1R-2L-3R-1L-4R-3L-2R-4L
6UJE
3REEN
-YELLOW
-RIGHT HAND MAGNETO
RA PD 27428
Figure 29Cylinder Numbering and Firing Order
remove conduit and cables. Remove lock wire and upper and lower
nuts securing magneto to accessory gear cover and remove magneto.
CAUTION: Note the position of the rotor arrow (fig. 30) in the
center of the distributor plate before removing the magneto. The mag-
neto must be replaced with the arrow pointing to the same terminal
as when removed. If engine has been turned over with magneto re-
moved, proceed as outlined in subparagraph c below.
(2) INSTALLATION. To install the magnetos, reverse the sequence
of the steps in the removal procedure, and also check the ignition
timing as outlined in paragraph 47, and adjust the magnetos in the
housing slots as outlined in paragraph 47 a (4).
c. Installing Magnetos When Timing Has Been Lost. If timing
has been lost due to engine having been turned over while either
magneto was removed, it will be necessary to get number 1 piston
of the right-hand bank of cylinders at the top of its compression
stroke, to set the right-hand magneto, or number 1 piston of the left
105
TM 9-731G
46
NUMBER 1 RED WIRE
NUMBER 2 BLUE WIRE
MAGNETO GROUND
WIRE CONDUIT
ROTOR ARROW
ft
NUMBER 4 YELLOW WIRE
BREAKER COVER
GROUND WIRE TERMINAL
RA PD 28063
Figure 30Magneto
bank for the left-hand magneto. Proceed as follows: Make certain
ignition switch is turned off. Remove number 1 spark plug from the
right bank (left bank for left-hand magneto). Install a compression
gage in number 1 spark plug hole. To turn the engine by hand, un-
cover the rear universal joint, and use a bar in the universal joint
as shown in figure 35. Turn the engine in the direction indicated by
the arrow in figure 35 until the compression gage shows piston is
coming up on compression stroke. Continue to turn until the com-
pression reading no longer increases. This will place number 1 piston
approximately at top of the stroke. Turn the magneto coupling until
the arrow in the center of the rotor (fig. 30) points to number 1
cylinder (red wire). Install the magneto in engine (par. 46 b (2))
and time ignition (par. 47 a).
d. Check and Reset Breaker Points. Remove the magneto (par.
46 b (1)). Adjust the breaker points to an opening of 0.016 inch
when the breaker arm rests on the high point of the cam as shown
in figure 31. Loosen the lock screw of the adjustable bracket (fig. 31)
Turn eccentric adjusting screw (fig. 31) until a 0.016-inch feeler
gage can be moved between the points with a slight drag, then
106
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IGNITION SYSTEM
CENTRIC ADJUSTING SCREW
ADJUSTABLE BRACKET LOCK SCREW
BREAKER
OF CAM
EMOVE TO LIFT OFF
BREAKER ARM
SCREW HOLDING
BREAKER ARM SPRING
LOWER TIMING SLOT
RA PD 27494
Figure 31Magneto with Breaker Point Cover Removed
tighten the lock screw to hold the adjustment. The contact points
must be free from oil or grease and be in alinement with each other,
so that the full surfaces of both contacts meet squarely. Pitted con-
tact points should be replaced (par. 46 e). In emergencies, the
points sometimes can be cleaned with an extremely fine hone. Do
not use a file. When point replacement becomes necessary, always
replace both the breaker arm and the contact bracket.
e. Breaker Point Replacement (fig. 31). To remove the breaker
points, remove the cap screw which holds breaker arm spring, then
remove cotter pin and washer from breaker arm pin and lift out the
breaker arm. Remove the lock screw which holds adjustable bracket,
and lift bracket off of the eccentric adjusting screw. To reinstall the
breaker points, reverse the sequence of the steps in the removal
procedure and adjust breaker points (par. 46 d).
47. IGNITION TIMING AND MAGNETO GOVERNOR ADVANCE.
a. Procedure for Checking Timing.
(1) PRELIMINARY STEPS. Open the engine compartment doors.
Remove the four screws from the flywheel inspection plate (fig. 18)
on the top left side of the flywheel housing and remove the plate.
Make certain that the ignition switch is off; then turn engine by
hand (fig. 35) until the timing mark "SPARK SETTING R.H."
appears at the opening in the flywheel housing from which the plate
was removed (fig 32). Make a narrow chalk mark across the flywheel
107
TM 9-731G
47
RA PD 77228
Figure 32Flywheel Timing Marks
on the "SPARK SETTING" mark. Turn the engine until the other
timing mark "SPARK SETTING L.H." (fig. 32) appears at the open-
ing and make a chalk mark as outlined above. NOTE: On early
production engines having the mark "SPARK RETARDED" on the
flywheel instead of "SPARK SETTING", the timing is correct when
the pointer in the flywheel housing is seven-eighths inch to the right
of the "SPARK RETARDED" mark when the spark occurs. There-
fore, a chalk mark should be placed across the flywheel seven-eighths
inch to the right of both of the "SPARK RETARDED" marks.
(2) CONNECTING THE TIMING LIGHT. To connect the timing light,
remove the nuts from the spark plug covers and remove the covers.
Remove the spark plug wire from number 1 spark plug in the right
bank to check right-hand magneto. (Use number 1 spark plug in
left-hand bank to check left-hand magneto.) Procure a short piece
of high tension wire and attach connector and terminal. Insert this
wire in number 1 spark plug (fig. 34). Attach the high tension lead
(large wire) of the timing light to the terminal of number 1 spark
plug wire and also to the connector of the short piece of wire just in-
serted in the spark plug. Connect one end of a 12-foot length of
insulated wire to the positive post of the. forward battery; attach the
other end to the positive (red) low tension lead of the timing light.
Connect the other low tension lead to any convenient ground.
108
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47
IGNITION SYSTEM
OPENING IN FLYWHEEL HOUSING
SPARK SETTING MARK R. H.
POWER TIMING LIGHT
Figure 33 Timing light
RA PD 28038
(3) USE OF NEON TUBE TYPE TIMING LIGHT. Start the engine
and allow it to warm up. Set the engine idling speed at 500 revolutions
per minute. Hold the timing light over the opening in flywheel hous-
ing so that it can flash on the timing marks (fig. 33). If the "SPARK
SETTING" mark on the flywheel appears at the pointer, the timing
is correct. If the "SPARK SETTING" appears to the left of the
pointer, the timing is advanced; adjust magnetos (par. 47 a (4)). If
the mark appears to the right of the pointer, the timing is retarded
and should be adjusted (par. 47 a (4)). Repeat the above procedure
for the second magneto.
(4) ADJUSTING MAGNETOS TO CORRECT TIMING. Remove the lock
wire and loosen the upper and lower holding nuts on the magneto, and
move the magneto in the housing slots toward the front (flywheel end
of the engine) to advance the timing, or toward the rear to retard
the timing. Recheck with timing light (par. 47 a (3)). After correct
timing is obtained, tighten magneto holding nuts and secure with
locking wire. Follow the same procedure in checking the timing and
adjusting the second magneto. Check the magneto governor advance
(par. 47 a (5)). Replace wires on spark plug and spark plug cover
plates.
NOTE: If the timing is advanced or retarded more than 3 degrees
or approximately one-half inch on the flywheel rim, it will be neces-
109
TM 9-731G
47-48
CONNECTOR
. TERMINAL
TIMING LIGHT
HIGH TENSION WIRE
SPARK PLUG CAP
NO. 1 SPARK PLUG WIRE
RA PD 28064
Figure 34Timing Light Connections
sary to reset the timing by adjusting the magneto drive gear. Notify
ordnance maintenance personnel.
(5) CHECKING MAGNETO GOVERNOR ADVANCE. Before attempting
to check the magneto governor action, the initial timing must be estab-
lished (par. 47 a (1) through (4)). With the timing light still con-
nected, increase the speed of the engine, and observe the mark on the
flywheel. The governor will start to advance when the engine speed
reaches 600 revolutions per minute, and will be fully advanced when
it reaches 1,400 revolutions per minute. The timing mark should move
to the left of the pointer as the speed of the engine increases until the
spark timing reaches maximum advance, at which time the flywheel
mark will be approximately 25/s inches to the left of the pointer. If
the timing mark does not change its position in relation to the pointer
when the engine speed is increased, the magneto governor is faulty
and should be replaced. Notify ordnance maintenance personnel.
48. IGNITION SWITCH.
a. The operation of the ignition switch is described in paragraph
5 a (6). To replace the ignition switch, remove the instrument panel
(par. 80 b). Remove the four bolts which hold the switch to the in-
strument panel and pull switch out through the back of the panel.
Disconnect the right and left ignition wire. NOTE: As these wires
are the same color, it will be necessary to tag each wire when removed.
110
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IGNITION SYSTEM
RA PD 27985
Figure 35Turning Engine by Hand
To reinstall the ignition switch, reverse the sequence of the steps in
the removal procedure.
49. SPARKPLUGS.
a. The spark plugs used are the aircraft type, Champion C88-S
and are radio shielded. The distance between the electrodes of the
spark plug when new should be 0.011 inch to 0.014 inch. Too wide a
gap increases electrical resistance and interferes with the operation
of the engine. Replace the plugs when the gap increases to 0.030 inch.
To remove the spark plugs, remove the cover plate (figs. 17 and 18)
over spark plug compartment, remove the retainer nuts and wires
from spark plugs, and remove the spark plugs using spark plug wrench
(41-W-3336-300), with handle (41-H-507-50). To reinstall spark
plugs, reverse the sequence of the steps in the removal procedure.
Ill
TM 9-731G
50
3-INCH GUN MOTOR CARRIAGE Ml OAT
50. SPARK PLUG WIRES AND CONDUITS (fig. 29).
a. General. The wires leading from the magneto to the spark
plugs may be identified for both right- and left-hand magneto by colors
marked on the wires as follows: No. 1 red, No. 2 blue, No. 3 green,
and No. 4 yellow. Spark plug wires, having cracked or damaged in-
sulation, must be replaced as such wire may cause misfiring of the
spark plug to which they are attached. If the flexible conduit becomes
damaged or frayed out, it also must be replaced to avoid chafing of
the spark plug wires.
b. Replacement of Spark Plug Wires.
(1) REMOVAL. To remove one or more spark plug wires, remove
the spark plug cover plates (figs. 17 and 18), and remove the circular
plate covering the spark plug wire terminals on the magneto (fig. 30).
Remove the retainer nut from the spark plugs of the wires to be
changed, and disconnect the terminals at the other end of the wires
from the magneto. Attach a strong cord to the terminal at the magneto
end of the wire and pull the wire out of the conduit. The cord is to be
used later to pull a new wire through the conduit.
(2) INSTALLATION. Attach the cord described in preceding para-
graph, and pull a new wire through the conduit. Attach spark plug
retainer nut and fitting to end of the wire, and attach the wire to the
spark plug. Attach the other end of the wire to the proper terminal
on the magneto (fig. 30).
c. Replacement of Flexible Conduit. To remove flexible conduit,
unscrew the knurled nut at each end of the flexible conduit. Remove
the spark plug wires from the magneto and slip conduit from the wire.
To reinstall flexible conduit, reverse sequence of the steps in the re-
moval procedure. Use new gaskets at each end of the flexible conduit
Attach spark plug wires to the magneto in their proper order (fig. 30).
112
TM 9-731G
51-52
Section XIII
FUEL SYSTEM
Paragraph
Fuel system , 51
Carburetors 52
Degassers 53
Carburetor adapters 54
Air cleaners 55
Throttle controls 56
Priming pump 57
Fuel pump 58
Fuel filter : 59
Fuel tanks 60
51. FUEL SYSTEM.
a. Description. The fuel system consists of two carburetors
equipped with degassers, a fuel pump, four fuel tanks with fuel supply
lines, a fuel filter, and a priming pump with supply lines to the intake
manifolds. The total capacity of the fuel tanks is 192 gallons.
b. Trouble Shooting. Trouble shooting for the fuel system is
covered in paragraph 36 e, f, i, j, in the engine section of this book.
52. CARBURETORS (fig. 37).
a. Description. Two Stromberg Model NA-Y5G carburetors are
used, mounted on carburetor adapters (figs. 19 and 20) connecting
the two intake manifolds at each end. The carburetors are the dual
(double-barrel) down-draft type. Each carburetor has two floats con-
nected by one lever and operating on one needle valve. A separate
main metering and idling system is provided for each barrel. Each
barrel is equipped with a degasser (par. 53). An accelerating pump,
which operates with the throttle, provides an extra quantity of fuel
for rapid acceleration. The throttle linkage is arranged so that the
forward carburetor remains closed until the rear carburetor is ap-
proximately half open (par. 56).
b. Idle Fuel Adjustment. Two idle fuel adjustment screws are
provided on each carburetor, one for each barrel. The adjusting screws
are shown in figure 37. The idle fuel adjustments on these carburetors
are extremely uniform and can be adjusted when either cold or hot.
Make the idle fuel adjustments with engine stopped. Turn each idle
fuel adjusting screw (fig. 37) in (clockwise) until it seats lightly;
then turn out one-fourth turn from the closed position. A stub (short)
screwdriver will be required for making this adjustment on the for-
ward carburetor.
c. Idle Speed Adjustment. Start the engine and run until it
reaches normal operating temperature. Back off the idle speed ad-
113
O!
52
114
TM 9-731G
TM 9-731G
52
FUEL SYSTEM
FUEL LEVEL CHECKING PLUG
IDLE FUEL
ADJUSTMENTS
- IDLE SPEED ADJUSTMENT
RA PD 27408
Figure 37Carburetor
justment (fig. 37) at each carburetor until the engine idle speed is
below 500 revolutions per minute. Set the idle speed adjustment at
one of the carburetors until the engine idle speed is 500 revolutions
per minute. Set the idle speed adjustment at the other carburetor until
the engine speed just starts to increase; then back off the adjustment
slightly.
d. Fuel Level Check. Each carburetor is provided with fuel level
checking plugs (fig. 37), one at the front of the carburetor and one
at the rear. To check the fuel level, remove the lock wire and the
plug from the inspection hole in the front side of the rear carburetor,
or the rear side of the forward carburetor. Start the engine and run
at idling speed. The fuel should be visible at the bottom of the threads
115
TM 9-731G
52-54
of the inspection hole. If fuel is not visible, the fuel level is too low.
If the fuel runs out of the inspection hole, the level is too high. In
either case, carburetor should be replaced (par. 52 e).
e. Replacement.
(1) REMOVAL OF EITHER CARBURETOR. Remove the nuts at the
top of each carburetor which attach the carburetor air intake mani-
fold to the carburetors. Loosen the clamps at the two carburetor air
intake manifold tubes, and remove the tubes from the manifold. Re-
move the carburetor air intake manifold. Disconnect the carburetor
fuel feed line at the fuel pump. Disconnect the degasser electrical
connections on the carburetor. Remove the four carburetor base nuts
holding the carburetor to the adapter. Disconnect the throttle rod
from the "ball" joint at the carburetor and remove the carburetor.
f. Installation. Reverse the sequence of the steps in the removal
procedure.
53. DEGASSERS (fig. 37).
a. Description. Each barrel of both carburetors is equipped with
a vacuum-operated degasser and an electrical control for positive
shut-off of the idle fuel mixture when stopping the engine. All fuel
flowing through the idle discharge holes must pass through the de-
gasser needle valve seat. The purpose of the degasser is to shut off
the idle fuel supply when high manifold vacuum is present during
deceleration to prevent flame and backfire through the exhaust. The
electric fuel cut-off portion of the degasser works independently of
the vacuum-operated portion although it is in the same assembly and
operates the same needle valve. A solenoid built into each degasser
closes the needle valve when the fuel cut-off button on the instrument
panel is pressed. The purpose of the fuel cut-off is to shut off the idle
fuel mixture just before stopping the engine to prevent the fuel from
reaching the cylinders and prevent the engine from continuing to
run on preignition after the ignition switch has been turned off.
b. Replacement. To remove the degasser, pull the degasser wire
out of its terminal socket. Remove the lock wire and the three screws
which hold the degasser to the carburetor and remove the degasser.
To install the degasser, reverse this procedure.
54. CARBURETOR ADAPTERS (figs. 19 and 20).
a. Description. A carburetor adapter is connected to each end of
the intake manifolds. These adapters are also connected to the ex-
haust manifolds by heater pipes which heat the fuel air mixture as
it comes from the carburetors. These adapters each contain two
throttle plates operated by the engine speed governor (par. 39 a).
b. Replacement. Remove the heater pipe (par. 41 b (2) (a)).
116
TM 9-731G
54-55
FUEL SYSTEM
AIR INTAKE^
TO
CARBURETOR
AIR INTAKE
FILTER
ELEMENT
RA PD 27277
Figure 38 Air Cleaner -Section
Remove the carburetor (par. 52 e). Disconnect the clevis at the end
of governor throttle rod. When removing the rear adapter, disconnect
the ball joint at the governor arm. Remove the six nuts which hold
the adapter to the manifold. Remove adapter. To install the car-
buretor adapter, reverse the sequence of the steps in this procedure.
55. AIR CLEANERS (fig. 38).
a. Description. Two air cleaners of the oil bath type are located
one at the right side, and one at the left side of the engine compart-
ment mounted on the bulkhead.
b. Maintenance. Remove the three wing nuts from the bottom
plate of the cleaner, and remove the baffle and cup assembly. Remove
the filter element by pulling the clip down. Wash the filter element
with dry-cleaning solvent. Dry and blow out with compressed air in
reverse direction to normal air travel. Clean and refill the cup to
proper level with oil specified (section VI). Care should be taken
not to fill the cup above the oil level mark. Place the cup assembly on
cleaner and fasten with the three wing nuts. Check carburetor air
manifold tube connections for leaks.
c. Replacement. Disconnect the air tube connections at car-
buretor air intake manifold and air cleaners. Remove the tubes. Re-
117
JC
h-
55
0>
111
TM 9-731G
TM 9-731G
55-56
FUEL SYSTEM
move the cup from the cleaner. Remove the four cap screws which
hold the mounting band and remove the cleaner. To install the air
cleaner, reverse the sequence of the steps in this removal procedure.
56. THROTTLE CONTROLS.
a. General. The carburetor throttle control linkage as shown in
figure 39 is arranged so that throttle plates of the rear carburetor open
to approximately half throttle before the forward carburetor throttle
plates start to open. The rate of opening of the throttle plates in the
forward carburetor is approximately twice as fast as for the rear
carburetor with the result that both reach the wide open point together.
b. Adjustment. To adjust the throttle linkage for the proper
throttle opening, the ball and socket joint on each throttle control rod
(fig. 39) is screwed on the rod to attain a length of 165/g inches for
each rod, measured from the center of the ball to the center of the
pin hole at the other end of the rod. Adjust the length of the rod
connecting between the lever at the center bracket and the cross shaft
on the bulkhead to attain a length of 23 inches, measuring from the
end of the ball joint to the end of the ball joint at the other end of
the rod. After all control rods are connected, adjust the dog on the
inner end of the cross shaft (center bracket) so that the rear car-
buretor will start to open with a slight movement of the throttle rod.
f. Hand Throttle.
(1) DESCRIPTION. The hand throttle mounted on the power train
housing (fig. 7) is connected to the carburetor control through rods
and three cross shafts. One cross shaft is located at the rear of the
driver's seat, one at the clutch housing, and one on the rear side of
the bulkhead. The rear of the throttle cable is connected to the foot
throttle through a slip connection which allows either foot or hand
throttle to be operated independently of each other.
(2) REPLACEMENT. Loosen the lock nut at the bottom of the
hand throttle bracket, and remove the cable and conduit from the
bracket. Remove the screws from the driver's compartment subfloor
and remove the floor. Remove rear nut from hand throttle conduit
where it is attached to the cross member. Remove adjusting nut and
spacer from rear end of throttle cable and remove conduit and cable.
To reinstall the hand throttle, reverse the sequence of the steps in the
removal procedure.
(3) ADJUSTMENT. Adjust the nut on the rear of hand throttle cable
at the foot throttle cross shaft lever so that the throttle button has
approximately Vi-inch free movement.
d. Foot Throttle.
(1) DESCRIPTION. The foot throttle pedal (fig. 7) is connected to
the carburetor control through the same rods and three cross shafts
used with the hand throttle.
119
TM 9-731G
56-59
(2) REPLACEMENT. Remove the screws from the driver's compart-
ment subfloor and remove the floor. Remove the lock wire and bolt
from the bracket at the base of the throttle pedal, also remove the
clevis pin from the rod connecting the pedal to the cross shaft at the
rear of the driver's seat. Remove the pedal. To install the foot throttle
pedal, reverse the sequence of the steps in the removal procedure.
e. Governor Control. The operation of the governor which con-
trols and limits the engine speed through additional throttles in the
carburetor adapters is described in paragraph 39 a. Adjustment of
governor throttle control rod is outlined in paragraph 39 a.
57. PRIMING PUMP.
a. Description. The operation of the priming pump located on
the front bow in driver's compartment (fig. 7) is described in para-
graph 5 h (4).
b. Replacement. Disconnect the inlet and outlet gasoline lines
at the priming pump. Remove the two cap screws from each side of
the priming pump bracket and remove the priming pump. To reinstall,
reverse the sequence of the steps in the removal procedure.
58. FUEL PUMP.
a. Description. The fuel pump is of the conventional diaphragm
type (AC) and is mounted on the left-hand cylinder head (fig. 18).
The pump is driven by the left intake camshaft. The pump maintains
from 4Va to 6 pounds fuel pressure in the carburetors.
b. Service and Test. At each inspection, the pump should be
checked for leaks at connections, and for tightness of screws on top
of pump. To test the fuel pump, disconnect fuel line at either outlet
connection at the pump, and attach a fuel pressure gage. Using the
starter, crank the engine. The fuel pressure should be between 4Vi
and 6 pounds. Low pressures will starve the carburetor under full
load. High pressures will cause a high fuel level in the carburetor float
bowl.
c. Replacement. Close the fuel shut-off valves (fig. 9). Discon-
nect the inlet and outlet fuel line connections at the pump. Remove
the twoT nuts which secure pump to cylinder head and remove the
fuel pump. To install the fuel pump, reverse the sequence of the
steps in this removal procedure. NOTE: Approximately 20 seconds
are required for a dry fuel pump to supply fuel while engine is being
cranked with the starter.
59. FUEL FILTER.
a. Description (fig. 40). The filter assembly consists of a stack-
type disk element and a metal filter bowl located on left side of the
engine compartment. Inlet and outlet passages are marked "IN" and
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TM 9-731G
59
FUEL SYSTEM
RA PO 27W
Figure 40Fuel Filter
"OUT". The filter element consists of a large number of filter disks
(0.020 in. thick) stacked and squeezed together.
b. Drain. Close the fuel shut-off valves and remove the drain
Plug at the bottom of the filter bowl to remove accumulated dirt and
water.
c. Clean Filter Element (fig. 40). Remove the center stud at
the top of the filter. Remove and clean the bowl and wash the filter
element in dry-cleaning solvent. Care must be taken to prevent dam-
age to the disks. Do not scrape or scrub the disks. Do not attempt
to disassemble the filter element; replace element if it cannot be
cleaned satisfactorily. Before replacing filter bowl, inspect and re-
Place the gasket if necessary.
d. Replacement of Filter Assembly. To remove the filter assem-
bly, close the fuel shut-off valves (fig. 9). Disconnect the filter outlet
pipe at the fuel pump and disconnect fuel pipe from the filter. Dis-
121
TM 9-731G
59-60
PD 27401
Figure 41Fuel Tank Drain Plug
connect the inlet pipe connection at the filter. Remove the two cap
screws which hold the filter to the fire wall. Remove the filter. To
reinstall, reverse the sequence of steps in the removal procedure.
60. FUEL TANKS.
a. Location and Capacity. Four horizontal fuel tanks are pro-
vided. Two are located in the engine compartment right sponson and
two in the left sponson. The capacity of the right and left rear tanks
is 39 Va gallons each. The capacity of the right front tank is 58 gallons.
The capacity of the left front tank is 55 gallons.
b. Draining Fuel Tanks. The drain plug for the right front tank
is located on the bottom of the right sponson just above the rear bogie
track support wheel. The drain plug for the left front tank is located
in a similar position on the bottom of the left sponson. The drain
plug for the right rear tank is located on the bottom of the right
sponson above the track idler wheel. The drain plug for the left
rear tank is located in a similar position on the bottom of the left
sponson. To remove any of the four drain plugs, proceed as follows:
Remove two screws from the round plate on the bottom of the sponson
and loosen the third screw. Swing the round plate out of the way
(fig. 41). Remove the drain plug.
c. Replacement of Right Front Tank.
(1) REMOVAL. Drain the tank (par. 60 b). Disconnect the fire
extinguisher line connections at nozzles, and remove the lines which
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TM 9-731G
60
FUEL SYSTEM
are in front of the fire wall. Disconnect the fuel line and remove fuel
line elbow from the tank. Disconnect radiator vent pipe at the radi-
ator and at the expansion tank, remove the holding clips, and remove
the pipe. Remove the cap screws and nuts which hold the fire wall to
the sponson and remove the fire wall. Remove the bolt from each
hold-down strap. Remove the filler cap. Move the tank part way
out and disconnect fuel level gage wire from tank float. Remove
the tank.
moval procedure.
d. Replacement of Left Front Tank. Follow the sequence of
the steps for the removal of the right front tank (par. 60 c) and in
addition remove the fuel filter (par. 59 d) and the expansion tank
(par, 69 b). To reinstall the left front tank, reverse the sequence of
the steps of this removal procedure.
e Replacement of Right or Left Rear Tank.
(1) REMOVAL. Drain the tank (par. 60 h). Remove the front tank
(par. 60 c). Disconnect the fuel line at the tank, and remove the
fuel line elbow from the tank. Remove the fan and shroud assembly
(par. 66 d). Remove upper radiator baffle (par. 64 b). Remove the
cap screws and nuts which hold the fire wall to the sponson and re-
move the fire wall. Remove the cap screws which hold the rear in-
spection plate to the sponson and remove the plate. Remove bolt
from each hold-down strap. Remove the filler cap. Move the tank
forward, and disconnect the fuel level gage wire from the tank float.
Remove the tank.
moval procedure.
f. Fuel Tank Shut-off Valves. A shut-off valve for each tank
is located in the left side of the engine compartment with controls in
the fighting compartment on the forward side of the bulkhead (fig. 9).
123
TM 9-731G
61-62
Section XIV
COOLING SYSTEM
Paragraph
Cooling system 61
Antifreeze 62
Corrosion inhibiter 63
Radiator 64
Water pump 65
Fans 66
Accessory drives 67
Thermostat 68
Expansion tank and filler 69
61. COOLING SYSTEM.
a. General Description (fig. 42). The engine is cooled by circu-
lation of water through the water jackets which extend the full length
of the cylinder bores. The water is circulated through the engine block
and radiator by a centrifugal pump (par. 65).
b. Cooling System Seal. The entire cooling system is sealed by
means of a pressure filler cap which remains closed until a pressure of
12 pounds is reached. This results in raising the boiling point of the
water, thus reducing loss of water or antifreeze. An expansion tank
permits steam or antifreeze vapors to condense and return to the
cooling system further reducing the loss of water or antifreeze.
c. Capacity. The capacity of the entire cooling system is 17 gal-
lons.
d. Maintenance. Always use clear water, preferably rain or soft
water if possible. Do not put cold water into the system when the
engine is hot. The radiator and cooling system should be drained,
flushed, and refilled with clean water and corrosion inhibiter added
(par. 63) at each 1,000 mile inspection (par. 33 a (5)). A drain plug
is provided at the bottom of the water pump (fig. 21). The expansion
tank is provided with a drain plug (fig. 47). A drain plug at the rear
of each bank of cylinders located approximately 6 inches ahead of the
engine rear mounts (figs. 17 and 18), is provided for draining the water
from the cylinder block. NOTE: On earlier production engines the
cylinder block drain plugs are located at the engine rear mounts
(fig. 43).
62. ANTIFREEZE.
a. High boiling point permanent antifreeze solutions or alcohols
are satisfactory as antifreeze solutions. However, a corrosion inhibiter
-vust be used, preferably as part of the antifreeze.
124
TM 9-731G
62-64
COOLING SYSTEM
-RADIATOR (UPPER) WATER CONNECTION
-TEMPERATURE GAGE ENGINE UNIT
RADIATOR VENT
PIPEs
FAN SHROUD
FAN
FAN BELTS
EXPANSION TANK
PRESSURE FIILERCAP
EXPANSION TANK
OVERFLOW PIPE
BOIL GAGE-
ENGINE UNIT
WATER MANIFOLDS
WATER PUMP CONNECTION
TO CYLINDER BLOCK
WATER LEVEL
PET COCK
RADIATOR (LOWER)
WATER CONNECTION
RADIATOR VENT PIPE
FAN
FAN SHROUD
RADIATOR
RA PD 27550
Figure 42 Cooling System
63. CORROSION INHIBITER.
a. To control rusting of the iron in the cooling system and the cor-
rosion of the aluminum cylinder block and cylinder heads, a soluble
oil corrosion inhibiter must be used. It is important when the cooling
system is refilled with fresh water after draining, especially when
antifreeze is not being used, that 14 ounces of this inhibiter be added
to the water.
64. RADIATOR.
a. Description.
The radiator is of the tube and fin cross-flow
125
TM 9-731G
64
RA PD 27424
Figure 43 Engine Block Drain Plug
type, using flat horizontal tubes. The hot water flows through the tubes
to which are attached thin vertical copper fins. Air forced between
these fins by the fans carries the heat away, thus cooling the water.
b. Replacement.
( 1 ) REMOVAL OF RADIATOR.
(a) Preliminary Work. Open the engine compartment doors. Re-
move the three cap screws which hold the rear door of the engine
compartment closed. Raise the radiator air baffle and allow it to rest
on top of the engine compartment rear door after the door is all the
way open. Remove the cap screws which secure the engine compart-
ment rear cover plate to the hull and lift the cover from the hull with
a chain fall or hoist (fig. 25). Remove the four bolts which secure the
radiator hold-down plate to the fan shrouds and remove the plate.
Remove the plug at the bottom of the water pump (fig. 21) and drain
the cooling system. Loosen hose clamps, and remove the radiator
upper hose and radiator to water pump hose.
(b) Remove Radiator Upper and Lower Water Connections. Re-
move the four cap screws from the radiator upper and lower water
connections, and remove the connections.
126
TM 9-7310
64-65
COOLING SYSTEM
RADIATOR LIFTING HOOK
RADIATOR
RA PD 77414
Figure 44Radiator Removal
(c) Remove Upper and Lower Radiator Baffles and Disconnect
Vent Pipes. Remove one bolt on each end which holds the lower air
baffle and remove baffle. CAUTION: The air baffle can be rested on
top of the engine compartment rear door to take some of the weight
off the bolts; however, to remove the baffle requires two men, one at
each end to hold baffle up as bolts are removed so that it can be lowered
gradually. Remove one bolt at each side of the upper radiator air
baffle located at the top rear of the radiator, and remove through the
opening below baffle. Disconnect both ends of the short length of each
vent pipe at the top of the radiator and remove the pipes.
(d) Remove Radiator. Connect radiator lifting hook and carefully
pull out radiator (fig. 44), using a chain fall or hoist.
(2) INSTALLATION OF RADIATOR. To install the radiator, reverse
the sequence of the steps in the removal procedure.
65. WATER PUMP.
a. Description (fig. 21). The water pump is a centrifugal type
driven by a splined shaft from the rear of the crankshaft.
127
TM 9-731G
65-66
b. Lubrication. The water pump is lubricated from the engine
and a permanent water seal is used; therefore, no attention is required.
c. Replacement.
(1) REMOVAL. Open the rear door of the engine compartment
(par. 64 b (1) (a)). Remove the plug at the bottom of the water
pump (fig. 21) and drain the cooling system. Loosen the hose clamps,
and remove the two hose running from the radiator to the water pump.
Remove the four nuts which hold the water pump to the crankcase,
two at center connection and two at water connection at the left, and
remove the pump.
d. Installation of Water Pump. To install the water pump, re-
verse the sequence of the steps in the removal procedure, using new
gaskets and water hose connections if necessary.
66. FANS.
a. Description. Two 2 6-inch diameter six-blade blower or pusher-
type fans are used. They are mounted in the front of the radiator. The
fans draw air in through the openings in the engine compartment doors
and force the air out through the radiator and air baffles back of the
radiator. Each fan is driven by two matched V-belts (fig. 45) from
pulleys on the accessory drive housings (mounted on the sides of the
hull toward the rear of the engine compartment).
b. Fan Belt Replacement or Adjustment (fig. 45). Replacement
or adjustment of the fan belts is made by moving the accessory drive
housing up or down in slots provided after loosening the four nuts
which secure the housing to the hull sides. The belts are correctly ad-
justed when approximately 1-inch movement can be obtained with
the fingers at a point midway between the fan and accessory drive
pulleys (fig. 45). NOTE: When replacement of belts is made, always
replace both belts running on the same pulleys.
c. Fan Bearing Lubrication. The fan bearings are packed when
assembled and should require no further lubrication between overhaul
periods.
d. Replacement of Fan and Shroud Assembly (fig. 22). To
remove fans and shrouds, open the engine compartment doors and re-
move the engine compartment rear cover plate (par. 64 b (1) (a)).
NOTE: It is not necessary to remove the engine compartment doors.
Loosen and remove the fan belts (par. 66 b). Remove the two bolts
and four cap screws from each fan shroud and remove the assemblies.
To reinstall, reverse the sequence of the steps in the removal pro-
cedure.
e. Replace Fan Bearings.
(1) REMOVAL. Remove fan and shroud assembly (par. 66d). Re-
move the six cap screws from the fan hub and remove the pulley and
fan blades. Bend up the ear of the lock washer from the slot in the
128
TM 9-731G
66-67
COOLING SYSTEM
ACCESSORY DRIVE HOUSING
wmmm
ACCESSORY DRIVE SHAFT
RA PD 27429
Figure 45Fan Belt Adjustment
round nut at the front of fan shaft and remove the nut with a spanner
wrench. Remove shaft and hub from the shroud. Remove the round
nut at rear of shaft in the same manner as outlined for removing front
nut; then tap out shaft using a soft hammer (lead, copper, or rawhide).
Tap the front bearing from the hub with a brass drift and remove the
two spacers. Remove the lock ring and tap out the rear bearing with
a brass drift.
(2) INSTALLATION. To install the fan bearings, reverse the
