Shop Manual: Dump Truck A50003 - A50010

CEBM022601
Shop
Manual
DUMP TRUCK
SERIAL NUMBERS A50003 - A50010
®
CEN00008-01
DUMP TRUCK 1SHOP MANUAL
960E
Machine model Serial number

960E-1K A50003 and up
00 Index and foreword

Index
Composition of shop manual ................................................................................................................................ 2
Table of contents................................................................................................................................................... 4
1
CEN00008-01 00 Index and foreword
Composition of shop manual

The contents of this shop manual are shown together with Form No. in a list.
Note 1: Always keep the latest version of this manual in accordance with this list and utilize accordingly.
The marks shown to the right of Form No. denote the following:
: New module (to be filed additionally) : Revision (to be replaced for each Form No.)
Note 2: This shop manual can be supplied for each Form No.
Note 3: To file this shop manual in the special binder for management, handle it as follows:
• Place a divider on the top of each section in the file after matching the Tab No. with No. indicated
next to each Section Name shown in the table below:
• File overview and other materials in sections in the order shown below and utilize them accordingly.
Section Title Form Number
Shop Manual, contents binder, binder label and tabs CEBM022601 

Index CEN00008-01 
Foreword, safety and general information CEN00005-05 
Operating instructions CEN00009-01 
01 Specification
Specification and technical data CEN01004-01 
10 Structure, function and maintenance standard

Steering circuit CEN10001-02 
Hoist circuit CEN10002-01
Brake circuits CEN10003-02
Suspensions CEN10004-01
Electrical system, 24 volt CEN10013-02
Interface module (IM) CEN10027-00
Drive system CEN10023-01 
Cab air conditioning CEN10008-01
Reserve engine oil system CEN10022-00
SIBAS® IGBT rack components CEN10016-01
20 Standard value table

Standard value table CEN20003-00
30 Testing and adjusting

General information CEN30001-01
Steering, brake cooling and hoist hydraulic system CEN30002-01 
Brake system CEN30015-01 
Accumulators and suspensions CEN30004-02
Interface module (IM) CEN30026-01 
2
00 Index and foreword CEN00008-01
IGBT haul truck SIBAS® user manual, part 1 CEN30021-02

Installing ZR / DSP software CEN30023-02
40 Troubleshooting
Fuse and circuit breaker locations CEN40009-01
Troubleshooting by failure code, Part 1 CEN40011-01
Drive system fault code table, Part 1 CEN40041-00
50 Disassembly and assembly

General information CEN50001-03 
Wheels, spindle and rear axle CEN50022-01 
Brake system CEN50030-00 
Steering system CEN50004-03 
Suspensions CEN50005-05 
Hoist circuit CEN50006-03 
Operator cab CEN50007-02 
Body and structures CEN50024-01 
Cab air conditioning CEN50009-02 
Power module CEN50021-01 
Auto lubrication system CEN50025-01 
Three phase wheel motor CEN50026-01 
Main blower CEN50031-00 
Retarding grid CEN50032-00 
Control cabinet CEN50033-00 
90 Diagrams and drawings

Hydraulic circuit diagrams CEN90001-00
Electrical circuit diagrams CEN90006-00
Electrical circuit diagrams - drive system CEN90007-00
3
Table of contents

Index CEN00008-00
Composition of shop manual ....................................................................................................2
Table of contents .......................................................................................................................4
Foreword, safety and general information CEN00005-05
Foreword ...................................................................................................................................4
How to read the shop manual ...................................................................................................5
General safety ...........................................................................................................................7
Precautions before operating the truck ...................................................................................10
Precautions while operating the truck .....................................................................................12
Working near batteries ............................................................................................................15
Precautions before performing service....................................................................................17
While performing maintenance................................................................................................18
Tires ........................................................................................................................................20
Precautions for performing repairs ..........................................................................................21
Precautions for welding on the truck .......................................................................................22
Handling electrical equipment and hydraulic components ......................................................23
How to read electric wire code ................................................................................................31
Standard torque tables ............................................................................................................34
Conversion tables....................................................................................................................39
Operating instructions CEN00009-00
Preparing for operation..............................................................................................................3
Engine start-up ..........................................................................................................................7
After engine start-up ..................................................................................................................8
Emergency steering system ......................................................................................................9
Precautions during truck operation..........................................................................................10
Operating on a haul road......................................................................................................... 11
Starting on a grade with a loaded truck ................................................................................... 11
Loading the dump body...........................................................................................................12
Dumping a load .......................................................................................................................12
Using the speed control feature ..............................................................................................14
Safe parking procedure ...........................................................................................................15
Normal engine shutdown procedure .......................................................................................15
Sudden loss of engine power ..................................................................................................16
Fuel depletion..........................................................................................................................16
Towing .....................................................................................................................................17
Disabled truck operation..........................................................................................................20
Disabled truck dumping procedure..........................................................................................21
01 Specification
Specification and technical data CEN01004-00
Specification drawing.................................................................................................................3
Specifications ............................................................................................................................4
Weight table ..............................................................................................................................6
Fuel, coolant and lubricants ......................................................................................................7
4
10 Structure, function and maintenance standard

Steering circuit CEN10001-01
Steering circuit operation........................................................................................................... 3
Steering circuit components ...................................................................................................... 5
Flow amplifier operation ............................................................................................................ 8
Steering/brake pump operation ............................................................................................... 17
Steering cylinder wear data ..................................................................................................... 20
Hoist circuit operation................................................................................................................ 3
Hoist circuit components ........................................................................................................... 4
Hoist pilot valve operation ......................................................................................................... 8
Hoist cylinder wear data .......................................................................................................... 18
Brake circuits CEN10003-02
General information................................................................................................................... 3
Service brake circuit operation.................................................................................................. 4
Secondary braking and auto apply............................................................................................ 4
Parking brake circuit operation.................................................................................................. 6
Wheel brake lock circuit operation ............................................................................................ 7
Brake warning circuit operation................................................................................................. 7
Brake assembly wear data ........................................................................................................ 9
Front suspension wear data ...................................................................................................... 3
Rear suspension wear data ......................................................................................................4
Electrical system, 24V CEN10013-02
Battery supply system ............................................................................................................... 3
Auxiliary control cabinet components........................................................................................ 4
Relay boards ............................................................................................................................. 6
Body position switches (With proximity switch and metal arm) ............................................... 10
Body position switches (With proximity switch and magnet) ................................................... 12
Interface module (IM) CEN10027-00
Sensors ..................................................................................................................................... 2
Interface module inputs and outputs ......................................................................................... 3
Drive system CEN10023-01
SR rectifier module.................................................................................................................... 3
ST module (auxiliary voltage inverter)....................................................................................... 3
SD phase modules.................................................................................................................... 7
SR/ST/SD module removal ....................................................................................................... 7
Inverter cabinet layout............................................................................................................... 8
Inverter cabinet water flow ........................................................................................................ 8
Field regulator ........................................................................................................................... 9
Field regulator (discharge resistor) ...........................................................................................9
Gate unit power supply ........................................................................................................... 10
Gate unit power supply (diode) ............................................................................................... 10
Gate unit power supply (tuning resistor) ................................................................................. 10
5
Control power filter ..................................................................................................................10

Filter for TCU........................................................................................................................... 11
Terminal block bus bar ............................................................................................................ 11
Fuses (analog sensor voltage) ................................................................................................12
Fuses (fuse holder for field regulator) .....................................................................................12
Fuses (control power and trolley box contactor) .....................................................................13
Diode modules ........................................................................................................................13
Support capacitors ..................................................................................................................14
3-Phase capacitor bank (for ST module output voltage) .........................................................14
Air-cooled inductors (for ST module).......................................................................................15
3-Phase transformer (for ST module)......................................................................................15
Diagnostics box .......................................................................................................................16
Diagnostic and system monitoring panel.................................................................................17
Current transducers.................................................................................................................18
Current transducers (for ST module output)............................................................................19
Voltage transducers.................................................................................................................19
Voltage transducers (for ST module output)............................................................................20
Voltage transducers (SiBAS® 24V DC bus monitoring) ..........................................................20
Analog inclinometer.................................................................................................................21
DC link capacitors ...................................................................................................................21
Ground tie capacitor ................................................................................................................22
Low-inductance bus bar assembly ..........................................................................................22
Free-wheeling diode for low-inductance bus bars...................................................................23
Contactor (grid box and main blower motor) ...........................................................................23
Contactor (control power)........................................................................................................24
Contactor (DC contactors).......................................................................................................24
Contactor (crowbar bypass) ....................................................................................................25
Temperature probes (PT100 style)..........................................................................................25
Coolant inlet temperature sensor ............................................................................................25
Coolant outlet temperature sensor (external pad style) ..........................................................26
IGBT module heat sink temperature sensor............................................................................26
Coolant outlet temperature sensor (internal style) ..................................................................26
Coolant outlet temperature sensor (external pad style) ..........................................................27
Circuit breakers .......................................................................................................................27
Inner circulating blower fan .....................................................................................................28
Coolant pump ..........................................................................................................................28
Motor for coolant pump ...........................................................................................................29
Coolant pressure sensor .........................................................................................................29
Inner radiator ...........................................................................................................................29
Ground voltage monitoring resistors .......................................................................................30
Protection thyristor assembly (crowbar) ..................................................................................30
Discharge reactor ....................................................................................................................31
Main blower motor...................................................................................................................31
Grid box...................................................................................................................................32
Grid box blower motor .............................................................................................................32
Grid box blower motor grease fittings......................................................................................33
6
Main alternator ........................................................................................................................ 33

Main alternator circuit diagram................................................................................................36
IGBT – inverter/chopper phase module .................................................................................. 37
Troubleshooting information....................................................................................................39
Main input rectifier module ...................................................................................................... 40
Internal circuit diagram............................................................................................................ 41
Upper ground tie resistor......................................................................................................... 42
Lower ground tie resistor......................................................................................................... 42
Troubleshooting....................................................................................................................... 43
Speed sensor, alternator ......................................................................................................... 44
Speed sensors, wheel motors ................................................................................................. 45
Traction motor ......................................................................................................................... 46
Grid box................................................................................................................................... 47
Principles of refrigeration .......................................................................................................... 3
Air conditioning system components......................................................................................... 5
Air conditioning system electrical circuit.................................................................................... 9
Operation .................................................................................................................................. 4
Remote tank fill system ............................................................................................................. 5
SIBAS® IGBT rack components CEN10016-01
SIBAS® 32 Traction Control Unit (TCU) ................................................................................... 3
Overview of the SIBAS® 32 systems........................................................................................ 4
Removing and installing the SIBAS® 32 cards ......................................................................... 8
SIBAS® 32 card device names................................................................................................. 9
Structure of SIBAS® 32 card part number .............................................................................. 10
SIBAS® 32 card interchangeability ......................................................................................... 11
SIBAS® 32 card interactions................................................................................................... 14
SIBAS® 32 card detailed information...................................................................................... 17
Blower subassembly ............................................................................................................... 17
CPU card................................................................................................................................. 20
DSP card................................................................................................................................. 23
I/O card ................................................................................................................................... 25
TRACO card (optional)............................................................................................................ 28
Input voltage/frequency card ...................................................................................................31
I/O analog card........................................................................................................................ 33
I/O analog card........................................................................................................................ 36
Output pulse amplifier card ..................................................................................................... 39
Input temperature sensor card ................................................................................................ 42
UWS card................................................................................................................................ 45
Digital input card ..................................................................................................................... 48
Power start-up unit card .......................................................................................................... 51
Binary output contactor drive card .......................................................................................... 54
24V / 24V power supply .......................................................................................................... 57
7
24V / 15V power supply ..........................................................................................................60

24V / 5V power supply ............................................................................................................63

Standard value table CEN20003-00
Standard value table for truck....................................................................................................3

Special tools ..............................................................................................................................3
Steering, brake cooling and hoist hydraulic system CEN30002-01
General information on system checkout ..................................................................................3
Steering system checkout procedures ......................................................................................3
Steering system checkout data sheet........................................................................................9
Toe-in adjustment ....................................................................................................................10
Brake cooling and hoist system checkout procedures ............................................................ 11
Brake cooling and hoist system checkout data sheet .............................................................16
Hoist cylinder leakage test ......................................................................................................17
Hydraulic system flushing procedure ......................................................................................17
Brake system CEN30015-01
General information on system checkout ..................................................................................3
Brake circuit checkout procedure ..............................................................................................3
Brake system checkout data sheet .........................................................................................14
Brake piston leakage test ........................................................................................................19
Brake seal pressure test..........................................................................................................19
Wet disc brake bleeding procedure .........................................................................................20
Parking brake bleeding procedure ..........................................................................................20
Brake disc wear inspection......................................................................................................21
Brake valve bench test and adjustment ..................................................................................23
Dual relay valve bench test and adjustment............................................................................26
Accumulators and suspensions CEN30004-02
Accumulator charging and storage............................................................................................3
Accumulator leak testing ...........................................................................................................8
Suspension oiling and charging procedures ...........................................................................10
Suspension pressure test........................................................................................................17
General information...................................................................................................................2
Service tools and equipment .....................................................................................................3
Detecting leaks..........................................................................................................................6
System performance test ..........................................................................................................7
Checking system oil ..................................................................................................................8
System flushing .........................................................................................................................9
Installing the manifold gauge set.............................................................................................10
Recovering and recycling refrigerant....................................................................................... 11
Evacuating the air conditioning system ...................................................................................13
Charging the air conditioning system ......................................................................................14
8
A/C drive belt checkout procedure .......................................................................................... 15

Infterface module (IM) CEN30026-01
Interface module software ......................................................................................................... 2
Interface module checkout procedures ..................................................................................... 4
Abbreviations ............................................................................................................................ 3
Precautions ............................................................................................................................... 5
Qualified person ........................................................................................................................ 5
Customer monitor for SIBAS® 32 control units......................................................................... 5
Installing and calling the customer monitor ............................................................................... 8
Environment variables............................................................................................................... 8
Communication with the SIBAS® 32 control unit ...................................................................... 9
Calling up the customer monitor ............................................................................................. 10
Monitor prompt ........................................................................................................................ 11
Notes on operation of the customer monitor ........................................................................... 12
Command buffer ..................................................................................................................... 14
Structure of the monitor windows ............................................................................................ 14
Window menu ......................................................................................................................... 15
Set Menu................................................................................................................................. 16
Applic. Menu ........................................................................................................................... 23
Hardw. Menu ........................................................................................................................... 33
Hardware-Oriented Access via the Customer Monitor............................................................ 33
Graphic Menu.......................................................................................................................... 43
Traco Menu ............................................................................................................................... 3
HW-Traco .................................................................................................................................. 3
SW-Traco .................................................................................................................................. 5
DAC_Traco................................................................................................................................ 9
Events Menu ........................................................................................................................... 11
STatistics ................................................................................................................................. 12
History ..................................................................................................................................... 13
LEL:Last EvL........................................................................................................................... 14
LES:Last EvS .......................................................................................................................... 16
DLL:DC,LastL.......................................................................................................................... 17
DLS:DC,LastS......................................................................................................................... 18
DAL:DC,All L ........................................................................................................................... 19
DAS:DC,All S .......................................................................................................................... 20
ML:Memory L .......................................................................................................................... 21
MS:Memory S ......................................................................................................................... 22
CN:Clear Norm........................................................................................................................ 23
CA:Clear All............................................................................................................................. 23
Test-Code................................................................................................................................ 23
DS:Diag-Strc ........................................................................................................................... 24
User Menu...............................................................................................................................25
DAC_IO................................................................................................................................... 26
Operat.Data............................................................................................................................. 28
9
Energy Usage data..................................................................................................................29

Mileage indicator .....................................................................................................................30
Operating cycles......................................................................................................................31
Service Brake on data .............................................................................................................32
Temperature data ....................................................................................................................33
Motor torque data ....................................................................................................................34
Engine speed data ..................................................................................................................35
Gear test..................................................................................................................................35
Acc test....................................................................................................................................35
Engine_Test.............................................................................................................................35
X_Test_Inx...............................................................................................................................38
STate intern .............................................................................................................................39
ST inverter status ....................................................................................................................41
Vehicle status ..........................................................................................................................41
Pedal calib...............................................................................................................................43
Language ................................................................................................................................44
OFFline-test.............................................................................................................................44
Variables..................................................................................................................................45
IV:Vehic-ID ..............................................................................................................................47
Commands ..............................................................................................................................47
Settings ...................................................................................................................................49
Parameters..............................................................................................................................50
Temp_prot ...............................................................................................................................52
Appendix .................................................................................................................................54
Background commands...........................................................................................................54
Monitor commands for the central processing unit..................................................................55
Monitor commands for the signal processing unit ...................................................................55
Installing ZR / DSP software CEN30023-02
Monitor Program – Loading software into the SIBAS® .............................................................2
Loading software into the DSP procedure.................................................................................2
Loading a DSP program Inverter A ...........................................................................................7
Loading a DSP program Inverter B .........................................................................................13
Loading software into the CPU procedure ..............................................................................14
Loading ZR software Prog. jumpers Reset .............................................................................21
Setting the system up After loading a new pgm ......................................................................23
Loading the proper pgm file.....................................................................................................23
40 Troubleshooting
Fuse and circuit breaker locations CEN40009-01
Fuse and circuit breaker locations.............................................................................................2
Troubleshooting by fault code, Part 1 CEN40011-01
Fault Code A001: Left front suspension pressure sensor signal high .......................................3
Fault Code A002: Left front suspension pressure sensor signal low ........................................4
Fault Code A003: Right front suspension pressure sensor signal high.....................................5
Fault Code A004: Right front suspension pressure sensor signal low ......................................6
Fault Code A005: Left rear suspension pressure sensor signal high ........................................7
10
Fault Code A006: Left rear suspension pressure sensor signal low ......................................... 8
Fault Code A007: Right rear suspension pressure sensor signal high ..................................... 9
Fault Code A008: Right rear suspension pressure sensor signal low..................................... 10
Fault Code A009: Incline sensor signal high........................................................................... 11
Fault Code A010: Incline sensor signal low ............................................................................ 12
Fault Code A011: Payload meter speed sensor signal has failed ...........................................13
Fault Code A013: Body up switch has failed........................................................................... 14
Fault Code A014: Payload meter checksum computation has failed ...................................... 15
Fault Code A016: Payload meter write to flash memory has failed ........................................ 16
Fault Code A017: Payload meter flash memory read has failed ............................................. 17
Fault Code A018: Right rear flat suspension cylinder warning ............................................... 18
Fault Code A019: Left rear flat suspension cylinder warning .................................................. 20
Fault Code A022: Carryback load excessive .......................................................................... 22
Fault Code A100: An open circuit breaker has been detected on a relay board..................... 25
Fault Code A101: High pressure detected across an hydraulic pump filter ............................ 26
Fault Code A105: Fuel level sensor shorted to ground, indicating a false high fuel level ....... 28
Fault Code A111: Low steering pressure warning for storage by VHMS ................................ 30
Fault Code A115: Low steering precharge pressure detected ................................................ 32
Fault Code A117: Low brake accumulator pressure warning for storage by VHMS ............... 34
Fault Code A118: Brake pressure is low while in brake lock................................................... 36
Fault Code A126: Oil level in the hydraulic tank is low ........................................................... 38
Fault Code A127: IM-furnished +5 volt output for sensors is low............................................ 40
Fault Code A128: IM-furnished +5 volt output for sensors is high .......................................... 42
Fault Code A139: Low fuel warning for storage by VHMS and for use by A310..................... 44
Fault Code A145: Hydraulic temperature sensors cause advance of engine rpm to
advance level 1 for cooling of hydraulic oil................................................................................ 4
Fault Code A146: Hydraulic temperature sensors cause advance of engine rpm to
advance level 2 for cooling of hydraulic oil................................................................................ 6
Fault Code A152: Starter failure ................................................................................................ 8
Fault Code A153: Battery voltage is low with the truck in operation ....................................... 10
Fault Code A154: Battery charging voltage is excessive ........................................................12
Fault Code A155: Battery charging voltage is low .................................................................. 13
Fault Code A158: Fuel level sensor is open or shorted high, indicating a false low fuel level 14
Fault Code A166: Left rear hydraulic oil temperature sensor is low........................................ 16
Fault Code A167: Right rear hydraulic oil temperature sensor is low ..................................... 18
Fault Code A168: Left front hydraulic oil temperature sensor is low ....................................... 20
Fault Code A169: Right front hydraulic oil temperature sensor is low .................................... 22
Fault Code A170: Left rear hydraulic oil temperature sensor is high ...................................... 24
Fault Code A171: Right rear hydraulic oil temperature sensor is high .................................... 25
Fault Code A172: Left front hydraulic oil temperature sensor is high ..................................... 26
Fault Code A173: Right front hydraulic oil temperature sensor is high ................................... 27
Fault Code A184: J1939 data link is not connected ................................................................ 28
Fault Code A190: Auto lube control has detected an incomplete lube cycle .......................... 30
Fault Code A194: Left front hydraulic oil temperature is high ................................................. 32
Fault Code A195: Right front hydraulic oil temperature is high............................................... 33
Fault Code A196: Left rear hydraulic oil temperature is high .................................................. 34
11
Fault Code A197: Right rear hydraulic oil temperature is high................................................35

Fault Code A198: Hoist pressure 1 sensor is high ..................................................................36
Fault Code A199: Hoist pressure 2 sensor is high ..................................................................37
Fault Code A200: Steering pressure sensor is high ................................................................38
Fault Code A201: Brake pressure sensor is high....................................................................39
Fault Code A202: Hoist pressure 1 sensor is low ...................................................................40
Fault Code A203: Hoist pressure 2 sensor is low ...................................................................41
Fault Code A204: Steering pressure sensor is low .................................................................42
Fault Code A205: Brake pressure sensor is low .....................................................................43
Fault Code A206: Ambient temperature sensor is high...........................................................44
Fault Code A207: Ambient temperature sensor is low ............................................................45
Fault Code A213: Parking brake should have applied but is detected as not having
applied.......................................................................................................................................3
Fault Code A214: Parking brake should have released but is detected as not having
released.....................................................................................................................................7
Fault Code A215: Brake auto apply valve circuit is defective..................................................10
Fault Code A216: An open or short to ground has been detected in the parking brake
command valve circuit.............................................................................................................12
Fault Code A223: Excessive engine cranking has occurred or a jump start has been
attempted ................................................................................................................................14
Fault Code A230: Parking brake has been requested while truck still moving........................16
Fault Code A231: The body is up while traveling or with selector in forward or neutral..........18
Fault Code A235: Steering accumulator is in the process of being bled down .......................22
Fault Code A236: The steering accumulator has not properly bled down after 90 seconds ...24
Fault Code A237: The CAN/RPC connection to the display is open.......................................26
Fault Code A240: The keyswitch input to the Interface Module is open .................................32
Fault Code A242: Fuel gauge within the dash display panel is defective ...............................33
Fault Code A243: Engine coolant temperature gauge within the dash display panel is
defective ..................................................................................................................................34
Fault Code A244: Drive system temperature gauge within the dash display panel is
defective ..................................................................................................................................35
Fault Code A245: Hydraulic oil temperature gauge within the dash display panel is
defective ..................................................................................................................................36
Fault Code A246: Payload meter reports truck overload ........................................................37
Fault Code A247: Low steering pressure warning for display to operator...............................39
Fault Code A248: Status module within the dash display panel is defective...........................40
Fault Code A249: Red warning lamp within the dash display (driven by IM) is shorted..........41
Fault Code A250: Battery voltage is low with the truck parked ...............................................42
Fault Code A251: Sonalert used with the dash display (driven by IM) is open or shorted
to ground .................................................................................................................................44
Fault Code A252: Start enable output circuit is either open or shorted to ground...................45
Fault Code A253: Steering bleed circuit is not open while running .........................................46
Fault Code A256: Red warning lamp in the dash display (driven by IM) is open ....................49
Fault Code A257: Payload CAN/RPC is not connected ..........................................................50
Fault Code A258: Steering accumulator bleed pressure switch circuit is defective ................52
12
Fault Code A260: Parking brake failure .................................................................................... 4

Fault Code A261: Low brake accumulator pressure warning for display to operator................ 6
Fault Code A262: Steering bleed valve circuit open during shutdown ...................................... 8
Fault Code A264: Parking brake relay circuit is defective ....................................................... 10
Fault Code A265: Service brake failure .................................................................................. 12
Fault Code A266: Selector switch was not in park while attempting to crank engine ............. 14
Fault Code A267: Parking brake was not set while attempting to crank engine ..................... 15
Fault Code A268: Secondary engine shutdown while cranking .............................................. 16
Fault Code A270: Brake lock switch power supply is not on when required........................... 18
Fault Code A271: Shifter not in gear ....................................................................................... 20
Fault Code A272: Brake lock switch power supply is not off when required ........................... 22
Fault Code A273: A fault has been detected in the hoist or steering pump filter
pressure switch circuit............................................................................................................. 24
Fault Code A275: A starter has been detected as engaged without a cranking attempt ........ 28
Fault Code A277: Parking brake applied while loading........................................................... 30
Fault Code A278: Service brake applied while loading ........................................................... 32
Fault Code A279: Low steering pressure switch is defective.................................................. 34
Fault Code A280: Steering accumulator bleeddown switch is defective ................................. 35
Fault Code A281: Brake lock degrade switch is defective ...................................................... 36
Fault Code A282: The number of excessive cranking counts and jump starts without
the engine running has been reached.....................................................................................42
Fault Code A283: An engine shutdown delay was aborted because the parking brake
was not set .............................................................................................................................. 40
Fault Code A284: An engine shutdown delay was aborted because the secondary
shutdown switch was
operated .................................................................................................................................. 46
Fault Code A285: The parking brake was not set when the keyswitch was turned off ........... 44
Fault Code A286: A fault was detected in the shutdown delay relay circuit ............................ 46
Fault Code A292: The shutdown delay relay has remained on after the latched
keyswitch circuit is off.............................................................................................................. 48
Fault Code A303: Shifter is defective ........................................................................................ 4
Fault Code A304: Auto lube grease level fault.......................................................................... 6
Fault Code A305: Auto lube circuit is defective......................................................................... 8
Fault Code A309: No brakes applied when expected ............................................................. 10
Fault Code A310: Low fuel warning ........................................................................................ 12
Fault Code A311: Brake lock switch is on when it should not be ............................................ 14
Fault Code A312: DCDC converter 12 volt circuit sensing is producing low readings ............ 16
Fault Code A313: DCDC converter 12 volt circuit sensing is producing high readings .......... 17
Fault Code A315: DCDC converter 12 volt circuit is low......................................................... 18
Fault Code A316: Starter engagement has been attempted with engine running................... 20
Fault Code A317: Operation of brake auto apply valve without a detected response ............ 22
Fault Code A318: Unexpected power loss to Interface Module .............................................. 24
Fault Code A328: Drive system not powered up..................................................................... 25
Fault Code A350: Overload on output 1B ............................................................................... 26
Fault Code A351: Overload on output 1E ............................................................................... 28
Fault Code A352: Overload on output 1H ............................................................................... 30
13
Fault Code A353: Overload on output 1J ................................................................................31

Fault Code A354: Overload on output 1K ...............................................................................32
Fault Code A355: Overload on output 1L................................................................................33
Fault Code A356: Overload on output 1M...............................................................................34
Fault Code A357: Overload on output 1N ...............................................................................35
Fault Code A358: Overload on output 1P ...............................................................................36
Fault Code A359: Overload on output 1R ...............................................................................37
Fault Code A360: Overload on output 1S ...............................................................................38
Fault Code A361: Overload on output 1T................................................................................40
Fault Code A362: Overload on output 1U ...............................................................................42
Fault Code A363: Overload on output 1X ...............................................................................43
Fault Code A364: Overload on output 1Y ...............................................................................44
Fault Code A365: Overload on output 1Z................................................................................45
Summary ...................................................................................................................................3
EVENT CLASSIFICATION ........................................................................................................4
1 L3C SYS: Time slice overflow CPU T1 ..................................................................................6
10 L2A SYS: Pulse inhibit/asa inhibit PSU–ONLINE ................................................................7
11 L3D SYS: Pulse inhibit/asa inhibit PSU–Start-up .................................................................8
12 L1A SYS: SIBAS® blower fault ............................................................................................9
13 L1B SYS: Undervoltage in SIBAS® battery for BRAM.......................................................10
14 L3C SYS: SIBAS® power supply failure 24V for pulse amplifier........................................ 11
15 L3C SYS: SIBAS® power supply failure +5V.....................................................................12
16 L3C SYS: SIBAS® power supply failure +15V...................................................................13
17 L3C SYS: SIBAS® power supply failure –15V ...................................................................14
18 L3C SYS: SIBAS® power supply failure +24V...................................................................15
19 L3C SYS: SIBAS® power supply failure –24V ...................................................................16
21 L3C SYS: FPGA clock missing for PSU.............................................................................18
22 L3C SYS: Pulse inhibit by reset in PSU from CPU ............................................................19
24 L3C SYS: General protection error (G10) ..........................................................................20
25 L3C SYS: Total block..........................................................................................................21
26 L1B SYS: Permanent inhibit fault active.............................................................................22
27 L1B SYS: Regular inhibit fault active..................................................................................23
28 L1A SYS: GW Test stopped by A/D converter faulty..........................................................24
30 L3C DSP A: Initialization fault detected by DSP ................................................................25
31 L3C DSP A: SW-WatchdoG ...............................................................................................26
32 L3C DSP A: Initialization fault detected by CPU ................................................................27
33 L1B DSP A: SW-Traco triggered ........................................................................................28
34 L1B DSP A: SW-Traco full..................................................................................................29
14
35 L3C DSP A: Time slice overflow T1 ................................................................................... 30

39 L1A DSP A: Communication HSCX data from DSP B missing .......................................... 31
40 L1A DSP A: Communication HSCX data from DSP T missing .......................................... 32
41 L3C DSP A: Current offset during pulse block ................................................................... 33
42 L3C DSP A: Current offset during no pulse block .............................................................. 34
43 L3A DSP A: Overcurrent fault ............................................................................................ 35
44 L3C DSP A: Current transducer defective phase U ........................................................... 36
45 L3C DSP A: Current transducer defective phase W .......................................................... 37
48 L1A DSP A: Modulation software fault ............................................................................... 38
49 L3A DSP A: Active current controller at limit...................................................................... 39
50 L3A DSP A: Active current reference at limit ....................................................................... 3
51 L1A DSP A: Braking chopper controller at limit.................................................................... 4
52 L3C DSP A: Phase unbalance too large .............................................................................. 5
53 L3A DSP A: Pulse block by DSP software ........................................................................... 6
54 L3C DSP A: U/F Card defective........................................................................................... 7
55 L3C DSP A: Difference in current of phase U over limit....................................................... 8
56 L3C DSP A: Difference in current of phase W over limit ...................................................... 9
60 L3C DSP B: Initialization fault detected by DSP ................................................................ 10
61 L3C DSP B: SW-Watchdog................................................................................................ 11
62 L3C DSP B: Initialization fault detected by CPU ................................................................ 12
63 L1B DSP B: SW-Traco triggered........................................................................................ 13
64 L1B DSP B: SW-Traco full ................................................................................................. 14
65 L3C DSP B: Time slice overflow T1 ................................................................................... 15
69 L1A DSP B: Communication HSCX data from DSP A missing .......................................... 16
70 L1A DSP B: Communication HSCX data from DSP T missing .......................................... 17
71 L3C DSP B: Current offset during pulse block ................................................................... 18
72 L3C DSP B: Current offset during no pulse block .............................................................. 19
73 L3A DSP B: Overcurrent fault ............................................................................................ 20
74 L3C DSP B: Current transducer defective phase V ........................................................... 21
75 L3C DSP B: Current transducer defective phase W .......................................................... 22
78 L1A DSP B: Modulation software fault ............................................................................... 23
79 L3A DSP B: Active current controller at limit...................................................................... 24
80 L3A DSP B: Active current reference at limit ..................................................................... 25
81 L1A DSP B: Braking chopper controller at limit.................................................................. 26
82 L3C DSP B: Phase unbalance too large ............................................................................ 27
83 L3A DSP B: Pulse block by DSP software ......................................................................... 28
84 L3C DSP B: U/F Card defective......................................................................................... 29
85 L3C DSP B: Difference in current of phase V over limit ..................................................... 30
86 L3C DSP B: Difference in current of phase W over limit .................................................... 31
15
90 L3C DSP T: Initialization fault detected by DSP .................................................................32

91 L3C DSP T: SW-Watchdog.................................................................................................33
92 L3C DSP T: Initialization fault detected by CPU.................................................................34
93 L1B DSP T: SW-Traco triggered.........................................................................................35
94 L1B DSP T: SW-Traco full ..................................................................................................36
95 L3C DSP T: Time slice overflow T1 ....................................................................................37
99 L1A DSP T: Communication HSCX data from DSP A missing...........................................38
100 L1A DSP T: Communication HSCX data from DSP B missing...........................................3
101 L3C DSP T: Current offset during pulse block ....................................................................4
102 L3C DSP T: Current offset during no pulse block...............................................................5
103 L3A DSP T: Overcurrent fault .............................................................................................6
104 L3C DSP T: Current transducer defective phase U............................................................7
105 L3C DSP T: Current transducer defective phase V ............................................................8
106 L3C DSP T: Current transducer defective phase W ...........................................................9
107 L3C DSP T: Sum of output current not equal zero ...........................................................10
108 L1A DSP T: Modulation software fault.............................................................................. 11
109 L1A DSP T: Voltage controller at limit...............................................................................12
112 L3C DSP T: Phase unbalance too large ...........................................................................13
113 L3A DSP T: Pulse block by DSP software ........................................................................14
114 L3C DSP T: U/F Card defective ........................................................................................15
117 L3C DSP T: Crowbar fired by DSP T ................................................................................16
119 L1C DSP T: Voltage transducer U34 not ok .....................................................................17
120 L3C IO: Supervision bus clock .........................................................................................18
121 L3C IO: Supervision I/O clock ..........................................................................................19
122 L3C IO: Incorrect FPGA version identifier ........................................................................20
123 L3C IO: Incorrect FPGA application version identifier......................................................21
124 L3C IO: Incorrect module version identifier ......................................................................22
125 L3C/L1A IO: AD Converter faulty .....................................................................................23
126 L3C IO: GW Comparator faulty during start-up test .........................................................24
127 L3C IO: Test voltage not equal zero .................................................................................25
128 L1A IO: SIBAS® Temperature out of range......................................................................26
129 L3C IO: Incorrect EBIN card identifier ..............................................................................27
130 L3C IO: Front plug monitoring ..........................................................................................28
131 L3C IO: CPU Watchdog triggered ....................................................................................29
132 L3C IO: DSP A Watchdog triggereD ................................................................................30
133 L3C IO: DSP B Watchdog triggered .................................................................................31
135 L3C IO: CPU Reset triggered...........................................................................................33
138 L1B IO: CPU Traco triggered ...........................................................................................34
146 L3A IO: Pulse block from I/O............................................................................................35
150 L3A IO: DC link voltage A level 1 exceeded.....................................................................36
151 L3A IO: DC link voltage B level 1 exceeded.....................................................................37
152 L3C IO: Trolley line overvoltage .......................................................................................38
16
154 L3B IO: Trolley line overcurrent........................................................................................ 39

155 L2B IO: Trolley line current transducer faulty ................................................................... 40
156 L2B IO: Trolley line voltage transducer faulty................................................................... 41
160 L3A IO: Throttle pedal out of range.................................................................................. 42
161 L3A IO: Retard pedal out of range ................................................................................... 43
162 L1A IO: Cruise speed control module out of range .......................................................... 44
180 L3C UWSA1: Supervision bus clock ................................................................................ 45
181 L3C UWSA1: Supervision module clock .......................................................................... 46
182 L3C UWSA1: Incorrect FPGA version identifier............................................................... 47
183 L3C UWSA1: Incorrect FPGA project identifier................................................................ 48
184 L3C UWSA1: GW Comparator faulty during start-up test ................................................ 49
185 L1A UWSA1: ADC Faulty................................................................................................. 50
186 L3C UWSA1: Configuration failure................................................................................... 51
187 L1A UWSA1: Hardware failure counter / processor......................................................... 52
188 L3A UWSA1: Peak current protection active ................................................................... 53
189 L3D UWSA1: Peak current protection pulse start ............................................................ 54
190 L3D UWSA1: Number of peak current protection >limit................................................... 55
191 L3D UWSA1: Supervision switching frequency ............................................................... 56
193 L1A UWSA1: Overvoltage level 1 exceeded.................................................................... 57
196 L3D UWSA1: Limit 5 overcurrent phase U....................................................................... 58
197 L3D UWSA1: Limit 5 overcurrent phase V....................................................................... 58
198 L3D UWSA1: Limit 5 overcurrent phase W...................................................................... 58
199 L3D UWSA1: Limit 5 overvoltage DC bus........................................................................ 59
201 L3D UWSA1: Checkback INVA1 L1U faulty....................................................................... 4
202 L3D UWSA1: Checkback INVA1 L1L faulty ....................................................................... 4
207 L3D UWSA1: Checkback chopper A faulty ........................................................................ 4
210 L3C UWSB1: Supervision bus clock .................................................................................. 5
211 L3C UWSB1: Supervision module clock ............................................................................ 6
212 L3C UWSB1: Incorrect FPGA version identifier................................................................. 7
213 L3C UWSB1: Incorrect FPGA project identifier.................................................................. 8
214 L3C UWSB1: GW Comparator faulty during start-up test .................................................. 9
215 L1A UWSB1: ADC Faulty................................................................................................. 10
216 L3C UWSB1: Configuration failure................................................................................... 11
217 L1A UWSB1: Hardware failure counter / processor......................................................... 12
218 L3A UWSB1: Peak current protection active ................................................................... 13
219 L3D UWSB1: Peak current protection pulse start ............................................................ 14
220 L3D UWSB1: Number of peak current protection >limit................................................... 15
221 L3D UWSB1: Supervision switching frequency ............................................................... 16
223 L1A UWSB1: Overvoltage level 1 exceeded.................................................................... 17
226 L3D UWSB1: Limit 5 overcurrent phase V....................................................................... 18
227 L3D UWSB1: Limit 5 overcurrent phase U....................................................................... 18
17
228 L3D UWSB1: Limit 5 overcurrent phase W ......................................................................18

229 L3D UWSB1: Limit 5 overvoltage DC bus........................................................................19
231 L3D UWSB1: Checkback INVB1 L1U Faulty ...................................................................20
232 L3D UWSB1: Checkback INVB1 L1L Faulty ....................................................................20
237 L3D UWSB1: Checkback chopper B Faulty .....................................................................20
240 L3C UWSA2: Supervision bus clock ................................................................................21
241 L3C UWSA2: Supervision module clock ..........................................................................22
242 L3C UWSA2: Incorrect FPGA version identifier ...............................................................23
243 L3C UWSA2: Incorrect FPGA project identifier................................................................24
244 L3C UWSA2: GW Comparator faulty during start-up test ................................................25
245 L1A UWSA2: ADC Faulty.................................................................................................26
246 L3C UWSA2: Configuration failure...................................................................................27
247 L1A UWSA2: Hardware failure counter / processor .........................................................28
248 L3A UWSA2: Peak current protection active....................................................................29
249 L3D UWSA2: Peak current protection pulse start ............................................................30
250 L3D UWSA2: Number of peak current protection >limit ...................................................31
251 L3D UWSA2: Supervision switching frequency................................................................32
253 L1A UWSA2: Overvoltage level 1 exceeded....................................................................33
256 L3D UWSA2: Limit 5 overcurrent phase U1.....................................................................34
257 L3D UWSA2: Limit 5 overcurrent phase V1 .....................................................................34
258 L3D UWSA2: Limit 5 overcurrent phase W1 ....................................................................34
259 L3D UWSA2: Limit 5 overvoltage DC bus........................................................................35
261 L3D UWSA2: Checkback INVA2 L1U faulty .....................................................................36
262 L3D UWSA2: Checkback INVA2 L1L faulty .....................................................................36
267 L3D UWSA2: Checkback chopper C faulty ......................................................................36
270 L3C UWSB2: Supervision bus clock ................................................................................37
271 L3C UWSB2: Supervision module clock ..........................................................................38
272 L3C UWSB2: Incorrect FPGA version identifier ...............................................................39
273 L3C UWSB2: Incorrect FPGA project identifier................................................................40
274 L3C UWSB2: GW Comparator faulty during start-up test ................................................41
275 L1A UWSB2: ADC Faulty.................................................................................................42
276 L3C UWSB2: Configuration failure...................................................................................43
277 L1A UWSB2: Hardware failure counter / processor .........................................................44
278 L3A UWSB2: Peak current protection active....................................................................45
279 L3D UWSB2: Peak current protection pulse start ............................................................46
280 L3D UWSB2: Number of peak current protection >limit ...................................................47
281 L3D UWSB2: Supervision switching frequency................................................................48
283 L1A UWSB2: Overvoltage level 1 exceeded....................................................................49
18
286 L3D UWSB2: Limit 5 overcurrent phase V1..................................................................... 50

287 L3D UWSB2: Limit 5 overcurrent phase U1..................................................................... 50
288 L3D UWSB2: Limit 5 overcurrent phase W1.................................................................... 50
289 L3D UWSB2: Limit 5 overvoltage DC bus........................................................................ 51
291 L3D UWSB2: Checkback INVB2 L1U Faulty ................................................................... 52
292 L3D UWSB2: Checkback INVB2 L1L Faulty.................................................................... 52
297 L3D UWSB2: Checkback chopper D Faulty..................................................................... 52
300 L3C UWSST: Supervision bus clock .................................................................................. 4
301 L3C UWSST: Supervision module clock ............................................................................ 5
302 L3C UWSST: Incorrect FPGA version identifier ................................................................. 6
303 L3C UWSST: Incorrect FPGA project identifieR ................................................................ 7
304 L3C UWSST: GW Comparator faulty during start-up test .................................................. 8
305 L1A UWSST: ADC Faulty................................................................................................... 9
306 L3C UWSST: Configuration failure................................................................................... 10
307 L1A UWSST: Hardware failure counter / processor ......................................................... 11
308 L3A UWSST: Peak current protection active.................................................................... 12
310 L3D UWSST: Number of peak current protection >limit ................................................... 13
311 L3D UWSST: Supervision switching frequency ................................................................ 14
314 L3C UWSST: Crowbar is fired without command............................................................. 15
316 L3D UWSST: Limit 5 overcurrent phase U....................................................................... 16
317 L3D UWSST: Limit 5 overcurrent phase V ....................................................................... 16
318 L3D UWSST: Limit 5 overcurrent phase W ...................................................................... 16
319 L3D UWSST: Limit 5 overvoltage DC bus ........................................................................ 17
321 L3D UWSST: Checkback INVST L1U Faulty ................................................................... 18
322 L3D UWSST: Checkback INVST L1L Faulty.................................................................... 18
327 L3C UWSST: Checkback crowbar faulty.......................................................................... 19
330 L1A BUS: CAN Communication failure ............................................................................ 20
331 L1A BUS: Serial link communication failure..................................................................... 21
332 L1A BUS: Truck is over loaded ........................................................................................ 22
333 L1B TR: Transient traco is triggered ................................................................................ 23
334 L1B TR: Transient traco is full .......................................................................................... 24
340 L1A ETM: ADC Failure for ETM1 .....................................................................................25
344 L1A MEFA: ADC Failure ..................................................................................................29
345 L3C HL: Gate unit power supply A defective ................................................................... 30
19
346 L3C HL: Gate unit power supply B defective....................................................................31

351 L1A DRZ: LIMP Mode A active ........................................................................................32
352 L1A DRZ: Limp mode B active .........................................................................................33
353 L1A DRZ: Low battery voltage .........................................................................................34
354 L1B BUS: Engine floor input increasing minimum engine speed .....................................35
355 L1B DM: Data store switch pressed .................................................................................36
356 L1B DM: Diagnosis memory configuration failure ............................................................37
357 L1B DM: Diagnosis memory occupation > 75% ...............................................................38
358 L1B DM: Diagnosis memory full .......................................................................................39
359 L1B DM: Test event ..........................................................................................................40
360 L2A EXT: Main blower air flow supervision ......................................................................41
361 L2A EXT: Minimum engine speed supervision .................................................................42
362 L1A EXT: Main blower pressure switch malfunction.........................................................43
363 L1A EXT: Shift lever supervision ......................................................................................44
364 L2A EXT: Engine derate protection active........................................................................45
365 L1A EXT: Truck external plug monitoring .........................................................................46
366 L1A EXT: Grid dry mode active ........................................................................................47
367 L3A EXT: DC Power off mod request (rest switch on)......................................................48
368 L1A EXT: Steering encoder defective...............................................................................49
369 L1A EXT: Doppler sensor defective..................................................................................50
370 L1A EXT: Auto lube control defective ...............................................................................51
372 L1A EXT: Service brake pressed at high speeD ..............................................................52
373 L1A EXT: Service brake on above speed limit .................................................................53
374 L1A EXT: Anti-roll control malfunction ..............................................................................54
375 L3B BEF: CB301 Circuit breaker defective ......................................................................55
376 L3B BEF: K303/K304 Contactor defective .......................................................................56
382 L3B BEF: K103 Feedback defective ................................................................................57
383 L3B BEF: K105 Feedback defective ................................................................................58
384 L1A BEF: K107 Feedback defective ................................................................................59
385 L1A BEF: K109 Feedback defective ................................................................................60
386 L1A BEF: K111 Feedback defective .................................................................................61
387 L1A BEF: Limp mode selector defective ..........................................................................62
388 L2B BEF: CB113 Tripped .................................................................................................63
390 L3D IUW: Output current supervision INV A ....................................................................64
391 L3D IUW: Output current supervision INV B ....................................................................65
392 L3B IUW: Precharge supervision 1 ..................................................................................66
393 L3B IUW: Precharge supervision 2 ..................................................................................67
394 L3A IUW: DC Link undervoltage ......................................................................................68
395 L2B IUW: Trolley line undervoltage ..................................................................................69
397 L3B IUW: Field regulator current setpoint supervision .....................................................70
398 L2B IUW: Field regulator output current supervision........................................................71
399 L3B IUW: Alternator overcurrent protection .....................................................................72
400 L2C IUW: Alternator overload warning ...............................................................................3
401 L2B IUW: Alternator overload protection............................................................................4
402 L3C IUW: Alternator AC current sensor faulty....................................................................5
20
403 L2A IUW: DC Link voltage out of range in propel............................................................... 6

404 L3A IUW: DC Link voltage out of range retard ................................................................... 7
405 L3A IUW: DC Link voltage out of range for ST operation................................................... 8
406 L3B IUW: DC Link controller supervision ........................................................................... 9
407 L2C IUW: Motor torque square T supervision .................................................................. 10
408 L2C IUW: Motor current square T supervision ................................................................. 11
409 L1A IUW: DC Link discharge time exceeded limit............................................................ 12
410 L2B IUW: Ground fault at positive DC link detected ........................................................13
411 L2B IUW: Ground fault at negative DC link detected ....................................................... 14
412 L2B IUW: Ground fault at AC side detected..................................................................... 15
413 L2B IUW: Ground fault ..................................................................................................... 16
414 L3C IUW: Chopper A current supervision ........................................................................ 17
415 L3C IUW: Chopper B current supervision ........................................................................ 18
416 L3C IUW: Chopper C current supervision ........................................................................ 19
417 L3C IUW: Chopper D current supervision ........................................................................ 20
418 L3D IUW: Output current supervision INV ST .................................................................. 21
419 L2A IUW: Vehicle overspeed supervisioN........................................................................ 22
419 L2A IUW: Vehicle overspeed supervisioN........................................................................ 22
420 L1A IUW: DC Link voltage sensor A faulty....................................................................... 23
421 L1A IUW: DC Link voltage sensor B faulty....................................................................... 24
422 L3C IUW: ST Inverter failure ............................................................................................ 25
423 L3B IUW: DC Grid fan circuit failure................................................................................. 26
424 L2B IUW: Cooling water pressure out of range................................................................ 27
425 L2B IUW: Cooling water level out of range ...................................................................... 28
426 L1A IUW: Water pump motor overtemperature................................................................ 29
427 L1A IUW: Retard limit supervision.................................................................................... 30
428 L1A DRZ: Front wheel A speed sensor supervision ........................................................31
429 L1A DRZ: Front wheel B speed sensor supervision ........................................................32
430 L3D DRZ: Motor A speed sensor supervision.................................................................. 33
431 L3D DRZ: Motor B speed sensor supervision.................................................................. 34
432 L3C DRZ: Alternator speed sensor supervision............................................................... 35
433 L2A DRZ: Motor A maximum speed exceeded................................................................ 36
434 L2A DRZ: Motor B maximum speed exceeded................................................................ 37
435 L1A DRZ: Alternator maximum speed exceeded............................................................. 38
436 L3A DRZ: Motor A/B rotation incosistency ....................................................................... 39
437 L3A DRZ: Motor A torque supervision ............................................................................. 40
438 L3A DRZ: Motor B torque supervision ............................................................................. 41
439 L3C SIV: Start-up sequence can't pass due to GUPS failure...........................................42
440 L3C SIV: Start-up sequence can't pass due to K103/K105 failure ................................... 43
441 L3C SIV: Start-up sequence can't pass due to IGBT failure............................................. 44
442 L3C SIV: Start-up sequence can't pass due to CB301 OR K303 failure .......................... 45
443 L3C SIV: Start-up sequence can't pass due to crowbar failure ........................................ 46
447 L1A SIV: Direct trolley engage sequence supervision ..................................................... 47
448 L1A SIV: Direct trolley disengage sequence supervision................................................. 48
450 L1A TMP: SIBAS® Temperature < low limit ....................................................................... 4
21
451 L1A TMP: SIBAS® Temperature > warning limit................................................................5

452 L3B TMP: SIBAS® Temperature > shutdown limit .............................................................6
453 L3A TMP: IGBT Module A101 temperature < low limit ......................................................7
454 L2C TMP: IGBT Module A101 temperature > APRS limit ..................................................8
455 L3A TMP: IGBT Module A101 temperature > shutdown limit.............................................9
456 L3A TMP: IGBT Module A102 temperature < low limit ....................................................10
457 L2C TMP: IGBT Module A102 temperature > APRS limit ................................................ 11
458 L3A TMP: IGBT Module A102 temperature > shutdown limit...........................................12
459 L3A TMP: IGBT ModulE A201 temperature < low limit ....................................................13
460 L2C TMP: IGBT Module A201 temperature > APRS limit ................................................14
461 L3A TMP: IGBT Module A201 temperature > shutdown limit...........................................15
462 L3A TMP: IGBT Module A202 temperature < low limit ....................................................16
463 L2C TMP: IGBT Module A202 temperature > APRS limit ................................................17
464 L3A TMP: IGBT Module A202 temperature >shutdown limit............................................18
465 L3A TMP: ST Module temperature < low limit..................................................................19
466 L2C TMP: ST Module temperature > warning limit ..........................................................20
467 L3A TMP: ST Module temperature > shutdown limit........................................................21
468 L2B TMP: SR Module temperature < low limit .................................................................22
469 L2C TMP: SR Module temperature > warning limit ..........................................................23
470 L2B TMP: SR Module temperature > shutdown limit .......................................................24
471 L2C TMP: Wheel motor A stator temperature > APRS limit.............................................25
472 L3A TMP: Wheel motor A stator temperature > shutdown limit .......................................26
473 L2C TMP: Wheel motor B Stator temperature > APRS limit ............................................27
474 L3A TMP: Wheel motor B stator temperature shutdown limit...........................................28
475 L2C TMP: Wheel motor A, DE bearing temperature > warning limit ................................29
476 L3A TMP: Wheel motor A, DE bearing temperature > shutdown limit .............................30
477 L2C TMP: Wheel motor A NDE bearing temperature > warning limit ..............................31
478 L3A TMP: Wheel motor A NDE bearing temperature > shutdown limit............................32
479 L2C TMP: Wheel motor B DE bearing temperature > warning limit .................................33
480 L3A TMP: Wheel motor B DE bearing temperature > shutdown limit ..............................34
481 L2C TMP: Wheel motor B NDE bearing temperature > warning limit ..............................35
482 L3A TMP: Wheel motor B NDE bearing temperature > shutdown limit............................36
483 L2C TMP: Alternator stator temperature > APRS limit .....................................................37
484 L2B TMP: Alternator stator temperature > shutdown limit................................................38
485 L2C TMP: Alternator bearing temperature > warning limit ...............................................39
486 L2B TMP: Alternator bearing temperature > shutdown limit.............................................40
487 L1A TMP: Cooling water inlet temperature < low limit .....................................................41
488 L2C TMP: Cooling water inlet temperature > warning limit ..............................................42
489 L2B TMP: Cooling water inlet temperature > shutdown limit............................................43
490 L1A TMP: Cooling water outlet temperature < low limit ...................................................44
491 L2C TMP: Cooling water outlet temperature > warning limit ............................................45
492 L2B TMP: Cooling water outlet temperature > shutdown limit .........................................46
493 L1A TMP: Cooling water delta T too high.........................................................................47
495 L2C TMP: Inverter cab temperature > warning limit.........................................................48
496 L2B TMP: Inverter cab temperature > shutdown limit ......................................................49
497 L2C TMP: Inside cooler outlet temperature > warning limit .............................................50
22
498 L2B TMP: Inside cooler outlet temperature > shutdown limit...........................................51
499 L1A TMP: Main blower motor stator temperature > warning limit .................................... 52
500 L1A TMP: Main blower motor stator temperature > shutdown limit ................................. 53
505 L1A TMP: Wheel motor A rotor temperature > limit ......................................................... 54
506 L1A TMP: Wheel motor B rotor temperature > limit ......................................................... 55
508 L1A ETM1: Alternator PT100 open circuit........................................................................ 56
510 L1A ETM1: Grid blower statoR PT100 open circuit ......................................................... 56
511 L1A ETM1: Inverter CAB PT100 open circuit ................................................................... 56
512 L1A ETM1: Ambient PT100 open circuit .......................................................................... 56
513 L1A ETM1: Heater exchanger PT100 open circuit........................................................... 56
514 L1A ETM1: Cooling water inlet PT100 open circuit.......................................................... 56
515 L1A ETM1: Cooling water outlet PT100 open circuit ....................................................... 56
516 L1A ETM2: Motor A NDE Bearing PT100 open circuit..................................................... 57
517 L1A ETM2: Motor A DE Bearing PT100 open circuit ....................................................... 57
518 L1A ETM2: Motor B NDE Bearing PT100 open circuit..................................................... 57
519 L1A ETM2: Motor B DE Bearing PT100 open circuit ....................................................... 57
520 L1A ETM2: Alternator Bearing PT100 open circuit .......................................................... 57
521 L1A ETM2: Motor A stator PT100 open circuit................................................................. 57
522 L1A ETM2: Motor B stator PT100 open circuit................................................................. 57
523 L1A ETM2: Motor inlet air PT100 open circuit ................................................................. 57
524 L1A ETM3: IGBT Module A101 PT100 open circuit......................................................... 58
532 L1A ETM3: ST Module PT100 open circuit...................................................................... 59
533 L1A ETM3: SR Module PT100 open circuit ..................................................................... 59
534 L1A ETM3: Channel 7 PT100 open circuit....................................................................... 59
544 L1A ETM4: ST Module PT100 open circuit...................................................................... 60
544 L1A ETM4: SR Module PT100 open circuit ..................................................................... 60
550 L3A TMP: Inverter A module temperature < low limit....................................................... 61
551 L2C TMP: Inverter A module temperature > APRS limit .................................................. 62
552 L3A TMP: Inverter A module temperature > shutdown limit............................................. 63
552 L3A TMP: Inverter A module temperature > shutdown limit............................................. 63
23
553 L3A TMP: Inverter B module temperature < low limit.......................................................64

554 L2C TMP: Inverter B module temperature > APRS limit ..................................................65
555 L3A TMP: Inverter B module temperature > shutdown limit.............................................66
556 L3A TMP: Chopper A module temperature < low limit .....................................................67
557 L2C TMP: Chopper A module temperature > APRS limit ................................................68
558 L3A TMP: Chopper A module temperature > shutdown limit ...........................................69
559 L3A TMP: Chopper B module temperature < low limit .....................................................70
560 L2C TMP: Chopper B module temperature > APRS limit ................................................71
561 L3A TMP: Chopper B module temperature > shutdown limit ...........................................72
Preliminary checks ....................................................................................................................3
Diagnosis of gauge readings and system performance ............................................................3
Troubleshooting by manifold gauge set readings......................................................................4
Pumping unit LED signals .........................................................................................................3

Special tool list...........................................................................................................................3
Wheels, spindles and rear axles CEN50022-01
General information for tires and rims .......................................................................................3
Removal and installation of front wheel.....................................................................................4
Removal and installation of rear wheel .....................................................................................6
Removal and installation of tires ...............................................................................................8
Removal and installation of front wheel hub and spindle ........................................................ 11
Disassembly and assembly of front wheel hub and spindle....................................................15
Removal and installation of wheel motor.................................................................................20
Removal and installation of electric motor...............................................................................26
Disassembly and assembly of wheel motor transmission .......................................................27
Disassembly and assembly of low speed carrier ....................................................................45
Disassembly and assembly of high speed carrier ...................................................................50
Removal and installation of rear axle ......................................................................................54
Removal and installation of anti-sway bar...............................................................................56
Removal and installation of pivot pin.......................................................................................58
Pivot eye and bearing service .................................................................................................59
Brake system CEN50030-00
Removal and installation of brake valve....................................................................................3
Disassembly and assembly of brake valve ...............................................................................4
Removal and installation of dual relay valve ........................................................................... 11
Disassembly and assembly of dual relay valve.......................................................................13
Removal and installation of brake manifold.............................................................................15
Disassembly and assembly of brake manifold ........................................................................16
Removal and installation of brake accumulator.......................................................................17
Disassembly and assembly of brake accumulator ..................................................................18
Disassembly and assembly of wheel brake ............................................................................21
Removal and installation of rear brake assembly....................................................................33
24
Removal and installation of parking brake .............................................................................. 35

Disassembly and assembly of parking brake .......................................................................... 37
Steering system CEN50004-03
Removal and installation of steering control unit....................................................................... 3
Disassembly and assembly of steering control unit .................................................................. 5
Removal and installation of steering column........................................................................... 10
Removal and installation of steering wheel ............................................................................. 11
Removal and installation of bleed down manifold ................................................................... 13
Removal and installation of flow amplifier ............................................................................... 15
Disassembly and assembly of flow amplifier........................................................................... 15
Removal and installation of steering cylinders and tie rod ...................................................... 18
Disassembly and assembly of steering cylinders.................................................................... 20
Removal and installation of steering/brake pump ................................................................... 21
Disassembly and assembly of steering/brake pump............................................................... 24
Removal and installation of steering accumulators ................................................................. 33
Disassembly and assembly of steering accumulators ............................................................ 34
Removal and installation of front suspension............................................................................ 3
Minor front suspension repairs (lower bearing and seals) ...................................................... 10
Major front suspension rebuild ................................................................................................ 11
Removal and installation of rear suspension .......................................................................... 13
Disassembly and assembly of rear suspension ...................................................................... 16
Removal and installation of hoist pump .................................................................................... 3
Disassembly and assembly of hoist pump ................................................................................ 5
Removal and installation of hoist valve ................................................................................... 13
Disassembly and assembly of hoist valve............................................................................... 14
Overcenter valve manifold service .......................................................................................... 21
Removal and installation of hoist pilot valve ........................................................................... 22
Disassembly and assembly of hoist pilot valve ....................................................................... 23
Removal and installation of hoist cylinders ............................................................................. 25
Disassembly and assembly of hoist cylinders......................................................................... 27
Operator cab CEN50007-02
Removal and installation of operator cab .................................................................................. 3
Removal and installation of cab door ........................................................................................ 6
Disassembly and assembly of cab door.................................................................................... 6
Adjustment of cab door ........................................................................................................... 13
Removal and installation of side window glass ....................................................................... 15
Removal and installation of windshield and rear window glass .............................................. 17
Removal and installation of windshield wiper motor ............................................................... 18
Removal and installation of windshield wiper arm .................................................................. 19
Removal and installation of windshield wiper linkage ............................................................. 20
Removal and installation of operator seat ............................................................................... 21
Removal and installation of passenger seat............................................................................ 22
Removal and installation of seat belt ...................................................................................... 23
Body structures CEN50024-01
25
Removal and installation of dump body ....................................................................................3

Removal and installation of body pads......................................................................................5
Removal and installation of diagonal ladder/hood and grille assembly .....................................8
Removal and installation of right deck.......................................................................................8
Removal and installation of left deck .......................................................................................12
Removal and installation of fuel tank.......................................................................................14
Removal and installation of fuel gauge sender .......................................................................16
Disassembly and assembly of fuel tank breather....................................................................17
Removal and installation of hydraulic tank ..............................................................................18
Replacement of air conditioning system components ...............................................................3
Diasassembly and assembly of compressor clutch...................................................................5
Power module CEN50021-00
Removal and installation of power module................................................................................3
Removal and installation of alternator ..................................................................................... 11
Removal and installation of engine .........................................................................................16
Removal and installation of radiator ........................................................................................17
Repairing the radiator..............................................................................................................20
Auto lubrication system CEN50025-01
Lubrication system priming........................................................................................................2
Disassembly and assembly of lubrication pump .......................................................................2
Three phase wheel motor CEN50026-01
General safety information ........................................................................................................2
Handling the motor ....................................................................................................................3
Motor description.......................................................................................................................6
Maintenance..............................................................................................................................7
Disassembling the motor......................................................................................................... 11
Maintenance work ...................................................................................................................21
Assembling the motor..............................................................................................................24
Repairing the motor.................................................................................................................50
Recommended consumables..................................................................................................51
Special tools ............................................................................................................................54
Main blower CEN50031-00
Removing the main blower motor..............................................................................................2
Disassembling the main blower motor ......................................................................................8
Assembling the main blower motor .........................................................................................10
Installing the main blower motor..............................................................................................13
Retarding grid CEN50032-00
Removing the grid blower motor ...............................................................................................2
Disassembling the grid blower motor ........................................................................................4
Assembling the grid blower motor .............................................................................................6
Installing the grid blower motor .................................................................................................8
Removing a grid element ........................................................................................................ 11
Control cabinet CEN50033-00
Draining and filling the IGBT coolant system ............................................................................3
Removing and installing the IGBT coolant pump assembly ......................................................7
26
90 Digrams and drawings

Hydraulic circuit diagrams CEN90001-00
Steering, hoist and brake cooling hydraulic circuit diagram .......................................... EM7616
Brake hydraulic circuit diagram ..................................................................................... EM7623
Electrical circuit diagrams CEN90006-00
Electrical circuit diagram - index & symbols................................................................... XS6901
Electrical circuit diagram - circuit locator ........................................................................ XS6902
Electrical circuit diagram - component locator ............................................................... XS6903
Electrical circuit diagram - component locator ............................................................... XS6904
Electrical circuit diagram - battery box ........................................................................... XS6905
Electrical circuit diagram - 24V power distribution & circuit protection ........................... XS6906
Electrical circuit diagram - key switch and shutdown delay ........................................... XS6907
Electrical circuit diagram - engine start circuits .............................................................. XS6908
Electrical circuit diagram - engine control wiring ............................................................ XS6909
Electrical circuit diagram - engine control circuits .......................................................... XS6910
Electrical circuit diagram - oil reserve wiring .................................................................. XS6911
Electrical circuit diagram - wheel motor sensor wiring ................................................... XS6912
Electrical circuit diagram - alternator and front speed sensors ...................................... XS6913
Electrical circuit diagram - brake lock circuits ................................................................ XS6914
Electrical circuit diagram - warning indicators ................................................................ XS6915
Electrical circuit diagram - cab radio wiring .................................................................... XS6916
Electrical circuit diagram - right hand lower dash wiring ................................................ XS6917
Electrical circuit diagram - auto lube circuits .................................................................. XS6918
Electrical circuit diagram - electronic dash display......................................................... XS6919
Electrical circuit diagram - heater control wiring............................................................. XS6920
Electrical circuit diagram - work lights and horn ............................................................. XS6921
Electrical circuit diagram - retard and backup lights....................................................... XS6922
Electrical circuit diagram - operator drive system controls ............................................. XS6923
Electrical circuit diagram - window and wiper controls................................................... XS6924
Electrical circuit diagram - turn signal and clearance lights ........................................... XS6925
Electrical circuit diagram - head light and fog light wiring .............................................. XS6926
Electrical circuit diagram - operator cab instrument lights.............................................. XS6927
Electrical circuit diagram - diagnostic ports and dispatch wiring .................................... XS6928
Electrical circuit diagram - interface module wiring ........................................................ XS6929
Electrical circuit diagram - interface module sensors ..................................................... XS6933
Electrical circuit diagram - VHMS / Orbcom module wiring............................................ XS6934
Electrical circuit diagram - can network wiring ............................................................... XS6935
Electrical circuit diagram - payload meter III circuits ...................................................... XS6936
Connectors table and arrangement drawing .................................................................... HE490
Electrical circuit diagrams - drive system CEN90007-00
Electrical circuit diagram - AC drive system .................................................................... HE489
Electrical circuit diagram - index & symbols................................................................... Sheet 1
27
Electrical circuit diagram - legend .................................................................................. Sheet 2

Electrical circuit diagram - legend .................................................................................. Sheet 3
Electrical circuit diagram - system overview................................................................... Sheet 4
Electrical circuit diagram - rectifier bridge and DC link................................................... Sheet 5
Electrical circuit diagram - DC link, three phase ST ....................................................... Sheet 6
Electrical circuit diagram - PWM inverter 1, chopper 1, 2, motor 1 ................................ Sheet 7
Electrical circuit diagram - PWM inverter 2, chopper 3, 4, motor 2 ................................ Sheet 8
Electrical circuit diagram - auxiliary power & control, main blower & grid box motor ..... Sheet 9
Electrical circuit diagram - auxiliary power & control, water pump, inner radiator & inner
circulating blower fan motors........................................................................................ Sheet 10
Electrical circuit diagram - alternator field regulator ......................................................Sheet 11
Electrical circuit diagram - control power distribution field regulator ............................ Sheet 12
Electrical circuit diagram - control power distribution 24VDC....................................... Sheet 13
Electrical circuit diagram - gate unit power supply 24VDC........................................... Sheet 14
Electrical circuit diagram - TCU 24VDDC power.......................................................... Sheet 15
Electrical circuit diagram - diagnostics box overview ................................................... Sheet 16
Electrical circuit diagram - diagnostics panel ............................................................... Sheet 17
Electrical circuit diagram - A100 SIBAS® 32 circuits ................................................... Sheet 18
Electrical circuit diagram - A100 SIBAS® 32 circuits, C003 output measuring
amplifier........................................................................................................................ Sheet 19
Electrical circuit diagram - A100 SIBAS® 32 circuits, C011 output measuring
amplifier........................................................................................................................ Sheet 20
Electrical circuit diagram - A100 SIBAS® 32 circuits, C019 binary output 36V............ Sheet 21
Electrical circuit diagram - A100 SIBAS® 32 circuits, G011 central processor (ZR) .... Sheet 24
Electrical circuit diagram - A100 SIBAS® 32 circuits, G095 multifunction I/O.............. Sheet 25
Electrical circuit diagram - A100 SIBAS® 32 circuits, G103 binary 24V input.............. Sheet 26
Electrical circuit diagram - A100 SIBAS® 32 circuits, G111 binary 24V input ............. Sheet 27
Electrical circuit diagram - A100 SIBAS® 32 circuits, G119 binary 24V input .............. Sheet 28
Electrical circuit diagram - A100 SIBAS® 32 circuits, G143 input temperature
sensor PT100 ............................................................................................................... Sheet 31
Electrical circuit diagram - A100 SIBAS® 32 circuits, G151 input temperature
sensor PT100 ............................................................................................................... Sheet 32
Electrical circuit diagram - A100 SIBAS® 32 circuits, G163 start up 24V .................... Sheet 33
Electrical circuit diagram - A100 SIBAS® 32 circuits, L055 U/F converter................... Sheet 34
Electrical circuit diagram - A100 SIBAS® 32 circuits, L079 analog input/output card.. Sheet 37
Electrical circuit diagram - A100 SIBAS® 32 circuits, L115 output pulse
amplifier card................................................................................................................ Sheet 41
28

Electrical circuit diagram - A100 SIBAS® 32 circuits, L155 input temperature
sensor PT100............................................................................................................... Sheet 46
Electrical circuit diagram - A100 SIBAS® 32 circuits, L163 input temperature
sensor PT100............................................................................................................... Sheet 47
Electrical circuit diagram - plug monitoring / dome lights auxiliary box ....................... Sheet 48
Electrical circuit diagram - remote end ........................................................................ Sheet 49
Electrical circuit diagram - cable list ............................................................................. Sheet 50
29
960E Dump truck

Form No. CEN00008-01
© 2011 KOMATSU
All Rights Reserved
Printed in USA 08-11
30
CEN00005-05
860E
960E

860E-1K A30003 and up
860E-1KT A30003 and up
960E-1K A50003 and up

Foreword, safety and general information
Foreword............................................................................................................................................................... 4
How to read the shop manual ............................................................................................................................... 5
General safety....................................................................................................................................................... 7
Precautions before operating the truck ............................................................................................................... 10
Precautions while operating the truck ................................................................................................................. 12
Working near batteries ........................................................................................................................................ 15
Precautions before performing service ............................................................................................................... 17
While performing maintenance ........................................................................................................................... 18
Tires .................................................................................................................................................................... 20
Precautions for performing repairs...................................................................................................................... 21
Precautions for welding on the truck................................................................................................................... 22
Handling electrical equipment and hydraulic components.................................................................................. 23
How to read electric wire code............................................................................................................................ 31
Standard torque tables........................................................................................................................................ 34
Conversion tables ............................................................................................................................................... 39
1
Unsafe use of this machine may cause serious injury or death. Operators and maintenance personnel must
read and understand this manual before operating or maintaining this machine.
This manual should be kept in or near the machine for reference, and periodically reviewed by all personnel
who will come into contact with it.
This material is proprietary to Komatsu America Corp (KAC), and is not to be reproduced, used, or disclosed except in
accordance with written authorization from KAC.
It is the policy of the Company to improve products whenever it is possible and practical to do so. The Company
reserves the right to make changes or add improvements at any time without incurring any obligation to install such
changes on products sold previously.
Because of continuous research and development, periodic revisions may be made to this publication. Customers
should contact their local Komatsu distributor for information on the latest revision.
CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust, some of its constituents, and certain vehicle
components contain or emit chemicals known to the State of California to
cause cancer, birth defects or other reproductive harm.
CALIFORNIA
Proposition 65 Warning
Battery posts, terminals and related accessories contain lead and lead
compounds, chemicals known to the State of California to cause cancer and
birth defects or other reproductive harm. Wash hands after handling.
2
NON-OEM PARTS IN CRITICAL SYSTEMS
For safety reasons, Komatsu America Corp. strongly recommends against the use
of non-OEM replacement parts in critical systems of all Komatsu equipment. Critical
systems include but are not limited to steering, braking and operator safety sys-
tems.
Replacement parts manufactured and supplied by unauthorized sources may not be

designed, manufactured or assembled to Komatsu's design specifications; accord-
ingly, use of such parts may compromise the safe operation of Komatsu products
and place the operator and others in danger should the part fail.
Komatsu is also aware of repair companies that will rework or modify an OEM part
for reuse in critical systems. Komatsu does not generally authorize such repairs or
modifications for the same reasons as noted above.
Use of non-OEM parts places full responsibility for the safe performance of the Kom-
atsu product on the supplier and user. Komatsu will not in any case accept responsi-
bility for the failure or performance of non-OEM parts in its products, including any
damages or personal injury resulting from such use.
3
Foreword A product identification plate is located on the frame

in front of the right side front wheel. It designates the
This manual is written for use by the operator and/or
Truck Model Number, Product Identification Number
the service technician. It is designed to help these
(vehicle serial number), and Maximum GVW (Gross
persons to become fully knowledgeable of the truck
Vehicle Weight) rating.
and all of its systems in order to keep it operating
safely and efficiently. All operators and maintenance The KOMATSU truck model designation consists of
personnel should read and understand the three numbers and one letter (i.e. 930E).
information in this manual before operating the truck The three numbers represent the basic truck
or performing maintenance and/or operational model.
checks on the truck. All safety notices, warnings, and
The letter “E” designates an Electrical wheel
cautions should be understood and followed when
motor drive system.
operating the truck or performing repairs on the truck.
The Product Identification Number (vehicle serial
The first section covers component descriptions,
number) contains information which identifies several
truck specifications and safe work practices, as well
characteristics of this unit. For a more detailed
as other general information. The major portion of the
explanation, refer to the Operation and Maintenance
manual pertains to disassembly, service and
Manual.
reassembly. Each major serviceable area is dealt
with individually. For example, the disassembly, The Gross Vehicle Weight (GVW) is what determines
service and reassembly of the radiator group is the load on the drive train, frame, tires, and other
discussed as a unit. The same is true of the engine components. The vehicle design and application
and engine accessories, and so on through the entire guidelines are sensitive to the maximum GVW.
mechanical detail of the truck. Disassembly should GVW is total weight: empty vehicle weight + fuel &
be carried only as far as necessary to accomplish lubricants + payload.
needed repairs.
To determine the allowable payload, fill all lubricants
The illustrations used in this manual are typical of the to the proper level and fill the fuel tank of an empty
component shown and may not be an exact truck (which includes all accessories, body liners,
reproduction of what is found on the truck. tailgates, etc.), and then weigh the truck. Record this
value and subtract it from the GVW. The result is the
This manual shows dimensioning of U.S. standard
allowable payload.
and metric (SI) units throughout. All references to
“right,” “left,” “front,” or “rear” are made with respect to NOTE: Accumulations of mud, frozen material, etc,
the operator's normal seated position unless become part of the GVW and reduces the allowable
specifically stated otherwise. payload. To maximize payload and to keep from
When assembly instructions are provided without exceeding the maximum GVW rating, these
references to specific torque values, standard torque accumulations should be removed as often as
values should be used. Standard torque values are practical.
shown in torque charts later in this section. Specific Exceeding the allowable payload will reduce the
torques, when provided in the text, are in bold face expected life of truck components.
type, such as 135 Nm (100 ft lb). All torque
specifications have ±10% tolerance unless otherwise
specified.
4
How to read the shop manual

• Some attachments and optional parts in this shop manual may not be delivered to certain areas. If one
of them is required, consult KOMATSU distributors.
• Materials and specifications are subject to change without notice.
• For detailed information on the engine, see the engine manufacturer’s service material.
Composition of shop manual

This shop manual contains the necessary technical information for services performed in a workshop.
For ease of understanding, the manual is divided into the following sections.
00. Index and foreword

This section explains the shop manuals list, table of contents, safety, and basic information.
01. Specification
This section explains the specifications of the machine.
10. Structure, function and maintenance standard

This section explains the structure, function, and maintenance standard values of each component.
The structure and function sub-section explains the structure and function of each component. It serves
not only to give an understanding of the structure, but also serves as reference material for trouble-
shooting. The maintenance standard sub-section explains the criteria and remedies for disassembly
and service.
20. Standard value table

This section explains the standard values for new machine and judgement criteria for testing, adjusting,
and troubleshooting. This standard value table is used to check the standard values in testing and
adjusting and to judge parts in troubleshooting.
30. Testing and adjusting

This section explains measuring instruments and measuring methods for testing and adjusting, and
method of adjusting each part. The standard values and judgement criteria for testing and adjusting are
explained in Testing and adjusting.
40. Troubleshooting
This section explains how to find out failed parts and how to repair them. The troubleshooting is divided
by failure modes.
50. Disassembly and assembly

This section explains the special tools and procedures for removing, installing, disassembling, and
assembling each component, as well as precautions for them. In addition, tightening torque and weight
of components are also explained.
90. Diagrams and drawings

This section gives hydraulic circuit diagrams and electrical circuit diagrams.
Revision and distribution

Any additions, revisions, or other change of notices will be sent to KOMATSU distributors. Get the most up-
to-date information before you start any work.
5
Symbols
This “ALERT” symbol is used with the signal words,

“DANGER”, “WARNING”, and “CAUTION” in this
manual to alert the reader to hazards arising from
improper operating and maintenance practices.
“DANGER” identifies a specific potential hazard WHICH WILL

RESULT IN EITHER INJURY OR DEATH if proper precautions
are not taken.
“WARNING” identifies a specific potential hazard WHICH MAY

RESULT IN EITHER INJURY OR DEATH if proper precautions
are not taken.
“CAUTION” is used for general reminders of proper safety

practices OR to direct the reader’s attention to avoid unsafe
or improper practices which may result in damage to the
equipment.
6
General safety Fire extinguisher and first aid kit

Safety records from most organizations will show that • Make sure that fire extinguishers are accessible
the greatest percentage of accidents are caused by and proper usage techniques are known.
unsafe acts performed by people. The remainder are • Provide a first aid kit at the storage point.
caused by unsafe mechanical or physical conditions.
Report all unsafe conditions to the proper authority. • Know what to do in the event of a fire.
The following safety rules are provided as a guide for • Keep the phone numbers of persons you should
the operator. However, local conditions and contact in case of an emergency on hand.
regulations may add many more to this list.
Read and follow all safety precautions. Failure to

do so may result in serious injury or death.
Safety rules
Clothing and personal items
• Only trained and authorized personnel may
operate and maintain the truck. • Avoid loose clothing, jewelry, and loose long hair.
They can catch on controls or in moving parts and
• Follow all safety rules, precautions and cause serious injury or death. Also, never wear
instructions when operating or performing oily clothes as they are flammable.
maintenance on the truck.
• Wear a hard hat, safety glasses, safety shoes,
• When working with another operator or a person mask and gloves when operating or maintaining a
on work site traffic duty, make sure that all truck. Always wear safety goggles, hard hat and
personnel understand all hand signals that are to heavy gloves if your job involves scattering metal
be used. chips or minute materials, particularly when
driving pins with a hammer or when cleaning air
cleaner elements with compressed air. Also,
ensure that the work area is free from other
Safety features
personnel during such tasks.
• Make sure that all guards and covers are in their
proper position. Have any damaged guards and
covers repaired. (See Operating Instructions -
“Preparing For Operation”.)
• Learn the proper use of safety features such as
safety locks and safety pins. Use these safety
features properly.
• Never remove any safety features. Always keep
them in good operating condition.
• Improper use of safety features could result in
serious bodily injury or death.
• Check the seat belt fabric, buckle and hardware
for damage or wear. Replace any worn or
damaged parts immediately.
• The seat belts must be replaced 5 years after
seat belt manufacture, or after every 3 years of
use, whichever comes first.
7
Leaving the operator seat Fire prevention for fuel and oil
When preparing to leave the operator's seat, do not • Fuel, oil, and antifreeze can be ignited by a flame.
touch any control lever that is not locked. To prevent Fuel is extremely flammable and can be
accidental operations from occurring, always perform hazardous. Keep flames away from flammable
the following: fluids.
• Move the directional control lever to PARK. Do • Keep flames away from flammable fluids.
not use the wheel brake lock when the engine • Stop the engine while refueling.
will be turned off.
• Keep oil and fuel in a designated location and do
• Lower the dump body to the frame. not allow unauthorized persons to enter.
• Stop the engine. When exiting the truck, always • Never smoke while refueling.
lock compartments and take the keys with you. If
the truck should suddenly move or move in an • Refueling and oiling should be done in well
unexpected way, this may result in serious bodily ventilated areas.
injury or death. • Tighten all fuel and oil tank caps securely.
Mounting and dismounting

• Use the handrails and steps when getting on or
off the truck.
• Never jump on or off the truck. Never climb on or
off a truck while it is moving.
• When climbing on or off a truck, face the truck
and use the hand-hold and steps.
• Never hold any control levers when getting on or
off a truck.
• Always maintain three-point contact with the
hand-holds and steps to ensure that you support
yourself.
• When bringing tools into the operator's
compartment, always pass them by hand or pull
them up by rope.
• If there is any oil, grease, or mud on the hand-
holds or steps, wipe them clean immediately.
Always keep these components clean. Repair
any damage and tighten any loose bolts.
8
Precautions with high temperature fluids Prevention of injury by work equipment

Immediately after truck operation, engine coolant, Never enter or put your hand, arm or any other part of
engine oil, and hydraulic oil are at high temperatures your body between movable parts such as the dump
and are pressurized. If the cap is removed, the fluids body, chassis or cylinders. If the work equipment is
are drained, the filters are replaced, etc., there is operated, clearances will change and may lead to
danger of serious burns. Allow heat and pressure to serious bodily injury or death.
dissipate before performing such tasks and follow
proper procedures as outlined in the service manual.
Unauthorized modification
Any modification made to this vehicle without
authorization from Komatsu America Corp. can
possibly create hazards.
Before making any modification, consult the
authorized regional Komatsu America Corp.
distributor. Komatsu will not be responsible for any
injury or damage caused by any unauthorized
To prevent hot coolant from spraying: modification.
1. Stop the engine.
2. Wait for the coolant temperature to decrease.
Precautions when using ROPS
3. Depress the pressure release button on the cap
to vent cooling system pressure. The ROPS is intended to protect the operator if the
truck should roll over. It is designed not only to
4. Turn the radiator cap slowly to release the support the load of the truck, but also to absorb the
pressure before removing. energy of the impact.
To prevent hot engine oil spray: • The Rollover Protection Structure (ROPS) must
1. Stop the engine. be properly installed before the truck is operated.
2. Wait for the oil temperature to cool down. • ROPS installed on equipment manufactured and
designed by Komatsu America Corp. fulfills all of
3. Turn the cap slowly to release the pressure the regulations and standards for all countries. If
before removing the cap. it is modified or repaired without authorization
from Komatsu, or if it is damaged when the truck
rolls over, the strength of the structure will be
compromised and will not be able to fulfill its
Asbestos dust hazard prevention intended purpose. Optimum strength of the
Asbestos dust is hazardous to your health when structure can only be achieved if it is repaired or
inhaled. If you handle materials containing asbestos modified as specified by Komatsu.
fibers, follow the guidelines below: • When modifying or repairing the ROPS, always
consult your nearest Komatsu distributor.
• Never use compressed air for cleaning.
• Even with the ROPS installed, the operator (and
• Use water for cleaning to control dust.
passenger if present) must always use the seat
• Operate the truck or perform tasks with the wind belt when operating the truck.
to your back whenever possible.
• Use an approved respirator when necessary.
9
Precautions for attachments Precautions before operating the truck

• When installing and using optional equipment, Safety is thinking ahead. Prevention is the best safety
read the instruction manual for the attachment program. Prevent a potential accident by knowing the
and the information related to attachments in this employer's safety requirements and all necessary job
manual. site regulations. In addition, know the proper use and
• Do not use attachments that are not authorized care of all the safety equipment on the truck. Only
by Komatsu America Corp. or the authorized qualified operators or technicians should attempt to
regional Komatsu distributor. Use of unauthorized operate or maintain a Komatsu machine.
attachments could create a safety problem and
adversely affect the proper operation and useful Safe practices start before the operator gets to the
life of the truck. equipment.
• Any injuries, accidents, and product failures Safety at the worksite
resulting from the use of unauthorized
attachments will not be the responsibility of • When walking to and from a truck, maintain a
Komatsu America Corp. or the authorized safe distance from all machines even when the
regional Komatsu distributor. operator is visible.
• Before starting the engine, thoroughly check the
area for any unusual conditions that could be
Precautions for starting the truck dangerous.
Start the engine from the operator seat only. Never • Examine the road surface at the job site and
attempt to start the engine by shorting across the determine the best and safest method of
cranking motor terminals. This may cause a fire, operation.
serious injury or death to anyone in truck’s path. • Choose an area where the ground is as
horizontal and firm as possible before performing
the operation.
• If you need to operate on or near a public road,
protect pedestrians and cars by designating a
person for work site traffic duty or by installing
fences around the work site.
• The operator must personally check the work
area, the roads to be used, and the existence of
obstacles before starting operations.
• Always determine the travel roads at the work site
and maintain them so that it is always safe for the
machines to travel.
• If travel through wet areas is necessary, check
the depth and flow of water before crossing the
shallow parts. Never drive through water that
exceeds the permissible water depth.
10
Fire prevention Mirrors, windows and lights

• Remove wood chips, leaves, paper, and other • Remove any dirt from the surface of the
flammable items that have accumulated in the windshield, cab windows, mirrors and lights.
engine compartment. Failure to do so could result Good visibility may prevent an accident.
in a fire.
• Adjust the rear view mirror to a position where the
• Check the fuel, lubrication, and hydraulic systems operator can see best from the operator's seat. If
for leaks. Repair any leaks. Clean any excess oil, any glass or light is broken, replace it with a new
fuel or other flammable fluids, and dispose of part.
them properly.
• Make sure that the headlights, work lights, and
• Make sure that a fire extinguisher is present and taillights are in proper working order. Make sure
in proper working condition. that the truck is equipped with the proper work
lamps that are needed for the operating
• Do not operate the truck near open flames. conditions.
In operator cab (before starting the engine)

• Do not leave tools or spare parts lying around. Do
not allow trash to accumulate in the cab of the
truck. Keep all unauthorized reading material out
of the truck cab.
• Keep the cab floor, controls, steps and handrails
free of oil, grease, snow and excess dirt.
Ventilation in enclosed areas
• Read and understand the contents of this
If it is necessary to start the engine within an enclosed manual. Pay special attention to the safety
area, provide adequate ventilation. Inhaling exhaust information and operating instructions. Become
fumes from the engine can kill. thoroughly acquainted with all gauges,
instruments and controls before attempting
operation of the truck.
• Read and understand the WARNING and
CAUTION decals in the operator's cab.
• Make sure that the steering wheel, horn, controls
and pedals are free of any oil, grease or mud.
• Check the operation of the windshield wiper,
condition of wiper blades, and the washer fluid
reservoir level.
Preparing for operation • Be familiar with all steering and brake system
controls, warning devices, road speeds and
• Always mount and dismount while facing the loading capabilities before operating the truck.
truck. Never attempt to mount or dismount the
truck while it is in motion. Always use handrails Seat Belts
and ladders when mounting or dismounting the
truck. • On both driver and passenger seats, check the
seat belt fabric, buckle, all belt retractors and
• Check the deck areas for debris, loose hardware hardware for damage or wear. Replace any worn
and tools. Check for people and objects that or damaged parts immediately.
might be in the area.
• Even if there are no signs of damage, replace
• Become familiar with and use all protective both driver and passenger seat belts 5 years after
equipment devices on the truck and ensure that seat belt manufacture, or every 3 years after start
these items (anti-skid material, grab bars, seat of use, whichever comes first. The passenger
belts, etc.) are securely in place. seat belt date of manufacture label is sewn into
the seat belt near the buckle. The driver seat belt
date of manufacture label is sewn into the
shoulder harness belt, near the retractor end.
11
Precautions while operating the truck

When starting the engine
• Never attempt to start the engine by shorting
across cranking motor terminals. This may cause
a fire, or serious injury or death to anyone in The tire and rim assembly may explode if
truck’s path. subjected to excessive heat. Personnel should
move to a remote or protected location if sensing
• Never start the engine if a warning tag has been
excessively hot brakes, smelling burning rubber
attached to the controls.
or observing evidence of fire near the tire and
• When starting the engine, sound the horn as an wheel area.
alert.
If the truck must be approached to extinguish a
• Start and operate the truck only while seated in fire, those personnel should do so only while
the operator’s seat. facing the tread area of the tire (front or back)
• Do not allow any unauthorized persons in the unless protected by using large heavy equipment
operator's compartment or any other place on the as a shield. Stay at least 15 m (50 ft) from the
truck. tread of the tire.
General truck operation In the event of fire in the tire and wheel area
(including brake fires), stay away from the truck
• Wear the seat belt at all times. for at least 8 hours or until the tire and wheel are
• Only authorized persons are allowed to ride in the cool.
truck. Riders must be in the cab and belted in the • Keep serviceable fire fighting equipment on hand.
passenger seat. Report empty extinguishers for replacement or
• Do not allow anyone to ride on the decks or steps refilling.
of the truck. • Always place the directional control lever in the
• Do not allow anyone to get on or off the truck PARK position when the truck is parked and
while it is in motion. unattended. Do not leave the truck unattended
while the engine is running.
• Do not move the truck in or out of a building
without a signal person present. NOTE: DO NOT use wheel brake lock when parking
the truck.
• Know and obey the hand signal communications
between operator and spotter. When other • Park the truck a safe distance away from other
machines and personnel are present, the vehicles as determined by the supervisor.
operator should move in and out of buildings,
• Stay alert at all times! In the event of an
loading areas, and through traffic under the
emergency, be prepared to react quickly and
direction of a signal person. Courtesy at all times
avoid accidents. If an emergency arises, know
is a safety precaution.
where to get prompt assistance.
• Immediately report any adverse conditions at the
haul road, pit or dump area that may cause an
operating hazard.
Ensuring good visibility
• Check for flat tires periodically during a shift. If the
truck has been operating on a “flat”, do not park • When working in dark places, install work lamps
the truck inside a building until the tire cools. If the and head lamps. Set up extra lighting in the work
tire must be changed, do not stand in front of the area if necessary.
rim and locking ring when inflating a tire mounted • Discontinue operations if visibility is poor, such as
on the truck. Observers should not be permitted in mist, snow, or rain. Wait for the weather to
in the area and should be kept away from the side improve to allow the operation to be performed
of such tires. safely.
12
Traveling Traveling on slopes

• When traveling on rough ground, travel at low • Traveling on slopes could result in the truck
speeds. When changing direction, avoid turning tipping over or slipping.
suddenly.
• Do not change direction on slopes. To ensure
• Lower the dump body and set the dump lever to safety, drive to level ground before turning.
the FLOAT position before traveling.
• Do not travel up and down on grass, fallen
• If the engine stops while the truck is in motion, leaves, or wet steel plates. These materials may
secondary steering and braking enable the truck make the truck slip on even the slightest slope.
to be steered and stopped. A fixed amount of Avoid traveling sideways, and always keep travel
reserve oil provides temporary steering and speed low.
braking to briefly allow the truck to travel to a safe
• When traveling downhill, use the retarder to
area. Apply the brakes immediately and stop the
reduce speed. Do not turn the steering wheel
truck as quickly and safely as possible off of the
suddenly. Do not use the foot brake except in an
haul road, if possible.
emergency.
• If the engine should stop on a slope, apply the
service brakes fully and stop the truck. Move the
Traveling in reverse
directional control lever to PARK after the truck
Before operating the truck: has stopped.
• Sound the horn to warn people in the area. Make
sure that the back-up horn also works properly.
Operating on snow or ice
• Check for personnel near the truck. Be
particularly careful to check behind the truck. • When working on snowy or icy roads, there is
danger that the truck may slip to the side on even
• When necessary, designate a person to watch the slightest slope. Always travel slowly and
the area near the truck and signal the operator. avoid sudden starting, turning, or stopping in
This is particularly necessary when traveling in these conditions.
reverse.
• Be extremely careful when clearing snow. The
• When operating in areas that may be hazardous road shoulder and other objects are buried in the
or have poor visibility, designate a person to snow and cannot be seen.
direct work site traffic.
• Do not allow any one to enter the line of travel of
the truck. This rule must be strictly observed even Avoid damage to dump body
with machines equipped with a back-up horn or
rear view mirror. Always be extremely cautious when working in
tunnels, on bridges, under electric cables, or when
entering a parking place or any other place where
there are height limits. The dump body must be
completely lowered before driving the truck.
13
Driving near high voltage cables When loading

Driving near high voltage cables can cause electric • Make sure that the surrounding area is safe. Stop
shock. Always maintain safe distances between the the truck in the correct loading position, then load
truck and the high voltage cable as listed below. the body uniformly.
Voltage Minimum Safety Distance • Do not leave the operator seat during the loading
6.6 kV 3m 10 ft. operation.
33.0 kV 4m 14 ft.
Parking the truck
66.0 kV 5m 17 ft.
• Choose a flat, level surface to park the truck. If
154.0 kV 8m 27 ft. the truck has to be parked on a slope, put blocks
275.0 kV 10 m 33 ft. behind all the wheels to prevent truck movement.
• When parking on public roads, provide fences
The following actions are effective in preventing and signs, such as flags or lights, on the truck to
accidents while working near high voltages: warn pedestrians and other vehicles. Make sure
that the truck, flags or lights do not obstruct traffic.
• Wear shoes with rubber or leather soles.
• Before leaving the truck, lower the dump body
• Use a signalman to give warning if the truck fully, move the directional control lever to PARK,
approaches an electric cable. stop the engine and lock everything. Always take
• If the work equipment touches an electric cable, the key with you.
the operator should not leave the cab.
• When performing operations near high voltage
cables, do not allow anyone to approach the
truck. Do not activate the wheel brake lock when
• Check with the electrical maintenance parking the truck. Bleed down of hydraulic
department about the voltage of the cables before pressure may occur, causing the truck to roll
starting operations. away. Always shift to PARK to apply the parking
brake.
When dumping
Towing
• Before starting the dumping operation, make sure
that there are no persons or objects behind the Improper towing methods may lead to serious
truck. personal injury and/or damage. For towing methods,
• Stop the truck in the desired location. Check refer to Index and foreword section Operating
again for persons or objects behind the truck. instructions.
Give the determined signal, then slowly operate • Tow with a solid tow bar. Do not tow with a cable.
the dump body. If necessary, use blocks for the
wheels or position a flagman. • Use a towing device with ample strength for the
weight of this truck.
• When dumping on slopes, truck stability is poor
and there is danger of tipping over. Always use • Never tow a truck on a slope.
extreme care when performing such operations.
• Inspect towing components, such as tow bars
• Never travel with the dump body raised. and couplings, for any signs of damage. Never
use damaged or worn components to tow a
Working on loose ground disabled vehicle.
• Avoid operating the truck near cliffs, overhangs • Keep a safe distance from the trucks and towing
and deep ditches. If these areas collapse, the apparatus while towing a vehicle.
truck could fall or tip over and result in serious
• When connecting a truck that is to be towed, do
injury or death. Remember that ground surfaces
not allow anyone to go between the tow vehicle
in these areas may be weakened after heavy rain
and the disabled vehicle.
or blasting.
• Set the coupling of the truck being towed in a
• Freshly laid soil and the soil near ditches is loose.
straight line with the towing portion of the tow
It can collapse under the weight or vibration of the
truck, and secure it in position.
truck. Avoid these areas whenever possible.
14
Working near batteries • Batteries generate hydrogen gas. Hydrogen gas

is very explosive and can easily be ignited with a
Battery hazard prevention small spark or flame.
• Battery electrolyte contains sulfuric acid, which • Before working with batteries, stop the engine
can quickly burn the skin and eat holes in and turn the key switch to the OFF position.
clothing. If you spill acid on yourself, immediately
• Avoid short-circuiting the battery terminals
flush the area with water.
through accidental contact with metallic objects,
• Battery acid can cause blindness if splashed into such as tools, across the terminals.
your eyes. If acid gets into your eyes, flush them
• When removing or installing batteries, check
immediately with large quantities of water and
which is the positive (+) terminal and the negative
see a doctor at once.
(-) terminal.
• If you accidentally drink acid, drink a large
• Tighten battery caps securely.
quantity of water, milk, beaten eggs or vegetable
oil. Call a doctor or poison prevention center • Tighten the battery terminals securely. Loose
immediately. terminals can generate sparks and lead to an
explosion.
• Always wear safety glasses or goggles when
working with batteries.
15
Starting with booster cables • If any tool touches between the positive (+)
terminal and the chassis, it will cause sparks.
• Always wear safety glasses or goggles when Always use caution when using tools near the
starting the machine with booster cables. battery.
• While jump starting with another machine, DO
NOT allow the two machines to touch.
• Ensure the parking brake is applied on both Jump starting with receptacles
machines.
• Always wear safety glasses or goggles when
• Ensure the size of the booster cables and clips starting the machine with booster cables.
are suitable for the battery size. Inspect the • While jump starting with another machine, DO
cables and clips for any damage or corrosion.
NOT allow the two machines to touch.
• Ensure the key switch and both battery • Ensure the parking brake is applied on both
disconnect switches on the disabled machine are
machines.
in the OFF position.
• Inspect the cables and connectors for any
• Connect the batteries in parallel: positive to damage or corrosion.
positive and negative to negative.
• Ensure the key switch and both battery
• Connect the positive (24VDC +) cable from the disconnect switches on the disabled machine are
good machine to the (24VDC +) on the disabled in the OFF position.
machine first.
• Connect the jumper cable to the receptacle on
• Then connect the ground cable on the good the good machine to the receptacle on the
machine to the frame of the disabled machine, as disabled machine.
far away as possible from the batteries. This will
prevent a spark from possibly starting a battery • Allow time for the batteries to charge.
fire.
NOTE: The batteries will charge even with the battery
• Allow time for the batteries to charge. disconnect switches are in the OFF position.
NOTE: The batteries will charge even with the battery • If starting with a booster cable, perform the
disconnect switches are in the OFF position. operation with two people. One person in the cab
of the disabled machine, the other person
• If starting with a booster cable, perform the working with the jumper cables.
operation with two people. One person in the cab
of the disabled machine, the other person • If the batteries are low, DO NOT attempt starting
working with the jumper cables. the machine with only one set of jumper cables
installed. Install the second set of jumper cables
• If the batteries are low, DO NOT attempt starting in the same way as already described.
the machine with only one set of jumper cables
installed. Install the second set of jumper cables • Turn the battery disconnect switches to the ON
in the same way as already described. position and attempt starting.
• Turn the battery disconnect switches to the ON • For booster cable removal, disconnect the cables
position and attempt starting. from each machine.
• For booster cable removal, disconnect the ground If any tool touches between the positive (+) terminal
or negative (-) cable first, then the (24VDC +) and the chassis, it will cause sparks. Always use
cable last. caution when using tools near the battery.
INCORRECT
16
Precautions before performing service Securing the dump body
Warning tag
Starting the engine or operating the controls while
other personnel are performing maintenance on the To avoid serious personal injury or death, the
truck can lead to serious injury and/or death. Always body retention sling must be installed whenever
attach the warning tag to the control lever in the personnel are required to perform maintenance
operator cab to alert others that you are working on on the truck while the dump body in the raised
the truck. Attach additional warning tags around the position.
truck as necessary.
The Komatsu body-up safety sling can only be
These tags are available from your Komatsu used with a Komatsu body. Non-OEM body may
distributor. Warning tag part number: 09963-03001 not accommodate the Komatsu body-up safety
sling. The end user must ensure that a proper
cable/sling is used.
1. To hold the dump body in the up position, raise
the body to its maximum height.
2. Install two shackles (2, Figure 00-1) and body
retention sling (3) between rear body ear (1)
and the axle housing.
Stopping the engine 3. Secure the shackle pins with cotter pins.
• Before performing inspections or maintenance, 4. Move the hoist lever to the FLOAT position to
stop the truck on firm flat ground, lower the dump slowly lower the body until the calbe is
body, move the directional control lever to PARK, supporting the full weight of the body. Then
and stop the engine. move the hoist lever to the HOLD position.
• If the engine must be run during service, such as 5. After service work is completed, return the sling
when cleaning the radiator, the directional control to the stored position.
lever must be in PARK. Always perform this work
with two people. One person must sit in the
operator's seat to stop the engine if necessary.
During these situations, never move any controls
that are not related to the task at hand.
• When servicing the truck, do not to touch any
moving parts. Never wear loose clothing or
jewelry.
• Put wheel blocks under the wheels to prevent
truck movement.
• When performing service with the dump body
raised, place the dump lever in the HOLD position
and apply the lock (if equipped). Install the body-
up safety sling securely.
Proper tools
Only use tools that are suited to the task. Using
damaged, low quality, faulty or makeshift tools could
cause personal injury.
FIGURE 00-1. BODY RETENTION SLING

INSTALLATION
1. Rear Body Ear 3. Body Retention
2. Shackle & Pin Sling
17
While performing maintenance Working under the truck

NOTE: Only authorized personnel should service and • Always lower all movable work equipment to the
repair the truck. ground or to their lowest position before
performing service or repairs under the truck.
Keep the truck clean • Always block the tires of the truck securely.
• Spilled oil, grease, scattered tools, etc, can cause • Never work under the truck if the truck is poorly
you to slip or trip. Always keep your truck clean supported.
and tidy.
• If water gets into the electrical system, there is
danger that the truck may move unexpectedly
and/or damage to components may occur. Do not
use water or steam to clean any sensors,
connectors or the inside of the operator's
compartment.
• Use extreme care when washing the electrical
control cabinet. Do not allow water to enter the
control cabinet around the doors or vents. Do not Rotating fan and belts
allow any water to enter the cooling air inlet duct
above the electrical control cabinet. If water Stay away from all rotating parts such as the radiator
enters the control cabinet through any opening or fan and fan belts. Serious bodily injury may result
crevice, major damage to the electrical from direct or indirect contact with rotating parts and
components is possible. flying objects.
• Never spray water into the rear wheel electric
motor covers. Damage to the wheel motor
armatures may occur.
• Do not spray water into the retarding grids.
Excess water in the retarding grids can cause a
ground fault, which will prevent propulsion.
Adding fuel or oil

• Spilled fuel and oil may cause slipping. Always
clean up spills immediately.
• Always add fuel and oil in a well-ventilated area.
• When refueling, stop the engine and do not
Attachments smoke.
Place attachments that have been removed from the • Tighten the cap of the fuel and oil fillers securely.
truck in a safe place and manner to prevent them
from falling. • Never use fuel to wash parts.
18
Radiator coolant level Precautions when performing maintenance near

high temperature or high pressure
If it is necessary to add coolant to the radiator, stop
the engine and allow the engine and radiator to cool Immediately after stopping operation, engine coolant
down before adding the coolant. Depress the and operating oils are at high temperature and under
pressure release button on the cap to vent cooling high pressure. If the cap is removed, the oil or water
system pressure. Slowly loosen the cap to relieve any is drained, or the filters are replaced under these
remaining pressure. conditions, it may result in burns or other injury. Wait
for the temperature to cool and pressure to subside
before performing the inspection and/or maintenance
as outlined in the shop manual.
Use of lighting
When checking fuel, oil, coolant or battery electrolyte, Precautions with high pressure oil
always use lighting with anti-explosion specifications.
If such lighting equipment is not used, there is danger • Work equipment circuits are always under
of an explosion. pressure. Do not add oil, drain oil or perform
maintenance or inspections before completely
releasing the internal pressure.
• Small, high-pressure pin hole leaks are extremely
dangerous. A jet of high-pressure oil can pierce
the skin and eyes. Always wear safety glasses
and thick gloves. Use a piece of cardboard or a
sheet of wood to check for oil leakage.
• If you are hit by a jet of high-pressure oil, consult
a doctor immediately for medical attention.
Precautions with the battery
When repairing the electrical system or performing
electrical welding, remove the negative (-) terminal of
the battery to stop the flow of current.
Waste materials
• Never dump oil into a sewer system, river, etc.
• Always put oil drained from your truck in
appropriate containers. Never drain oil directly
onto the ground.
• Obey appropriate laws and regulations when
Handling high pressure hoses disposing of harmful objects such as oil, fuel,
• Do not bend high pressure hoses or hit them with coolant, solvent, filters and batteries.
hard objects. Do not use any bent or cracked
piping, tubes or hoses. They may burst during
use.
• Always repair any loose or broken hoses. If fuel
or oil leaks, it may result in a fire.
19
Tires Refer to the Society of Automotive Engineers (SAE),

SAE J1337, Off-Road Rim Maintenance Procedures
Handling tires and Service Precautions, Section 4.2 for additional
If tires are not used under the specified conditions, information on demounting the tires and rim assem-
they may overheat and burst, or be cut and burst by blies. Also, refer to Section 4.4 of SAE J1337 for
sharp stones on rough road surfaces. This may lead assembly and inflation recommendations.
to serious injury or damage. The U.S. Department of Labor Mine Safety and Health
To maintain tire safety, always use the specified tires. Administration (MSHA) addresses tire repairs in its Title
Inflate the tires to the specified pressure. An 30 Code of Federal Regulations, 30 CFR 57.14104.
abnormal level of heat is generated when the inflation
pressure is too low.
The tire inflation pressure and permissible speeds are
general values. The actual values may differ DO NOT stand in front of a rim and locking ring
depending on the type of tire and the condition under when inflating a tire mounted on the machine.
which they are used. For details, please consult the Observers must not be permitted in the area.
tire manufacturer.
DO NOT weld or heat the rim assembly with the tire
When tires become hot, a flammable gas is produced mounted on the rim. Resulting gases inside the tire
and may ignite. It is particularly dangerous if the tires may ignite, causing explosion of the tire and rim.
become overheated while the tires are pressurized. If
the gas generated inside the tire ignites, the internal
pressure will suddenly rise and the tire will explode, Storing tires after removal
resulting in danger to personnel in the area.
Explosions differ from punctures or tire bursts • As a basic rule, store the tires in a warehouse in
because the destructive force is extremely large. which unauthorized persons cannot enter. If the
Therefore, the following operations are strictly tires are stored outside, always erect a fence
around the tires and put up “No Entry” signs and
prohibited when the tire is pressurized:
other warning signs that even young children can
• Welding the rim understand.
• Welding near the wheel or tire • Stand the tire on level ground and block it
securely so that it cannot roll or fall over.
• Smoking or creating open flames
• If the tire falls over, flee the area quickly. The tires
If the proper procedure for performing maintenance or for dump trucks are extremely heavy. Never
replacement of the wheel or tire is not used, the attempt to hold or support the tire. Attempting to
wheel or tire may burst and cause serious injury or hold or support a tire may lead to serious injury.
damage. When performing such maintenance,
consult your authorized regional Komatsu distributor
or the tire manufacturer.
Mounted tires stored as spares must be inflated to

the minimum inflation pressure necessary to keep the
tire beads properly seated. Maximum inflation
pressure of the stored tire must, in no instance,
exceed 15% of the tire’s cold inflation pressure.
20
Precautions for performing repairs Engine shutdown procedure after AC drive

system failure
NOTE: Only qualified maintenance personnel who
understand the systems being repaired should Normal operation of the drive system at shutdown will
attempt repairs. Only a qualified operator should leave the system safe to maintain. However, in the
move the truck under its own power in the repair event of a system failure, performing the following
facility or during road testing after repairs are procedure prior to any maintenance activities will
complete. ensure that no hazardous voltages are present in the
AC drive system.
• Many components on the Komatsu truck are
large and heavy. Ensure that lifting equipment 1. Before shutting down the engine, verify the sta-
(hoists, slings, chains, and lifting eyes) are of tus of all the drive system status lights on the
adequate capacity to handle the load. status indicator panel.
• Do not work under a suspended load. Do not If any drive system warning messages are dis-
work under a raised body unless body retention played, DO NOT attempt to open any cabinets,
sling, props or pins are in place to hold the body
disconnect any cables, or reach inside the
in the raised position.
retarder grid cabinet without a trained drive sys-
• Do not repair the truck while the engine is tem technician present - even if engine is off.
running, except when adjustments can only be Only qualified personnel, specifically trained for
made under such conditions. Keep a safe
servicing the AC drive system, must perform
distance from moving parts.
this service.
• When servicing any air conditioning system with 2. If there are no drive system warning messages,
refrigerant, wear a face shield and cold resistant
follow all of the instructions for “Safe Parking
gloves for protection against freezing. Follow all
current regulations for handling and recycling Procedures.”
refrigerants. Refer to Testing and adjusting 3. After the engine has stopped, open the access
section Cab air conditioning. panel at the left front side of the control cabinet.
• Follow package directions carefully when using Verify that the green link voltage light is illumi-
cleaning solvents. nated and the DC bus voltage gauge reads 0.0
V. Notify qualified drive system maintenance
• If an auxiliary battery assist is needed, refer to personnel if the green link voltage light remains
Jump Starting With Booster Cables or Jump off longer than five minutes after engine shut-
Starting With Receptacles earlier in this section.
down.
• If the truck must be towed, use a rigid tow bar. 4. Locate the alternator cutoff switch in the front
Check the truck frame for a decal recommending access panel on the left side of the main control
special towing precautions. Also refer to the
cabinet. Place the CUTOFF switch in the ON
towing instructions in Index and foreword section
Operating instructions. position. This will prevent the alternator from re-
energizing and creating system voltage until the
• Relieve hydraulic pressure before disconnecting switch is returned to the previous position.
any lines or hoses. Hydraulic oil escaping under
pressure can have sufficient force to enter a 5. Ensure both battery disconnect switches are in
person's body by penetrating the skin, resulting in the OFF position. Verify that the battery discon-
serious injury and possibly death. nects are functioning.
• After adjustments or repairs, replace all shields, 6. Leave the drive system in the rest mode until
screens and clamps. the truck is to be moved.
21
Precautions for welding on the truck 6. Power cables and wiring harnesses must be
protected from weld spatter and heat.
NOTE: Before welding or repairing an AC drive truck,
notify a Komatsu service representative. Only Always fasten the welding machine ground (-)
qualified personnel, specifically trained for servicing lead to the piece being welded. The grounding
the AC drive system, should perform this service. clamp must be attached as near as possible
to the weld area.
If it is necessary to perform welding on the truck
without the field engineer present, the following Avoid laying welding cables over or near the
procedures and precautions must be followed to truck electrical harnesses. Welding voltage
ensure that the truck is safe for maintenance could be induced into the electrical harness and
personnel to work on and to reduce the chance for cause damage to components.
damage to equipment. Before welding on the truck, disconnect the
1. Open the access panel at the left front side of battery charging alternator lead wire and isolate
the control cabinet. Verify that the green link the electronic control components. Also,
voltage light is illuminated and the DC bus disconnect the negative and positive battery
voltage gauge reads 0.0 V. Notify qualified drive cables of the truck. Failure to do so may
system maintenance personnel if the green link seriously damage the battery and electrical
voltage light remains off longer than five equipment.
minutes after engine shutdown. Never allow welding current to pass through
2. Locate the alternator cutoff switch access panel ball bearings, roller bearings, suspensions or
at the right front side of the control cabinet. hydraulic cylinders.
Place the CUTOFF switch in the ON position. 7. If the green link voltage light is off and the DC
This will prevent the alternator from re- bus voltage gauge reads more than 0.0 V after
energizing and creating system voltage until the following the precautions, a fault has occurred.
switch is returned to its former position.
Leave all cabinet doors in place. Do not touch
3. Before doing any welding on the truck, always the retarding grid elements. Do not disconnect
disconnect the battery charging alternator lead any power cables or use them as hand or foot
wire. holds.
4. Do not weld on any drive system Notify your Komatsu service representative
components! Consult your Komatsu service immediately. Only qualified personnel who are
representative before attempting any welding specifically trained for servicing the AC drive
procedures. system should perform this service.
5. Power cables must be cleated in wood or other 8. After welding or maintenance is complete,
non-ferrous materials. DO NOT repair cable install all covers and close all access doors.
cleats by encircling the power cables with metal Place the alternator cutout switch and battery
clamps or hardware. Always inspect power disconnect switches in their original positions.
cable insulation before servicing the cables and Reconnect all harnesses before starting the
returning the truck to service. Discard cables truck.
with broken insulation.
NOTE: Leave the drive system in the “rest” mode
until the truck is to be moved.
22
Handling electrical equipment and

hydraulic components
To maintain the performance of the machine over a long period, and to prevent failures or other troubles before
they occur, correct “operation“, “maintenance and inspection“, “troubleshooting“, and “repairs” must be carried
out. This section deals particularly with correct repair procedures for mechatronics and is aimed at improving the
quality of repairs. For this purpose, it provides information on handling electrical equipment and handling hydrau-
lic equipment (particularly gear oil and hydraulic oil).
Points to remember when handling electrical equipment

1. Handling wiring harnesses and connectors
Wiring harnesses consist of wiring connecting
one component to another component, connec-
tors used for connecting and disconnecting one
wire from another wire, and protectors or tubes
used for protecting the wiring.
Compared with other electrical components fit-
ted in boxes or cases, wiring harnesses are
more likely to be affected by the direct effects of
rain, water, heat, or vibration. Furthermore, dur-
ing inspection and repair operations, they are
frequently removed and installed again, so they
are likely to suffer deformation or damage. For
this reason, it is necessary to be extremely
careful when handling wiring harnesses.
2. Main failures occurring in wiring harness

• Defective contact of connectors (defective
contact between male and female)
Problems with defective contact are likely to
occur because the male connector is not prop-
erly inserted into the female connector, or
because one or both of the connectors is
deformed or the position is not correctly aligned,
or because there is corrosion or oxidation of the
contact surfaces. The corroded or oxidized con-
tact surfaces may become shiny again (and
contact may become normal) by connecting and
disconnecting the connector about 10 times.
• Defective crimping or soldering of connectors

The pins of the male and female connectors are
in contact at the crimped terminal or soldered
portion, but if there is excessive force brought to
bear on the wiring, the plating at the joint will
peel and cause improper connection or break-
age.
23
• Disconnections in wiring
If the wiring is held and the connectors are
pulled apart, or components are lifted with a
crane with the wiring still connected, or a heavy
object hits the wiring, the crimping of the con-
nector may separate, or the soldering may be
damaged, or the wiring may be broken.
• High-pressure water entering connector

The connector is designed to make it difficult for
water to enter (drip-proof structure), but if high-
pressure water is sprayed directly on the con-
nector, water may enter the connector, depend-
ing on the direction of the water jet. Accordingly,
take care not to splash water over the connec-
tor. The connector is designed to prevent water
from entering, but at the same time, if water
does enter, it is difficult for it to be drained.
Therefore, if water should get into the connec-
tor, the pins will be short-circulated by the water,
so if any water gets in, immediately dry the con-
nector or take other appropriate action before
passing electricity through it.
• Oil or dirt stuck to connector

If oil or grease are stuck to the connector and an
oil film is formed on the mating surface between
the male and female pins, the oil will not let the
electricity pass, so there will be defective con-
tact. If there is oil or grease stuck to the connec-
tor, wipe it off with a dry cloth or blow it dry with
compressed air and spray it with a contact
restorer.
• When wiping the mating portion of the
connector, be careful not to use excessive
force or deform the pins.
• If there is oil or water in the compressed
air, the contacts will become even dirtier,
so remove the oil and water from the
compressed air completely before clean-
ing with compressed air.
24
3. Removing, installing, and drying connectors

and wiring harnesses
• Disconnecting connectors
a. When disconnecting the connectors, hold the
connectors. For connectors held by a screw,
loosen the screw fully, then hold the male
and female connectors in each hand and pull
apart. For connectors which have a lock
stopper, press down the stopper with your
thumb and pull the connectors apart. Never
pull with one hand.
b. Both of the connector and clip have stoppers,

which are engaged with each other when the
connector is installed.
When removing a connector from a clip, pull the

connector in a parallel direction to the clip for
removing stoppers. If the connector is twisted
up and down or to the left or right, the housing
may break.
c. After removing any connector, cover it with a

vinyl bag to prevent any dust, dirt, oil, or
water from getting in the connector portion. If
the machine is left disassembled for a long
time, it is particularly easy for improper con-
tact to occur, so always cover the connector.
25
• Connecting connectors
a. Check that there is no oil, dirt, or water stuck
to the connector pins (mating portion). Check
that there is no deformation, defective con-
tact, corrosion, or damage to the connector
pins. Check that there is no damage or
breakage to the outside of the connector.
• If there is any oil, water, or dirt stuck to the
connector, wipe it off with a dry cloth. If
any water has got inside the connector,
warm the inside of the wiring with a dryer,
but be careful not to make it too hot as
this will cause short circuits.
• If there is any damage or breakage,
replace the connector.
b. Fix the connector securely. Align the position
of the connector correctly, and then insert it
securely. For connectors with the lock stop-
per, push in the connector until the stopper
clicks into position.
• Correct any protrusion of the boot and
any misalignment of the wiring harness.
• For connectors fitted with boots, correct
any protrusion of the boot. In addition, if
the wiring harness is misaligned, or the
clamp is out of position, adjust it to its cor-
rect position.
• If the connector cannot be corrected eas-
ily, remove the clamp and adjust the posi-
tion.
• If the connector clamp has been
removed, be sure to return it to its original
position. Check also that there are no
loose clamps.
26
• Heavy duty wire connector (DT 8-pole, 12-pole)

a. For disconnection, press both sides of locks
(a) and (b) while pulling out female connector
(2).
b. For connection, push in female connector (2)
horizontally until the lock clicks.
Since locks (a) and (b) may not be set com-
pletely, push in female connector (2) while mov-
ing it up and down until the locks are set
normally.
• Right half of figure: Lock (a) is pulled
down (not set completely) and lock (b) is
set completely. 1. Male connector a. Lock
2. Female connector b. Lock
• Drying wiring harness

If there is any oil or dirt on the wiring harness,
wipe it off with a dry cloth. Avoid washing it in
water or using steam. If the connector must be
washed in water, do not use high pressure
water or steam directly on the wiring harness. If
water gets directly on the connector, perform the
following procedure.
a. Disconnect the connector and wipe off the
water with a dry cloth. If the connector is
blown dry with compressed air, there is the
risk that oil in the air may cause defective
contact, so remove all oil and water from the
compressed air before blowing with air.
b. If water gets inside the connector, use a
dryer to dry the inside of the connector. Hot
air from the dryer can be used, but regulate
the time that the hot air is used in order not to
make the connector or related parts too hot,
as this will cause deformation or damage to
the connector.
c. After drying, leave the wiring harness discon-
nected and carry out a continuity test to
check for any short circuits between pins
caused by water.
d. After completely drying the connector, blow it
with contact restorer and reassemble.
27
4. Handling controllers
The controllers contain a microcomputer and
electronic control circuits. These control all of
the electronic circuits on the machine, so be
extremely careful when handling the controllers.
• Do not place objects on top of the controllers.
• Cover the controller connectors with tape or a
vinyl bag. Never touch the connector contacts
with your hand.
• During rainy weather, do not leave a controller
in a place where it is exposed to rain.
• Do not place a controller on oil, water, or soil, or
in any hot place, even for a short time. Place it
on a suitable dry stand.
• When carrying out arc welding on the body,
disconnect all wiring harness connectors that
are connected to the controllers. Fit an arc
welding ground close to the welding point.
5. When troubleshooting electric circuits

1) Always turn the power OFF before discon-
necting or connecting any connectors.
2) Before troubleshooting, ensure that all the
related connectors are properly inserted.
Disconnect and connect the related connec-
tors several times to check.
3) Always connect any disconnected the con-
nectors before proceeding to the next step.
If the power is turned ON while the connec-
tors are still disconnected, unnecessary
fault codes will be generated.
4) When troubleshooting circuits (measuring
the voltage, resistance, continuity, or cur-
rent), move the related wiring and connec-
tors several times and check that there is no
change in the reading of the tester. If there
is any change, there is probably defective
contact in that circuit.
28
Points to remember when handling hydraulic

equipment
With the increase in pressure and precision of hydraulic equipment, the most common cause of failure is dirt
(foreign material) in the hydraulic circuit. When adding hydraulic oil, or when disassembling or assembling
hydraulic equipment, it is necessary to be particularly careful.
1. Be careful of the operating environment.