sequence of the steps in the removal procedure. Make certain that
both bearings are packed with lubricant before assembling.
67. ACCESSORY DRIVES.
a. Description. The accessory drives are located on the right
and left walls of the engine compartment to the rear of the engine.
These accessory drives contain bevel gears running in engine oil which
transmit the power from the engine accessory shafts to drive the gen-
erators and fans. The accessory drives are provided with bayonet type
oil level gages, which are a part of the filler plugs.
129
TM 9-731G
67-68
BOIL GAUGE ENGINE UNIT.
TEMPERATURE GAUGE ENGINE UNIT
RADIATOR INLET HOUSING
WATER LEVEL PET COCK GASKE1
Figure 46Thermostat
THERMOSTAT
GASKET
RA PD 77869
. b. Replacement.
(1) REMOVAL. Remove the accessory drive shaft (par. 37 a (12)).
Remove the generator (par. 72 c). Loosen the four nuts securing the
accessory drive housing to the hull, and lift the assembly so that the
fan belts can be removed from the pulleys. Take off the nuts and re-
move the accessory drive assembly from the hull. NOTE: The above
procedure applies to either the right or left accessory drive.
moval procedure.
68. THERMOSTAT.
a. Description (fig. 46). The thermostat located in the inlet
opening of the radiator is of the bypass bellows type and is nonadjust-
able. This thermostat prevents the circulation of water in the radiator
until the engine reaches normal operating temperature. The thermo-
stat starts to open at 140 F.
h. Replacement. Open the engine compartment doors. Remove
drain plug at bottom of water pump (fig. 21) and drain out enough
water (approximately 2 gallons) so that the level is below the thermo-
stat. Remove the four cap screws from radiator upper water connec-
tion. Loosen hose clamps from both radiator upper hose at the engine
and at the thermostat housing. Remove the hose. Remove the water
connection and the thermostat from the radiator (fig. 46). To install,
reverse the sequence of the steps in the removal procedure, installing
new gaskets if required.
130
TM 9-731G
68-69
COOLING SYSTEM
a RADIATOR VENT PIPES
EXPANSION TANK OVERFLOW PIPE
PRESSURE FILLER CAP
VACUUM VALVE
PRESSURE VALVE
DRAIN PLUG jm BET'IPM XA/ATEP p
EXPANSION TANK OVERFLOW AND RETURN PIPE
EXPANSION TANK FILLER NECK
Figure 47Radiator Filler and Expansion Tank
69. EXPANSION TANK AND FILLER (fig. 47).
a. Description. The expansion tank, located on the bulkhead at
the front of the engine, catches the water or steam that may be forced
out of the cooling system. When a sufficient pressure (12 Ib) is built
up in the cooling system due to expansion of the coolant, the pressure
valve in the filler cap opens, and the excess water or steam goes into
the expansion tank. As the engine cools, a vacuum is formed in the
sealed cooling system drawing water back into the cooling system
again through a vacuum valve in the pressure cap (fig. 47).
b. Replacement. Drain out enough water (approximately 2 gal-
lons) so that level is below the expansion tank. Remove the left air
cleaner to intake manifold tube. Loosen the hose clamps at the bot-
tom of the expansion tank. Remove the four cap 'screws which hold
the expansion tank bracket to the bulkhead. Lift up expansion tank
and remove the two water hose from the bottom of the tank. Remove
the tank. To install, reverse the sequence of the steps in the removal
procedure.
c. Drain Expansion Tank. To drain the expansion tank, remove
the drain plug on the right side of tank (fig. 47).
131
TM 9-731G
70
Section XV
ELECTRICAL SYSTEM AND EQUIPMENT
Paragraph
General description 70
Generating system 71
Generators 72
Generator circuit breaker 73
Generator regulator 74
Generator filter 75
Battery 76
Starting system 77
Starter 78
Starter solenoid 79
Instrument panel _ 80
Circuit breakers 81
Fuel cut-off switch 82
Utility outlet sockets 83
Ammeter 84
Ignition switch 85
Voltmeter 86
Blackout driving light switch 87
Starter button 88
Light switch 89
Fire detector signal 90
Instrument panel lights 91
Transmission oil temperature gage 92
Oil level gage 93
Low oil pressure signal 94
Engine boil signal 95
Engine temperature gage 96
Fuel level gage 97
Fuel level gage selector switch 98
Panel light rheostat switch 99
Battery master switch 100
Radio master switch 101
Headlights 102
Taillights 103
Stop light switch 104
Compartment light 105
Inspection light 106
Siren 107
Conduits and wires 108
Trouble shooting 109
Wiring 110
132
TM 9-731G
70
HEADLAMPS
FRONT TERMINAL BOX
INSTRUMENT PANEL
RADIO MASTER SWITCH
STARTING MOTOR
SOLENOID
AMMETER SHUNT
FIRE DETECTORS
CIRCUIT BREAKER
TRANSMISSION OIL
TEMPERATURE GAGE
TEMPERATURE GAGE
REAR TERMINAL BOX
OIL PRESSURE GAGE
ENGINE UNIT
RADIO
TERMINAL
BOX
DOME LIGHT
BATTERIES
GROUND CABLE
R.H. GENERATOR REGULATOR
L.H. GENERATOR REGULATOR
TERMINAL BOX COVERS
FIRE DETECTORS
STARTING MOTOR
R.H. FUEL TANK GAGES
CIRCUIT BREAKER
R.H. GENERATOR
CARBURETOR DEGASSERS
OIL LEVEL GAGE ENGINE UNIT
UTILITY SOCKET
TAIL LAMP
RA PD 27548
Figure 48 Electrical System
7O. GENERAL DESCRIPTION.
a. The Gun Motor Carriage M10A1 uses a 24-volt electrical sys-
tem. All units of the electrical system are designed for 24-volt opera-
tion with the exception of the blackout driving lamps. The blackout
driving lamp circuit includes a resistance (fig. 55) that permits the
use of 6-volt bulbs. Figure 48 shows the location of each of the units
of the electrical system with regard to other units. The electrical sys-
tem consists of: the generating system (par. 71), the starting system
(par. 77), the electrical instruments (pars. 80 through 99), and the
light and siren circuits (pars. 102 through 107). General discussions
that apply to the entire electrical system are given in paragraphs 70,
133
70
134
TM 9-731C
TM 9-731G
70-71
10O, 1O1, 108, 109, and 110. Figure 49 is a wiring diagram of the entire
vehicle. Figure 54 is a wiring diagram of the instrument panel.
71. GENERATING SYSTEM.
a. Description. As shown in figure 50, the generating system
consists of generators (par. 72), the generator regulators (par. 74),
the battery (par. 76), and the various connecting wires (fig. 50). The
entire system, including the ground circuit, must be considered in the
event of failure.
1>. Ground Circuit. The path of the current from the generator
to the battery through ground is of equal importance with the other
side of the circuit. The ground circuit includes the battery ground
cable, the contact between the accessory drive housing and the hull,
and the contact between generator flange and the accessory drive
housing. All of these surfaces of contact must be clean and free from
paint to assure good electrical connection. Abnormal electrical re-
sistance at any of these points will cause a reduction in the generator
output, and prevent the generator from being fully charged.
c. Armature Brush to Battery Circuit.
(1) GENERAL. The path of the current from the generator arma-
ture brush to the battery passes through the generator regulator, in-
cluding the cut-out points. Any extra resistance in the circuit will re-
sult in limiting the generator before the battery is fully charged. If
the generator regulator is not properly grounded, the cut-out will not
close, and the generator cannot charge the battery; therefore, the re-
sulting excessive generator field current may destroy the generator.
(2 ) CIRCUIT BREAKERS. If the cut-out points would fail to open
when the generator stops charging, the battery would discharge
through the generator at a very high rate, running the battery down.
A circuit breaker (par. 73) in the generator circuit protects the gen-
erator from continued abnormal loads. A short circuit in the system
will cause the circuit breaker to open. If the circuit breaker is faulty
and fails to protect the circuit in which it is located, it should be re-
placed. A short circuit will cause the destruction of the wires and some
of trie devices in the circuit.
d. Trouble Shooting.
( 1) BATTERY FULLY CHARGED BUT USES EXCESSIVE WATER.
Generator regulator faulty. Replace (par. 74 c).
( 2 ) BATTERY FAILS TO CHARGE OR CHARGES INSUFFICIENTLY.
Generator ground circuit resist- Correct, removing abnormal re-
ance. sistance (subpar. b above).
Generator armature brush to Correct, removing abnormal re-
battery circuit resistance. sistance (subpar. c above).
Generator regulator faulty. Replace (par. 74 c).
Generator faulty. Replace (par. 72 c).
135
TM 9-731C
71
VOLTMETER
AMMETER
INSTRUMENT PANEL
RADIO MASTER SWITCH
AMMETER SHUNT
GENERATOR CIRCUIT BREAKER
L. H. GENERATOR
GENERATOR CIRCUIT BREAKER
R. H. GENERATOR
BATTERY GROUND CABLE
R. H. GENERATOR REGULATOR
L. H. GENERATOR REGULATOR
RA PD 27551
Figure 50Generating System
136
TM
9-731G
71
(3) BATTERY CHARGES FULLY BUT RUNS DOWN QUICKLY.
Possible Cause
Battery is worn out or defective.
Short circuit in system (subpar.
e (2) above).
Cut-out points fail to open.
(4) GENERATOR BURNS OUT.
Faulty generator regulator.
Possible Remedy
Replace (par. 76 d).
Locate and correct (par. 109 I>
(2)).
Replace generator regulator
(par. 74 c).
Armature and field wires trans-
posed at either the generator
or the regulator.
(5) GENERATOR
CIENTLY.
Generator burned out.
Replace generator (par. 72 c)
and generator regulator (par.
74 c).
Replace the generator (par. 72
c) and the generator regulator
(par. 74 c) and connect wires
correctly (fig. 49).
FAILS TO GENERATE OR GENERATES INSUFFI-
dirty
Generator commutator
(par. 72 b (2)).
Generator commutator worn
(par. 72 b (2)).
Generator brushes worn
72 b (2)).
Generator brushes sticking (par.
72 b (2)).
Excessive resistance in generator
ground circuit (subpar. b
above).
Excessive resistance in generator
armature brush to battery cir-
cuit (subpar. c above).
Resistance in cut-out points
(subpar. c above).
Voltage regulator incorrect (par.
74 a (1)).
Current limitation incorrect
(par. 74 a (2)).
Cut-out closing voltage too high.
OR
Replace generator (par. 72 c)
and generator regulator (par.
74 e) making sure armature
and field wires are not trans-
posed.
Clean commutator with sand
paper.
Replace generator (par. 72 c).
(par. Replace brushes.
Free brushes.
Clean and tighten all contacts as
outlined in subparagraph b
above.
Remove excessive resistance
(see subpar. c above for
TM 9-731G
73-74
RIGHT HAND GENERATOR REGULATOR
SPRING LOADED DRAIN VALVE
FIRE EXTINGUISHER
TERMINAL BOX COVER
WIRE CONDUITS
j TERMINAL BOX COVER
7 LEFT HAND GENERATOR REGULATOR1
RA PD 17723
Figure 51 Generator Regulators
controlled. This circuit breaker protects the generator and wires from
burning in case of an overload in the circuit. No push button is re-
quired to restore the circuit breaker operation, as it opens and closes
thermostatically. This circuit breaker does not prevent the battery
from running down if the cut-out points stick. It merely prevents the
generator from burning out.
b. Replacement. Remove the four screws which hold the genera-
tor terminal box cover (fig. 22). Lift off the cover, and disconnect the
two wires from the circuit breaker. Remove the two bolts which hold
the circuit breaker to the terminal box cover and remove the circuit
breaker. To install the circuit breaker, reverse the sequence of the
steps in the removal procedure.
74. GENERATOR REGULATOR.
a. Description. The two generators are each equipped with a
generator regulator located on the floor of the fighting compartment.
The generator regulator includes a voltage regulator, current limitator,
and reverse current relay or cut-out.
(1) THE VOLTAGE REGULATOR UNIT. This unit controls the volt-
age of the generator, and holds the potential constant between the
limits of 27Va and 29^a volts (at 70 F surrounding temperature) de-
139
TM 9-731G
74-76
pending on the state of charge of the battery. The current output is
automatically varied in accordance with the state of charge of the bat-
tery and the current strength in the battery circuit.
(2) THE CURRENT LIMITATOR. The current limitator unit limits
the maximum current output of each generator from 50 to 54 amperes
to prevent an overload in the generator.
(3) THE REVERSE CURRENT RELAY OR CUT-OUT. This unit auto-
matically connects the generator to the battery when the generator
voltage is above the battery voltage and again disconnects the gen-
erator when its voltage falls below the battery voltage. The cut-out
points close at between 25 and 26.5 volts.
b. Inspection and Adjustments. When properly installed and
operating, the generator regulators will not require any adjustment.
If the regulator fails to control the voltage (subpar. a (1) above) or
to limit the current (subpar. 74 a (2) above), and it has been deter-
mined that trouble is not caused by loose or transposed connections
or faulty generator, the generator regulator at fault should be replaced.
c. Generator Regulator Replacement. Turn the battery master
switch off. Remove the wing nuts from the cover over the regulator
terminal box (fig. 51) and remove cover. Disconnect wires and con-
duits. Remove the four nuts which hold the regulator in place and re-
move regulator. To install the generator regulator, reverse the se-
quence of the steps in the removal procedure, making sure that the
regulator is properly grounded to the hull.
75. GENERATOR FILTER.
a. Description. A generator filter is provided in each generator
regulator which prevents the radio from picking up generator noise.
b. Replacement. Turn the battery master switch off. Remove
the four nuts which hold the regulator to the floor of the vehicle (fig.
51). Turn regulator upside down and remove the lock wire and screws
from the bottom cover. Remove the lock wire and screw from each
terminal of the filter. Remove the lock wire and two screws from one
end of the filter strap and one screw from the other end. Remove the
filter. To reinstall the filter, reverse the sequence of the steps in the
removal procedure.
76. BATTERY.
a. Description. Two 12-volt storage batteries connected in series
are located on the left side of the hull floor in the fighting compart-
ment behind the driver. A battery master switch (par. 100) and a
radio master switch (par. 101) are provided. When these switches are
both off, the batteries are disconnected and all electrical circuits are
open.
140
TM 9-731C
76
STARTING MOTOR SOLENOID
STARTER BUTTON
INSTRUMENT PANEL
BATTERIES
RA PD 27554
Figure 52Starting System
141
TM 9-731G
76-78
b. Maintenance and Inspections. Battery terminals and termi-
nal posts will be frequently checked, cleaned, and coated with petro-
latum. Check the battery fluid level once a week and after every long
run. Maintain the level to one-fourth inch above the top of the plates
by adding water. (Water suitable for drinking will be satisfactory for
the batteries.) Take a specific gravity reading every 25 hours and
exchange a battery having a specific gravity of 1.225 or less at 80 F
for a fully charged one.
c. Specific Gravity Tests. The state of charge of the batteries
can be determined by a specific gravity reading of the electrolyte.
Use a hydrometer equipped with a thermometer and a temperature
compensating table, and adjust the reading to compensate for the
temperature of the electrolyte. A specific gravity of 1.275 or more
indicates full charge. A specific gravity reading of 1.225 or less indi-
cates approximately one-half full charge. Batteries nearly discharged
will freeze at freezing temperature.
d. Battery Replacement. Turn the battery master switch off.
Open door in the turret platform and remove the cover from the bat-
tery. Disconnect the battery cables. Remove the nuts which hold the
battery holding straps to battery box. Remove the battery. To install
the battery, reverse the sequence of the steps in the removal proce-
dure, placing batteries so that the ends with the terminal posts will be
next to the propeller shaft.
e. Battery Cables.
(1) DESCRIPTION. These are heavy cables made up of many
strands of small wire and are heavily insulated. As these cables carry
heavy current, the terminals must be kept clean and the cables must
be inspected periodically for abrasions of the insulation. Terminal
connections are to be cleaned as outlined in subparagraph b.
(2) BATTERY CABLE REPLACEMENT. Disconnect cable connec-
tions at both ends of the cable and remove the cables. To reinstall,
reverse this procedure, making sure that a good clean contact is made.
77. STARTING SYSTEM.
a. Description. As shown in figure 52, the starting system con-
sists of the starter (par. 78), starter solenoid (par. 79), the starter
button on the instrument panel (par. 88), the batteries (par. 76), and
the various wires and cables connecting these units.
b. Trouble Shooting. Trouble shooting for the starting system
is covered in paragraph 36.
78. STARTER.
a. Description. The starter (fig. 17) is a 24-volt type mounted
n the right side of flywheel housing and its power is transmitted to
142
TM 9-731G
78-79
AMMETER SHUNT **DK> MASTER SWITCH WIRE TO STARTER BUTTON
RESET BUTTON FOR GUN SOLENOID \ \ BATTERY MASTER SWITCH
CIRCUIT BREAKER
GUN SOLENOID CIRCUIT BREAKER
SOLENOID TO MASTER SWITCH CABLE
CABLE TO STARTING MOTOR
STARTING MOTOR SOLENOID
RA PD 27975
Figure 53Electrical Devices in Battery Compartment
the engine through an automatic drive. A solenoid switch, located in
the battery compartment, closes the electrical circuit of the starter
when the starter button on the instrument board is pressed. Rotation
of the starting motor shaft causes the pinion of the automatic drive
to advance and mesh with the flywheel ring gear. After the engine
starts and the flywheel speed exceeds that of the starter, the pinion
releases from the flywheel automatically. The starter bearings do not
require lubricating between overhaul periods.
b. Starter Replacement. Open the engine compartment doors.
Remove the engine compartment floor plate (par. 37 a (4)). Dis-
connect starter cable. Remove the two nuts and one bolt which hold
the starter to the engine oil pan. Remove the starter. To install the
starter, reverse this procedure.
79. STARTER SOLENOID.
a. Description. The entire circuit from the batteries to the starter
requires heavy cables, due to the large amount of current used. In
order to avoid the running of heavy cables up to the instrument panel,
a solenoid switch is installed in the starter circuit. This solenoid
switch closes magnetically when the starter button on the instrument
143
0)
0)
79
144
TM 9-731G
TM 9-731G
79-81
panel is pressed. The starter solenoid switch is mounted in the battery
compartment directly below the battery master switch (fig. 53).
h. Replacement.
(1) REMOVAL (fig. 53). Turn the battery master switch off. Raise
the battery cover in the turret platform. Remove the battery com-
partment cover and remove the partition separating the battery and
switch compartment. Remove the positive cable connection from the
battery terminal. Disconnect the cable running to the starter at the
solenoid terminal. Disconnect the short length of cable running from
the solenoid to the master switch at the switch terminal. Remove the
two screws holding the solenoid switch to the bracket in battery com-
partment. Remove solenoid by moving it over to the center of the
battery case and lifting out. Disconnect the small (solenoid to starter
button) wire from solenoid switch.
c. Installation. Reverse the sequence of the steps in the removal
procedure.
SO. INSTRUMENT PANEL.
a. Description. Figures 6 and 55 show the location of the various
electrical and nonelectrical instruments, meters, and switches on the
instrument panel. A description and the use of the various instru-
ments and devices is given in paragraph 5.
b. Removal of Instrument Panel to Gain Access to Instru-
ments. Turn the battery master switch off. Remove the speedometer
trip reset from the clip at the bottom of the panel by loosening the
knurled nut with pliers. Disconnect the tachometer drive from the
tachometer head. Disconnect the speedometer drive from the speed-
ometer head. Remove the six screws which hold the panel to the case
and pull the top of the panel backward. The panel may now be laid
face down on the sponson to remove any of the wires, instruments, or
devices as may be required.
c. Installation. Reverse the sequence of the steps in the removal
procedure.
81. CIRCUIT BREAKERS.
a. Description (fig. 55). The use and operation of the seven cir-
cuit breakers on the instrument panel is covered in paragraph 5 a (2 ).
Trie generator circuit breaker is covered in paragraph 73.
I>. Replacement.
(1) REMOVAL. Remove the instrument panel (par. 80 h). Remove
the two nuts holding the circuit breaker assembly plate to the instru-
ment panel and remove the assembly. Remove the wires from all
seven terminals of the breaker assembly. Remove the copper connect-
ing bar which connects the circuit breakers together. Each individual
145
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TM 9-731G
TM 9-731G
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TM 9-731G
81-85
circuit breaker is secured to the breaker plate with two screws. Re-
move the circuit breaker assembly or the individual unit at fault as
may be required.
(2) INSTALLATION. When reinstalling the circuit breakers, refer to
figure 54 for wire size and color. Reverse the sequence of the steps in
82. FUEL CUT-OFF SWITCH.
a. Description (fig. 55). The use of the fuel cut-off switch is de-
scribed in paragraphs 5 a (1) (fa) and 53.
h. Replacement. Remove the instrument panel (par. 80 b). Dis-
connect the two wires at the switch. Loosen the nut at the rear side
of the panel. Remove the nut on the front side of the panel. Remove
the switch. When reinstalling the switch, refer to figure 54 for wire
size and color. Reverse the steps of the removal procedure.
83. UTILITY OUTLET SOCKETS.
a. Description (fig. 55). The outlet sockets are provided in the
instrument panel and one in the junction box in the engine compart-
ment to the left of the rear door. These sockets provide an electrical
outlet for the inspection lamp. No switches are provided for these
sockets as they are in series with the battery master switch which must
be turned on before current is available at the sockets.
b. Instrument Panel Utility Socket Replacement. Turn the bat-
tery master switch off. Remove the instrument panel (par. 80 b).
Disconnect the wire from the socket. Remove the lock nut from the
socket and remove the socket. To install the socket, reverse the se-
quence of the steps in the removal procedure.
c. Junction Box Utility Socket Replacement. Open the rear
door of the engine compartment (par. 37 a (3)). Turn the battery
master switch off. Remove the cover from the junction box. Discon-
nect the wire from the socket. Remove the lock nut from the socket
and remove the socket. To install, reverse the sequence of the steps
in the removal procedure.
84. AMMETER.
a. The use of the ammeter is explained in paragraph 5 a (1) (d).
To remove the ammeter, remove the instrument panel (par. 80 b).
Remove the two nuts which hold the ammeter to the panel, and dis-
connect the two wires. Remove the instrument from the front side of
the panel (fig. 6). When installing the ammeter, refer to figure 54 for
wire size and color, and reverse the steps of the removal procedure.
85. IGNITION SWITCH.
a. The operation of the ignition switch is described in paragraph 5
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TM 9-731G
85-90
a (1) (e). The replacement of the ignition switch is described in
paragraph 48 a.
86. VOLTMETER.
a. The use of the voltmeter is explained in paragraph 5 a (1) (/).
To remove the voltmeter, remove the instrument panel (par. 80 b).
Disconnect the two wires from the voltmeter; do not remove the round
resistor. Remove the two nuts which hold the voltmeter to the panel
and remove the voltmeter (fig. 55). When reinstalling the voltmeter,
refer to figure 54 for wire size and color, and reverse the steps of the
removal procedure.
87. BLACKOUT DRIVING LIGHT SWITCH.
a. The operation of the blackout switch is described in paragraph
5 a (1) (g). To remove the blackout driving light switch, remove the
instrument panel (par. 80 h). Pull the button all the way out, loosen
the small lock screw, and unscrew the button. Disconnect the two
wires from the switch (fig. 55). Remove the nut which holds the
switch to the instrument panel and remove the switch. When rein-
stalling the blackout driving light switch, refer to figure 54 for wire
size and color, and reverse the steps of the removal procedure.
88. STARTER BUTTON.
a. The operation of the starter button is described in paragraph
5 a (1) (h). To remove the button, remove the instrument panel
(par. 80 h). Disconnect the two wires running to the switch (fig. 55).
Loosen the nut from the rear of the instrument panel. Remove the
nut from the front of the instrument panel and remove the switch.
Reinstall the starter button switch by reversing the above procedure
(see fig. 54 for wire colors).
89. LIGHT SWITCH.
a. The operation of the light switch is described in paragraph 5 a
(1) (;'). To remove the light switch, remove the instrument panel
(par. 80 h). Disconnect the seven wires from the switch, noting wire
colors as removed. Pull the button all the way out by pressing the
spring button on the side of the switch. Remove the light switch but-
ton by loosening the small lock screw and unscrewing the button.
Remove the nut on the top of the switch and pull the housing back.
Remove the nut which holds the switch to the instrument panel, and
remove the switch. Reinstall the light switch by reversing the above
procedure (see fig. 54 for wire colors and size).
90. FIRE DETECTOR SIGNAL.
a. The operation of the fire detector signal is described in para-
graph 5 a (1) (/c). The lamps can be replaced by removing the lens
from the front of the panel with a small screwdriver and replacing the
149
TM 9-731G
90-93
lamps. To remove the signal light switch, remove the instrument
panel (par. 80 b). Remove the two wires from the switch (fig. 55).
Remove the nut from the front of the instrument panel. Remove the
switch. Reinstall the switch by reversing the above procedure.
91. INSTRUMENT PANEL LIGHTS.
a. The instrument panel is illuminated by four lamps located in
back of the instrument panel, each directly behind a removable plug
on the face of the panel (fig. 55). To replace the lamp, remove the
plug from the front of the instrument panel with a small screwdriver,
press in on the lamp, at the same time turning it until released when
it may be pulled out. Insert a new lamp.
92. TRANSMISSION OIL TEMPERATURE GAGE.
a. Description (fig. 55). The transmission oil temperature gage
consists of the instrument on the panel and the transmission unit
located on the left side of the transmission in the driver's compartment.
The use of the transmission oil temperature gage is covered in para-
, graph 5 a (1) (o).
b. The Panel Unit Replacement. Remove the instrument panel
(par. 80 b). Disconnect the two wires from the gage. Remove the two
nuts which hold the instrument to the panel (do not remove the round
resistor) and remove the instrument from the front of the panel. Re-
install the gage by reversing the steps of the removal procedure (see
fig. 54 for wire colors).
c. The Oil Temperature Gage Transmission Unit (fig. 7). The
oil temperature gage transmission unit is located on the left side of the
transmission in the driver's compartment (fig. 7). To remove the
transmission unit, turn off battery master switqh and remove conduit
shield cap. Disconnect the wire running to the unit. Remove the unit
from the transmission case. Reinstall the unit by reversing the steps
of the removal procedure.
93. OIL LEVEL GAGE.
a. Description (fig. 55). The electrically operated engine oil level
gage consists of the gage in the instrument panel and the engine unit
located on the left side of the engine oil pan in the center near the
bottom. The operation of the gage is outlined in paragraph 5 a (1) (p).
b. The Panel Unit Replacement. To remove the panel unit, re-
move the instrument panel (par. 80 b). Remove the two wires from
the back of the instrument. Remove the two units which hold the gage
to the panel, remove the resistor, and remove the gage. Reinstall the
gage by reversing the steps of the removal procedure. Refer to figure
54 for wire colors and size. Install the resistor so that it faces the top
of the instrument panel.
150
TM 9-731G
93-95
c. The Engine Unit Replacement. To remove the engine unit
located on left side of the oil pan (fig. 18), drain the engine oil (par.
37 a (6)). Remove the engine compartment floor plate (par. 37 a
(4)). Turn the battery master switch off. Remove shield cap and
disconnect the wire from the terminal in the center of the unit. Re-
move lock wire and the six screws and pull the unit from the oil pan.
Reinstall the unit by reversing the steps of the removal procedure,
using a new gasket.
94. LOW OIL PRESSURE SIGNAL.
a. Description (fig. 55). The signal consists of plastic-lensed
light in the instrument panel, and the engine unit. The engine unit is
the smaller of the two units, located on a bracket on the hull at the
rear in the engine compartment to the right of the compartment rear
door. The operation of the signal light is outlined in paragraph 5 a
(i) (O
1>. The Panel Signal Light Lamp Replacement. To remove the
signal light lamp, turn the battery master switch off. Pry the signal
plug from the panel with a small screwdriver. Remove the lamp
(while the lamp is out, the wire terminals can be pulled out for in-
spection). Install lamp and reinstall the signal plug.
c. The Oil Pressure Signal Engine Unit Replacement. Open the
engine compartment rear door. Turn the battery master switch off.
Remove shield cap and disconnect the wire from the unit. Remove
the unit by unscrewing. Reinstall by reversing the steps in the re-
moval procedure.
95. ENGINE BOIL SIGNAL.
a. Description (fig. 55). The use of the engine boil signal is cov-
ered in paragraph 5 a (1) (f). The signal light consists of a plastic-
lensed light in the panel and the engine compartment unit located
on the right-hand side of the radiator inlet casting (fig. 46).
I. Signal Light Lamp Replacement. To remove the signal light
lamp, turn the battery master switch off and pry the signal lens plug
from the panel with a small screwdriver. Remove the lamp (while the
lamp is out, the wire terminal can be pulled out for inspection). In-
stall the lamp signal plug.
c. The Engine Boil Signal Engine Compartment Unit Replace-
ment (fig. 46). To remove the engine unit, turn the battery master
switch off. Drain approximately 2 gallons from the cooling system,
remove the shield cap, and disconnect the wire running to the center
of the unit. Remove the unit from the casting. Reinstall the unit by
reversing the removal procedure.
151
TM 9-731G
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96. ENGINE TEMPERATURE GAGE.
a. Description. The engine temperature gage consists of the in-
strument in the panel, and the engine compartment unit located in the
radiator inlet casting on the left side (fig. 46). The use of the engine
temperature gage is covered in paragraph 5 a (1) (u).
b. Panel Unit Replacement (fig. 55). To remove the gage, re-
move the instrument panel (par. 80 h). Remove the two nuts which
hold the gage to the panel, remove the resistor, and remove the gage
from the panel. Disconnect the three wires running to the gage. When
reinstalling the gage, refer to figure 54 for wire size and color, and re-
verse the steps in the removal procedure. Install the resistor so that
it faces the top of the panel.
c. Temperature Gage Engine Compartment Unit Replacement.
Open the engine compartment doors. Drain approximately 2 gallons
from the cooling system. Remove the conduit shield cap from con-
nection. Disconnect wire running to the unit. Remove the unit from
the casting. Reinstall the unit by reversing the steps in the removal
procedure.
97. FUEL LEVEL GAGE.
a. Description. The fuel level gage consists of the instrument on
the panel and the tank units. The operation of the fuel level gage is
explained in paragraph 5 a (1) (w).
b. Panel Unit Replacement (fig. 55). To remove the fuel level
gage panel unit, remove the instrument panel (par. 80 b). Disconnect
the wires running to the gage. Do not remove resistor. Note color of
wires. Remove the two nuts which hold the gage to the instrument
panel, and remove, the gage from the front of the panel. Reinstall the
gage by reversing the above procedure (see fig. 54 for color and size
of wires).
c. Fuel Level Gage Tank Unit. A fuel gage tank unit is installed
in each of the four fuel tanks. To remove tank unit, turn the battery
master switch off. Remove the fuel tank (par. 60 c, d, and e). Dis-
connect the gage wire, and remove the screws holding the unit to the
tank. Reinstall by reversing the steps in the removal procedure.
98. FUEL LEVEL GAGE SELECTOR SWITCH.
a. The operation of the fuel level gage selector switch is covered in
paragraph 5 a (1) (w). To remove the switch (fig. 55), remove the
instrument panel (par. 80 b). Loosen the small lock screw in the
selector switch control knob and remove the knob from the shaft. Re-
move the nut from the front of the switch and remove the switch from
the rear of the panel. Disconnect the five wires running to the switch
and remove the switch. Reinstall the switch by reversing the sequence
of steps in the removal procedure (see fig. 54 for color and sizes of
wires).
152
TM 9-731G
99-102
99. PANEL LIGHT RHEOSTAT SWITCH.
a. A description of the rheostat switch is given in paragraph 5 a
(x). To remove the rheostat (fig. 55), remove the instrument panel
as outlined in paragraph 80 h. Loosen the small lock screw in the
control knob and remove the knob from the shaft. Remove the nut
from the front of the switch, and remove the switch from the rear side
of the panel. Disconnect the wires from the rheostat. When reinstall-
ing the rheostat, refer to figure 54 for wire size and color, and reverse
the steps in the removal procedure.
100. BATTERY MASTER SWITCH.
a. The use of the battery master switch is described in paragraph
5 b (10). To remove the battery master switch (fig. 53), disconnect
negative terminal at the battery. Remove the partition separating
battery and switch compartment. Remove the screw from the top of
the handle, and remove the handle. Remove the terminal nuts and
leads from switch. Remove the two retaining bolts from the side of
the case. Remove the switch. Reverse the steps in the removal pro-
cedure to install the battery master switch.
101. RADIO MASTER SWITCH.
a. The use of the radio master switch is described in paragraph
5 h (11). The radio master switch (fig. 53) is removed and installed
by the same procedure as outlined for the battery master switch
(par. 100).
102. HEADLIGHTS.
a. General. The front slope of the vehicle mounts two service
headlights with blackout marker light combinations, controlled by the
light switch on the instrument panel, or a blackout headlight with a
blackout marker light combination controlled by the blackout light
switch on the instrument panel. A description of the operation of the
switches controlling the blackout headlights and the service headlights
is given in paragraph 5 a (;'). When changing from one type to the
other, pull out the headlight lock and turn one-quarter turn (fig. 56).
Headlight can then be lifted out. When neither the service headlights
nor the blackout headlights are used, be sure the plug provided is
inserted in the socket to protect the terminals (fig. 57).
h. Service Headlights.
(1) DESCRIPTION. With the service head lamps in place, either the
service head lamps or the blackout marker lights may be used. How-
ever, even with the blackout marker lights in operation? the service
head lamp reflectors can pick up and reflect other light and, under
certain conditions, the service head lamps should be removed and
blackout head lamps or the plugs should be installed in the socket?
(2) SERVICE HEADLIGHT LAMP. The service headlights use a sealr
153
TM 9-731G
102-103
PULL OUT AND TURN '/4 TURN
RA I'D 27363
Figure 56Head Lamp Lock
<-
RA PD 27362
Figure 57Head Lamp Socket
Plug In Place
beam, 24-volt, single filament lamp. To remove the bulb, turn off bat-
tery master switch. Remove the screw attaching the frame to the
headlight body and remove the frame. Disconnect the wires from the
terminals on back of the lamp. With a screwdriver unhook the six