Avoid adding hydraulic oil, replacing filters, or
repairing the machine in rain or high winds, or
places where there is a lot of dust.
2. Disassembly and maintenance work in the

field
If disassembly or maintenance work is carried
out on hydraulic equipment in the field, there is
danger of dust entering the equipment. It is also
difficult to check the performance after repairs,
so it is desirable to use unit exchange. Disas-
sembly and maintenance of hydraulic equip-
ment should be carried out in a specially
prepared dustproof workshop, and the perfor-
mance should be checked with special test
equipment.
3. Sealing openings
After any piping or equipment is removed, the
openings should be sealed with caps, tapes, or
vinyl bags to prevent any dirt or dust from enter-
ing. If the opening is left open or is blocked with
a rag, there is danger of dirt entering or of the
surrounding area being made dirty by leaking oil
so never do this. Do not simply drain oil out onto
the ground, but collect it and ask the customer
to dispose of it, or take it back with you for dis-
posal.
4. Do not let any dirt or dust get in during

refilling operations
Be careful not to let any dirt or dust get in when
refilling with hydraulic oil. Always keep the oil
filler and the area around it clean, and also use
clean pumps and oil containers. If an oil clean-
ing device is used, it is possible to filter out the
dirt that has collected during storage, so this is
an even more effective method.
5. Change hydraulic oil when the temperature is high
29
When hydraulic oil or other oil is warm, it flows

easily. In addition, the sludge can also be
drained out easily from the circuit together with
the oil, so it is best to change the oil when it is
still warm. When changing the oil, as much as
possible of the old hydraulic oil must be drained
from the hydraulic tank. If any old oil is left, the
contaminants and sludge in it will mix with the
new oil and will shorten the life of the hydraulic
oil.
6. Flushing operations
After disassembly and assembly, or changing
the oil, use flushing oil to remove the contami-
nants, sludge, and old oil from the hydraulic cir-
cuit. Normally, flushing is carried out twice:
primary flushing is carried out with flushing oil,
and secondary flushing is carried out with the
specified hydraulic oil.
7. Cleaning operations
After repairing the hydraulic equipment (pump,
control valve, etc.) or when running the
machine, carry out oil cleaning to remove the
sludge or contaminants in the hydraulic oil cir-
cuit. The oil cleaning equipment is used to
remove the ultra fine particles (about 3 microns)
that the filter built in the hydraulic equipment
cannot remove, so it is an extremely effective
device.
30
How to read electric wire code

In the electric circuit diagram, the material, thickness, and color of each electric wire are indicated by symbols.
The electric wire code is helpful in understanding the electric circuit diagram.
Example: AEX 0.85 L --- Indicates blue, heat-resistant, low-voltage wire for automobile, having
nominal No. of 0.85
Indicates color of wire by color code.
Color codes are shown in Table 3.
Indicates size of wire by nominal No.

Size (Nominal No.) is shown in Table 2.
Indicates type of wire by symbol.

Type, symbol, and material of wire are shown in Table 1.
(Since AV and AVS are classified by size (nominal No.), they are not
indicated.)
AV and AVS are different in only thickness and outside diameter of the cover. AEX is similar to AV in thickness
and outside diameter of AEX and different from AV and AVS in material of the cover.
Table 3: Type, symbol and material of electric wires

Using
Sym-
Type Material temperature Example of use
bol
range (°C)
Low-voltage Annealed copper for
Conductor General wiring
wire for AV electric appliance
(Nominal No. 5 and above)
automobile Insulator Soft polyvinyl chloride
Thin-cover Annealed copper for –30 to +60
Conductor
low-voltage electric appliance General wiring
AVS
wire for (Nominal No. 3 and below)
Insulator Soft polyvinyl chloride
automobile
Heat- Annealed copper for
Conductor
resistant electric appliance General wiring in extremely
low-voltage AEX –50 to +110 cold district, wiring at high-
Heat-resistant crosslinked
wire for Insulator temperature place
polyethylene
automobile
31
Table 4: Dimensions of electric wires

Nominal No. 0.5f (0.5) 0.75f (0.85) 1.25f (1.25) 2f 2 3f 3 5
Number of
strands/
20/0.18 7/0.32 30/0.18 11/0.32 50/0.18 16/0.32 37/0.26 26/0.32 58/0.26 41/0.32 65/0.32
Diameter of
Conductor strand
Sectional
0.51 0.56 0.76 0.88 1.27 1.29 1.96 2.09 3.08 3.30 5.23
area (mm2)
d (approx.) 1.0 1.2 1.5 1.9 1.9 2.3 2.4 3.0
AVS Standard 2.0 2.2 2.5 2.9 2.9 3.5 3.6 –
Cov-
AV Standard – – – – – – – 4.6
er D
AEX Standard 2.0 2.2 2.7 3.0 3.1 – 3.8 4.6
Nominal No. 8 15 20 30 40 50 60 85 100

Number of
strands/
50/0.45 84/0.45 41/0.80 70/0.80 85/0.80 108/0.80 127/0.80 169/0.80 217/0.80
Diameter of
Conductor strand
Sectional
7.95 13.36 20.61 35.19 42.73 54.29 63.84 84.96 109.1
area (mm2)
d (approx.) 3.7 4.8 6.0 8.0 8.6 9.8 10.4 12.0 13.6
AVS Standard – – – – – – – – –
Cov-
AV Standard 5.5 7.0 8.2 10.8 11.4 13.0 13.6 16.0 17.6
er D
AEX Standard 5.3 7.0 8.2 10.8 11.4 13.0 13.6 16.0 17.6
NOTE: "f" of nominal No. denotes "flexible".
32
Table 5: Color codes of electric wires

Color Code Color of wire Color Code Color of wire
B Black LgW Light green & White
Br Brown LgY Light green & Yellow
BrB Brown & Black LR Blue & Red
BrR Brown & Red LW Blue & White
BrW Brown & White LY Blue & Yellow
BrY Brown & Yellow O Orange
Ch Charcoal P Pink
Dg Dark green R Red
G Green RB Red & Black
GB Green & Black RG Red & Green
GL Green & Blue RL Red & Blue
Gr Gray RW Red & White
GR Green & Red RY Red & Yellow
GW Green & White Sb Sky Blue
GY Green & Yellow Y Yellow
L Blue YB Yellow & Black
LB Blue & Black YG Yellow &Green
Lg Light green YL Yellow & Blue
LgB Light green & Black YR Yellow & Red
LgR Light green & Red YW Yellow & White
NOTE: In a color code consisting of two colors, the first color is the color of the background and the second color
is the color of the marking. For example, “GW” means that the background is Green and marking is White.
Table 6: Types of circuits and color codes

Type of wire AVS or AV AEX
Charge R WG – – – – R –
Ground B – – – – – B –
Start R – – – – – R –
Light RW RB RY RG RL – D –
Instrument Y YR YB YG YL YW Y Gr
Signal G GW GR GY GB GL G Br
L LW LR LY LB – L –
Type of
Br BrW BrR BrY BrB – – –
circuit
Lg LgR LgY LgB LgW – – –
O – – – – – – –
Others Gr – – – – – – –
P – – – – – – –
Sb – – – – – – –
Dg – – – – – – –
Ch – – – – – – –
33
Standard torque tables Suggested sources for rust preventive grease:

This shop manual provides metric (SI) and U.S. • American Anti-Rust Grease #3-X from Standard
standard units for most specifications. References Oil Company (also American Oil Co.)
throughout the shop manual to standard torques or • Gulf Norust #3 from Gulf Oil Company.
other standard values will be to one of the following • Mobilarma 355, Product No. 66705 from Mobil Oil
tables. For values not shown in these tables, Corporation.
standard conversion factors for most commonly used
• Rust Ban 326 from Humble Oil Company.
measurements, refer to "Conversion tables".
• Rustolene B Grease from Sinclair Oil Co.
NOTE: Standard torque values are not to be used
• Rust Preventive Grease - Code 312 from the
when “turn-of-the-nut” tightening procedures are Southwest Grease and Oil Company.
recommended.
NOTE: This list represents the current engineering
Effect of special lubricants on fasteners and approved sources for use in Komatsu manufacture. It
standard torque values is not exclusive. Other products may meet the same
specifications of this list.
Komatsu does not recommend the use of special
friction-reducing lubricants, such as Copper Coat,
Never-Seez®, and other similar products, on the
threads of standard fasteners where standard torque
values are applied. The use of special friction-
reducing lubricants will significantly alter the clamping
force during the tightening process. Excessive stress
and possible breakage of the fasteners may result.
When the torque tables specify “lubricated threads”
for the standard torque values listed, these standard
torque values are to be used with simple lithium
based chassis grease (multi-purpose EP NLGI) or a
rust preventive grease (see the list below) on the
threads and seats unless specified otherwise.
Verify the threads and tapped holes are free of burrs

and other imperfections before installing hardware.
34
Standard tightening torques for SAE hex head

cap screw and nut assemblies
The following specifications apply to required
tightening torques for all SEA hex head capscrew
and nut assemblies.
• Capscrew threads and seats shall be lubricated
when assembled. Refer to "Effect of special
lubricants on fasteners and standard torque
values".
• Torques are calculated to give a clamping force of
approximately 75% of proof load.
• The maximum torque tolerance shall be ±10% of
the torque value shown.
Table 7: Standard tightening torques for

SAE hex head capscrew and nut assembly with lubricated threads
Torque - Torque - Torque - Torque -

Thread Grade 5 Grade 8 Thread Grade 5 Grade 8
Size Size
ft lb kgm Nm ft lb kgm Nm ft lb kgm Nm ft lb kgm Nm
1/4-20 7 0.97 9.5 10 1.38 13.6 3/4-16 235 32.5 319 335 46.3 454
1/4-28 8 1.11 10.8 11 1.52 14.9 7/8-9 350 48.4 475 500 69.2 678
5/16-18 15 2.07 20.3 21 2.90 28 7/8-14 375 51.9 508 530 73.3 719
5/16-24 16 2.21 22 22 3.04 30 1.0-8 525 72.6 712 750 103.7 1017
3/8-16 25 3.46 34 35 4.84 47 1.0-12 560 77.4 759 790 109.3 1071
3/8-24 30 4.15 41 40 5.5 54 1.0-14 570 78.8 773 800 110.6 1085
7/16-14 40 5.5 54 58 8.0 79 1 1/8-7 650 89.9 881 1050 145 1424
7/16-20 45 6.2 61 62 8.57 84 1 1/8-12 700 96.8 949 1140 158 1546
1/2-13 65 9 88 90 12.4 122 1 1/4-7 910 125.9 1234 1480 205 2007
1/2-20 70 9.7 95 95 13.1 129 1 1/4-12 975 134.8 1322 1580 219 2142
9/16-12 90 12.4 122 125 17.3 169 1 3/8-6 1200 166 1627 1940 268 2630
9/16-18 95 13.1 129 135 18.7 183 1 3/8-12 1310 181 1776 2120 293 2874
5/8-11 125 17.3 169 175 24.2 237 1 1/2-6 1580 219 2142 2560 354 3471
5/8-18 135 18.7 183 190 26.2 258 1 1/2-12 1700 235 2305 2770 383 3756
3/4-10 220 30.4 298 310 42.8 420
1 ft lb = 0.138 kgm = 1.356 Nm
35
Standard assembly torques for 12-point, grade 9 Standard assembly torques for class 10.9
cap screws (SAE) capscrews and class 10 nuts
The following specifications apply to required The following specifications apply to required
assembly torques for all 12-point, grade 9 (170,000 assembly torques for all metric class 10.9 finished
psi minimum tensile) capscrews. hexagon head capscrews and class 10 nuts.
• Capscrew threads and seats shall be lubricated • Capscrew threads and seats shall not be
when assembled. Refer to "Effect of special lubricated when assembled. These specifications
lubricants on fasteners and standard torque are based on all capscrews, nuts, and hardened
values". washers being phosphate and oil coated.
• Torques are calculated to give a clamping force of NOTE: If zinc-plated hardware is used, each piece
approximately 75% of proof load. must be lubricated with simple lithium based chassis
• The maximum torque tolerance shall be ±10% of grease (multi-purpose EP NLGI) or a rust preventive
the torque value shown. grease to achieve the same clamping forces provided
in the table.
Table 8: Standard assembly torques for
• Torques are calculated to give a clamping force of
12-point, grade 9 capscrews approximately 75% of proof load.
Capscrew Torque Torque Torque • The maximum torque tolerance shall be ±10% of
size* ft lb kgm Nm the torque value shown.
0.250 - 20 12 1.7 16 Table 9: Standard assembly torques for
0.312 - 18 24 3.3 33 metric class 10.9 capscrews and class 10 nuts
0.375 - 16 42 5.8 57 Capscrew Torque Torque Torque

size* ft lb kgm Nm
0.438 - 14 70 9.7 95
M6 x1 12 9 1.22
0.500 - 13 105 14.5 142
M8 x 1.25 30 22 3.06
0.562 - 12 150 20.7 203
M10 x 1.5 55 40 5.61
0.625 - 11 205 28.3 278
M12 x 1.75 95 70 9.69
0.750 - 10 360 49.7 488
M14 x 2 155 114 15.81
0.875 - 9 575 79.4 780
M16 x 2 240 177 24.48
1.000 - 8 860 119 1166
M20 x 2.25 465 343 47.43
1.000 - 12 915 126 1240
M24 x 3 800 590 81.6
1.125 - 7 1230 170 1670
M30 x 3.5 1600 1180 163.2
1.125 - 12 1330 184 1800
M36 x 4 2750 2028 280.5
1.250 - 7 1715 237 2325
* Shank diameter (mm) - Thread pitch in millimeter
1.250 - 12 1840 254 2495
NOTE: This table represents standard values only.
1.375 - 6 2270 313 3080
Do not use these values to replace torque values
1.375 - 12 2475 342 3355 which are specified in assembly instructions.
1.500 - 6 2980 411 4040
1.500 - 12 3225 445 4375
* Shank diameter (in.) - Threads per inch
NOTE: This table represents standard values only.
Do not use these values to replace torque values
which are specified in assembly instructions.
36
Standard tightening torques for fittings
Table 11: Torques for O-ring boss fittings
Tube
Table 10: Torques for JIC 37° swivel nuts Size Threads Torque Torque
size
(with or without O-ring seals) code UNF-2B ft lbs Nm
(O.D.)
Tube –2 0.125 0.312–24 4±2 6±3
Size Threads Torque Torque
size
code UNF-2B ft lbs Nm –3 0.188 0.375–24 5±2 7±3
(O.D.)
–2 0.125 0.312–24 4±1 5±1 –4 0.250 0.438–20 8±3 11 ± 4
–3 0.188 0.375–24 8±3 11 ± 4 –5 0.312 0.500–20 10 ± 3 13 ± 4
–4 0.250 0.438–20 12 ± 3 16 ± 4 –6 0.375 0.562–18 13 ± 3 18 ± 4
–5 0.312 0.500–20 15 ± 3 20 ± 4 –8 0.500 0.750–16 24 ± 5 33 ± 7
–6 0.375 0.562–18 18 ± 5 24 ± 7 – 10 0.625 0.875–14 32 ± 5 43 ± 7
–8 0.500 0.750–16 30 ± 5 41 ± 7 – 12 0.750 1.062–12 48 ± 5 65 ± 7
– 10 0.625 0.875–14 40 ± 5 54 ± 7 – 14 0.875 1.188–12 54 ± 5 73 ± 7
– 12 0.750 1.062–12 55 ± 5 74 ± 7 – 16 1.000 1.312–12 72 ± 5 98 ± 7
– 14 0.875 1.188–12 65 ± 5 88 ± 7 – 20 1.250 1.625–12 80 ± 5 108 ± 7
– 16 1.000 1.312–12 80 ± 5 108 ± 7 – 24 1.500 1.875–12 80 ± 5 108 ± 7
– 20 1.250 1.625–12 100 ± 10 136 ± 14 – 32 2.000 2.500–12 96 ± 10 130 ± 14
– 24 1.500 1.875–12 120 ± 10 162 ± 14
– 32 2.000 2.500–12 230 ± 20 311 ± 27
37
Table 12: Torques for O-ring face seal fittings
Tube
Size Threads Torque Torque
size
code UNF-2B ft lbs Nm
(O.D.)
–4 0.250 0.438–20 11 ± 1 15 ± 1
–6 0.375 0.562–18 18 ± 2 24 ± 3
–8 0.500 0.750–16 35 ± 4 47 ± 5
– 10 0.625 0.875–14 51 ± 5 70 ± 8
– 12 0.750 1.062–12 71 ± 7 96 ± 9
– 16 1.000 1.312–12 98 ± 6 133 ± 8
– 20 1.250 1.625–12 132 ± 7 179 ± 9
– 24 1.500 1.875–12 165 ± 15 224 ± 20
Table 13: Torques for pipe thread fittings
Torque with Torque with Torque without Torque without

Size Pipe thread
sealant sealant sealant sealant
code size
ft lb Nm ft lbs Nm
–2 0.125–27 15 ± 3 20 ± 4 20 ± 5 27 ± 7
–4 0.250–18 20 ± 5 27 ± 7 25 ± 5 34 ± 7
–6 0.375–18 25 ± 5 34 ± 7 35 ± 5 47 ± 7
–8 0.500–14 35 ± 5 47 ± 7 45 ± 5 61 ± 7
– 12 0.750–14 45 ± 5 61 ± 7 55 ± 5 74 ± 7
– 16 1.000-11.50 55 ± 5 74 ± 7 65 ± 5 88 ± 7
– 20 1.250–11.50 70 ± 5 95 ± 7 80 ± 5 108 ± 7
– 24 1.500–11.50 80 ± 5 108 ± 7 95 ± 10 129 ± 14
– 32 2.000–11.50 95 ± 10 129 ± 14 120 ± 10 162 ± 14
38
Conversion tables
Common conversion multipliers
Table 14: English to metric Table 15: Metric to English

Multiply Multiply
From To From To
by by
inch (in.) millimeter (mm) 25.40 millimeter (mm) inch (in.) 0.0394
inch (in.) centimeter (cm) 2.54 centimeter (cm) inch (in.) 0.3937
foot (ft) meter (m) 0.3048 meter (m) foot (ft) 3.2808
yard (yd) meter (m) 0.914 meter (m) yard (yd) 1.0936
mile (mi) kilometer (km) 1.61 kilometer (km) mile (mi) 0.6210
square centimeter square centimeter
square inch (in.2) 6.45 square inch (in.2) 0.1550
(cm2) (cm2)
square centimeter square centimeter
square foot (ft2) 929 square foot (ft2) 0.001
(cm2) (cm2)
cubic centimeter cubic centimeter
cubic inch (in.3) 16.39 cubic inch (in.3) 0.061
(cm3) (cm3)
cubic inch (in.3) liter (l) 0.016 liter (l) cubic inch (in.3) 61.02
cubic foot (ft3) cubic meter (m3) 0.028 cubic meter (m3) cubic foot (ft3) 35.314
3
cubic foot (ft ) liter (l) 28.317 liter (l) cubic foot (ft3) 0.0353
ounce (oz ) gram (g) 28.350 gram (g) ounce (oz ) 0.0353
fluid ounce (fl oz) milliliter (ml) 29.573 milliliter (ml) fluid ounce (fl oz) 0.0338
pound (lb) - mass kilogram (kg) 0.454 kilogram (kg) pound (lb) - mass 2.2046
pound (lb) - force Newton (N) 4.448 Newton (N) pound (lb) - force 0.2248
inch pound (in lb) Newton meter (Nm) 0.113 Newton meter (Nm) inch pound (in lb) 8.85
foot pound (ft lb) Newton meter (Nm) 1.356 Newton meter (Nm) foot pound (ft lb) 0.7376
foot pound (ft lb) kilogram meter (kgm) 0.138 kilogram meter (kgm) foot pound (ft lb) 7.2329
pounds/square inch pounds/square inch
kilopascal (kPa) 6.895 kilopascal (kPa) 0.1450
(psi) (psi)
pounds/square inch pounds/square inch
megapascal (MPa) 0.007 megapascal (MPa) 145.038
(psi) (psi)
pounds/square inch kilograms/square kilograms/square pounds/square inch
0.0704 14.2231
(psi) centimeter (kg/cm2) centimeter (kg/cm2) (psi)
short ton kilogram (kg) 907.2 kilogram (kg) short ton 0.0011
short ton metric ton 0.0907 metric ton short ton 1.1023
quart (qt) liter (l) 0.946 liter (l) quart (qt) 1.0567
U.S gallon (gal) liter (l) 3.785 liter (l) U.S gallon (gal) 0.2642
horsepower (HP) kilowatt (kw) 0.745 kilowatt (kw) horsepower (HP) 1.3410
39
Table 16: Metric to metric
Multiply
From To
by
Newton meter (Nm) kilogram meter (kgm) 0.102
kilogram meter (kgm) Newton meter (Nm) 9.807
kilograms/square
kilopascal (kPa) 98.068
centimeter (kg/cm2)
kilograms/square
kilopascal (kPa) 0.01
centimeter (kg/cm2)
40
Temperature conversion table

When converting from Fahrenheit (°F) to Centigrade (°C), consider the center (boldface) column to be a table of
Fahrenheit temperatures and read the corresponding Centigrade temperature in the column at the left.
When converting from Centigrade (°C) to Fahrenheit (°F), consider the center (boldface) column to be a table of
Centigrade values, and read the corresponding Fahrenheit temperature on the right.
°C °F °C °F °C °F °C °F
–40.4 –40 –40.0 –11.7 11 51.8 7.8 46 114.8 27.2 81 177.8
–37.2 –35 –31.0 –11.1 12 53.6 8.3 47 116.6 27.8 82 179.6
–34.4 –30 –22.0 –10.6 13 55.4 8.9 48 118.4 28.3 83 181.4
–31.7 –25 –13.0 –10.0 14 57.2 9.4 49 120.2 28.9 84 183.2
–28.9 –20 –4.0 –9.4 15 59.0 10.0 50 122.0 29.4 85 185.0
–28.3 –19 –2.2 –8.9 16 60.8 10.6 51 123.8 30.0 86 186.8

–27.8 –18 –0.4 –8.3 17 62.6 11.1 52 125.6 30.6 87 188.6
–27.2 –17 1.4 –7.8 18 64.4 11.7 53 127.4 31.1 88 190.4
–26.7 –16 3.2 –7.2 19 66.2 12.2 54 129.2 31.7 89 192.2
–26.1 –15 5.0 –6.7 20 68.0 12.8 55 131.0 32.2 90 194.0
–25.6 –14 6.8 –6.1 21 69.8 13.3 56 132.8 32.8 91 195.8

–25.0 –13 8.6 –5.6 22 71.6 13.9 57 134.6 33.3 92 197.6
–24.4 –12 10.4 –5.0 23 73.4 14.4 58 136.4 33.9 93 199.4
–23.9 –11 12.2 –4.4 24 75.2 15.0 59 138.2 34.4 94 201.2
–23.3 –10 14.0 –3.9 25 77.0 15.6 60 140.0 35.0 95 203.0
–22.8 –9 15.8 –3.3 26 78.8 16.1 61 141.8 35.6 96 204.8

–22.2 –8 17.6 –2.8 27 80.6 16.7 62 143.6 36.1 97 206.6
–21.7 –7 19.4 –2.2 28 82.4 17.2 63 145.4 36.7 98 208.4
–21.1 –6 21.2 –1.7 29 84.2 17.8 64 147.2 37.2 99 210.2
–20.6 –5 23.0 –1.1 30 86.0 18.3 65 149.0 37.8 100 212.0
–20.0 –4 24.8 –0.6 31 87.8 18.9 66 150.8 40.6 105 221.0

–19.4 –3 26.6 0 32 89.6 19.4 67 152.6 43.3 110 230.0
–18.9 –2 28.4 0.6 33 91.4 20.0 68 154.4 46.1 115 239.0
–18.3 –1 30.2 1.1 34 93.2 20.6 69 156.2 48.9 120 248.0
–17.8 0 32.0 1.7 35 95.0 21.1 70 158.0 51.7 125 257.0
–17.2 1 33.8 2.2 36 96.8 21.7 71 159.8 54.4 130 266.0

–16.7 2 35.6 2.8 37 98.6 22.2 72 161.6 57.2 135 275.0
–16.1 3 37.4 3.3 38 100.4 22.8 73 163.4 60.0 140 284.0
–15.6 4 39.2 3.9 39 102.2 23.3 74 165.2 62.7 145 293.0
–15.0 5 41.0 4.4 40 104.0 23.9 75 167.0 65.6 150 302.0
–14.4 6 42.8 5.0 41 105.8 24.4 76 168.8 68.3 155 311.0

–13.9 7 44.6 5.6 42 107.6 25.0 77 170.6 71.1 160 320.0
–13.3 8 46.4 6.1 43 109.4 25.6 78 172.4 73.9 165 329.0
–12.8 9 48.2 6.7 44 111.2 26.1 79 174.2 76.7 170 338.0
–12.2 10 50.0 7.2 45 113.0 26.7 80 176.0 79.4 175 347.0
41
860E Dump truck

960E Dump truck
© 2011 KOMATSU
All Rights Reserved
Printed in U.S.A. 04-11
42
CEN00009-01
960E

960E-1K A50003 and up

Operating instructions
Preparing for operation ......................................................................................................................................... 3
Engine start-up...................................................................................................................................................... 7
After engine start-up.............................................................................................................................................. 8
Emergency steering system.................................................................................................................................. 9
Precautions during truck operation ..................................................................................................................... 10
Operating on a haul road .....................................................................................................................................11
Starting on a grade with a loaded truck................................................................................................................11
Loading the dump body ...................................................................................................................................... 12
Dumping a load................................................................................................................................................... 12
Using the speed control feature .......................................................................................................................... 14
Safe parking procedure....................................................................................................................................... 15
Normal engine shutdown procedure ................................................................................................................... 15
Sudden loss of engine power.............................................................................................................................. 16
Fuel depletion ..................................................................................................................................................... 16
1
Towing ................................................................................................................................................................. 17
Disabled truck operation ..................................................................................................................................... 20
Disabled truck dumping procedure ..................................................................................................................... 21
2
Preparing for operation

The safest trucks are those which have been properly
prepared for operation. At the beginning of each shift,
a careful check of the truck should be made before
attempting to start the engine. High voltage may be present on this truck! DO
Safety is thinking ahead. Prevention is the best safety NOT open any electrical cabinet doors on this
program. Prevent a potential accident by knowing the truck while the engine is running. Never climb on
employer's safety requirements, all necessary job site any power cables or use power cables for
regulations, and use and care of the safety handholds or footholds unless the engine has
equipment on the truck. Only qualified operators or been shut down and the system has been verified
technicians should attempt to operate or maintain a to be at “rest”.
Komatsu truck. 1. Start at left front of truck. Visually inspect all
Safe practices start before the operator gets to the lights and safety equipment for damage. Ensure
equipment. that the lenses are clean and unbroken.
• Wear the proper clothing. Loose fitting clothing, 2. Empty the dust collectors on the left side air
unbuttoned sleeves and jackets, jewelry, etc., cleaner assemblies. (A ladder may be
can catch on a protrusion and cause a potential necessary to reach the air cleaners.) Ensure
hazard. that the battery box covers are in place and
secure.
• Always use the personal safety equipment
provided for the operator such as hard hats, 3. Inspect the auto lube system (2, Figure 00-1).
safety shoes, safety glasses or goggles. There See Section 42, Automatic Lubrication System,
are some conditions when protective hearing in the Operation and Maintenance Manual for
devices should also be worn for operator safety. more information about the auto lube system.
• When walking to and from the truck, maintain a 4. Move in front of the left front tire. Inspect the
safe distance from all machines, even if the hub and brake assemblies for leaks and any
operator is visible. abnormal conditions.
5. Check that all suspension attaching hardware is
Walk around inspection
secure. Inspect the mounting key area for
At the beginning of each shift, a careful walk around evidence of wear. Check that the suspension
inspection should be performed before attempting to extension (exposed piston rod) is correct and
start the engine. A walk around inspection is a that there are no leaks.
systematic ground level inspection of the truck and its 6. With the engine stopped, check the engine oil
components to ensure that the truck is safe to level. First pull the dipstick out and wipe it clean.
operate before entering the operator's cab. Then insert and pull the dipstick again and then
Start at the left front corner of the truck (see the check the oil level. Use the service light, if
illustration on the next page) and move in a necessary.
counterclockwise direction. Move front-to-rear, 7. Inspect the air conditioner belts for correct
across the rear, and continue forward up the opposite tension, obvious wear, and tracking. Check that
side of the truck to the original starting point. the fan guard is secure and in good condition.
When leaving this point, turn off the service light
If these steps are performed in sequence and are
if used.
repeated from the same point and in the same
direction before every shift, many potential problems 8. Ensure that the anchor end of the steering
may be avoided or scheduled for maintenance. cylinder is secure and properly greased.
Unscheduled downtime and loss of production can
be reduced as a result.
Local work practices may prevent an operator from
performing all tasks suggested here. To the extent
permitted, the operator should follow this routine.
3
START HERE
4
13. Move around the hydraulic tank and in front of

FIGURE 00-1. TOP VIEW the rear dual tires. Inspect the hoist cylinder for
any damage and leaks. Ensure that both upper
1. Operator Cab and lower hoist cylinder pins are secure and
2. Auto Lubrication properly greased.
3. Radiator
4. Reserve Oil System 14. Look under the lower edge of the chassis to
5. Engine ensure that the flexible duct that carries the air
6. Fuel Filters from the main blower to the final drive housing is
7. Suspension in good condition. Also look up at the main
8. Wet Disc Brake hydraulic pumps to see if there is any leakage or
9. Brake Accumulators any other unusual condition with the pumps or
10. Hoist Filters pump drive shafts.
11. Steering Filter 15. Move around the left side dual tires. Check that
12. Fuel Tank all wheel nuts/studs are in place and tight.
13. Hoist Cylinder Inspect the wheel for any oil that would indicate
14. Rear Axle Housing brake leakage or wheel motor leakage.
15. Wet Disc Brake
16. Check the dual tires for cuts, damage, and
16. Wheel Motor Transmission
bubbles. Verify that tire inflation is correct. If the
17. Rear Tires
truck has been run on a "flat," the tire must be
18. Rear Suspension
cooled before moving the truck inside. Check for
19. Rear Axle Hatch
any rocks that might be lodged between the
20. AC Electric Motor
dual tires.
21. Hydraulic Tank
22. Steering Pump 17. Inspect the left rear suspension for damage,
23. Hoist Pump correct rod exposure, and leaks. Ensure that the
24. Steering Accumulators covers over the chrome piston rod are in good
25. Alternator condition.
18. While standing at the rear hatch, look up to
check that the rear lights and back-up horns are
in good condition. Look up at panhard rod to
9. Move outside of the front wheel. Ensure that all check that it is properly greased. Also check
of the wheel attaching nuts/studs are in place both body hinge pins for proper greasing and
and tight. Check the tires for cuts, damage, or any abnormal condition. Check the hoist limit
bubbles. Check for evidence of incorrect tire switch and clear any mud or debris from the
inflation. contacts.
10. Move in behind the front wheel. Check that the 19. Perform the same inspections on the right rear
steering cylinder is properly greased and the suspension.
attaching hardware is tight. Check the suspen-
sion attaching hardware and suspension exten- 20. Move around the right side dual tires. Inspect
sion. Ensure that the suspension protective boot between the tires for rocks. Inspect the tires for
is in good condition. Inspect the hub and brakes cuts, damage and proper inflation.
for any unusual conditions. Check the entire 21. Check that all wheel nuts/studs are in place and
area for leaks. tight. Inspect the wheel for any oil that would
11. Inspect the sight glass on hydraulic tank (21). indicate brake leakage or wheel motor leakage.
With the engine stopped and the body down, 22. Move in front of right dual tires. Inspect the hoist
hydraulic fluid must be visible in the upper sight cylinder in the same manner as the left side.
glass. Ensure the body-up limit switch is secure and in
12. If equipped, verify that all hydraulic tank shut off good condition. Remove any mud or dirt
valves are locked in their fully open positions. accumulation from the switch.
5
23. Move around fuel tank (12). Inspect the fuel 30. Always use handrails and ladders when
gauge. This should agree with the fuel gauge in mounting or dismounting the truck. Clean any
the cab. Inspect the attaching hardware for the foreign material such as ice, snow, oil or mud
fuel tank at the upper saddles and at the lower from the ladders and handrails.
back side of the tank. Check the hoist filters for
leaks.
24. Move in behind the right front wheel. Check that
the steering cylinder is properly greased and the If the engine has been running, allow the coolant
attaching hardware is secure. Check the to cool before removing the fill cap or draining
suspension attaching hardware and suspension the radiator. Serious burns may result if skin
extension. Ensure that the suspension comes in contact with hot coolant.
protective boot is in good condition. Inspect the
hub and brakes for any unusual conditions. 31. Use the coolant level sight gauge to check the
Check the entire area for leaks. coolant level in the radiator. If it is necessary to
remove the radiator cap, ensure the engine is
25. Move out and around the right front wheel. shut down and relieve coolant pressure by
Check that all wheel nuts/studs are in place and slowly removing the radiator cap.
tight.
32. Inspect the retarding grid and covers. Ensure
26. Move behind the front of the right front wheel. that the latches are in place and secure. Inspect
Check the hub and brakes for leaks and any the main air inlet to be sure it is clear. Ensure
unusual conditions. Check that the steering that all cabinet door latches are secure.
cylinder is secure and properly greased. Inspect
the engine compartment for any leaks and 33. Check the coolant level in the inverter cabinet
unusual conditions. Inspect the fan guard and radiator. The coolant level must be visible at the
belts. Check the fuel filters for leaks. Check for halfway mark in the upper sight gauge.
any debris behind the radiator. 34. Move around to the rear of the cab. Open the
27. Move around to the right front of the truck. doors of the brake cabinet and check inside the
Empty the dust collectors on the right side air cabinet for leaks.
cleaner assemblies. (A ladder may be 35. Clean the cab windows and mirrors. Clean out
necessary to reach the air cleaners.) If the cab floor, if necessary. Ensure that the
equipped, check the oil level in the reserve tank. steering wheel, operator controls, and pedals
28. As you move in front of radiator (3), remove any are free of any grease or mud.
debris that is stuck in front of the radiator. Check 36. Stow any personal gear in the cab so that it
for any coolant leaks. Inspect the headlights and does not interfere with any operation of the
fog lights. truck. Dirt or trash buildup, specifically in the
29. Before climbing the ladder to first level, ensure operator's cab, should be cleared. Do not carry
that the ground level engine shutdown switch is tools or supplies in the cab or on the deck.
activated. If equipped, inspect the fire control 37. Adjust the seat and the steering wheel for the
actuator. Ensure that the safety pin is in place operator’s comfort.
and the plastic tie that prevents accidental
38. Before operating the truck, read about and
actuation is in place and in good condition.
understand the locations and functions of all
Ensure that the battery disconnect switches are
operator controls listed in Section 32, Operator
activated.
Cab And Controls, in the Operation and
Maintenance Manual.
Always mount and dismount ladders facing the

truck. Never attempt to mount or dismount while
the truck is in motion.
6
Engine start-up NOTE: This truck is equipped with an engine prelube

system. With this feature, a noticeable time delay
may occur before engine cranking begins as the
engine lube oil passages are being filled and
pressurized.
5. After the engine has started, place the rest
Never attempt to start the engine by shorting switch in the OFF position to deactivate the rest
across the starter terminals. This may cause fire, mode.
or serious injury or death to anyone in the
machine’s path. Start the engine from the
operator seat only. NOTE: In cold ambient conditions and when the
engine is cold, the engine rpm will not increase above
low idle speed until the engine controller determines
it is safe to do so. This time delay will vary from 30
seconds to 11 minutes which allows the coolant and
If the truck is in an enclosure, make sure that engine oil to warm up.
there is adequate ventilation before start-up.
Exhaust fumes are dangerous! NOTE: The electric cranking motors have a 30
second time limit. If the 30 second limit is reached,
cranking will be prohibited for two minutes. After two
minutes, cranking will be allowed. If the 30 second
limit is reached seven consecutive times, the key
switch must be turned to the OFF position. This will
If the truck is equipped with an auxiliary cold
allow the interface module to power down and reset,
weather heater system, do not attempt to start the
which requires seven minutes to complete. A warning
engine while the heaters are in operation.
will be displayed in the monitor panel if the 30 second
Damage to the coolant heaters will result.
time limit or seven attempts is reached.
1. Ensure that all personnel are clear of the truck
before starting the engine. Always sound the
horn as a warning before moving any controls.
2. Make sure that the directional control lever is in
PARK before starting.
3. Place the rest switch in the ON position to put
drive system in rest mode. For more
information, refer to the Operation and
Maintenance Manual.
4. The key switch is a four-position switch
(ACC, OFF, RUN, START). The ACC position is
not currently used.
a. Turn the key switch one position clockwise to
the RUN position. All electrical circuits except
the start circuit are activated. Verify that all
indicator lights and gauges are functioning.
b. After the message “System Initializing” is
displayed, turn the key switch fully clockwise
to the START position and hold this position
until the engine starts. The START position is
spring-loaded and will return the switch to the
RUN position when the key is released.
7
After engine start-up
4. If any application or release of any brake circuit

appears sluggish or improper, or if warning
alarms are activated on application or release,
shut the engine off and notify maintenance
Do not leave the truck unattended while the personnel. DO NOT operate the truck until the
engine is running. Move the directional control brake circuit in question is fully operational.
lever to PARK and turn off the engine before 5. Check the gauges, warning lights and
leaving the truck. instruments before moving the truck to ensure
1. Become thoroughly familiar with steering and proper system operation and proper instrument
emergency controls. After the engine has been functioning. Pay special attention to braking and
started, DO NOT accelerate engine speed or steering circuit hydraulic warning lights. If
drive truck until low pressure and warning warning lights come on, shut off the engine
systems are normal, and the coolant immediately and determine the cause.
temperature is at least 71°C (160°F). 6. Ensure the headlights, work lights and taillights
2. With the service brakes applied, move the are in proper working order. Good visibility may
directional control to the NEUTRAL position, prevent an accident. Check operation of the
then apply the wheel brake lock. Release the windshield wipers.
service brakes. Test the truck steering in 7. Any time the directional control lever is placed in
extreme right and left directions. If the steering the FORWARD or the REVERSE position, the
system is not operating properly, shut the engine speed will go to 1,600 rpm for 15
engine off immediately. Determine the steering seconds in preparation for truck movement. If
system problem and have it repaired before the throttle pedal is not touched within 15
resuming operation. seconds, engine speed will return to 750 rpm.
3. Operate each of the truck's brake circuits at 8. Any time the truck is moving and engine rpm is
least twice prior to operating and moving the above 1,600 rpm and the throttle pedal is
truck. These circuits include individual activation released, engine rpm will hold at 1,600 rpm. If
from the operator's cab of the service brake, the throttle pedal is not touched within 15
parking brake, and wheel brake lock. With the seconds, then engine rpm will return to 750 rpm.
engine running and with the hydraulic circuit
fully charged, activate each circuit individually.
a. Park the truck on level ground.
b. To operate the park brake, place the
directional control lever in the PARK position.
c. To operate the wheel brake lock, apply the
service brake and move directional control
lever to NEUTRAL. Release service brakes,
and apply wheel brake lock. Turn the wheel
brake lock OFF, then back ON again.
d. Release wheel brake lock and apply service
brakes several times.
e. With service brakes applied, move
directional control lever to PARK.
8
Emergency steering system

Operation
This truck is equipped with an emergency steering b. Steering accumulator precharge: Verify that
system. This system is a backup in the event of loss the low accumulator precharge message is
of oil supply to the main steering system. The not displayed on the dash panel and the
emergency steering system was designed to meet or warning buzzer is not sounding. If the
exceed SAE J1511 and ISO 5010 standards. message is displayed and the buzzer is
sounding, immediately notify maintenance
If the low steering system pressure indicator light and personnel. Do not operate the truck until the
alarm are activated, a failure in the hydraulic oil problem is corrected.
supply to the steering and brake system exists. When
5. Start the engine and allow the steering
the alarm is activated, typically there is enough
accumulators to fully charge. Turn the steering
hydraulic pressure stored in the brake and steering
wheel so that the front wheels are straight.
accumulators to allow brief operation of the steering
and brake functions. However, this oil supply is 6. Check the hydraulic tank oil level while the
limited. Therefore, it is important to stop the truck as engine is on.
quickly and safely as possible after the alarm is first a. If the oil level is visible in center of the lower
activated. sight glass and does not cover the entire
If the oil supply pressure drops to a predetermined lower sight glass, the steering accumulators
level, the low brake pressure warning light will also are adequately charged. Proceed to Step 7.
illuminate. If the oil pressure continues to decrease, b. If the oil level is below the lower sight glass,
the brake auto-apply feature will activate the service the steering accumulators are not adequately
brakes to stop the truck. charged. Stop the engine and turn the key
switch to the OFF position. Immediately
Pre-operation testing
notify maintenance personnel. Do not
NOTE: Komatsu recommends that operators perform operate the truck until the problem is
this test to verify that the steering accumulator corrected.
precharge pressure is adequate at the beginning of 7. If the steering accumulators are adequately
each shift before operating the truck. charged, stop the engine by using the engine
1. Park the empty truck on flat, level ground. shutdown switch. Leave the key switch in the
Lower the dump body onto the frame and stop ON position. This allows the steering
the engine. Make sure that the key switch is in accumulators to retain their hydraulic charge.
the OFF position. The low steering pressure warning light and the
low accumulator precharge warning light should
2. Wait at least 90 seconds to verify that all
not illuminate.
hydraulic pressure has been relieved from the
steering accumulators. Turn the steering wheel 8. Turn the steering wheel from stop to stop. The
from stop to stop. If the front wheels do not front wheels should turn fully to the left and to
move, there is no hydraulic pressure. the right. Also, the low steering pressure
warning light should illuminate and the warning
3. Check the hydraulic tank oil level. The oil level
buzzer should sound.
must be visible in the center of the upper sight
glass and must not cover the entire upper sight If the front wheels cannot be turned fully to the
glass. Add oil if necessary. Do not overfill. left and right, or if the warning light and buzzer
do not activate, immediately notify maintenance
4. Turn the key switch to the ON position, but do personnel. Do not operate the truck until the
not start the engine. problem is corrected.
a. Steering system pressure: Verify that the low If the truck passes this test, the emergency steering
steering pressure message is displayed on system is functioning properly.
the dash panel. If it is not displayed,
immediately notify maintenance personnel.
Do not operate the truck until the problem is
corrected.
9
Precautions during truck operation • Observe all regulations pertaining to the job site's
traffic pattern. Be alert to any unusual traffic
After the engine is started and all systems are pattern. Obey the spotter's signals.
functioning properly, the operator must follow all local
safety rules to ensure safe machine operation. • Match the truck speed to haul road conditions.
Slow down the truck in congested areas. Keep a
firm grip on the steering wheel at all times.
• Do not allow the engine to run at idle for extended
periods of time.
• When the truck body is in the dump position, do
If any of the red warning lights come on or if any
not allow anyone beneath it unless the body-up
gauge reads in the red area during truck retaining pin or cable is in place.
operation, a malfunction is indicated. Stop the
truck as soon as possible and turn off the engine.
Have the problem corrected before resuming
truck operation.
Do not use the brake lock for parking. With the

engine stopped, hydraulic pressure will bleed
down, allowing the brakes to release.
• Check the brake lock performance periodically for
The truck is equipped with “slip/slide” control. If
safe loading and dump operation.
this function becomes inoperative, operating the
truck with stalled or free spinning wheel motors • Proceed slowly on rough terrain to avoid deep
may cause serious damage to the wheel motors. ruts or large obstacles. Avoid traveling close to
If the truck does not begin to move within 10 soft edges or the edge of a fill area.
seconds after depressing the throttle pedal with • Do not drive over unprotected power cables.
the directional control lever in a F or R position,
• Check the tires for proper inflation periodically
release the throttle pedal and allow the wheels to
during your shift. If the truck has been run on a
regain traction before accelerating again. “flat” or under-inflated tire, it must not be parked
• Operate the truck only while properly seated with in a building until the tire cools.
seat belt fastened. Keep hands and feet inside
the cab while the truck is in operation.
• Do not allow unauthorized personnel to ride in or
on the truck. Do not allow anyone to ride on the
ladder of the truck.
• Always look to the rear before backing the truck.
Watch for and obey the ground spotter's hand
signals before making any reverse movements.
The spotter should have a clear view of the entire
area at the rear of the truck.
• When backing up the truck, give a back-up signal
of three blasts on the horn. When starting
forward, give two blasts on the horn. These
signals must be given each time the truck is
moved forward or backward.
• Truck operation requires concentrated effort by
the driver. Avoid distractions of any kind while
operating the truck.
• Check the gauges and instruments frequently
during operation for proper readings.
10
Operating on a haul road Starting on a grade with a loaded truck

• Always stay alert! If you are unfamiliar with the Initial propulsion with a loaded truck should begin
haul road, drive with extreme caution. The cab from a level surface whenever possible. However, the
doors should remain closed at all times if the truck is equipped with an anti-roll feature to assist on
truck is in motion or unattended. hill starts without any truck rollback.
• Obey all road signs. Keep the truck under control This feature automatically activates the brake lock
at all times. Govern the truck speed according to solenoid if the truck is on an incline and stationary,
the road conditions, weather, and visibility. Report
with the engine running and the directional control
poor haul road conditions immediately. Muddy or
icy roads, pot holes, or other obstructions can lever in forward or reverse position.
present hazards. The brake lock solenoid will deactivate once the
• Initial propulsion with a loaded truck should begin throttle pedal is depressed at least 50% and enough
from a level surface whenever possible. If starting torque is built up to move the truck.
on a hill or grade cannot be avoided, refer to
"Starting on a grade with a loaded truck".
• Use extreme caution when approaching a haul
road intersection. Maintain a safe distance from
oncoming vehicles.
• Maintain a safe distance when following another
vehicle. Never follow another vehicle in the same
lane closer than 15 m (50 ft), or 30 m (100 ft) on a
downgrade.
• Do not pass another truck on a hill or blind curve.
Only use areas designated for passing. Before
passing, make sure that the road ahead is clear. If
a disabled truck is blocking your lane, slow down
and pass with extreme caution.
• Do not stop or park on a haul road unless it is
unavoidable. If you must stop, move the truck to a
safe place, move the directional control lever to
PARK and turn off the engine before leaving the
cab. Chock the wheels securely and notify
maintenance personnel for assistance.
• Before driving uphill or downhill, maintain a speed
that will ensure safe driving and provide effective
retarding under all conditions. Refer to the grade/
speed chart in the operator cab to determine the
maximum safe truck speeds for descending
various grades with a loaded truck.
• When operating the truck in darkness, or when
visibility is poor, do not move the truck unless all
headlights, clearance lights, and tail lights are on.
Do not back up the truck if the backup horn or
lights are inoperative. Always dim the headlights
when meeting oncoming vehicles.
• If the emergency steering light and/or low brake
pressure warning light illuminate during
operation, steer the truck immediately to a safe
area away from other traffic, if possible, and stop
the truck.
11
Loading the dump body Dumping a load

1. Pull into the loading area with caution. Remain Raising the dump body
at a safe distance while the truck ahead is being
loaded. 1. Pull into the dump area with extreme caution.
Make sure the area is clear of persons and
2. When approaching or leaving a loading area, obstructions, including overhead utility lines.
watch out for other vehicles and personnel Obey signals directed by the spotter, if present.
working in the area.
2. Avoid unstable areas. Stay a safe distance from
3. When pulling in under a loader or shovel, follow the edge of the dump area.
the spotter or shovel operator’s signals. The
truck operator may speed up loading operations
by observing the location and loading cycle of
the truck being loaded ahead, then follow a
similar pattern. To prevent tipping or rolling, position the truck on
4. During loading, the operator must stay in the a solid, level surface before dumping. As the
cab with the engine running. Place the body raises, the truck center of gravity will move.
directional control lever in NEUTRAL and apply 3. Carefully maneuver the truck into the dump
the brake lock. position. When backing the truck into the dump
5. When loaded, pull away from shovel as quickly position, use only the foot-operated brake pedal
as possible but with extreme caution. to stop and hold the truck. Do not rely on the
wheel brake lock to stop the truck. This control
is not modulated and applies the rear service
brakes only.
4. When the truck is stopped and in the dump
position, apply the brake lock and move the
directional control lever to NEUTRAL.
Dumping very large rocks (10% of payload or

greater) or sticky material (loads that do not flow
freely from the body) may allow the material to
move too fast and cause the body to move
rapidly and suddenly. This sudden movement
may jolt the truck violently, possibly causing
injury to the operator and/or damage to the hoist
cylinders, frame, and/or body hinge pins.
12
Lowering the dump body (on flat ground)

It is very likely when dumping on flat ground that the
dumped material will build up enough to prevent the
body from lowering. In this case, the truck will have to
be driven forward a short distance (just enough to
clear the material) before the body can be lowered.
1. Move the directional control lever to
FORWARD, release the brake lock, depress the
override button, and drive just far enough
forward for the body to clear the material.
2. Stop, move the directional control lever to
5. Pull the lever to the rear to actuate the hoist NEUTRAL, and apply the brake lock.
circuit. Releasing the lever anywhere during 3. Move the hoist lever forward to the LOWER
“hoist up” will hold the body at that position. position. Release the lever to place the hoist
6. Raise the engine rpm to accelerate the hoist control valve in the FLOAT position, which
speed. allows the body to return to the frame.
If dumping very large rocks or sticky material, If dumped material builds up at the rear of the
slowly accelerate the engine to raise the body. body and the body cannot be lowered, then
When the material starts to move, release the perform the following steps:
hoist lever to the HOLD position. If the material a. Move the hoist lever back to the RAISE
does not continue moving and clear the body, position to fully raise the dump body. Then
repeat this procedure until the material has release the hoist lever so it returns to the
cleared the body. HOLD position.
7. Reduce the engine rpm as the last stage of the b. Move the directional control lever to
hoist cylinder begins to extend. Let the engine FORWARD, release the brake lock, depress
go to low idle as the last stage reaches half- the override button, and drive forward to
extension. clear the material.
8. Release the hoist lever as the last stage of the c. Stop, move the directional control lever to
hoist cylinder reaches full extension. NEUTRAL, apply the brake lock, and lower
9. After the material being dumped clears the the body.
body, lower the body to the frame.
NOTE: Failure to hoist the body after making an
NOTE: If the directional control lever is in REVERSE unsuccessful attempt at lowering the body may result
when the dump body is raised, reverse propel is in the dump body suddenly lowering after the truck
inhibited. To deactivate, lower the dump body and has pulled ahead of the material that was previously
move the directional control lever out of REVERSE. preventing the body from lowering.
Do not move the truck with the dump body raised

except in an emergency. Failure to lower body
before moving truck may cause damage to hoist
cylinders, frame and/or body hinge pins.
4. With the body returned to frame, move the
directional control lever to FORWARD, release
the brake lock, and leave the dump area
carefully.
13
Lowering the dump body (over a berm or into a Using the speed control feature
crusher)
The speed control feature functions much like cruise
1. Move the hoist lever forward to the DOWN control in a car. The truck must be travelling faster
position. Release the lever to place the hoist than 5 kph (3 mph) before speed control will engage,
control valve in the FLOAT position, which and the set speed must be above 8 kph (5 mph).
allows the body to return to the frame.
1. Press the speed control switch on the dash
If dumped material builds up at the rear of the panel to turn on the speed control feature.
body and the body cannot be lowered, perform
2. Accelerate to the desired truck speed.
the following steps:
3. Press the button on the end of the speed control
a. Move hoist lever back to the HOIST position lever to set the cruising speed at the current
to fully raise the dump body. Release the truck speed.
hoist lever so it returns to the HOLD position.
• The set speed can be increased incrementally by
NOTE: Do not drive forward if the tail of body will not 1 kph (1 mph) by tapping up on the lever or
clear the crusher wall in the fully raised position. continuously by holding the lever up.
b. Move the directional control lever to FOR- • The set speed can be decreased incrementally by
WARD, release the brake lock, depress the 1 kph (1 mph) by tapping down on the lever or
Override button, and drive forward to clear continuously by holding the lever down.
the material. • If the accelerator pedal is used to accelerate the
c. Stop, move the directional control lever to truck above the set speed, the truck will return to
NEUTRAL, apply the brake lock and lower the set speed when the pedal is released.
the body. • If the service brake pedal is used to decelerate
NOTE: Failure to hoist the body after making an the truck below the set speed, tapping up on the
lever will return the truck to the set speed when
unsuccessful attempt at lowering the body may result
the pedal is released.
in the dump body suddenly lowering after the truck
has pulled ahead of the material that was previously
preventing the body from lowering. (a) Press to set speed.
(b) Tap up to resume or
increase speed.
(c) Tap down to decrease
speed.
(d) Pull to cancel set
speed.
Do not move the truck with the dump body raised
except in an emergency. Failure to lower the body
before moving the truck may cause damage to
the hoist cylinders, frame and/or body hinge pins.
2. With the body returned to the frame, move the
directional control lever to FORWARD, release
the brake lock, and leave the dump area
carefully.
14
Safe parking procedure Normal engine shutdown procedure

Continue to use safety precautions when preparing 1. Stop the truck out of the way of other traffic on a
for parking and engine shutdown. level surface. Make sure that there are no
overhead power lines or other obstructions in
If the truck is being used in consecutive shifts, any
case the dump body must be raised.
questionable truck performance the operator may
have noticed must be checked by maintenance 2. Reduce the engine speed to idle.
personnel before the truck is released to another 3. Place the directional control lever in PARK.
operator. Make sure that the parking brake applied
1. Park the truck on level ground, if possible. If the indicator light is illuminated.
truck must be parked on a grade, position the 4. Place the rest switch in the ON position to put
truck at a right angle to the grade. the AC drive system in rest mode. The NO DC
2. The directional control lever must be in PARK LINK VOLTAGE status light and the NO
and chocks must be placed in front of and PROPEL status light should be illuminated.
behind the wheels so the truck cannot roll. Each 5. Turn the key switch to the OFF position. A
truck should be parked at a reasonable distance shutdown timing sequence will be activated
from one another. automatically to allow the engine to cool down
before it is turned off. The timing sequence may
last up to three minutes.
If the engine does not shut down after the timing
sequence is done, use the engine shutdown
switch on the operator cab center console. Pull
Do not activate the wheel lock feature when the this switch up until the engine stops.
parking brake is activated. Bleed down of 6. With the key switch OFF and engine stopped,
hydraulic pressure may occur, causing the truck wait at least two minutes. If any warning mes-
to roll away. sages are displayed, notify maintenance per-
3. Haul roads are not safe parking areas. In an sonnel immediately.
emergency, pick the safest spot that is most 7. Ensure the steering circuit is completely bled
visible to other machines in the area. If the truck down by turning the steering wheel back and
becomes disabled where traffic is heavy, mark forth several times. No front wheel movement
the truck with warning flags in daylight or flares will occur when hydraulic pressure is relieved. If
at night. the front tires continue to steer after the engine
is stopped, notify maintenance personnel.
8. Open the access panel at the left front side of
the control cabinet. Verify that the green link
voltage light is illuminated and the DC bus volt-
age gauge reads 0.0 V. Notify qualified drive
system maintenance personnel if the green link
voltage light fails to illuminate within five min-
utes after engine shutdown.
9. Close and lock all windows. Remove the key
from the key switch and lock the cab to prevent
unauthorized truck operation. Dismount the
truck properly. Put wheel chocks in place behind
and in front of each tire.
15
Sudden loss of engine power Fuel depletion

If the engine suddenly stops, there is enough The high pressure injection (HPI) fuel system uses
hydraulic pressure stored in the brake accumulators fuel to adjust fuel delivery timing by creating a
and steering accumulators to allow the operation of hydraulic link between the upper plunger and the
the steering and brake functions. However, this oil timing plunger. Metered fuel is also used for
supply is limited, so it is important to stop the truck as lubricating the injector plunger and barrel. The
quickly and safely as possible after the loss of engine maximum demand for metered fuel is required during
power. high speed / low load conditions.
If the brake supply pressure drops to a pre-
determined level, the low brake oil pressure warning
light will illuminate and sonalarm will sound. If the
brake pressure continues to decrease, the auto-apply
feature will activate and the service brakes will apply
automatically to stop the truck. Operating the truck to fuel depletion forces the
injector train into a no-follow condition. No fuel
1. Bring the truck to a safe stop as quickly as flow between the plungers may cause damage to
possible by using the foot pedal to apply the the injectors and the overhead due to adhesive
service brakes. If possible, safely steer the truck wear, resulting in costly repairs and unnecessary
to the side of the road while braking. downtime.
Dynamic retarding will not be available. Do not

Allowing the Komatsu truck to operate until fuel
use the service brakes for continuous retarding
depletion can lead to unsafe operating conditions
purposes.
possibly resulting in an uncontrollable vehicle
2. As soon as the truck has stopped moving, shift and/or personal injury.
the directional control lever to PARK. This will
apply the parking brake.
3. Slowly release the service brakes to check the
capacity of the parking brake. If the parking
brake can not hold the truck stationary, apply
and hold the service brakes. DO NOT turn the
key switch OFF, and DO NOT release the
service brakes.
4. Notify maintenance personnel immediately.
5. If the truck is on level ground, or if the parking
brake can hold the truck stationary and the truck
is in a stable condition, it is then OK to turn the
key switch OFF.
6. If safe to do so, have maintenance personnel
place wheel chocks or other mechanisms in
front or behind the wheels to reduce the risk of
the truck rolling.
7. If traffic is heavy near the disabled machine,
mark the truck with warning flags during daylight
hours or use flares at night. Adhere to local
regulations.
16
Towing
Before towing a truck, many factors must be

carefully considered. Serious personal injury
and/or significant property damage may result if
important safety practices, procedures and
preparation for moving heavy equipment are not
observed.
A disabled machine may be towed after the following
precautions have been taken.
• Do not tow the truck any faster than 8 kph (5
mph).
• Tow with a solid tow bar. DO NOT tow with a FIGURE 00-2. PARKING BRAKE HARNESS
cable. Use a towing device with ample strength
for the weight of this truck. 1. 24VDC Connection 4. Connector
2. Switch (ON/OFF) 5. Ground Wire
• Never tow a truck on a slope. 3. Park Brake Solenoid
• Inspect towing components, such as tow bars
and couplings, for any signs of damage. Never
use damaged or worn components to tow a
disabled vehicle. Special Wiring Harness
• Keep a safe distance from the trucks and towing Before towing, a special wiring harness must be
apparatus while towing a vehicle. made in order to release the parking brake. The
harness will require approximately 9 meters (30 ft) of
• After connecting a truck that is to be towed, do #14 wire, and one ON/OFF switch (capable of
not allow anyone to go between the tow vehicle
carrying 2 amps of current) and two ring terminals.
and the disabled vehicle.
Using a ring terminal, one end of the wire must
• Set the coupling of the truck being towed in a connect to a 24VDC bus bar (1, Figure 30-2) in the
straight line with the towing portion of the tow auxiliary control cabinet to supply 24V to the
truck, and secure it in position. solenoid. Switch (2) must be positioned in the
• An operator is to remain in the cab of the towed harness so the operator can operate the switch while
vehicle at all times during the towing procedure. seated in the operators seat. The harness must be
fitted with a connector (4) to allow it to be plugged
into parking brake solenoid (3) inside the brake
cabinet. Wire (5) leading from this connector is to be
connected to the ground block using a ring terminal.
Refer to Figure 30-3 for an overview of the special
wiring harness when installed on the truck.
The parts required to connect to the solenoid are: 1
housing (PB8538), 2 sockets (0819105430) and 1
wedge (PB8540).
17
Towing Procedure 6. If necessary, install quick disconnect fittings to

the bleeddown manifold to allow the hydraulic
1. Shut the engine off. system to be operational. Install hydraulic
2. Block the wheels on the disabled truck to connections for steering/braking between the
prevent movement while preparing the truck for tow vehicle the and disabled vehicle. An
towing and while attaching the tow bar. auxiliary power unit can also be used.
3. Ensure the towing vehicle has adequate 7. After the hydraulic connections are made, check
capacity to both move and stop the towed truck the disabled vehicle braking and steering
under all conditions. systems for normal operation. Install 24 100 kPa
4. Ensure that the tow bar has adequate strength (3,500 psi) pressure gauges on both the BF test
(approximately 1.5 times the empty vehicle port and the BR test port on the brake manifold
weight of truck being towed). Install tow bar in the brake cabinet. Ensure proper pressure is
between the two vehicles. displayed on the gauge when depressing the
brake pedal.
5. Block the wheels on the tow vehicle to prevent
movement while preparing the disabled truck for 8. If the truck is loaded, dump the entire load.
towing. Never pull or tow a loaded truck. Refer to
"Disabled truck dumping procedure".
FIGURE 00-3. PARKING BRAKE WIRING FOR TOWING

1. Switch 3. Harness
2. Ground Wire
18
9. The parking brakes must be released before 10. Ensure the operator in the towing vehicle has 2-
towing. To release the parking brake, follow the way radio communications with the driver in the
steps below to install a special wiring harness to disabled truck.
release the parking brakes. 11. When ready to tow the disabled truck, remove
a. Ensure switch (1, Figure 30-3) is in the OFF blocking from the wheels.
position. 12. The operator in the disabled truck should now
b. Connect one lead of the special wiring move switch (1, Figure 00-3) to the ON position.
harness to the 24VDC bus bar terminal on This will release the parking brakes.
the side wall in the auxiliary control cabinet
13. Tow the disabled truck. Sudden movement may
for the 24V supply.
cause tow bar failure. Smooth, gradual truck
c. Disconnect the truck wiring harness from movement is preferred. Do not tow the truck any
parking brake solenoid (2, Figure 00-4). faster than 8 kph (5 mph).
Connect special wiring harness (3, Figure 14. Minimize the tow angle at all times. Never
30-3) to the parking brake solenoid. Attach exceed 30 degrees. The towed truck must be
the short lead (2) to ground. steered in the direction of the tow bar.
d. WIth the window lowered, place the end of
15. When the desired location has been reached,
the special wiring harness inside the cab so
the operator in the towed vehicle is to apply the
the operator can control the parking brake
service brakes, then turn switch (1) to the OFF
with switch (1).
position. This will apply the parking brakes.
16. Block the wheels on the towing vehicle and the
disabled truck to prevent roll-away.
17. Shut down the engine in the towing vehicle.
Disconnect the hydraulic hoses.
18. Disconnect special wiring harness (3) from the
truck. Connect the truck wiring harness back to
the parking brake solenoid.
19. Disconnect the tow bar.
FIGURE 00-4. BRAKE CABINET

1. Brake Manifold 5. Parking Brake Solenoid
19
Disabled truck operation 3. Remove the plug and install the necessary QD
return fittings listed in Table 3 into the QD
Refer to the shop manual for repair and troubleshoot-
Return port on the bleeddown manifold.
ing procedures for the hoist system components and
steering system components. Refer to the shop man- :
ual for repair and troubleshooting procedures for the
hydraulic brake system components. Table 3: QD Return Fittings
Quick disconnect fittings (1 and 2, Figure 00-5) can Qty Part Number Description
be installed to allow operation of the steering and 1 TA2968 Dust Cover
brake circuits for temporary truck operation if the 1 PB4685 Disconnect Fitting
steering/brake pump is not operational. Once these
fittings are installed, two hoses (supply and return) 1 WA3568 Swivel Adapter
must be connected to a hydraulic source (such as an 1 WB0599 Fitting
operational truck or an auxiliary power unit) to use
this feature.
Components Required
4. The supply jumper hose must be equipped with
The following parts will be needed to install quick dis-
quick disconnect fitting PB4682. This will
connect fittings that will allow the use of alternate
connect to quick disconnect fitting (1).
hydraulic power source.
5. The return jumper hose must be equipped with
1. Stop the truck engine and wait two minutes to fitting PB4684 to connect with return quick
allow the hydraulic system pressure to disconnect fitting (2).
bleeddown.
2. Remove the plug and install the necessary QD
supply fittings listed in Table 2 into the QD Hookup
Supply port on the bleeddown manifold. 1. When the good truck is in position, stop the
engine and wait two minutes to allow the
hydraulic system to bleed down. Ensure hydrau-
Table 2: QD Supply Fittings lic pressure has bled off before connecting any
Qty Part Number Description fittings or hoses.
1 PB4686 Dust Cover NOTE: Maximum hydraulic pressure is not to exceed
24 304 kPa (3,525 psi).
1 PB4683 Disconnect Fitting
1 VN3308 Swivel Adapter
1 WB0593 Fitting 2. Connect the hydraulic supply hose to the supply
disconnect coupling (1, Figure 30-5).
NOTE: Failure to attach the return hose from the
disabled truck to the hydraulic pressure source could
cause the disabled truck hydraulic tank to overflow, or
potentially damage the hydraulic power source due to
lack of oil.
20
3. Connect the return hose to the return discon- Disabled truck dumping procedure
nect coupling (2).
Sometimes it is necessary to dump a load from the
4. Start the engine on the good truck. Check the body of a truck if the hoist system is inoperable. The
operation of the steering and brake system of following instructions describe the use of a “good”
the good truck before moving the disabled truck. truck to provide the hydraulic power required to raise
5. To disconnect the hoses, stop the engine(s) on the body of the “disabled” truck to dump the load.
both trucks. Wait two minutes for the hydraulic
Figure 00-6 illustrates a typical hookup from the good
systems on both trucks to bleed down. Ensure
truck. The disabled truck may be the same truck
all hydraulic pressure has been relieved before
model or a different Komatsu truck model.
disconnecting the hoses.
FIGURE 00-6. PUMP MODULE, HOSE HOOKUP

1. Hoist Valve
2. Tubes to LH Hoist Cylinder
3. Power Down Quick Disconnect
4. Power Up Quick Disconnect
5. Overcenter Manifold
FIGURE 00-5. BLEEDDOWN MANIFOLD Hookup

1. Supply Quick Disconnect
1. Make sure that there is an adequate, clear area
2. Return Quick Disconnect
to dump the loaded body. Park the good truck
3. Bleeddown Manifold
as close as possible to the disabled truck.
2. Turn off the engine and allow the hydraulic
system to depressurize before connecting the
hoses.
3. Attach a hose from power up quick disconnect
(4, Figure 00-6) to the power down circuit of the
disabled truck.
NOTE: The hose for the power up circuit must be
rated for at least 17 000 kPa (2,500 psi). The power
down circuit will use a smaller diameter hose.
4. Connect another hose from power down quick
disconnect (3) to the power up circuit of the
disabled truck.
NOTE: If both trucks are the same model, the hoses
will be installed at the quick disconnects shown in
Figure 00-6 and will be crossed when connected.
21
Raising the body Lowering the body

1. On the disabled truck, move the hoist control 1. Place the hoist lever of the good truck in FLOAT
lever to power up and then release it to place to lower the body. If necessary, momentarily
the hoist pilot valve in the HOLD position (leave place the hoist control in RAISE until the body is
in this position during entire procedure). able to descend in FLOAT. Do not accelerate
the engine.
2. On the good truck, start the engine, place the
hoist control in the LOWER position and 2. After the body is lowered, turn off the engine,
increase the engine rpm to high idle to dump the allow the hydraulic system to depressurize, and
disabled truck. disconnect the hoses.
3. If the body of the disabled truck fails to raise, 3. If necessary, reduce the power down relief valve
increase the power down relief pressure of the pressure of the good truck to normal by turning
good truck as follows and repeat Step 2: the adjustment counterclockwise the same
a. Turn off engine and allow the hydraulic number of turns as required in Step 2 of
system to depressurize. "Raising the body".
b. Remove the cap from the hoist pilot valve 4. Check the power down relief pressure of the
relief valve located in the hydraulic brake good truck. Refer to Testing and adjusting
cabinet. While counting the number of turns, section Steering, brake cooling and hoist
slowly turn the relief valve adjustment screw hydraulic system.
clockwise until it bottoms. 5. Check the hydraulic tank oil level. Add oil, if
necessary.
22
NOTES
23
960E Dump truck

© 2011 KOMATSU
All Rights Reserved
24
CEN01004-01
960E

960E-1K A50003 and up
01 Specification
Specification and technical data
Specification drawing ............................................................................................................................................ 3
Specifications ........................................................................................................................................................ 4
Weight table .......................................................................................................................................................... 6
Fuel, coolant and lubricants .................................................................................................................................. 7
1
CEN01004-01 01 Specification
NOTES
2
01 Specification CEN01004-01
Specification drawing
3
Specifications
Specification Value
Empty 248 730 kg (548,357 lbs)
Max. load 327 332 kg (721,643 lbs)
Gross 576 062 kg (1,270,000 lbs)
Weight
front 117 845 kg (259,804 lbs)

distribution
Empty
Weight
rear 130 885 kg (288,553 lbs)

front 199 580 kg (440,000 lbs)
Gross
rear 376 482 kg (830,000 lbs)
Struck 191 m3 (250 yd3)
Dump body capacity
Performance
Heaped (2:1) 239 m3 (313 yd3)

Max. travel speed 64.5 kph (40 mph)
Gradeability 29.8% @ stall
Min. turning radius 31.9 m (104 ft 8 in)
Dumping angle 45°
Overall length 15.60 m (51 ft 2 in)
Dimensions
Overall width 9.60 m (31 ft 6 in)

Overall height 7.37 m (24 ft 2 in)
Wheel base 6.65 m (21 ft 10 in)
Ground clearance (empty) 1.02 m (3 ft 4 in)
Model KOMATSU SSDA18V170
4-cycle, water-cooled, direct injection,
Type
with turbocharger, aftercooler and intercooler
No. of cylinders - Bore x stroke 18 - 170 mm x 190 mm (6.7 in. x 7.5 in.)
Piston displacement 78 L (20.6 gal)
Engine
Rated output 2 611 kW (3,500 hp) @ 1,900 rpm

Max. torque 13 771 Nm (10,157 ft lb)
Min. fuel consumption 0.323 lb/hp-hr
Cranking motor 24V, 7.5 kW X 2 units
Battery charging alternator 24V, 240A
Batteries 12V, 1450 CCA, 8D type X 4 units
Motorized wheels AC induction traction motors
AC Drive System
Standard gear ratio 38.12:1
Continuous dynamic retarding 4476 kW (6000 hp)
4
Steering Specification Value

System
Type Fully hydraulic
Front axle Sliding pillar

Suspension
Suspension method
Rear axle Hydro-pneumatic
Size 56/80 R63

Min. tire pressure 600 kPa (87 psi)
Tires
Front wheel 105 mm (4.1 in.)

Tread (standard tire)
Rear wheel 105 mm (4.1 in.)
Service brakes (front and rear) Multiple wet disc
System
Brake
Parking brake Multiple dry disc
Type Pressure compensated piston type

Steering/brake pump Delivery
Hydraulic
246 liters/min (65 gpm)

pumps
@ 1900 rpm
Type Tandem gear type
Hoist/brake cooling
pump Delivery
931 liters/min (246 gpm)
@ 1900 rpm
Hydraulic systems
Type 3-stage, piston type

1st stage - 355.6 mm x 929.9 mm
(14.00 in x 36.61 in)
Hoist cylinder 2nd stage - 298.5 mm x 945.9 mm
Bore x stroke
Cylinders
(11.75 in x 27.24 in)

3rd stage - 241.3 mm x 945.9 mm
(9.50 in x 27.24 in)
Piston type, double acting
Type
with accumulator assist
Steering cylinder
180 mm x 642.1 mm
Bore x stroke
(7.09 in x 25.28 in)
5
Weight table
NOTE: This weight table is a guide for use when transporting or handling a component.
Component Weight
Power module (w/sub-frame and grille) 19 200 kg (42,335 lbs)
Engine assembly 10 300 kg (22,701 lbs)
Radiator and shroud assembly 2 100 kg (4,630 lbs)
Main traction alternator 4 010 kg (8,838 lbs)
Fuel tank assembly 2 056 kg (4,533 lbs)
Hydraulic tank assembly 590 kg (1,300 lbs)
Front suspension cylinder assembly 3 255 kg (7,176 lbs)
Rear suspension cylinder assembly 913 kg (2,013 lbs)
Hoist cylinder and bushing assembly 998 kg (2,200 lbs)
Steering cylinder assembly 193 kg (426 lbs)
Tie rod 365 kg (805 lbs)
Bleed down manifold 170 kg (375 lbs)
Pump/hoist valve module 750 kg (1,653 lbs)
Hoist pump 136 kg (300 lbs)
Steering/brake pump 90 kg (198 lbs)
Hoist valve 189 kg (417 lbs)
Overcenter valve manifold 114 kg (250 lbs)
Mounting structure 140 kg (309 lbs)
Spindle, hub and brake assembly 5 180 kg (11,420 lbs)
Front spindle and hub 3 370 kg (7,430 lbs)
Steering arm 346 kg (763 lbs)
Front brake assembly 1 460 kg (3,219 lbs)
Rear axle 28 761 kg (63,407 lbs)
Axle housing 7 850 kg (17,306 lbs)
Electric wheel motor 4 500 kg (9,921 lbs)
Electric wheel transmission 14 591 (32,168 lbs)
Rear brake assembly 1 820 kg (4,012 lbs)
Parking brake 159 kg (350 lbs)
Final frame structure 29 177 kg (64,324 lbs)
Dump body 42 851 kg (94,470 lbs)
Cab assembly 2 268 kg (5,000 lbs)
Hydraulic brake cabinet 215 kg (475 lbs)
Main electrical control cabinet 3 176 kg (7,000 lbs)
Auxiliary control cabinet 306 kg (675 lbs)
Auxiliary blower assembly 1 036 kg (2,284 lbs)
Retarding grid 3 040 kg (6,700 lbs)
Right deck 1 024 kg (2,258 lbs)
Left deck 707 kg (1,559 lbs)
Center deck 286 kg (631 lbs)
6
Fuel, coolant and lubricants

Reservoir Fluid type Recommended fluids
Engine oil pan
Engine oil See engine service manual.
Engine oil reserve tank
Hydraulic tank Hydraulic oil C-4 type (SAE 10W)
Suspension oil with See "Suspension cylinder oil and
Suspension cylinders
friction modifier nitrogen specifications".
Grease fitting Multi-purpose extreme NLGI No. 2
Auto lube tank pressure grease (5% moly)
TO50 / SAE 50W
Wheel motor transmission Gear Lube (Castrol Trans 50
Shell Donax TC 50)
Cooling system Coolant See engine service manual.
Electric Drive Control cabinet Coolant (special) Antifrogen
Fuel tank Diesel fuel See engine service manual.
Wheel motor bearing
Main blower motor bearing
Grid blower motor bearings
Grid blower shaft coupling Grease Mobilith SHC100
Grid blower shaft bearings
Traction alternator bearing
Control Cabinet Coolant Pump
7
Suspension cylinder oil and nitrogen specifications
HYDRAIR® II OIL SPECIFICATIONS

Ambient Temperature Part No. Approved Sources
Range
VJ3911 Mobilfluid 424 Sunfleet TH Universal Tractor Fluid
(need to add Mobil DTE 15M Chevron Tractor Hydraulic Fluid
6% of Texaco TDH Oil Conoco Power Tran III Fluid Petro
-34.5°C & above AK3761) AMOCO ULTIMATE Motor Oil Canada Duratran Fluid
(-30°F & above) 5W-30 Shell Canada Donax TDL
AK4063 Suspension Oil (premixed with 5 gallon container
AK4064 6% Friction Modifier) 55 gallon container
VJ5925 Emery 2811, SG-CD, Petro Canada Super Arctic Motor
(need to add 5W-30 Oil, 0W-30
6% of Mobil Delvac I, 5W-40 Conoco High Performance
-48.5°C & above AK3761) Synthetic Motor Oil, 5W-30
(-55°F & above) AK4065 Suspension Oil (premixed with 5 gallon container
AK4066 6% Friction Modifier) 55 gallon container
NOTE: NOTE: VJ3911 and VJ5925 oils are not compatible and must not be mixed in a suspension.VJ3911 and
VJ5925 oils are supplied in 5 gallon (19 Liter) cans.
Friction modifier mixing instructions

Friction modifier
(94% suspension oil, 6% friction modifier)
Part number Amount of suspension oil Amount of friction modifier to add
AK3761 1 gallon of suspension oil add 7.7 oz.

(5 Gallon container of 5 gallons of suspension oil add 38.4 oz.
100% Friction Modifier) 55 gallons of suspension oil add 3.3 gal.
Nitrogen gas (N2) specifications

Property Value
Nitrogen gas used in HYDRAIR® II Nitrogen 99.9% Minimum

Suspension Cylinders must meet or Water 32 PPM Maximum
exceed CGA specification G-10.1 for Dew Point -55°C (-68°F) Maximum
Type 1, Grade F Nitrogen Gas
Oxygen 0.1% Maximum
8
NOTES
9
960E Dump truck

© 2011 KOMATSU
All Rights Reserved
10
CEN10001-02
960E

960E-1 A30003 - A30026
960E-1K A50003 and up
960E-2 A30027 and up
10 Structure, functions and

maintenance standard
Steering circuit
Steering circuit operation ...................................................................................................................................... 3
Steering circuit components.................................................................................................................................. 5
Flow amplifier operation........................................................................................................................................ 8
Steering/brake pump operation........................................................................................................................... 17
Steering cylinder wear data................................................................................................................................. 20
1
CEN10001-02 10 Structure, functions and maintenance standard
NOTES
2
10 Structure, functions and maintenance standard CEN10001-02
Steering circuit operation The bleed down manifold performs many functions,
Steering/brake pump (7, Figure 10-1) supplies oil to including distribution of the steering circuit oil supply
bleed down manifold (5) after passing through high to steering accumulators (3) and flow amplifier (4). Oil
pressure filter (8). This oil supply is then distributed to is also provided to the brake circuit, the hoist pilot cir-
the various circuits. cuit, the automatic lubrication system pump, and the
optional radiator shutters, if installed.
FIGURE 10-1. STEERING CIRCUIT COMPONENTS - TYPICAL (Bottom View)

1. Steering Cylinders 4. Flow Amplifier 7. Steering/Brake Pump
2. Manifold 5. Bleed Down Manifold 8. High Pressure Filter
3. Steering Accumulators 6. Hydraulic Tank 9. Hoist Pump
3
NOTE: The hoist pilot circuit passes through the

bleed down manifold, but is not supplied by the
steering/brake pump. It is supplied by the hoist pump.
Oil pressure from the bleed down manifold is routed

back to the steering/brake pump and sensed by the
“ACC” port on the unloader valve located on the bot-
tom of the steering/brake pump case. The unloader
valve regulates the system pressure between 23 063
kPa (3,345 psi) and 24 132 kPa (3,500 psi). Steering
system pressure switch (5, Figure 10-2) on the bleed
down manifold activates a warning on the instrument
panel if steering system pressure drops below 15 858
kPa (2,300 psi).
Two nitrogen precharged steering accumulators (3,
Figure 10-1) are mounted on the left frame rail behind
the front tire. They provide an oil supply that is suffi-
cient to allow the operator to steer the truck off the
haul road and park in a safe area if a loss of steering
circuit oil occurs. Steering accumulator bleed down
solenoid (6, Figure 10-2) on the bleed down manifold
is electrically activated to bleed the pressurized FIGURE 10-2. BLEED DOWN MANIFOLD
hydraulic oil from inside the accumulators back to the 1. To Hoist Valve, Power Up
hydraulic tank whenever the key switch is turned to 2. To Hoist Valve, Power Down
the OFF position. Approximately 90 seconds is 3. Pressure Test Port "TP2"
required for the accumulator to bleed down fully. 4. Brake System Supply Line
The bleed down manifold and steering accumulators 5. Steering System Pressure Switch
supply oil to flow amplifier (4, Figure 10-1). The flow 6. Steering Accumulator Bleed Down Solenoid
amplifier directs oil flow to the appropriate ports on 7. Pressure Test Port "TP3"
the steering cylinders as determined by inputs from 8. Flow Amplifier Supply Line
steering control unit (1, Figure 10-3) as the operator 9. Flow Amplifier Return Line
steers the truck. 10. Front Steering Accumulator Supply Line
11. Rear Steering Accumulator Supply Line
Oil entering the steering control unit is blocked until 12. Relief Valve, 4.1 MPa (600 psi)
the steering wheel is turned in a desired direction. 13. Relief Valve, 28.0 MPa (4000 psi)
The steering control unit then directs oil to the flow 14. Hoist Pilot Valve Return Line
amplifier, which in turn provides a high volume of oil 15. Tank Return Line
to steering cylinders (1, Figure 10-1). Hydraulic oil at 16. Feedback Pressure to Unloader valve
the opposite ends of the steering cylinders flows back 17. Supply from Pump
through the flow amplifier and bleed down manifold to
hydraulic tank (6).
Oil flow to the brake apply circuit flows through a
check valve, preventing loss of oil in the brake circuit
if a loss of oil occurs in the steering circuit. Refer to
Structure, functions and maintenance standard sec-
tion Brake circuit for more information.
4
Steering circuit components Steering accumulators
Steering control unit Two bladder type steering accumulators (3, Figure
10-1) are mounted on the left side of the truck. Each
Steering control unit (1, Figure 10-3) is mounted accumulator has a capacity of 62 liters (16.5 gallons),
inside the cab and is directly coupled to the lower end and each is precharged to 9 650 kPa (1,400 psi) with
of the steering column. pure dry nitrogen.
Operation of the steering control unit is both manual Oil entering the accumulators compresses the nitro-
and hydraulic in effect. This component incorporates gen in the bladder. The nitrogen pressure increases
a hydraulic control valve. Steering effort applied to directly with steering circuit pressure. When steering
the steering wheel by the operator actuates the valve, circuit pressure reaches 24 132 kPa (3,500 psi), the
which in turn directs hydraulic oil through the flow unloader valve will unload the pump. The accumula-
amplifier valve to the steering cylinders to provide the tors will contain a quantity of oil, under pressure and
operator with power steering. held by check valves in the bleed down manifold, that
will be available for steering the truck. When system
pressure drops to 22 063 kPa (3,345 psi), the pump
output will again increase to refill the accumulators
and increase the steering system pressure. The
accumulators also provide oil for a limited period of
time to be used in case the steering/brake pump
becomes inoperative.
A pressure switch located in the top of each accumu-
lator monitors the precharge pressure when the key
switch is turned ON before the engine is started. If
the nitrogen pressure drops below 7 600 kPa (1,100
psi), a warning on the instrument panel in the opera-
tor cab is activated. A latching circuit prevents the
warning from turning off when the engine is started
and steering system pressure compresses the
FIGURE 10-3. STEERING CONTROL UNIT remaining nitrogen in the accumulator.
1. Steering Control Unit “T”: Tank Port
“L”: Left Steer Port
“P”: Pressure Supply Port
“R”: Right Steer Port
“LS”: Load Sense Port
Do not operate the truck with a precharge
pressure of less than 7 600 kPa (1,100 psi) in the
accumulator. Low nitrogen pressure may not
High pressure filter provide an adequate supply of steering system
High pressure filter (8, Figure 10-1) filters oil for the oil in some emergency conditions.
steering and brake circuits.
If the low precharge warning remains active, wait
If the filter element becomes restricted, a warning on approximately three minutes after the steering
the instrument panel in the operator cab is activated accumulators are completely depressurized to
at 241 kPa (35 psi) differential. Oil will start to bypass check the accumulator precharge pressure and
the element when the pressure differential exceeds recharge the accumulator, if necessary.
345 kPa (50 psi).
5
Bleed down manifold At startup, the steering circuit and brake circuit will be
charged. Steering system pressure switch (5, Figure
Bleed down manifold (5, Figure 10-1) is located on
10-2) will activate when steering pressure falls to
the outside of the left frame rail just behind the accu-
17 926 kPa (5,600 psi), and a low steering pressure
mulators.
warning will be activated if steering pressure falls
The bleed down manifold receives oil from the steer- below 15 858 kPa (2,300 psi). The low steering pres-
ing/brake pump through a high pressure filter and sure warning will be deactivated when steering pres-
directs oil to the steering accumulators, flow ampli- sure rises above 15 858 kPa (2,300 psi).
fier, brake circuit, and the automatic lubrication sys-
If steering pressure falls below 15 858 kPa (2,300
tem pump. The manifold also provides hoist pilot
psi) during operation, the low steering pressure warn-
circuit control when the body is raised.
ing will be activated until pressure returns to normal.
Relief valve (13, Figure 10-2) limits the hydraulic sup-
ply pressure to the steering and brake circuits to 27 Hoist up limit solenoid
500 kPa (4,000 psi). Relief valve (12) provides maxi- Hoist up limit solenoid (24, Figure 10-4) is a 3-way
mum pressure protection of 4 100 kPa (600 psi) for valve that is activated by the hoist limit switch when
the oil returning to the hydraulic tank. the hoist cylinders approach the maximum extension
NOTE: The relief valves, steering accumulator bleed limit. When activated, the solenoid will close the
down solenoid, and hoist up limit solenoid are factory power up pilot line to the hoist valve from the hoist
preset and cannot be individually rebuilt. pilot valve mounted in the hydraulic cabinet.
Pilot operated check valve (30) is opened by power
Steering accumulator bleed down solenoid
down pilot pressure line (19) to allow oil in the raise
Each time the key switch is turned OFF with the truck port to bypass hoist up limit solenoid (24) for the ini-
stopped, steering accumulator bleed down solenoid tial power down operation while the solenoid is acti-
(6, Figure 10-2) is energized. When the solenoid is vated by the hoist limit switch.
energized, all hydraulic steering pressure (including
Refer to Structure, functions and maintenance stan-
the accumulators) is bled back to the hydraulic tank.
dard section Hoist circuit for more information.
Brake pressure, however, will not bleed down due to
internal check valves in the brake manifold and bleed Quick disconnect ports
down manifold.
Two quick disconnect ports on the bleed down mani-
After approximately 90 seconds, the solenoid will de- fold allow service personnel to connect an external
energize to close the return port to the hydraulic tank. hydraulic supply to allow operation of the truck steer-
By this time, all the oil in the accumulators should be ing and service brakes if the steering/brake pump or
returned to the hydraulic tank. An accumulator bleed engine is not operational.
down pressure switch on the bleed down manifold
confirms that the accumulator has been depressur- The external supply is connected to quick disconnect
ized by detecting when the pressure has fallen below (13, Figure 10-4) and the return is connected to quick
410 kPa (60 psi). If, after 90 seconds, the pressure disconnect (15) on top of the bleed down manifold.
has not fallen below 410 kPa (60 psi), a warning light This feature should only be used for an emergency to
and buzzer will be activated in the operator cab. allow operation of the truck to return to the shop for
service or to move the truck out of haul road traffic.
NOTE: The actual bleed down pressure should fall to
103 kPa (15 psi) or less. The pressure will reset with Flow amplifier
a rising pressure of 517 kPa (75 psi).
Flow amplifier (4, Figure 10-1), located on the left
frame rail in front of the accumulators, provides the
steering circuit with the high volume of oil required for
the steering cylinders.
The flow amplifier uses the amount of flow from the
steering control unit to determine a proportional
amount of flow to send from the bleed down manifold
to the steering cylinders.
6
FIGURE 10-4. BLEED DOWN MANIFOLD SCHEMATIC
1. Steering/Brake Pump Inlet 17. Auto Lube Pump Supply

2. Steering Pressure Test Port (TP2) 18. Hoist Pilot Return
3. Steering Accumulator 19. Hoist Pilot Power Down
4. APU Port 20. Hoist Pilot Power Up
5. Pressure Feedback (to Steering Pump) 21. Tank Return Port
6. Steering Pressure Switch 22. Hoist Power Up
7. (Not used) 23. Hoist Power Down
8. Radiator Shutters (If installed) 24. Hoist Up Limit Solenoid
9. Spare Pressure Port 25. Relief Valve - 27 500 kPa (4,000 psi)
10. Brake Circuit Supply 26. Cavity Plug
11. Steering Accumulator 27. Steering Accumulator Bleed down Solenoid
12. Steering Circuit Supply to Flow Amplifier 28. Relief Valve - 4 100 kPa (600 psi)
13. Quick Disconnect, Supply Port 29. Pilot Operated Check Valve
14. Steering Circuit Return From Flow Amplifier 30. Pilot Operated Check Valve
15. Quick Disconnect, Return Port 31. Test Port (TP3)
16. Spare Return Port
7
Flow amplifier operation No steer

Refer to Figure 10-5 through Figure 10-8 for oil flow Refer to Figure 10-5.
paths during the following conditions:
High pressure oil from the steering pump and steer-
• No steer ing accumulators is available through the bleed down
manifold to the “HP” port on the flow amplifier.
• Steering left
Upon entering the priority valve, the oil goes past the
• Steering right
spool to the closed amplifier valve and also out port
• No steer, external shock load “P” through a hose to port “P” on the steering control
unit. In the steering control unit, the oil goes to a
closed area in the control.
As pressure builds up in these two areas, oil passes
through orifices in the end of the priority valve and
builds pressure on the end of the valve and port PP.
When pressure reaches approximately 3 500 kPa
(500 psi), the spool moves, compressing its spring
and closing off oil supply through area “A”, resulting
in high pressure at “PP” but only 3 500 kPa (500 psi)
at the amplifier spool and steering control unit.
8
FIGURE 10-5. FLOW AMPLIFIER - NO STEER
9
Steering left This combined oil going to the center area “Q” of the
directional valve passes out port “CL” of the flow
Refer to Figure 10-6.
amplifier and travels to the steering cylinders to steer
When the operator turns the steering wheel to the the front wheels to the left. As the cylinders move, oil
left, the steering control unit is opened to allow oil is forced to return out the opposite ends, enter port
coming in port “P” to pass to the gerotor section of “CR” of the flow amplifier, pass through the direc-
the control unit to turn the rotor. Oil in the other side tional valve to area “M”, pass through return check
of the gerotor flows through other passages in the valve “N”, and exit port “HT” to the hydraulic reser-
control unit valve and out steering control unit port voir.
“L”. This oil enters port “L” of the flow amplifier and
At the steering control unit, when the operator turned
goes to a closed area “B” in the directional valve.
the steering wheel, supply oil from port “P” was also
As pressure in area “B” builds, it also passes into the delivered through the control unit valve to port “LS”.
spool through orifice “C” to the spring area on the end This oil enters the flow amplifier through its “LS” port
of the directional valve. The pressure then moves the and builds pressure in the spring area of the priority
spool compressing the springs on the opposite end. valve. This additional force on the spring end of the
This movement allows the oil entering area “B” to priority valve causes area “A” to open and allow the
pass through the directional valve to area “D” of the necessary flow and pressure to pass through the
amplifier valve, through holes in sleeve “E” to a pas- amplifier valve to operate the steering cylinders.
sage between sleeve “E” and valve “F”, and through
The flow amplifier valve includes a relief valve in the
hole “G” in sleeve “E”, where it initially is blocked by
priority valve spring area that is used to control maxi-
the valve body.
mum steering working pressure to 21 000 kPa (3,045
As pressure builds up in this area, oil also flows from psi), even though supply pressure coming in to port
area “D”, around the outside of sleeve “E”, around pin “HP” is higher. When 21 000 kPa (3,045 psi) is
“H”, through orifice “J” to build pressure on the end of obtained, the relief valve prevents the “LS” pressure
the amplifier valve, and opens hole “G” just enough to from increasing, thereby allowing the priority valve to
allow the flow of oil coming from the steering control compress the spring enough to close off area “A”
unit to pass to the control area of the directional when 21 000 kPa (3,045 psi) is present.
valve.
At the same time, the movement of sleeve “E”
opened the holes near the spring end to allow the oil
from the priority valve to flow into the center of sleeve
“E”.
This oil now inside sleeve “E” pushes valve “F”
against its spring to give the oil access to a series of
holes “K” that are in the same plane as hole “G”. The
passage of oil through holes “K” past the valve body
is metered by holes “K” being opened the same pro-
portion as hole “G”. The number of holes “K” (7) in
sleeve “E” determine the amount of additional oil that
is added to the steering control unit oil passing
through hole “G”.
10
FIGURE 10-6. FLOW AMPLIFIER - STEERING LEFT
11
Steering right
There are only a few differences between steering
left and steering right. When the operator turns the
steering wheel right, oil is supplied out ports “R” and
“LS” of the steering control unit.
The oil enters the flow amplifier assembly at port “R”
and shifts the directional valve the opposite direction.
The oil flows through the amplifier valve in exactly the
same way. The combined oil from the amplifier valve
passes through the center area “Q” of the directional
valve to port “CR”, where it goes to the opposite ends
of the steering cylinders to turn the wheels to the
right.
The returning oil comes back through port “CL” to go
to the tank. The “LS” oil operates exactly the same as
steering left.
12
FIGURE 10-7. FLOW AMPLIFIER - STEERING RIGHT
13
No steer, external shock load

When the operator is not turning the steering wheel,
the steering control unit valve supply is closed. The
directional valve remains centered by its springs,
thus closing the passages to ports “CL” and “CR”.
This creates a hydraulic lock on the steering cylinders
to prevent their movement.
If the tires hit an obstruction that causes a large
shock load, forcing the wheels to the left, increased
pressure will occur in the ends of the cylinders con-
nected to port “CR”. The shock and suction relief
valve inside the flow amplifier at port “CR” will open at
its adjusted setting of 24 000 kPa (3,480 psi) and
allow oil to escape from the pressurized ends of the
cylinders, preventing a higher pressure.
As the cylinders are allowed to move, the other ends
will have less than atmospheric pressure on port
“CL”. This low pressure permits oil that is escaping
through the “CR” port relief valve to flow through the
check valve portion of the shock and suction relief
valve connected to port “CL”. The oil then flows to the
low pressure ends of the cylinders to keep the cylin-
ders full of oil and prevent cavitation. A shock load in
the opposite direction merely reverses the above pro-
cedure.
14
FIGURE 10-8. FLOW AMPLIFIER - NO STEER, EXTERNAL SHOCK LOAD
15
1. Plug
2. O-ring
3. Spring
4. Not used
5. Seal
6. Back-Up Ring
7. O-Ring
8. O-Ring
9. O-Ring
10. Back-Up Ring
11. Spring
12. Control Piston Sleeve
13. Spring
14. Control Piston
15. Pin
16. Control Piston Stop Pin
17. Shoe Retainer
18. Pin
19. Retainer Ring
20. Washer
21. Saddle Bearing
22. Roll Pin
23. Link
24. O-Ring
25. Stroke Adjuster
26. Retainer Ring
27. Pin
28. Swashblock
29. Dowel Pin
30. Saddle
31. Roll Pin
32. Retainer Ring
33. Ball Bearing
34. Shaft Retainer Ring
35. Driveshaft
36. Seal Retainer
37. Pump Housing
38. Shaft Seal
39. O-Ring
40. Fulcrum Ball
41. Cylinder Bearing
42. O-Ring
43. Elbow Fitting
44. Piston/Shoe Assembly
45. Cylinder Barrel
46. Gasket
47. Bearing
48. Valve Plate
49. Capscrew
50. O-Ring
51. Cover
52. Seal FIGURE 10-9. STEERING PUMP COMPONENTS
53. Cap
16
Steering/brake pump operation High altitude operation

The steering/brake pump is mounted on the rear of Stroke adjuster (3, Figure 10-10) is set at the factory
the hoist pump. The driveshaft mates with an inter- to provide maximum pump flow so adjustment is not
nally splined coupling inside the hoist pump when the normally required. If the truck is operated at high alti-
pump is bolted in place. tude locations of 3 050 meters (10,000 feet) or more
The steering/brake pump is a pressure compensated above sea level, it may be necessary to readjust the
piston-type pump with an unloader valve. The pres- stroke control to reduce pump flow to prevent pump
sure compensator is adjusted to 26 200 kPa (3,800 cavitation under certain conditions. If the truck is
psi). The pump-mounted unloader valve maintains operating at high altitude and problems occur, con-
system pressure between 12 060 kPa (3,200 psi) and sult your Komatsu service representative for adjust-
24 130 kPa (3,500 psi). ment procedures.
Oil flow from the pump is routed through a high pres- Figure 10-10 shows the steering/brake pump and the
sure filter, then to the bleed down manifold, where location of the pressure control adjustments and
the flow is directed to the steering circuit and to the stroke (flow) adjuster. Refer to Figure 10-11 for the
brake apply circuit components located in the hydrau- pump pressure control schematic.
lic brake cabinet.
Normal operation
Driveshaft (35, Figure 10-9) runs through the center-
line of pump housing (37) and valve plate (48). Cylin-
der barrel (45) is splined to the drive shaft.
Ball bearing (33) supports the outboard end of the
driveshaft, and bushing-type bearing (47) supports
the inboard end. The pump cylinder barrel is carried
in a polymerous (journal type) bearing (41).
The valve plate has two crescent shaped ports (inlet
and outlet). Piston/shoe assemblies (44) in the cylin-
der barrel are held against swashblock (28) by shoe
retainer (17). The shoe retainer is held in position by
fulcrum ball (40), which is forced outward by retainer
springs (13). The springs act against cylinder barrel
(45), forcing it against the valve plate while also forc-
FIGURE 10-10. PUMP ASSEMBLY
ing the piston shoes against the swashblock.
1. Outlet Port 5. Compensator
The semi-cylindrical shaped swashblock limits the 2. Case Drain Pressure Adjust
piston stroke and can be swiveled in arc shaped sad- 3. Stroke Adjuster 6. 4-Way Valve
dle bearings (21). The cradle is swiveled by control 4. Unloader Valve 7. GPA Test Port
piston (14). Pressure Adjust 8. GP2 Test Port
9. “ACC” Port
17
FIGURE 10-11. STEERING PUMP PRESSURE CONTROL SCHEMATIC

1. 4-Way Valve 4. Pressure Compensator 6. GP2 Port
2. Unloader Control Block Control Block 7. GP4 Port
3. “ACC” Port 5. Case Drain 8. GPA Test Port
Neutral position
Neutral position (Figure 10-12) results when control
piston (1) centers swashblock (4). The swashblock
angle is zero and the swashblock face is parallel to
cylinder face. Therefore, no inward or outward motion
of pistons (3) exists as the piston shoes rotate around
the swashblock face. The lack of inward and outward
motion results in no fluid being displaced from the
piston bores to the crescents in the valve plate and,
subsequently, no delivery from pump ports.
FIGURE 10-12. PUMP IN NEUTRAL POSITION

1. Control Piston 3. Piston
2. Splined Housing 4. Swashblock
18
Full pump volume Half pump volume

Control piston (1, Figure 10-13) controls the angle of The position of control piston (1, Figure 10-14) is
swashblock (4). When the control piston moves to the near the center of its travel. Swashblock (4) is not
full right position, the pump is at maximum pumping angled as steeply as before. Therefore, the pistons
capacity. have a shorter stroke. As the piston stroke gets
shorter, the pump output also decreases.
The driveshaft turns splined housing (2), which con-
tains pistons (3). When the housing is rotated, the
pistons move in and out of their bores and the piston
shoes “ride” against the angled swashblock.
As the cylinder rotates, the individual piston bores are
connected alternately to the left (port “A”) and right
(port “B”) crescent shaped ports in the valve plate.
While connected to left side (suction) port “A”, each
piston moves outward, drawing oil from port “A” into
the piston bore until its outermost stoke is reached.
At that point, the piston bore passes from the left
crescent port to the right crescent port.
While rotating across the right side crescent, each
piston moves downward on the angled swashblock
face. Thus, each piston is forced inward. Each piston
displaces fluid through the right side crescent to port
“B” until its innermost stroke is reached. At that point, FIGURE 10-14. HALF PUMP VOLUME
the piston bore again passes from the right to the left 1. Control Piston 3. Piston
side crescent and the operating cycle is repeated. 2. Splined Housing 4. Swashblock
FIGURE 10-13. FULL PUMP VOLUME

1. Control Piston 3. Piston
2. Splined Housing 4. Swashblock
19
Steering cylinder wear data
Criteria
No. Check item Standard Tolerance Standard Clearance Remedy
size Shaft Holes clearance limit
Clearance between
-0.036 +0.048
1 piston rod and 90 0.084 - 0.347 mm 0.647 mm Replace bushing
-0.090 +0.257
bushing
Criteria
No. Check item Remedy
New bearing diameter Maximum wear - 1%
Spherical bearing
2 128.02 mm (5.04 in.) 1.28 mm (0.05 in.) Replace bearing
wear
20
NOTES
21
960E Dump truck

© 2010 KOMATSU
All Rights Reserved
22
CEN10002-01
960E

960E-1 A30003 - A30026
960E-1K A50003 and up
960E-2 A30027 and up

Hoist circuit
Hoist circuit operation ........................................................................................................................................... 3
Hoist circuit components ....................................................................................................................................... 4
Hoist pilot valve operation..................................................................................................................................... 8
Hoist cylinder wear data...................................................................................................................................... 18
1
NOTES
2
Hoist circuit operation The hoist valve directs oil to hoist cylinders (10) for
raising and lowering of the dump body. Hoist valve
Hydraulic fluid is supplied by a tank (1, Figure 10-1)
functions are controlled by the operator through the
located on the left frame rail. Hydraulic oil is routed to
hoist control lever that is connected to hoist pilot
hoist pump (2). A second pump, coupled to the rear
valve (4) located in the hydraulic brake cabinet.Hoist
of the hoist pump, supplies oil for the steering and
limit solenoid (5), located in the bleed down manifold,
brake systems. The pumps are driven by an
shifts the hoist valve out of POWER UP before the
accessory drive at the end of the traction alternator.
hoist cylinders extend to their maximum physical
Hoist pump output is directed to a pair of high limit.
pressure filters (3) mounted to the inboard side of the
When the hoist valve is in the HOLD or FLOAT
fuel tank. Hydraulic oil from the hoist filters is directed
position, hoist circuit oil flows to the front and rear
to hoist valve (7), which is mounted above the
service brakes, cooling the wet disc brakes during
pumps.
truck operation.
FIGURE 10-1. HOIST CIRCUIT SCHEMATIC

1. Hydraulic Tank 6. Pilot Operated Check Valve 11. Quick Disconnect
2. Hoist Pump 7. Hoist Valve 12. Overcenter Manifold
3. High Pressure Filter 8. Brake Cooling Oil Supply (Front) 13. Check Valve
4. Hoist Pilot Valve 9. Brake Cooling Oil Supply (Rear) 14. Counterbalance Valve
5. Hoist Limit Solenoid 10. Hoist Cylinder 15. Bleed Down Manifold
3
Hoist circuit components Hoist valve
Hydraulic tank The hoist valve (Figure 10-2) is mounted on a

modular assembly containing the hoist valve,
The hydraulic tank supplies hydraulic oil for the hoist, overcenter manifold, and both hydraulic pumps. This
steering and brake circuits. The hydraulic tank is assembly is bolted to brackets attached to the frame
located on the left frame rail in front of the rear rails behind the main alternator. The hoist valve is a
wheels. Type C-4 hydraulic oil is recommended for split spool design. The term “split spool” describes
use in the hydraulic system. Oil used in the hoist the spool section of the valve.
circuit flows through 100 mesh wire suction strainers
to the inlet hoses of the pump. Air drawn into the tank The hoist valve precisely follows the differential
during operation is filtered by air filters located on the pressure input signals generated by the hoist pilot
top of the hydraulic tank. The oil level can be checked valve when the operator moves the hoist control lever
visually at sight glasses located on the face of the while raising and lowering the dump body.
hydraulic tank.
Hoist pump
The hoist pump is a tandem, gear type pump driven
by a driveshaft on the end of the traction alternator.
The pump has a total output of 931 L/m (246 gpm) at
1,900 rpm and 18 960 kPa (2,750 psi).
A smaller piston type, pressure compensated pump,
rated at 250 l/m (66 gpm) @ 1,900 rpm, is coupled to
the hoist pump. It supplies oil to the steering system
and brake apply system.
Hoist pressure is limited to 18 960 kPa (2,750 psi) by
internal relief valves located in the hoist control valve
inlet sections.
High pressure filters

Hoist pump output oil is directed to the high pressure
filters mounted on the inboard side of the fuel tank.
The filter assemblies are equipped with a bypass
valve which permits oil flow if the filter element
becomes excessively restricted. Flow restriction FIGURE 10-2. HOIST VALVE
through the filter element is sensed by an indicator
1. Inlet Section 4. Inlet Section
switch which will activate a warning in the cab to
2. Work Ports Spool 5. Inlet Port
indicate that filter service is required when the
Section 6. Outlet Port
restriction reaches approximately 241 kPa (35 psi).
3. Tank Ports Spool 7. Spool Section Cover
Actual filter bypass will start to occur when the filter
Section 8. Separator Plate
element restriction reaches approximately 345 kPa
(50 psi).
4
Inlet sections Work ports (rear) spool section

Each of the front and rear inlet sections of the hoist The rear spool section of the hoist valve consists of
valve contains of the following components: the following components:
• Flow control valve and main relief valve • Pilot ports
• Secondary low pressure relief valve • Main spools
• Anti-void check valve • Work ports
• Load check valve • Check poppets
The flow control portion of the flow control and main The pilot ports are located in the spool section cover.
relief valves allow pump flow to be diverted to the These ports provide connections for a pilot line to the
service brake cooling circuit unless the body is being hoist pilot valve. Each work port has a corresponding
raised or lowered. The relief portion of this valve is pilot port.
direct-acting and has the capacity to limit the
maximum working pressure at full pump flow. The work ports provide for a line connection between
the spool section and the hoist cylinders. One main
The secondary low pressure relief valve is located spool for each work port is spring biased on both
between the low pressure core and the outlet to the ends. This blocks the work port from the high and low
brake cooling circuit. It provides pressure relief if pressure cores when there is no flow through the
pressure spikes occur in the low pressure passage spool cross-holes.
area.
When there is flow through the pilot ports to the
The load check allows free flow from the inlet to the spools, a positive differential pressure occurs at the
high pressure core and prevents flow from the high top of the spool, overcomes the bottom spring bias
pressure core to the inlet. and causes the spool to shift, connecting the work
The anti-void check valve allows free flow from the port to the high pressure core.
low pressure core to the high pressure core and When there is flow from the main valve work port to
prevents flow from the high pressure core to the low the pilot port through the cross-holes, a positive
pressure core. differential pressure at the bottom of the spool
occurs, overcoming the top spring bias and the spool
Tank ports (front) spool section
will shift to connect the work port to the low pressure
The primary low pressure valves are located in the core.
front spool section of the hoist valve. These valves
The check poppets located in the spool section
maintain back pressure on the low pressure passage
permit free flow from the work port to the pilot port
and direct the hoist cylinder return oil back to the
and restrict flow from the pilot port to the work port.
hydraulic tank.
These check poppets control spool response and
spool movements during void conditions.
5
Hoist pilot valve Bleed down manifold

Hoist pilot valve (1, Figure 10-3) is mounted in the The pilot valve/hoist valve hydraulic circuit is routed
hydraulic components cabinet behind the operator’s through the bleed down manifold located on the left
cab. The hoist pilot valve spool is spring centered to frame rail. The hoist limit solenoid and pilot operated
the neutral position and is controlled directly by the check valve described below are contained in the
operator through a lever mounted on the console manifold. Refer to Structure, functions and
between the operator and passenger seat. A cable maintenance standard section Steering circuit for
connects the cab mounted lever to the hoist pilot more information about the bleed down manifold.
valve in the hydraulic components cabinet.
Hoist limit solenoid
When the operator moves the hoist control lever, the
pilot valve spool moves and directs pilot flow to the Hoist limit solenoid (5, Figure 10-1), located on the
appropriate pilot port on the hoist valve. The pilot flow bottom of the bleed down manifold, is used in the
causes the main spool to direct oil flow to the hoist hydraulic circuit to prevent maximum hoist cylinder
cylinders. extension.
The hoist pilot valve is equipped with a one-way load The 3-way valve solenoid valve is controlled by a
check valve which allows free flow from the center proximity switch (hoist limit switch) located near the
passage to bridge core and prevents reverse flow. body pivot and the right rear suspension upper
The valve also contains power down relief valve (2), mount.
which limits the power down pressure to 10 400 kPa When the body is nearly fully raised, the body
(1,500 psi). activates the magnetic proximity switch, signalling the
solenoid to open the “raise” pilot line to the tank, and
close the “raise” pilot line to the hoist valve, thus
stopping further oil flow to the hoist cylinders.
Pilot operated check valve

Pilot operated check valve (6, Figure 10-1), located in
the bleed down manifold, is opened by power down
pilot pressure to allow oil in the raise port to bypass
the hoist limit solenoid for initial power down
operation while the solenoid is activated by the hoist
limit switch.
FIGURE 10-3. HOIST PILOT VALVE

1. Hoist Pilot Valve 4. To Hoist Valve
2. Power Down Relief (Rod End)
Valve 5. To Hoist Valve
3. Supply Port (Base End)
6. Return to Tank
6
Overcenter manifold
Overcenter manifold (4, Figure 10-4) contains
counterbalance valve (2), which controls the pressure
of the cushion of oil in the annulus area of the hoist
cylinder when the body approaches the maximum
dump angle. The counterbalance valve limits the
maximum pressure buildup by relieving pressure in
excess of 20 400 kPa (3,000 psi), preventing possible
seal damage.
Quick disconnect fittings (5) allow dumping of the
load in a disabled truck by connecting jumper hoses
to the hydraulic system of an operational truck.
FIGURE 10-4. PUMP MODULE
1. Hoist Valve 4. Overcenter Valve

2. Counterbalance 5. Quick Disconnects
Valve 6. Steering/Brake Pump
3. Needle Valve 7. Hoist Pump
7
Hoist pilot valve operation Float position with body down

Refer to Figure 10-5 through Figure 10-9 for oil flow Refer to Figure 10-5.
paths during the following hoist circuit conditions:
Figure 10-5 shows the position of the hoist pilot valve
• Float (with body down) when the truck body is resting on the frame.
• Power up However, the hoist valve internal valves and spools
will be in the position shown in Figure 10-7.
• Hold
Oil from the hoist pump enters the inlet sections of
• Power down the hoist valve in supply port (11), passes through
• Float load check valve (18), and stops at closed high
pressure passage (19) at rod end spool (7) and head
end spool (8).
Pressure builds to approximately 414 kPa (60 psi) on
the pilot of flow control valve (2), causing the valve to
compress the spring and open, which allows the oil to
flow through brake cooling circuit port (23) to the
service brakes for brake disc cooling and eventually
back to the tank. Between brake cooling circuit port
(23) and the brakes or heat exchanger, the cooling
supply tee’s to orificed regulator valves. If supply
pressure attempts to increase above 240 kPa (35
psi), the regulator valve opens and dumps to the
hydraulic tank.
Oil also flows out of pilot supply port (12) of the hoist
valve to pilot supply port (12) of the hoist pilot valve,
through the hoist pilot valve spool, and out through
tank return port (10) to the hydraulic tank. This oil
flow is limited by orifices in the inlet sections of the
hoist valve and, therefore, has no pressure buildup.
8
FIGURE 10-5. FLOAT POSITION (BODY DOWN)