wire clips and remove the retainer. Remove the lamp. To install a
new lamp, reverse the above procedure.
c. Blackout Headlight.
(1) DESCRIPTION. The blackout headlight is used on the left side
only. It throws a thin, flat beam of light that cannot be readily seen
from above, yet provides enough illumination to miss most obstacles.
The lamp is of the sealed beam type with only a narrow strip of the
lens exposed and a hood at the top. The lamp is 6-volt, 10-candle-
power. A resistor (fig. 62) is included in series in the circuit that per-
mits it to be used in a 24-volt system. To replace the blackout head-
light lamp, follow the same procedure as used to replace the service
headlight lamp (par. 102 b (2)).
(2) BLACKOUT MARKER LAMPS. The blackout marker lights,
mounted on top of both the service headlights and the blackout head-
lights, use a single contact 24-volt bayonet base 3-candlepower lamp.
To replace the lamp, turn battery master switch off. Remove the
screw attaching the lens frame to the body of the light and remove
the frame. Press the lamp in and turn it slightly counterclockwise
and remove the lamp from the socket. Replace the lamp by reversing
the above procedure.
103. TAILLIGHTS.
a. A taillight is mounted on the rear of the vehicle on each side.
The lamps in the two taillights are operated by the light switch on tlie
154
TM 9-731G
103-104
RA PD 65934
Figure 58Service Headlight Figure 59Blackout Headlight
instrument panel. Each taillight consists of two sealed units. The two
sealed units for each light are held in place by a frame attached to
the metal housing or body of the light with two screws. The left tail-
light assembly has three filaments, for service, blackout taillight, and
service stop light, respectively. The right taillight has two filaments
for blackout stop light and blackout taillight, respectively. To replace
the sealed taillight lamp, turn battery master switch off. Remove the
two screws attaching lens frame to the body of the taillight. Remove
the frame. Pull the defective sealed lamp straight out to remove it.
To install a new lamp, reverse the above procedure.
104. STOP LIGHT SWITCH.
a. Description (fig. 60). The stop light switch is located in the
driver's compartment in front of the steering levers. This switch com-
pletes the electrical circuit for the operation of the service and black-
out stop lights. The switch is connected to each steering lever through
adjustable linkage. Both steering levers must be pulled back before
the circuit is completed and the stop light functions.
b. Replacement. Unscrew the nut from each link rod on each
steering lever. Remove the two cap screws which hold the switch
bracket to the transmission plate. Tip the switch box up, and remove
the cover by removing two cap screws. Unscrew the knurled nut from
the conduit at the bottom of the switch. Disconnect the four wires
from the switch, and tag for later identification. To install the stop
light switch, reverse the steps in the removal procedure. After install-
ing, adjust the nut on each link rod so that switch contact is broken
when the steering levers are in the forward position.
155
TM 9-731G
104-106
STEERING LEVERS
RIGHT BRAKE ACTUATING LEVER
LEFT BRAKE ACTUATING LEVER
STOP LIGHT SWITCH
HAND THROTTLE
LEFT BRAKE ADJUSTMENT PORT
RA PD 27705
Figure 60Stop Light Switch
105. COMPARTMENT LIGHT.
a. A compartment light is provided on the ceiling in the center of
the driver's compartment. It is provided with a toggle switch; how-
ever, the light is in series with the battery master switch which must
be on before the light can be turned on. This light is equipped with
a 24-volt, 3-candlepower, bayonet base bulb. To replace the compart-
ment light lamp, remove the two screws that hold the bezel in place
and remove the bezel and lens. Push lamp in and turn slightly to the
left and withdraw lamp. To install lamp, reverse the removal pro-
cedure.
106. INSPECTION LIGHT.
a. Shielded inspection light with a 15-foot cord is provided as part
of the equipment of the vehicle. The light may be plugged into a
utility socket in the junction box at the rear of the engine compart-
ment to the left of the oil level bayonet gage (accessible after the
engine compartment rear'door is opened) or in the instrument panel
utility sockets (fig. 6).
156
TM 9-731G
106-108
RA PD 27722
Figure 61Siren
107. SIREN.
a. A siren, operated by a foot switch (fig. 7) in the driver's com-
partment, is mounted on the left front fender (fig. 61). To remove
the siren, disconnect the conduit coupling from the connector in the
front armor sloping plate and pull out the plug. Remove the two nuts
holding the siren bracket to the fender. Remove the siren. To install,
reverse the above procedure.
108. CONDUITS AND WIRES.
a. Description. The conduits protect the insulation of the wire
against wear and abrasion, and are oil and water spray proof. Radio
interference is cut to a minimum because the conduits provide a con-
tinuous grounded circuit over the entire. wiring system. Figure 62
shows the conduits for the instrument panel wires. These are typical
of the various conduits used throughout the vehicle.
b. Maintenance. Inspect all conduits for wear and abrasion,
loosening of coupling nuts, and loose or missing conduit support clamps
or brackets. Clean all dirty conduits. In cleaning couplings use dry-
cleaning solvent. After cleaning and drying, the threads of each cou-
pling and connector should be cleaned with a wire brush to remove
oxidation which sometimes forms on the threads of aluminum cou-
plings. This oxidation, particularly on the ignition harness fittings,
breaks the grounded circuit and causes radio interference.
c. Replacement. Replace wires that show broken or hardened
insulation at points of extrusion from a conduit, or that have become
157
TM 9-731G
108-109
IGNITION WIRE CONNECTION
BLACK OUT HEAD LAMPS CIRCUIT RESISTANCE
TACHOMETER CABLE
CONNECTION
INSTRUMENT PANEL
WIRE CONDUITS
SPEEDOMETER TRIP SET
RA PD 27707
Figure 62Instrument Panel CaseBack
oil-soaked through failure of a conduit. If the conduit is badly crushed,
replace that section of the conduit and the wires contained therein.
Before disconnecting any wire from the circuit, fasten a tag to the
terminal post being worked on, stating the number of wires, size and
color of the wire, and where the other end of the wire is connected.
If this precaution is not followed, it will be necessary to consult the
wiring diagrams (figs. 49 and 54) and trace out the circuit.
(1) REMOVAL. Disconnect the conduit couplings and the enclosed
wires. Remove bracket or clamp supporting the conduit. Attach a piece
of strong twine to the end of each wire before removing the wire from
the conduit. The twine can be used in pulling cleaning cloths through
a dirty but otherwise serviceable piece of conduit.
(2) INSTALLATION. Use only standard automotive ignition or
primary wire of the same size and color as the wire removed. The wire
may be pulled through the conduit by means of the heavy twine left
in the conduit when the defective wire was withdrawn. Clean terminal
posts and wire terminals before connecting any wire into its circuit.
If the tags or marks on terminals are missing, consult the wiring
diagram (figs. 49 and 54).
109. TROUBLE SHOOTING.
a. Ignition Trouble Shooting. Ignition trouble shooting is cov-
ered under paragraph 36.
b. Low Tension Circuit Trouble Shooting.
(1) GENERAL. In the following discussion the generator, generator
regulator, and the battery are assumed to be in operating condition.
158
TM 9-731G
109-110
The functions of these units are discussed in paragraphs 72, 74, and 76
respectively. Trouble shooting for the generating system is covered
in paragraph 71 d. In the balance of the electrical system, two gen-
eral types of electrical trouble are open circuits (par. 109 b (3)) and
short circuits (par. 109 b (2)).
(2) SHORT CIRCUITS. Short circuits occur when for some reason
the current is bypassed back to the battery through ground instead of
through the unit for which it was intended. Quite often sufficient cur-
rent passes through the defect in the circuit to start the insulation
burning which permits easy location of the trouble. In othe'r cases
where there is considerable electrical resistance in the circuit, the
amperage will be so low that a fire will not be started. These shorts
can be located by checking the various portions of the circuit by placing
a voltmeter parallel to the wire to be tested (circuit turned on). A
short circuit will be indicated by voltage reading being considerably
lower than battery voltage. Check various portions of the circuit until
the defective wire is located.
(3) OPEN CIRCUITS. Open or partially open circuits cut off, or
reduce the current in the circuit. Open or high resistance circuits can
be located by placing a voltmeter parallel to the portion of the circuit
to be tested with the circuit turned on. If the circuit is open, a reading
of full battery voltage will be obtained. If the circuit is of high re-
sistance, the reading will be almost full battery voltage. The amount
of the voltage drop will vary for the various circuits depending on the
normal resistance of the particular circuit being tested. The reading
likewise will be controlled by the sensitivity of the voltmeter being
used. Conditions to look for in locating electrical troubles are, in the
order of their probability, as follows:
(a) Loose, dirty, or corroded connections.
(b) Inoperative or defective equipment.
(c) Defective or corroded switches and plug connectors.
(d) Worn conduits and broken or bare wires.
110. WIRING.
a. The wiring diagrams (figs. 49 and 54) give the wire size and
color used in the various circuits. When it is necessary to install new
wires, it will be necessary, generally, to solder the terminals on the
wire after the wire has been installed in the conduit. The color scheme
should be adhered to, and do not, for any reason, change the wire size
in any portion of a circuit. Tag all wires during change. In stripping
insulation from a wire to make a connection, do not damage the wire.
Allow 3 or 4 inches of slack in installing the wires to switches where
the terminals must be clipped off in order to replace the defective
switch. Since oil and gasoline are injurious to insulation, keep all ex-
posed wires clean, and check frequently for loose or corroded cr
nections.
159
TM 9-731G
111-112
Section XVI
NONELECTRICAL INSTRUMENTS
Paragraph
Clock lll
Speedometer 112
Tachometer 113
Turret compass . . .- 114
111. CLOCK.
a. Description (fig. 6). The clock (8-day type) is located in the
left center of the instrument panel. A reset and rewind knob is located
at the bottom of the dial.
b. Clock Replacement. To remove the clock, remove the instru-
ment panel (par. 80 b). Remove the two wing nuts from the clock
clamp at the rear of the panel (fig. 55). Remove the clock from the
front of the instrument panel. To reinstall, reverse the sequence of the
112. SPEEDOMETER.
a. Description (fig. 6). The speedometer is located in the center
of the instrument panel at the bottom and is equipped with a trip
mileage reset. The speedometer consists of three units, the head, the
drive cable, and the drive unit.
b. Speedometer Head Replacement. Remove the instrument
panel (par. 80 b). Disconnect the speedometer cable by unscrewing
the knurled nut at the back of the speedometer head (fig. 55). Dis-
connect the trip set from the clip at the bottom of the instrument
panel. Remove the two wing nuts from the speedometer clamp (fig.
55), and remove the speedometer head from the front of the panel.
Reinstall the head by reversing the sequence of the steps in the re-
moval procedure.
c. Speedometer Drive Cable Replacement. Unscrew the knurled
nut from the back of the speedometer head and disconnect the drive
cable. Unscrew the knurled nut holding the cable housing to the
speedometer drive gear housing located on right rear side of trans-
mission (fig. 13), and disconnect the drive cable. Pull the cable out
of housing from the instrument panel end. Reinstall the cable by
reversing the sequence of the steps in the removal procedure.
d. Speedometer Drive Unit Replacement. The speedometer
drive unit is located at the right-hand side of the transmission (fig. 13 ).
To remove, unscrew the knurled nut holding the drive cable to the
drive unit and disconnect cable. Unscrew the 1-inch nut which secures
160
TM 9-731G
112-113
NONELECTRICAL INSTRUMENTS
E-W-
N-S
RA PD 27418
Figure 63 Turret Compass
the drive unit to the transmission and remove the drive unit. To
reinstall, reverse the sequence of the steps in the removal procedure.
113. TACHOMETER.
a. Description (fig. 6). The operation and use of the tachometer
is explained in paragraph 5 a (10). The tachometer consists of three
units, the head, the cable, and the drive unit.
b. Tachometer Head Replacement. To remove the head remove
the instrument panel (par. 80 b), unscrew the knurled nut from the
back of the tachometer and disconnect cable. Remove the two wing
nuts at rear of the instrument (fig. 55) and remove tachometer head
from the front of the panel. To reinstall, reverse the sequence of the
c. Tachometer Drive Cable Replacement. To remove the tach-
ometer drive cable, unscrew the knurled nut from the drive unit
located on the left bank of the engine and disconnect the cable. Un-
screw the knurled nut holding the cable housing to the tachometer
head and disconnect the cable. Pull the cable from the housing. To
reinstall the cable, reverse the sequence of the steps in the removal
procedure.
d. Tachometer Drive Unit Replacement. To remove the tach-
ometer drive unit (fig. 22) which is located on the rear end of the
left-hand camshaft housing, unscrew the knurled nut which secures
the drive cable housing to the drive unit. Disconnect the drive cable
housing. Unscrew the 1-inch nut which holds the tachometer drive
unit to the camshaft housing. Remove the drive unit. To reinstall,
161
TM 9-731G
114
114. TURRET COMPASS.
a. Description (fig. 63). The turret compass is rubber-mounted
to decrease vibration.
b. Compensation (fig. 63).
(1) GENERAL INSTRUCTIONS. To overcome the magnetic effect of
the steel and electrical equipment in the vehicle, it is necessary to
compensate the compass. Use a coin to make adjustments. Do not
use a screwdriver as it may be magnetic. Before beginning compensa-
tion, be sure the compensator screw slots marked "N-S" and "N-W"
are in approximate vertical position.
(2) ADJUSTING COMPASS.
(a) Head the Vehicle North and Adjust. Head the vehicle north,
turn the lower compensator screw slot marked "N-S", slightly if nec-
essary, to make the dial read "NORTH" or "SOUTH", no farther.
(b) Head the Vehicle East and Adjust. Head the vehicle east, turn
the upper compensator screw slot marked "E-W", slightly if necessary,
to make the dial read "EAST", no farther.
(c) Head the Vehicle South and Adjust. Head the vehicle south,
turn the lower compensator screw slot marked "N-S", slightly if nec-
essary, to make the dial read "SOUTH".
(d) Head the Vehicle West and Adjust. Head the vehicle west,
turn the upper compensator screw slot marked "E-W", slightly if nec-
essary, to make the dial read "WEST".
(3) CORRECTING ADJUSTMENT. If the dial reads "SOUTH" instead
of "NORTH", completion of step (2) will correct this condition. If
the north or south is slightly off, correct by turning the lower screw
marked "N-S". If the east or west is slightly off, correct by turning
the upper screw marked "E-W". Do not turn upper screw for north
or south adjustment. Do not turn lower screw for east or west adjust-
ment.
(4) DRIFT. Do not make adjustments in a steel building or near
heavy electrical equipment. In some instances, the magnetic char-
acteristics of heavy vehicles are such that, after the compass is com-
pensated, the dial is inclined to drift by one of the cardinal points.
The condition can be corrected by turning one of the compensator
screw slots one-half turn (approximately 180 degrees) and recom-
pensating the compass.
(5) COMPASS DRIFT ADJUSTMENT. If the compass is inclined to
drift by the "NORTH" or "SOUTH", the upper compensator screw
slot marked "E-W" should be turned over and the compass recom-
pensated. If the drift is on "EAST" or "WEST", turn the lower com-
pensator screw marked "N-S" one-half turn and recompensate the
compass.
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TM 9-731G
115
Section XVII
CLUTCH, PROPELLER SHAFT, AND UNIVERSAL JOINTS
Paragraph
Clutch 115
Propeller shaft and universal joints 116
Accessory drive shafts and universal joints 117
115. CLUTCH.
a. Description. The clutch is of the double plate standard auto-
motive type composed of three major units, the pressure plate assem-
bly, the center drive plate, and the two driven plates or disks (fig. 64).
The two driven plates have friction facing riveted on each side. The
release fork and the release levers are mounted on needle roll bearings.
b. Pedal Stroke Adjustment. Set the pedal stroke adjustment
stop screw so that the highest point of the clutch pedal pad is 16
inches (plus or minus VB inch) from the hull floor (fig. 65).
c. Clutch Pedal Rod Adjustment. Check the length of the rod
running from the clutch pedal to the cross shaft and readjust its
length if necessary. This rod should be 15% inches long measured
from the center of one clevis pin hole to the other. The length of this
rod may have been changed by some one who did not know how to
make this adjustment correctly. If this length is not held to 15Vi
inches, the angle of the levers on the cross shafts will be changed
affecting the operation of the clutch pedal.
d. Free Travel of Clutch Pedal Adjustment. The free travel of
the clutch pedal is determined by the clearance between the clutch
release bearing and the clutch release fork. Clearance must exist be-
tween these parts at all times, otherwise the clutch will slip and burn
out. Driving with the foot on the clutch pedal takes up this clearance
with the same result. As the clutch disk facings become worn, the
pedal free travel decreases. When the free travel of the pedal drops
to less than 2 inches measured at the pedal pad, it must be adjusted
to 3Vz inches (fig. 66). The adjustment is made by lengthening or
shortening the rod connecting the clutch cross shaft to the clutch re-
lease lever on the engine by means of the clevis on the front end of
this rod (fig. 65). Lengthening this rod increases, and shortening this
rod decreases the free play of the pedal. This adjustment must be made
through the propeller shaft housing. If unable to get more than 2
inches free play, the clutch plates are worn and must be replaced.
e. Clutch Drag.
(1) GENERAL. If, after holding pedal all the way down for a few
seconds, the gears clash when shifting into first or release gear, thf
clutch is dragging. NOTE: There is a tendency for the clutch drive
shaft to turn over slowly when clutch is released; this is normal an
163
TM 9-731G
115
CENTER DRIVE PLATE TRAVEL
LIMIT ADJUSTING SCREW (3)
CLUTCH
PRESSURE
PLATE
CLUTCH DRIVEN
PLATES (DISCS)
LONG END OF
I HUB TOWARD
FLYWHEEL
DRIVING LUG
SLOTS
CENTER DRIVE
PLATE
INSTALL WITH LONG END OF
HUB AWAY FROM FLYWHEEL
Figure 64Clutch
CENTER DRIVE PLATE
RETRACTING SPRING
(3) TOWARD
FLYWHEEL
RA PD 27505
will not cause any noticeable clashing. Check the pedal stroke ad-
justment (par. 115 b) and the free travel of pedal adjustment (par.
115 d). If these adjustments are satisfactory, check adjustment of
the three center drive plate, travel limit screws (fig. 67).
(2) PRELIMINARY STEPS. Remove the inspection plate from the
cover over the left side of the clutch housing (accessible from fighting
compartment). Make sure the engine ignition switch is off. Turn
the engine with the starter until one of the center drive plate limit
screws appears at the opening as shown in figure 67. To prevent the
engine from spinning and in order to permit stopping the engine with
the desired adjusting screw at the opening, set the gear shift lever in
high gear. With one man watching the opening for the adjusting
screws, another man should press the starter button intermittently
until the first center drive plate travel adjusting screw appears at the
inspection opening (fig. 67). Since the transmission will be in gear, the
vehicle will move slightly as the engine is turned.
(3) CENTER DRIVE PLATE TRAVEL LIMIT ADJUSTMENT. With a
screwdriver, turn the center drive plate travel limit adjusting screw
in (clockwise) until it bottoms lightly; then turn back four notches
164
TM 9-731G
115
ADJUST CLUTCH
PEDAL FREE
TRAVEL AT THIS
CLEVIS
PEDAL STROKE ADJUSTMENT STOP SCREW
Tfl"
RA PD 27510
Figure 65 Clutch Pedal Linkage
(counterclockwise). Repeat the above procedure for the two re-
maining adjusting screws. If this adjustment fails to correct the
trouble, repeat the adjustment, backing off the screws five notches
instead of four. If still unsatisfactory, the probable trouble is that the
center plate is binding on the flywheel drive lugs, the pilot bearing in
the flywheel is binding, the clutch disk splined hubs are too tight on
the clutch shaft, or the driven plates are warped, any of which requires
the removal of the clutch (par. 115 g).
f. Pedal Pressure Too Stiff. If pedal pressure is too stiff, the
following points should be checked: Check the position of the clutch
2 INCHES MINIMUM FR TRAVEL
DON'T ADJUST CLUTCH BY CHANGING
LENGTH OF THIS SHAFT. SHAFT SHOULD BE
15'/4 INCHES LONG (CENTER TO CENTER)
SET FREE TRAVEL AT 3% INCHES
WHEN ADJUSTING V-^
L- 4
AYS INSTALL CLEVIS IN MIDDLE HOLE j
PEDAL STROKE ADJUSTMENT STOP SCREW
_. RA PD 27507
PW*V0I
Figure 66 Clutch Pedal Adjustment
165
TM 9-731G
115
CENTER DRIVE PLATE TRAVEL
LIMIT ADJUSTING SCREW
RA PD 28059
Figure 67 Inspection Plate Removed from Left Side of
Clutch Housing
pedal rod clevis at the pedal. The clevis should be in the middle hole
as shown in figure 65. Check the length of the clutch pedal to clutch
cross shaft rod measuring from the center of one clevis hole to the
other and if incorrect, adjust to exactly 151A inches. Make sure that
the linkage is not binding from lack of lubrication. Check the positions
of the levers at inner or outer end of the clutch cross shaft to make cer-
tain that they are not at an angle too far forward. Inner lever at center
of tank should be approximately 30 degrees to rear of the vertical
center line of the cross shaft and the outer lever near the side of the
vehicle should be approximately 23 degrees to rear of the vertical
center line.
g. Clutch Replacement.
(1) REMOVAL. Remove engine as outlined in paragraph 37 b.
Place the engine on a stand (41-S-494-14) using adapter (41-A-18-
100) so that front end will be supported after the clutch housing is
removed. Remove the starting motor (par. 78 b). Remove the clutch
housing (fig. 68) by removing the 12 flange nuts. To hold clutch
springs compressed while the clutch pressure plate is removed, use
six 3/s-inch, 16-thread lVa-inch long cap screws, screwing them in the
holes in pressure plate assembly until the heads just bottom (fig.
69). Install the clutch pilot tool (41-T-3083-75) to keep the clutch
166
TM 9-731G
115
ENGINE LIFTING
EYE
CLUTCH PILOT
BEARING
FRONT ENGINE
MOUNT
CLUTCH RELEASE FORK
IS END OF CLUTCH SHAFT RUNS
IN CLUTCH PILOT BEARING
IN CRANKSHAFT RA pp
Figure 68Clutch Housing
disk splines in alinement (fig. 69) and also prevent clutch disk from
falling and possibly injuring your feet. Remove the lock wire from the
18 cap screws holding the pressure plate to the flywheel, and remove
the cap screws and the pressure plate (fig. 64). Remove center drive
plate from the driving lugs in the flywheel.
(2) INSTALLATION.
(a) Preliminary Steps. See that the friction surface of the fly-
wheel is smooth and clean. Any deposits on the friction surface must
be sanded down and the surface cleaned with gasoline or cleaning
fluid. If the clutch shaft pilot bearing is in good condition, repack with
a high melting point grease.
(b) Install Clutch Disks and Center Drive Plate. Place one driven
member (disk) in place with long end of the hub toward the flywheel
(fig. 64). Insert the center drive plate with the retractor spring (fig.
64) toward the flywheel making sure the driving lug slots fit freely on
the driving lugs in the flywheel. Install the center drive plate on the
flywheel lugs, which will position the retractor springs in line with the
three openings in the flywheel nearest to the three dowel pins in the
flywheel rim. This will bring the retractor springs in line with the thre<
adjusting screws in the pressure plate assembly. Using the clutch pilo
167
TM 9-731G
115
NOTE RELATIONS OF RETRACTING SPRING TO DOWEL
BEFORE REMOVING CENTER DRIVE PLATE
CLUTCH DISC SPLINES
CLUTCH PRESSURE
PLATE DOWEL (3)
USE SIX %-INCH BOLTS TO COMPRESS
CLUTCH SPRINGS
CENTER DRIVE PLATE
RETRACTING SPRING (3)
18 CAP SCREWS HOLD PRESSURE
RA PD 65936
Figure 69Clutch with Clutch Housing Removed
tool (41-T-3083-75) (fig. 69), slip it through splined hub of the disk
and into the clutch shaft pilot bearing. Remove handle from the pilot
tool. Slip the second disk on the pilot with the long end of its hub
away from the flywheel. This alines both driven members with each
other and the clutch shaft pilot bearing while the pressure plate as-
sembly is being attached.
(c) Install the Clutch Pressure Plate. Install the clutch pressure
f plate assembly so that the dowel holes line up and install the 18 cap
screws which hold it to the flywheel. Wire the cap screws to prevent
their loosening. Start the wire at the cap screw nearest clutch center
drive plate travel limit adjusting screw, and lock it with the next
nearest cap screw. Proceed with the next two until they all have been
locked together in pairs. Remove the six 3/s-inch cap screws used to
hold the pressure plate compressed (fig. 69).
168
169
115
TM 9-731G
TM 9-731G
115-116
(d) Adjust Center Drive Plate Travel Limit. Adjust the three
center drive plate travel limit adjusting screws (fig. 69) with a screw-
driver by turning clockwise until they bottom lightly; then turn back
four notches.
(e) Subsequent Steps. Remove the clutch pilot tool (fig. 69). In-
stall the clutch housing (fig. 68). Install the starter (par. 78 b).
h. Clutch Release Bearing or Fork Replacement (fig. 68). To
remove clutch release bearing or fork, remove clutch housing (par.
115 g (1)). Disconnect the two springs which hold the release bearing
and fork in contact. Slide the release bearing off the hub. To remove
the clutch fork, remove one lock ring on either end of the shaft run-
ning through the clutch fork and slide the shaft out of the housing.
Remove the fork from the housing. To reinstall, reverse the sequence
of the steps in the removal procedure.
116. PROPELLER SHAFT AND UNIVERSAL JOINTS.
a. Propeller Shaft.
(1) DESCRIPTION (fig. 70). The propeller shaft transmits power
from the engine to the transmission at the front of the vehicle. The
propeller shaft is covered by a housing or tunnel underneath the tur-
ret platform.
(2) REPLACEMENT.
(a) Removal. Remove the engine from the vehicle (par. 37 b).
Remove the inspection cover from the housing over the front universal
joint. Unscrew the grease seal retainer at the front universal slip joint.
Pull the propeller shaft to the rear out of the "tunnel" (the front end
of the shaft will pull out of the slip joint in the front universal joint,
leaving the front universal on the transmission). Remove the bolts
from the front universal and remove the universal from the trans-
mission. Install it on the propeller shaft just removed.
(b) Installation. Remove the front universal from the propeller
shaft and install it on the transmission. Slip the propeller shaft through
the tunnel and connect the front universal joint to the propeller shaft
at the splined slip joint. An arrow mark is placed on both the front
universal joint and on the propeller shaft. These arrows must be lined
up before assembly of universal joint to the propeller shaft, so as to
establish the front and rear universal joint yokes in line with each
other to prevent vibration of the propeller shaft. Screw the grease seal
retainer cap (fig. 70) on the front universal joint, making sure the cork
ring and snap ring washers are not damaged. Reinstall the engine
(par. 37 c) and bolt the rear universal joint to the clutch flange. De-
press the clutch and turn the propeller shaft to install all the bolts.
b. Propeller Shaft Universal Joints.
(1) DESCRIPTION. Two universal joints are used with the propeller
shaft, one at each end. The front one is connected to the shaft through
170
TM 9-731G
116-117
a splined slip joint. The yoke for the rear universal joint is part of the
shaft. Four needle roller bearings are used in each universal joint.
The bearings and the seals in the universal joints are the parts most
likely to wear out. Excessive bearing wear is indicated by propeller
shaft vibration. When vibration develops, notify ordnance main-
tenance personnel before the universal joints require replacement.
Universal joint bearings can be replaced by ordnance maintenance
personnel without removing the, universal joints, if the need is de-
tected in time. Thus, saving the removal of the engine. The procedure
to be used by ordnance maintenance personnel in replacing the bear-
ings is as follows:
(2) REPLACEMENT OF PROPELLER SHAFT UNIVERSAL JOINT
BEARINGS.
(a) Removal (fig. 70). To remove the bearings in the propeller
shaft universal joint front or rear, remove tunnel inspection covers
over the front and rear universal joints. Hold down the clutch pedal
and have the transmission in neutral to free the propeller shaft, and
turn shaft until the universal joint lubrication fitting is accessible. Re-
move the fitting. Remove the universal joint bearing cover plate by
bending down the locking ears and removing the bolts. Hold down the
clutch pedal and turn the propeller shaft one-half turn. Remove the
opposite bearing cover which now faces up. Use a brass or copper
drift, and tap the bearing down until the trunnion forces the bottom
bearing to drop out . Hold the clutch pedal down, and turn propeller
shaft one-half turn. Drive the universal joint trunnion down, using
a brass or copper drift until the other bearing is forced out of yoke.
Follow the same procedure to remove the other two bearings.
(b) Installation (fig. 70). Examine the cork seal and retainer of
each bearing and replace if necessary. Place the trunnion in the yoke
and push it through the yoke so that the bearing can be set in place on
the trunnion; then drive the bearing lightly into the yoke on the pro-
peller shaft until the bearing is flush. Assemble the cover plate to the
slot in the bearing, and line up the bolt holes in the cover with the
holes in the yoke. Install the two cap screws and lock plate. Reverse
the universal joint and enter the opposite bearing on the trunnion.
Drive the bearing lightly into the yoke. Line up the slot in bearing
and the cover and install cover. Bend up one ear of the lock plate
against each of the cap screw heads (at each plate). Repeat the above
procedure for the other two bearings.
117. ACCESSORY DRIVE SHAFTS AND UNIVERSAL JOINTS.
a. Accessory Drive Shafts (fig. 71). The accessory drive shafts
provide a connection between the driving flange on the accessory gear
assembly at the rear of the engine and the flange on the accessory drive
housing, one on each side of the engine. Two universal joints are used
on each shaft. To remove the shafts, remove the four bolts from each
flange.
171
TM 9-731G
117
LIFT UP EARS WITH SCREWDRIVER -,
RA PD 27503
Figure 71 Accessory Drive Shaft
h. Accessory Shaft Universal Joints (fig. 71). Two universal
joints are used on each shaft, one at each end. Four needle roller bear-
ings are provided in each universal joint. Accessory drive shafts are
supplied as an assembly with the universals in place.
172
TM 9-731G
118
Section XVIII
POWER TRAIN (TRANSMISSION, DIFFERENTIAL, AND FINAL DRIVE)
Paragraph
Power train unit 118
Transmission 119
Differential 120
Final Drive 121
Transmission oil cooler 122
Steering brakes 123
Parking brake 124
118. POWER TRAIN UMT.
a. General Description. The power train unit comprises the
transmission, differential, and final drives, all lubricated by a single
oil circulating system, including a pump and an oil cooler. For details
of adjustment and maintenance operations on the final drive unit
assemblies refer to TM 9-1750.
b. Power Train Lubrication. The entire power train unit, which
includes the transmission, differential, and two final drives, is lubri-
cated by a single oiling system. An oil pump, inside the transmission
case, draws oil from a sump in the bottom of the differential housing
and forces it through an outlet on the left side of the transmission case.
From this outlet the oil is forced through hose lines and tubes to the
oil cooler, through which it circulates, and then is returned to an oil
gallery in the transmission. From the transmission, the oil passes
(through openings in the front wall of the transmission case) to the
differential housing and the final drive units (fig. 74), from which it
is again drawn out by the pump to begin another cycle. An oil line
from the T-connection in the return line from the cooler, leads to the
differential carrier, where it delivers a constant stream of cooled oil
to the ring gear and pinion. The power train is filled with lubricating
oil at the filler on the right side of the transmission case (fig. 13).
c. Checking Oil Level. A bayonet type measuring gage, or dip
stick, for measuring the oil level, is attached to the filler cap. To
measure the oil level, remove the cap, wipe off the gage; then insert it
into the transmission case as far as it will go, with the cap merely
resting on top of the filler opening. Do not screw the cap in. To deter*
mine accurately the level of oil in the power train, place the vehicle
on level ground. If the oil level is to be checked immediately after
the vehicle has been operated, wait at least 5 minutes to allow the oil
to settle. The full oil level should be maintained by frequent checking
and adding oil as required. Too much oil will cause overheating.
d. Draining Power Train. To drain the power train requires t
173
TM 9-731G
118
removal of three drain plugs, two underneath the differential housing
(one at each side), and one on the bottom of the transmission housing,
accessible only through a hole in the plate on the underneath side
of the hull floor.
e. Refilling Power Train. If the power train has been drained,
refilling requires special procedure. After putting in oil to raise the
level to the "FULL" mark, operate the vehicle until the oil is warmed
up; then stop the vehicle and allow 5 minutes for the oil to drain back
to the transmission. Again check the oil level, and add oil up to the
"FULL" mark. If, after the correct measured quantity of oil has been
put into a drained power train, the level does not come up to the
"FULL" mark, it is because the oil has not yet fully drained back
from the system after the warming up run.
f. Replacement of Power Train Unit.
(1) EQUIPMENT. Besides the necessary hand tools, this operation
requires a power train carrier (fig. 72) and a second vehicle or wrecker
for towing. The vehicle being repaired must be on a firm and level
surface.
(2) PROCEDURE.
(a) Removal of Exterior Parts. If it is considered advisable to drain
the power train before its removal, using a special %6-inch hexagon
wrench (41-W-878) remove the three drain plugs; one under each
side of the differential housing and one under the transmission, and
drain the unit. Break each track (par. 129d), and remove the track
from the drive sprocket. On earlier models where the siren is located
on the fender, remove the bolts from the siren and remove the siren.
Remove the bolts which hold each fender to the hull and final drive
housing and remove the fenders.
(b) Disconnect Drive Line. Remove the bolts from the front pro-
peller shaft housing and remove the housing. Remove the bolts from
the propeller shaft front flange to disconnect the propeller shaft.
Remove the cotter pins and clevis pins at the top ends of both steering
lever linkage rods to disconnect them from brake shaft arms.
(c) Remove Hand Throttle and Temperature Gage. Remove the
hand throttle (par. 56 b (2)). Disconnect the wire from the trans-