1. Hoist Relief Valve (2,750 psi) 9. Head End Work Port 17. Anti-Void Check Valve
2. Flow Control Valve 10. Tank Return Port 18. Load Check Valve
3. Secondary Low Pressure 11. Supply Port 19. High Pressure Passage
Valve (250 psi) 12. Pilot Supply Port 20. Low Pressure Passage
4. Snubber Valve 13. Hoist Limit Solenoid 21. Pilot Operated Check Valve
5. Rod End Work Port 14. Raise Pilot Port 22. Primary Low Pressure Relief
6. Hoist Cylinders 15. Down Pilot Port Valve (26 psi)
7. Rod End Spool 16. Power Down Relief Valve 23. Brake Cooling Circuit Port
8. Head End Spool (1,500 psi) 24. Overcenter Manifold
9
Power up operation No pressure is present on the top of rod end spool

(7). Cylinder return pressure passes through the
Figure 10-6.
check-poppet in the bottom of rod end spool (7) to
The hoist pilot valve spool is moved to the power up build pressure under the spool, which moves the
position when the operator moves the lever rearward spool upward, thus compressing the top spring. This
in the cab. The pilot supply oil coming in pilot supply movement allows the returning cylinder oil to flow into
port (12) of the hoist pilot valve is prevented from low pressure passage (20) to primary low pressure
returning to the hydraulic tank. Instead, the oil is relief valve (22). Approximately 179 kPa (26 psi)
directed out raise pilot port (14), through hoist limit causes this relief valve to open, allowing the oil to
solenoid (13) in the bleed down manifold, and into flow through tank return port (10) to the hydraulic
raise pilot port (14) of the hoist valve. tank.
From there it goes to the top of head end spool (8) If the load passing over the tail of the body during
and builds pressure on the end of the spool, causing dumping causes the body to raise faster than the oil
the spool to move down and compress the bottom is being supplied by the pump, the return oil from the
spring, thus connecting high pressure passage (19) annulus area of hoist cylinders (6) that is passing
to head end work port (9). Working oil flow in the high through the counterbalance valve in overcenter
pressure passage is now allowed to flow through manifold (24) controls how fast the hoist cylinders
head end spool (8) and out head end work port (9) to can extend due to the external force of the load. The
extend hoist cylinders (6). speed is controlled by counterbalance valve.
Even though a small amount of oil flows through the During the normal raise process, the raise pilot
check poppet in the top of head end spool (8), pressure supplied to the counterbalance valve will
pressure at raise pilot ports (14) increases to slightly open the cylinder return ports fully whenever the
higher pressure than the required hoist cylinder raise pressure is above 4 600 kPa (666 psi). As the
pressure. As a result, the pressure in pilot supply load shifts toward the tail of the body, the raise
ports (12) also increases, causing back pressure to pressure decreases. As it drops below 4 600 kPa
occur in the spring area of flow control valve (2). This (666 psi), the counterbalance valve starts restricting
overcomes the pilot pressure on the other end of the oil flow, causing a back pressure to the annulus area.
flow control valve, causing it to close and direct the If the raise pressure were to drop to 0, return
incoming pump oil through head end spool (8) and to pressure would increase to 20 400 kPa (3,000 psi)
hoist cylinders (6) to extend them. At this time, oil maximum.
flow to the brake cooling circuit is stopped.
When the operator releases the hoist control lever,
If, at any time, the resistance to the flow of the pump the valves change to the HOLD position. If the body
oil coming into the inlet section causes the pressure rises to the position that activates the hoist limit
to increase to 18 960 kPa (2,750 psi), the pilot switch, located above the right rear suspension,
pressure against hoist relief valve (1) causes it to before the operator releases the lever, hoist limit
open and allow oil to flow through brake cooling solenoid (13) is energized. The solenoid valve closes
circuit port (23) and to return to the hydraulic tank. raise pilot port (14) on the hoist and releases the
hoist pilot valve raise pilot pressure at port (14) to the
As the hoist cylinders extend, oil in the annulus area
tank, allowing head end spool (8) to center and shut
of all three stages must exit sequentially from the
off the supply of oil to the hoist cylinders. This
cylinders. Initially, rod end spool (7) ports are closed.
prevents maximum extension of the hoist cylinders.
As the returning oil entering rod end work port (5)
builds low pressure, it flows through the check-
poppet in the top of the spool, through down pilot
ports (15), through the pilot valve spool, through tank
return port (10) of the pilot valve, to the bleed down
manifold and to the hydraulic tank.
10
FIGURE 10-6. POWER UP POSITION

11
Hold operation
The pilot valve spool is positioned to allow the pilot
supply oil entering pilot supply port (12) to return to
the hydraulic tank through head end work port (10).
Pilot supply pressure in pilot supply ports (12) then
decreases to no pressure, allowing flow control valve
(2) to open and route the incoming pump oil through
brake cooling circuit port (23) and back to the
hydraulic tank.
Both raise pilot port (14) and down pilot port (15) in
the pilot valve are closed by the pilot valve spool. In
this condition, pressure is equalized on each end of
each rod end spool (7) and head end spool (8),
allowing the springs to center the spools and close all
ports to trap the oil in hoist cylinders (6) and hold the
body in its current position.
12
FIGURE 10-7. HOLD POSITION

13
Power down operation

When the operator moves the hoist control lever to
lower the body, the hoist pilot valve is positioned to
direct the oil in pilot supply ports (12) through down
pilot ports (15) to the top of rod end spool (7).
Pilot pressure increases to move the spool down,
compressing the bottom spring. Movement of the
spool connects high pressure passage (19) to the rod
end (annulus area) of the hoist cylinders. At the same
time, flow control valve (2) is forced to close as pilot
pressure increases, thus directing the incoming pump
oil to the hoist cylinders through rod end spool (7)
and the check valve in the overcenter manifold rather
than back to the hydraulic tank. Oil flow to the brake
cooling circuit ceases when the flow control valve
closes.
If the body is at the maximum up position, the hoist
limit switch has the hoist up limit solenoid activated,
therefore closing raise pilot port (14) on the hoist
valve. Power down pilot pressure in ports (15)
pushes open pilot operated check valve (21), located
in the bleed down manifold, so the pilot pressure in
ports (14) is open to the tank through the pilot valve
spool.
As oil attempts to return from the head end of the
hoist cylinders, it initially encounters closed head end
spool (8). Pressure increases on the bottom end of
the spool, causing it to move upward. This allows the
returning oil to enter low pressure passage (20), build
up 179 kPa (26 psi) to open primary low pressure
relief valve (22) and exit the hoist valve through tank
return port (10) to the hydraulic tank.
As the dump body descends and the hoist limit
solenoid is no longer activated, pilot operated check
valve (21) is no longer necessary.
14
FIGURE 10-8. POWER DOWN POSITION

15
Float operation
When the operator releases the hoist control lever as
the body travels down, the hoist pilot valve spool
returns to the FLOAT position. In this position, all
ports (10), (12), (14), and (15) are common with each
other. Therefore, the pilot supply oil is returning to the
hydraulic tank with no pressure buildup, thus allowing
flow control valve (2) to remain open to allow the
pump oil to flow through brake cooling circuit port
(23) and eventually return to the hydraulic tank.
With no blockage of either raise pilot port (14) or
down pilot port (15) in the pilot valve, there is no
pressure on the top of either main spool. The oil
returning from the head end of hoist cylinders (6)
builds pressure on the bottom of head end spool (8)
exactly like in POWER DOWN, allowing the returning
oil to transfer to low pressure passage (20). The back
pressure in the low pressure passage, created by
primary low pressure relief valve (22), causes
pressure under rod end spool (7) and moves the
spool upward. This connects the low pressure
passage to the rod end of the hoist cylinders.
The 179 kPa (26 psi) in low pressure passage (20)
causes oil to flow to the rod end of hoist cylinders (6)
to keep them full of oil as they retract. When the body
reaches the frame and there is no more oil flow from
the cylinders, the main spools center themselves and
close the cylinder ports and the high and low
pressure passages.
16
FIGURE 10-9. FLOAT POSITION

17
Hoist cylinder wear data
Criteria
New Rebuilt
355.625 ± 0.076 mm 355.879 ± 0.330 mm
1 Cylinder housing I.D.
(14.001 ± 0.003 in.) (14.011 ± 0.013 in.)
330.175 ± 0.025 mm 330.175 ± 0.025 mm
O.D.
1st stage (12.999 ± 0.001 in.) (12.999 ± 0.001 in.)
2
(13.0 in. rod) 298.475 ± 0.076 mm 298.729 ± 0.330 mm
I.D.
(11.751 ± 0.003 in.) (11.761 ± 0.013 in.) Rebuild/replace
2696.675 ± 0.025 mm 2696.675 ± 0.025 mm cylinder
O.D.
2nd stage (10.499 ± 0.001 in.) (10.499 ± 0.001 in.)
3
(10.5 in. rod) 241.325 ± 0.076 mm 241.579 ± 0.330 mm
I.D.
(9.501 ± 0.003 in.) (9.511 ± 0.013 in.)
3rd stage 177.775 ± 0.025 mm 177.775 ± 0.025 mm
4 O.D.
(7.0 in. rod) (6.999 ± 0.001 in.) (6.999 ± 0.001 in.)
18
Criteria
New bearing diameter Maximum wear - 1%
Spherical bearing Upper bearing 164.465 mm (6.475 in.) 1.625 mm (0.064 in.) Replace
5
wear Lower bearing 200 mm (7.874 in.) 2 mm (0.079 in.) bearing
Criteria
No. Check item New piston groove Remedy
Surface finish
diameter
347.472 ± 0.127 mm
1st stage (14.0 in. bore)
(13.680 ± 0.005 in.)
290.297 ± 0.127 mm
6 2nd stage (11.75 in. bore) -
(11.429 ± 0.005 in.)
233.172 ± 0.127 mm
3rd stage (9.5 in. bore)
(9.180 ± 0.005 in.)
349.047 ± 0.051 mm
(13.742 ± 0.002 in.)
291.897 ± 0.051 mm Rebuild/replace
7 2nd stage (11.75 in. bore) 63 microinch (max)
(11.492 ± 0.002 in.) cylinder
234.747 ± 0.025 mm
(9.242 ± 0.001 in.)
343.408 ± 0.025 mm
(13.520 ± 0.001 in.)
386.258 ± 0.025 mm
8 2nd stage (11.75 in. bore) 16 - 32 microinch
(11.270 ± 0.001 in.)
229.108 ± 0.025 mm
(9.020 ± 0.001 in.)
19
960E Dump truck
© 2009 KOMATSU
All Rights Reserved
20
CEN10003-02
960E

960E-1 A30003 - A30026
960E-1K A50003 and up
960E-2 A30027 and up

Brake circuits
General information .............................................................................................................................................. 3
Service brake circuit operation.............................................................................................................................. 4
Secondary braking and auto apply ....................................................................................................................... 4
Parking brake circuit operation ............................................................................................................................. 6
Wheel brake lock circuit operation ........................................................................................................................ 7
Brake warning circuit operation............................................................................................................................. 7
Brake assembly wear data.................................................................................................................................... 9
1
NOTES
2
General information The brake system consists of several major valve

components: the dual circuit brake valve, two
The Komatsu truck is equipped with an all-hydraulic
hydraulically-operated dual relay valves, the brake
actuated wet disc service brake system. The brake
manifold and two accumulators. The dual circuit
system utilizes Type C-4 hydraulic oil provided by the
brake valve is the only component located in the
brake/steering pump from the main hydraulic tank for
operator's cab. The dual relay valve for the front
brake application. Brake disc cooling during truck
brakes, the brake manifold, and the electrical
operation is provided by the hoist circuit pump
components are located in the hydraulic brake
through the hoist valve. A disc type parking brake,
cabinet behind the cab (see Figure 10-1). The dual
located in the rear axle housing, is attached to each
relay valve for the rear brakes is located in the rear
wheel motor. The fundamental function of the brake
axle housing. The two accumulators are mounted on
system is to provide an operator with the necessary
the frame rail behind the right front tire.
control for stopping the truck in either a slow
modulating fashion or in as short a distance as The brake manifold contains dual circuit isolation
reasonably possible. check valves, accumulator bleed down valves, and
valves for the brake lock, parking brake and
Outlined below are the functions that Komatsu feels
automatic apply functions. All of these components
are necessary for safe truck operation:
are screw-in cartridge type valves.
• Warn the operator as soon as practical of a
There are two independent means of brake actuation
serious or potentially serious loss of brake
provided for the operator: the service brake/retarder
pressure so that proper action can be taken to
pedal and the wheel brake lock switch. Additionally,
stop the truck before the secondary system is
the brakes will apply automatically if the brake
exhausted of its power.
system supply drops below a predetermined
• Provide secondary brake circuits so that any pressure.
single failure leaves the truck with sufficient
NOTE: The following brake circuit descriptions
stopping power.
should be used in conjunction with the hydraulic
• Automatically apply the service brakes if low brake system schematic located in the Diagrams and
pressure warnings are ignored and pressures drawings section.
continue to decrease.
• Provide a wheel brake lock to relieve the operator
from holding the brake pedal while at the dump or
shovel.
• Provide a spring-applied, hydraulically released
parking brake for holding (not stopping) the truck
during periods other than loading or dumping.
• The brake system should be easy to diagnose
and service.
3
Service brake circuit operation Secondary braking and auto apply

This portion of the system provides the operator with A fundamental function of the secondary brake
the precise control that is necessary to modulate system is to provide reserve braking in the event of
(feather) brake pressure to slowly stop the truck or any single failure. For this reason, the system is
develop full brake effort to stop as quickly as divided into multiple circuits, each with its own
possible. The heart of this circuit is the foot-operated, isolation check valve, accumulators, and circuit
dual circuit brake valve located in the cab. This valve regulator. The secondary system becomes whatever
enables the operator to control the relatively high circuit(s) is operable after a failure. If the failure is a
pressure energy within the brake accumulators jammed treadle valve, then the brake lock becomes
directed to the brakes. the secondary system. Otherwise, either of the two
brake circuits would be the secondary system.
There are two valves in the dual circuit brake valve.
One supplies pressure to dual relay valve (1, Figure The brake accumulators perform two functions:
10-1) in the hydraulic brake cabinet to provide apply provide rapid flow for good response and store
pressure for the front brakes. The other supplies energy for secondary braking. The check valves
pressure to a dual relay valve located in the rear axle ensure that this energy is retained if a failure should
housing to provide apply pressure for the rear brakes. occur in the brake system supply or an accumulator
circuit. An additional check valve, located between
As the brake pedal is depressed, each valve within
the supply line from the steering/brake pump and the
the dual circuit brake valve simultaneously delivers
brake manifold, provides additional protection against
hydraulic oil from its respective accumulator to the
pressure loss if the oil supply is interrupted.
dual relay valves, which then deliver hydraulic oil to
the wheel brakes at a pressure that is proportional to If a failure occurs in the pump, steering, or either
both pedal position and the force being applied to the brake accumulator circuit, a low brake pressure
pedal. The further the pedal is depressed, the higher warning light will illuminate, and an audible alarm will
the brake force, which gives the operator a very sound, indicating that the vehicle should be stopped
positive feel of control. as soon as practical. When the pressure in one
accumulator circuit is lower than the preset level, all
Brake accumulators have two functions: storing
the service brakes will be automatically applied.
energy for reserve braking in the event of a failure
Automatic brake application is accomplished by
and providing rapid oil flow for good brake response.
automatic apply sequence valve (8, Figure 10-1)
Depressing the brake pedal also actuates stop light located in the brake manifold. This valve senses the
pressure switch (20), which in turn activates the lower brake accumulator pressure. When the
brake light on top of the cab, the stop/tail lights on the pressure is less than 11 400 kPa (1,650 psi), the
rear axle housing and the propulsion interlock. valve shifts, operating the brake treadle valve
hydraulically which, in turn, applies pressure to the
dual relay valves, applying all the brakes.
NOTE: For an internal view of the brake valve, refer
Regardless of the nature or location of a failure,
to Figure 10-2.
sensing the lowest brake accumulator circuit
pressure ensures two to four full brake applications
after the low brake pressure warning light and alarm
activate and before automatic apply activates. This
allows the operator the opportunity to safely stop the
truck after the warning occurs.
4
FIGURE 10-1. HYDRAULIC BRAKE CABINET

1. Dual Relay Valve 13. Brake Lock Solenoid Valve (SV1)
2. Hoist Pilot Valve 14. Parking Brake Release Pressure (PK2)
3. Relief Valve (Hoist Power Down) 15. Low Accumulator Test Port (LAP1)
4. Brake Lock Shuttle Valve 16. Low Brake Pressure Switch
5. Brake Manifold 17. Parking Brake Pressure Switch
6. Brake Oil Supply Pressure Test Port (SP3) 18. Automatic Brake Apply Solenoid Valve (SV3)
7. Rear Brake Accumulator Bleed Valve 19. Junction Manifold
8. Automatic Apply Sequence Valve 20. Stop Light Pressure Switch
9. Front Brake Accumulator Bleed Valve 21. Brake Lock Degradation Switch
10. Parking Brake Solenoid Valve (SV2) 22. Rear Brake Pressure Test Port (BR)
11. Brake Lock Apply Pressure Test Port (PP3) 23. Front Brake Pressure Test Port (BF)
12. Pressure Reducing Valve (PR)
5
Parking brake circuit operation If a loss of supply pressure occurs with the directional
control lever in F, R, or N, the parking brake solenoid
The parking brakes are spring applied and
will still be energized. The supply circuit that lost
hydraulically released. Whenever the parking brake
pressure is still open to the parking brake pistons. To
solenoid is de-energized, the spring in the solenoid
prevent parking brake pressure oil from returning to
valve will shift the spool, diverting oil pressure from
the supply circuit, a check valve in the parking brake
the parking brakes to direct the oil back to the
circuit traps the oil, holding the parking brake in the
hydraulic tank.
released position.
Normal operation (key switch ON, engine on) NOTE: Normal internal leakage in the parking brake
• Directional control lever in PARK solenoid may allow leakage of the trapped oil to
Automatic brake apply solenoid (18, Figure 10-1) return to tank and eventually allow parking brake
is energized, causing all four service brakes to application.
apply. After one second, parking brake solenoid If 24 volt power to the parking brake solenoid is
(10) is de-energized. The oil pressure in the interrupted, the parking brake will apply at any truck
parking brake lines returns to tank and the speed. The spring in the solenoid will cause it to shift,
springs in the parking brake apply the brake. opening a path for the oil pressure in the parking
Parking brake pressure switch (17) closes, brake line to return to tank, and the springs in the
completing a path to ground and illuminating the parking brake will apply the brake. Parking brake
parking brake light on the status indicator dash pressure switch (17) will close, completing a path to
panel. After a 1/2 second, the automatic brake ground and interrupting propulsion.
apply solenoid is de-energized, causing the
service brakes to release.
• Directional control lever in F, R, or N
The parking brake solenoid is energized. The oil
flow is routed from parking brake solenoid valve
(10) to the parking brake pistons for release. The
parking brake circuit is protected against
accidental application by monitoring a wheel
motor speed sensor to determine the truck
ground speed. The parking brake will not apply
until the truck is virtually stopped. This eliminates
parking brake damage and will extend brake
adjustment intervals. If the key switch is turned
OFF, the parking brake will not apply until the
truck speed is less than 0.5 kph (1/3 mph).
6
Wheel brake lock circuit operation Brake warning circuit operation

The primary function of the wheel brake lock is to The brake warning circuit is equipped with a low
provide a means for the operator to hold the truck brake pressure warning light and an audible alarm in
while at the shovel or dump. The brake lock only the cab to alert the operator to low brake pressures.
applies the rear service brakes. It may also provide Several electrical sensors, a relay and delay timer
a secondary means of stopping the truck in the event are used to detect brake system problems.
of a brake valve malfunction.
• Brake warning relay
During normal operations, the wheel brake lock will When the wheel brake lock switch is ON, the
function only when: brake warning relay is energized and switches
the electrical connection from the terminal to
• the control power is ON,
brake lock degradation switch (21, Figure 10-1).
• the key switch is ON, When the wheel brake lock switch is OFF, the
relay is de-energized and switches the
• and the parking brake is not activated (directional
connection from the brake lock degradation
control lever is not in PARK).
switch to the terminal.
If the wheel brake lock is applied while the truck is
• System supply pressure switch
moving, the brake lock function will remain applied
The system supply pressure switch is located on
after the truck is stopped regardless of the conditions
the pump pressure sensing manifold. When
stated above (except the control power must be ON
system supply pressure drops below 15 800 kPa
for the wheel brake lock to function). The operator
(2,300 psi), the low brake pressure warning and
must deactivate the wheel brake lock.
buzzer will activate.
When the wheel brake lock switch on the dash panel
• Low brake pressure switch
is activated, brake lock solenoid valve (13, Figure 10-
Low brake pressure switch (16) is located on
1) and pressure reducing valve (12) will apply
brake manifold (5) in the hydraulic brake cabinet.
unmodulated pressure oil at 13 800 kPa (2,000 psi)
When the brake accumulator with the lower
to fully actuate the rear brakes. Shuttle valve (4) in
pressure falls below 12 700 kPa (1,850 psi), the
the rear brake line provides the independence from
low brake pressure warning and buzzer will
the brake valve for brake application.
activate.
• Brake lock degradation switch
Brake lock degradation switch (21) is located on
junction manifold (19) in the hydraulic brake
cabinet. When the wheel brake lock switch is ON,
brake lock solenoid (13) and the brake warning
relay are energized. The brake warning relay
switches the electrical connection from the
terminal to the brake lock degradation switch. If
the brake lock apply pressure is less than 6 900
kPa (1,000 psi), a path to ground will be
completed and the low brake pressure warning
and buzzer will activate.
7
FIGURE 10-2. BRAKE VALVE
1. Actuator Cap
2. Adjustment Collar
3. Nut
4. Actuator Plunger
5. Wiper Seal
6. Poly-Pak Seal Assembly
7. Glyde Ring Assembly
8. Regulator Springs (B1)
9. Plunger Return Spring
10. Spring Seat
11. Spool Return Spring (B1)
12. Regulator Sleeve (B1)
13. Regulator Spool (B1)
14. Reaction Plunger (B1)
15. Base Plate
16. Reaction Plunger (B2)
17. Regulator Sleeve (B2)
18. Regulator Spool (B2)
19. Spool Return Spring (B2)
20. Regulator Springs (B2)
21. Staging Seat
A. Adjustment Collar Maximum

Pressure Contact Area
B. Automatic Apply Piston Area
C. PX Port
D. Tank Port
E. Reactionary Pressure Area
F. Brake Apply Port
G. Orifice
H. Supply Port
Note:
B1 - Rear Brakes
B2 - Front Brakes
8
Brake assembly wear data
Criteria
No. Check item Maximum Remedy
New
wear
3.70 mm 3.40 mm
Overall thickness
(0.15 in.) (0.13 in.)
0.50 mm 0.70 mm Replace separator
1 Check separator plates Flatness
(0.020 in.) (0.027 in.) plate
> 10% of
Scoring -
surface area
7.70 mm 6.88 mm
Overall thickness
(0.30 in.) (0.27 in.)
0.45 mm 0.70 mm
Flatness
(0.018 in.) (0.03 in.)
Disc to disc wear < 0.164 mm
-
variation (0.0065 in.)
2 Check friction discs Replace friction disc
Friction material 1.10 mm 0.69 mm
depth (each side) (0.043 in.) (0.027 in.)
Friction material > 10% of
-
loss surface area
Friction material
- -
flakes off easily
6.9 mm 5.9 mm
3 Check damper Overall thickness Replace damper
(0.27 in.) (0.23 in.)
Check assembled thickness
• 10 separator plates 135.50 mm 123.48 mm Replace brake
4 Overall thickness
• 11 friction discs (5.335 in.) (4.861 in.) assembly
• 2 dampers
9
960E Dump truck

© 2009 KOMATSU
All Rights Reserved
10
CEN10004-01
960E

960E-1 A30003 - A30026
960E-1K A50003 and up
960E-2 A30027 and up

Suspensions
Front suspension wear data.................................................................................................................................. 3
Rear suspension wear data .................................................................................................................................. 4
1
NOTES
2
General information Front suspension wear data

The suspension system supports the weight of the
truck and absorbs the shock from uneven road
surfaces to provide a comfortable ride for the
operator. Also, the suspension system maintains the
stability of the truck by ensuring that all of the wheels
are always in contact with the ground. This allows the
truck to demonstrate its full performance in
acceleration, braking, and turning, even when
traveling at high speeds.
The suspension system uses hydro-pneumatic
suspension cylinders, which are charged with oil and
nitrogen gas. The cylinder acts as a shock absorber
by contracting and expanding the nitrogen gas and oil
to absorb the load from the road surface.
FIGURE 10-1. FRONT SUSPENSION CYLINDER
Criteria
New Maximum wear
457.20 -0/+0.05 mm Replace cylinder
1 Check bore diameter 457.50 mm (18.012 in.)
(18.000 -0/+0.002 in.) housing
422.17 ± 0.03 mm
2 Check rod diameter 422.14 mm (16.620 in.) Replace rod
(16.621 ± 0.001 in.)
3
Rear suspension wear data
FIGURE 10-2. REAR SUSPENSION CYLINDER
Criteria
New Maximum wear
393.70 -0/+0.05 mm Replace cylinder
1 Check bore diameter 394.00 mm (15.512 in.)
(15.500 -0/+0.002 in.) housing
355.50 ± 0.03 mm
2 Check rod diameter 355.47 mm (13.995 in.) Replace rod
(13.996 ± 0.001 in.)
Spherical bearing
3 128.02 mm (5.04 in.) 1.28 mm (0.05 in.) Replace bearing
wear
4
NOTES
5
960E Dump truck

© 2009 KOMATSU
All Rights Reserved
6
CEN10013-02
860E
960E

860E-1K A30004 and up
960E-1K A50003 and up

Electrical system, 24 volt
Battery supply system........................................................................................................................................... 3
Auxiliary control cabinet components ................................................................................................................... 4
Relay boards......................................................................................................................................................... 6
Body position switches (With proximity switch and metal arm)........................................................................... 10
Body position switches (With proximity switch and magnet)............................................................................... 12
1
NOTES
2
Battery supply system While the engine is off, power is supplied by the
batteries. During engine cranking, power is supplied
The truck uses a 24VDC electrical system to supply
by the batteries. When the engine is running,
power for the engine starting circuits and most non-
however, power is supplied by a high capacity
propulsion related electrical components. The
alternator that is driven by the engine.
24VDC engine starting circuit is supplied by four
heavy duty, type 8D, 12-volt storage batteries (3, During operation, the batteries function as an
Figure 10-1). The batteries are of the lead-acid type, electrochemical device that converts chemical
each containing six 2-volt cells. energy into the electrical energy that is required for
operating the accessories when the engine is off.
FIGURE 10-1. BATTERY BOX & BATTERY CONTROL BOX

1. Battery Box Cover Latch 5. Engine Start Relay 7. Battery Disconnect Switch
2. Auxiliary Battery Receptacles 6. Battery Disconnect Switch (System)
3. Batteries (Starter) 8. Isolation Diode
4. Battery Control Box
3
Battery disconnect switches provide a convenient Auxiliary control cabinet components

method of disconnecting the batteries from the truck’s
The auxiliary control cabinet houses various
electrical circuits without having to remove any
components for the 24VDC circuits, engine related
battery cables. Rearward disconnect switch (6)
devices, and terminal strips that connect truck wiring
opens the starter battery circuit only, preventing
harnesses with the main control cabinet and cab.
engine startup while still allowing battery power to the
24VDC control system circuits, if desired. Forward The following information describes the components
disconnect switch (7) disconnects the 24VDC system in the auxiliary control cabinet and their operation.
batteries. Additional detailed information for operation and
troubleshooting can be found in the engine
Two pairs of receptacles (2), located near the battery
manufacturer's service publications and the
disconnect switches, are provided to attach battery
appropriate shop manual sections. Also refer to the
charger leads for charging the batteries. These
electrical schematics in the Drawings and diagrams
receptacles can also be used for connecting external
section.
batteries to aid engine starting during cold weather.
When external batteries are used, they should be of 24VDC to 12VDC converter
the same type (8D) as the batteries installed on the
truck. Two pairs of batteries should be used. Each 24VDC to 12VDC converter (1, Figure 10-2) is used
pair should be connected in series to provide 24VDC, to convert the 24 volt battery system voltage to 12
with one pair connected to the front receptacle and volts for various truck components such as the radio/
the other pair connected to the rear receptacle on the CD player, cab power windows, and the auxiliary
truck. power receptacles in the cab. The converter output
circuits are protected by 50 amp circuit breaker (12,
Schottky type isolation diode (8) is used to provide Figure 10-2) located inside the auxiliary control
isolation between the electrical system battery cabinet.
circuits and the dual starter motor start command
circuits. This device controls the direction of current Diode board - DB1
flow in high current applications. The isolation diode
allows current from the battery charging alternator to Diode board (7) contains 24 replaceable diodes that
charge the batteries, but prevents current flow from are mounted on a plug-in connector for easy
the starter motors to the batteries when the engine is replacement. Some of the diodes are used in the coil
started. circuit of various relays to suppress the resultant coil
voltage spike when power is removed from the
Engine start relay (5) receives the signal to begin circuit, preventing damage to other circuit
cranking from the pre-lube relay once 34 kPa (5 psi) components (lamp filaments, etc.). Other diodes are
of oil pressure is reached. When the engine start used to control the flow of current in a circuit as
relay is activated, it provides current to the starter required. Resistors or diodes may also be installed in
motors to engage the drives and begin cranking the sockets P7 through P12.
engine, eliminating the need for magnetic switches.
Power distribution terminals
24VDC terminal (8) and 12VDC terminal (9) are
mounted on the left wall of the cabinet. These
terminals distribute battery voltage and 12VDC for
devices requiring reduced voltage. The 24VDC
terminal is a convenient test point for measuring
battery voltage during troubleshooting procedures.
4
Control power relay

Control power relay (10) is energized when the
control system computer is operating. This relay
isolates the 24VDC control power to the truck control
circuits.
FIGURE 10-2. AUXILIARY CONTROL CABINET - LEFT WALL

1. 24VDC to 12VDC Converter 8. 24VDC Terminal 15. Interface Module
2. Key Switch Power Relay 9. 12VDC Terminal 16. Relay Board - RB6
3. Relay Board - RB5 10. Control Power Relay 17. Relay Board - RB7
4. Relay Board - RB1 11. 12V Power Relay 18. Relay Board - RB8
5. Relay Board - RB3 12. Circuit Breaker 19. Orbcomm Controller
6. Relay Board - RB4 13. Inclinometer
7. Diode Board - DB1 14. PLM III Controller
5
Fuse blocks Relay boards

Three fuse blocks (1, Figure 10-3) contain fuses that The auxiliary control cabinet contains seven relay
protect various circuits on the truck. Always replace a boards to provide control for many of the 24VDC
blown fuse with a new one of the same rating. For a circuits. Two types of boards are used. One type of
listing of fuse sizes and circuits, refer to board contains circuit breakers in addition to 24VDC
Troubleshooting section fault code table and fuse relays and a PC board for special functions. The
location decal for circuits and fuse sizes. second type of board contains relays only.
All relays are interchangeable. The circuit breakers
are also interchangeable as long as the circuit
breaker capacity is the same.
Do not interchange or replace any circuit breaker

with one of a different capacity than specified for
the circuit. Serious damage or a fire may result if
the wrong capacity breaker is used.
Refer to Figure 10-2 for the location of each relay

board.
Relay boards RB1, RB3, RB4, RB5

Each relay board of this type is equipped with four
green lights (9, Figure 10-4) and one red “breaker
open” light (7). Each relay board has fifth green light
(8) that has a different function on each board.
Four green lights are labeled K1, K2, K3, or K4.
These lights will be on only when that particular
control circuit has been switched ON and the relay
coil is being energized. The light will not turn on if the
relay board does not receive the 24 volt signal to turn
on a component.
If illuminated, the red “breaker open” light indicates
that a circuit breaker on that relay board is in the OFF
position. A light on the overhead display panel will
also illuminate, informing the operator that a circuit
breaker is in the OFF position. The red “breaker
open” light will turn ON whenever there is a voltage
difference across the two terminals of a circuit
FIGURE 10-3. AUXILIARY CONTROL CABINET - breaker.
FRONT VIEW
1. Fuse Blocks 2. Diagnostic Ports
6
If a control switch has been turned ON and a green preventing an electrical connection. Swap
(K) light is on, but that component is not operating, relays and check again. Replace defective
check the following on the relay board for that circuit: relays. Relays may take one minute to trip
and 30 seconds before they can be reset.
 If a circuit breaker light is on, press all the
circuit breakers to make sure that they are  Check the wiring and all of the connections
all on. There is no visual indication as to between the relay board and the
which circuit breaker has been tripped. component for an open circuit.
Check the operation of the component. If it  The component may be defective. Replace
trips again, check the wiring or component the component.
for the cause of the overload.
 There is a poor ground at the component.
 The contacts inside the relay may not be Repair the ground connection.
closing, or the contacts may be open,
FIGURE 10-4. TYPICAL RELAY BOARDS

- RB1, RB3, RB4, RB5
1. Relay Board
2. Screw
3. Screw
4. Circuit Breaker
5. Circuit Panel Card
6. Screw
7. Breaker Open Light (RED)
8. Bleed Down Light (GREEN)
(RB4 only)
9. K1, K2, K3, K4 Lights (GREEN)
10. Screw
11. Relay
12. Circuit Harness Connector
7
Relay boards RB6, RB7, RB8, RB9 Relay functions

Auxiliary relay boards do not contain circuit breakers The functions of each relay are described below.
or modular cards. Additional circuits may be added
by utilizing a spare relay socket. See Figure 10-5. Relay board 1 (RB1)
The control circuit for the relays are the “+” and “-” 1 - Flasher Power Light (green): This light will be
terminals: illuminated when the turn signals or hazard
• “+” terminal is for positive voltage. lights are activated.
• “-” terminal is for grounding of the control circuit.  1 light will be illuminated during right turn
• Either circuit can be switched “open” or “closed” to signal operation
control the position of the relay.  2 light will be illuminated during left turn
signal operation
The terminals of the switched circuit from the relay
contacts are labeled as follows:  3 light will be illuminated when clearance
• NC - Normally Closed lights are activated.
• COM - Common  4 light will be flashing when the turn signals
• NO - Normally Open or hazard lights are in operation.
 COM terminal is for the voltage source NOTE: If circuit breakers CB13 and CB15 are in the
(protected by a circuit breaker) coming into OFF position, no warning will be noticed until the
the relay which will supply the electrical clearance light switch is turned ON.
power for the component being controlled. 1 - Flasher Module card
 NC terminal is connected (through the
2 - 12.5 amp circuit breakers (CB13, CB15)
relay) to the “COM” terminal when the relay
is not energized (when the control circuit 4 - Relays
terminals “+” & “-” are not activated).
 Left Turn Light Relay (K1)
 NO terminal is connected (through the
relay) to the “COM” terminal when the relay  Right Turn Light Relay (K2)
is energized (by the control circuits “+” & “-”  Clearance Lights Relay (K3)
being energized).
 Flasher Relay (K4)
Relay board 3 (RB3)

1 - Light Module Display card
1 - Rev Light (green): This light is illuminated
whenever the directional control lever is in the
REVERSE position and the key switch is in the
ON position.
4 - 12.5 amp circuit breakers
(CB16, CB17, CB18, CB19)
4 - Relays
 Manual Backup Lights Relay (K1)
FIGURE 10-4. AUXILIARY RELAY BOARD -
RB6, RB7, RB8  Stop Lights Relay (K2)
1. Circuit Board 5. Mounting Plate  Retard Lights Relay (K3)
2. Mounting Rail 6. Foam Block
3. Screw 7. Relay
4. Nut
8
Relay board 4 (RB4) Relay board 7 (RB7)

1 - Steering Pressure Bleeddown Timer Module  Bleed Down Power Supply Relay (K1)
card  Truck Moving Relay (K2)
1 - Bleed Down Light (green): This light is  Brake Lock Hold Relay (K3)
illuminated when the bleed down solenoid is
being energized. The bleed down timer will  Engine Run Relay (K4)
energize the solenoid for 90 seconds after the  Auto Lube Solenoid Relay (K5)
key switch is turned OFF.
 HID Light Relay (K6)
3 - 12.5 amp circuit breakers (CB20, CB21, CB22)
 Park Brake Switch Relay (K7)
4 - Relays  Auto Lube Relay (K8)
 Parking Brake Failure Relay (K1)
 Engine Cranking Oil Pressure Interlock
Relay (K2) Relay board 8 (RB8)
 Horn Relay (K3)  Full Load Signal to PSC Relay (K1)
 Body-Up Relay (K4)  70% Load Signal to PSC Relay (K2)
 Spare Relay (K3)
Relay board 5 (RB5)  Payload Power Relay (K4)
1 - Light Display Module card  Spare Relay (K5)
1 - Lights Control Light (green): This light is  PLMIII Red Lights Relay (K6)
illuminated when 24 volts is being supplied to  PLMIII Amber Lights Relay (K7)
the battery terminal of the light switch.
 PLMIII Green Lights Relay (K8)
5 - 12.5 amp circuit breakers
(CB23, CB24, CB25, CB26, CB27)
4 - Relays
 Left Low Beam Relay (K1)
 Right Low Beam Relay (K2)
 Left High Beam Relay (K3)
 Right High Beam Relay (K4)
Relay board 6 (RB6)

 Backup Horn Relay (K1)
 Engine Run/Ignition Relay (K2)
 Propel Inhibit(K3)
 Park Brake Release (K4)
 Ignition On (K5)
 Spare Relay (K6)
 Starter Lockout (K7)
 Park Brake Control (K8)
9
Body position switches

(With proximity switch and metal arm)
Body-up switch
Body-up switch (3, Figure 10-5) is located inside the
right frame rail near the front of the body. It must be
adjusted to specifications to ensure that the proper
electrical signal is obtained when the body is raised
or lowered. The body-up switch is designed to
prevent propulsion in REVERSE when the dump
body is not resting on the frame rails. The switch also
prevents forward propulsion with the body up unless
the override button is depressed and held.
When the body is resting on the frame, actuator arm
(4) causes the electrical contacts in the magnetically
operated switch to close. When the body is raised,
the arm moves away from the switch, opening the
contacts. The electrical signal is sent to the control
system and the body-up relay.
The switch must be properly adjusted at all times.
Improper adjustment or loose mounting bolts may
cause false signals or damage to the switch
assembly.
FIGURE 10-5. BODY-UP SWITCH
1. Switch Mounting 3. Proximity Switch

Bracket 4. Actuator Arm
2. Adjustment 5. Adjustment
Capscrews Capscrews
10
Hoist limit switch

Hoist limit switch (5, Figure 10-6) is located inside the
right frame rail above the rear suspension, near the
body pivot pin. The hoist limit switch is designed to
stop the hoist cylinders before they reach full
extension, preventing possible damage to the dump
body or hoist cylinders.
When the hoist cylinders approach maximum stroke
and the body pivots on the pins, actuator arm (3)
moves close enough to the magnetically-operated
switch to close the electrical contacts. When the
contacts close, an electrical signal is sent to the
hoist-up limit solenoid valve, located in the hydraulic
brake cabinet, to prevent further oil flow to the hoist
cylinders.
FIGURE 10-6. HOIST LIMIT SWITCH

1. Body 4. Switch Mounting
2. Frame Plate
3. Actuator Arm 5. Hoist Limit Switch
11
Body position switches

(With proximity switch and magnet)
Proximity switch operation

The body position switches on these trucks are mag-
netic field change switches. The switches sense a fer-
rous material target, as well as a specific pole (south
pole) magnet field. When a switch is activated by fer-
rous material, the maximum sensing distance is
approximately 13 mm (0.5 in.). When a magnet is
used instead of ferrous material, maximum sensing
distance is approximately 95 mm (3.75 in.). There-
fore, use of a magnet target allows the switch to acti-
vate at greater sensing distances.
Inside the body limit switch, there are two magnets of

slightly varying strengths in line with one another. The
magnets are located on separate ends of a rocker
lever assembly which contains the functional switch
contacts. In the non-actuated or rest state, in which
there is no disturbance in the internal switch natural
magnetic fields, the stronger magnet dominates the
rocker into the “normal” position. Refer to Figure 10-7.
When the field of the dominate magnet becomes
distracted by a target, (a ferrous plate, or an opposite
polarity magnet field (south pole)), the weaker
magnet in the switch will then become more dominate
and move the rocker lever. The switch is then FIGURE 10-7. SWITCH CONTACTS - NORMAL
considered to be actuated or in the “sensed” position. AND SENSED POSITIONS
Body-up Switch
Hoist limit switch
Two magnetically activated proximity switches sense
the position of the truck dump body. Body-up switch Hoist limit switch (3, Figure 10-9) is located on the
(2, Figure 10-8) is located inside the right frame rail, right frame rail just behind the pivot. The hoist limit
forward of the body pivot. This switch provides a switch sends a signal to the hoist limit solenoid in the
"body seated" signal when the body is resting on the hydraulic cabinet. The solenoid activates and blocks
frame. When the body is raised above the frame rail, oil flow from the hoist pilot valve to the hoist valve.
the magnetic field is removed from the switch sensing The “power up” oil supply is blocked to prevent full
area. The switch sends a "body float" signal and a hoist cylinder extension, and possible damage to the
warning lamp in the left pod illuminates to inform the cylinders. Proper switch adjustment ensures the hoist
operator. cylinder travel stops approximately 152 mm (6 in.)
before full extension.
NOTE: The body float lamp will also illuminate if the
hoist control is not in the FLOAT position or if there is If either the body up switch or the hoist limit switch do
an open circuit between the switch controller. not function as described above, adjust the switches
according to the procedure on the following pages.
12
FIGURE 10-8. BODY-UP SWITCH

1. Magnet 2. Body-Up Switch
FIGURE 10-9. HOIST LIMIT SWITCH (REAR VIEW)
1. Magnet 3. Hoist Limit Switch

2. Cap Screws
13
860E Dump truck

960E Dump truck
© 2010 KOMATSU
All Rights Reserved
14
CEN10027-00
960E

960E-1K A50003 and up

Interface module (IM)
Sensors................................................................................................................................................................. 2
Interface module inputs and outputs..................................................................................................................... 3
960E 1
General information Sensors

Interface module (1, Figure 10-1) collects data from Temperature sensors
various sensors and sends this information to the
VHMS controller through the main wiring harness. Temperature sensors (Figure 10-2) monitor the
The interface module (IM) is located in the auxiliary ambient air temperature and the hydraulic oil
control cabinet. temperature. An ambient air temperature sensor is
located on the left side of the air blower inlet duct for
New IM controllers come unprogrammed and must the traction alternator. The hydraulic oil temperature
have the correct software installed in order to sensors are located at each wheel to measure the oil
function. Refer to Testing and adjusting section temperature as it leaves each brake assembly.
Interface module (IM) for the correct software
installation procedures.
FIGURE 10-2. TEMPERATURE SENSOR
Pressure sensors
Four pressure sensors (Figure 10-3) have been
added to the truck to monitor various hydraulic
circuits. The four circuits are:
• both inlets to the hoist valve
• steering supply circuit
• front brake apply circuit
The hoist pressure sensors are both located right at
the inlet of the hoist valve. The front brake apply
pressure sensor is located in the brake circuit
junction block in the hydraulic cabinet behind the cab.
The steering pressure sensor is located on the
bleeddown manifold in the port labeled “TP2”.
FIGURE 10-1. INTERFACE MODULE
1. Interface Module 3. Connector IM2
2. Connector IM1 4. Connector IM3
FIGURE 10-3. PRESSURE SENSOR
1. Pin 1, Input (Brown) 3. Sensor

2. Pin 2, Signal (Red)
2 960E
Interface module inputs and outputs

Table 1: Pulse, PWM and analog inputs
Display Signal Connector Checkout Parm full

Input Source Input signal
type type - Pin type scale
Hydraulic oil Analog Left rear brake -57 to
Truck Analog IM3-i 0 to 5.375
temp - left rear gauge oil temp 150 °C
Hydraulic oil Analog Right rear brake -57 to
Truck Analog IM3-m 0 to 5.375
temp - right rear gauge oil temp 150 °C
Hydraulic oil Analog Left front brake -57 to
Truck Analog IM3-t 0 to 5.375
temp - left front gauge oil temp 150 °C
Hydraulic oil Analog Right front -57 to
Truck Analog IM3-r 0 to 5.375
temp - right front gauge brake oil temp 150 °C
+5V sensor +5 volts for
None Truck Analog IM3-j 0 to 30 0 to 30V
monitor sensors
Battery voltage Analog Battery voltage,
Truck Analog internal 0 to 40 0 to 40V
(24V) gauge 24V
Ambient Ambient -50 to
None Truck Analog IM3-e 0 to 5.375
temperature temperature 160 °C
DC converter DC converter
None Truck Analog IM3-h 0 to 20 0 to 20V
voltage (12V) voltage (12V)
Hoist pressure 2 None Truck Analog Hoist pressure 2 IM3-q 0 to 25 ma -
Hoist pressure 1 None Truck Analog Hoist pressure 1 IM3-s 0 to 25 ma -
Steering Steering
None Truck Analog IM3-d 0 to 25 ma -
pressure pressure
Brake pressure None Truck Analog Brake Pressure IM3-p 0 to 25 ma -
Analog
Fuel level Truck Analog Fuel level IM3-g 0 to 15 -
gauge
960E 3
Table 2: Digital inputs
Display Signal Connector

Input Source Input signal Force to On
type type - Pin
Circuit breaker Amber Circuit breaker
Truck Digital IM2-g Ground 0
tripped caution tripped
Hydraulic oil Amber
Truck Digital Pump filter switches IM2-Y Ground 1
filter caution
Low steering Low steering
Red light Truck Digital IM2-S Ground 1
pressure alert pressure switch 1
Low steering Low steering
Red light Truck Digital IM2-W Ground 1
precharge alert precharge switch 1
Steering accum Steering accum
Red light Truck Digital IM2-Z Ground 0
pressure pressure switch
Brake lock IM2-i 24VDC 1
Composite Brake accum
Red light Truck Digital IM2-U Ground 1
brake alert pressure switch
Brake lock degrade IM2-V Ground 1
Park Brake Set None Truck Digital PB Set IM2-f Ground 0
Park Brake
None Truck Digital PB Released IM2-M Ground 0
Released
Drive System Drive
None Digital Drive System Fault IM2-b Ground 0
Fault Lamp System
Drive System Drive
None Digital Drive System Fault IM2-c Ground 0
Fault Buzzer System
Hydraulic tank Hydraulic tank oil
Red light Truck Digital IM2-k Ground 1
oil level alert level
Selector switch Selector switch
None Truck Digital IM2-N 24VDC 1
(FNR) (FNR)
Crank request None Truck Digital Crank request IM2j 24VDC 1
Key switch,
None Truck Digital Key switch IM2-P 24VDC 1
direct
Timed engine Timed engine
None Engine Digital IM3-F 24VDC 1
shutdown shutdown
Drive System
None Truck Digital Drive System batt+ IM3-M 24VDC 1
batt+
Snapshot in Snapshot in
None VHMS Digital IM2-L Ground 0
progress progress
Mode switch 1 -
None Truck Digital - IM3-H Ground 0
left arrow
Mode switch 2 -
None Truck Digital - IM3-J Ground 0
OK
Mode switch 3 -
None Truck Digital - IM3-K Ground 0
down arrow
4 960E
Table 2: Digital inputs
Display Signal Connector

Input Source Input signal Force to On
type type - Pin
Mode switch 4 -
None Truck Digital - IM2-q Ground 0
up arrow
Key switch
Keyswitch,
None Truck Digital overridden by Drive IM3-G 24VDC 1
override
System
Brake lock Brake lock
switch power None Truck Digital switch power IM3-L 24VDC 1
supply supply
Secondary
Secondary engine
engine None Truck Digital IM3-E 24VDC 0
shutdown switch
shutdown
Cranking motor Cranking motor 1
None Truck Digital IM3-R 24VDC 1
1 energized energized
Cranking motor Cranking motor 2
None Truck Digital IM3-S 24VDC 1
2 energized energized
Auto Lube Amber
Truck Digital Auto Lube Solenoid IM3-X Ground 0
Solenoid status
Amber Digital
Auto Lube Level Truck Auto Lube Level IM3-W Ground 0
status
Parking brake Parking brake
None Truck Digital IM3-V 24VDC 1
release request release request
Crank sense None Truck Digital Crank sense IM3-U 24VDC 1
Selector switch Amber Selector switch
Truck Digital IM3-T 24VDC 1
(PARK) status (PARK)
960E 5
Table 3: Digital outputs
Function Signal Connector

Output Location Checkout type
type type - Pin
PWM/
Brake auto apply Control - IM1-R Low side switch
digital
PWM/
Auto Lube Solenoid Control - IM1-T Low side switch
digital
PWM/
IM On signal Display Display IM1-K Low side switch
digital
PWM/
Red warning lamp Display Display IM1-G Low side switch
digital
Steering bleeddown Display/ PWM/
Display IM1-P Low side switch
valve control digital
PWM/
Sonalert Display Display IM1-M Low side switch
digital
Shutdown Delay
- - Digital IM1-H Low side switch
Relay
Start enable Control - Digital IM1-B Low side switch
Parking brake PWM/
Control - IM1-E Low side switch
solenoid digital
6 960E
Table 4: Serial inputs and outputs
Connector
Input/output Type Circuit
- Pin
IM transmit IM2-A
Laptop computer (programming)
RS232 IM receive IM2-B
I.M. Realtime Monitor
Ground IM2-C
Monitoring bus CAN-H IM1-j

(PLMIII, Modular Mining Hub, CAN / RPC CAN-L IM1-k
VHMS, Komatsu Display) CAN-SHLD IM1-i
CAN-H IM1-r
J1939 engine monitor CAN / J1939 CAN-L IM1-s
CAN-SHLD IM1-q
Table 5: Power supplies
Connector
Power supply Type Note
- Pin
V batt 24V battery Main 24V supply IM1-A
V batt 2 24V battery Key switch 24V supply IM1-F
Ground - IM main ground IM1-C
+5 red 5V supply 2, 3 red warning supply IM1-V
+24V out 24V supply 24V protected power supply IM1-W
+5V sensor 5V supply Precision analog supply IM3-c
+18V sensor 18V supply Precision analog supply IM3-b
AGND - Analog sensor ground IM3-a
960E 7
960E Dump truck

© 2009 KOMATSU
All Rights Reserved
8 960E
CEN10023-01
DUMP TRUCK
960E

960E-1K A50003 and Up
10 Structure and Function

Drive system
SR rectifier module ............................................................................................................................................... 3
ST module (auxiliary voltage inverter) .................................................................................................................. 3
SD phase modules................................................................................................................................................ 7
SR/ST/SD module removal................................................................................................................................... 7
Inverter cabinet layout........................................................................................................................................... 8
Inverter cabinet water flow .................................................................................................................................... 8
Field regulator ....................................................................................................................................................... 9
Field regulator (discharge resistor) ....................................................................................................................... 9
Gate unit power supply ....................................................................................................................................... 10
Gate unit power supply (diode) ........................................................................................................................... 10
Gate unit power supply (tuning resistor) ............................................................................................................. 10
Control power filter.............................................................................................................................................. 10
Filter for TCU .......................................................................................................................................................11
Terminal block bus bar .........................................................................................................................................11
Fuses (analog sensor voltage)............................................................................................................................ 12
Fuses (fuse holder for field regulator) ................................................................................................................. 12
1
CEN10023-01 10 Structure and Function
Fuses (control power and trolley box contactor) ................................................................................................. 13

Diode modules .................................................................................................................................................... 13
Support capacitors .............................................................................................................................................. 14
3-Phase capacitor bank (for ST module output voltage)..................................................................................... 14
Air-cooled inductors (for ST module) .................................................................................................................. 15
3-Phase transformer (for ST module) ................................................................................................................. 15
Diagnostics box................................................................................................................................................... 16
Diagnostic and system monitoring panel ............................................................................................................ 17
Current transducers ............................................................................................................................................ 18
Current transducers (for ST module output) ....................................................................................................... 19
Voltage transducers ............................................................................................................................................ 19
Voltage transducers (for ST module output) ....................................................................................................... 20
Voltage transducers (SiBASØ 24V DC bus monitoring)...................................................................................... 20
Analog inclinometer............................................................................................................................................. 21
DC link capacitors ............................................................................................................................................... 21
Ground tie capacitor............................................................................................................................................ 22
Low-inductance bus bar assembly...................................................................................................................... 22
Free-wheeling diode for low-inductance bus bars............................................................................................... 23
Contactor (grid box and main blower motor)....................................................................................................... 23
Contactor (control power).................................................................................................................................... 24
Contactor (DC contactors) .................................................................................................................................. 24
Contactor (crowbar bypass) ................................................................................................................................ 25
Temperature probes (PT100 style)...................................................................................................................... 25
Coolant inlet temperature sensor ........................................................................................................................ 25
Coolant outlet temperature sensor (external pad style) ...................................................................................... 26
IGBT module heat sink temperature sensor ....................................................................................................... 26
Coolant outlet temperature sensor (internal style) .............................................................................................. 26
Coolant outlet temperature sensor (external pad style) ...................................................................................... 27
Circuit breakers ................................................................................................................................................... 27
Inner circulating blower fan ................................................................................................................................. 28
Coolant pump...................................................................................................................................................... 28
Motor for coolant pump ....................................................................................................................................... 29
Coolant pressure sensor ..................................................................................................................................... 29
Inner radiator....................................................................................................................................................... 29
Ground voltage monitoring resistors ................................................................................................................... 30
Protection thyristor assembly (crowbar).............................................................................................................. 30
Discharge reactor................................................................................................................................................ 31
Main blower motor............................................................................................................................................... 31
Grid box............................................................................................................................................................... 32
Grid box blower motor......................................................................................................................................... 32
Grid box blower motor grease fittings ................................................................................................................. 33
Main alternator .................................................................................................................................................... 33
Main alternator circuit diagram............................................................................................................................ 36
IGBT Š inverter/chopper phase module.............................................................................................................. 37
Troubleshooting information................................................................................................................................ 39
Main input rectifier module .................................................................................................................................. 40
Internal circuit diagram........................................................................................................................................ 41
Upper ground tie resistor..................................................................................................................................... 42
Lower ground tie resistor..................................................................................................................................... 42
Troubleshooting .................................................................................................................................................. 43
Speed sensor, alternator ..................................................................................................................................... 44
Speed sensors, wheel motors............................................................................................................................. 45
Traction motor ..................................................................................................................................................... 46
Grid box............................................................................................................................................................... 47
2
10 Structure and Function CEN10023-01
SR rectifier module ST module (auxiliary voltage inverter)
FIGURE 10-1. SR RECTIFIER MODULE, FIGURE 10-2. ST MODULE, FRONT VIEW

FRONT VIEW (BOTTOM RIGHT INVERTER (TOP LEFT INVERTER CABINET)
CABINET)
Provides 3-phase AC to auxiliary components,
Rectifies 3-phase input from main alternator and pro- including main blower, grid blower, water pump, and
vides DC voltage to bus bars along backplane of internal cooling fan motors.
inverter cabinet.
3
FIGURE 10-3. DRAWING OF ST1500WL

MODULE
1. Rear DC IN 2. Gate driver boards 3. Front DC OUT
FIGURE 10-4. TOP VIEW OF ST1500WL MODULE

1. Rear DC IN 2. Gate driver boards
This module powers the auxiliary functions of the

truck and all other functions that are not involved in
traction. It also powers the cooling blowers.
4
FIGURE 10-5. INTERNAL CIRCUIT DIAGRAM
5
QST HST
L1 X1 A21
1 3 5
A11
L1 L2 L3
A12
2 4 6
L2 X2 A22
Front
QST A31
X1 A32
L3
View
A31
}
A21 A11
Top
X2 A22 A12
A32
81427
FIGURE 10-6. TROUBLESHOOTING INFORMATION: ST1500WL MODULE HST AND QST LAYOUT
Lights on HST:
1) H11: Green, gate lead voltage < -2V, IGBT OFF
2) H21: Red, gate lead voltage > +2V, IGBT ON
3) H31: Yellow, HST power OK
Lights on QST:
4) H1: Green ON, 24V power OK
6) H3: Yellow ON, 24V power under-voltage
7) H4: Red on, A10 or A20 failure, red blinking, chop-
per module configuration
8) H5: Red on, A30 or A40 failure
Technical Data
2000V/950A
43 kg or 95 lbs.
6
SD phase modules SR/ST/SD module removal
FIGURE 10-7. SD PHASE MODULE, FRONT FIGURE 10-8. INVERTER CABINET

VIEW (BOTTOM LEFT INVERTER CABINET)
Two SD phase modules work in tandem to control

one wheel motor. One module provides two phases
of control, while another is half inverter, providing the
third phase and half chopper.
7
Inverter cabinet layout Inverter cabinet water flow
FIGURE 10-9. INVERTER CABINET LAYOUT FIGURE 10-10. INVERTER CABINET

WATER FLOW
1. ST module 5. SD module lower
2. SD module upper 6. SR module 1. Flow IN 2. Flow OUT
3. SD module lower 7. Inverter A
4. SD module upper 8. Inverter B
8
Field regulator Field regulator (discharge resistor)
FIGURE 10-11. FIELD REGULATOR FIGURE 10-12. FIELD REGULATOR,

DISCHARGE RESISTOR, FRONT VIEW
The field regulator is used to control the current being 1. Field regulator discharge resistor
put into the field of the alternator, thus controlling the
amount of AC power generated by the alternator. The
field regulator is labeled A107 and located in the Technical Data
lower front right compartment. 47 ohms, 220W
Technical Data
540W DC/DC converter
9
Gate unit power supply Gate unit power supply (tuning

resistor)
FIGURE 10-15. GUPS TUNING

RESISTOR, DIMENSIONAL DRAWING
Technical Data
1.6M ohms
Control power filter
FIGURE 10-13. GATE UNIT POWER SUPPLY,

SIDE VIEW (TOP RIGHT INVERTER CABINET)
Provides regulated 24 VDC to ST, crowbar and SD

modules (inverters and choppers)
Technical Data
24/24 VDC, 150W
Gate unit power supply (diode)
FIGURE 10-16. CONTROL POWER FILTER,

FRONT VIEW
The input power filter helps to smooth out the 24V

power before it is sent to the rest of the devices in the
drive system cabinet, except SiBASØ. The filter is
labeled Z101 and located in the lower front right com-
partment.
FIGURE 10-14. GUPS DIODE DRAWING (NOT Technical Data

TO SCALE)
250V, 36A
Technical Data
45V, 3A
10
Filter for TCU Terminal block bus bar
FIGURE 10-17. FILTER FOR TCU, FRONT VIEW
FIGURE 10-19. TERMINAL BLOCK BUS BAR,

The input power filter helps to provide the SiBASØ
SIDE VIEW
with a smooth input voltage. The filter is labeled Z102
and is located in the lower front right compartment.
Control power and ground distribution as well as
The filter has three channels that are used to filter the
GUPS power distribution.
+24V input power as well as the ON signal sent to the
SiBASØ (card G063). Technical Data
Technical Data Circuit diagram
36V, 15A
FIGURE 10-20. CIRCUIT DIAGRAM

FIGURE 10-18. TCU FILTER CIRCUIT DIAGRAM
11
Fuses (analog sensor voltage) Fuses (fuse holder for field regulator)
FIGURE 10-21. FUSES FOR ANALOG SENSOR

VOLTAGES, FRONT VIEW
Technical Data
0.5A, 125V, 5 x 20 fuses
FIGURE 10-22. FUSE HOLDER FOR FIELD
Fuses (field regulator) REGULATOR, FRONT VIEW
Technical Data
50A, 690V Technical Data
FIGURE 10-23. DOOR OPENS FOR FUSE

ACCESS
12
Fuses (control power and trolley box Diode modules

contactor)
FIGURE 10-24. FUSE HOLDER FOR FIELD

REGULATOR, FRONT VIEW
Technical Data
4A, 250V (control power, FU401-FU405)
10A, 250V (trolley box contactor, FU1001)
FIGURE 10-26. DIODE MODULES, MULTIPLE

FIGURE 10-25. DIMENSIONS (MM) VIEWS OF V121/V122
The latching diodes (V121 and V122) allow multiple

sources to be used for the SiBASØ ON signal, while
the blocking diodes (V120, V13, V101, and V102)
prevent the positive 24V input to the SiBASØ filter
from energizing the wrong portion of the circuit.
Technical Data
30A (V121, V122)
89A (V120, V13, V101, V102)
13
Support capacitors 3-Phase capacitor bank

(for ST module output voltage)
FIGURE 10-28. 3-PHASE CAPACITOR BANK,

FIGURE 10-27. SUPPORT CAPACITORS, FRONT SIDE VIEW
VIEW
1. Capacitor 2. Support Technical Data
3 x 22.5 µF, 690 VAC
The capacitor buffers and filters the SiBASØ supply
voltage (+24 V). It is labeled C107 and is located in
the far right top compartment. The capacitor SiBASØ
has enough time in the event of a sudden loss of 24V
to immediately trigger the protection thyristor.
Technical Data
33k µF, 63V
14
Air-cooled inductors (for ST module) 3-Phase transformer (for ST module)
FIGURE 10-29. 3 INDUCTORS, FRONT VIEW FIGURE 10-30. 3-PHASE TRANSFORMER, SIDE
(2 of 3) VIEW
Steps down voltage for auxiliary devices.