mission oil temperature gage transmission unit (located on the left
side of the transmission). Pass the gage wire under the steering lever
"cross shaft to clear, and tie up out of the way. Remove the transmission
oil temperature gage transmission unit. Cover the opening in the trans-
mission housing with tape to keep foreign matter out.
(d) Remove Stop Light and Siren Switches. Remove the nuts on
the adjustable rods which connect the stop light switch to the brake
shaft arms. Remove the two bolts from the stop light switch bracket on
the left side of the differential housing. Remove the stop light switch.
174
TM 9-731G
118
RA PD 11073
Figure 72Power Train Carrier
Remove the two nuts which hold the siren switch bracket and remove
bracket. Wire siren switch bracket, siren switch, and stop light switch
up out of the way.
(e) Disconnect Oil Cooler Lines and Speedometer Cable. Discon-
nect the transmission oil cooler lines at the fittings on the transmission
housing. Cover the fittings and the oil line couplings with cloth or tape.
Disconnect the speedometer cable from the speedometer drive at the
top right rear of the transmission housing by loosening the knurled
nut. Pass the cable under steering lever cross shaft to clear and tie it
up, out of the way. Tape the end of cable and the opening in the fitting.
(f) Free Power Train Housing. Remove the bolts and lock nuts
which hold the lower edge of power train housing to the vehicle floor.
Lock nuts must be held from inside the vehicle. With a man inside the
vehicle holding the nuts, remove all the bolts from the sides and all
except six bolts in the top, where the power train is joined to the hull.
The bolts left in the top are to be evenly spaced. The upper corner
bolts on each side are the only bolts with lock washers. Set the power
train carrier (fig. 73) in place. Raise the jacks until they are solidly
loaded, making certain that each is squarely in contact with a flat sur-
face of the housing. Remove remainder of the bolts.
(g) Separate Power Train from the Vehicle. Place a 4- by 4-inch
block, 14 inches long, in front of each rear wheel of the front bogie to
keep the vehicle from rolling forward when removing the power train.
Slowly raise each jack, in rotation, until the housing breaks free from
the hull. Attach a towing cable to each towing shackle on the power
train; then, with wrecker or other vehicle, pull the power train slowly
forward and with extreme caution, on a straight line, away from the
175
TM 9-731G
118-119
RA PD 36408
Figure 73Power Train Carrier in Place
vehicle. CAUTION: Station a man inside the vehicle to see that the
transmission and the gear shift lever, etc. clear and do not catch. Addi-
tional clearance for the levers may be gained by raising or lowering
the jacks.
g. Installing Power Train. Reverse the sequence of the steps
in the removal procedure except the following: .Seal all attaching edges
of power train with soft-drying mineral putty before installing in
vehicle. Install and line up the side shims, holding them in place with
soft-drying mineral putty. Line up the bolt holes in the power train
with those in the hull side plates. This operation may require moving
the power train slightly forward or backward, or raising or lowering
the jacks. Use drifts to line up the holes. Place four equally spaced
bolts in each side, and four equally spaced bolts across the top of
housing to hold power train in line. Install the remainder of the bolts.
119. TRANSMISSION.
a. Description. The transmission is of the synchronized selective
sliding gear type having five forward speeds and one reverse. Syn-
chronizers are provided to facilitate shifting for all speeds except first
and reverse. Gears for all speeds are in constant mesh. On earlier
vehicles a parking brake, built into the transmission is operated by a
lever to the right of the driver (fig. 7). This brake is to be applied
only when the vehicle is at a standstill. The parking brake used on
present vehicles is described in paragraph 5 b ( 7 ).
176
TM 9-731G
119-120
FINAL DRIVE
COVER
RA PD 36409
Figure 74Final Drive Unit Removed from Power Train
b. Transmission Replacement. Remove the power train unit
(par. 118 f). Install transmission lifting eye-bolts (41-B-1586-350)
in the two holes provided at the top of the transmission housing and
attach a suitable hoist to support the weight of the transmission. Re-
move the 19 nuts which secure the transmission housing to the differ-
ential housing and remove the transmission assembly. To install trans-
mission, reverse the sequence of the removal operation, using new
gaskets. NOTE: When a new transmission is to be installed, installa-
tion will be made by ordnance maintenance personnel.
120. DIFFERENTIAL.
a. The differential permits one track to move slower or faster than
the other on turns. The operator can cause either track to run slower
than the other by pulling back on the steering lever corresponding to
the direction of the desired turn for steering the vehicle. When either
steering brake lever is pulled back, it tightens the brake bands and
slows or stops the brake drum on that particular side. This slowing or
stopping of the brake drum and its compensating shaft slows down
(but cannot stop) the track on the side of which the steering brake is
operated, and causes a corresponding increase in the speed of the other
track, so that the vehicle turns toward the side of the slower track.
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TM 9-731G
120-122
Sharpness of the turn depends on the force with which the steering
lever is pulled. If both steering levers are pulled back equally, the
vehicle will slow or stop without turning to either side.
121. FINAL DRIVE.
a. Description (fig. 74). The final drives transmit power from
the differential to the driving sprocket hubs. Each final drive unit has
a pair of herringbone reduction gears, through which power from the
compensating drive shaft of the differential is transmitted to the final
drive shaft. The final drive shaft is flanged at its outer end and at-
tached to the sprocket hubs by studs and nuts. The larger of the two
herringbone gears is mounted on the final drive shaft, which is sup-
ported on two heavy-duty roller bearings in the final drive cover. The
smaller gear, or pinion, is supported on a roller bearing at its outer
end in the final drive cover, and at its inner ends on a roller bearing
that fits around the outer end of the splined compensating drive shaft
of the differential. The final drive cover is attached to the differential
housing by bolts. The two driving sprockets for each track are bolted
to a hollow hub which fits over the outer end of the final drive cover.
b. Lubrication. The gears and bearing of the final drive are
lubricated by oil entering from the differential housing.
c. Final Drive Replacement.
(1) REMOVAL. Drain the oil from the transmission, differential,
and final drive. Remove the sprockets and hub assembly (par. 127 b).
Arrange a hoist to support the final drive while it is being removed
exerting just enough "lift" to take the weight off the attaching bolts
and the dowel pins. Remove the bolts that attach the final drive unit
to the vehicle. Pry the final drive unit away from the differential
housing with a pinch bar. The unit must be carefully manipulated to
withdraw it in a straight line away from the vehicle, in order that the
herringbone pinion gear may slide straight off the splined end of the
compensating drive shaft of the differential. Figure 74 shows final
drive removed from power train.
(2) INSTALLATION. To install, reverse the sequence of the steps in
the removal procedure, using a new gasket, and refill the power train
unit with oil.
122. TRANSMISSION OIL COOLER.
a. Description (fig. 9). Because the oil in the power train ab-
sorbs not only the heat generated by the gears, but also that generated
by the brakes in steering and stopping the vehicle, an oil cooler is pro-
vided. It is mounted on the top center of the engine bulkhead, inside
the fighting compartment. A pump, within the transmission housing,
forces the oil through the passages in the cooler. Air is drawn through
the oil cooler core by the engine fans. Oil flows from pump to cooler
178
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RA PD 36401
Figure 75Brake Adjustment
and back to the transmission, through tubes running under the pro-
peller shaft housing, on the hull floor.
b. Replacement of Oil Cooler (fig. 9). To remove transmission
oil cooler, disconnect oil inlet and outlet tubes at the oil cooler. Re-
move the four cap screws which hold the cooler guard and remove the
guard. Remove the four bolts from the brackets at each end of the oil
cooler and remove the oil cooler unit. To install the transmission oil
cooler, reverse the removal procedure, making sure that the felt is in
place between the bulkhead and cooler before fastening the cooler to
the bulkhead.
c. Replacement of Oil Cooler Tubes. The tubes running to
the oil cooler are provided with standard fittings that permit easy re-
placement of either line. When installing new lines, make sure that
the new line has the same contour as the original contour of the line
removed.
123. STEERING BRAKES.
a. General. The use of the steering brakes is outlined in para-
graph 5 b (6). When unusual noises are heard when the brakes are
applied, the brake shoes must be examined and replaced if required to
prevent scoring of the brake drums. When the free travel of the steer-
ing levers has increased to 8 inches, minor adjustment of the brakes
is necessary. If this minor adjustment fails to establish good brakes,
make the major brake adjustment (par. 123 d). If the major adjust-
ment fails to establish good brakes, replace the brake shoes (par.
123 e).
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TM 9-731G
123
BRAKE ADJUSTING
NUT
ROD
RA PD 36400
Figure 76Details of Brake Shoe and Brake Shaft
h. Check Steering Lever Free Travel. With the vehicle stopped,
measure the distance the top of each steering lever can be pulled back
with the finger tips. Measure only the free travel that takes up the
clearance between the brake shoes and the drum. If this free travel
exceeds 8 inches, adjust the brakes (par. 123 c). When the vehicle is
equipped with new brake linings, and the steering brake levers, link-
age, and the steering brakes are in correct adjustment, each lever has
a minimum free travel of approximately 4 inches. As brake linings
wear, the free travel will increase.
c. Steering Brake Adjustment (Minor). Remove the brake ad-
justment port caps and gaskets (fig. 80). Insert wrench (lVi-in.
socket, extension, with ratchet handle) into the port (fig. 75) and
take up brake adjusting nut (fig. 76), turning clockwise the neces-
sary number of notches to adjust steering levers to a free travel of
4 inches. If a free travel of 4 inches cannot be obtained, make a major
adjustment as outlined in paragraph 123 d. Remove the socket
wrench. NOTE: Be careful that socket does not come off extension
and drop into differential housing. Check the steering brake levers
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TM 9-731G
123
for equal travel. A notch or two on either or both of the brake adjust-
ing nuts, in either direction, is permissible to effect equalization.
NOTE: Do not change steering lever stops. Measure steering lever
free travel at the top of the steering levers (par. 123 h). Replace
brake adjustment port gaskets and caps and tighten securely.
d. Steering Brake Adjustment (Major).
(1) WHEN REQUIRED. Major brake adjustments are necessary
when new brake linings are installed, a minor brake adjustment (par.
123 c) fails to correct the trouble, the power train has been removed,
or the steering brake lever linkage has been disconnected or changed.
(2) PROCEDURE.
(a) Drain Power Train. Drain oil from power train (par. 118 d)
into clean containers, sufficient to hold 152 quarts. NOTE: If lubri-
cating oil is to be used again, it must be filtered through clean cloth
before it is poured back.
(b) REMOVE STEERING BRAKE COVER PLATES (fig. 80). Remove
the cap screws from the right and left steering brake cover plates.
Remove the plates and gaskets.
(3) CHECK INDEX MARKS. The right and left brake actuating
levers (fig. 80), on the left side of the power train, and the actuating
lever for the right-hand brake at the right side of the power train, are
marked with a chisel at the time of original assembly. This mark on
both the shaft and the lever permits reassembly of these parts in their
original position. If these three levers do not have these index marks
in line with the marks on their shaft, remove the levers and install
them so that the marks do line up. If index marks are absent or indis-
tinct, mark the shaft ends and lever hubs (before disassembling) to
assure correct reassembling.
(4) DISCONNECT STEERING LEVER LINKAGE. Remove cotter pins
and clevis pins from steering lever connecting rod's upper clevises
(fig. 80) and disconnect the rods from the right and left brake actuat-
ing levers, both on the left side of the differential housing. Remove
steering brake cover plates and gaskets (fig. 80).
(5) ADJUST BRAKE SHOE CENTERING BOLT (fig. 77). Back off the
centering bolt jam nut and adjust the bolt to obtain a 0.005-inch clear-
ance between brake drum and brake lining at a point directly over
centering bolt (fig. 77). Tighten the jam nut, and recheck with a
feeler gage.
(6) ADJUST BRAKES TO POSITION ACTUATING LEVERS (fig. 80).
Tighten left brake adjusting nut (par. 123 c) all the way until the
brake shoe is compressed against the drum; then, back off approxi-
mately 12 notches or until the end of left brake lever has 3/i-inch
free play up and down, measured at the end of the lever. Follow the
same procedure for right brake lever.
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123
RA PD 4861
Figure 77Adjusting Centering Bolt
(7) ADJUST STEERING LEVER STOP SCREWS. Loosen the lock nuts
on the steering lever stop screws. Adjust the left steering lever stop
screw so that rear edge of the left steering lever is opposite the clevis
pin hole in the left brake actuating lever. Adjust the right steering
lever stop screw so that the right steering lever is lined up with the
left steering lever. Tighten both stop screw lock nuts.
(8) ADJUST STEERING LEVER CONNECTING RODS. With steering
levers forward against their stops, adjust the clevises orr the steering
lever connecting rods (fig. 80) so that the clevis pin holes in the
clevises are in line with the clevis pin holes in the brake shaft levers
(levers to be pressed downward). Line up the lever clevis pin holes
and connecting rod clevis pin holes, then unscrew the clevises three
full turns to increase the length of the rods. Line up holes in actuating
levers and connecting rod clevises. Install clevis pins and cotter pins.
This additional length of each steering lever connecting rod will give
the necessary clearance between the brake linings and the drums.
(9) TEST STEERING LEVERS FOR EQUAL TRAVEL. A notch or two
on either or both of the steering brake adjusting nuts, in either direc-
tion, is permissible to effect equalization. An approximately correct
Hjustment will have been obtained when the brake shoes just engage
182
TM 9-731G
123
RA PD 4863
Figure 78 Removing Link Pin front Cam
the brake drums when the steering levers are pulled back to a nearly
vertical position. Install both steering brake cover plates and gaskets.
Make sure gaskets are in good condition. Refill power train with
lubricating oil, following instructions in Lubrication Guide (par. 24).
e. Replacement of Brake Shoes.
(1) REMOVAL. Drain the power train unit (par. 118 d). Discon-
nect both steering lever connecting rod clevises at the left side of
the differential housing. Remove the clevis pin from the lower yoke of
the brake shaft actuating lever on the right side of the differential
housing and disconnect the link. Remove the steering brake cover
plates and gaskets (par. 123 d (2)) and wipe out the housing. Loosen
the lock nut and turn down the centering bolt (fig. 77) (1-in. and
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TM 9-731G
123-124
%-in. open-end wrenches) below the brake shoes as far as possible
to provide clearance when removing the shoes.
(a) Disconnect Brake Shoes (fig. 76). The following procedure
applies to both right- and left-hand brakes. Remove the brake adjust-
ing nut (fig. 76) (IVa-in. socket wrench). Remove the adjusting
nut anchor washer from the brake adjusting rod. Push the end of the
brake adjusting rod (fig. 76) through the brake shaft pin, and re-
move the washer and spring, taking care not to drop the washer inside
housing. The end of brake shoe assembly toward front of the vehicle
is now free, and the assembly will slide part way off the top of the
brake drum to rest against the differential housing.
(b) Remove Link Pin (fig. 78). To provide clearance for remov-
ing the link pin, remove the cap screw nearest the inspection opening
from the brake shaft trunnion on the outside of the differential housing.
Move the brake shoe and brake linkage toward the outside of the
housing. Remove the cotter pin from the link pin. Remove the pin
through the hole in the housing from which the cap screw was
removed.
(c) Remove Brake Shoes (fig. 79). Pull the brake shoe assembly
around and from under the brake drum toward the inside of the
vehicle. Use a pinch bar to aid in working the shoe assembly out.
CAUTION: Use care in working the hinged section of brake shoe
assembly over the centering bolt (fig. 77). Inspect all brake parts for
wear and breakage, replacing them with new parts if necessary. Wipe
out the housing and remove any foreign matter. Disassemble the
brake shoes by removing the cotter pins and link pins (fig. 76).
Inspect the pins and holes for wear. Inspect the lining for wear and
loose rivets. Replace or reline shoes having worn, linings.
(2) INSTALLATION OF BRAKE SHOES IN HOUSINGS. Reverse the
sequence of the steps in the removal procedure except the follow-
ing: Attach a wire to the end of the shoe to which the adjusting rod is
attached (fig. 76). Start the wire and adjusting rod into the bottom
of the housing opening, sliding the shoe around the drum until wire
can be reached from the upper part of the housing opening. Pull the
shoe assembly around the drum and into place at the upper part
of the housing. Remove the wire. Adjust the brake shoes as outlined
in paragraph 123 d.
124. PARKING BRAKE (fig. 80).
a. Description. A description and the use and operation of the
earlier and the later type parking brake is covered in paragraph
5b(7)(2).
b. Replacement.
(1) REMOVAL OF EARLIER TYPE BRAKE. Remove the cap screws
from the forward universal joint cover and remove the cover. Remove
184
185
124
TM 9-731G
RA PD 4864
Figure 79Pulling Brake Shoe Out of Housing
186
124
TM 9-731G
TM 9-7310
124
the cotter pin and washer from the parking brake lever shaft and
remove the shaft and lever (fig. 80). Remove the cap screws which
hold the parking brake housing to the transmission. Pull the housing
off the brake shoe spline and remove the housing. Remove the brake
shoe cone.
(2) INSTALLATION. Reverse the sequence of the steps in the
removal procedure, but, select a position on the spline where the brake
shaft spacer will mesh into the recess in the spline, when installing
the housing over the brake shoe spline.
(3) REMOVAL OF LATER TYPE PARKING BRAKE MECHANISM (fig.
8). Push the quadrant pedal all the way down. Remove the lock wire
and the cap screws which hold the quadrant assembly (fig. 8) to the
floor. Remove the quadrants. To reinstall, reverse the sequence of
the steps in the removal procedure.
c. Adjustment of Earlier Type Brake (fig. 80). Remove the
parking brake lever with the brake shaft lever attached, by withdraw-
ing the cotter pin from the shaft. Slide the shaft out of the adjusting
nut of the toggle link and remove the washer and spacer. Screw the
adjusting nut outward (counterclockwise), to lengthen the link and
decrease the clearance between the brake lining and the drum. The
adjusting nut must be given a complete turn, or several complete turns,
in order to bring the oil hole on top. Reinstall the brake shaft, spacer,
washer, and cotter pin, and test adjustment. Readjust as necessary to
effect complete contact between the shoe and the drum when the lever
is in the locked position. When the proper adjustment has been
attained, lock the brake by pulling the lever all the way back, then
loosen the clamping bolt at the bottom of the brake lever, move the
lever to vertical or slightly forward position, and tighten the clamping
bolt. Secure the nut on the bolt with a cotter pin.
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TM 9-731G
125-126
Section XIX
SUSPENSION AND TRACKS
Paragraph
General description 125
Inspections 126
Drive sprockets 127
Bogies 128
Tracks 129
Idlers 130
Installation of grousers 131
125. GENERAL DESCRIPTION.
a. Six two-wheeled rubber-tired bogies, or suspensions, bolted to
the hull, support the vehicle on volute springs. The tracks are driven
by sprockets at the front of the vehicle. Two idlers are mounted on
eccentric shafts at the rear end of the hull. These shafts are made
eccentric to provide for the adjustment of track tension. The weight of
the upper part of the track, between the idler and the sprocket, is
carried by three steel track support rollers mounted on brackets
attached to the bogie brackets.
126. INSPECTIONS.
a. General Instructions. Tracks and suspensions should be in-
spected at every opportunity in order to detect in the early stages any
fault that, if not corrected, would lead to serious impairment of the
efficiency of the vehicle. The best preventive maintenance is to keep
the entire track and suspension system as clean as possible, and free
from stones, sticks, and other solid debris. At every inspection, the fol-
lowing routine must be carried out.
I>. Procedure.
(1) TRACK TENSION. If the track shows a noticeable sag between
the track support rollers, the track should be adjusted (par. 129 b).
(2) TRACK CONDITION. Check the end connectors for wear and
bent or broken guide lugs. Inspect all wedges and nuts for presence
and tightness. Check for bottomed wedges; if the clearance between
the wedge and connector is less than one thirty-second inch, install a
new wedge. If grousers are being used, inspect their condition and
tightness. Inspect for dead track blocks (fig. 81) and replace them
(par. 129 c). A dead track block must be in the top section of the
track to be detected, so the vehicle must be moved several times to
188
TM 9-731G
126-127
DEAD TRACK BLOCK
RA PD 12481
Figure 81 Dead Track Block Dropping Out of Line on Top
of Track
make a complete inspection. During this check, the inside wedge and
connectors must also be inspected.
(3) SPROCKETS. Check for sprung or worn teeth. Check cap screws
and hub nuts for tightness.
(4) BOGIE WHEELS. Check the condition of the tires on all wheels.
Look for evidence of the outer spacer turning (tighten gudgeon nut).
Check gudgeon nuts and cotter pins for presence. Check grease fittings
and relief valves (replace if damaged or missing).
(5) BOGIE ASSEMBLIES. Check for broken or weak volute springs.
Inspect for worn wheel arm and lever rubbing plates (fig. 82 ). Inspect
bogie bracket for presence of bolts, nuts, and lock wire.
(6) SUPPORT ROLLERS. Look for evidence of rollers not turning.
Free all rollers by cleaning out mud, rocks, etc. Check grease fittings
(it is essential that all rollers turn freely, since inoperative rollers will
develop flats).
(7) IDLERS. Check idler cap retaining screws and grease fittings
(fig. 91).
127. DRIVE SPROCKETS.
a. Description (fig. 83). The sprocket and hub assembly is
formed by bolting two sprockets to a hub, which is attached by studs
and nuts to the drive flange of the final drive shaft. Sprocket and hub
assemblies, interchangeable as units, should be transposed between the
right and left final drive shafts when the sprocket teeth have become
appreciably worn on their flanks from long use in one direction.
189
TM 9-731G
127-128
BOGIE ROCKING LEVER
BOGIE LEVER RUBBING PLATE
BOGIE LEVER RUBBING PLATE
BOGIE ARM RUBBING PLATE
SUSPENSION ARM
RA PD 65938
Figure 82Bogie Arm and Lever
b. Sprocket and Hub Assembly Replacement (fig. 83). To re-
move the sprocket and hub assembly, slacken the track (par. 129 b).
Disconnect the track below the sprocket (par. 129 d). Remove the
eight hub retaining nuts. Remove the hub assembly. To reinstall,
128. BOGIES.
a. Description. The six bogies are the vehicle supporting units,
sometimes called suspensions. Vertical movement of the wheels, as
they pass over irregularities in the ground surface, is transferred to the
supporting arms and levers, and is absorbed by volute springs, two in
each bogie. Wear between the wheel arms and the spring levers is
taken by upper and lower rubbing plates (fig. 82), which can be re-
placed when worn. On the rear side of each bogie bracket is mounted
a single steel roller to support and guide the track between the idler
and the sprocket. Whenever bogie wheels are changed, retainer (seal)
B132704AB and spacer (adapter) B153965 will be installed when
available (par. 128 d).
b. Lubrication. Lubrication of the wheels and the track-sup-
porting rollers is through pressure gun fittings. Relief valves are pro-
vided to prevent damage to the grease retainers (sec. VI).
190
TM 9-731G
128
>>l$$i^&^$^^2
JSW^i*
RETAINING
NUTS
DRIVE SPROCKETS-
fd
*/]
Figure 83Sprocket and Hub Assembly
RA PD 27475
c. Bogie Wheel Replacement.
(1) REMOVAL. To remove bogie wheel, raise the wheel by means of
one of the following two methods: Place the bogie wheel lift (41-D-
1463) (fig. 84) on the track under the suspension arms to be lifted.
Carefully drive the vehicle forward or backward (depending on which
bogie wheel is to be lifted) until the bogie lift is vertical and the bogie
wheel has been lifted, or place two 5-ton hydraulic jacks on the track
directly under the center of each end of the spring seat plate, and jack
up the spring seat until all load is removed from the wheel arms (fig.
85). Remove the cotter pin from the nut on the inner end of the wheel
gudgeon and remove the gudgeon nut (23/s-in. gudgeon wrench). Re-
move the gudgeon pin. Two types of gudgeon pins have been used and
are removed as follows: Gudgeon pins having a threaded hole on the
outer end can be pulled by screwing the slide hammer bogie gudgeon
puller (41-P-2957-33) (fig. 84) into the threaded hole and pull the
gudgeon. To remove the gudgeon pin with no hole provided for the
puller, drive on the inner end of pin with drift. Remove the wheel from
between the arms.
191
TM 9-731G
128
BOGIE WHEEL
GUDGEON^
GUDGEON PULLER ~
RA PD 65939
Figure 84Pulling Wheel Gudgeon to Remove Bogie Wheel
(2) INSTALLATION. Move the wheel into place between the two
arms. Raise the arms and aline their holes with the hole in the wheel.
Start the wheel gudgeon through the outer arm and into the outer
spacer, grease seals, and outer bearing of the wheel. Line up the center
spacer by means of an alinement bar inserted from the inner side of
the wheel, and tap the gudgeon into the spacer. Then drive the gudgeon
through far enough to allow the key slot in the gudgeon to be lined up
with the slot in the arm. Install the key, and drive the gudgeon in the
rest of the way. Install and tighten the gudgeon nut on the inner end
of the gudgeon and secure with a cotter pin.
I. Bogie Wheel Crease Seal and Bearing Replacement.
(1) REMOVAL. Remove bogie wheel (par. 128 c). Pull out the two
outer spacers. Turn the wheel on its side on blocks and, with a brass
drift (41-D-1463) through the upper side of the wheel, drive the bear-
ing and grease seals out of the lower side. (It will be necessary to
move the inner spacer away from the bearing in order to seat the
drift on the outer race of the bearings. Keep moving the drift around
the entire circumference of the bearing outer race, in order to drive it
out evenly and with no damage to the bearings.) The spacer will drop
out when the bearing is removed. Turn the wheel over and remove the
192
TM 9-731G
128
other bearing and grease seals by the same method. Clean the bear-
ings and inspect for wear, cracked rollers, or flat spots.
(2) INSTALLATION. When the bogie wheel grease seal and bearing
are being replaced, be certain to install the new type retainer (seal)
B132704AB and spacer (adapter) B153965. Do not reinstall seal
A244899, spacer B197500, and backing plate B197501, as they are
obsoleted upon the availability of the new seal and spacer listed above.
(a) Install the bearing by starting it by hand and tapping it lightly
into place with a brass drift (41-D-1463), working around the outer
race. Be sure the bearing is squarely seated against the shoulder in the
wheel, to allow room for the grease seals. End play of bogie wheels
equipped with tapered roller bearings should be checked whenever
rawhide seals are installed; play should'be from 0.003 to 0.021 inch.
If end play of tapered roller bearings exceeds 0.021 inch, or in case of
bearing failure, tapered roller bearings will be replaced with ball bear-
ings CABX3AL when available.
(b) A rawhide type seal should be soaked thoroughly for 30 minutes
with engine oil, or neat's-foot oil, before installation. Seals must be kept
in waterproof wrappers, away from moisture, extreme heat, or cold.
Sand or dirt must not be allowed to get on the seal to serve as an
abrasive. Coat the sealing surfaces well with grease before assembly,
and place a liberal supply of grease between the retainers. Use the
proper drift or a rawhide hammer to carefully seat the seal. Be sure
the seal is placed squarely in the opening and not cocked or bent.
When a seal is bent or twisted during installation, it must be discarded
and another new one used. The sealing lips of the seal must be point-
ing to the outside of the bogie wheel, to realize the primary purpose
of preventing entry of dust and mud into the bearing assembly. After
installing outer spacer and seals, turn the wheel over and install center
spacer, bearing, oil seals, and spacer as described above. If the sealing
surface of the spacer is etched, nicked, rough, or untrue, a new part
should be installed to insure a smooth sealing surface.
e. Volute Spring Replacement (fig. 85).
(1) REMOVAL. Place two 5-ton jacks beneath springs. Position the
jacks on the track so that the head of each jack is in the center of each
end of the spring seat plate. In placing the jack, arrange the blocking
so that the jack plunger will be nearly at the upper end of its travel
when the thrust of the springs is taken up, in order to permit a greater
lowering travel later (fig. 85). Jack up seat plate. Raise each jack
until the thrust of the springs has been taken up. Straighten the ears of
locking plate, remove the two locking cap screws, and loosen the center
cap screw that secures the center gudgeon pins in the bogie bracket
(fig. 85). Remove the bogie gudgeon pins (par. 128c (1)). When the
pins are pulled out, the bogie arms and gudgeon spacers will drop.
193
TM 9-731G
128
-HYDRAULIC JACKS--
Figure 85Changing Volufe Springs
Lower the jack with the spring seat plate and springs. If the jack has
not sufficient travel to decompress the springs, push two bars through
the gudgeon pin holes, and lower the spring seat plate on to the bars.
Remove the blocking, or lower the adjustable screw on the jack, and
again raise the plate off the bars with the jack. Remove the bars, and
continue to lower the jack and decompress the spring. If the spring
seat plate and springs do not drop out on removal of the jack, free
them with a hammer or wood block. NOTE: Whenever a new volute
spring is required, install two new springs, never one old and one new
spring.
(2) INSTALLATION. Place the springs and spring seat plate in posi-
tion and raise with the jacks until the springs are compressed suf-
ficiently. Aline the bogie arms and spacer plates and install the
gudgeon pins, making sure that their grooves are on the side to permit
installation of the locking cap screws. Install the gudgeon locking cap
screws and secure the lock plate to the cap screw heads. Lower and
remove the jacks, allowing the bogie levers to resume their normal
position on the wheel arms.
f. Track Support Roller and Bracket Replacement. To remove
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TM 9-731G
128-129
the track support roller and bracket, remove the lock wires and the
four cap screws securing the track skid to the top of the bogie frame,
place a jack between the front bogie wheel and track, and raise track
to remove its weight from the bogie wheel. Remove the track skid.
Remove the lock wire and the six cap screws holding the roller bracket
to the bogie frame and remove roller and bracket assembly. Remove
the lock wires and the four cap screws securing the roller shaft to the
bracket and lift roller and bracket. To reinstall, reverse the sequence
of the steps in the removal procedure.
129. TRACKS,
a. Description.
(1) GENERAL. Each track has 79 separate shoes, or blocks, which
may be rubber-covered, or all steel. Two parallel pins run through each
block, and project at both ends. Steel connectors fit over the ends of
the adjacent pins of adjoining blocks, linking the blocks on both sides
to form a continuous track. Each track pin has doughnut-shaped
rubber spacers vulcanized to fit. These spacers, when the pin is pressed
into the steel frame of the track block, form a flexible cushioning bond
between the pin and the block. The connectors are held on the pins by
wedges, which fit against milled flats on the pins. These flats face out-
ward, and are inclined at an angle of 7 degrees to the tread surface
of the block. The wedges are tapered at 15-degree angles on each face,
so that when they are pulled up between the two pins by the bolt (an
integral part of the wedge), they cause a 16-degree angle between
adjacent blocks. This angularity tends to make the track curve around
the rear bogie, the idler, and the sprocket. Flared perpendicular
projections on the end plates serve as guides to keep the track in
alinement and to hold it on the bogie wheels, idlers, track support
rollers, and drive sprockets. The sprocket teeth engage the track
between adjacent connectors. Since the condition and effectiveness of
the track can definitely limit or increase the performance ability of
the vehicle, it is essential that it is inspected, adjusted, and maintained
in the best possible condition. Several types of track block are used
(par. 129 a (2), and (3)).
(2) RUBBER BLOCK TYPE. Two designs of rubber blocks are in
use, the first having the same thickness of rubber on both sides, the
second having a greater thickness of rubber on the tread (ground
contact side) than on the bogie wheel contact side. Shoes of the last
type must be replaced when further wearing away of the tread would
expose the tubular sections of the inner steel link to the risk of being
dented or deformed. Damaged shoes must be replaced immediately.
Shoes of the first type (same thickness on both tread and bogie side),
whose tread rubber has worn thinner than the rubber on the inner
side may be reversed (par. 129 d). This type of shoe will be replaced
when the rubber on the second side has worn to the extent that wear
in the steel links is imminent.
195
TM 9-731G
129
STRAIGHTEDGE
3/4 INCH SAG BETWEEN ROLLERS
Ml
ROLLERS
RA PD 27482
Figure 86Checking Track Tension
(3) ALL-STEEL TYPE. Steel shoes are formed with one long lug at
the toe of the block (the forward edge when the block is on the
ground) and two short lugs at the heel (rear edge). Tracks will nor-
mally be installed, when new, with the long lugs forward when the
shoes are on the ground; but the entire track may be turned end-for-
end when it is necessary (par. 129 g).
b. Track Tension Adjustment (fig. 86).
(1) METHOD. The track should be checked daily for correct ten-
sion. If a pronounced sag is present, tension should be restored to
eliminate the possibility of the tracks being damaged or thrown off.
Figure 86 shows the correct track adjustment. Track tension is ad-
justed by turning the spindle of the eccentric idler shaft (fig. 87).