Technical Data
4.5 mH, 14A Technical Data
175 kVA, 704:440V
15
Diagnostics box
FIGURE 10-31. DIAGNOSTIC BOX, FRONT VIEW

WITH PANEL OPEN
The diagnostic box is used to allow a quick interface

point with the drive system.
16
Diagnostic and system monitoring Device name: DB101

panel
FIGURE 10-32. DIAGNOSTIC AND SYSTEM MONITORING PANEL DB101
The diagnostic box is used to allow a quick interface

point with the drive system.
Technical Data
Description Device Name

2-Position switch 16 mm DS3, DS4
Banana jack DT1ŠDT6
Analog DC voltage gauge G1
Rotary button unit DS1
Illuminated red light unit DL4
Illuminated yellow light unit DL3
Illuminated push flat blue button DS6/DL6
Illuminated push flat clear button DS5/DL6
Illuminated green light unit DL8
17
Current transducers Device names:
U101ŠU104 (Current to motor A)
U105ŠU106 (Current to chopper A-C)
U201ŠU204 (Current to motor B)
U205ŠU206 (Current to chopper B-D)

U107 (Alternator output current)
Current transducers are used to monitor the current
and give constant information to SiBASØ for proper
control. Each transducer has a male LIMO type con-
nector.
Technical Data
2000A
FIGURE 10-33. CURRENT TRANSDUCER

1. Current transducer
FIGURE 10-34. CURRENT TRANSDUCERS
The current transducers are used throughout the chopper A are labeled U105ŠU106. The transducers
drive to monitor the current and give constant infor- monitoring current from chopper B are labeled U205Š
mation to SiBASØ for proper control. The transducers U206. The transducer monitoring the DC link current
for inverter A output are labeled U101ŠU104. The is labeled U107. Each transducer has a male LIMO
transducers for inverter B output are labeled U201Š type connector.
U204. The transducers monitoring the current from
Technical Data
2000A
18
Current transducers (for ST module Voltage transducers

output)
FIGURE 10-35. CURRENT TRANSDUCER,

FRONT VIEW
1. Current transducer
These transducers monitor the current at the output FIGURE 10-36. VOLTAGE TRANSDUCERS U33,
of the ST module and give constant information to U32, AND U31, FRONT VIEW (LOCATED ON
SiBASØ for proper control. Each transducer monitors REAR SIDE OF CONTROL CABINET IN UPPER
a different phase: U301 monitors U, U302 monitors V, RIGHT DOOR)
and U303 monitors W.
1. Voltage transducers
Technical Data
Monitor the DC link and ground voltage. The value
1000A
seen by the transducers is fed back to SiBASØ for
proper control of the inverters and fault reaction.
Technical Data
3000V
19
Voltage transducers (for ST module Voltage transducers (SiBASØ 24V DC

output) bus monitoring)
FIGURE 10-38. VOLTAGE TRANSDUCERS U34,

FIGURE 10-37. VOLTAGE TRANSDUCERS U34, FRONT VIEW
FRONT VIEW
1. Voltage transducers This transducer monitors the SiBASØ voltage.
The AC voltage sensor U34 monitors the voltage fed

into the motors of the pump and the coolant-air heat
exchanger coming from the ST module output trans-
former.
Technical Data
750V
20
Analog inclinometer DC link capacitors
FIGURE 10-39. ANALOG INCLINOMETER,

TOP VIEW
Technical Data
Input Voltage +/- 7 to +/- 15VDC (unregulated)
Input Current 0.5mA (nom.)
Output +60 mv/degree (±1%) FIGURE 10-40. DC LINK CAPACITOR
1. DC link capacitor
The DC link capacitors stabilize the DC link voltage,

which improves the operation of the inverter by pro-
viding a more stable DC bus voltage. There is a total
of 6 of these capacitors in the quad inverter drive sys-
tem.
Technical Data
C1.1, C1.2, C1.3 3000 µF
C1.4 7000 µF
NOTE: DC link capacitors may be charged to high
voltage. Always be sure that they are discharged
before handling. Stored and disconnected capacitors
must be short-circuited by wires.
21
Ground tie capacitor Low-inductance bus bar assembly
FIGURE 10-41. GROUND TIE CAPACITOR, FIGURE 10-42. LOW INDUCTANCE BUS BAR
FRONT VIEW ASSEMBLY, FRONT VIEW
1. Ground tie capacitor

DC bus
The ground tie capacitor is used as a small filtering
portion of the ground fault circuit.
Technical Data
0.22 µF, 2500V
22
Free-wheeling diode for low-induc- Contactor (grid box and main blower
tance bus bars motor)
FIGURE 10-43. FREE-WHEELING DIODE FOR FIGURE 10-44. CONTACTORS K105 AND K103,
LOW-INDUCTANCE BUS BARS, FRONT VIEW FRONT VIEW (LOCATED ON REAR SIDE OF
CONTROL CABINET IN UPPER RIGHT DOOR)
Technical Data
150A, AC-3, DC coil: 23-26 VDC
Auxiliary contacts: 4 pole, 1 NO/1 NC low-level con-
tact
23
Contactor (control power) Contactor (DC contactors)
FIGURE 10-45. CONTACTOR K101 AND COIL

VARISTOR K101V, FRONT VIEW (LOCATED FIGURE 10-46. CONTACTOR K111/K113,
BELOW FIELD REGULATOR) FRONT VIEW
1. K101V 2. K101
Technical Data
The contactor K101 applies +24V from the connector 32A, 750V, 24 VDC
1XM to the rest of the cabinet. K101 is located in the
bottom front right compartment. When the system is Auxiliary contacts: 2NO/2NC or 1NO/1NC (0Š
first turned ON K101 receives its coil voltage from the 300mA)
key switch input (1XD pin 1). After SiBASØ finishes
the internal checks of its cards, a digital output keeps
the contactor K101 ON even if the key switch is
turned off. Only when the key is OFF, and the truck is
in the proper state, will the system power down and
open K101, removing +24V from the devices in the
cabinet.
Technical Data
65A, 24 VDC coil
24
Contactor (crowbar bypass) Technical Data

The probe has two non-deferrable terminals:
1. + supply (+ 2 mA)
+ M (measured voltage)
2. Š supply (Š 2 mA)
Š M (measured voltage)
Resistance values: 108.5  at 22?/ 00  at 0?.
Coolant inlet temperature sensor
FIGURE 10-47. CROWBAR BYPASS CONTACTOR

K109, SIDE VIEW
1. Arc chutes 3. Coil

2. Status contacts
Technical Data
3 pole, 250 ADC
Temperature probes (PT100 style)

FIGURE 10-49. COOLANT INLET TEMPERATURE
SENSOR, SIDE VIEW
FIGURE 10-48. TEMPERATURE PROBE,

PT100 STYLE
The temperature probe contains a temperature-sen-

sitive resistor. This enables the TCU to detect either a
fault in the cooling system or excessive temperature
of the device it is mounted near. These are used
throughout the system to monitor different compo-
nents.
25
Technical Data IGBT module heat sink temperature sensor

Device names: PT101ŠPT103 [Sensors for invert-
ers A101ŠA103]
PT201ŠPT203 [Sensors for inverters A201ŠA203]
PT104 and PT204 [Sensors for choppers 1 and 2

respectively]
PT105 and PT205 [Sensors for ST module (A301)

and SR module (A1) respectively]
FIGURE 10-50. CONNECTION EXAMPLE
WITH SUPPLY UNIT Coolant outlet temperature sensor
(internal style)
FIGURE 10-51. CONNECTION DIAGRAM
Coolant outlet temperature sensor

(external pad style)
FIGURE 10-53. COOLANT OUTLET
TEMPERATURE SENSOR, SIDE VIEW
Technical Data
FIGURE 10-52. COOLANT OUTLET

TEMPERATURE SENSOR,
DIMENSIONAL DRAWING
FIGURE 10-54. CONNECTION EXAMPLE

WITH SUPPLY UNIT
26
Circuit breakers
FIGURE 10-55. CONNECTION DIAGRAM
Coolant outlet temperature sensor

(external pad style)
FIGURE 10-57. CIRCUIT BREAKER WITH

FIGURE 10-56. COOLANT OUTLET AUXILIARY CONTACT BLOCK, TOP VIEW
TEMPERATURE SENSOR, DIMENSIONAL
DRAWING Provides circuit protection
Technical Data Technical Data

100 ohms @ 0C (32F) 10A
108 ohms @ 20C (68F) Auxiliary contacts: 1 NO/1 NC
Lead length: 0.91 m (36 in.)
27
Inner circulating blower fan Coolant pump
FIGURE 10-58. INNER CIRCULATING BLOWER FIGURE 10-60. COOLANT PUMP, PART
FAN, SIDE VIEW DRAWING, DIMENSIONS (IN.)
Provides air circulation within control cabinet 1. Coolant pump, part drawing
This pump is part of the liquid cooling system used

for the cooling of the IGBT modules.
Technical Data
1.25W, 3600 rpm, 249 L/min, 3 bar
FIGURE 10-59. INNER CIRCULATING BLOWER

FAN, DIMENSIONS
28
Motor for coolant pump Inner radiator
FIGURE 10-61. COOLING WATER PUMP MOTOR, FIGURE 10-63. SR RECTIFIER MODULE, FRONT
TOP VIEW VIEW (BOTTOM RIGHT INVERTER CABINET)
1. Cooling water pump motor 1. Inner radiator
Provides cool air recirculation through cabinet.

This pump is part of the liquid cooling system used
for the cooling of the IGBT modules.
Technical Data
5 hp, 4 poles
Coolant pressure sensor
FIGURE 10-62. COOLANT PRESSURE SENSOR,

SIDE VIEW
29
Ground voltage monitoring resistors Protection thyristor assembly

(crowbar)
FIGURE 10-64. RESISTORS, SIDE VIEW

(LOCATED ON REAR SIDE OF CONTROL FIGURE 10-65. PROTECTION THYRISTOR
CABINET IN UPPER RIGHT DOOR) ASSEMBLY, TOP VIEW
1. Resistors (qty: 4) 1. Protection thyristor assembly
Used to establish the proper ratio of the DC link volt- Protects against ground faults.
age.
30
Discharge reactor Main blower motor
FIGURE 10-67. MAIN BLOWER MOTOR,

DIMENSIONAL DRAWING
Provides air flow through cabinet and wheel motors.
Technical Data
TEAO dual output
460V, 100 Hz, 100 hp
Nominal speed: 3000 rpm
FIGURE 10-66. DISCHARGE REACTOR, Maximum speed: 3600 rpm
FRONT VIEW
Approx. weight: 1058 lbs.
Protects against ground faults.
FIGURE 10-68. FIGURE OF MOTOR PORTION,

SHOWS GREASE FITTINGS
31
Grid box Grid box blower motor
FIGURE 10-69. GRID BOX, FRONT VIEW (PANEL FIGURE 10-70. GRID BOX BLOWER MOTOR,
REMOVED TO SHOW ONE BANK OF GRID FRONT VIEW OF FAN HOUSING (NOTE
RESISTORS) DIRECTION OF FAN ROTATION, CW)
Houses two banks of resistors (ten resistors per Provides air flow through resistor grip.
bank) that are connected directly across the DC bus
to dissipate excess voltage. Technical Data
460V, 60 Hz, 900 rpm, 100 hp
Technical Data
Approx. weight: 1,700 lbs.
0.26Š0.32 ohms, based on surface temperature
Max power = 235 kW
32
Grid box blower motor grease fittings Main alternator
FIGURE 10-73. MAIN ALTERNATOR, SIDE VIEW
1. Engine 5. Pulse generator

2. Main power out (speed sensor)
3. Excitation in 6. Temperatures &
4. Air in speed out
The alternator is a brushless three-phase synchro-

nous generator with exciter. It is driven by the diesel
engine via a flexible diaphragm coupling. The gener-
atorÕs stator is bolted to the flywheel housing of the
FIGURE 10-71. REAR GREASE TUBE AND diesel engine via the intermediate ring (SAE00
FITTING flange). On the non-drive end, the rotor is accommo-
1. Rear grease tube and fitting dated in a bearing.
Stator
The stator consists of two parts, the generator stator
and the exciter stator. The two are bolted together.
The generator stator is what is known as a frameless
construction. The stator core is held together by pull
bars (cross-beams) and clamping rings. Two lateral
flanged faces are provided to fasten the generator.
On two flanged faces, mounted on the upper and
lower generator side, stiffeners between motor and
generator may be installed.
The clamping ring on the non-drive end has an open-
ing for the cooling air to enter and a service opening
for the rotating rectifier bridge. The exciter core is
FIGURE 10-72. FRONT GREASE TUBE AND clamped by bolts and welded cross-beams and is
GREASE TUBE AT FAN SHAFT COUPLING (TWO bolted to the clamping ring on the non-drive end. The
MORE GREASE TUBE LOCATIONS AT FAN/ end shield is bolted to the stator on the non-drive
MOTOR COUPLING AND MOTOR EXIT SHAFT) end. Four bores in the cross-beams (diameter 25
mm) in the ribs of the lateral generator feet are pro-
vided both for transporting the stator and the genera-
tor.
33
The generator stator winding is a double-layer, pre- Rotating rectifier section

formed winding with insulating materials of thermal
class 200 and with a vacuum-pressure-impregnation
with a solvent-free resin. The connection to the termi-
nal box is made at the connection end (N-end). The
pole coils of the exciter are insulated in the same
way.
Rotor
The generatorÕs rotor, poles, bushing with the exciter
rotor, and rotating rectifier bridge is shrunk onto the
rotor shaft. The laminated rotor core is secured by
clamping plates, which are also welded to the bars of
the damper winding. The pole coils are directly
wound onto the pole cores. FIGURE 10-74. MAIN ALTERNATOR FLOATING
DIODES, INTERNAL VIEW
The rotor is mounted in a bearing on one side. A
flange and diaphragm coupling for torque transmis-
sion is mounted on the driven end. On the non-driven
shaft end there is a coupling for the auxiliary output.
The generator and exciter rotors are provided with
the same type of insulation as the stator cores.
Bearings
The anti-friction bearing with solid brass cages is
mounted in the non-driven end shield. This is a mov-
able bearing with an axial allowance of ± 1 mm. (The
fixed bearing is mounted in the diesel engine.) The
bearing can be re-lubricated using lubricating pipe
and tapered lubricating nipple AM 8 x 1 DIN 71412,
which is arranged on the end shield. The bearing is
sealed with labyrinth rings. A grease chamber is pro- FIGURE 10-75. ROTATING SECTION OF
vided to hold the used grease from a limited number ALTERNATOR, SEEN BY REMOVING REAR
of re-lubrications. The bearing temperature is moni- ACCESS COVER
tored by means of a PT100 resistance thermometer.
Electrical connection
A terminal box is provided on the outside of the gen-
erator stator for connecting the power cables. One
auxiliary terminal box each is used to connect the
exciter and the temperature probes installed in the
stator winding and in the bearing. The ground termi-
nal is provided on one side of the terminal box.
Cooling and ventilation

The generator requires forced ventilation. The cool-
ing air is blown into the stator on the non-drive side
through the cooling ducts and leaves the unit on the
intermediate ring between the engine and generator.
34
FIGURE 10-76. ROTATING SECTION OF

ALTERNATOR, SEEN BY REMOVING REAR
ACCESS COVERS
Technical Data
Max power = 3650 hp
General Data
Construction type Three-phase synchronous
generator with brushless
excitation
Number of poles 8
Construction Frameless, 1 bearing, D end
flanged to diesel engine
(SAE00 flange), flexible cou-
pling between diesel engine
and generator shafts (SAE21
flange)
Insulation VPI, thermal class 200
Cooling method Forced ventilation
Degree of protection IP 23
Specifications VDE 0535
Weight 4020 kg ±5%
Rotor inertia 94.5 kgm3
35
Performance parameters
Duty type S1 Max
Power output 2,506 kVA
Voltage 1,500V
Current 965A
Frequency 120 Hz
Speed 1,800 min -1 1,900 min -1
cos phi 0.95

Efficiency 96.7%
Main alternator circuit diagram
FIGURE 10-77. MAIN ALTERNATOR CIRCUIT DIAGRAM
36
IGBT Š inverter/chopper phase module

Device names: A101ŠA103 (Inverter A section)
A201ŠA203 (Inverter B section)
A104 (Chopper A section)
A204 (Chopper B section)
FIGURE 10-79. IGBT Š INVERTER/CHOPPER

PHASE MODULE
FIGURE 10-78. IGBT Š INVERTER/CHOPPER

PHASE MODULE
37
FIGURE 10-80. IGBT Š INTERNAL CIRCUIT DIAGRAM
38
Troubleshooting information
QST HST
L2 X1 A30
1 3
A10
Front L1 L2
A20
2 4
L1 X2 A40
81420
HST QST
A40 L1
X2
4 2
A20
L2 L1 Front
A10
3 1
A30 L2
X1
81421
FIGURE 10-81. SD1500WL MODULE HST AND QST LAYOUT
Lights on HST:
1) H11: Green, gate lead voltage < -2V, IGBT OFF
2) H21: Red, gate lead voltage > +2V, IGBT ON
3) H31: Yellow, HST power OK
Lights on QST:
6) H3: Yellow ON, 24V power under-voltage
7) H4: Red on, A10 or A20 failure, red blinking = chopper module configuration
8) H5: Red on, A30 or A40 failure, red blinking = chopper module configuration
39
Main input rectifier module

Device name: A1
FIGURE 10-82. VIEW OF SR1500WL

MODULE IN CABINET
FIGURE 10-83. DRAWING OF

SR1500WL MODULE
1. Front AC IN 2. Rear DC OUT
The main rectifier converts the AC voltage coming

out of the main alternator winding into DC voltage. It
is located in the lower right corner of the second com-
partment from the right.
40
Internal circuit diagram
FIGURE 10-84. INTERNAL CIRCUIT DIAGRAM
41
Upper ground tie resistor Lower ground tie resistor

Device Name: R11.1-R11.2 Device name: R11.3-R11.4
FIGURE 10-85. UPPER GROUND TIE RESISOR
Technical Data
FIGURE 10-86. LOWER GROUND TIE RESISTOR
18 K ohms
500W
Technical Data
6 K ohm
500W
42
Troubleshooting
Fault diagnosis
The electrical functions of the generator are monitored by the drive system computer (SiBAS).
Any occurring faults or deviations are logged and viewable via the service interface.
Very few faults can be detected by measuring the generator itself when it is installed.
Symptom Possible Cause Remedy

Voltage failure Winding defective Measure the insulation resistance
with the power cables and the plug
and socket connections
disconnected to find out whether
the winding is defective.
Acceptable Insulation resistance @
1,000V:
> 50 M
If the winding is defective,
disassemble the generator and
overhaul it.
Excitation failure Check the rotating rectifier bridge.
If it is defective, replace the diode
or varistor module.
Temperature display failure PT100 defective Measure the insulation resistance.
Acceptable resistance:
100 ohms +/Š 20 ohms
If a PT100 is defective, move the
wiring to one of the spare sensors.
Bearings rumble or whistle Bearing damage or lack of grease Re-lubricate bearing.
If it is not possible to eliminate the
noise, disassemble the generator
and carry out an overhaul.
Increased bearing temperature Bearing damage or lack of grease Re-lubricate bearing.
If the temperature does not fall,
carry out an overhaul.
Any other faults or damage, unless they are recognizable from outside or from the running behavior, can only be
diagnosed with the generator removed and, in most cases, disassembled.
43
Speed sensor, alternator
FIGURE 10-87. SPEED SENSOR, ALTERNATOR
Technical Data
Operating voltage: 10Š30 VDC
Integrated reverse voltage protection
Rise time > 9.99 V/uS
Operating temperature -40C to +100C
44
Speed sensors, wheel motors
FIGURE 10-88. SPEED SENSORS, WHEEL MOTORS
Technical Data
Operating voltage: 10Š24 VDC
Integrated reverse voltage protection
Rise time > 9.99 V/uS
Operating temperature Š40C to +100C
Measuring principle 2 x differential Hall effect
45
Traction motor
Device name: Motor 1 (grid box side of the truck),
Motor 2 (operator cab side of the truck)
FIGURE 10-89. TRACTION MOTOR

1. Lifting points
Technical Data
1800V/1700A / 2200kW/42,000NM* starting
96% efficiency
4500 kg or 9920 lbs.
1.76 m L x 1.36 m H x 1.20 m W
46
Grid box
Device name: M04
FIGURE 10-90. GRID BOX

1. Motor 2. Blower 3. Resistor Housing
Technical Data
Nominal speed: 1500 rpm
Maximum speed: 1800 rpm
Approx. weight: 7,000 lbs. (entire grid box with
blower, motor, and resistors)
47
960E Dump truck

Form No.CEN10023-01
© 2011 KOMATSU
All Rights Reserved
SIBAS®32 is a registered trademark of Siemens Energy & Automation, Inc.
48
CEN10008-01
860E
960E

860E-1K A30003 and up
960E-1 A30003 - A30026
960E-1K A50003 and up
960E-2 A30027 and up

Cab air conditioning
Principles of refrigeration ...................................................................................................................................... 3
Air conditioning system components .................................................................................................................... 5
Air conditioning system electrical circuit ............................................................................................................... 9
1
General information Air conditioning for off-highway vehicles
Environmental impact of air conditioning Mining and construction vehicles have unique
characteristics of vibration, shock-loading, operator
Environmental studies have indicated a weakening of changes, and climate conditions that present different
the earth’s protective Ozone (O3) layer in the outer design and installation challenges for air conditioning
stratosphere. Chloro-flouro-carbon compounds systems. Off-highway equipment, in general, is
(CFC’s), such as R-12 refrigerant (Freon), commonly unique enough that normal automotive or highway
used in mobile equipment air conditioning systems, truck engineering is not sufficient to provide the
have been identified as a possible contributing factor reliability to endure the various work cycles
of the Ozone depletion. encountered.
Consequently, legislative bodies in more than 130 The cab tightness, insulation, and isolation from heat
countries have mandated that the production and sources is very important to the efficiency of the
distribution of R-12 refrigerant be discontinued after system. It is advisable to close all vents, even the
1995. Therefore, a more “environmentally-friendly” intakes of pressurization systems, when there are
hydro-flouro-carbon. high humidity conditions.
(HFC) refrigerant, commonly identified as HFC-134a The general cleanliness of the system and
or R-134a, is being used in most current mobile air components is important. Dust and dirt collected in
conditioning systems. Additionally, the practice of the condenser, evaporator, and air filters decreases
releasing either refrigerant to the atmosphere during the system's cooling capacity.
the charging/recharging procedure is prohibited.
The compressor, condenser, evaporator units, hoses
These restrictions require the use of equipment and and fittings must be installed clean and tight and be
procedures which are significantly different from capable of withstanding the strain and abuse they are
those traditionally used in air conditioning service subjected to on off-highway vehicles.
techniques. The use of new equipment and
Equipment downtime costs are high enough to
techniques allows for complete recovery of
encourage service areas to perform preventive
refrigerants, which will not only help to protect the
maintenance at regular intervals on vehicle air
environment, but through the “recycling” of the
conditioning systems (cleaning, checking belt
refrigerant will preserve the physical supply, and help
tightness, and checking operation of electrical
to reduce the cost of the refrigerant.
components).
2
Principles of refrigeration • Reversing the process, when heat is removed

from water vapor, it will return to the liquid state.
A brief review of the principles of air conditioning is Heat from air moves to a cooler object. Usually
necessary to relate the function of the components, the moisture in the cooled air will condense on
the technique of troubleshooting, and the corrective the cooler object.
action necessary to put the air conditioning unit into
top operating efficiency. • Refrigerant - Only R-134a should be used in the
new mobile systems which are designed for this
Too frequently, the operator and the service refrigerant.
technician overlook the primary fact that no air
conditioning system will function properly unless it is The refrigeration cycle
operated within a completely controlled cab In an air conditioning system, the refrigerant is
environment. The circulation of air must be a directed circulated under pressure through the five major
flow. The cab must be sealed against seepage of components in a closed circuit. At these points in the
ambient air. The cab interior must be kept free of dust system, the refrigerant undergoes predetermined
and dirt which, if picked up in the air system, will clog pressure and temperature changes.
the intake side of the evaporator coil.
The compressor (refrigerant pump) takes in low
Air conditioning pressure heat laden refrigerant gas through the
suction valve (low side), and as its name indicates,
Air conditioning is a form of environmental control. As pressurizes the heat laden refrigerant and forces it
applied to the cab, it refers to the control of through the discharge valve (high side) on to the
temperature, humidity, cleanliness, and circulation of condenser.
air. In the broad sense, a heating unit is as much an
air conditioner as is a cooling unit. The term “air Ambient air, passing through the condenser removes
conditioner” is commonly used to identify an air heat from the circulating refrigerant resulting in the
cooling unit. To be consistent with common usage, conversion of the refrigerant from gas to liquid.
the term “air conditioner” will refer to the cooling unit The liquid refrigerant moves on to the receiver drier
utilizing the principles of refrigeration, sometimes where impurities are filtered out, and moisture
referred to as the evaporator unit. removed. This component also serves as the
temporary storage unit for some liquid refrigerant.
Refrigeration - the act of cooling
The liquid refrigerant, still under high pressure, then
• There is no process for producing cold; there is
only heat removal. flows to the expansion valve. This valve meters the
amount of refrigerant entering the evaporator. As the
• Heat always travels toward cooler temperatures. refrigerant passes through the valve, it becomes a
This principle is the basis for the operation of a low temperature, low pressure liquid and saturated
cooling unit. As long as one object has a vapor. This causes the refrigerant to become cold.
temperature lower than another, this heat transfer
will occur. The remaining low pressure liquid immediately starts
• Temperature is the measurement of the intensity to boil and vaporize as it approaches the evaporator,
of heat in degrees. The most common measuring adding to the cooling. The hot, humid air of the cab is
device is the thermometer. pulled through the evaporator by the evaporator
blower. Since the refrigerant is colder than the air, it
• All liquids have a point at which they will turn to absorbs the heat from the air producing cool air
vapor. Water boiling is the most common
which is pushed back into the cab. The moisture in
example of heating until vapor is formed. Boiling
is a rapid form of evaporation. Steam is a great the air condenses upon movement into the
deal hotter than boiling water. The water will not evaporator and drops into the drain pan from which it
increase in temperature once brought to a boil. drains out of the cab.
The heat energy is used in the vaporization Refrigerant leaving the evaporator enters the
process. The boiling point of a liquid is directly
accumulator. The accumulator functions as a sump
affected by pressure. By changing pressure, we
can control the boiling point and temperature at for liquid refrigerant in the system. Because of its
which a vapor will condense. When a liquid is design, the accumulator only allows vaporized
heated and vaporizes, the gas will absorb heat refrigerant to return to the compressor, preventing
without changing pressure. compressor slugging from occurring.
3
Desiccant is located at the bottom of the This simplified explanation of the principles of
accumulators to remove moisture that is trapped in refrigeration does not call attention to the fine points
the system. of refrigeration technology. Some of these will be
covered in the following discussions of the
The cycle is completed when the heated low
components, controls, and techniques involved in
pressure gas is again drawn into the compressor
preparing the unit for efficient operation.
through the suction side.
FIGURE 10-1. BASIC AIR CONDITIONING SYSTEM

1. Blower Switch 7. Evaporator 13. Magnetic Clutch
2. Thermostatic Switch 8. Expansion Valve 14. Compressor Drive Pulley
3. Battery Supply 9. Suction Line 15. Receiver-Drier
4. Circuit Breaker 10. Test Gauges & Manifold 16. Discharge Line
5. Blower 11. Compressor 17. Condenser
6. Temperature Sensor 12. Refrigerant Container 18. Accumulator
4
Air conditioning system components

NOTE: Figure 10-3 illustrates both the heater system
and air conditioning system parts contained in the
cab mounted enclosure.
Relays
Three relays (9, Figure 10-3) control the damper
doors, A/C compressor clutch, temperature control
switch, water (heater) valve and the actuator motors.
Fan motor and speed control

Fan speed is controlled by the position of the fan
speed control knob on control panel (40, Figure 10-
3).
If blower assembly (3) does not operate at any of the
speed selections, verify that battery voltage is
available at the switches and relay. Refer to the
electrical schematic. If voltage is present, the blower
assembly is probably defective and should be FIGURE 10-2. CAB FILTER LOCATION
removed and replaced.
1. Access Cover 2. Cab Filter
Cab air filter
Recirculation air filter (5, Figure 10-3) and the cab air Actuators
filter behind access panel (2, Figure 10-2) at the front
of the cab need periodic cleaning to prevent Two rotary actuators (9, Figure 10-3) are installed
restrictions in air circulation. Restricted filters will inside the heater housing and are used to actuate the
decrease the performance of the heater and air damper doors for the following:
conditioner. The recommended interval for cleaning • Defroster outlet
and inspection is 250 hours, but in extremely dusty
conditions the filters may need daily service and • Bi-level or floor outlets
inspection, especially the outer panel filter on the cab A failure to switch one of the above modes of
shell. The filter elements should be cleaned with operation may be caused by a faulty actuator.
water and dried in a dust free environment before
Visually inspect damper doors (35) and (36) and the
reinstallation. Replace the filter element every 2,000
linkage for the function being diagnosed. Ensure that
hours, or sooner if inspection indicates a clogged or
the damper door is not binding or obstructed,
damaged filter.
preventing movement from one mode to the other.
Heater core Verify that 24 VDC is present at the actuator when air
flow directional knob on control panel (40, Figure 10-
Heater core (2, Figure 10-3) receives engine coolant 3) is moved through its various positions of operation.
through water valve (33) when heat is selected. If the
temperature control knob on control panel (40) is If the correct voltages are present during operation of
placed in between the red and blue area, or turned the air flow knob, disconnect the actuator from the
counterclockwise to the blue area, coolant flow damper door and verify that actuator force is
should be blocked. comparable to a known (new) actuator. If it is not,
install a new actuator.
If the temperature control knob and water valve (33)
appear to be working properly, yet no heat is
apparent in the heater core, the core may be
restricted. Remove and clean or replace the core.
5
FIGURE 10-3. HEATER/AIR CONDITIONER ASSEMBLY
1. Evaporator Core 10. Louver 21. Foam 32. Punched Setup

2. Heater Core 11. Thermostat 22. Bracket 33. Water Valve
3. Blower Assembly 12. LH Seal 23. Case 34. Drive Adapter
4. Outer Recirculation 13. Front Seal 24. Bracket 35. Damper Door (Up)
Grille 14. Top Seal 25. Control Panel Harness 36. Damper Door (Side)
5. Recirculation Filter 15. Screw 26. Main Unit Harness 37. Punched Strip
6. Inner Recirculation 16. Screw 27. Seal 38. Punched Strip
Grille 17. Cover 28. Screw 39. Blower Retainer
7. Expansion Valve 18. Knob 29. Screw 40. Control Panel
8. Relay 19. Seal 30. Bulb 41. Grommet
9. Actuator 20. Foam 31. Pivot Bushing 42. Duct Adapter
6
Compressor (refrigerant pump) Condensing of the refrigerant is the change of state

of the refrigerant from a vapor to a liquid. The action
Compressor (11, Figure 10-1) is where the low
is affected by the pressure of the refrigerant in the
pressure side of the system changes to high
coil and air flow through the condenser. Condensing
pressure. It concentrates the refrigerant returning
pressure in an air conditioning system is the
from the evaporator (low side), creating high
controlled pressure of the refrigerant which affects
pressure and a temperature much higher than the
the temperature at which it condenses to liquid,
outside air temperature. The high temperature
giving off large quantities of heat in the process. The
differential between the refrigerant and the outside air
condensing point is sufficiently high to create a wide
is necessary to aid rapid heat flow in the condenser
temperature differential between the hot refrigerant
from the hot refrigerant gas to much cooler outside
vapor and the air passing over the condenser fins
air.
and tubes. This difference permits rapid heat transfer
To create high pressure concentration, the from the refrigerant to ambient air.
compressor draws in refrigerant from the evaporator
through the suction valve and, during compression Receiver-drier
strokes, forces it out through the discharge valve to Receiver-drier (15, Figure 10-1) is an important part
the condenser. The pressure from the compressor of the air conditioning system. The drier receives the
action moves the refrigerant through the condenser, liquid refrigerant from the condenser and removes
receiver-drier and connecting hoses to the expansion any moisture and foreign matter present which may
valve. have entered the system. The receiver section of the
The compressor is driven by the engine through a tank is designed to store extra refrigerant until it is
drive belt driving an electrically operated clutch needed by the evaporator. The storage of this
mounted on the compressor drive shaft. refrigerant is temporary and is dependent on the
demand of the expansion valve.
Service valves
A desiccant is a solid substance capable of removing
Quick-connect hose end fittings with integral service moisture from gas, liquid or solid. It is held in place
valves attach to system service ports for servicing the within the receiver between two screens, which also
unit. A manifold gauge set is connected into the act as strainers.
system at the service valve ports and all procedures,
The receiver-drier is also equipped with a sight glass
such as discharging, evacuating and charging the
and a moisture indicator. The sight glass can give a
system, are performed through the service valves.
good indication of the charge of the system. If the
Condenser sight glass is not clear, the system is low on
refrigerant.
Condenser (17, Figure 10-1) receives the high
pressure, high-temperature refrigerant vapor from the The moisture indicator is a device to notify service
compressor and condenses it to high pressure, hot personnel that the drier is full of moisture and must
liquid. be replaced. The indicator is blue when the
component is free from moisture. When the indicator
It is designed to allow heat movement from the hot turns beige or tan, the drier must be replaced.
refrigerant vapor to the cooler outside air. The cooling
of the refrigerant changes the vapor to liquid. Heat
exchange is accomplished using cooler air flowing
through the condenser. Condenser cooling is
achieved by air flowing from the radiator fan along
with ram air provided by vehicle movement. The
radiator fan moves more than 50% of condenser air
flow unless travel speed is at least 40 kph (25 mph).
Ram air condensers depend upon the vehicle
movement to force a large volume of air past the fins
and tubes of the condenser. The condenser is usually
located in front of the radiator or on the roof of the
truck.
7
Expansion valve The storage of the liquid refrigerant is temporary.

When the liquid vaporizes into a gas it will be pulled
Expansion valve (8, Figure 10-1) controls the amount
from the bottom of the accumulator into the
of refrigerant entering the evaporator core. Both
compressor. This process not only allows the
internally and externally equalized valves are used.
accumulator to act as a storage device, but also
The expansion valve is located near the inlet of the protects the compressor from liquid slugging.
evaporator and provides the functions of throttling,
The low side service port is also located on the
modulating, and controlling the liquid refrigerant to
accumulator.
the evaporator coil.
The refrigerant flows through a restriction creating a
pressure drop across the valve. Since the expansion Evaporator core
valve also separates the high side of the system from
the low side, the state of the refrigerant entering the Evaporator core (9, Figure 10-3) cools and
valve is warm to hot high pressure liquid; exiting it is dehumidifies the air before it enters the cab. Cooling
low pressure liquid and gas. The change to low a large area requires that large volumes of air be
pressure allows the flowing refrigerant to immediately passed through the evaporator coil for heat
begin changing to gas as it moves toward the exchange. Therefore, a blower becomes a vital part
evaporator. This produces the desired cooling effect. of the evaporator assembly. It not only draws heat
laden air into the evaporator, but also forces this air
The amount of refrigerant metered into the over the evaporator fins and coils where the heat is
evaporator varies with different heat loads. The valve surrendered to the refrigerant. The blower forces the
modulates from wide open to the nearly closed cooled air out of the evaporator into the cab.
position, seeking a point between for proper metering
of the refrigerant. Heat exchange, as explained under condenser
operation, depends upon a temperature differential of
As the load increases, the valve responds by opening the air and the refrigerant. The greater the
wider to allow more refrigerant to pass into the temperature differential, the greater will be the
evaporator. As the load decreases, the valve reacts amount of heat exchanged between the air and the
and allows less refrigerant into the evaporator. It is refrigerant. A high heat load condition, as is generally
this controlling action that provides the proper encountered when the air conditioning system is
pressure and temperature control in the evaporator. turned on, will allow rapid heat transfer between the
This system uses an internally equalized, block type air and the cooler refrigerant.
expansion valve. With this type valve, the refrigerant The change of state of the refrigerant in and going
leaving the evaporator coil is also directed back through the evaporator coil is as important as that of
through the valve so the temperature of the the air flow over the coil.
refrigerant is monitored internally rather than by a
remote sensing bulb. The expansion valve is All or most of the liquid that did not change to vapor in
controlled by both the temperature of the power the expansion valve or connecting tubes boils
element bulb and the pressure of the liquid in the (expands) and vaporizes immediately in the
evaporator. evaporator, becoming very cold. As the process of
heat loss from the air to the evaporator coil surface is
NOTE: It is important that the sensing bulb, if taking place, any moisture (humidity) in the air
present, is tight against the output line and protected condenses on the cool outside surface of the
from ambient temperatures with insulation tape. evaporator coil and is drained off as water.
At atmospheric pressure, refrigerant boils at a point
lower than water freezes. Therefore, the temperature
Accumulator
in the evaporator must be controlled so that the water
Accumulator (18, Figure 10-1) receives vaporized collecting on the coil surface does not freeze on and
refrigerant from the evaporator, moisture and/or any between the fins and restrict air flow. The evaporator
residual liquid refrigerant is collected at the bottom of temperature is controlled through pressure inside the
the component. The moisture is absorbed by the evaporator, and temperature and pressure at the
desiccant where it is safely isolated from the rest of outlet of the evaporator.
the system.
8
Air conditioning system electrical circuit Compressor clutch

The air conditioner's electrical circuit is fed from an An electromagnetic clutch is used in conjunction with
accessory circuit and is fused with a 30-ampere the thermostat to disengage the compressor when it
circuit breaker. is not needed, such as when a defrost cycle is
indicated in the evaporator, or when the system or
The blower control is a switch which provides a range
blower is turned off.
of blower speeds from fast to slow. When the blower
switch is turned on, current is available at the The stationary field clutch is the most desirable type
compressor clutch. Once the blower is turned on, fan since it has fewer parts to wear. The field is mounted
speeds may be changed without affecting the to the compressor by mechanical means depending
thermostat sensing level. on the type field and compressor. The rotor is held on
the armature by a bearing and snap rings. The
The thermostat reacts to changing temperatures
armature is mounted on the compressor body.
which cause electrical contacts to open and close.
The thermostat has a capillary tube extended into the When no current is fed to the field, there is no
evaporator coil to sense temperature. magnetic force applied to the clutch and the rotor is
free to rotate on the armature, which remains
When the contacts are closed, current flows to the
stationary on the crankshaft.
clutch field and energizes the clutch, causing the
swash plate inside the compressor to turn which When the thermostat or switch is closed, current is
starts the refrigeration cycle. When the temperature fed to the field. This sets up a magnetic force
of the evaporator coil drops to a predetermined point, between the field and armature, pulling it into the
the contacts open and the clutch disengages. rotor. When the armature becomes engaged with the
rotor, the complete unit rotates while the field remains
When the clutch is disengaged, the blower remains at
stationary. This causes the compressor crankshaft to
the set speed. After the evaporator temperature rises
turn, starting the refrigeration cycle.
about twelve degrees above the cutout point, the
contacts in the thermostat close and the refrigeration When the switch or thermostat is opened, current is
cycle resumes. cut off. The armature snaps back out and stops while
the rotor continues to turn. Pumping action of the
Thermostat compressor is stopped until current is again applied
An electromagnetic clutch is used on the compressor to the field. In addition, safety switches in the
to provide a means of constant temperature control of compressor clutch electrical circuit control clutch
the cab. The clutch is controlled by a thermostat in operation, disengaging the clutch if system pressures
the evaporator which is set initially by the driver to a are abnormal.
predetermined point. Evaporator temperature is then
maintained by the cycling action of the clutch.
The thermostat is simply a thermal device which
controls an electrical switch. When warm, the switch
is closed; when cold, it is open. Most thermostats
have a positive OFF position as a means to turn the
clutch off regardless of temperature.
The bellows type thermostat has a capillary tube
connected to it which is filled with refrigerant. The
capillary tube is attached to the bellows inside of the
thermostat. Expansion of the gases inside the
capillary tube exerts pressure on the bellows, which
in turn closes the contacts at a predetermined
temperature.
9
Trinary™ switch • Fan Clutch - The mid-range function actuates the

engine fan clutch, if installed.
This switch is mounted on the receiver-drier and has
three functions (as implied by the name): • High Pressure - This switch opens and
disengages the compressor clutch if system
1. Disengage the compressor clutch when system pressure rises above the 2 068 - 2 413 kPa (300 -
pressure is too high. 350 psi) range. After system pressure drops to
2. Disengage the compressor clutch when system 1 448 - 1 724 kPa (210 - 250 psi), the switch
pressure is too low. contacts will close and the clutch will engage.
3. Engage and disengage the radiator fan drive The switch functions will automatically reset when
clutch during normal variation of system system pressure returns to normal.
pressure.
OPENS CLOSES
The Trinary™ switch performs three distinct functions Low 103 - 207 kPa 276 kPa
to monitor and control refrigerant pressure in the Pressure (15 - 30 psi) (40 psi)
system. This switch is installed on the receiver-drier. descending rising pressure
The switch functions are: pressure
Terminals 1 and 2 are connected internally through High 2 068 - 2 413 kPa 1 448 - 1 724 kPa
two, normally closed pressure switches in series, the Pressure (300 - 350 psi) (210 - 250 psi)
low pressure switch and the high pressure switch.
241 - 414 kPa 1 379 - 1 586 kPa
Fan (35 - 60 psi) (200 - 230 psi)
Clutch below closing rising pressure
pressure
The pressures listed above are typical of

pressures at the receiver-drier. Due to normal
system flow losses and the distance between the
service port and the receiver-drier, it is expected
that actual system pressure displayed on the
gauge will normally be approximately 138 kPa (20
psi) higher. This factor should be observed when
Terminals 3 and 4 are connected internally through a checking for proper operation of the switch.
normally open switch that is used to control the clutch
that drives the radiator fan. This switch closes and
NOTE: One other pressure controlling device is
causes the cooling fan clutch to engage when system
installed within the compressor. A mechanical relief
pressure rises to 1 379 - 1 586 kPa (200 - 230 psi).
valve is located on the back of the compressor. The
When pressure falls to 965 - 1 344 kPa (140 - 195
relief valve will open at 3 447 - 3 792 kPa (500 - 550
psi), the switch contacts open, and the cooling fan
psi). The purpose of this valve is to protect the
clutch disengages.
compressor in the event that pressure should be
• Low Pressure - This switch opens and allowed to rise to that level. Damage to the
disengages the compressor clutch if system compressor will occur if pressure exceeds 3 792 kPa
pressure drops into the 103 - 207 kPa (15 - 30 (550 psi).
psi) range. When pressure rises above 276 kPa
(40 psi), the switch contacts close, and the clutch
engages the compressor. Since temperature has
a direct effect on pressure, if the ambient
temperature is too cold, system pressure will drop
below the low range, and the pressure switch will
disengage the clutch.
10
NOTES
11
860E Dump truck

960E Dump truck
© 2009 KOMATSU
All Rights Reserved
12
CEN10022-00
860E
960E

860E-1K A30003 and up
960E-1 A30003 - A30026
960E-1K A50003 and up
960E-2 A30027 and up

Reserve engine oil system
Operation .............................................................................................................................................................. 4
Remote tank fill system ......................................................................................................................................... 5
1
NOTES
2
General information
The reserve engine oil system is designed to add
more oil capacity to the engine sump and to reduce
frequent servicing of the engine oil. The constant
circulation of oil between the engine sump and
reserve tank (9, Figure 10-1) increases the total
volume of working oil. This dilutes the effects of
contamination and loss of additives and maintains the
oil quality over longer periods. The system adds or
removes oil from the engine as required to maintain a
constant level which prevents over fills or under fills.
The normal reserve system capacity of oil carried in

the tank can be one half or nearly the same
(depending on tank size) volume inside the engine. In
the process of continuous adjustment of the engine
oil level, there is a constant circulation of oil between
the engine and the reserve tank. The volume of oil in
the tank becomes part of the working oil for the
engine. Oil change intervals may usually be extended
in proportion to the increased working oil volume.
Extension beyond a proportional increase is often
possible, but should be undertaken only as
determined by oil sampling and analysis. Local FIGURE 10-1. RESERVE TANK COMPONENTS
conditions such as engine application, climate, and
1. Suction Line 8. Tank Fill Cap
fuel quality should be taken into consideration before
2. Remote Fill Line 9. Reserve Tank
determining permissible oil life.
3. Fill Valve 10. Engine Add Line
4. Engine Add Line 11. Pumping Unit
5. Fill Switch 12. Sight Gauge
6. Air Relief Valve 13. Tank Add Line
7. Tank Fill Line
3
Operation Air reaching the pumping unit activates pump 2,

which returns oil from reserve tank (2) and raises the
Engine oil is circulated between engine oil pan (1,
engine oil level until air is no longer drawn by pump 1.
Figure 10-2) and reserve tank (2) by two electrically
Pump 2 then turns off. The running level is
driven pumps (pump 1 and pump 2) within a single
continuously adjusted at the control point by
pumping unit (4). The pumping unit is mounted on the
alternating between withdrawal and return of oil at the
side of the reserve tank. The pump unit is equipped
engine oil pan. The oil returning to the engine oil pan
with an LED monitor light on one side.
is below the normal operating level to prevent
Pump 1 draws oil from the engine oil pan (1) at a aeration of the oil.
preset control point determined by the height of the
suction tube (3). Oil above this point is withdrawn and LED monitor light
transferred to the reserve tank. This lowers the level • Steady - Pump 1 is withdrawing oil from the
in the engine oil pan until air is drawn. engine sump and bringing down the oil level.
• Regular pulsing - Pump 2 is returning oil to the
engine sump and raising the oil level.
• Irregular pulsing - Oil is at the correct running
level.
FIGURE 10-2. RESERVE SYSTEM SCHEMATIC
1. Engine Oil Pan (Sump) 4. Pumping Unit (1 & 2) A. Oil Suction Line
2. Oil Tank 5. Air Relief Valve B. Oil Return Line
3. Suction Tube C. Engine Oil Level
4
Remote tank fill system tank from a convenient ground level position. Filling
of the tank to the proper “full” level is fast and
With the reserve engine oil system, the engine oil
accurate and can be accomplished in 2 to 3 minutes.
level is held constant in the engine oil pan. Only the
reserve tank should need routine filling. The remote For information on filling the reserve tank, refer to the
tank fill system automatically controls the filling of the Operation and Maintenance Manual.
FIGURE 10-3. REMOTE TANK FILL SYSTEM SCHEMATIC

1. Fill Valve 4. Auxiliary Control Box
2. Oil Level Sensor (top of reserve oil tank) 5. Ground Wire
3. 15 Amp Fuse 6. Remote Fill Control Box
5
860E Dump truck

© 2009 KOMATSU
All Rights Reserved
6
CEN10016-01
DUMP TRUCK
860E
960E

860E-1K A30003 and up
960E-1K A50003 and up
10 Structure and Function

SIBAS® IGBT rack components
SiBAS®32 Traction Control Unit (TCU) ................................................................................................................ 3
Overview of the SiBAS®32 systems..................................................................................................................... 4
Removing and installing the SiBAS®32 cards ...................................................................................................... 8
SiBAS®32 card device names.............................................................................................................................. 9
Structure of SiBAS®32 card part number ........................................................................................................... 10
SiBAS®32 card interchangeability .......................................................................................................................11
SiBAS®32 card interactions................................................................................................................................ 14
SiBAS®32 card detailed information................................................................................................................... 17
Blower subassembly ........................................................................................................................................... 17
CPU card ............................................................................................................................................................ 20
DSP card............................................................................................................................................................. 23
I/O card ............................................................................................................................................................... 25
TRACO card (optional) ....................................................................................................................................... 28
Input voltage/frequency card............................................................................................................................... 31
I/O analog card ................................................................................................................................................... 33
I/O analog card ................................................................................................................................................... 36
1
Output pulse amplifier card ................................................................................................................................. 39

Input temperature sensor card ............................................................................................................................ 42
UWS card............................................................................................................................................................ 45
Digital input card ................................................................................................................................................. 48
Power start-up unit card ...................................................................................................................................... 51
Binary output contactor drive card ...................................................................................................................... 54
24V / 24V power supply ...................................................................................................................................... 57
24V / 15V power supply ...................................................................................................................................... 60
24V / 5V power supply ........................................................................................................................................ 63
2 960E
SiBAS®32 Traction Control Unit (TCU)

Device name: A100
SiBAS®32 = (SIemens Bahn Automation System with 32 bit microprocessor)
FIGURE 10-1. SiBAS®32 TRACTION CONTROL UNIT (TCU)
960E 3
Overview of the SiBAS®32 systems Features
SiBAS®32 systems are used for modulating and logic • Designed to function as central control unit or
control functions in haul trucks. traction control unit (TCU).
The system controls, monitors and protects the vehi- • Modular design of functional cards in single- and
cle's AC electric drive system. It also performs the double-size Euro format circuit boards.
information processing in a control level, thus • RFI shielding and mechanically robust design of
embracing the whole vehicle as the control unit. In the packaging system in accordance with
addition to these functions, systems for vehicle diag- international standards.
nostics and systems which provide assistance for
commissioning and maintenance are also integrated. • Integrated diagnostics to support commissioning,
servicing and troubleshooting. Storage of traction
The SiBAS®32 system is based on modular design. and vehicle states under error conditions.
The functions are divided into functional cards and • Readout of the memory and use of the service
implemented on single-size and double-size Euro for- utility software via the diagnostic interfaces on
mat circuit boards. Due to its steady development, a any commercially available PC.
broad spectrum of card types is available for all
aspects of vehicle control. • Use of high-density integrated circuits such as
high-performance microprocessors and various
The cards required to meet the specific project con- types of programmable integrated circuits.
trol requirements are installed as panel-in units in an
internationally standardized 19" subrack so as to General technical specifications, operating con-
form the control unit. ditions
The following technical specifications represent a
selection of the system characteristics, which are
necessary in order to ensure compliance with the
extensive requirements of the national and interna-
tional standards.
Permissible temperature range

Ambient temperature range permissible: -40°C to
+70°C (-40°F to 158°F).
4 960E
Permissible limit value for air humidity Protection measures against electrical hazards
Yearly average:  75% relative humidity • Direct contact with live parts is prevented by the
case.
Continuously for a period of 30 days: 95% relative
humidity • The unit is earthed for protection against indirect
contact (protective earth connection).
On other days occasionally 95% to 100% relative
humidity • Operation of the control unit is only permissible
when all front panel connectors are properly
Infrequent and light condensation does not result in connected to the control unit.
malfunction or failures.
• No voltage must be available at the contacts of
Permissible power supply voltage range any plug connectors not connected to the control
unit.
Constant: -30% to +25% of the nominal voltage (24V)
• Unused front panel connectors on the control unit
For a time period up to 1 s: -25% to +40% of the nom- are covered by a dummy plug.
inal voltage (24V), no damage of the card
Application
For a time period up to 0.1 s: -40% to +40% of the
nominal voltage (24V), device functions well The SiBAS®32 system, also known as traction control
unit or TCU, processes the commands and reference
Permissible mechanical loads values from the operator as well as data and feed-
Each of the three principle axes within the frequency back messages from the vehicle. With the help of
range from 8 to 150 Hz with an acceleration of 2 g, various software-routines deposited in the memory
and between 5 and 8 Hz with a deflection of 7.5 mm cards, the TCU generates signals from this informa-
for two hours. The frequency range is thereby tra- tion that are issued for the vehicle controls (traction
versed at a speed of one octave per minute. equipment, contactors, relays, indicator lamps, actu-
ators, etc.).
18 shocks, of those three each in both directions of
the three principle axes, with a shock duration of 11 The TCU contains four processors, which are
ms and 30 ms, and an acceleration of 5 g (trapezoi- responsible for the control of the traction system:
dal or sinusoidal half wave).
• Central Processing Unit, CPU, Intel 80486
• DSP A, Motorola 56001 for the regulation of the
Pulse Width Modulated Inverter A
• DSP B Motorola 56001 for the regulation of the
Pulse Width Modulated Inverter B
• DSP T, Motorola 56001 for the regulation of the
Pulse Width Modulated Inverter B
960E 5
The TCU also fulfils various other monitoring func- Examples of functions the TCU software conducts:
tions as well as protection functions. For this pur-
pose, certain limit values are specified in the • Speed or torque control in accordance with the
reference values from the operator propel/retard
programs, e.g., motor current or DC-link voltage. If
logic
these values are transgressed, the TCU automati-
cally performs certain shutdowns and event data • Monitoring of real-time values (current, voltage,
storage operations. temperatures, etc.)
The integrated diagnosis memory allows events that • Control of power switches (IGBTs)
concern the traction system to be acquired, pro-
• Diagnosis
cessed, diagnosed and transferred.
• Individual component test programs
The sequence of the routines, which are processed
by the microprocessor and their reaction to the
incoming data and signals Š in particular with regard
to event messages and monitoring facilities Š have
been adapted to meet customer requirements.
6 960E
The TCU is labeled A100 and located in the right front compartment.
FIGURE 10-2. TCU LAYOUT DRAWING
960E 7
Removing and installing the SiBAS®32

cards
FIGURE 10-4. INSTALLING SiBAS®32 CARD
FIGURE 10-3. REMOVING SiBAS®32 CARD Installation with 24V OFF! (ESD protection
required)
Removal with 24V OFF! (ESD protection required)
1. Verify the SiBAS®32 card coding pins match the
1. Loosen the two screws holding the front plug. coding pins in the slot.
2. Disconnect the front plug. 2. Verify the SiBAS®32 card front coding pins
3. If necessary also remove the front plug from the match the plug coding pins.
card to the left. 3. Slide the card in until it makes contact with the
4. Loosen the two screws holding the card. rear plug.
5. Push the front clips outward. 4. Push equally on the front clips parallel to the
card until the card is flush with the front of the
6. Pull the card out.
rack.
5. Tighten the two screws until the clips are
restricted from moving.
6. Install the front plug(s) completely and tighten
the two screws.
8 960E
SiBAS®32 card device names
FIGURE 10-5. SiBAS®32 CARD DEVICE NAMES
Card designations (device names) are based on the

position of the card in the SiBAS®32 rack.
The region that the top part of the card resides in sets
the letter.
The number along the bottom, which the mounting
screws of the card line up with, sets the number.
960E 9
Structure of SiBAS®32 card part number