(2) SETTING THE ADJUSTMENT. Partially back out (do not re-
move) the two end (clamping) bolts of the three bolts on the rear
of the split housing (fig. 87). Turn down the spreading bolt to open
up the housing. NOTE: Because this bolt has a left-hand thread, it
also is turned counterclockwise to spread the split housing. In loosen-
ing or tightening the spindle, the spreader boh is turned in the same
direction as the clamping bolts. Raise the spring clip at the end of
the housing, loosening its screw if necessary, and tap the collar plate
all the way off the serrations on the spindle to the position shown in
figure 87. It may be necessary to take the load off the collar by using
the idler adjusting wrench on the hexagon end of the spindle, as in
tightening the track. Tighten or loosen the track by using the idler
adjusting wrench (41-W-640-400) on the hexagon at the end of the
spindle. To tighten, raise the handle of the wrench (using a pipe for
196
TM 9-731G
129
ADJUSTING
NUT
COLLAR
PLATE
CLIP
SERRATIONS ON
IDLER SPINDLE
CLAMPING
BOLT
SPLIT
HOUSING
IDLER ADJUSTING WRENCH
SPREADING BOLT L. H.
RA PD 36420
Figure 87Tightening Track with Idler Adjustment
leverage, or a jack under the end of the handle) until the track shows
a sag of not more than % inch midway between the support rollers.
Sag can be measured from a straight edge placed on the track between
the support rollers (fig. 86). CAUTION: Tracks that are too tight
will cause a serious reduction in the performance of the vehicle.
(3) LOCKING THE ADJUSTMENT. Drive the collar plate back on the
serrations of the spindle and lock it in place with the spring clip. Back
out the center spreader bolt by turning it clockwise. (Make sure that
it does not project into the split of the housing.) Pull both outside
clamping bolts up tight, and tighten down the spreader bolt until it
binds sufficiently to hold it from working loose.
c. Dead Track Block Replacement (fig. 88).
(1) DEFINITION. A dead track block is one in which the rubber
bond between the pin and the metal frame of the block has failed, leav-
ing the pin free to turn. Dead blocks are easily recognizable (fig. 81)
and should be replaced immediately as they may result in a broken
track.
(2) REMOVAL. Move the vehicle so that block to be replaced is
197
TM 9-731G
129
RA PD 36422
Figure 88Replacing Dead Track Block
midway between the idler and the rear bogie wheel. Set the parking
brake. Release the track tension (par. 129 b). Remove the wedge nuts
on the two inside and two outside connections (fig. 89) attached to
the block to be replaced. Tap out the wedges, being careful not to in-
jure threads. Drive the two inside and two outside track connectors
halfway off the pins of the track block to be removed. Between the
track connectors and the blocks, insert the curved fingers of the
Simplex jack track connecting fixture (41-F-2997-85 or 86) over the
exposed pins in the two track blocks immediately adjacent to the
dead track block (fig. 88). The upper surfaces of the track connecting
fixture plates must fit snugly against the tread surfaces of the track
blocks. Insert the handle in jack ratchet fitting. Pull up the track until
the fixture is securely solid, then knock off the four loosened connec-
tors. Figure 88 shows dead track block with outside track connectors
removed, and inside connectors still in place, and the holding block.
198
TM 9-731G
129
HA PD 12480
Figure 89Removing Track Wedge Nut
(3) INSTALLATION. Place the new track block in position. Install
the track connectors driving them halfway on to pins, operating the
jack if necessary to position the pins. Back off the jack and remove the
track connecting fixture. Drive connectors the rest of the way on. In-
stall the wedges in connectors drawing them tight. NOTE: Before in-
stalling, inspect wedges and nuts, and replace if worn or damaged.
d. Turning the Track Block. When rubber track blocks are to
be reversed (turned over) or several blocks must be replaced, the track
should be removed from the vehicle. Note that the track is broken at
the front of the tank, between the sprocket and the front bogie wheel,
instead of at the rear, as for the replacement of a single block. Break
the track just below the sprocket. Move the upper part of the track
to the rear over the drive sprocket by turning the sprocket with a bar,
and pull the track back off the rollers. Again break the track this time
just in back of the rear bogie. Reverse the blocks of the part of the
track just removed by removing all the connectors and turning each
block over. To equalize the wear on the connectors, turn them end-
for-end and install them on the opposite side of the track. Connect this
reversed section of the track to the section underneath the bogie
199
TM 9-731G
129
RA PD 36421
Figure 90Joining Ends of Track at Front Sprocket
wheels and tow the vehicle back onto the section already reversed.
Disconnect the remaining section of the track and reverse the blocks
and connectors. Again connect the two sections of the track. Tow the
vehicle onto the front section, and roll the rear section over the idler,
support rollers, and sprocket, using a bar to turn the sprocket (par.
129 g). Connect the two ends of the track (fig. 88).
e. Thrown Track Replacement. Because conditions under
which a track may be thrown vary greatly, no one procedure can be set
down as the best possible method for its replacement. The following
procedure can be used under the worst conditions, and can be modi-
fied for different situations. Break the track underneath either the
idler or the sprocket, depending on which end of the track has the least
twist. Tow the vehicle completely off the track. Roll up the track and
move it to the front or to the rear of the vehicle, depending on which
has the best ground for towing the vehicle back onto the track. Lay
the track out with the end at the nearest bogie, with several blocks
sunk in a trench dug deep enough so that the bogie can roll onto the
track without having to climb. Tow the vehicle on to the track until
200
TM 9-731G
129
the leading bogie wheel is about 16 inches from the end of the track.
Roll the track up over the idler and support roller, and around the
sprocket, using a bar to turn the sprocket. NOTE: Sometimes the
track may be thrown in such a manner that the proper manipulation of
the vehicle, and the use of blocks, make it possible to work the track
back on again.
f. Track Replacement.
(1) REMOVAL. To install a new track when the old track is still on
the vehicle, break the old track under the sprocket and roll the track
back off the sprocket and rollers, using a bar to turn the sprocket. Lay
out the track in front of the old one and connect the two. Tow the
vehicle onto the new track until the front bogie wheel is about 16
inches from the end of the track. Disconnect the old track, and roll
the new one up over the idlers, the track support rollers and around
sprocket, and connect the ends (fig. 90).
(2) INSTALLATION. To install a new track when the old track is off
the vehicle, proceed as in paragraph 129 e.
g. Reversing Track Direction.
(1) GENERAL INSTRUCTIONS. To equalize the driving wear on the
track connectors, and thus lengthen the operating life of the track, the
entire track can be turned end-for-end, shifting the driving wear to the
other contact surfaces of the connectors. With good ground condi-
tions, the shift can best be made by breaking the tracks at the front,
just below the sprocket, working the tracks up and off the sprockets,
and pulling the vehicle completely off both tracks. The following
method can be used, when, because of mud, soft ground, or other con-
ditions, it is advantageous to keep the vehicle on part of the track at
all times and to move the vehicle under its own power.
(2) PROCEDURE. Break the right track at the rear, just below the
idler, and using the left track for traction, move the vehicle ahead
until the end of the right track comes off the sprocket. Break the right
track at the middle, turn the free section around end-for-end, and drive
the connectors on enough to hold the ends together. Move the vehicle
back until the bogie wheels are on the reversed section of the track;
then, reverse the other half of the track and reconnect the track, this
time driving the connectors completely on and pulling down the
wedges. Move the vehicle forward until the front bogie wheel is on
the fourth tread block from the end. Attach the towing cable, by means
of a chain, to the other end of the track, bringing the free end of the
cable up over the idler and support rollers and around the hub of the
sprocket. Insert a short bar through the sprocket and the towing eye
of the cable and, using the sprocket hub as a windlass, pull the track
forward to the sprocket with the engine power of the vehicle. NOTE:
Both steering levers should be left free during this operation. Remove
the cable from sprocket drum and work the track over the sprocket.
201
TM 9-731G
129-130
LUBRICATION FITTING RELIEF FITTING
Figure 97Details of Idler
RA PD 36424
Connect the track (par. 129 c). Repeat the above operations for the
left track.
130. IDLERS.
a. Description (fig. 91). Two large steel idler wheels are mounted
at the rear of the vehicle to guide and support the tracks. They are
provided with a means of adjusting the tension of the tracks (par.
129 b).
b. Lubrication (sec. VI). A lubrication fitting adaptable to the
grease gun is installed in the hub of the idler, which is also equipped
with a relief fitting (fig. 91).
c. Idler Wheel Replacement (With Track Removed). To re-
move the idler wheels, remove the idler cap by removing six cap
screws. Take out the split pin securing the wheel nut and remove the
nut. Remove the wheel. Before installing the wheel, clean the bear-
ings, the grease retainers, and the spacer. Pack inner and outer bear-
ings with grease and install the wheel. Install the wheel nut and the
split pin. Install the idler cap and the six cap screws.
202
TM 9-731G
130-131
PINS
OUTSIDE END
PLATE
RA PD 11469
Figure 92Installing Grousers
d. Idler Bracket Replacement. To remove the idler bracket,
remove the idler wheel as outlined above, and remove 14 cap screws
which secure the bracket to the hull. To reinstall, reverse the sequence
of the removal procedure, except coat the surface of bracket which
bears against the hull with sealer before installing.
131. INSTALLATION OF GROUSERS.
a. Grousers are for use only with rubber block tracks, to give posi-
tive traction on wet mud, ice, snow, and other slippery surfaces. There
are 10 grousers and 3 spares for each track. In use, one grouser is in-
stalled on every eighth block of each track. To install, place the grouser
across the track over the opening between 2 track blocks, and slide the
2 pins on the inside end of the grouser into the holes in the pins of the
2 blocks (fig. 92). Install the pins on the outside grouser end plate in
the block pins and fasten the plate to the grouser with the special bolt
and lock washer.
203
TM 9-731G
132-133
Section XX
HULL AND TURRET
Paragraph
Hull 132
Turret 133
Escape hatch 134
Vision and sighting equipment 135
132. HULL.
a. General Description. The hull of the vehicle is made of
welded armor plate, 1 l/2 inches thick at the front, 1 inch thick at the
lower side plate, 3A inch thick at the upper side plate, 3A inch thick
at the rear, and 3A inch thick on top. The armor plates over the engine
compartment are 3/g inch thick. An apron of Vi-inch armor is provided
for the upper part of each track. The hull is divided into two sections by
a bulkhead; the engine compartment is located in the rear section,
the fighting compartment and driver and assistant driver's stations
are located 'in the front section. A pintle hook is provided on the rear
of the vehicle for towing a trailer only. The pintle is attached to the
hull by means of 4 bolts. The fighting compartment has a platform
16 inches above the hull floor. This platform is stationary and extends
the full width of the vehicle, and runs lengthwise from the bulkhead
to just behind the driver's compartment seats. The space beneath the
platform contains storage compartments, battery box, and generator
regulators which are reached through hinged metal covers flush with
platform.
b. Auxiliary Armor. Provision is made for increasing the armor
protection on the front and side upper slopes of the hull and on the
sides of the turret by attaching auxiliary armor of varying thickness.
Large circular bosses are welded to the armor plate of the vehicle.
Holes in the auxiliary armor plates fit over these bosses. Heavy bolts,
with large washers, screw into the center of the bosses to hold the
auxiliary armor plate in place. A spacer surrounds each of the bosses,
resulting in a %-inch air space between the hull and the auxiliary
armor plate.
133. TURRET.
a. Description. The turret is made of welded armor plate 1 inch
thick at the sides. The turret can be traversed through 360 degrees
by hand-operated gear mechanism. The gun mount permits elevating
the gun 30 degrees above the horizontal, for long range and direct
firing, and depressing it 9 degrees below the horizontal. The front of
the turret is protected by a heavy cast armor gun shield 21A inches
thick.
204
TM 9-731G
133-135
HULL AND TURRET
LOCKING
LEVER
RA PD 28047
Figure 93Escape Hatch Cover
b. Turret Canopy. A removable folding canopy, of heavy can-
vas, is provided for protection of the crew and the vehicle interior,
for use to keep out rain or snow, or to shade the interior. It may be
attached, by means of fold-down supports, to cover the opening in
the turret top. The top of the canopy is then 12 inches above the rim
of the turret opening.
134. ESCAPE HATCH.
a. The escape hatch is located in the vehicle floor back of the
assistant driver's seat (fig. 93). The escape hatch is important to the
safety of the crew and should be checked frequently for ease of opera-
tion. It should be removed, cleaned of dirt and rust, and its working
parts lubricated at regular intervals.
135. VISION AND SIGHTING EQUIPMENT.
a. Two periscopes are provided for the driver, one in the driver's
door, the other to his left, mounted in the hull top plate. The third
periscope is in the assistant driver's door. All periscopes can be rotated.
A tubular telescopic sight is provided at the left side of the gun. The
opening through the gun shield for the telescope has a heavy protective
shutter, operated from inside the turret.
205
TM 9-731G
136-138
Section XXI
FIRE EXTINGUISHER SYSTEM
Paragraph
Fire extinguisher units 136
Operation 137
Maintenance and replacement 138
Handling 139
136. FIRE EXTINGUISHER UNITS.
a. Two sizes of carbon dioxide fire extinguishers are carried in
each vehicle. Two fixed 10-pound units are clamped in a vertical posi-
tion near the transmission oil cooler on the floor of the fighting com-
partment (fig. 94). These units connect to tubes leading to the engine
compartment and are used for extinguishing fires in the engine com-
partment only. A 4-pound portable hand-operated extinguisher is
located on a bracket at left of the driver. A second 4-pound portable
hand-operated extinguisher is located on a bracket in the turret.
137. OPERATION.
a. Operation of both the fixed and the portable fire extinguishers
is explained in paragraph 5 b (14) (a) and (b).
138. MAINTENANCE AND REPLACEMENT.
a. Maintenance. After use, the extinguisher should immediately
be exchanged for one that is fully charged. Every 4 months, or oftener
if deemed necessary, weigh each extinguisher, and if the net weight
of the carbon dioxide is less than 3Va pounds for the 4-pound extin-
guisher or 9 pounds for the 10-pound extinguisher, exchange the extin-
guisher for a fully charged one.
b. Replacement of Cylinders. To remove the fire extinguisher
cylinders, unscrew the control head at the cylinder, loosen the clamps,
and remove the cylinders. Recharge with 10 pounds of carbon dioxide,
use adapter No. 23848. Reset the control handle. Reset the control
head by inserting a pin in the shaft and turning counterclockwise
until the clutch pin and the arrow are lined up. Reinstall the cylinder
in vehicle, clamp in place, and connect the discharge tube. Assemble
discharge head to recharged cylinder.
c. Control Replacement. To remove the pull cables, disconnect
short conduit running from the fire extinguisher cylinder head to the
inlet and outlet connector housing. Cut the cable at connector and
pull cable out of conduit by pulling out handle at front and rear con-
trols. Thread the new cable through conduit and connect cable (an
installation drawing is included in the new parts package). To replace
206
TM 9-731G
FIRE EXTINGUISHER SYSTEM
138
DRIVERS COMPARTMENT
4 LB. PORTABLE FIRE
EXTINGUISHER
DRIVERS COMPARTMENT
CONTROLS
TURRET 4 LB.
PORTABLE FIRE
EXTINGUISHER
2-10 LB. FIXED
FIRE EXTINGUISHERS
OUTSIDE CONTROL
NOZZLES
RA PD 27547
Figure 94Fire Extinguisher System
207
TM 9-731G
138-139
conduits, remove cables as outlined and disconnect connectors and
holding brackets. To reinstall, reverse the sequence of the steps in
d. Nozzles and Lines Replacement. To replace fire extinguisher
nozzles or lines, disconnect connections and holding brackets. Remove
lines and nozzles. To reinstall, reverse the sequence of the steps in the
removal procedure.
139. HANDLING.
a. Any cylinder containing gas under high pressure is as dangerous
as a loaded shell. The extinguisher cylinders should never be dropped,
struck, handled roughly, or exposed to unnecessary heat.
208
TM 9-731G
140-141
PART THREE
ARMAMENT
Section XXII
INTRODUCTION
Paragraph
Scope 140
Characteristics 141
Data 142
140. SCOPE.
a. This part of the manual is designed to guide the commander and
crew in the care and handling of the 3-inch Gun M7 and Mount M5,
mounted on Gun Motor Carriage M10A1.
b. In addition to mounting the 3-inch Gun M7 and Mount M5, the
Gun Motor Carriage M10A1 mounts the cal. .50 M2, heavy barrel,
machine gun; Thompson submachine gun, cal. .45; the cal. .30 rifle,
M1903; carbines, cal. .30; grenade, and launcher for cal. .30 rifle.
c. All essential information that is of a technical character required
by using arms and services for identification, use, and care of the par-
ticular equipment described, is contained in this manual, as well as
use and care of ammunition, spare parts and accessories, and sighting
and fire-control equipment.
d. Disassembly and assembly, and repairs by battery personnel
will be undertaken only under supervision of an officer or chief
mechanic.
e. In cases where the nature of repair, modification, or adjustment
is beyond the scope and/or facilities of battery personnel, local or
otherwise designated ordnance service should be informed in order
that trained personnel with suitable tools and equipment may be pro-
vided.
f. All Technical Manuals, Field Manuals, Standard Nomenclature
list, and other publications pertaining to materiel described in this
manual are listed in "References."
141. CHARACTERISTICS.
a. The main armament of the Gun Motor Carriage M10A1 is a
3-inch Gun M7 that is mounted in a Gun Mount M5. The gun is
mounted in a semiopen-top turret of welded armor plate.
b. The 3-inch Gun M7 is used as a tank destroyer. The gun has a
209
TM 9-731G
141
CARBINES, CAL .30 SHELLS, 3-INCH
RA PD 45690
Figure 95Ammunition and Carbines Stored Under Right
Side of Turret
gun shield that moves vertically with the barrel and forms the front
part of the turret. The turret and gun as a unit are traversed by means
of a handwheel mechanism meshing with a ring gear, thereby enabling
the gun to be fired in any direction. Two traversing locks are provided
to secure the turret in any desired position.
c. Elevation of the gun is by means of two elevating handwheels,
one on the right, and the other on left side of cradle. The muzzle of the
gun can be elevated to 30 degrees or depressed to 10 degrees.
d. There are 54 AP and HE shells stored and carried on the vehicle
(figs. 95 and 96).
e. The breech can be automatically or manually opened or closed.
The gun can be electrically or hand fired. Firing mechanism is usually
automatically cocked, but can be hand cocked by means of a hand-
cocking lever. All rounds are loaded by hand. NOTE: It should be
remembered that the driver and the assistant driver cannot open their
latch doors while the 3-inch gun is pointed forward, because of inter-
ference with the gun shield. However, the gun will normally be carried
210
TM 9-731G
141-142
INTRODUCTION
CAL. .50 HEAVY BARREL AAACHINE GUN M2
THOMPSON SUBMACHINE GUN, CAL. .45 * SHELLS, 3-INCH RA
Figure 96 Rear Inside View of Turref
45697A
with the muzzle to the rear (fig. 97), and both doors may be left open
until the gun is to be directed toward the front.
f. Small arms are covered in the 23 series Field Manuals which are
available to using arms. These weapons will not be included here.
142. DATA.
a. Gun.
Weight of 3-inch gun (M7) complete ................... 1,990 Ib
Length of bore ................ 50 cal
Length of tube, muzzle to rear face of breech ring ......... 158.10 in.
Caliber ................ ....... 3 in.
Type of breechblock ......................... . , Vertical-sliding
Firing chamber capacity ............................ 200 cu in.
Density of loading ................ 0.692
Muzzle velocity ............................... 2,600 ft per sec
Muzzle energy ................ 702.9 ft-ton
Maximum powder pressure ........................... 36,000 Ib
Rifling:
Length ................ 126.85 in.
Number of grooves ................ 28
Twist, uniform right-hand with one turn in calibers ............ 40
Chamber pressure ...................... 3,200-3,600 Ib per sq in.
211
TM 9-731G
142
GUN SHIELD BARREL ASSEMBLY GUN REST TURRET
RA PD 45691
Figure 97 Rear End of Motor Carriage MIOAI
Number of grooves 28
Depth of grooves 0.04 in.
Width of grooves 0.1866 in.
Width of lands 0.15 in.
b. Ammunition.
Weight of fixed round . 26.66 Ib
Weight of powder charge 5 Ib
Travel of projectile in barrel 127.73 in.
3-inch ammunition stored (AP and HE) 54 rounds
HE round, M42 B2, weight of projectile 12.4 Ib
AP round, M62, weight of projectile 15 Ib
AP round, M79, weight of projectile 15 lb
Approximate drop of projectile at zero degree of
elevation 2,000 to 2,500 yd
c. Electrical.
Firing switch (in elevating handwheel)
15 amperes 24 d-c
volts, normal position,
open
212
TM 9-731G
142
INTRODUCTION
Firing solenoid 24 volts, 30 Ib pull
(Maximum air gap at
20 d-c volts)
d. Mount.
Elevation of gun 30 degrees
Depression of gun 10 degrees
Traversing 360 degrees
Type of recoil mechanism Hydrospring
Normal recoil 11 to 12 in.
Maximum recoil 14 in.
Type of recoil oil used OIL, recoil, heavy
(Spec.2-96A)
Recoil spring compression 12 in.
Recoil spring, number of coils 20 Va approx.
Recoil spring, length compressed in recoil cylinder 26.375 in.
Recoil spring, length of free spring 38.375 in.
Recoil spring tension, gun in battery 1,058 Ib min
Recoil spring tension, gun in battery 1,136 normal
Recoil spring tension, gun in battery 1,214 Ib max
Elevating handwheel, one revolution produces vertical move-
ment of 0.0833 in.
Elevating handwheel, movement to raise muzzle Clockwise
Recoil piston rod pull 10,500 Ib
e. Sighting Equipment.
Telescope M51
213
TM 9-731G
143
Section XXIII
DESCRIPTION AND FUNCTIONING OF GUN
Paragraph
General 143
Barrel assembly 144
Breech mechanism 145
Closing spring mechanism 146
Percussion and cocking mechanism 147
Function and operation of breech mechanism 148
143. GENERAL.
a. The 3-inch Gun M7 consists of a tube screwed into a breech ring
and locked by a key.
b. The tube is supported and alined in a cradle that is a part of the
mount assembly. The rear half of the tube is finish-ground and rides
in bushings inside of the cradle.
c. Lugs on the sides of the breech ring provide the means of attach-
ing the two recoil cylinder assemblies which are a part of the gun
mount. Lugs on the bottom of the breech ring are for the breechblock
operating shaft and cranks. The breech closing spring mechanism is
attached to a lug on right side of breech ring. Interior of breech ring
is machined so that breechblock can slide upward to close and down-
ward to open the firing chamber.
d. Gun designation, serial number, name of manufacturer, year of
manufacture, and weight (includes tube, breech ring, and breechblock)
are stamped on the top of the breech ring.
e. Tube serial number, name of manufacturer, weight of tube with
breech, and gun designation are stamped on the muzzle. The muzzle
end of tube is engraved with witness lines for use with bore-sighting
equipment.
f. Rounds are loaded by hand, and the action of loading causes
automatic closing of the breech; however, the breech can be manually
opened (or closed) by use of the breech operating handle which is
secured to the breech operating shaft. The gun is fired electrically by
means of a solenoid or manually by a hand-firing lever. In either case,
the act of firing depresses a firing plunger located on the right cheek
of breech ring. The firing plunger moves the sear, thereby allowing the
firing pin to function. After firing, the gun recoils and then counter-
recoils to battery. During this counterrecoil, the gun is cocked, breech
is opened, cartridge case is extracted, and breechblock is locked in its
open position (firing chamber open) ready to receive the next round.
214
TM 9-731G
144
144. BARREL ASSEMBLY.
a. Tube.
(1) The tube is formed in one piece and is threaded (at the breech
end) to screw into the breech ring. The bore is rifled from the chamber
to the muzzle with a uniform right-hand twist of one turn in 40 calibers,
and the bore is also tapered to form a firing chamber. The portion of
the tube that rests in the cradle is finish-machined, in order to assure
a bearing for supporting the tube.
(2 ) The face of the breech end of the tube is recessed on each side
of the bore to form a cam surface for the upper ends of the extractors
when they are in battery position. Extraction of a fired cartridge case
is accomplished by means of these extractors.
(3) A longitudinal breech ring key slot is machined in the circum-
ference of the shoulder, which is at the rear end of the tube and just
ahead of the threads that hold the tube to the breech ring. The breech
ring key is installed in this slot and locks the tube to the breech ring.
The key also prevents rotation of the gun in its mount.
b. Breech Ring.
(1) The breech ring, into which the tube is screwed, has two lugs
projecting from the sides. These lugs are the means of anchoring the
rear ends of the recoil mechanism. A screw in the breech ring forces a
copper plug into the threads of the recoil rod to secure the rod to the
breech ring. Two lugs project downward from the bottom of the
breech ring. The lugs are bored transversely and fitted with bushings
in order to provide bearings for the operating crank and chain ter-
minal crank.
( 2 ) An additional support on the lower right side of the breech ring
is bored longitudinally to receive the rear end of the closing spring
cylinder. Holes are tapped in the breech ring for screws to hold the
closing spring cylinder, breech ring key, operating crank detent,
breechblock bushing, and recoil rods.
(3) Front face of breech ring has a shallow vertical keyway for the
breech ring key. The front of this keyway terminates in a square
notch through the front face of the breech ring, the notch alining with
a keyway in the tube. The breech ring key is retained in the breech
ring by two socket head setscrews, thereby locking the tube to the
breech ring.
(4) Near the rear of the breech ring is a rectangular recess which
extends through the breech ring from top to bottom and houses and
guides the breechblock. The rear side of this rectangular recess is cut
out at the top to form a U-shaped notch in order to clear the cartridge
case when loading and ejecting. The surface around the U-shaped
opening is rounded to facilitate loading of the gun.
(5) The right side wall at the top of the breech recess is machined
215
TM 9-731C
144
COCKING LEVER
EXTRACTOR, R.H,
EXTRACTOR
TRUNNION
INNER END
BREECHBLOCK
BUSHING
BREECHBLOCK
BUSHING SCREW
EXTRACTOR. LH.
VERTICAL
GROOVE
VERTICAL LAND
VERTICAL
GROOVE
RA PD 45664
Figure 98Breechblock and ExtractorsBattery Position
from the rear corner forward to provide clearance for the cocking lever
arm. The cocking lever is actuated b.y the cocking lever arm either in
automatic or manual cocking. Near the front of the inner walls of the
breech ring are short curved slots (one on each side) for the purpose
of guiding the outer trunnions of the extractors. Two holes in the rear
face of the breech ring extend forward into the extractor trunnion re-
cesses and house the two extractor plungers and springs. The rear
ends of the two holes are threaded to accommodate the two extractor
plunger plugs.
(6) A hole in the right cheek of the breech ring is counterbored and
threaded to receive the firing plunger and firing plunger retainer. Two
tapped holes and a pilot hole near the rear of the right cheek are used
to locate and attach the operating handle stop.
(7) Breech operating handle is attached to right end of the breech
operating shaft and contains the operating handle latch and latch
spring. The function of the breech operating handle is to provide a
manual means of opening or closing the breech.
216
TM 9-731G
144-145
COCKING LEVER
U-SHAPED NOTCH
EYEBOLT
TAPPED HOL
CHAMBERING
BEVEL
EXTRACTOR
LIPS
EXTRACTOR, R.H.
BEVELED FACE
GUIDE RIB
EXTRACTOR
TRUNNION
GROOVE
T-SLOT
EXTRACTOR, LH.
EXTRACTOR
TRUNNION
OUTER END
RA PD 45660
Figure 99Breechblock and ExtractorsBreech Open
(8) The breech ring provides a housing for the rear end of the tube,
the breech mechanism, and the percussion firing mechanism. The rear
ends of the two recoil rods and closing spring mechanism are also at-
tached to the breech ring.
c. Breech Ring Key. The rectangular breech ring key fits in a
keyway in front face of breech ring and also engages a key seat in the
tube.
145. BREECH MECHANISM.
a. General.
(1) The breech mechanism consists of a breechblock with percus-
sion firing mechanism, breech operating shaft with the breechblock
operating crank, chain terminal crank, and operating crank.
(2) The functions of this breech mechanism are, first, to close the
rear end of the chambers after loading; second, to fire the round of
ammunition after it has been inserted; and finally,'to extract the empty
cartridge case from the firing chamber.
217
TM 9-731G
145
COCKING LEVER
SEAR-
RECESS FOR
COCKING LEVER
SHAFT OF
COCKING LEVER
VERTICAL SLOT
FOR ARM OF SEAR
RA PD 45698
Figure 100Rear Right Quarter View of Breechblock
b. Breechblock.
(1) The breechblock is of the vertical sliding type and has a guide
rib on each side which slides in a corresponding groove in each side of
the breech ring recess (figs. 98 and 99).
(2) The top of the breechblock is U-shaped in order to guide the
cartridge into the firing chamber (at rear end of tube). This U-shaped
notch is alined with the bottom of the U-shaped notch in the breech
ring so that the cartridge case is cleared when the breechblock is in
its lowered position. The upper front edge of the top of the breech-
block is beveled in order to drive the cartridge into the firing chamber
as the breechblock is raised. The rear face of the breechblock, the
guide ribs of the breechblock, the grooves in the breech ring (for the
guide ribs of the breechblock), and the rear wall of the breech ring
recess, are all inclined so that when the breechblock rises, it also moves
forward and thereby completes the seating (chambering) of the
round in the firing chamber (figs. 98 and 99).
(3) The bottom of the breechblock contains an inclined T-slot in
218
TM 9-731G
145
U-SHAPED RECESS FOR
COCKING FORK AND
COVER PLATE
COCKING FORK
BREECHBLOCK
BUSHING
SEAR
FIRING SPRING
RETAINER PIN
COUNTERBORE FOR
f IRING SPRING
RETAINER
HOLE FOR
PERCUSSION
MECHANISM
GROOVE FOR LUG
ON FIRING PIN
GUIDE
RA PD 45669
Figure 101 Rear View of Breechblock
which cross heads of the breechblock operating crank slide in order to
raise or lower the breechblock assembly (figs. 98 and 99).
(4) In each side of the breechblock is a groove in which the inner
ends of the extractor trunnions of the two extractors slide. The lower
ends of these grooves are parallel to the breechblock guides; however,
upper ends curve toward the breechblock front face in order to
part an accelerated motion to the extractors when extracting and
ing a fired cartridge case (figs. 98 and 99).
(5) There are flats on the vertical lands (on each side of the
hblock). These lands provide a surface for corresponding flats
on the inner trunnions of the extractors. The breechblock is locked in
its open position when the flats of the inner trunnions of the extractors
are on the vertical lands of the breechblock (figs. 98 and 99).
(6) A hole, which is bored through the center of the breechblock,
houses the percussion firing mechanism (fig. 101). The forward end
of this hole is counterbored and threaded for a breechblock bushing,
which is retained in the breechblock by a breechblock bushing screw.
219
TM 9-731G
145
The central part of the hole has a longitudinal groove for a lug that is
on the firing pin guide; and at the rear of the hole, the breechblock is
counterbored to house the firing spring retainer. The upper side of
this counterbore has an inverted U-shaped recess to house the cocking
fork plunger, spring, and cover plate. A small vertical hole in the bot-
tom of the counterbore and toward the rear is for a firing spring re-
tainer pin. This pin and the cover plate lock the firing spring retainer
in the breechblock. Arrows are engraved on the rear face of the breech-
block to show the LOCK and OPEN positions of the firing spring
retainer.
(7) A transverse hole bored through the breechblock (fig. 100)
intersects the lower side of the central bore and is for housing the sear,
sear spring, and sear retainer. The left end of this transverse hole is
counterbored to form a seat for the U-shaped sear retainer. The right
end of the transverse hole has a vertical slot for the arm of the sear
(fig. 7).
(8) A V-shaped recess in the upper right rear side of the breech-
block is to - provide clearance between the breechblock and breech
ring for the cocking lever. A transverse bore from this V-shaped recess
extends into the central recess. This transverse bore is the bearing for
the shaft of the cocking lever (fig. 100).
(9) The weight of the breechblock is reduced by cutting vertical
grooves into each side of the breechblock (fig. 98). A tapped hole in
the top of the breechblock is for an eyebolt to facilitate removing or
installing the breechblock in the breech ring (fig. 99).
c. Extractors (figs. 98 and 99).
(1) The right and left extractors are short, heavy levers that are
supported vertically between the sides of the breechblock and the side
walls of the breech ring recess.
(2) Each side of the lower end of the extractor carries a trunnion
that projects outward and inward from the extractor (figs. 98 and 99).
The outer trunnions are located in short curved grooves in the walls
of the breech ring recess; and these outer trunnions prevent any ver-
tical movements of the extractors. The inner trunnions slide in curved
grooves in the sides of the breechblock; and as the breechblock is
raised or lowered, these inner trunnions are forced forward or back-
ward by the curve of the grooves assisted by the extractor spring
plungers for the extraction of a cartridge case. The forward edge of
each extractor has a radius that rides against the front face of the
breech ring and assists in the control of the extractors.
(3) The function of the extractors is to extract and eject a car-
tridge case. This is accomplished by means of the inward projecting
lips on the upper ends of the extractors, which lie in recesses in the
breech face of the tube and under the rim of the cartridge when the
breech is closed. The front edges of the extractors are curved convexly
220
TM 9-731G
145
EXTRACTOR EXTRACTOR EXTRACTOR EXTRACTOR
PLUNGER PLUG PLUNGER SPRING PLUNGER PLUNGER PLUG
RA PD 45654
Figure 102 Extractor Plunger, Spring, and Plug
and have a rolling contact with the front wall of the breech ring recess.
When the lower ends of the extractors are forced forward by the down-
ward or opening movement of the breechblock, the extractor upper
ends and lips are rocked rearward, thereby prying the cartridge case
out of the firing chamber. The rolling contact with the front wall of the
breech ring recess produces an accelerated motion in order to throw
the cartridge case clear of the gun.
d. Extractor Plungers.
(1) Small cylindrical extractor plungers slide in longitudinal holes
that extend from the rear face of the breech ring to extractor trunnion
pockets in the side walls of the breech ring recess. Extractor plunger
springs are in the rear ends of these holes. These springs bear rear-
ward against extractor plunger plugs that are screwed into the holes.
The extractor plunger plugs press the extractor plunger springs against
the extractor plungers and these plungers press against the outer
trunnions of the extractors.
(2) The function of the extractor plungers is to assure the positive
221
TM 9-731G
145
OPERATING CRANK-
BREECHBLOCK OPERATING CRANK
CROSSHEADS
PIVOT-
BREECH OPERATING HANDLE
SOCKET HEAD SET SCREW
BREECH OPERATING HANDLE
RETAINING SCREW
CHAIN TERMINAL CRANK-
WIDE SPLINE
BREECH OPERATING
SHAFT
RA PD 45621
Figure 103Breech Operating Shaft and Cranks
locking of the breechblock in its open position. This is accomplished
by the extractor plungers pressing the outer trunnions of the extractors
forward until the flats on inner trunnions are on the flats of the vertical
lands which are on the breechblock.
e. Breech Operating Shaft (fig. 103).
(1) The breech operating shaft provides a means of connecting and
operating the three cranks (operating crank, chain terminal crank, and
breechblock operating crank) in order to cause them to rotate as J
unit.
(2) There is an extra wide spline or land on the breech operating
shaft that mates with a groove of the same width in the hub of each oi
the three cranks. The three cranks cannot be incorrectly installed 01
misalined with each other.
(3) The shoulder and hole on the right end of the breech operating
shaft are provided for the attaching of the breech operating handle bj
means of a breech operating handle retaining screw and a socket heac
setscrew. The left end of the shaft is drilled, radially, to provide a seai
for the operating shaft detent and to house the operating shaft plunger
The small hole in the end of the shaft is for the plunger retaining screw
f. Breechblock Operating Crank (fig. 103).
(1) The breechblock operating crank consists of an internal!\
splined hub which slides on the central part of the breech operating
shaft, in between the bottom lugs on the breech ring. The breechblock
222
TM 9-731G
145
operating crank is, therefore, both supported and actuated by the
breech operating shaft.
(2) A central lever arm on the breechblock operating crank ex-
tends rearward and upward, terminating in a pivot that extends to the
right and to the left. On the pivot are two bronze cross heads that en-
gage and slide in the T-slot in the breechblock.
(3) A small hole in the cross head extends from the upper and
lower surfaces to the pivot hole to provide for the passage of lubricant.
An arrow and words "MUZZLE FACE" are engraved on each cross
head to insure the correct installing of the cross heads on the pivot.
(4) The hub of the breechblock operating crank has a lug that
projects rearward and contacts a stop surface on the bottom of the
breech ring in order to limit the downward travel of the breechblock.
(5) The function of the breechblock operating crank is to provide
a means of actuating the breechblock into an open or closed position.
g. Operating Crank (fig. 103).
(1) Operating crank consists of a hub that is internally splined.
Externally, the crank has a cylindrical machined surface, except for a
short integral lever which extends upward and has a terminal lug
projecting outward for actuation by an operating crank ejector cam
located on the cradle.
(2) Splined interior of hub slides onto the left end of the splined
breech operating shaft, while the cylindrical exterior surface is sup-
ported in a bronze bushing in the transverse bore of a lug on the breech
ring.
(3) On the cylindrical machined surface of the operating crank is
an annular groove that enables an operating crank detent (screwed
into the breech ring so as to engage in the annular groove) to main-
tain the position of the operating crank.
(4) The hub of the operating crank is drilled and counterbored
radially for the breech operating shaft detent and breech operating
shaft detent spring, to retain the breech operating shaft in its position
in the breech ring.
(5) The function of the operating crank is to open the breech and
eject the cartridge case, automatically, when contacted by the operat-
ing crank ejector cam during the recoil and counterrecoil of the barrel.
h. Chain Terminal Crank (fig. 103).
(1) The chain terminal crank consists of a hub that is internally
splined and externally has a cylindrical machined surface, except for
a short integral lever extending upward and terminating in a fork for
attaching the chain terminal of the breech closing spring mechanism.
(2) Splined interior of hub slides onto the right end of the splined
breech operating shaft while the cylindrical exterior surface is sup-
ported in a bronze bushing in the transverse bore of a lug on the
breech ring.
223
TM 9-731C
145-146
(3) In the cylindrical machined surface of the operating crank is
an annular groove that enables an operating crank detent (screwed
into the breech ring so as to engage in an annular groove) to maintain
the position of the chain operating crank.
(4) The function of the chain terminal crank is to provide a means
by which the breech closing spring mechanism can raise the breech-
block into a closed position.
i. Firing Plunger. The firing plunger is cylindrical in form with
an integral collar near the middle of the plunger. The firing plunger
is retained in a bored hole through the right side of the breech ring
(fig. 98). The flat inner end of the firing plunger is in alinement with
an arm on the sear when the breechblock is in its closed position. The
rounded outer end of the firing plunger projects outward from the
breech ring so that it can be operated by the firing mechanism on the
mount. The firing plunger is held in the breech ring by firing plunger
retainer.
146. CLOSING SPRING MECHANISM.
a. General. Closing spring mechanism consists of a coil spring
on a piston rod which has a piston on its forward end and a chain
on its rear end. The entire assembly is housed in a closing spring
cylinder.
b. Construction (fig. 104).
(1) The closing spring cylinder is attached at its rear end, by
screws, to a lug that is a part of the breech ring. A shoulder inside the
closing spring cylinder forms a seat for the closing spring.
(2) The piston rod is drilled and slotted at its rear end for attach-
ing it to the piston rod chain by means of a link pin and cotter pin.
The front end of the piston rod is threaded for the closing spring piston
rod nut and a series of holes are equally spaced along this threaded
part of the rod so that the piston rod nut can be adjusted and secured
by means of a cotter pin. Adjustment of the breechblock closing action
is accomplished by turning the closing spring piston rod nut up or
down on the piston rod and inserting the cotter pin in a different hole.
(3) The closing spring piston fits freely inside the closing spring
cylinder and the piston is centrally bored for a loose encirclement of
the piston rod. A shoulder at the front end of the piston provides a seat
for the closing spring.
(4) The closing spring piston rod nut is tapped to screw onto the
piston rod, and the rear end of the nut is machined to form a cylindrical
sleeve that projects into the closing spring piston to maintain aline-
ment of the nut and piston. The forward end of the nut is hexagonal
to provide a means of adjustment of breechblock closing action.
(5) The closing spring is a heavy helical compression spring. The
chain is a commercial steel leaf or balance chain. The chain terminal
is a small steel block which is tapered in thickness having the thinner
224
TM 9-731G
146-147
end slotted and drilled for attachment to the chain terminal crank
by means of a link pin.
c. Function.
(1) The function of the closing spring mechanism is to close the
breech. This is accomplished by compressing the closing spring and
using the force of the compressed spring. When the breech operating
shaft and the chain terminal crank are rotated, the closing spring
piston is pulled rearward and into the closing spring cylinder.
(2 ) The closing spring piston compresses the closing spring which
closes the breech as soon as the extractors are off the flats of the
breechblock vertical lands. Insertion of a round in the firing chamber
or manual release pushes the extractors off their locked position and
allows closing spring to function and close the breech.
147. PERCUSSION AND COCKING MECHANISM.
a. General (fig. 105).
(1) The percussion mechanism consists of the firing pin guide,
firing pin, firing pin retracting spring, firing spring stop, and firing pin
guide pin. The cocking mechanism consists of the cocking lever, cover
plate, cocking fork plunger, cocking for plunger spring, and cocking
fork.
(2) The firing pin guide is a cylindrical cup which slides back-
ward and forward in the central bore of the breechblock, with the
closed end of the guide facing forward. The firing pin guide contains
the firing pin, firing pin retracting spring, firing pin guide pin, firing
spring stop, and the forward end of the firing spring.
(3) There are four exterior lugs on the firing pin guide. The larger
of the two on the lower side of the guide serves for engagement with
the sear, while the smaller lug near the front acts as a guide in the
groove of the breechblock bore. Two lugs on the rear of the firing pin
guide extend outward so that the cocking fork engages them and thus
actuates the guide to cock the gun.
b. Construction (fig. 105).
(1) The firing pin is a shouldered screw having a slotted head and
a small cylindrical flat point. The firing pin is installed from the rear
end of the firing pin guide and then screwed into the front end of the
guide. The firing pin guide pin is inserted through a hole in the firing
pin and firing pin guide, thereby securing each part to the other.
(2) The firing spring stop is a ring having two projections pro-
truding from its front face. These projections fit freely in two openings
in the front end of the firing pin guide. The firing spring stop is held
in a forward position by the firing pin retracting spring. The purpose
of the stop is to maintain clearance between the firing pin and the
cartridge.
(3) The firing pin retracting spring is a light helical compression
spring mounted on the body of the firing pin. The spring bears against
225
0)
226
147
TM 9-731G
TM 9-731G
147
COCKING LEVER
COCKING FORK PLUNGER
COCKING FORK
PLUNGER
COVER PLATE
FIRING SPRING
RETAINER
COCKING FORK PLUNGER SPRING
BREECHBLOCK
BUSHING
SCREW
FIRING PIN
SPRING
FIRING SPRING
RETAINER PIN
FIRING PIN
GUIDE
RA PD 45646
Figure 105Firing Mechanism Assembly
227
TM 9-731G
147
the head of the firing pin and against the firing spring stop, main-
taining a constant pressure against the stop to force it against the
forward end of the firing pin guide.
(4) The firing spring is a helical compression spring extending into
the rear end of the firing pin guide and resting against the firing spring
stop. The rear end of the spring seats in a recess in the firing spring
retainer. The firing spring forces the firing pin guide forward to fire
the round whenever the sear is released by the act of firing.
(5) The firing spring retainer is a cylindrical plug that closes the
rear end of the central bore in the breechblock. The forward end of
the retainer is recessed to form a seat for the firing spring. A groove
is cut in the circumference of the retainer, forming a front and rear
land. The front land is notched to engage a firing spring retainer pin
(in breechblock) and also to engage a lug that is on the cover plate.
The rear face of the retainer is slotted to facilitate removal and re-
placement of the retainer. The rear face of the retainer is marked
with an arrow on the lower vertical centerline that alines with the
word "OPEN" or the word "LOCK" (on rear face of breechblock)
(fig. 101) to remove or install the percussion mechanism.
(6) The sear is a cylindrical bar which slides transversely in the
breechblock and engages a lug on the firing pin guide for the purpose
of holding the percussion mechanism in its cocked position. The sear
is notched where it engages the lug on the firing pin guide, and release
of the percussion mechanism to fire the round is accomplished by
moving the sear endwise, out of engagement with the firing pin guide.
(7) The cocking fork consists of a hub with a forked arm which
straddles the firing pin guide. The cocking fork contacts lugs on each
side of the firing pin guide. When the percussion mechanism is moved
rearward to its cocked position, it is the cocking fork that forces the
percussion mechanism rearward. The cocking fork pivots on the
cocking lever and is keyed to the inner end of the lever.
(8) The cocking lever consists of a cylindrical shaft which is flat-
tened at one end to fit into the hub of the cocking fork. The opposite
end of the cocking lever is formed into a curved arm. The cylindrical
shaft end of the cocking lever operates in a transverse bore in the
breechblock. The curved arm end of the cocking lever extends upward
also toward the rear and is located between the right side of the
breechblock (fig. 100) and the breech ring. The rear curved portion
of the cocking lever extends over the rear wall of the breech ring,
when the breechblock is in closed position (fig. 98). Automatic cock-
ing of the percussion mechanism is obtained by lowering (opening)
the breechblock which causes the cocking lever to ride over a cam
surface of the cocking arm.
(9) The cover plate closes the rear opening (above the firing
spring retainer) of the recess in the breechblock. A curved portion at
top of the cover plate fits the recess in the breechblock, and a con-
228
TM 9-731G
147-148
cave lower edge of the cover plate rests against the firing spring
retainer. Flanges on both sides of the cover plate engage grooves on
the inner wall of the recess in the breechblock. A lug which projects
downward from the bottom of the cover plate retains the upper side
of the firing spring retainer. The front face of the cover plate is drilled
in order to house the cocking fork plunger and spring.
(10) The cocking fork plunger is a cylindrical plug which presses
forward on the lower side of the cocking fork hub, thereby returning
the cocking fork and cocking lever into their rearward or uncocked
position as soon as the cocking lever is released. The cocking fork
plunger is drilled to receive the cocking fork plunger spring which
rests against the cover plate and presses forward on the cocking fork
plunger.
(11) The function of the percussion mechanism is to provide a
means of moving a firing pin forward to strike the cartridge primer.
The function of the cocking mechanism is to provide an automatic
means of moving the percussion mechanism into its cocked position
after a round has been fired. The opening of the breechblock moves
the cocking lever to which the cocking fork is keyed. The cocking
fork moves the percussion mechanism rearward where the sear engages
and holds the percussion mechanism in a cocked position until the
firing plunger is moved by either electric or hand firing. The firing
plunger then pushes in on the sear, thereby releasing the percussion
mechanism which allows the firing spring to force the firing pin guide
forward until the stop comes in contact with the inner face of the
breechblock bushing. Inertia of the forward movement of the guide
carries the guide forward until the firing pin strikes the cartridge
primer. The firing pin retracting spring then returns the firing pin
guide to position within the breechblock.
148. FUNCTION AND OPERATION OF BREECH MECH-
ANISM.
a. General (figs 106 and 107).
(1) The breechblock mechanism slides up and down in its recess
in the breech ring, thereby either opening the firing chamber for load-
ing or closing the firing chamber for firing of the round (figs. 106 and
107).
(2) The breech is usually automatically opened by the action of
the operating crank ejector cam (fig. 107) during counterrecoil.
However, the breech may be opened or closed manually by using the
breech operating handle.
b. Automatic Opening of Breech.
(1) After a round has been fired, the gun recoils in the cradle. The
counterrecoil springs return the gun to battery position.
(2) As the gun (fig. 107) slides forward, a projecting lug on the
229
230
148
TM 9-731G
231
148
TM 9-731G
TM
232
148
9-731G
TM 9-731G
148
EXTRACTOR, LH. EXTRACTOR, R.H.
BREECHBLOCK
BREECH RING
RA PD 45666
Figure 109Closing the Breech by Loading a Round
operating crank contacts an operating crank ejector cam on the cradle,
and the operating crank is rotated rearward. The operating crank
transmits the rearward motion through the breech operating shaft to
the breechblock operating crank, whose arm swings rearward and
downward, thereby causing the cross heads (on breechblock operating
crank) to slide in the T-slot of the breechblock and to lower the
breechblock.
(3) The rotation of the breech operating shaft also rotates the
chain terminal crank rearward, thereby drawing the closing spring
piston rearward and compressing the closing spring.
(4) As the breechblock moves downward, the inner trunnions on
the two extractors slide in grooves cut in the sides of the breechblock
(figs. 98 and 99). As the cartridge case is uncovered, the forward
curve of the grooves cut in the breechblock forces the inner trunnions
on the extractors forward. The extractors roll on the front face of the
breech recess, and the lips of the extractors (on upper inner edge)
first engage the rim of the cartridge case, then are forced rearward to
draw the cartridge case out of the firing chamber, and eject it from
the breech.
(5) As soon as the breechblock reaches its full open position, the
233
TM 9-731G
148
EXTRACTOR, LH. FIRING CHAMBER EXTRACTOR, R.H.
WOODEN BLOCK BREECHBLOCK BREECH RING RA pD 45661
Figure 110Manually Closing BreechWood Block
breechblock is stopped by the contact of the breechblock operating
crank with a stop surface on the bottom of the breech ring. The ex-
tractor plungers now force the outer trunnions of the two extractors
forward, forcing the inner trunnion of the extractors to follow the earn
grooves cut in the sides of the breechblock until the flat surfaces of
the inner trunnions are seated on the flat surfaces at the top of the
extractor cam grooves in the breechblock. The breechblock is now
locked in an open position.
c. Manual Opening of Breech (fig. 108).
(1) Unlatch breech operating handle from operating handle stop
by grasping lever so that operating handle stop latch is lifted clear of
the stop.
(2) Push breech operating handle down until a distinct click can
be heard; then, lift breech operating handle up and latch it on the
operating handle stop.
d. Closing Breech by Loading (fig. 109).
(1) Insertion of a round into the firing chamber with sufficient
force to push extractors forward unlocks the breechblock. CAUTION:
Do not allow the fingers or hands to enter the breech recess. Failure
to observe this may result in injury. Round must be inserted with a
234
TM 9-731G
148
EXTRACTOR LH. FIRING CHAMBER TUBE EXTRACTOR R.H.
EMPTY CARTRIDGE CASE
BREECH RING
RA PD 71287
Figure 111Manually Closing BreechCartridge Case
forward and upward movement of the arm using the palm of the hand
on the base of the round in order to insure that arm is above and clear
of the breech when the breech closes.
(2) As the round completes its entry into the firing chamber, the
rim of the cartridge case strikes the lips of the extractors. The inner
trunnions of the extractors are forced off the flats of the breechblock
and into the grooves cut in the breechblock, thus releasing the breech-
block from its locked position. The action of the compressed closing
spring raises the breechblock to its closed or firing position.
(3) The closing spring being fastened to the chain terminal crank
causes the chain terminal crank to turn the breech operating shaft
(crank being on the shaft). The breechblock operating crank also
turns because it is also on the breech operating shaft. These moving
parts come to rest when the breechblock cross heads on the breech-
block operating crank contact the rear face of the tube.
(4) As the breechblock rises, a bevel on the upper front face of
the breechblock drives the round into the firing chamber. A forward
movement is also imparted to the round by slightly inclined guides in
the breechblock, and this forward movement completes the seating
of the round.
235
TM 9-731G
148
3-INCH GUN MOTOR CARRIAGE MIOA1
e. Closing Breech Without Loading.
NOTE: Do not use the fingers to press on extractors as possible
injury may result.
(1) When it is desired to close a breech without inserting a round
in the firing chamber, it can be accomplished with either a wood block
(fig. 110) (about 2 x 4 x 12 in.) or with an empty cartridge case
(fig. Hl).
(2) Press on either one of the two extractors with a wood block
until the extractor is pushed forward into its unlocked position; then
press the opposite extractor forward until it is in its unlocked position,
and the breechblock will fly upward.
236
TM 9-731G
149-150
Section XXIV
DESCRIPTON AND FUNCTIONING OF MOUNT
Paragraph
General 149
Cradle 150
Elevating mechanism 151
Recoil mechanism 152
Gun recoil guard assembly 153
Mechanical firing mechanism 154
Electrical firing circuit 155
Cam ejector mechanism 156
149. GENERAL.
a. The mount assembly consists of a cradle with elevating mech-
anism and two recoil cylinders, mechanical firing mechanism, elec-
trical firing circuit, and operating crank ejector mechanism.
b. The mount assembly rests on trunnions in the turret which is
mounted on the Gun Motor Carriages M10 and M10A1.
150. CRADLE (fig. 112).
a. The cradle has two bored sections for two recoil cylinders. On
the front of these bored sections are two keys, which are welded in
place. These keys fit into keyways in the recoil cylinders in order to
properly locate the recoil cylinders.
b. The gun shield forms the front of the turret. It has the telescope
shutter on the outside with the telescope shutter handle on the inside,
thus permitting the shutter to be operated from inside the turret. A
cylindrical steel section ending in a machined flange is welded to the
center of the inside of the gun shield and the tube passes through this
cylindrical section. The machined flange is separated from the cradle
by a spacer and the gun shield is then bolted through the spacer to the
cradle. The gun shield has two arms which bolt to trunnions located
inside the forward end of the turret (fig. 112).
c. The function of the mount is to provide stability and alinement
for the gun during recoil and counterrecoil after firing and also to pro-
vide readily accessible means for elevating the gun during firing.
d. A large centrally bored section in the cradle contains bronze
liners and is the barrel support. The finished and ground section of
the barrel slides in the bronze liners during recoil and counterrecoil.
Lubrication fittings on the cradle assure lubrication of the ground sec-
tion of the barrel; and a wiper with retainer keeps excess lubricant and
foreign matter out of the bronze liners and off the ground section of
the barrel.
237
TM 9-731G
150
PD 71349
^M^H^M
Figure 112Mount Assembly
e. A lug at the top and rear of the cradle is bored to provide a
means of locking the gun in its traveling position. The barrel is toward
the rear, resting in its support, when traveling (fig. 97).
f. The recoil guard assembly is bolted to the rear of the cradle, and
consists of a recoil guard assembly and a hand firing bar assembly. The
recoil guard assembly is composed of a right and left recoil guard
welded together. To these recoil guards is fastened the balancing
weights and one end of the two coil springs used to hold the hand firing
lever forward (in neutral position). A swivel-type lock for the hand
firing lever is mounted on top of the recoil guard assembly to lock the
lever in its neutral position. An adjusting screw with stop is bolted to
the top of the recoil guard assembly for the hand firing lever. The hand
firing lever is bolted to the right and left recoil guards and swivels in
brackets bolted to the guards. The function of the recoil guards is to
provide protection for the gun crew during recoil.
g. The elevating mechanism is bolted to the under side of the
cradle. The mechanical firing mechanism, together with the electrical
firing mechanism, is assembled on the right side of cradle. The oper-
ating crank ejector mechanism is mounted on the left side of the
cradle.
238
TM 9-731G
150-151
DESCRIPTION AND FUNCTIONING OF MOUNT
-ELEVATING SCREW MOUNTING BRACKET ELEVATING WHEEL
- DUST SEAL SWITCH MOUNT. * -
WHEEL LEVER
LUBRICATION SWITCH WIRE
FITTINGS
FIRING CABLE
ELEVATING WHEEL
RA PD 45649
Figure 113Elevating Mechanism
h. The telescope mount is attached to a bracket which is welded
on the turret and is connected to the cradle trunnion by means of an
adjustable rod. The telescope is mounted on the cradle at the left side
of the gun and just to the rear of the gun shield. The opening through
the gun shield for the telescope has a heavy protective shutter which
is operated by a handle from inside the turret.
151. ELEVATING MECHANISM.
a. General (fig. 113).
(1) The elevating mechanism consists of a centrally located gear to
which is pinned an internally threaded elevating nut that operates an
externally threaded elevating screw. Turning either the right or left
elevating handwheel revolves pinions that mesh with the elevating
gear. The elevating gear is keyed on the elevating nut, and the nut
being threaded internally, operates the externally threaded elevating
screw.
(2) The elevating mechanism has the electrical firing wires and
switches attached to it.
239
TM 9-731G
152-153
152. RECOIL MECHANISM.
a. General.
(1) The functions of the recoil mechanisms are to control and limit
the recoil of the gun caused by firing, to return the gun to battery
(counterrecoil), and to gradually reduce the shock of the gun as it
returns finally into battery.
(2) There are two recoil cylinders, one on each side of the gun.
These two recoil cylinders are held and located in the cradle by two
keys that are welded on the cradle. Two recoil piston rods are screwed
into the breech ring and then locked to the breech ring by socket head
setscrews that push copper plugs into the threads of the recoil piston
rods. Both recoil cylinders contain pistons which are spring operated.
The cylinders are kept filled with proper amount of heavy recoil oil.
b. Recoil Cylinders.
(1) The front end of each recoil cylinder has a recoil cylinder purg-
ing plug which both retains and locates the recoil cylinder sleeve. The
counterrecoil buffer is located at this end of the sleeve.
(2) The rear end of each recoil cylinder has a nut for holding the
recoil cylinder to the breech ring. The plug for filling the recoil mech-
anism with recoil oil is at this end (fig. 114).
c. Recoil Mechanism Action on Recoil.
(1) When in battery position, the recoil cylinder pistons are at the
forward end of the recoil cylinder. Immediately upon firing, the recoil
of the barrel begins and because the recoil cylinder pistons are fastened
to the breech ring, they start backward along with the barrel.
(2 ) The recoil oil in the recoil cylinder is displaced through orifices,
and the counterrecoil inner and outer springs are compressed. The re-
coil cylinder piston ceases its travel on recoil, and the compressed
counterrecoil inner and outer springs exert their pressure on the piston,
thereby starting the piston forward on counterrecoil (toward battery
position ).
d. Recoil Mechanism Action on Counterrecoil.
(1) Counterrecoil buffer mechanism is fastened to the front end of
the recoil cylinder and is the means of cushioning the last few inches
of counterrecoil just before the barrel reaches battery position.
(2) The counterrecoil buffer fits inside the piston rod, and by dis-
placing the recoil oil inside the piston rod, allows the gun to return to
battery without shock.
153. GUN RECOIL GUARD ASSEMBLY.
a. General (fig. 115)
(1) The gun recoil guard assembly consists of an arm on each side
of the breech which extends back from the cradle to beyond the end
240
0)
241
153
TM 9-731G
TM 9-731G
153-154
HAND FIRING LEVER
SAFETY LOCK
HAND FIRING LEVER
RA PD 45709
Figure IT5Gun Recoil Guard Assembly
of the breech ring (fig. 106). The hand firing lever extends from one
side of the breech to the other and is bolted to the gun recoil guard
assembly. The hand firing safety lock is bolted to the top of the gun
recoil guard assembly. Weights to balance the gun are bolted to the
gun recoil guards.
(2) The function of the gun recoil guards is to prevent injury to
the gun crew during recoil and counterrecoil. The hand firing lever
permits the round to be fired by hand. The hand firing safety lock
secures the hand firing lever in locked position. The weights to the gun
recoil guards balance the gun assembly to permit easy elevation and
depression.
154. MECHANICAL FIRING MECHANISM,
a. General.
(1) The firing mechanism consists of a mechanical firing mech-
anism that is operated either by the electrical firing circuit or by the
hand firing lever. The function of the mechanical firing mechanism is
to provide a means for moving the sear transversely, in order to dis-
engage the sear from the firing pin guide, thereby permitting the firing
pin to strike the cartridge primer.
(2) The mechanical firing mechanism consists of a trigger con-
242
0)
"0
01
243
154
TM 9-731G
TM 9-731G
154-156
nected to a firing rod and a hand firing lever that is connected to the
solenoid plunger.
h. Action of Mechanical Firing Mechanism (fig. 116).
(1) A firing solenoid, mounted on the right side of the cradle, has a
spring-operated plunger extending through the solenoid. The solenoid
plunger can be operated electrically or manually by the hand firing
lever, the action in either case being to move the solenoid plunger to
the rear. The firing plunger trigger is rotated by the solenoid plunger
and pushes the firing plunger inward to move the sear away from the
percussion mechanism, thereby releasing the firing pin to fire the
round.
c. Manual Firing (fig. 116).
(1) The hand firing lever has a solenoid lever attached to its right
end, which contacts the solenoid plunger. When the hand firing lever
is pushed forward, the solenoid lever pushes the solenoid plunger for-
ward causing the firing plunger trigger to push the firing plunger in-
ward into the breech ring. The lug on the sear (which has been hold-
ing the percussion mechanism in a cocked position) is moved away
from the percussion mechanism, and the firing pin is released to fire
the round.
(2) The hand firing lever can be locked in a neutral position by
means of the hand firing lever safety lock. The forward movement of
the hand firing lever, in order to fully release the percussion mech-
anism, can be adjusted by means of the hand firing lever adjusting
screw (fig. 112).
155. ELECTRICAL FIRING CIRCUIT (fig. 117).
a. Current for electrically firing the gun is obtained by inserting
firing cable into jack box (fig. 116), and actual firing of the round is
accomplished by pressing the firing plunger which is in the knob of
both elevating wheels. The pressing of the firing plunger energizes the
firing solenoid, causing the same mechanical action as described for
manual firing.
b. The electric wiring necessary is firing cable, switch wire, and
switch-to-solenoid wire. All wiring is attached to the elevating mech-
anism (fig. 113).
156. CAM EJECTOR MECHANISM,
a. General.
(1) The cam ejector mechanism consists of an ejector cam which
is mounted on a bracket that extends out from left rear end of cradle.
An ejector cam pin holds the cam to the cradle and two ejector cam
screws secure the cam to the cam pin.
244
TM 9-731G
156
ELECTRIC
FIRING PLUNGER
ELEVATING
HANDWHEEL
HANDWHEEL KNOB
FIRING CABLE
RA PD 45675
Figure 117Electrically Firing the Gun
(2) The inside of the ejector cam has a sloped (cam) surface on
which the breech operating crank operates. The front end of the
ejector cam has an offset lug which contacts a spring-operated retainer
to hold the cam in contact with the breech operating crank.
b. Firing Position (fig. 118). The breech operating crank rests
inside of ejector cam when the operating crank and ejector mechanism
are in firing position. The ejector cam spring retainer is maintaining
pressure on the ejector cam, keeping the cam in contact with the
breech operating crank.
c. Recoil Position (fig. 118).
(1) The breech operating crank, being attached to the breech oper-
ating shaft, recoils and counterrecoils along with the tube and breech.
The ejector cam being attached to the cradle remains stationary dur-
ing recoil and counterrecoil.
(2 ) The breech operating crank is carried backward to ride up onto
the ejector cam when recoil starts. The front end of the ejector cam is
forced inward against the ejector cam spring retainer, and the ejector
cam is pivoted outward on the operating crank ejector pin.
245
a.
a.
O)
oo
O5
246
156
id s.
oc O
TM 9-731G
_j
a.
0.
at
UJ
ft)
ee
Co
LLI
247
156
TM 9-731G
TM 9-731G
156
(3) As the recoil continues, the breech operating crank continues
its ride up the sloped surface of the ejector cam and off the rear end
of the ejector cam. The ejector cam spring retainer then pushes the
ejector cam back into its normal (straight) position. The recoil con-
tinues for a short distance after the breech operating crank has ridden
off the rear end of the ejector cam.
d. Counterrecoil Position (fig. 119). Counterrecoil starts with
the breech operating crank off, and to the rear, of the ejector cam. As
the barrel and breech near the finish of their counterrecoil, the breech
operating crank strikes the rear end of the ejector cam. This causes
the breech operating crank to rotate. The splined breech operating
crank being on the splined breech operating shaft rotates the shaft,
opening the breech and compressing the breech closing spring.
e. Ejection Position (fig. 119).
(1) The opening of the breech automatically ejects the fired car-
tridge case.
(2) As the counterrecoil continues, the breech operating crank
turns off the end of the ejector cam and onto the bottom of the cam,
then forward on the bottom of the cam; and as soon as a round is in-
serted into the firing chamber, the operating crank and ejector mech-
anism are again in firing position.
248
TM 9-731G
157
Section XXV
OPERATION OF GUN
Paragraph
Placing gun in firing position 157
Traversing mechanism 158
Elevating mechanism 159
Loading 160
Firing and precautions during firing 161
Unloading 162
Placing gun in traveling position 163
157. PLACING GUN IN FIRING POSITION.
a. Remove breech cover, sight covers, and muzzle cover and stow
them in the place assigned for them. Stow all equipment not needed
for the operation of the gun.
h. Pull traveling lock pin from traveling lock; then swing lock up
under turret and install traveling lock pin through lock and turret
lock bracket (fig. 120).
c. There are two traversing locks, one on the left side to the rear
TURRET TRAVELING LOCK TRAVELING LOCK HINGE PIN
TRAVELING LOCK PIN CRADLE RA PD 45o71
Figure 120Removing Traveling Lock Pin
249
TM 9-731G
157-159
TURRET TRAVERSING WHEEL
TRAVERSING LOCK RECOIL GUARD GUN ASSEMBLY
RA PD 45663
Figure J2T-Traversing Wheel and Lock (Leff Side;
of the traversing wheel (fig. 121), and the other on the right side to
the rear of the panoramic sight (fig. 122). Disengage these traversing
mechanism locks.
d. Install Telescope M5 1 in mount on left side of gun at gun shield.
Open telescope shutter by turning telescope shutter handle.
e. Elevate and traverse gun to make certain both mechanisms are
working freely.
f. Manually open and inspect breech.
158. TRAVERSING MECHANISM.
a. The traversing wheel is located on the left side of the turret at
the hull (fig. 121). Traversing is accomplished by turning the trav-