SiBAS®32 card part numbers are assigned by a type
designation. This is printed on a label, which is stuck
either to the front panel or to the front panel connec-
tor of the card.
In the example below, the 12-position part number is
used. The part number is structured as follows:
6FH 9514 -3 D Y60
Variant identification
Serial letter
Internal identification
Product number
Application area
FIGURE 10-6. STRUCTURE OF SiBAS®32 CARD PART NUMBER

Development status, downward compatibility
Ongoing development of SiBAS®32 cards is continu-
ous. The revised card replaces its predecessor and
can be employed for all the previous applications
It is essential that the complete type designation (backward compatibility). When each revised card
(with the variant identification) is used when ref- is released, the serial letter is incremented in alpha-
erencing to the truck manufacturer part number betical order,
for ordering replacement cards. Otherwise the e.g.,
card may not function properly and/or require From: 6FH9263-3CY60
modification of the coding pins (see SiBAS®32 To: 6FH9263-3DY60.
card interchangeability below).
Cards with the following letter (e.g., D) can be
employed everywhere where products with prior let-
ters (e.g., A to C) are used.
10 960E
SiBAS®32 card interchangeability Because the cards are manufactured to not require
changing these coding pins, the variant identification
While each SiBAS®32 card has a specific part num- portion of the part number is incremented to indicate
ber, not every card is functionally unique. Below is a default coding.
list of the groups of cards that are interchangeable
with some modification to the card's rack and front Example:
plug coding pins. These coding pins are small plastic 6FH9387-3CY60 differs from 6FH9387-3CY61
tabs that can be manipulated with needle nose pliers. because the coding pins are set to match position
The coding pinsÕ purpose is to prevent plugging the C027 in the SiBAS®32 rack
card and/or front plug into the wrong position.
FIGURE 10-7. SiBAS®32 CARD MOUNTING TAB AND FRONT PLUG SHOWING THE CODING PINS
1. Fixing screw 5. Coding bolt

2. Coding chamber 6. End piece
3. Marker points 7. Ejector
4. Coding bolt nose 8. Front plug coding pins
The mounting tab coding pins are rotated to mate

with the corresponding pins in the rack. The front
plug coding pins are added/removed to match the
harness connector.
960E 11
The following card groups can be interchanged: Connection of the service unit
• Output measuring amplifier cards (optional) The power supply of the service unit must be floating.
C003, C011 This is guaranteed when one of the following condi-
tions is met:
• Digital output cards C019, C027, and C037
• Power supply from an internal accumulator or
• Power supply 24V/24V C045, C105, and C129
battery
• Power supply 24V/15V C069 and C087
• Connection to mains power supply through
• DSP cards G019, G027, and G035 isolating voltage transformer (e.g., through a
mains converter in the case of portable PCs)
• UWS cards G055, G063, G071, and G079 (Note:
G087 is unique) • Connection to mains power supply through an
isolating transformer
• Digital input cards G103, G111, G119, G127, and
G135 • Cables
• Output pulse amplifier cards L115, L123, L131, If potential isolation of the power supplies cannot be
L139, and L147 guaranteed, a potentially isolated RS232 service
interface is to be employed in the service unit.
• Temperature sensor cards G143, G151, L155,
and L163 A shielded interface cable is to be used to connect
the service unit to a card in the SiBAS®32 control unit.
NOTE: These cards are interchangeable, but the
Both ends of the cable screen are to be connected to
front plugs ARE NOT!
the connector body. The maximum permissible length
NOTE: When interchanging cards the coding pins for of the interface cable between the card in the control
the slot and front plug must be rearranged on the unit and the service unit is, depending on the card, 3
card(s). to 10 m.
Use of service interfaces NOTE: When selecting the interface cable, any
service interface extensions already installed in the
A number of different cards, e.g., the Central Pro- vehicle are to be taken into account!
cessing Unit, Signal Processing Unit, and Transient
Recorder are fitted with a service interface by means Maintenance
of which a service unit (personal computer) can com-
Apart from replacement of the battery for buffering of
municate with the control unit. This access is needed
the RAM and the real-time clock (in the blower sub-
for service activities on the respective computer card
assembly), the control unit requires no maintenance.
(e.g., loading software or parameters, reading pro-
The fans in the fan subassembly tray and the battery
cess parameters, and diagnostic information or acti-
should be replaced as a precautionary measure
vating test programs).
every 5 years.
The service unit must at least meet the following
technical requirements:
• Personal computer with Microsoft Windows 98 or
higher
• A pointing device (mouse)
• Asynchronous RS232C interface or suitable USB
to RS232 converter
• Service software (SiBAS®32 monitor program)
12 960E
Cleaning
Regular cleaning is not required for the SiBAS®32
controls. Light non-metallic dust deposits do not
result in damage or degradation of the functional
integrity of the controls as a result of the use of var-
nishing on both sides of every card.
If a card is removed from the SiBAS®32 for inspec-
tion, the dust should be removed by means of a soft
brush. Dust removal by means of slightly com-
pressed air (1 to 2 bar) is also permissible. However,
particular care must be taken to ensure that all mois-
ture and oil are removed from the compressed air by
means of a filter.
Under no circumstances may chemical solvents

be employed to clean the SiBAS®32 rack or cards.
Cleaning SiBAS®32 cards by means of com-

pressed air with a pressure in excess of 2 bar
may cause the cards components to be damaged.
960E 13
SiBAS®32 card interactions

The following are three examples of how the
SiBAS®32 cards interact with each other to perform
some of the numerous control and monitoring func-
tions.
FIGURE 10-8. SiBAS®32 CARDS AND IGBT PULSE AND FEEDBACK

1. Inverter DSP card(s) 4. IGBT module
1. Inverter monitoring card(s) 5. Gating unit
2. Output pulse amplifier card(s) 6. Checkback
3. 40mA signal 7. Gate unit power supply (+24V)
• The firing pulses are originated by the DSPs,

based on set points from the CPU relating to
operator inputs.
• The firing pulses are evaluated both coming and
going by the UWS cards based on the protection
settings.
• The firing pulse amplifier provides 40mA current
loop signal to the IGBT module gating unit.
14 960E
2 3
4
5
81298
FIGURE 10-9. SiBAS®32 CARDS AND SYSTEM CURRENT FEEDBACK

1. Inverter DSPs 4. CT
1. UWS 5. SiBAS®32 +/- 24 volt
2. V/F card power supplies
3. IGBT
Current feedbacks all go from the CT, to a voltage

frequency converter (U/f) in the SiBAS®32. From the
V/F, it is distributed to the UWS for protection and the
DSP for regulation.
960E 15
2
1
5
6
7 81299
FIGURE 10-10. SiBAS®32 CARDS AND SPEED SENSOR INPUTS

1. SIBAS®32 +15 volt power supply 4. Pulses back to SiBAS®32
1. 500mA fuse 5. Analog I/O card
2. Wheel motor or engine speed wheel 6. Pulses are converted to speed
3. +15 volts to tach by inverter DSP card
16 960E
SiBAS®32 card detailed information

Blower subassembly
Device name: N/A
FIGURE 10-11. BLOWER SUBASSEMBLY

1. Pulling handles
Application
The blower subassembly has the function of provid-
ing forced ventilation of SiBAS®32 sub racks. It is
constructed as a withdrawable tray and incorporates
three axial-flow fans. Connection of the power supply
is effected via a 32-pin SUB-MIN-D plug connector
(hybrid connector), only 10 pins of the connector
being assigned. Each individual blower is monitored
such that if a minimum flow is not reached or a maxi-
mum flow is exceeded, the common fault output
"LUEFUW" is set after a defined time delay to "H"
state. The fault output is monitored by the central pro-
cessing unit. The inhibit input "INH" is switched to
"Low" for power start-up. This is ensured on connec-
tion to the power start-up unit. The blower monitor is
not active for a defined period during start-up. The
battery is used to supply the RAM blocks. At the lat-
est the battery has to be replaced when the control
circuit of the central processing unit indicates it
through a logged event code.
960E 17
Technical data
FIGURE 10-12. BLOWER SUBASSEMBLY BLOCK DIAGRAM
18 960E
Battery replacement Replacement of the battery in the fan subassem-

bly
A non-rechargeable lithium battery is employed in
the SiBAS®32 control system. This buffers the con- (Lithium battery 3.6V with connection caps type R14
tents of the RAM memory and the real-time clock. per IEC and C per ANSI)
The data stored in RAM is all logged events and buf- Replacement of the battery should be carried out as
fer values. The software programs and settings are follows, taking care to observe the ESD protection
stored on memory not affected by the loss of the measures:
internal battery. The appropriate battery type is to be
found in the description of the blower subassembly. • Keep the new battery in readiness
Rules for handling lithium batteries • Turn off 24V and wait 15 seconds for all LEDs on
the TCU to turn off
The requirements of the applicable national rules and
regulations should be observed under all circum- • Remove all front plug connectors for cards L055 -
L163, this is needed to slide the blower out
stances (do not dispose of these batteries in house-
hold garbage!). • Release the fixing screws of the fan subassembly
(where necessary remove interfering wires)
• Withdraw the fan subassembly until the battery
holder is accessible (at the left front)
• Remove the old battery upwards out of the holder
Do not open them forcibly.
Do not heat them over + 100°C (212°F) nor throw • Insert the new battery in the holder, taking care to
observe the correct polarity
them into a fire.
Do not short-circuit them. • Re-insert the fan subassembly and secure it
Do not throw the contents of the battery into
• Insert all front plug connectors for cards L055 -
water or eat them.
L163
Handle only in accordance with the instructions
(danger of ignition, danger of explosion or dan- NOTE: Battery in the fan subassembly is used by
ger of burning). multiple TCU cards.
Storage:
- Neither loosely nor as loose material
- Avoid mutual contact of the connections
- Do not put down on or touch with blank metal
Disposal:
- Should be disposed of in conformity with the
local and statutory regulations
960E 19
CPU card
Device name: G011
FIGURE 10-13. G011 CPU CARD
20 960E
Application Front panel

The CPU card is the master processor card for the • Jumper ports for connection to allow
SiBAS®32 control system. An Am486DX-2 is used as programming
microprocessor. In addition to the control logic and
• 7-segment display for readout program status
various memories, the card also incorporates the (see below)
internal peripherals. It has a CAN interface, which is 9 = Inverter in system test mode (factory use
intended for communication between the drive sys- only)
tem and truck manufacturer system module. 5 = Comparator test running
The CPU card is connected to the system by means 4 = Start-up sequence running
of two backplane connectors. At connector X1 is the 3 = Truck status Retard
SiBAS®32 bus (16 bit data width, 2 Mb address 2 = Truck status Propel
space). The central processing unit is the only BUS 1 = Start-up test of protection thyristor (crowbar)
active
master in the SiBAS®32 rack.
0 = Default number
The CPU card is equipped with 16 Mb EEPROM, 1
Mb high-speed SRAM and 2 Mb BRAM. It is possible • Yellow LED which illuminates whenever the card
has power
to incorporate 768 Kb of RAM in the FLASH EPROM
area, in order to increase capacity (access to the • Red LED which illuminates once the application
RAM takes place without wait states). program is running
The real-time clock and the battery-backed RAM are • BCD switch, suitable for software read-in (must
buffered in the event of battery voltage failure by a be set to 7 to use buffer settings)
Supercap capacitor for at least 30 minutes. The
• Pushbutton with black cap for manual "Monitor
external battery should be replaced at the latest on Only" reset (press red cap pushbutton also)
response of the appropriate monitor circuit on the
central processing unit. The information on the state • Pushbutton with red cap (recessed) for manual
of charge of the external battery is evaluated by soft- reset into normal mode
ware in the central processing unit. • Pushbutton with black cap (recessed) for manual
"Boot" command for loading card OS
• 9-pin plug connector for CAN communication to
truck manufacturer system module
• 15-pin plug connector for a modem interface
(RS232 V24)
• 9-pin plug connector for service serial interface
(RS232)
960E 21
Technical data
FIGURE 10-14. G011 BLOCK DIAGRAM
22 960E
DSP card
Device name: G019, G027 and G35
FIGURE 10-15. G019, G027 AND G035 DSP CARD
Application Front panel

The digital signal processing unit (DSP) card is a 7-segment LCD display indicates mode:
high-speed processor in the SiBAS®32 system. The 1 = DSP in boot mode
digital signal processing unit card is a double-size 0 = DSP in standby mode
Euro format circuit board. It is linked as a slave via a L = DSP pulsing at low speed
dual-port RAM and the large SiBAS®32 communica- H = DSP pulsing at high speed
tion bus to the central processing unit. The high- 2 LEDs:
speed regulation and control functions for switching Yellow - DSP card has power
of the IGBTs take place on the DSP board. The DSP Red - Application software is running
card has a clock frequency of 27 MHz, 96 Kbytes
RAM and 768 Kbytes FLASH EPROM. Two digital to
analog converters also make it possible to follow
internal processor unit variables in analog form. Two
serial interfaces permit point-to-point connections
with a maximum baud rate of 750 kbaud. Binary data
can be read in and output via the input and output
ports and the rear backplane connectors. Hardware
identification makes it possible to determine the hard-
ware version. The use of programmable logic (two
LCAs) permits implementation of various items of
equipment for triggering the power semiconductors
and flexible configuration of actual value preprocess-
ing.
960E 23
Technical data
FIGURE 10-16. G019, G027 AND G35 BLOCK DIAGRAM
24 960E
I/O card
Device name: G043
FIGURE 10-17. G043 I/O CARD
Application The signals (B_I/O_ [01-40]) are distributed on five

ports with eight bits each and can be switched either
The I/O card serves as an interface between the cen-
as inputs or outputs to each rear backplane connec-
tral processing unit and the input/output cards in
tor. Definition is effected either by software or by
SiBAS®32. It is connected to the central processing means of hardware in the FPGA. The I/O card also
unit via the large data bus (DB [00-15]) and address possesses nine programmable counter cards (16 bit),
bus (AB [01-16]). With this card, it is possible to con- which can be used primarily for pulse duration/fre-
vert analog voltages to digital values. It permits ana- quency input signals and pulse duration /frequency
log/digital conversion (12 bits, +/- 10V) of 23 external output signals. The pulse duration/frequency inputs
analog signals (AIN [01-23]) and two internal analog can be applied to B_I/O_ [05-07] and the pulse dura-
signals. From these 23 analog inputs, 10 signals (AIN tion/ frequency outputs to B_I/O_ [09-16]. There are
[01-10]) are passed to limits monitors. An automatic three speed measurements realized in the standard-
test facility is provided for these limit monitor signals FPGA. Also provided on the card are a temperature
at start-up. For output of analog signals (AOUT [01- sensor, two BCD switches and a 7-segment display,
04]), the card possesses four digital/analog convert- The use of these is listed below.
ers (12 bits, +/- 10V). In addition, the card is capable
of reading in up to 64 binary signals (the signals can
be applied to AIN [01-23], BIN01, or B_I/O_ [01-40])
and outputting up to 46 binary signals (B_I/O_ [01-
40], BOUT [01-06]). The signals BIN01, B_I/O_ [01-
40]) and BOUT [01-06] are passed to the FPGA (field
programmable gate array) where project specific
logic is stored to analyze the signals.
960E 25
Front panel
• 7-segment LCD displays:
Last event code (if upper BCD set to 0, 1, or 9)
Second to last event code (if upper BCD set to 2)
3rd Š 8th to last event code (if upper BCD 3 Š 8
respectively)
• 2 top LEDs:
Yellow Š I/O card has power
Red Š System does not have active total block
(pulse block of IGBTs)
• BCD switches:
Upper will show sequential logged event codes
(see 7-segment for explanation)
Lower controls cluster of yellow LEDs on front of
card
FIGURE 10-18. CLUSTER OF EIGHT

YELLOW LEDS
• Cluster of eight yellow LEDs:
• If lower BCD switch set to 0 (listed as meaning
when illuminated) the upper two LEDs
alternate to indicate the application software
is running.
• If lower BCD switch set to 1, all eight yellow
LEDs turn ON.
• If lower BCD switch set > 1, all eight yellow
LEDs turn OFF.
26 960E
Technical data
960E 27
TRACO card (optional)

Device name: G003
FIGURE 10-20. G003 TRACO CARD
Application The outputs are referenced to M (pin 1 and 50 of front

connector) and protected from overvoltage and short-
The TRACO card is used as a commissioning and
circuit. The card has four battery-backed RAM banks
diagnostics card. In addition to the transient recorder
of 128K x 24 bits each (1.5 Mbytes). The 5V power
function, a measuring amplifier function is also imple-
supply is monitored with a monitoring block that
mented. The central component of the card is the
switches over to battery voltage if the power supply
DSP56002 signal processor from Motorola. The clock
fails. The program memory is a FLASH EPROM, size
frequency is 27 MHz. The transient recorder is oper-
512K x 8 bits. For protection against incorrect pro-
ated on the large communication bus. It communi-
gramming, both hardware protection (external bush)
cates with the CPU via a dual-port RAM, size 2K x 16
and software protection (monoflop to be triggered
bits. The card has eight user configurable output
cyclically during programming) is implemented. The
channels with a resolution of 12 bits that are
FLASH EPROM is programmed via a special boot
addressed from the CPU and settable via a service
mechanism that is triggered when the boot button is
pc. The output signals are routed to the 50-pin front
pressed during the reset.
panel connector which then can be connected to the
front DX2 connector on the diagnostic panel. The
voltage range of the analog output signals is
-10V...+10V.
28 960E
Front panel
DX2
harness
TRACO 50-pin female connector (optional)
Pin Description
1 Ground (M) 1
2 Selectable DAC CH0 2
10 N/C N/C
11 N/C N/C
12 Current U Motor A1 AOUT00 12
13 Current W Motor A1 AOUT01 13
14 Current Chopper A AOUT02 14
15 Current Chopper B AOUT03 15
16 Current V Motor B1 AOUT04 16
17 Ground (M) N/C
18 Ground (M) N/C
19 Current W Motor B1 AOUT05 19
20 Current Chopper C AOUT06 20
21 Current Chopper D AOUT07 21
23 Current U Alternator AOUT09 10
24 Current U ST module AOUT10 23
25 Current V ST module AOUT11 25
26 Current W ST Module AOUT12 24
27 DC link Voltage B AOUT13 17
28 Voltage AC in Alternator AOUT14 11
29 Voltage ST out module AOUT15 18
30 N/C N/C
31 N/C N/C
32 IO Trig TRACO 22
33 Ground (M) N/C
34 Ground (M) N/C
35 Feedback A101 Upper IGBT N/C
36 Feedback A101 Lower IGBT N/C
41 Feedback Chop A A104 L1 IGBT N/C
48 Feedback Chop A A104L1 IGBT N/C
49 Feedback A101 Upper L2 IGBT N/C
50 Ground (M) N/C
960E 29
Technical data
30 960E
Input voltage/frequency card

Device name: L055, L063 and L071
81399
FIGURE 10-22. L055, L063 AND L071 48-POLE INPUT VOLTAGE/FREQUENCY CARD
Application This makes it possible to apply these input signals via

the wrap panel to a second input voltage/frequency
The input V/F card is used for conversion of analog
board. The method of measurement is integrating, so
voltages to frequencies. As present application, used
that individual peaks in the measured value do not
in conjunction with an LCA (Logic Cell Array), seven
lead to inaccuracies, as is the case with instanta-
analog actual values can be digitized on the signal
neous value acquisition with a normal A/D converter.
processing unit board. The input voltage/frequency
board is a single Euro format card. The measurement
signals are each passed via the front panel connector
to a difference amplifier, whose gain is determined by
two resistors located on solder tags. These outputs
are available on the backplane connector. In the case
of channels 3 to 6, each of the two front panel con-
nector inputs are also passed to the backplane con-
nector.
960E 31
Technical data
FIGURE 10-23. L055, L063 AND L071 BLOCK DIAGRAM
32 960E
I/O analog card

Device name: L079 and L087
81399
FIGURE 10-24. L079 AND L087 48-POLE I/O ANALOG CARD
Application • 2 direction evaluations for the three speed tracks;

The input/output analog card is used for processing • 22 connecting leads from the front panel to the
various analog and binary signals. It possesses the backplane connector, including some for
following main features: transformer power supply, two with three parallel
pins on the front panel connector;
• 7 inputs with two parallel load resistors each and
directly connected to these: • 2 connecting leads with blocking diodes against
plus and minus;
• 7 difference amplifiers with adjustable gain (R)
and time delay (C); • Plug-in monitoring possible at front panel (X2)
and backplane connector (X1).
• 3 absolute-value generators with negative output
voltage;
• 1 summing amplifier with two inputs;
• 3 binary tacho-generator inputs with electrical
isolation, adjustable input voltage level, and
adjustable filter time constants;
960E 33
On the front panel connector there are seven load By change of R1, R2 and V1 variable input voltage
inputs "AIN [01-07] P/N" for connecting measuring level can be adjustable, the filter time constant can
transducer signals. Two parallel load resistors RB of be changed by C1. The isolated output signals are
size 0207 for each channel can be placed on solder output on the backplane connector X1 via power driv-
pins. The appropriate measuring amplifiers, imple- ers as inverted "BOUT[01-03]#" and non-inverted sig-
mented as difference amplifiers, are directly con- nal "BOUT[01-03]". It is also possible to perform
nected to the load resistors. The output "AOUT [01- direction detection between two tracks. The two
07] B" of each of the seven difference amplifiers is direction signals "BVORZ[1-2]" are also output on the
connected with the backplane connector X1. The backplane connector X1 via power drivers. For power
gain is adjusted with the aid of the resistors located supply to the transformers and for front panel con-
on solder pins. The smoothing time constant can also nector monitoring, there are 22 unoccupied leads
be influenced by means of replaceable capacitors. "IN[01-23, 26]", "STUW[01-02]" between the front
Each amplifier output is lead again through an invert- panel (X2) and the backplane connector (X1). Two
ing amplifier (V = -1) to the backplane connector X1 further leads, "IN [24-25]" have blocking diodes
"AOUT [01-07] A". against P15 and N15 for voltage limitation to these
two supply voltages. The associate outputs are
With the aid of OPAs, the analog input voltage "AIN "OUT01", "OUT04", "OUT[07-26]" and
[01-03]" can be made into the negative value "AOUT "STUW[10,20]".
[01-03]". This circuit is available three times. The
summing amplifier generates an analog output volt-
age "AOUT08" from two analog input voltages
"AIN08P" and "AIN08N" in accordance with the fol-
lowing equation: AOUT08 = - ( AIN08P + AIN08N ), it
should be noted that with the same polarity of input
voltages, each may only have a value of 5V. For
acquisition of incremental tacho-generator signals,
there are three channels "BIN [01-03] P/N" on the
front panel connector X2 that control an optocoupler
via an RC smoothing element and a threshold.
34 960E
Technical data
FIGURE 10-25. L079 AND L087 BLOCK DIAGRAM
960E 35
I/O analog card

81399
FIGURE 10-26. L095 AND L103 48-POLE I/O ANALOG CARD
Application • 4 digital inputs with adjustable filter time

constants for speed measurement;
The I/O analog card is used for processing various
analog and digital/binary signals. It possesses the fol- • 2 isolated output signal converters;
lowing main features:
• 6 load resistors for measuring transducer signals;
• 5 difference amplifiers with adjustable gain (R)
and time delay (C); • 8 connecting leads from the front panel to the
backplane connector, including some for
• 1 minimum select between two analog voltages; transformer power supply;
• 2 absolute-value generators with negative output • 2 connecting leads with blocking diodes (positive
voltage; and negative);
• 2 voltage / constant current transformers for • Plug-in monitoring possible at front panel (X2)
output to peripherals; and backplane connector (X1).
• 2 voltage / voltage transformers for output to
peripherals;
• 1 positive summer;
36 960E
Each of the five difference amplifiers has its output It should be noted that with the same polarity of input
"AOUT [01-05]" and input "AIN [01-05] P/N" con- voltages, each may only have a value of 5V. For
nected to the backplane connector X1. Gain is adjust- acquisition of incremental tacho-generator signals,
able with the aid of resistors located on solder pins; in there are four channels "FIN [14-17]" on the front
the case of two amplifiers, the input resistors are also panel connector X2 which possess an input pull-up
replaceable. The smoothing time constant can also resistor Rpu opposed to the supply voltage P15 and
be influenced by means of replaceable capacitors. an adjacent RC filter. The tacho-generator signals
The minimum value of two analog voltages "AIN06" are converted via a Schmitt trigger into a TTL-com-
and "AIN07" is formed with the aid of two inversion patible signal "FOUT [14-17]" which can be subjected
amplifiers, which possess negative rectification and to further processing internally. The pull-up resistor,
are connected on the output side by means of a com- the capacitor Cs and the load resistor RB [14-17] are
mon pull-up resistor to the positive supply voltage located on solder pins and can be matched to sensor
P15. This ensures that the lower of the two analog in use and the maximal frequency. Two isolated out-
voltages "AOUT06" is output. With the aid of two put signal converters make it possible to convert a
OPAs which are connected as inverting and non- digital input signal "BIN[18-19]" at the backplane con-
inverting and which each have a rectifier diode at nector X1 via an optocoupler into a corresponding
their outputs, it is possible to form from the analog output signal "BOUT[18-19]P/N", which is output as a
input voltage "AIN [08-09]" the negative value "AOUT bipolar signal (transistor contact) at the front panel
[08-09]". This circuit is duplicated. Gain and smooth- connector X2. In the case of "LOW" signal at "BIN
ing time constant can in turn be altered by replacing [18-19]", the transistor T1 is rendered non-conduc-
the corresponding elements (R, C), which are located tive. The Z-diode and protective resistors, protect the
on solder pins. With the next device, which is also transistor output against overvoltages. With a maxi-
duplicated, it is possible to convert an analog voltage mum of six load resistors RB, which are replaceable
"AIN [10-11]" (-10V to +10V) into a constant current
and located on solder pins, it is possible to convert
"AOUT [10-11]" (+20mA to -20mA). The two current
the output currents of the transformers into a corre-
outputs are located on the front panel connector X2,
sponding voltage, which can then be read in via the
thus permitting supply of peripherals. There are two
difference amplifiers. The transformer signals are
additional voltage/voltage transformers which gener-
input via the front panel connector X2 and output
ate from a negative analog input voltage "AIN [12-
again via the backplane connector X1. For power
13]" a positive analog output voltage "AOUT [12-13]"
supply to the transformers and for front panel moni-
which is also available at connector X2 for supplying
toring, there are eight unoccupied leads between
peripherals. The two transformers are provided with a
front panel connector (X2) and backplane connector
diode, so that it is possible to connect the two outputs
(X1); "IN[35-40]" and "STUW[1-2]"; two further leads,
in parallel. The diodes and the resistors determining
are fitted with diodes on solder pins, "UIN[33-34]",
gain are also located on solder pins, so that it is pos-
thus being usable in one direction only (e.g., blocking
sible to change the gain and the polarity of the output
reverse voltages). A final lead between X1 and X2,
voltage. The limiting diode opposed to P15 is not fit-
"IN20", possesses blocking diodes opposing P15 and
ted. The positive summer generates an analog output
N15 for voltage limitation to these two supply volt-
voltage "SUMOUT" from two analog input voltages
ages.
"SUM1" and "SUM2" in accordance with the following
equation:
SUMOUT = 1/2 * (SUM1 + SUM2);
960E 37
Technical data
38 960E
Output pulse amplifier card

Device name: L115, L123, L131, L139 and L147
81399
FIGURE 10-28. L115, L123, L131, L139 AND L147 48-POLE OUTPUT PULSE AMPLIFIER CARD
Application The acknowledgement signals for firing pulses from

the ALH are likewise injected potential-free into the
The output pulse amplifier 40mA card is used for the
current loop. The injection or tapping devices in the
output of firing pulses in the form of current signals to
ALH require a voltage range/excursion of approx.
power semiconductors (IGBTs) and for the reception
15V. The 24V current supply for the ALH is isolated
of firing acknowledgement signals from the IGBT
cards. The firing acknowledgement signal is feed- from the SiBAS®32 power supply. The card has nine
back from the ALH via the same current loop. The identically structured channels. There are two inputs
current sources are structured as two-wire lines, i.e., and two outputs per channel leading to the 48-pole
the impressed current is switched from line 1 to line 2 front panel connector (X2) from where they can be
according to the presence/existence of the desired connected with the power current devices. The front
signal. This gives a high protection against common- panel and backplane connectors are provided with
plug-in monitoring. On the 64-pole backplane con-
mode interference. The current loop is on SiBAS®32
nector each one of the nine channels has a firing
potential, because the required 24V power supply
command input "IMP[01-09]#" ("LOW" active), an
C045 is installed. In the ALH, the necessary firing sig-
inhibit input "IMPSP[01-09]#" ("LOW" means firing
nals are tapped from the current signal via isolating
inhibit) and a status output "IMPRM[01-09]" ("HIGH"
elements. This guarantees that no potential rounding
signal means acknowledgement of the firing pulse
can occur with the power current devices.
received).
960E 39
When the front panel connector is removed there is The pulse inhibit input "IMPSP[01-09]#" is also linked
the impression of the existence of a status signal to the collector of a transistor (o.c. open-collector) in
"IMPRM[01-09]". There is a current output for a the "Power Start-up Unit" card. The L1 inductor
switched-in firing signal, "40mA [01-09]", and for a should prevent disturbances to the P24 voltage
disconnected firing signal, "40mA[01-09]#", on each source. The V5 and V6 transistors are laid out in such
channel of the front panel connector. For acknowl- a way that the current outputs "40mA[01-09]" and
edgement signals, there is also an analog current "40mA[01-09]#" can work in sustained short-circuit
input both for an existing, "40mA IN[01-09]", and a against M (that is M of P24). The flowing current is
missing acknowledgement signal, "40mAIN[01-09]#". represented as voltage via the resistors R23/24.
One channel is shown in the block diagram. V3 in the Depending on which branch the current is flowing
"I source" current source is a reference diode with through, a corresponding logic level is set after the
whose help the reference voltage for producing the comparator U3. The pulse checkback line
current with R1 is produced. The temperature sensi- "IMPRM[01-09]" has "H" level if current flows into the
tivity in the whole area is very low. A compensation of input "40mAIN[01-09]". This level is also set if both of
the V1 base emitter voltage is achieved by using V2. the inputs "40mA IN[01-09]" and "40mAIN[01-09]#"
The current source requires a voltage range of < 3V. are not connected. A hysteresis is set at the compar-
The current produced by the current source is con- ator with the aid of R21. The combinations R18/V27
ducted via the PNP transistors V5 (IMP[01-09]# = and R19/V28 are suppressor circuits. Each of the
"L") or V6 (IMP[01-09]# = "H") to the respective cur- nine channels has a separate pulse inhibit input
rent outputs "40mA[0 1-09]" or "40mA [01-09]#" "IMPSP[01-09]#". This input can be operated by
according to the logic level at the input "IMP[01-09]#". means of a "Low" signal from an open-collector
By using the pulse inhibit input "IMPSP[01-09]#" the switch on the power start-up unit card such that the
V9 transistor can be blocked in such a way that the associated current output "40mA[01-09]" carries no
pulse output "40mA[01-09]" never carries a current current (firing inhibit). In the event of blocking, each
(firing pulse inhibit). pulse inhibit input carries the blocking-state current
IASPE.
40 960E
Technical data
FIGURE 10-29. L115, L123, L131, L139 AND L147 BLOCK DIAGRAM
960E 41
Input temperature sensor card

81399
FIGURE 10-30. L155 AND L163 48-POLE INPUT TEMPERATURE SENSOR CARD
Application The measuring line AIN[01-08]N" must be assigned

to the current sink "IIN[01-08]" and the measuring line
The input temperature sensor card is used to acquire
"AIN[01-08]P" to the current source "IOUT[01-08]".
temperatures using temperature-dependent resistors
Only in this way can correct polarity of the measuring
made of platinum (PT100). There is a high-precision
signal "UD" be ensured. The voltage potential of each
current source (-2,000mA), "IOUT[01-08]" for each
measuring channel. The current source feeds the measuring point is smoothed by one RC combination
temperature-dependent measuring resistor RPT100 each with time constant TN, TP, isolated with high
via the front panel connections, and the current sink resistance via a separate isolation amplifier each and
"IIN[01-08]" must also be connected to the front panel then amplified with a fixed gain "VD" with a difference
connector. The useful voltage range is approx. 1V so amplifier. The measuring signal is amplified again via
that the maximum temperature-dependent measuring two parallel summation (inverting) amplifiers each so
resistance is less than 500 ohms. The temperature- that two temperature ranges are available for each
dependent voltage drop on the current-carrying mea- measuring channel with an output voltage range of ±
suring resistance (type: PT100) is measured with two 10V (channel A with gain "VA" or channel B with gain
measuring wires independent of the current lines at "VB").
the two measuring inputs "AIN[01-08]P" and "AIN[01-
08]N".
42 960E
The second input of the two summation amplifiers is The measured value "TEMPOUT" refers to the refer-
connected with one positive voltage offset "UOFFSA" ence conductor BS and is the inverted value of
and "UOFFSB" each. In this way, the measuring range "TEMP". For the output voltage of the two channels,
can be better used. In the event of a wire break in the the following equations apply:
measuring line, the input resistance RIN (> 1 Mohm) UTEMPOUT [ V ]= - (0.3120567[ A ] * RPT100 [ . ] -
ensures that the voltage of the smoothing capacitors 36.363636V) (channel A)
CP and CN is equalized at the same value (measured
UTEMPOUT [ V ]= - (0.09[ A ] * RPT100 [ . ] - 16.875V)
value "0"). The voltage offset is specified via a high-
precision 10V reference source. The measured val- (channel B).
ues TEMP[1-8]A and TEMP[1-8]B can be selected In the event of a wire-break, the voltage UTEMPOUT
via a 16-channel multiplexer (MUXA and MUXB) and becomes > +10V. If this voltage is the evaluated
connected to the analog output "TEMPOUT" via iso- using a ADC, please note that its measuring range
lating amplifiers. Control of the channel selection can ends at 9.999V. Wire-break detection is then only
be performed on the multiplexer via external pins, possible if these low temperatures are not measured
"MUXEX[0-3]" or via the data bus, "MUXIN[0-3]". or the temperature range is limited to the lower tem-
Selection of the two control types is performed via pin perature. If a wire-break is suspected when measur-
"IN01", the bus being activated if the pin is uncon- ing channel A, this can be confirmed or disproved by
nected. The delay time from the switchover time of switching over the measuring range to channel B. To
the multiplexer until the required output voltage is implement a plug-in monitoring, two lines are led
present at pin "TEMPOUT" is Tmux and is to be found through from the backplane "STUW[1-2]" to the front
in the "Technical data". The measured value "TEM- panel connector "STUW[10,20]". These lines are
POUT" output is obtained via a matching amplifier between X1/f30---X2/b2 and X1/f32---X2/z2.
from the measured value "TEMP" referenced to the
ground potential.
960E 43
Technical data
44 960E
UWS card
Device name: G055, G063, G071 and G079
81399
FIGURE 10-32. G055, G063, G071 AND G079 48-POLE UWS CARD
Application The following can be monitored:

The INVM card is used for monitoring and protection • The four phase currents of the four inverter
of inverters. The card is connected between the trig- phases for their instantaneous values (peak
ger equipment and the actual valve control (gate current intervention)
unit). It permits monitoring of four inverter phases and Instead of the phase current, the intermediate
thus the control of eight valves. Response and initial- voltage for its instantaneous value (peak voltage
ization of the card are effected via the small intervention for braking controller)
SiBAS®32 bus.
• The operating times of the valves for
According to variants: maintenance of minimum operating times
(minimum ON, minimum OFF, interlock, etc.)
• 1 two-level inverter with one braking controller
and one short-circuit thyristor • The storage of binary external error signals (error
storage of 17 external errors BIN [1-17])
• 1 two-level inverter with two braking controllers
(optional) • A set point/actual value comparison of control
and checkback signal (optional)
• 2 four-quadrant controllers (optional)
960E 45
• The actual operating frequency of the valves The signals for control of the valves V [1-8] UW are
available with fiber-optic control at the front panel
• Current transformer by means of A/D conversion connector of the card and for control of pulse amplifi-
The analog value signals of the phase currents A_IL ers at the backplane connector. In the case of fiber-
[1-4] are subjected at the input of the card to corre- optic control, for safety reasons the checkback sig-
sponding filtering and conditioning IIST [1-4]. Setting nals LWL _RM [1-4] U and LWL _RM [1-4] O are
of the limiting values GWxx [1-4] is effected by D/A compared with the control signals in the FPGA.
converter by hardware in the final stage. The limiting
values set can be checked with the aid of corre-
sponding software in a self-test of the card with the
aid of the test voltage.
46 960E
Technical data
AB[1-5]
X1
DB[0-7] µC + WatchDog
X1 X20
X1
Decoder
Counter
#1
#2 FPGA
#3
D
Oscillator
A A
MUX
B Y
S
SELECT[0,1]
V1UW I
X2
A X1
V2UW I
X2
D X1
V3UW I
VZ[1-4] X2
Sign
X1
V4UW I
Analogue value conditioning Comparator GWx1[1-4] X2
TEST[0-4] I[1-4]
GWx2[1-4]
A_IL[1-4] X1
X1 GWx3[1-4]
IIST[1-4] GWx4[1-4] V5UW I
X2
X1
V6UW I
X2
X1
LWL_RM[1-4]U
LWL_RM[1-4]O V7UW I
Optical fibre check-back signals X2
X2
Filter X1
BIN[1-17] External errors
X1
V8UW I
Filter X2
RM[1-8] Check-back signals
X1
B_L[1-4]0 Phase signals
X1 B_IMPSP
81405
FIGURE 10-33. G055, G063, G071 AND G079 BLOCK DIAGRAM
960E 47
Digital input card

Device name: G103, G111, G119, G127 and G135
FIGURE 10-34. G103, G111, G119, G127 AND G135 32-POLE DIGITAL INPUT CARD
Application • Readout of the non-negated signals possible via

the small data bus;
The ICBP 24V card is used for input of binary signals
with a nominal level of 24V. It possesses the following • Readout of card identifier and card code;
main features:
• Test input pin "TSTE#" negates all output signals
• 12 input channels "BIN" with separate earthing with "LOW" signal;
and positive cables;
• Plug-in monitoring at backplane connector X1/
• Inputs with nominal values of 24V/10mA; f30-X1/f32.
• Electrical isolation by optocouplers (O.C.); Each of the 12 input channels possesses on the front
panel connector X2 a separate positive (BINP) and
• Output of 12 negated signals BOUT [01-12] # to negative (BINN) input pin. Electrical isolation on the
backplane connector pins;
SiBAS®32 side is effected with the aid of optocou-
• Output of 12 non-negated signals BOUT [01-12] plers which possess a very high immunity to rapid
to backplane connector pins; common-mode fluctuations on the input side. The
isolated input signals are applied on the SiBAS®32
• Defined operating point for the input voltage;
side at the 64-pin backplane connector X1, both via
• RC elements for interference suppression; signal drivers to separate pins (non-negated and
negated signal), and passed via data bus drivers (the
• Operation possible on the small bus without
additional wiring; non-negated signal only) to the small bus.
48 960E
The card can be operated on the small SiBAS®32 bus Under the same address, the card code is stored in
without wiring. A test signal input on the backplane the data bits DB 4 to DB 6; with all ICBP cards, the
connector ("TSTE#") permits a function test of all cir- data bit DB 4 is equal to logical "0". The card identi-
cuit sections which are located behind the optocou- fier is read out under the address 1FFFEH and char-
plers. The signals output in the normal state (TSTE# acterizes the card type and its version. Every input
= "High", i.e., test pin is not connected) are negated and output circuit possesses an RC element for inter-
to "Low" signal by clamping the TSTE# input. Nega- ference or bounce suppression. The smoothing time
tion of the TSTE# input signal, "TSTA", is present at constant TS is the sum of the input and output time
connector X1/b8 for further use. The current state of delays.
the TSTE# input can be read out via the data bus
under the address xx02H at data bit 7 (there, TSTA is
displayed).
960E 49
Technical data
FIGURE 10-35. G103, G111, G119, G127 AND G135 BLOCK DIAGRAM
50 960E
Power start-up unit card

Device name: G163
FIGURE 10-36. G163 15-POLE POWER START-UP UNIT CARD
Application On the secondary side, the card incorporates six

monitoring channels for undervoltage monitoring of
The power start-up unit 24V card is used for under-
the secondary supply voltages. Three of the monitor-
voltage monitoring of the primary and secondary sup-
ing channels can be disconnected by hardware; the
ply voltages, as well as for controlled starting and
others are active permanently. It is possible to adjust
stopping of the system. Connection of the controller
the shutdown thresholds for the disconnectable chan-
to the primary-side supply voltage (UIN) is effected
nels (P24, N24, UZ) by means of variable resistors.
via the front panel connector of the power start-up
The thresholds of the nondisconnectable channels
unit. The card is subdivided into two potential levels.
are fixed (P5, P15, N15). Evaluation of the undervolt-
For power supply to the power supply units, there are
age monitors takes place in an FPGA. In addition,
two cable glands on the primary side with a current-
internal clock monitoring is carried out by a watch-
carrying capacity of 20A and 10A. Start-up of the
dog. In the event of a fault, various reactions are initi-
controller is effected either by applying the primary
ated by the card; these can also be activated by
supply voltage or by means of a separate starting sig-
software. Activation of the inverter valves is inhibited
nal (ESB). Both the supply voltage and the starting
(pulse inhibit) and the power supply units are
signal are monitored for undervoltage. These moni-
switched off (Stop signal, INHIBIT). In addition, total
toring functions cannot be disconnected; the shut-
inhibit (HTOT) and non-maskable interrupt (NMI#)
down threshold settings can be set by means of
are generated.
resistors at soldering terminals.
960E 51
Furthermore, a reset is output. An additional protec- After the controller has been switched on, positive
tive function of the power start-up unit is the ASA switch-on of the power supply units takes place for a
inhibit. For this purpose, the supply voltage of the defined period (waiting time). If, after elapse of the
OCDP/BOCD card is shut off and isolated. ASA waiting time, the voltages still have not stabilized, the
inhibit can also be activated externally however via a power supply units are switched off again. The card is
separate input pin. In the FPGA of the power start-up operated without bus connection. Activation of the
unit is incorporated a fault memory. It is intended for power start-up unit is effected by means of three con-
this to be read out during the course of the NMI# ser- trol signals; the fault memory can be read out by
vice routine by the central processing unit and stored means of three fault signals. The said signals are
in a battery-backed RAM. A further function of the passed via drivers and are connected to the POR-
card is performed by the starting circuit of the power TOUT and the PORTIN of the central processing unit.
supply units.
52 960E
Technical data
960E 53
Binary output contactor drive card

Device name: C019, C027 and C035
FIGURE 10-38. C019, C027 AND C035 32-POLE BINARY OUTPUT CONTACTOR DRIVE CARD
Application • Readback of circuit state ("SEIN") of output

switches via the bus possible with all activation
The binary output contactor drive 24V card is used
modes;
for output of binary signals with a nominal level of
24V. • Readout of card ID and code;
It possesses the following main features: • H and L active inhibit signal for external inhibiting
of the MOS-FET switches,
• 8 separate output channels, isolated from one
another; • Protection of the FET switch with inductive loads
by suppressor diode;
• Outputs are MOS-FET switches, UOUT = 24V/
IOUT = 2.0A; • Plugged-in monitoring at backplane connector
X1/f30-X1/f32.
• Electrical isolation by means of optocoupler For output of the binary signal, an MOS switch V1 is
(O.C.) and pulse transformer;
rendered conductive. In applications, it should be
• Output of UOUT at front panel connector X2, each possible for this MOS switch to be used as switch to
with 2 pins (BOUTP, BOUTN) per channel; positive as well as to negative pole of the supply volt-
age. This requires isolated configuration of the
• Activation via the small bus without additional switch. For this purpose, the gate power supply is
circuitry;
implemented via a clocked transformer with subse-
• Activation via single-pin; quent rectification. At the same time, the gate is acti-
vated via an additional optocoupler OC1, it thus being
• For pin activation, apply "BINEN [01-08]#" per possible to achieve a sufficiently high operating fre-
desired channel to M;
quency.
• Combined activation (bus/pin) possible;
54 960E
Output of the control signals can take place via the This "UActivate" voltage is connected via an external
small bus of the SiBAS®32 System, where the enable controller (e.g., power start-up unit). When this volt-
pin "BINEN#" present per channel for this type of age is applied, clock generation is activated and,
activation is not connected (enabled). The control after the clock frequency is present in stable form, a
signals are written in parallel from the data bus into watchdog circuit enables the drivers for activation of
an 8-bit output latch, and from there activate the cor- the pulse transformers. Only now is it possible to
responding optocouplers. The circuit state of the opt- close the output switches. In the event of clock fail-
ocouplers can be read back in parallel via an 8-bit ure, the switches cannot be rendered conductive.
register. Via a further register, internal control signals The state of the watchdog circuit is also output via a
can be read back from the "Clock Generation, Clock pin at X1 (STOER) for further processing on other
Monitoring" function block and the BG-code. It is thus cards. "H" indicates the fault. No short-circuit current
possible to execute self-diagnosis procedures. limitation of the output switch is provided. A protec-
tive device (suppressor diode VSUP) is incorporated
Each of the eight output switches can also be acti- as protection against inductive and transient overvol-
vated, irrespective of the state of the output latch, via tages. When inductive loads are disconnected, the
one pin. A precondition for this is, of course, that the limits of this diode in respect of short-time energy
"BINEN#" pin is wrapped onto "M". Thus, the card absorption may not be exceeded. It is possible to dis-
can also function in systems without a bus. The con- able the output switches by means of inhibit outputs
trol signal "BIN [01-08] #" is "LOW" active at the pin. provided for the purpose. The input signal for "LOW"
The circuit state of the optocouplers can also be read active inhibit "LSPER" inhibits the output switches on
back in parallel in combined pin/bus mode via an 8- specification of a "LOW" signal on condition that the
bit register. The "BINEN [01-08] #" pins are either not signal "HSPER" is at "1" (is open). The input signal
to be connected or are to be wrapped at the back- for "HIGH" active inhibit "HSPER" inhibits the output
plane connector onto "M". Other (dynamic) activation switches on specification of a "HIGH" signal on condi-
modes are not permissible. tion that the signal "LSPER" is wrapped to M. If the
Clock generation becomes active when, in addition to two pins are not activated or connected, the inhibit
the P5 supply, the control voltage "UActivate" is will be rendered inactive.
applied.
960E 55
Technical data
FIGURE 10-39. C019, C027, AND C035 BLOCK DIAGRAM
56 960E
24V / 24V power supply

Device name: C045, C105, C129
FIGURE 10-40. C045, C105 AND C129 24V / 24V POWER SUPPLY
Application The 24V/24V, 100W converter generates from the

nominal input voltage of 24V ("PUE", "NUE") a pre-
The PCS 24V unit is used to supply power for
cise, stabilized 24V output voltage ("PUA", "NUA").
SiBAS®32 subracks. The converter possesses electrical isolation and
It possesses the following main properties: polarity reversal protection and, by virtue of its
mechanical construction and its resistance to vibra-
• Nominal input voltage UIN = 24V; tion, is eminently suitable for service in mobile and
• Output voltage UOUT= 24V / 100W; stationary systems for supply of electronic systems.
A power-down signal ("POWERFL") is available,
• Electrical isolation; which becomes active when the output voltage drops
below a certain value. The inhibit input ("INHIBIT")
• Input polarity reversal protection;
enables the converter to be switched ON and OFF.
• Withdrawable design with rear plug-in connector.
960E 57
The signal possesses TTL level and the converter is It operates in accordance with the power-down sig-
switched ON when the inhibit signal is "LOW". The nal, i.e., it extinguishes when UOUT < 0.95 * UOUTnom
signal is referred to the input ("NUE"). Control is pos- ± 1.5%.
sible with an "open-collector" output. Connection of
this input is necessary for operation of the converter. Testing the power supply card
The power-down output ("POWERFL") takes the
1. Ensure the key switch is ON. With this ON, 24V
form of an open-collector signal. If the output voltage
DC is supplied to the control power contactor
of the converter falls below a value of 21.5V - 22.5V,
(K101) and subsequently power is fed to the
this output is switched to "NUA" potential. To permit
regulation of the output voltage where it is required, power start-up unit of the SiBAS®32 rack.
the converter possesses sense inputs ("FUA"), with 2. Ensure all the yellow LEDs on all the individual
which the output voltage can be measured at this power supplies are ON. If not this would indicate
point. In this way, it is possible to correct the voltage a problem with the control power contactor cir-
drops across the supply conductors as well. The cuit, 24V supply, or the power start-up unit.
"FNUA" input is connected to the "NUA" output line, 3. Measure the voltage at the socket +Uout, -Uout
the "FPUA" input to the "PUA" output line. If the
on the front panel. This should be +/- 24VDC
sense inputs are not to be used, they can remain
± 1%.
unconnected, as they are connected within the con-
verter via resistors (10 ohm) to the output voltage. 4. If the SiBAS®32 rack is powered with 24V DC
Preferable in this case however is direct connection but the 24V/24V power supply card is not able
of the terminals to the corresponding output lines. For to produce a constant +/- 24V output voltage,
measurement purposes, the output voltage of the then the power supply card is defective and
converter can be measured using sockets which are must be replaced.
located on the front panel. The sockets may not be 5. Do not be concerned with the polarity of the
short-circuited during this measurement. There is an tested voltage; this is affected by SiBAS®32 rack
LED on the front panel for status display. position.
58 960E
Technical data
FIGURE 10-41. C045, C105 AND C129 BLOCK DIAGRAM
960E 59

Device name: C069, C087
FIGURE 10-42. C069 AND C087 24V / 15V POWER SUPPLY
Application The converter possesses electrical isolation and

polarity reversal protection and, by virtue of its
mechanical construction and its resistance to vibra-
SiBAS®32 subracks. tion, is eminently suitable for service in mobile and
It possesses the following main features: stationary systems for supply of electronic systems.
A power-down signal ("POWERFL") is available,
• Nominal input voltage UIN = 24V; which becomes active when the output voltage drops
• Output voltage UOUT= 15V / 60W; below a certain value. The inhibit input ("INHIBIT")
enables the converter to be switched ON and OFF.
• Electrical isolation; The signal possesses TTL level and the converter is
switched ON when the inhibit signal is "LOW". The
• Input polarity reversal protection; signal is referred to the input ("NUE"). Control is pos-
• Withdrawable design with rear plug-in connector. sible with an "open-collector" output. Connection of
this input is necessary for operation of the converter.
The 24V/15V, 60W converter generates from the
The power-down output ("POWERFL") takes the
nominal input voltage of 24V ("PUE", "NUE") a pre-
form of an open-collector signal.
cise, stabilized 15V output voltage ("PUA", "NUA").
60 960E
If the output voltage of the converter falls below a Testing the power supply card
value of 14.35V - 14.45V, this output is switched to
"NUA" potential. To permit regulation of the output
voltage where it is required, the converter possesses
sense inputs ("FUA"), with which the output voltage
can be measured at this point. In this way, it is possi- power start-up unit of the SiBAS®32 rack.
ble to correct the voltage drops across the supply 2. Ensure all the yellow LEDs on all the individual
conductors as well. The "FNUA" input is connected to power supplies are ON. If not this would indicate
the "NUA" output line, the "FPUA" input to the "PUA" a problem with the control power contactor cir-
output line. If the sense inputs are not to be used, cuit, 24V supply, or the power start-up unit.
they can remain unconnected, as they are connected 3. Measure the voltage at the socket +Uout, -Uout
within the converter via resistors (10 ohm) to the out-
on the front panel. This should be +/- 15VDC
put voltage. Preferable in this case however is direct
± 1%.
connection of the terminals to the corresponding out-
put lines. For measurement purposes, the output 4. If the SiBAS®32 rack is powered with 24V DC
voltage of the converter can be measured using but the 24V/15V power supply card is not able
sockets which are located on the front panel. The to produce a constant +/- 15V output voltage,
sockets may not be short-circuited during this mea- then the power supply card is defective and
surement. There is an LED on the front panel for sta- must be replaced.
tus display. It operates in accordance with the power- 5. Do not be concerned with the polarity of the
down signal, i.e., it extinguishes when UOUT < 0.95 * tested voltage; this is affected by SiBAS®32 rack
UOUTnom ± 1.5%. position.
960E 61
Technical data
FIGURE 10-43. C069 AND C087 BLOCK DIAGRAM
62 960E

Device name: C153
FIGURE 10-44. C153 24V / 5V POWER SUPPLY
Application A power-down signal ("POWERFL") is available

which becomes active when the output voltage drops
below a certain value. The inhibit input ("INHIBIT")
SiBAS®32 subracks. enables the converter to be switched ON and OFF.
It possesses the following main properties: The signal possesses TTL level and the converter is
switched ON when the inhibit signal is "LOW". The
• Nominal input voltage UIN = 24V; signal is referred to the input ("NUE"). Control is pos-
• Output voltage UOUT= 5V / 60W; sible with an "open-collector" output. Connection of
this input is necessary for operation of the converter.
• Electrical isolation; The power-down output ("POWERFL") takes the
form of an open-collector signal. If the output voltage
• Input polarity reversal protection; of the converter falls below a value of 4.7 Š 4.8V, this
• Withdrawable design with rear plug-in connector. output is switched to "NUA" potential. To permit regu-
lation of the output voltage where it is required, the
The 24V/5V, 60W converter generates from the nom-
converter possesses sense inputs ("FUA"), with
inal input voltage of 24V ("PUE", "NUE") a precise,
which the output voltage can be measured at this
stabilized +5V output voltage ("PUA", "NUA"). The
point. In this way, it is possible to correct the voltage
converter possesses electrical isolation and polarity
drops across the supply conductors as well. The
reversal protection and, by virtue of its mechanical
"FNUA" input is connected to the "NUA" output line,
construction and its resistance to vibration, is emi-
the "FPUA" input to the "PUA" output line.
nently suitable for service in mobile and stationary
systems for supply of electronic systems.
960E 63
If the sense inputs are not to be used, they can 2. Ensure all the yellow LEDs on all the individual
remain unconnected, as they are connected within power supplies are ON. If not this would indicate
the converter via resistors (10 ohm) to the output volt- a problem with the control power contactor cir-
age. Preferable in this case however is direct connec- cuit, 24V supply, or the power start-up unit.
tion of the terminals to the corresponding output
3. Measure the voltage at the socket +Uout, -Uout
lines. For measurement purposes, the output voltage
on the front panel. This should be 5VDC ± 1%.
of the converter can be measured using sockets
which are located on the front panel. The sockets 4. If the SiBAS®32 rack is powered with 24V DC
may not be short-circuited during this measurement. but the 24V/5V power supply card is not able to
There is an LED on the front panel for status display. produce a constant 5V output voltage, then the
It operates in accordance with the power-down sig- power supply card is defective and must be
nal, i.e., it extinguishes when UOUT < 0.95 * UOUTnom replaced.
± 1.5%.
Testing the power supply card

power start-up unit of the SiBAS®32 rack.
64 960E
Technical data
FIGURE 10-45. C153 BLOCK DIAGRAM
960E 65
860E Dump truck

960E Dump truck
© 2009 KOMATSU
All Rights Reserved
66
CEN20003-00
960E

960E-1K A50003 and up

Standard value table
Standard value table for truck ............................................................................................................................... 3
1
CEN20003-00 20 Standard value table
NOTES
2
20 Standard value table CEN20003-00
Standard value table for truck
Truck model 960E-1K

Standard
Measurement Permissible
Check item Unit value for new
conditions value
truck
• Dry road surface
64 64
0% grade
• Engine coolant (40) (40)
Travel speed
temperature within
Maximum speed in operating range kph
forward gear • Body unloaded
(mph)
23.8 23.8
+12% grade
• Travel resistance: 2.0% (14.8) (14.8)
• Standard tires
• Engine coolant
temperature within
Rated operating range 1,900 1,900
Engine speed
Idle rpm 750 750
Max. overspeed 2,030 2,030
Stationary steering • On flat dry load surface

effort
Operating
• Steering wheel speed:

force
(If stationary steering is 30 rpm N 21.6 ± 2.0 Max. 115

impossible, measure (lb) (4.85 ± 0.45) (Max. 25.8)
steering effort at low • Engine low idle
speed).
Steering wheel
• Engine stopped
Dimension
• Dimension on periphery
Play of grip Deg 5 5
• Until front wheel starts
moving
• Lock to Lock
Number of
rotations
Number
Rotation range of rota- 4.2 4.2 ± 0.5
tions
3
Truck model 960E-1K

Standard
conditions value
truck
• Point at • Starting 29.3 + 13.0/-0 29.3 + 13.0/-0
150 mm to
Operating N (6.6 + 2.9/-0) (6.6 + 2.9/-0)
(6 in.) from depress
force fulcrum of • Full (lb)
58.7 + 0/-13.3 58.7 + 0/-13.3
pedal
Accelerator pedal (13.2 + 0/-3.0) (13.2 + 0/-3.0)
• Starting
to mm 45 ± 5 45 ± 5
Stroke
depress (in.) (1.8 ± 0.2) (1.8 ± 0.2)
to Full
• Retarding 44.5 ± 4.0 44.5 ± 4.0
Operating N (10.0 ± 0.9) (10.0 ± 0.9)
force • Braking (lb) 300.5 ± 189.5 300.5 ± 189.5
Brake pedal (67.55 ± 42.6) (67.55 ± 42.6)
• Retarding 17.5 ± 1.0 17.5 ± 1.0
Stroke Deg
• Braking 17.5 ± 1.0 17.5 ± 1.0
Operating • Measuring point: N Max. 29.4 Max. 29.4
Operating force and stroke
Directional control force Center of grip (lb) (Max. 6.61) (Max. 6.61)
lever mm 24.5 ± 1 24.5 ± 2
Stroke
(in.) (0.96 ± 0.04) (0.96 ± 0.08)
• Measuring • Initial Max. 35.3 Max. 35.3
Float to point: (Max. 7.94) (Max. 7.94)
Raise Center of
• Full Max. 24.5 Max. 24.5
grip
(Max. 5.51) (Max. 5.51)
Raise to Must return smoothly when
Hold engine speed is at high idle.
• Initial Max. 35.3 Max. 35.3
Operating Hold to N (Max. 7.94) (Max. 7.94)
force Raise • Full (lb) Max. 24.5 Max. 24.5
Hoist lever
(Max. 5.51) (Max. 5.51)

• Initial Max. 35.3 Max. 35.3
Hold to (Max. 7.94) (Max. 7.94)
Lower • Full Max. 24.5 Max. 24.5
(Max. 5.51) (Max. 5.51)
Lower to Must return smoothly when
Float engine speed is at high idle.
Raise to • Measuring point:
Hold Center of grip mm 44.8 ± 1.9 44.8 ± 1.9
Stroke
Hold to (in.) (1.76 ± 0.08 (1.76 ± 0.08
Lower
4
Truck model 960E-1K

Standard
conditions value
truck
• Flat dry road surface 219 ± 10 219 ± 10
Dimension
Installed Front
Suspension cylinder
length mm (8.62 ± 0.4) (8.62 ± 0.4)

• Body unloaded
(exposed (in.) 218 ± 10 218 ± 10
rod) Rear
(8.60 ± 0.4) (8.60 ± 0.4)
2 930 2 930
Pressure
Nitrogen Front
kPa (425) (425)
gas
(psi) 1 296 1 296
pressure Rear
(188) (188)
Accumulator
Front and • Atmospheric

Pressure
Nitrogen rear service temperature):

kPa 9 653 ± 70 9 653 ± 70
gas brakes 21 °C (70 °F)
(psi) {1,400 ± 10} {1,400 ± 10}
pressure
Steering
• With maximum allowed
Stop slope angle
payload
• Machine can hold on
Braking capacity specified grade % Min. 15 Min. 15
Parking brake
• Engine running
Oil pressure
kPa 22 753 ± 1 378 22 753 ± 1 378

Release pressure
(psi) (3,300 ± 200) (3,300 ± 200)
Operating • At full stroke

Service brakes
Oil pressure
pressure
Front and
• Charge accumulator kPa 16 545 ± 517 16 545 ± 517
rear service
Brake oil and operate brake first (psi) (2,400 ± 75) (2,400 ± 75)
brakes time
pressure
• At full stroke
Standard • Machine unloaded
Air pressure
56/80-R63
tire
kPa 600 + 100/-0 600 + 100/-0
Tire
59/80-R63 (psi) (87 + 14/-0) (87 + 14/-0)

Optional
(Bridge-
tire
stone only)
5
Truck model 960E-1K

Standard
conditions value
truck
• Oil temperature:
Counterbalance Steering pump Steering
valve
50 – 80 °C 21.0 ± 0.5 21.0 ± 0.5

Relief oil pressure
(122 – 176 °F) (3,045 ± 72) (3,045 ± 72)
• Oil temperature: 22.2 ± 0.2 22.2 ± 0.2

Cut-in pressure
45 – 55 °C (3,225 ± 25) (3,225 ± 25)
unloader
(113 – 131 °F)

• High idle 24.3 ± 0.3 24.3 ± 0.3
Cut-out pressure
(3,525 ± 50) (3,525 ± 50)
Oil pressure
• Oil temperature: MPa

50 – 80 °C (psi)
(122 – 176 °F)
valve
20.7 ± 0.7 20.7 ± 0.7

Relief pressure
• Engine speed: (3,000 ± 100) (3,000 ± 100)
1,900 rpm (rated speed)
19.0 ± 0.7 19.0 ± 0.7

Hoist valve
Power up
Relief (2,750 ± 100) (2,750 ± 100)
pressure 10.3 ± 0.5 10.3 ± 0.5
Power down
(1,500 ± 75) (1,500 ± 75)
• Oil temperature:
50 – 80 °C
Lifting speed (122 – 176 °F) 24 ± 2 24 ± 2
• Engine speed:
Body
Time
1,900 rpm (rated speed) sec.