ersing wheel either to the right or to the left. Complete traverse of
360 degrees can be obtained.
159. ELEVATING MECHANISM.
a. The elevating mechanism is bolted to the cradle, and two wheels
250
TM
9-731G
159
OPERATION OF GUN
GUN ASSEMBLY
TURRET
TRAVERSING LOCK
RA PD 45665
figure 122Traversing Lock, Locked Position (Right Side)
are provided for elevating the muzzle end of the gun. One wheel is on
the right side of the gun and the other is on the left. Facing each
wheel, elevation is accomplished by turning the wheel clockwise, and
depression, by turning the wheel counterclockwise.
b. The electrical firing plunger is located in the center of the knob
on both elevating wheels. The switch wire, switch-to-solenoid wire,
and firing cable are located on the elevating mechanism underneath
the cradle.
c. Hand cock the percussion mechanism by pushing down (hard)
on hand cocking handle (fig. 124); then fire the gun by pressing on
electrical firing plunger. If a distant click is not heard (caused by the
release of the firing pin), make certain wire connections are tight.
(1. Turn hand firing lever safety lock down (fig. 124) and repeat
as in c above, by using hand firing lever. If hand firing lever is not to
be used, turn hand firing lever safety lock up again to avoid accidental
firing.
251
TM 9-731G
159-161
ELEVATING SCREW ASSEMBLY CRADLE TURRET
ELEVATING WHEEL (RIGHT)
Figure 123Elevating Wheel (Right)
RA PD 45657
160. LOADING.
a. Open Breech. Manually open the breech by unlatching breech
operating handle from operating handle stop and pushing handle down
until distinct click can be heard; then lift and latch the handle on
handle stop.
h. To Load Gun. The round must be inserted into the firing
chamber with sufficient force to operate the extractors and close the
breech.
161. FIRING AND PRECAUTIONS DURING FIRING.
a. At the command "fire" the electrical firing plunger (fig. 117)
on the right or the left elevating wheel can be pushed, or the hand
firing lever pushed to fire the round (fig. 116).
b. The breech is opened and the fired cartridge case is ejected,
automatically, by the action of recoil and counterrecoil. The fired car-
tridge case should be immediately removed from the vehicle.
c. The two recoil cylinders should be kept filled with the proper
amount of recoil oil. If the gun returns to battery with shock, it is an
indication that the recoil mechanisms require recoil oil.
252
TM 9-731G
161-162
OPERATION OF GUN
HAND FIRING LEVER SAFETY LOCK HAND FIRING LEVER
COCKING LEVER FIRING CABLE HAND COCKING HANDLE
RA PD 45673
Figure 124Cocking with Hand Cocking Handle
d. The lubrication fitting on the top of the cradle (fig. 112) is for
lubricating the tube during its slide on recoil and counterrecoil. The
tube should be lubricated occasionally during firing.
e. Whenever the rate of fire permits, the bore should be examined
for fouling. If present, use bore brush to remove loose particles.
f. When using equipment, make certain that it is placed where it
will not interfere with the action of gun or crew.
g. Do not stand or sit at the rear of gun during recoil and ejection.
h. If enemy shell bursts near weapon, make certain no damage
has been done which might make continued firing dangerous.
162. UNLOADING.
a. There are times when it is necessary to unload the piece. Open
the breech manually and catch the round as it is ejected. When a mis-
fire occurs or an extractor breaks, it may be necessary to use the
unloading rammer. NOTE: The rammer will be used to unload a live
shell only under the commander's supervision and with extreme
caution.
253
TM 9-731G
162-163
TUBE FIRING CHAMBER HAND COCKING HANDLE FIRING SOLENOID
FIRING PLUNGER FIRING PLUNGER TRIGGER
RA PO 45651
Figure 125Loading the Gun
163. PLACING GUN IN TRAVELING POSITION.
a. Cover the telescope and remove it from its mount, and place it
in the stowage case.
b. Turn traversing lock handles to the rear (figs. 121 and 122);
then turn the traversing handwheel until the tube is over the gun rest
(fig. 97). Turn elevating wheel counterclockwise (facing wheel) to
depress tube and seat in gun rest.
CAUTION: Before traveling, inspect and make certain that both
of the primary turret traversing locks are securely fastened. Visual
inspection should be made of carriages equipped with screw type locks
in order to insure positive engagement of both locks. The position of
the handle will indicate proper engagement on carriages equipped
with eccentric type locks. The traversing mechanism itself acts as an
auxiliary turret brake. It is not strong enough, however, to lock the
turret securely, particularly when traveling over rough terrain. There-
fore, if both of the primary turret traversing locks are not securely
engaged when traveling, the traversing mechanism will break, allow-
ing the gun tube to swing around and cause serious injury to the per-
sonnel, or loss of life.
254
TM 9-731G
OPERATION OF GUN
163
RECOIL ELEVATING TRAVELING CRADLE
CYLINDER SCREW ASSEMBLY LOCK ASSEMBLY
RECOIL CYLINDER
70f>
BREECH COVER
Figure 126Breech Covering in Traveling Position
c. Remove traveling lock pin from turret bracket and turn travel-
ing lock down. Turn elevating wheel to aline hole in traveling lock
with hole in cradle bracket, and insert traveling lock pin through
traveling lock and cradle bracket (fig. 120).
d. Install breech and muzzle covers.
e. Remove machine gun lock pin from machine gun bracket. Turn
machine gun lock handle up to its unlocked position. Cover cal. .50
machine gun; then remove gun and stow inside of turret.
f. Fill two recoil cylinders with the proper amount of recoil oil.
255
TM 9-731G
164-165
Section XXVI
LUBRICATION OF GUN AND MOUNT
Introduction
Lubrication guide
Points to be lubricated by ordnance maintenance personnel.
Special lubrication and service instructions
Reports and records
Paragraph
164
165
166
167
168
164. INTRODUCTION.
a. Lubrication is an essential part of preventive maintenance, de-
termining to a great extent the serviceability of parts and assemblies.
165. LUBRICATION GUIDE.
a. General. Lubrication instructions for this materiel are con-
solidated in a lubrication guide (fig. 127). These specify the points to
be lubricated, the periods of lubrication, and the lubricant to be used.
LUBRICANTS
INTERVALS
OE OIL. angina
SAE30(abova +32)
SAE 10 (balow -32)
CG GREASE, ganaral purposa
No. 1 (abova +32')
No. 1 or No. 0
D DAILY
W WEEKLY
No! 00 (balow +32')
RH OIL, racoll, haavy
M MONTHLY
'A-500 MILES
Lubricant Interval
Gun bore (Note 5) OE D -
Turret race ring beirings CG %
Trunnion bearing 06 M
Cradle liner 06 M
Traversing worm and 06 %
pinion shaft bearings
Traversing rack and pinion OE D
(Note 3)
Elevating geir case 06 M
I Sparingly)
Breech and firing mechanism OE D
INole 4)
Turret race ring bearings C6 '/
3-in. GUN
Interval Lubricant
I OE Gun tube (finished surface)
(Note 2 I
M M Trunnion bearing
% C6 Traversing worm and
pinion shaft bearings
D OE Traversing rack and pinion
(Note 31
M 06 Elevating worm shaft
housing
III Recoil chambers (fill plugs)
(Note 1 )
l OE Breech equalizer chain
(Clean and oil)
KEY-
Figure 127 Lubrication Guide
RA PD 70661
256
TM 9-731G
165-167
LUBRICATION OF GUN AND MOUNT
In addition to the items on the guide, other small moving parts, such
as hinges and latches, must be lubricated at frequent intervals.
b. Supplies. In the field it may not be possible to supply a com-
plete assortment of lubricants called for by the lubrication guide to
meet the recommendations. It will be necessary to make the best use
of those available, subject to inspection by the officer concerned, in
consultation with responsible ordnance personnel.
c. Lubrication Notes. The following notes apply to the lubrica-
tion guide (fig. 127). All note references in the guide itself are to the
subparagraph below having the corresponding number:
(1) RECOIL FLUID. Refill with proper quantity and type of recoil
oil.
(2) GUN TUBE. Daily and before firing, clean and oil exposed
finished metal surface. Keep surface covered with thin film of OIL,
engine, seasonal grade.
(3) TRAVERSING RACK AND PINION. Daily, clean and apply OIL,
(4) BREECH AND FIRING MECHANISM. Daily and before and after
firing, clean and oil all moving parts and exposed metal surfaces with
OIL, engine, seasonal grade. CAUTION: To insure easy breech oper-
ation and to avoid misfiring in cold weather, clean with SOLVENT,
dry-cleaning, dry and lubricate with OIL, lubricating, for aircraft in-
struments and machine guns. To clean firing mechanism, remove and
operate pin in SOLVENT, dry-cleaning.
(5) GUN BORE. Daily and after firing, clean and coat with OIL,
166. POINTS TO BE LUBRICATED BY ORDNANCE MAIN-
TENANCE PERSONNEL.
a. Elevating screw.
b. Two cradle trunnion bearings.
c. Elevating gear case (two places).
d. Telescope mount.
167. SPECIAL LUBRICATION AND SERVICE INSTRUC-
TIONS.
a. Fittings and Oilers. Clean before applying lubricant. Where
bearings can be seen, lubricate armament fittings until new grease is
forced from the bearing. CAUTION: Lubricate fittings and oilers after
washing. Never use high-pressure washing system for cleaning artillery
materiel.
b. Intervals. The intervals indicated at points on lubrication
257
TM 9-731G
167-168
guide are for normal service. For extreme conditions of service, rain,
snow, heat, or dust, reduce intervals on guide by one-third or one-half
or more, if conditions warrant.
168. REPORTS AND RECORDS.
a. Reports. If lubrication instructions are closely followed,
proper lubricants used, and satisfactory results are not obtained, report
to ordnance personnel.
h. Records. A complete record of lubrication servicing will be
kept for the materiel.
258
TM 9-731G
169-170
Section XXVII
SIGHTING EQUIPMENT
Paragraph
General 169
Telescope M51 170
Periscope M6 171
Gunner's quadrant M1 172
169. GENERAL.
a. The sighting equipment for the 3-inch Gun Motor Carriage M10
consists of the Telescope M51, the Periscope M6, and the Gunner's
Quadrant M1. Arrangement of the equipment is shown in figure 128.
h. The information in this chapter is not as complete or as accurate
as will be in a future revision.
170. TELESCOPE M51.
a. The Telescope M51 is used for direct laying of the gun against
moving targets when firing the 3-inch Armor Piercing Shell M62.
Observing through the telescope, bring the image of the target to the
point on the reticle representing the required range and deflection by
rotating the traversing and elevating handwheels of the gun carriage.
RA PD 71349
Figure 128 Arrangement of Telescope M51
259
260
170
TM 9-731G
261
170
HANDLE
TM 9-731G
RA PD 43058
WINDOW FRAME
HEAD, ASSEMBLY,
SIGHTING EQUIPMENT
Figure 130Periscope M6
TM 9-731G
170-172
SCALE
INDEX PLATE
PLUNGER
MICROMETER
AUXILIARY
INDEX MARKS
LEVEL
HOLDER
SHOE
- REFERENCE SURFACE
(0-800 MILS)
Figure 13! Gunner's Quadrant MI
RA PD 70171
171. PERISCOPE M6.
a. The Periscope M6 is used for observation and vision purposes
only. The observer places his hands on the holder of the periscope to
rotate and elevate or depress it until the desired panorama is brought
into the field of view of the instrument.
172. GUNNER'S QUADRANT Ml.
a. Elevation Angles.
(1) To measure elevation of the gun, place the proper reference
surface (fig. 131) of the gunner's quadrant on the leveling pads of the
gun, parallel to the bore, with the associated arrow pointing in the
direction of fire. Set the "0" of the micrometer opposite its index with
the auxiliary index marks matched.
(2) Disengage the plunger from the notches in the frame, lift the
holder, and lower it slowly until the bubble is seen to pass through its
central position. Allow the plunger to engage the notches, and rotate
the micrometer knob until the bubble is centered with respect to the
graduations on the level vial. Face the side of the quadrant which
bears the arrow in use, and read the elevation indicated on the eleva-
tion scale and micrometer; read red or black figures according to the
instructions engraved below the micrometer. Remove the quadrant
from the gun before firing.
b. Depression Angles. To measure depression angles, proceed
as in a above, with the arrow pointed in the reverse direction.
262
TM 9-731G
173-174
Section XXVIII
AMMUNITION
Paragraph
General 173
Authorized ammunition 174
Stowage of ammunition 175
Field reports of accidents 176
173. GENERAL.
a. Ammunition for Carriage, motor, 3-in. gun M10, consists of:
( 1) Rounds for Gun, 3-in., M7.
(2) Cartridges for Gun, machine, cal. .50, Browning, M2, heavy
barrel.
(3) Cartridges for Gun, submachine, cal. .45, Thompson, M1928A1.
(4) Cartridges for Rifle, U. S., cal. .30, M1903 (w Launcher,
grenade, M1).
(5) Cartridges for Carbine, cal. .30, M1.
(6) Grenades.
It. Ammunition for Gun, 3-inch, M7, is issued in the form of fuzed
complete rounds of fixed ammunition. The term "fixed" signifies that
the propelling charge is not adjustable and that the round is loaded
into the cannon as a unit. The round consists of a primer and propel-
ling charge of loose powder grains contained in a cartridge case which
is crimped rigidly to the fuzed projectile. A complete round includes
all the ammunition components required to fire the weapon once.
174. AUTHORIZED AMMUNITION.
u. The ammunition authorized for use with the weapons mounted
or carried on this motor carriage, and other ammunition carried on the
vehicle, are listed in Table I below. It will be noted that the nomen-
clature (standard nomenclature) completely identifies the ammuni-
tion as to type and model.
TABLE I -rAUTHORIZED ROUNDS
FOR GUN, 3-IN., M7
SERVICE AMMUNITION
Projectile, fixed, A. P. C, M62, w/Fuze, B. D., M66A1, and Tracer,
3-inch guns, M1918 (all models), M1, M3, M5, M6, and M7.
Projectile, fixed, A. P. C, M62, w/Tracer, 3-inch guns, M1918 (all
models), M1, M3, M5, M6, and M7.
Shot, fixed, A. P., M79, w Tracer, 3-inch guns, M1918 (all models),
Ml, M3, M5, M6, and M7.
263
TM 9-731G
174
SERVICE AMMUNITION-Cent'd
Shell, fixed, H. E., M42, w Fuze, P. D., M48, 3-inch (15-pdr.) gun,
M1902MI, and 3-inch guns, M5, M6, and M7.1
Shell, fixed, H. E., M42A1, w Fuze, P. D., M48, 3-inch (15-pdr.) gun,
M1902 MI, and 3-inch guns, M5, M6, and M7.1
Shell, fixed, H. E., M42A1, w Fuze, P. D., M48A1, 3-inch (15-pdr.)
gun, M1902MI, and 3-inch guns, M5, M6, and M7.2
PRACTICE AMMUNITION
Shot, fixed, T. P., M85, w Tracer, 3-inch guns, M1918 (all models),
M1, M3, M5, M6, andM7.
DRILL AMMUNITION
Cartridge, drill, M4A1, w Fuze, dummy, 21-sec., M42A1, 3-inch guns,
M1918 (all models), M1, M3, M5, M6, and M7, and 3-inch
(15-pdr.) gun, M1902MI.
Cartridge, drill, M10, w Fuze, dummy, 21-sec., M42A1, 3-inch guns,
M1918 (all models), M1, M3, M5, M6, and M7, and 3-inch (15-pdr.)
gun, M1902MI.
Cartridge, drill, Ml5, w Fuze, dummy, M59, 3-inch guns, M1918
(all models), M1, M3, M5, M6, and M7, and 3-inch (15-pdr.) gun,
M1902MI.
BLANK AMMUNITION
Ammunition, blank, 3-inch (15-pdr.) gun, M1902MI, and 3-inch guns,
M1918 (all models), Ml, M3, M5, M6, and M7.
AMMUNITION FOR GUN, MACHINE, CAL. .50, BROWNING, M2,
HEAVY BARREL
SERVICE AMMUNITION
Cartridge, armor-piercing, cal. .50, M2.
Cartridge, ball, cal. .50, M2.
Cartridge, incendiary, cal. .30, Ml.
Cartridge, tracer, cal. .50, M1.
BLANK AMMUNITION
Cartridge, blank, cal. .50, M1.
DUMMY AMMUNITION
Cartridge, dummy, cal. .50, M1.
AMMUNITION FOR GUN, SUBMACHINE, CAL. .45,
THOMPSON, M1928A1
SERVICE AMMUNITION
DUMMY AMMUNITION
1SQ and O.O5-second delay.
SQ and 0.15-second delay.
264
265
174
TM 9-731G
AMMUNITION
TM 9-731G
174
RA PD 61221
Figure 133 Ammunition StowageRight Side
AMMUNITION FOR RIFLE, U. S., CAL. .30, Ml 903
(WITH LAUNCHER, GRENADE, Ml)
SERVICE AMMUNITION
Cartridge, armor-piercing, cal. .30, M2.
Cartridge, rifle grenade, cal. .30, M3.3
Cartridge, tracer, cal. .30, M1.
3 Special blank cartridge for use only in cal. .30 rifles for projecting grenades.
266
TM 9-731C
174
AMMUNITION
Figure 134 Ammunition Stowage -Left Side
BLANK AMMUNITION
Cartridge, blank, cal. .30, M1909.
DUMMY AMMUNITION
Cartridge, dummy, cal. .30, M1906 (corrugated).
AMMUNITION FOR CARBINE, CAL. .30, Ml
SERVICE AMMUNITION
Cartridge, carbine, cal. .30, Ml.
Cartridge, grenade, carbine, cal. .30, M6.4
RA PD 61222
'Special blank cartridge for use in the carbine for projecting grenades.
267
TM 9-731G
174-175
DUMMY AMMUNITION
Cartridge, carbine, dummy, cal. .30, M1.
GRENADES
SERVICE GRENADES
Grenade, hand, fragmentation, Mk. II, with hand grenade igniting
fuze, M10A2.
Grenade, hand, incendiary, AN-M14, with hand grenade igniting fuze,
M200A1.-"'
Grenade, hand, smoke, white, AN-M8, with hand grenade igniting
fuze, M200A1.5
Grenade, rifle, fragmentation, impact, M17.
Grenade, AT, M9A1.
Grenade, rifle, H. E., M9.
PRACTICE AND TRAINING GRENADES, AND REPLACEABLE PARTS
Grenade, hand, training, Mk. IA1.
Grenade, AT, practice, Mil.
Grenade, AT, practice, M11A1.
Grenade, AT, practice, M11A2.
Fin, assembly, for practice rifle grenade, Mil.
Fin, assembly, for AT practice grenade, M11A1.
Fin, assembly, for practice rifle grenade, M11A2.
Ogive, assembly, for practice rifle grenade, M11A2.
Adapter, grenade-projection, M1."
175. STOWAGE OF AMMUNITION.
a. Provision for stowage of the ammunition in the carriage is indi-
cated in Table II below and in figures 132 to 134, inclusive. The table
has been prepared to serve as a guide only. It is without reference to
any provision for mounting brackets or stowage boxes, which may be
occasioned by special conditions in the field, or to ammunition which
may be carried by means of a towed trailer.
"Procurement from Chemical Warfare Service.
"For projecting Grenade, hand, fragmentation, Mk. II, with hand grenade ignit-
ing fuze, M10A2, from the rifle or carbine with appropriate launcher and special
grenade cartridge. Used in conjunction with Clip, launcher positioning. Clips and
special grenade cartridge issued and packed with adapters.
268
TM
269
175
9-731G
AMMUNITION
2s
0K
270
175
TM 9-731G
TM 9-731G
175-176
AMMUNITION
TABLE IIAMMUNITION STOWAGE
AMMUNITION
STOWAGE
CAPACITY*
STOWAGE POSITION
3-inch rounds
90 percent armor-piercing
10 pel cent high explosive
54 rounds
6 rounds without containers, in two
3 round brackets on rear turret
wall.
48 rounds in fiber containers in four
sponson compartments.
Caliber .50
300 rounds
In 50-round boxes in brackets under
turret platform.
Caliber .45
460 rounds
440 rounds in 20-round clips in
brackets on right rear turret wall.
20 rounds in clip on gun.
Caliber .30 rifle
60 rounds
In bandoleer on right front sponson
plate near the assistant driver.
Caliber .30, carbine
**
On personnel to whom weapons are
assigned.
Hand grenades
12 grenades
In two boxes on right turret wall
just forward of caliber .45 am-
munition bracket.
Antitank (rifle) grenades
10 grenades
**
* Excludes provision for ammunition on towed trailer.
"Data not available at time of printing.
176. HELD REPORTS OF ACCIDENTS.
a. When an accident involving the use of ammunition occurs dur-
ing training practice, the procedure prescribed in section VII, AR
750-10, will be observed by the ordnance officer under whose super-
vision the ammunition is maintained or issued. Where practicable, re-
ports covering malfunctions of ammunition in combat will be made
to the Chief of Ordnance, giving the type of malfunction, type of
ammunition, the lot number of the complete rounds or separate load-
ing components, and condition under which fired.
271
TM 9-731G
REFERENCES
STANDARD NOMENCLATURE LISTS.
Carriage, Motor, 3-inch gun, M10A1 SNL G-170
Ammunition.
Ammunition, blank, for pack, light and medium field
artillery SNL R-5
Ammunition, fixed and semifixed, all types, for pack,
including subcaliber light and medium field artil-
lery, including complete round data . . SNL R-l
Ammunition instruction material for grenades, pyro-
technics and aircraft bombs SNL S-6
Ammunition, revolver, automatic pistol, and sub-
machine gun SNL T-2
Ammunition, rifle, carbine, and automatic gun SNL T-l
Grenades, hand and rifle, and fuzing components SNL S-4
Packing materials used by field service for small arms
service ammunition SNL T-5
Service fuzes and primers for pack, light -and medium
field artillery SNL R-3
Armament.
Carbine, cal. .30, M1 and M1A1Parts and equip-
ment SNL B-28
Gun, 3-in., M7; and mount, gun, 3-in., M5 SNL C-43
Gun, machine, cal. .50, Browning, M2, heavy barrel,
fixed and flexible; and ground mountsParts and
equipment SNL A-39
Gun, submachine, cal. .45, Thompson, M1928A1, M1,
and M1A1Parts and equipment SNL A-32
Launcher, grenade, M1 and M2Parts and equip-
ment .T. . SNL B-39
Major items of Group A SNL A-l
Major items of Group B SNL B-l
Major items of pack, light and medium field artillery;
and armament of these calibers for airplane and
combat vehicles SNL C-1
Rifle, U. S., cal. .30, M1903, M1903A1, and M1903A3
Parts and equipment SNL B-3
Sighting Equipment.
Firing tallies and trajectory charts SNL F-69
Periscopes, telescopes for periscopes, and direct sight-
ing telescopes for use in tanks SNL F-235
Quadrant, gunner's, M1 (mils) SNL F-140
Telescope, panoramic, M12. series SNL F-214
272
TM 9-731G
REFERENCES
Maintenance.
Cleaning, preserving and lubricating materials; recoil
fluids, special oils, and miscellaneous related items. SNL K-l
Soldering, brazing and welding material, gases and re-
lated items SNL K-2
Tools, maintenance, for repair of automatic guns, auto-
matic gun antiaircraft materiel, automatic and semi-
automatic cannon and mortarsIndividual items
and parts SNL A-35
Tools, maintenance, for repair of pack, light and me-
dium field artillery; and armament of these calibers
of airplane and combat vehicles SNL C-18
Current Standard Nomenclature Lists are as tabulated
here. An up-to-date list of SNL's is maintained as
the "Ordnance Publications for Supply Index" . OPSI
EXPLANATORY PUBLICATIONS.
Armament.
3-inch Tank Gun Materiel M7 TM 9-323
Ammunition, general TM 9-1900
Ammunition, general OFSB 3-1
Automatic pistol, cal. .45, M1911 and M1911A1 . FM 23-35
Auxiliary fire-control instruments (field glasses, eye-
glasses, telescopes, and watches) TM 9-575
Browning machine gun, cal. .50, HB, M2 (mounted in
combat vehicles) FM 23-65
Field artillery and field motor ammunition OFSB 3-3
Grenades FM 23-30
Instruction guide, small arms data TM 9-2200
Ordnance service in the field FM 9-5
Qualifications in arms and ammunition training allow-
ances AR 775-10
Range regulations for firing ammunition for training
and target practice AR 750-10
Small arms ammunition TM 9-1990
Small arms ammunition OFSB 3-5
Targets, target materials, and rifle range construction TM 9-855
Thompson submachine gun, cal. .45, M1928A1 FM 23-40
U. S. Carbine, cal. .30, M1 FM 23-7
U. S. Rifle, cal. .30, M1903 FM 23-10
Chemical Warfare.
Chemical decontamination materials and equipment. TM 3-220
Defense against chemical attack FM 21-40
Decontamination of armored force vehicles FM 17-59
273
TM 9-731C
Communications.
Radio fundamentals TM 11-455
Radio operator, the TM 11-454
Radio set, SCR 610 TM 11-615
Maintenance and Inspection.
Automotive electricity TM 10-580
Automotive lubrication TM 10-540
Cleaning, preserving, lubricating, and welding ma-
terials and similar items issued by the Ordnance
Department TM 9-850
Echelon system of maintenance TM 10-525
Fire prevention, safety precautions, accidents TM 10-360
Motor transport inspections TM 10-545
Sheet metal work, body, fender and radiator repairs. . TM 10-450
Tune-up and adjustment TM 10-530
Ordnance Maintenance.
Accessories for Ford tank engine, model GAA V-8 TM 9-1731C
Auxiliary generator (Homelite HRUH-28) TM 9-1731K
Ford tank engine, model GAA V-8 TM 9-173 lB
Hull and turret, hull and turret electrical system,
tracks and suspension TM 9-1750L
Power train (one piece differential) TM 9-1750B
Camouflage.
Camouflage FM 5-20
Camouflage painting of vehicles and equipment FM 5-21
Electric fundamentals TM 1-455
Fuels and carburetion TM 10-550
Index of technical and administrative publications
for the ordnanceman OFSB 1-1
List of publications for training, including train-
ing films and film strips FM 21-6
Military motor transportation TM 10-505
Military motor vehicles AR 850-15
Motor transport FM 25-10
274
TM 9-731G
INDEX
Pag* No.
50-51
Accessories and equipment
Accessory drive shaft housing,
lubrication 44
Accessory drive shafts, description 171
Accessory drives
description 129
replacement 130
Adjustments:
clutch pedal rod 163
hand throttle 119
parking brakes 187
steering brakes 180-183
track tension 196-197
throttle controls 119
Air cleaners
after-operation and weekly
service 38
at-halt service 36
description and maintenance. . . 117
installation 97
lubrication 43
removal 95
replacement 117-119
second echelon preventive main-
tenance services 70
Ammeter
before-operation service 33
description 12, 148
during-operation service 35
tenance services 66
Ammunition
authorized 263-268
data 212
'field report of accidents 271
stowage 268-271
Ammunition boxes and racks,
maintenance duties by echelons 55
Antifreeze 124
Armament
accessories 47-48
ammunition 49-50
characteristics 209-211
data 211-213
guns 50
spare parts 48-49
tools 49
Armor thickness, data 8
Authorized ammunition 263-268
B Pag* No.
Barrel assembly, description and
functioning
breech ring 215-217
breech ring key 217
tube 215
Batteries
description 140
maintenance and inspection. . . . 142
second echelon preventive
services 73
Battery cables, description and
replacement 142
Battery master switch
description 153
location and functioning 21-22
removal 153
TM 9-731G
BCont'd Page No.
Breech mechanismCont'd
description and functioningCont'd
firing plunger 224
operating crank : 223
function and operation . 229-236
lubrication 45, 257
Breech operating shaft, descrip-
tion and functioning 222
Breech ring, description and func-
tioning 215-217
Breechblock, description and func-
tioning 218-220
Breechblock operating crank, de-
scription and functioning . 222-223
Cam ejector mechanism, descrip-
tion and functioning 244-248
Carburetor adapters
description 116
replacement 116-117
Carburetors
description 113
idler fuel adjustment 113
idler speed adjustment. . . 113-115
removal and installation 116
Carriage, gun, motor, 3-inch,
M10A1
data 5-11
description 5
Center drive plate travel limit,
adjustment 164-165, 170
Chain terminal crank, description
and functioning 223-224
Characteristics of armament 209-211
Circuit breakers
description 145
operation 12
replacement 139, 145-148
Cleaning
fuel filter 121
oil filter 102
Closing spring mechanism
construction 224-225
function 225
Clutch
clutch drag 163-165
description 163
replacement 166-170
Clutch pedal, description 21
Clutch pilot bearing, lubrication . 44
Pag* No.
Clutch pressure plate, installation. 168
Compartment light, description. . . 156
Conduits and wires
description and maintenance. . . 157
replacement 157-158
Controlled differential and sub-
assembly, maintenance duties
by echelons 56
Cooling system
accessory drives 129-130
antifreeze 124
corrosion inhibitor 125
description and maintenance. . 124
draining 93
expansion tank and filler 131
fans 128-129
TM 9-731G
INDEX
DCont'd Pag* No.
DescriptionCont'd
bogies 190
carburetor adapters 116
carburetors 113
circuit breaker 138-139, 145
clutch 163
conduits and wires 157
cooling system 124
degassers 116
differential 177-178
drive sprockets 189
electrical system and equip-
ment 133-135
engine 82-84
engine boil signal 151
engine temperature gage 152
expansion tank and filler 131
fans 128
final drive 178
foot throttle 119
fuel filter 120-121
fuel level gage 152
fuel pump 120
fuel shut-off switch 148
fuel system 113
gearshift lever 22-23
generating system 135
generator circuit breaker. . 138-139
generator filter 140
generator regulator 139-140
generators 138
governor 100
gun motor carriage 5
hand throttle 119
hull 204
idlers 202
ignition system 104
instrument panel 145
low oil pressure signal 151
oil filter 101
oil level gage 150
parking brake 184
power train 173
priming pump 120
propeller shaft 170
radiator 125-126
speedometer 160
starter 142-143
starter solenoid 143-145
starting system 142
stop light switch 155
suspensions and tracks 188
Pag* No.
tachometer 161
taillights 154-155
thermostat 130
tracks 195-196
transmission 176
transmission oil cooler . . . 178-179
transmission oil temperature
gage 150
turret compass 162
universal joints 170-171
utility outlet sockets 148
valve mechanism 100
voltmeter 149
water pump 127
TM 9-731G
ICont'd Pag* No.
Electrical system and equipment
Cont'd
engine boil signal 151
engine temperature gage 152
fire detector signal 149-150
fuel cut-off switch 148
fuel level gage 152
fuel level gage selector switch. . 152
generating system 135-138
generator circuit breaker. . 138-139
generator filter 140
generator regulator 139-140
generators 138
headlights 153-154
ignition switch 148-149
inspection light 156
instrument panel 145
instrument panel lights . 150
light switch 149
low oil pressure signal 151
maintenance duties by
echelons 57-58
oil level gage 150-151
panel light rheostat switch 153
radio master switch 153
siren 157
starter 142-143
starter button 149
starter solenoid 143-145
starting system 142
stop light switch 155
taillights 154-155
transmission oil temperature
gage 150
trouble shooting 158-159
utility outlet sockets 148
voltmeter 149
wiring 159
Elevating mechanism
description and functioning . . . 239
operation 250-251
Engine
crankcase breather 102-103
description and data 82-84
governor 100
echelons 58-60
manifold 100-101
mounts 99
oil filter 101-102
oil pump 101
replacement 93-99
Pag* No.
testing 25
trouble shooting 8492
valve mechanism 100
Engine boil signal, description and
replacement 151
Engine compartment lower plate,
removal 93
Engine floor plate installation. . 98-99
Engine oil level gage
Engine temperature gage
bef ore-operation service 33
description and replacement. . . 152
TM 9-731G
Pag. No.
degassers 116
description and trouble shooting 113
fuel filter 120-122
fuel pump 120
fuel tanks 122-123
priming pump 120
throttle controls 119-120
Fuel tanks
draining 122
location and capacity 122
replacement 122-123
Functioning (See Description and
functioning)
Gear case, lubrication 43-44
Gearshift lever
description 22-23
operation 23
Generating system
description 135
trouble shooting 135-138
Generator and fan drive assembly,
Generator circuit breaker
description 138-139
replacement 139
Generator filter, description and
replacement 140
Generator regulator
description 139-140
inspection and adjustment 140
tenance services 73
Generators, description and main-
tenance 138
Governor, description 100
Governor control, description. . . . 120
Ground circuit, description 135
Grousers, installation 203
Gun
INDEX
FCont'd Pag* NO.
Final reduction, maintenance
duties by echelons 56
Fire detector signal
description 149-150
replacement 149-150
Fire extinguisher
service 38
fixed extinguishers 23-24
lubrication 45
portable extinguishers 23
tenance services 72
Fire extinguisher system
handling 208
maintenance and replace-
ment 206-208
operation 206
Firing mechanism, lubrication. . 257
Firing plunger, description and
functioning 224
Firing solenoid circuit breaker,
description and functioning 22
TM 9-731G
H Pag* No.
Pag* Ne.
Low oil pressure signal
description and replacement . . 151
functioning 17
Lubrication
bogies 19O
carriage 40-46
final drive 178
gun and mount
lubrication guide 256-257
points to be lubricated by
ordnance personnel 257
reports and records 258
special lubrication and service
instructions 257-258
idlers 202
power train 173
Lubrication guide 40-46
Magneto
data 84
description 104
installation when timing has
been lost 105-106
replacement 104-105
resetting breaker points. . . 106-107
Maintenance
air cleaners 117
battery 142
conduits and wires 157
cooling system 124
fire extinguisher system 206
generators 138
Manifolds
exhaust 100-101
intake 100
water 101
Mechanical firing mechanism, de-
scription and functioning. . . 242-244
Mount
data 213
description 99
lubrication 256-258
Muzzle velocity 211
Hand throttle, description and
functioning 18, 119
Headlights
blackout 154
service 153-154
Hull and turret
escape hatch 205
hull 204
echelons 60-61
turret 204-205
vision and sighting equipment 205
Idlers
description and lubrication.... 202
idler bracket replacement 203
idler wheel replacement 202
Ignition system
description 104
ignition switch 110-111
ignition timing and magneto
governor advance ... 107-110
magnetos 106-107
TM 9-731G
INDEX
O Page No.
Oil filler pipe
installation 98
removal 94
Oil filter
description 101
lubrication 43
operation check 101-102
replacement and cleaning 102
tenance services . . . 68
Oil level gage
description 15O
replacement 150-151
Oil pressure gage
location and functioning 17
tenance services 66
Oil pump, description 101
Oil transmission cooler, mainte-
nance duties by echelons 61
Oilcan points 45-46
Operating crank, description and
functioning ~223
Operation (See a/so Operation and
controls)
breech mechanism 229-236
carriage 25-27
fire extinguisher system 206
gearshift lever 23
gun
elevating mechanism . . . 250-251
firing and precautions during
firing 252-253
loading 252
placing in firing position 249-250
placing in traveling
position 254-255
traversing mechanism 250
unloading 253
under unusual conditions
cold weather starting 29
high altitudes 30
high temperatures 29-30
sand, slippery terrain, and
dusty conditions 30
Operation and controls
engine test 25
information on instruments and
controls 12-24
operating the vehicle 25-27
Page No.
prestarting inspection 24
starting instructions 24-25
stopping the engine '25
towing instructions 27-28
Organization preventive mainte-
nance services by second
echelon 63-77
Organizational tools and equip-
ment, list of 78-81
Panel light rheostat switch
description 153
location and functioning 18
Parking brake
adjustment 187
TM 9-731G
Q Pag* No.
Quadrant, gunner's, M1, elevation
and depression angles 262
Radiator
description 125-126
replacement 126-127
tenance services 73
Radio master switch, description. 153
Rebuild and repair defined 55
Recoil mechanism, description and
functioning 240
Replace defined 55
Reports and records of lubrica-
tion 46, 258
Reversing track 201-202
Pag* No.
Starting system, description and
trouble shooting 142
Steering brakes
adjustment 180-183
replacement of shoes 183-184
Stop light switch, description 155
Stowage of ammunition 268-271
Support rollers, inspection 189
Suspensions and tracks
bogies 190-195
description 188
drive sprockets ......... 189-190
idlers 202-203
inspection 188-189
installation of grousers.-., 203
tracks 195-202
Service defined 54
Service headlight, description. . . . 153
Sighting equipment
data 50
gunner's quadrant M1 262
periscope M6 262
telescope M51 259
Signaling equipment, data 51
Slippery terrain, operation of
vehicle on 30
Spark plug wires and conduits,
replacement . 112
Specific gravity tests of battery. . 142
Speedometer
description 160
replacement 160-161
tenance services 66
Springs and suspensions
service 38
Stabilizer mechanism, second
echelon preventive maintenance
services 67
Starter
description 142-143
replacement 143
Starter button, description 149
Starter solenoid
description 143-145
replacement 145
TM 9-731G
INDEX
Pag* No.
TCont'd
Transmission
description 176
replacement 177
Transmission oil cooler
description 178-179
replacement 179
tenance services 74
Transmission oil temperature gage
before-operation services 33
description and replacement. . . 150
functioning 17
tenance services 66
Traversing mechanism
operation 250
tenance services 67
Traversing rack and pinion,
lubrication 257
Trouble shooting
electrical system and equip-
ment 158-159
engine 84-92
fuel system 113
generating system 135-138
ignition system 104
starting system 142
Turret
data 8
description 204
tenance services 74
(See also Hull and turret)
Turret compass, description 162
U Pag* No.
Universal joints, lubrication 45
Unloading the gun 253
Utility outlet socket, description
and replacement 143
Valve mechanism, description ... 100
Vehicular tools and spare parts
pioneer tools ................ 53
spare parts ................. 52
Vision and sighting equipment,
description ....... ........... 205
Voltmeter
description .............. 13, 149
during-operation service ........ 35
removal .................... 149
tenance services ......... 66
Volute spring
installation ................. 194
removal ................ 193-194
Water manifolds, description and
replacement
101
Water pump (and radiator expan-
sion tank)
description 127
installation 98
lubrication and replacement. . . 128

TM 9-731G M10a1

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TM 9-731G

MOTOR CARRIAGE M10A1

jfc- Dissemination of restricted matter.The information contained in re-

stricted documents and the essential characteristics of restricted materiel may

be given to any person known to be in the service of the United States

and to persons of undoubted loyalty and discretion who are cooperating in

except by authorized military public relations agencies. (See also paragraph

18 b, AR 380-5, 28 September 1942.)

Generated on 2013-07-03 17:33 GMT / http://hdl.handle.net/2027/uc1.b3243741 Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google

Washington, 28 July 1943

3-INCH GUN MOTOR CARRIAGE M10A1

Prepared under the direction of the

(with the cooperation of the Ford Motor Company)

PART ONEOPERATING INSTRUCTIONS

II. Description and tabulated data 3-4 5-11

III. Operation and controls 5-11 12-28

IV. Operation under unusual con-

ditions 12-17 29-30

V. Preventive maintenance inspec-

tions and service 18 22 3139

VI. Lubrication 23-24 40-46

VII. Equipment and tools on vehicle 25- 30 47-53

PART TWOVEHICLE MAINTENANCE INSTRUCTIONS

SECTION VIII. Maintenance allocation 31-32 54-62

IX. Organization preventive main-

tenance services 33 6377

X. Organizational tools and equip-

XI. Engine 35-44 82-103

XII. Ignition system 45- 50 104-112

XIII. Fuel system 51-60 113-123

XIV. Cooling system 61-69 124-131

XV. Electrical system and equip-

ment 70-110 132-159

XVI. Nonelectrical instruments . 111-114 160-162

XVII. Clutch, propeller shaft, and uni-

versal joints 115-117 163-172

jf Dissemination of restricted matter.The information contained in re-

stricted documents and the essential characteristics of restricted materiel may

be given to any person known to be in the service of the United States

and to persons of undoubted loyalty and discretion who are cooperating in

except by authorized military public relations agencies. (See also paragraph

18 b.AR 380-5, 28 September 1942.)

-This manual supersedes TM 9-731G, 20 Nov. 1942.

Generated on 2013-07-03 17:37 GMT / http://hdl.handle.net/2027/uc1.b3243741 Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google

3-INCH GUN MOTOR CARRIAGE M10A1

SECTION XVIII. Power train (transmission, dif-

ferential, and final drive) . 118-124

XIX. Suspension and tracks 125-131

XX. Hull and turret: 132-135

XXI. Fire extinguisher system 136-139

SECTION XXII. Introduction 140-142

XXIII. Description and functioning of

XXIV. Description and functioning of

XXV. Operation of gun 157-163

XXVI. Lubrication of gun and mount. 164-168

XXVII. Sighting equipment 169-172

XXVIII. Ammunition 173-176

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