Power down • Oil temperature: 14 ± 1 14 ± 1
Lowering 50 – 80 °C
speed (122 – 176 °F)
Float 24 ± 2 24 ± 2
• Engine speed: 650 rpm
6
NOTES
7
960E Dump truck

© 2009 KOMATSU
All Rights Reserved
8
CEN30001-01
DUMP TRUCK
960E

960E-1 A30003 - A30026
960E-1K A50003 and up

General information
Special tool list ...................................................................................................................................................... 3
1
CEN30001-01 30 Testing and adjusting
NOTES
2
30 Testing and adjusting CEN30001-01
Special tool list
Part number Description Qty. Use

Retains oil in hydraulic tank while
Vaccum pump kit
XB0887 1 disconnecting hydraulic hoses
(requires 30 scfm air supply)
and components
EB1759 Nitrogen charging kit 1 Suspension and accumulator
EC6027 Hydrair charging kit 1 charging
EM3708 Rear brake wear indicator 1
Brake wear measurement
EM1275 Front brake wear indicator 1
PB6039 Female quick disconnect 4 Brake system checkout
EL8868 Belt alignment tool 1
Air conditioner drive belt inspection
PC2061 Belt tension tool 1
PB9067 Bulkhead connector 1 Auxiliary battery power source
PC2525 Harness 1 Payload meter data downloading
3
960E Dump truck

© 2009 KOMATSU
All Rights Reserved
4
CEN30002-01
960E

960E-1 A30003 - A30026
960E-1K A50003 and up
960E-2 A30027 and up

Steering, brake cooling and hoist
hydraulic system
General information on system checkout.............................................................................................................. 3
Steering system checkout procedures .................................................................................................................. 3
Steering system checkout data sheet ................................................................................................................... 9
Toe-in adjustment................................................................................................................................................ 10
Brake cooling and hoist system checkout procedures.........................................................................................11
Brake cooling and hoist system checkout data sheet ......................................................................................... 16
Hoist cylinder leakage test .................................................................................................................................. 17
Hydraulic system flushing procedure .................................................................................................................. 17
1
NOTES
2
General information on system checkout Steering system checkout procedures

The hydraulic system checkout procedures are NOTE: Excessive internal leakage within the brake
intended to help the technician diagnose problems in circuit may contribute to problems within the steering
the steering and hoist circuits. The technician should circuit. Ensure that brake circuit leakage is not
read the entire checkout procedure to become excessive before troubleshooting the steering circuit.
familiar with the procedures and all the warnings and
The steering circuit hydraulic pressure is supplied
cautions before performing any steps. The checkout
from the piston pump and steering accumulators.
procedure begins by checking the basic system
Some steering system problems, such as spongy or
before checking individual components.
slow steering or abnormal operation of the low
A data sheet is included in this section to record the steering pressure warning, can sometimes be traced
test information obtained during the hydraulic system to internal leakage of steering components. If internal
checkout procedure. The data sheet is designed to leakage is suspected, perform the steering
be removed, copied, and used during the checkout component leakage tests outlined in this section.
procedure.
The steering circuit can be isolated from the brake
circuit by first releasing all steering system pressure,
then releasing all pressure from the brake
accumulators and removing brake system supply line
(4, Figure 30-2) from the bleed down manifold. Plug
Hydraulic oil escaping under pressure can have the brake supply line and cap the fitting at the bleed
sufficient force to enter a person's body by down manifold to prevent high pressure leakage.
penetrating the skin and cause serious injury,
and possibly death, if proper medical treatment
by a physician familiar with this type of injury is
not received immediately.
Relieve pressure before disconnecting any If the steering pump has just been installed, it is
hydraulic lines. Tighten all connections securely essential that the pump case is full of oil before
before applying pressure. starting the engine.
Before performing any testing and adjusting

procedures: The following equipment will be necessary to
• The truck must be shut down properly for service. properly checkout the steering hydraulic circuit:
Refer to Index and foreword section Operating • Hydraulic schematic
instructions for the shutdown procedure.
• Three 35 000 kPa (5,000 psi) calibrated pressure
• The steering accumulators and the brake gauges and hoses
accumulators must have the correct precharge
and must be at normal operating temperature. • A graduated container marked to measure liquid
Refer to Testing and adjusting section volume in cubic inches or milliliters
Accumulators and suspensions for the
accumulator charging procedure.
3
Steering pump pressure control adjustments 8. Back out unloader valve adjustment screw (2)
completely.
1. Check the hydraulic oil level in the tank and add
oil if required. 9. Start the engine and allow the pump pressure to
build until the pump unloads.
2. Install an accurate 35 000 kPa (5,000 psi)
pressure gauge in pressure test port “GPA” (4, NOTE: When the steering pump unloads, pump
Figure 30-1) located on the suction side of the output pressure at the “GPA” pressure test port will
steering pump. Install a second 35 000 kPa drop to approximately 1 380 - 2 760 kPa (200 - 400
(5,000 psi) gauge in pressure test port “TP2” (3, psi).
Figure 30-2) in the bleed down manifold.
10. Turn the steering wheel to cause the
3. Turn unloader valve adjustment screw (2, accumulator pressure to drop until the pump
Figure 30-1) clockwise until it bottoms out. loads.
4. Back out compensator adjustment screw (3) by
turning it counterclockwise.
5. Start the engine and operate at low idle.
6. Turn the compensator adjustment screw (3)
clockwise to obtain 26 200 kPa (3,800 psi) on
the pressure gauge at the “GPA” pump port. Do
not exceed this pressure at any time. Tighten
the compensator jam nut.
7. Shut off the engine and allow 90 seconds for the
accumulators to depressurize completely.
FIGURE 30-2. BLEED DOWN MANIFOLD

1. To Hoist Valve, Power Up
2. To Hoist Valve, Power Down
3. Pressure Test Port "TP2"
4. Brake System Supply Line
5. Steering System Pressure Switch
6. Steering Accumulator Bleed Down Solenoid
FIGURE 30-1. STEERING PUMP ADJUSTMENTS 7. Pressure Test Port "TP3"
1. Stroke Control Adjustment Screw 8. Flow Amplifier Supply Line
2. Unloader Valve Adjustment Screw 9. Flow Amplifier Return Line
3. Compensator Adjustment Screw 10. Front Steering Accumulator Supply Line
4. Pressure Test Port "GPA" 11. Rear Steering Accumulator Supply Line
12. Relief Valve, 4.1 MPa (600 psi)
13. Relief Valve, 28.0 MPa (4000 psi)
14. Hoist Pilot Valve Return Line
15. Tank Return Line
16. Feedback Pressure to Unloader valve
17. Supply from Pump
4
11. Adjust the unloader valve to reload the Steering control valve and flow amplifier
accumulators when the pressure falls to 22 062 leakage test
- 22 408 kPa (3,200 - 3,250 psi). Unload 1. Disconnect flow amplifier return line (9, Figure
pressure will be 23 959 - 24 649 kPa (3,475 - 30-2) at the bleed down manifold. Plug the port
3,575 psi). on the bleed down manifold.
 When unload pressure increases to 23 959 2. Disconnect the steering control unit return line
- 24 649 kPa (3,475 - 3,575 psi), the at the flow amplifier. Install a plug in the open
adjustment has been successfully
flow amplifier port. Do not turn the steering
completed.
wheel while the hoses are disconnected!
* Record on Data Sheet
3. Start engine and allow the steering system to
12. Steer the truck slowly again while observing the reach normal operating pressure.
“TP2” steering pressure gauge.
4. Measure leakage from the flow amplifier return
 The pump must reload when pressure line removed in Step 1:
drops to 22 062 - 22 408 kPa (3,200 - 3,250
psi).  Maximum permissible leakage is 820 ml/
* Record on Data Sheet min. (50 in3/min.).
13. If the minimum reloading pressure in Step 12 is If leakage is excessive, the flow amplifier should
not correct, repeat Steps 11 and 12. be repaired or replaced.
NOTE: The critical pressure setting is the loading
pressure. The unloading pressure follows the loading 5. Measure leakage from steering control unit
pressure adjustment. return hose removed in Step 2:
14. Tighten the jam nut to lock the adjustment.  Maximum permissible leakage is 164 ml/
min. (10 in3/min.).
15. Steer the truck several times to verify that
system pressure begins to increase (pump If leakage is excessive, the steering control
cycles from unload to load) once pressure has valve should be repaired or replaced.
dropped to 22 062 - 22 408 kPa (3,200 - 3,250 * Record on Data Sheet
psi).
16. Shut off the engine and allow 90 seconds for the accumulators to depressurize completely. If all
accumulators to depressurize completely. Turn steering system hoses are connected, turn the
the steering wheel to verify that no pressure steering wheel to verify that no pressure
remains. remains.
17. Remove the gauges and cap the test ports.
NOTE: Stroke control adjustment screw (1, Figure
30-1) controls the volume of oil that is produced by
the steering/brake pump. Use of this feature is
required only if the truck is operated at high altitude
locations of 3 050 meters (10,000 feet) above sea
level or greater. If the truck is operating at high
altitudes, contact the Komatsu area service
representative for instructions regarding stroke
control adjustment procedures.
For trucks operating at lower altitudes, this
adjustment should not be changed from the factory
setting (adjusted fully counterclockwise). The factory
setting provides full pump flow for maximum
performance.
5
Bleed down manifold leakage test

1. With hydraulic lines still disconnected from the
"Steering control valve and flow amplifier
leakage test", disconnect hoist pilot valve return In the next step, DO NOT use the key switch to
line (14, Figure 30-2) located on the side of the shut off the engine. If the key switch is turned
bleed down manifold. Plug the open port on the OFF, all accumulator oil will be discharged
bleed down manifold. through the open port on the bleed down
manifold.
A suggested method to provide steering

accumulator bleed down when return hoses are
The hydraulic tank oil level is above the level of disconnected is to connect a hose/needle valve
the tank return line. It is necessary to draw a assembly between bleed down manifold port TP3
vacuum on the hydraulic tank to prevent a large and the hydraulic tank filler tube. This hose/valve
amount of oil from draining from the tank with the assembly cannot be connected or disconnected
return line disconnected from the bleed down if the accumulators are pressurized. The opposite
manifold. end of the hose can be connected to a fitting
which screws into the hydraulic tank filler tube in
2. Disconnect tank return line (15) from the bleed
place of the filler cap. Both accumulators will be
down manifold. Connect hoist pilot valve return
bled down when port TP3 is opened to tank,
line (14) to the tank return port, or connect it to
reducing the possibility of either accumulator
the hydraulic tank fill port. Do not plug the hoist
being accidentally left pressurized. The hose can
pilot valve return line.
be 1/4” SAE 100R2, rated for 5000 psi, or 3/8” SAE
3. Remove the vacuum on the hydraulic tank. 100R2, rated for 4000 psi. Needle valves are
4. Start the engine and allow the system pressure suggested to allow simple opening/closing, but
to build until the unloader valve unloads the must be rated for 4000 psi or above.
pump. Measure the leakage at the open tank
return port on the bleed down manifold. 5. After test is complete, shut off the engine by
 Maximum permissible leakage is 541 ml/ using the engine shutdown switch on the center
min. (33 in3/min.). console.
If leakage is excessive, bleed down solenoid (6, 6. Reattach the vacuum source to the hydraulic
Figure 30-2), steering system relief valve (13), tank and draw a vacuum before disconnecting
or the piloted check valve located on top of the tank return hose from the hoist pilot valve
bleed down manifold is defective and must be return hose. Attach the tank return hose to the
replaced. bleed down manifold, then attach the hoist pilot
valve return hose to the bleed down manifold.
7. Remove the vacuum on the hydraulic tank.
Remove all test equipment and attach all
remaining hoses to their proper locations.
8. Turn the key switch OFF to allow the steering
accumulators to depressurize.
6
Shock and suction valve pressure tests 10. Turn the steering wheel against the opposite
stop.
Before the shock and suction valves in the steering
circuit can be tested, the steering system pressure  The other pressure gauge should read
must be increased to obtain sufficient pressure for 24 000 ± 1 000 kPa (3,480 ± 145 psi).
testing. Also, the steering relief valve pressure must * Record on Data Sheet
be raised above the pressure that is required to
11. If the pressure is incorrect during Step 9 or 10,
actuate the shock and suction valves.
the shock and suction valves must be replaced.
1. Install a 35 000 kPa (5,000 psi) pressure gauge
at pressure test port “TP2” (3, Figure 30-2) in NOTE: The shock and suction valves are only
the bleed down manifold. serviced as complete units and cannot be adjusted
while installed in the flow amplifier valve.
2. Install a 35 000 kPa (5,000 psi) pressure gauge
in each steering cylinder manifold test port 12. After the test is complete, lower the steering
(located on the frame cross member under the relief pressure to 20 690 ± 345 kPa (3,000 - 30/
engine). +120 psi) as follows:
3. Turn unloader valve adjustment screw (2, a. Steer full left or right and maintain a slight
Figure 30-1) clockwise until it bottoms out. pressure against the steering wheel.
4. Back out compensator adjustment screw (3) by b. Use the 5 mm allen wrench to adjust the
turning it counterclockwise. steering relief valve until 20 690 ± 345 kPa
(3,000 - 30/+120 psi) is shown on the gauge.
5. Start the engine and operate at low idle.
6. Adjust compensator adjustment screw (3) to
obtain 25 510 kPa (3,700 psi) on the pressure
gauge at the “GPA” pump port. Do not exceed
this pressure at any time. Tighten the
compensator jam nut.
NOTE: The steering pump will not unload at this time.
It will maintain at 25 510 kPa (3,700 psi).
7. Raise the steering relief valve pressure as
follows:
a. Use an 8 mm allen wrench to remove plug
(2, Figure 30-3) on the flow amplifier valve.
b. Insert a 5 mm allen wrench into the opening
and gently bottom out relief valve adjustment
screw (4) by turning it clockwise.
8. While observing the two gauges installed on the
steering cylinder manifold, turn the steering FIGURE 30-3. STEERING RELIEF VALVE
wheel against the left stop. ADJUSTMENT
 One of the pressure gauges should read 1. Flow Amplifier Valve

24 000 ± 1 000 kPa (3,480 ± 145 psi). 2. Plug
* Record on Data Sheet 3. O-ring
4. Relief Valve Adjustment Screw
7
13. After the adjustment is complete, install plug (2) 24. Steer the truck slowly again while observing the
with O-ring (3) on the valve body. “TP2” steering pressure gauge.
14. Shut off the engine and allow 90 seconds for the  The pump must reload when pressure
accumulators to depressurize completely. drops to 22 062 - 22 408 kPa (3,200 - 3,250
psi).
15. Turn unloader valve adjustment screw (2, Figure
30-1) clockwise until it bottoms out. * Record on Data Sheet
16. Back out compensator adjustment screw (3) by 25. If the minimum reloading pressure in Step 12 is
turning it counterclockwise. not correct, repeat Steps 11 and 12.
17. Start the engine and operate it at low idle. NOTE: The critical pressure setting is the loading
pressure. The unloading pressure follows the loading
18. Adjust compensator adjustment screw (3) to
pressure adjustment.
obtain 26 200 kPa (3,800 psi) on the pressure
gauge at the “GPA” pump port. Do not exceed 26. Tighten the jam nut to lock the adjustment.
this pressure at any time. Tighten the 27. Steer the truck several times to verify that
compensator jam nut. system pressure begins to increase (pump
19. Shut off the engine and allow 90 seconds for the cycles from unload to load) once pressure has
accumulators to depressurize completely. dropped to 22 062 - 22 408 kPa (3,200 - 3,250
psi).
20. Back out unloader valve adjustment screw (2)
completely. 28. Shut off the engine and allow 90 seconds for the
accumulators to depressurize completely. Turn
21. Start the engine and allow the pump pressure to the steering wheel to verify that no pressure
build until the pump unloads. remains.
NOTE: When the steering pump unloads, pump 29. Remove the gauges and cap the test ports.
output pressure at the “GPA” pressure test port will
drop to approximately 1 380 to 2 760 kPa (200 to 400
psi).
22. Steer the truck to cause the accumulator
pressure to drop until the pump loads.
23. Adjust the unloader valve to reload the
accumulators when the pressure falls to 22 062
- 22 408 kPa (3,200 - 3,250 psi). Unload
pressure will be 23 959 - 24 649 kPa (3,475 -
3,575 psi).
 When the unload pressure increases to
23 959 - 24 649 kPa (3,475 - 3,575 psi), the
adjustment has been successfully
completed.
8
Steering system checkout data sheet
MACHINE MODEL _______ UNIT NUMBER _________ SERIAL NUMBER___________
__________Steering Accumulators charged to 9650 kPa (1400 psi).
Operate steering system to obtain proper operating temperature. Refer to Check-out

Procedures.
STEERING PUMP PRESSURE CONTROL ADJUSTMENTS
STEP 11 __________Steering pump unload pressure
STEP 12__________Steering pump reload pressure
STEERING CONTROL VALVE AND FLOW AMPLIFIER LEAKAGE TESTS
STEP 4___________Flow amplifier return hose leakage
STEP 5___________Steering control unit return hose leakage
BLEED DOWN MANIFOLD LEAKAGE TEST
STEP 4___________Tank return hose leakage
SHOCK AND SUCTION VALVES TEST
STEP 8___________Shock and suction valve pressure, left steer
STEP 10__________Shock and suction valve pressure, right steer
STEP 12__________Steering relief valve pressure setting
STEP 23__________Steering pump unload pressure
STEP 24__________Steering pump reload pressure
Name of Technician or Inspector Performing Check-Out__________________________
Date __________________________
9
Toe-in adjustment
NOTE: Before returning the truck to operation, the
steering system must first be centered in the straight
ahead position.
1. Check the toe-in by measuring the distance
between the centers of the front tires. Measure
on the horizontal centerline at the front and rear
of the tires. Refer to Figure 30-4.
Radial tires should have equal measurements
(zero toe-in).
2. Loosen the clamp locknuts on the tie rod.
Rotate the tie rod as necessary to obtain the
correct toe-in setting. The nominal tie rod length
when installed is 3 696 mm (145.5 in.).
3. When the adjustment is complete, tighten the
clamp locknuts on the tie rod to 420 ± 42 N·m
(310 ± 31 ft lb).
4. Remove the blocks from the rear wheels.
FIGURE 30-4. MEASURING TOE-IN
10
Brake cooling and hoist system checkout Pressure gauge locations

procedures 1. Install a 1 000 kPa (100 psi) low pressure gauge
NOTE: If the relief valve or hoist valve assembly has at front brake cooling circuit test port (1, Figure
been replaced or rebuilt, hoist valve power up 30-5) at the front of the hoist valve to monitor
pressure should be checked. Also, check the brake the front brake cooling oil pressure.
cooling circuit for correct pressures. Check hoist 2. Install a 35 000 kPa (5,000 psi) gauge in
system power down relief pressure if the hoist pilot overcenter manifold power down test port “TPD”
valve has been replaced or rebuilt. (3, Figure 30-9) located on the front face of the
manifold.
3. Install a 35 000 kPa (5,000 psi) gauge in both
hoist pump filter pressure test ports (2, Figure
30-5).
Hydraulic oil escaping under pressure can have 4. Install a 1 000 kPa (100 psi) low pressure gauge
sufficient force to enter a person's body by at rear brake supply pressure test port (3,
penetrating the skin and cause serious injury, Figure 30-8) in the brake/hoist return manifold to
and possibly death, if proper medical treatment monitor rear brake cooling supply pressure.
by a physician familiar with this type of injury is
not received immediately.
Relieve pressure before disconnecting any

hydraulic lines. Tighten all connections securely
before applying pressure.
The following equipment will be necessary to
properly check-out the hoist relief and brake cooling
circuit pressures:
• Hydraulic schematic
• Three 35 000 kPa (,5000 psi) calibrated pressure
gauges and hoses
• Two 1 000 kPa (100 psi) low pressure gauges
and hoses
FIGURE 30-5. PRESSURE TEST PORTS

1. Test Port (Front Brake Cooling Circuit)
2. Test Port (Hoist Filters)
11
Brake cooling circuit test Power up relief pressure test

NOTE: Hydraulic oil temperature should be The hoist control valve contains two relief valves. The
approximately 21 °C (70 °F) during this test. Do not rear inlet section contains the relief valve for the rear
turn the steering wheel or apply the brakes. Do not section of the hoist pump. The front inlet section
operate the engine at low idle for more than 30 contains the relief valve for the front section of the
seconds. hoist pump.
1. Start the engine and operate at low idle. Place 1. To allow full extension of the hoist cylinders,
the hoist control lever in the FLOAT position. disconnect the hoist up limit solenoid (located
on the top of the bleed down manifold) from the
 Hoist pump outlet pressures at the filters
wiring harness.
should be approximately 550 kPa (80 psi).
 Pressure at front brake cooling circuit test
port (1, Figure 30-5) and rear brake supply
pressure test port (3, Figure 30-8) should Ensure that there is adequate overhead clearance
be approximately 172 kPa (25 psi) or less. before raising the body.
* Record on Data Sheet NOTE: Ensure that the gauges are properly identified
2. With the engine at low idle, move the hoist (front or rear section of the pump) when the
control lever to the RAISE position. pressures are read.
 Pressure at the front and rear brake cooling 2. Start the engine and operate at low idle. Move
circuits should drop to 0 kPa (0 psi) while the hoist control lever to the RAISE position until
the body rises. the body is fully raised.
If the pressure is not correct, the hoist control  Pressure at both hoist pump filter test ports
valve may be plumbed incorrectly or defective. should be 18 960 ± 690 kPa (2,750 ± 100
psi).
3. Increase engine speed to 1,500 rpm. Place the
hoist control lever in HOLD or FLOAT. 3. If the hoist power up relief pressure is incorrect
on either gauge, the corresponding relief valve
 Pressure at the front and rear brake cooling should be replaced.
circuits should be approximately 345 kPa
(50 psi) or less. a. Lower the body until it is resting on the frame
rails. Shut off the engine and wait at least 90
seconds for the accumulators to
4. With engine at 1,500 rpm, move the hoist depressurize. Turn the steering wheel to
control lever to the LOWER position. ensure that system pressure has been
 Pressure at the front and rear brake cooling relieved.
circuits should drop to 0 kPa (0 psi) while b. Relieve all hydraulic pressure from the hoist
the body lowers. system.
* Record on Data Sheet c. Disconnect the tube from inlet cover (2,
Figure 30-6). Disconnect the hose(s) at the
top port.
d. Remove capscrews (1) and cover (2).
Remove spring (3) and relief valve (4).
e. Install new relief valve (4), spring (3), cover
(2), and new O-rings (8). Install and tighten
capscrews (1). Connect the tube to the fitting
on cover (2). Install the hose(s) at the top
port.
12
4. Check the pressure again by repeating Step 2. If Power down relief pressure test
necessary, repeat the adjustment procedure
NOTE: The hoist system power down relief valve is
until the correct pressure is obtained.
located on the hoist pilot valve in the hydraulic brake
cabinet behind the cab.
1. Start the engine and operate at low idle. Allow
the accumulators to fill and the steering/brake
pump to unload.
2. With the body resting on the frame, move the
hoist control lever to the LOWER position.
 Pressure at the overcenter manifold test
port “TPD” should be 10 340 ± 517 kPa
(1,500 ± 75 psi).
FIGURE 30-6. INLET SECTION 3. If power down relief pressure is not within
specifications, adjust the relief valve as follows:
1. Capscrew 6. Sleeve a. Remove the cap from power down relief
2. Inlet Cover 7. Secondary Low valve (2, Figure 30-7).
3. Spring Pressure Valve
4. Main Relief Valve 8. O-rings b. To increase the power down relief pressure,
5. Spring 9. Inlet Valve Body turn the adjusting screw inward (clockwise).
To decrease the power down relief pressure,
turn the adjusting screw outward
NOTE: Front and rear inlet sections are identical. (counterclockwise).
1. Spool Housing
2. Power Down Relief Valve
13
4. Recheck the power down relief pressure by Counterbalance valve pressure check
repeating Step 2 after adjusting the relief valve. 1. Ensure that the engine is off, the body is resting
Install the cap on the power down relief valve. on the frame or properly secured in the raised
5. Shut off the engine and allow 90 seconds for the position, the hoist valve is in the FLOAT
accumulators to depressurize completely. position, and the hydraulic system is
Remove the gauges. depressurized.
2. Loosen the locknut on needle valve adjustment
stem (9, Figure 30-9) on the overcenter
manifold. Turn the adjustment stem fully
clockwise.
FIGURE 30-8. BRAKE/HOIST RETURN OIL

MANIFOLD
1. Rear Brake Return 9. Front Brake Bypass

2. Rear Brake Supply 10. Rear Brake Return FIGURE 30-9. OVERCENTER MANIFOLD
3. Rear Brake Supply Pressure
1. Check Valves
Pressure 11. Hoist Return Pressure
2. Overcenter Valve Manifold
4. Front Brake Supply 12. Front Brake
3. Power Down Test Port (TPD)
Pressure Return Pressure
4. Counterbalance Valve Adjustment Stem
5. Rear Brake Cooling 13. Rear Brake Return
5. Counterbalance Valve Test Port (TCBVP)
Oil (From Hoist Valve) 14. Rear Brake Return
6. Power Up Test Port (TPU)
6. Return From Hoist to Tank
7. Test Port (TR)
Valve 15. Hoist Return to Tank
8. Pilot Vent Port
7. Return From Hoist 16. Front Brake Return
9. Needle Valve Adjustment Stem
Valve to Tank
10. Counterbalance Valve Port (TCBV)
8. Brake/Hoist Return Oil 17. Front Brake Return
Manifold 18. Front Brake Return
14
3. Remove the plug from “PILOT VENT” port (8) Counterbalance valve adjustment
on the overcenter manifold. This port will remain 1. With the hoist control lever in the FLOAT
open to the atmosphere during the adjustment. position and the body resting on the frame,
Do not allow dirt to enter the open port. loosen the locknut on counterbalance valve
NOTE: It is suggested that a clean SAE #4 (1/4”) adjustment stem (4, Figure 30-9). Turn the
hydraulic hose be installed in the open pilot vent port adjustment stem fully inward (clockwise) so the
and pointed downward. counterbalance valve pressure is as low as
possible.
4. Install a 35 000 kPa (5,000 psi) gauge at test
port “TR” (7) on the overcenter manifold. Use a 2. Start the engine and operate at high idle.
hose that is long enough for the technician to Observe the pressure gauge while raising the
read the pressure gauge while in the cab of the body.
truck. Do not read the gauge near the 3. Carefully turn the adjustment stem outward
overcenter manifold or make adjustments while (counterclockwise) to obtain 20 700 kPa (3,000
the engine is running. The gauge will measure psi) with the engine at high idle, the hoist control
the rod end pressure (the pressure controlled by lever in the RAISE position and the hoist
the counterbalance valve). cylinders in the third stage.
5. Start the engine and operate at low idle. If the NOTE: Complete valve adjustment range is three full
body is in the raised position, lower the body to turns.
the frame.
4. Lower the body to the frame and operate the
6. Raise the body and, as it extends to the third engine at low idle. Repeat Step 6 of the
stage, read the pressure on the gauge "Counterbalance valve pressure check"
connected to the “TR” port. All counterbalance procedure to verify proper adjustment.
valve pressures are read and adjusted while the
hoist cylinders are in the third stage. 5. With the body resting on the frame, install the
plug in “PILOT VENT” port (8). Remove the
a. If pressure is 20 700 kPa (3,000 psi) or
pressure gauge.
above, stop raising the body immediately.
The pressure is adjusted too high and must 6. Turn needle valve adjustment stem (9) fully
be lowered. Refer to "Counterbalance valve outward and tighten the locknut securely. The
adjustment". needle valve must be fully open for normal
operation.
b. If pressure is below 20 700 kPa (3,000 psi),
lower the body, increase engine speed by
approximately 300 rpm and repeat Step 6
until the engine is at high idle or 20 700 kPa
(3,000 psi) is obtained.
c. If the gauge indicates 20 700 kPa (3,000 psi)
with the engine at high idle, the hoist control
lever in the RAISE position and the hoist
cylinders in the third stage, the
counterbalance valve adjustment is correct.
d. If the gauge still does not indicate 20 700
kPa (3,000 psi) with the engine at high idle,
the hoist control lever in the RAISE position
and the hoist cylinders in the third stage, or if
20 700 kPa (3,000 psi) was obtained before
the engine reached high idle, adjust the
counterbalance valve.
15
Brake cooling and hoist system checkout data sheet
MACHINE MODEL ___________ UNIT NUMBER _______ SERIAL NUMBER___________
Operate hydraulic system to obtain proper operating temperature. Refer to Check-out

Procedures.
BRAKE COOLING CIRCUIT TEST
STEP 1 __________ Hoist pump outlet pressures, low idle, FLOAT position
__________ Brake cooling circuit pressure, low idle, FLOAT position
STEP 2 __________ Brake cooling circuit pressure, low idle, POWER UP/DOWN position
STEP 3 __________ Brake cooling circuit pressure, 1500 RPM, HOLD/FLOAT position
STEP 4 __________ Brake cooling circuit pressure, 1500 RPM, POWER UP/DOWN position
POWER UP RELIEF PRESSURE TEST
STEP 2 __________ Hoist relief pressure, front pump section
__________ Hoist relief pressure, rear pump section
POWER DOWN RELIEF PRESSURE TEST
STEP 2 __________ Power down relief pressure
COUNTERBALANCE VALVE PRESSURE CHECK
STEP 6c _________ Counterbalance valve pressure
Name of Technician or Inspector Performing Check-Out__________________________
DATE _________________________
16
Hoist cylinder leakage test Hydraulic system flushing procedure

After the hoist cylinder is assembled, perform the When a hydraulic system component is repaired or
following tests to verify that performance is within replaced, the hydraulic system must be flushed
acceptable limits. before the engine is started to remove contamination
that may have been introduced during the repair
1. With the rod fully extended, piston leakage must
process. DO NOT start the engine unless all flushing
not exceed 1.64 cm3/min. (1.0 in3/min.) at
equipment is installed and ready for use. The flushing
17 250 kPa (2,500 psi), port to port.
procedure will help eliminate harmful contamination
2. With the rod fully retracted, piston leakage must that may lead to premature pump or valve failures.
not exceed 3.28 cm3/min. (2.0 in3/min.) at Starting the engine just one time without performing
17 250 kPa (2,500 psi), port to port. the flushing procedure may contaminate the
3. Rod seal leakage must not exceed one drop of hydraulic system.
oil in eight cycles of operation.
Special hydraulic system flushing tools for the 960E
truck have been released. Hoist system bypass
blocks (PC3074) and steering system flushing hose
(XB5777) must be on-site before or during field
assembly, so when the truck is started for the first
time, the hydraulic system can be flushed and any
debris can be removed from the hydraulic system.
Fitting assembly (XB7075) shown as (3, Figure 30-
15) will also be required.
All flushing hoses must be rated to withstand 27 580
kPa (4,000 psi) pressure. The hoses must be 1 inch
inside diameter and meet SAE 100R12
specifications.
Table 2: XB5777 HOSE ASSEMBLY
Part
Number Qty Description
HA2185 1 Hose
WB0546 1 Fitting, Elbow - 45 Deg
WB0599 1 Fitting, Straight Adapter
17
6. Install accurate pressure gauges at the

following locations:
• Pressure test port “TP3” (4, Figure 30-10) on the
bleed down manifold - 35 000 kPa (5,000 psi).
Hydraulic fluid escaping under pressure can have
• Pressure test port (1, Figure 30-11) for the front
sufficient force to enter a person's body by brake cooling circuit - 3 450 kPa (500 psi).
and possibly death, if proper medical treatment • Pressure test ports (2, Figure 30-11) on both high
by a physician familiar with this type of injury is pressure hoist filters - 24 000 kPa (3,500 psi).
not received immediately. • Pressure test port (1, Figure 30-12) for the rear
brake cooling circuits - 3 450 kPa (500 psi).
Before disconnecting pressure lines, removing
• Pressure test port “GPA” (2, Figure 30-13)
fittings or replacing components in the hydraulic located on the steering pump - 35 000 kPa (5,000
circuits, or installing test gauges, ALWAYS bleed psi).
down the steering and brake accumulators.
NOTE: The hoist cylinder bypass blocks should be
saved for possible use later in case the hydraulic
system needs to be flushed after a component
failure.
1. If the tires are installed on the truck, chock the If any hydraulic pressure is detected on the pres-
left and right rear wheels securely on both sides sure gauge installed at TP3, there is residual oil
to prevent truck movement. If the truck is sitting pressure in the system. Do not loosen or remove
on cribbing, ensure it is secure enough to allow any hydraulic hoses, fittings or components. The
safe operation of the engine and clearance for steering accumulators have not been properly
turning the front spindles lock to lock without depressurized. Locate and correct the depressur-
risk of collapsing the cribbing. ization problem. Always relieve all hydraulic pres-
2. Inspect all hydraulic hoses to ensure that they sure before disconnecting any hydraulic lines or
are properly routed and securely connected. fittings. Always tighten all connections securely
before applying pressure. Confirm that the steer-
3. Ensure that both brake accumulators and both ing pressure is released by turning the steering
steering accumulators are properly precharged wheel. No steering movement should occur.
with nitrogen to 9 650 kPa (1,400 psi). Refer to
the shop manual for the accumulator charging
procedure. 7. Ensure pressure gauge connected at "TP3"
4. Confirm that the steering pressure is released reads 0 kPa (0 psi) before removing plugs (1 &
by turning the steering wheel. No steering 2, Figure 30-10). Remove plugs (1 & 2) from the
movement should occur. bleed down manifold. Connect jumper hose
assembly (XB5777) between "QD supply" port
5. If any fault codes are displayed, troubleshoot
and the "QD return" port on the bleed down
the system and repair the problem before
manifold. Tighten all connections securely
proceeding.
before applying pressure.
8. Connect the four hoist cylinder hoses (3, Figure
30-11) together as shown using bypass blocks
(4). The hardware for connecting the hoses to
the blocks is the same hardware for connecting
the hoses to the hoist cylinders. Ensure that all
of the connections are secure. Cover all open
ports to prevent contamination.
18
9. At the rear axle housing, connect brake cooling

lines (1, 2 & 3, Figure 30-14) together using
fitting assembly (3, Figure 30-15). Cap the three
open fittings on the axle housing with clean
caps. Several hose clamps may have to be
removed to connect the three hoses to the fitting
assembly.
10. At the left front brake assembly, connect cooling
hoses (1 & 3, Figure 30-16) together using
adapter (2). Cap the open fittings on the brake
assembly. At the right front brake assembly,
connect the two cooling hoses together using
another adapter. Cap the open fittings on the
brake assembly.
NOTE: The adapters are installed on the truck when
it is shipped from the factory.

1. Plug - QD Supply Port 4. Test Port (TP3)
2. Plug - QD Return Port 5. Test Port (TP2)
3. Bleed Down Manifold
FIGURE 30-11. TEST PORT LOCATIONS AND

HOIST FLUSHING HOOKUP
1. Test Port (Front Brake Cooling Circuit)

2. Test Port (Hoist Filters)
3. Hoist Cylinder Hoses
4. Bypass Blocks (PC3074)
19
FIGURE 30-12. BRAKE COOLING MANIFOLD

1. Test Port (Rear Brake Cooling Pressure)
2. Test Port (Front Brake Supply Pressure)
3. Test Port (Front Brake Return Pressure)
4. Test Port (Hoist Return Pressure) FIGURE 30-13. STEERING PUMP & HOIST SYSTEM
5. Test Port (Rear Brake Return Pressure) QUICK DISCONNECTS
1. Fitting (Pump Case Drain)
2. Test Port (GPA)
11. The steering pump case must be filled with oil

before startup to avoid pump damage.
Disconnect the hose that is connected to fitting
(1, Figure 30-13). Then remove fitting (1). Fill
the steering pump case with clean type C-4
hydraulic oil through the case drain port. It may
require up to 2.9 liters (3 quarts) of oil. Re-install
fitting (1) and reconnect the hose.
NOTE: Filling the steering pump case with oil does
not eliminate the need to bleed air from the pump
suction line.
12. Fill the hydraulic tank with clean type C-4
hydraulic oil. Ensure that the oil level is visible in
the center of the upper sight glass.
13. To bleed trapped air from inside the pump
suction hoses, loosen the cap screws where the
three suction hoses attach to the inlet of each
pump. Ensure that the O-ring does not fall out of
the groove. After oil appears, retighten the cap
screws to the standard torque.
14. Check the hydraulic tank oil level. If necessary,
add oil.
20
FIGURE 30-16. FRONT WHEEL BRAKE LINES

1. Cooling Hose 3. Cooling Hose
2. Adapter (EG1794) 4. Brake Apply Hose
FIGURE 30-14. REAR AXLE BRAKE LINES Do not apply the brakes or turn the steering
wheel at any time during this procedure until Step
1. BS - Left & Right Brake Cooling Supply
31.
2. LBR - Left Brake Cooling Return
3. LBR - Left Brake Cooling Return 15. Ensure both brake accumulator bleed down
valves (1, Figure 30-17) are open.
16. Move the hoist control lever to the FLOAT
position.
17. Turn the key switch ON but do not start the
engine. Verify that the low steering accumulator
precharge warning is not displayed. If the
warning is displayed, correct the problem before
proceeding.
FIGURE 30-15. FITTING ASSEMBLY
1. 90° Swivel Elbow (PC3062)

2. T-Fitting (WB0426)
3. Fitting Assembly (XB7075)
FIGURE 30-17. BRAKE MANIFOLD
1. Accumulator Bleed Down Valves
2. Brake Manifold
21
18. Start the engine and operate at low idle. Within 20. If all pump pressures and brake cooling oil
30 seconds after starting the engine, check the supply pressures are correct as stated in Steps
two oil pressures listed below. If the oil pressure 18 and 19, increase engine speed to 1500 rpm
readings are not correct, stop the engine. and flush the system for 20 minutes. During this
Locate and repair the problem before time, move the hoist control lever to the
proceeding. If the pressure readings are correct, POWER UP position for 30 seconds, and then
proceed to the next step. Do not turn the move it to the POWER DOWN position for 30
steering wheel or apply the brakes at this time. seconds. Repeat this hoist control cycle five
times. This process will carry any system
• With the engine at low idle, and the oil temp at
contaminants to the hydraulic filters.
21° C (70° F), oil pressure at the hoist filters
should be approximately 552 kPa (80 psi) or less. Monitor the pressure gauges at the front and
• Oil pressure at steering pump test port "GPA" rear brake cooling test ports during this step.
should be approximately 690 kPa (100 psi). The pressure readings should always be 0 kPa
(0 psi) when the hoist valve is in the POWER
UP or POWER DOWN positions, and approxi-
mately 345 kPa (50 psi) while in the HOLD or
FLOAT positions.
Do not operate the engine at low idle for more 21. When the 20 minute flushing process is
than 30 seconds. The steering pump pressure at complete, turn the key switch to the OFF
test port "GPA" must be at or above 1 725 kPa position and allow at least two minutes after the
(250 psi) during the flushing process to provide engine has stopped for the steering
adequate internal pump lubrication. Steering accumulators to completely depressurize.
pump damage will result if the pressure is below 22. Remove the adapters from both front wheel
1 725 kPa (250 psi) for more than 30 seconds. brake cooling hoses and re-connect the cooling
19. If the oil pressure readings in Step 18 are hoses to the front brake assemblies.
correct, increase the engine speed to obtain oil 23. Remove the tee fitting assembly from the three
pressure at test port "GPA" of 1 725 kPa (250 rear brake cooling hoses. Re-connect the three
psi). Move the hoist control lever to the POWER rear brake cooling hoses to the axle housing.
UP or to the POWER DOWN position. The
pressure readings at the front brake cooling port 24. Check the pressure gauge connected to the
(1, Figure 2) and rear brake cooling test port (1, "TP3" port on the bleed down manifold. If any
Figure 3) should be 0 kPa (0 psi). If the pressure pressure is still in the system, the bleed down
is not 0 kPa (0 psi), the hoist valve piping (or process did not complete. Locate and repair the
pilot lines) may be connected incorrectly, or the problem. If the pressure is 0 kPa (0 psi), remove
hoist valve could be defective. Correct the the jumper hose and fittings installed in the
plumbing problem or replace the hoist valve and bleed down manifold. Install the two plugs (1 &
repeat this step. 2, Figure 1) previously removed back into the
bleed down manifold.
add oil.
26. Close both brake accumulator bleed down
valves (1, Figure 30-17).
22
NOTE: Do not combine Step 27 with any other steps. 29. If Step 28-b results are satisfactory, open both
Do not apply the brakes or steer the truck during Step brake accumulator bleed down valves (1, Figure
27. 8) on the brake manifold to completely
depressurize the brake accumulators. After all
27. To flush the accumulators, start the engine and
hydraulic pressure has been released, close
operate the engine until the pressure at the
both accumulator bleed down valves. Repeat
"TP3" port on the bleed down manifold is
Steps 27 - 29 five times.
approximately 24 304 kPa (3,525 psi). This is
the pressure where the steering pump unloader 30. To flush the steering system, start the engine.
valve shifts and unloads the pump. Allow the accumulators to fully charge and the
steering pump to unload.
• If the accumulator pressure exceeds 24 648 kPa
(3,575 psi), immediately turn the engine off and 31. Turn the steering wheel full left and then full right
open the brake accumulator bleed down valves. ten times.
Refer to "Steering pump pressure control
adjustments", then repeat Step 27. 32. Turn the key switch to the OFF position. Allow at
least two minutes after the engine has stopped
• If the accumulator pressure does not reach for the steering accumulators to completely
23 960 kPa (3,475 psi), check for faults on the depressurize. The pressure gauge at the bleed
instrument panel. If there is a bleed down fault down manifold pressure test port "TP3" will be
active, locate and correct the problem. If no faults
103 kPa (15 psi) or less after a successful bleed
are active, refer to "Steering pump pressure
control adjustments", then repeat Step 27. down.
28. When the pressure gauge connected to "TP3" 33. The hydraulic system flushing procedure has
reads approximately 24 304 kPa (3,525 psi): been completed. All hydraulic system high
pressure filter elements must be replaced.
a. For the first time only through this step:
a. A vacuum pump can be connected to the
• Leave the key switch in the ON position, hydraulic tank to prevent oil loss while chang-
and use the engine shut down switch on ing the filters.
the center console to stop the engine.
(Status message A184 will be displayed.) b. Remove the hoist and steering hydraulic filter
elements. Clean the housings and install new
• After the engine has stopped, confirm that
filter elements.
steering accumulator bleed down does not
occur, and that no bleed down faults or any c. If installed, remove the vacuum pump.
other faults are generated.
34. Remove all pressure gauges and re-install the
b. The second and subsequent times through dust caps on all quick disconnect fittings.
this step:
• Turn the key switch to the OFF position. add oil.
Confirm that after the engine has stopped
the steering accumulator bleed down 36. Proceed to the steering and brake system
process begins. Confirm that status A235 checkout procedures.
"Steering bleed in process" is displayed 37. After the steering and brake system checkout
and that the buzzer beeps one time.
procedures are completed, remove hoist
• Confirm that accumulator bleed down cylinder bypass blocks (4, Figure 30-11) and
completes within two minutes. Also connect the hoist cylinder hoses to the hoist
confirm that bleed down fault A236 cylinders. Ensure the hoses and ports are clean
"Steering bleed fault" or any other bleed to prevent contamination.
down fault does not become active. The
pressure gauge at the bleed down NOTE: Do not extend the hoist cylinders until the
manifold pressure test port "TP3" will be body is installed.
103 kPa (15 psi) or less after a successful
bleed down.
23
960E Dump truck

© 2010 KOMATSU
All Rights Reserved
24
CEN30015-01
960E

960E-1K A50003 and up

Brake system
General information on system checkout.............................................................................................................. 3
Brake circuit checkout procedure.......................................................................................................................... 3
Brake system checkout data sheet ..................................................................................................................... 14
Brake piston leakage test.................................................................................................................................... 19
Brake seal pressure test ..................................................................................................................................... 19
Wet disc brake bleeding procedure .................................................................................................................... 20
Parking brake bleeding procedure ...................................................................................................................... 20
Brake disc wear inspection ................................................................................................................................. 21
Brake valve bench test and adjustment .............................................................................................................. 23
Dual relay valve bench test and adjustment ....................................................................................................... 26
1
NOTES
2
General information on system checkout Brake circuit checkout procedure

The brake system checkout procedures are intended NOTE: The steering system supplies the brake
to help the technician diagnose problems in the brake system with operating pressure. It is important that
circuits. The technician should read the entire the steering system be checked for proper operation
checkout procedure to become familiar with the before checking the braking system. Refer to Testing
procedures and all the warnings and cautions before and adjusting section Hydraulic system for the
performing any steps. The checkout procedures steering system checkout procedure.
begin by checking the basic system before checking
This procedure verifies that the brake system
individual components.
components are within specification. It also verifies
Data sheets are included in this section to record the that the electrical and control systems that interface
test information obtained during the brake system with the brake system function correctly. The brake
checkout procedures. The data sheets are designed system can be considered ready for operation after
to be copied and used during the checkout successful completion of the checkout procedure.
procedure.
The following equipment will be necessary to

properly checkout the brake hydraulic circuit:
• Brake hydraulic schematic (See Section 90)
Hydraulic oil escaping under pressure can have • Clear plastic hose and bucket for brake bleeding
sufficient force to enter a person's body by
• Eight 24 100 kPa (3,500 psi) pressure gauges
and possibly death, if proper medical treatment • One female quick disconnect (PB6039) and hose
by a physician familiar with this type of injury is long enough to reach from brake cabinet to the
not received immediately. inside of the operator's cab for each gauge
Relieve pressure before disconnecting any • Accumulator charging kit (EB1759 or equivalent)
with gauges and dry nitrogen
hydraulic lines. Tighten all connections securely
before applying pressure. In addition to this equipment, the following software
will be required:
Before performing any testing and adjusting
procedures: • Drive system software (SiBAS)
• The truck must be shut down properly for service. • Real Time Data Monitor Software
Refer to Index and foreword section Operating NOTE: All software is available from Komatsu.
instructions for the shutdown procedure.
Before starting to checkout the brake system, the
• The steering accumulators and the brake
accumulators must have the correct precharge following parameters must be set using software:
and must be at normal operating temperature. • The drive system software must be configured to
Refer to Testing and adjusting section disable "Blended Brake" feature throughout the
Accumulators and suspensions for the entire checkout procedure, except when
accumulator charging procedure. otherwise noted.
• Successfully complete the checkout procedures • The drive system software is also used to
for the inferface module and the electrical system generate wheel speed signal when indicated. It
before performing the brake circuit checkout must be set to provide 0 ground speed signal
procedure. Failure to do so may result in unless otherwise indicated.
improper brake system operation and/or brake
fault detection. • The Real Time Data Monitor Software will be
used to view all faults, system status and wheel
speed signal.
3
FIGURE 30-1. HYDRAULIC BRAKE CABINET

1. Dual Relay Valve 13. Brake Lock Solenoid Valve (SV1)
2. Hoist Pilot Valve 14. Parking Brake Release Pressure (PK3)
3. Relief Valve (Hoist Power Down) 15. Low Accumulator Pressure Test Port (LAP1)
4. Brake Lock Shuttle Valve 16. Low Brake Pressure Switch
5. Brake Manifold 17. Parking Brake Pressure Switch
6. Brake Oil Supply Pressure Test Port (SP3) 18. Auto Apply Solenoid Valve (SV3)
7. Rear Brake Accumulator Bleed Valve 19. Junction Manifold
8. Auto Apply Sequence Valve 20. Stop Light Pressure Switch
9. Front Brake Accumulator Bleed Valve 21. Brake Lock Degradation Switch
10. Parking Brake Solenoid Valve (SV2) 22. Rear Brake Pressure Test Port (BR)
11. Brake Lock Apply Pressure Test Port (PP3) 23. Front Brake Pressure Test Port (BF)
12. Pressure Reducing Valve (PR)
4
Initial system setup 8. Connect a laptop computer to the truck with the
Real Time Data Monitor software active.
Ensure that the brakes have been properly bled to
remove any trapped air. Refer to "Wet disc brake 9. Start the engine. Observe the rising brake
bleeding procedure". Also, before checking the brake pressures as the system charges. The brake
system, make sure that the parking brake is pressures should begin to fall when the auto
functioning properly. Refer to "Parking brake bleeding apply valve releases. The auto apply valves
procedure". should release the front and rear brakes at
11 375 ± 1 380 kPa (1,650 ± 200 psi).
1. Park truck on a flat surface, and away from
other vehicles and buildings. Securely block the * Record on data sheet.
wheels to prevent the truck from rolling away. 10. Partially depress the brake pedal to bleed air
2. Move the directional control lever in PARK and from each brake. Move the directional control
turn the rest switch ON. Turn the key switch lever to NEUTRAL to bleed air from the parking
OFF to shut off the engine and allow two brake. Then move the directional control lever to
minutes for the steering system accumulators to PARK.
depressurize. If any warning messages are 11. Slowly depress the brake pedal. The rear brake
displayed on the dash, notify maintenance pressure should begin to rise before the front
personnel. brake pressure.
NOTE: Leave rest switch in the ON position and the  Verify that the rear brake pressure is 310 -
alternator cutoff switch on the control cabinet in the 1 415 kpa (45 - 205 psi) when the front
ON position throughout the brake tests. brake pressure begins to rise.
* Record on data sheet.
3. Install 24 100 kPa (3,500 psi) pressure gauges
at front brake (BF) pressure test port (23, Figure 12. Slowly depress the brake pedal. Force feedback
30-2) and rear brake (BR) pressure test port of the pedal on your foot should be smooth with
(22). no abnormal noise or mechanical roughness.
Install a 24 100 kPa (3,500 psi) pressure gauge  Verify that the stop lights illuminate at 517 ±
at low accumulator pressure test port “LAP1” 34 kPa (75 ± 5 psi) rear brake pressure.
(15). * Record on data sheet.
4. Open bleed down valves (7) and (9, Figure 30- 13. Quickly and completely depress the brake
1) on the brake manifold to depressurize the pedal. Verify that within one second after the
brake accumulators. brake is applied:
5. Precharge both brake accumulators. Refer to  Rear brake (BR) pressure reads 17 235 ±
Testing and adjusting section Accumulators 517 kPa (2,500 ± 75 psi).
and suspensions for the accumulator charging  Front brake (FR) pressure reads 17 235 ±
procedure. 517 kPa (2,500 ± 75 psi).
NOTE: For best performance, charge the  Both pressures must remain above their
accumulators in the ambient conditions in which the minimum values for a minimum of 20
machine will be operating. seconds.
6. Close both brake accumulator bleed down * Record on data sheet.
valves.
Brake lock / secondary braking checkout
7. Connect a laptop computer to the drive system
14. Disconnect the lead wire from brake lock
controller. Use the drive system software to set
solenoid valve (13, Figure 30-1) located on the
the speed signal to 0 mph.
brake manifold in the hydraulic brake cabinet.
15. Move the directional control lever to NEUTRAL.
Press the brake lock switch. (The brake lock will
not apply if the engine is not operating.) Fault
code A118 will become active.
5
16. Depress the brake pedal until fault code A118 is Parking brake checkout
cleared, then very slowly release the pedal until 20. Move one of the pressure gauges (BR or BF) to
fault code A118 is active again. parking brake release (PK3) pressure port (14,
 Verify that the rear brake (BR) pressure Figure 30-1).
drops to 6 895 ± 172 kPa (1,000 ± 25 psi) 21. Start the engine. Move the directional control
when the fault reoccurs.
lever to PARK, then back to NEUTRAL. The
* Record on data sheet. parking brake status light should illuminate, then
NOTE: There is a three second delay between the go out.
time that the brake lock degradation switch senses  Verify that the parking brake release (PK3)
the pressure and fault code A118 occurs. Fault code pressure is 22 753 ± 1378 kPa (3,300 ± 200
A265 will also become active during this step. psi).
17. Connect the lead wire to brake lock solenoid * Record on data sheet.
valve (13). 22. Move the directional control lever to PARK.
18. Cycle the brake lock switch several times to
 Verify that the parking brake apply (PK3)
ensure crisp application and release of oil pressure is 0 kPa (0 psi).
pressure and proper function of the status light.
NOTE: Check the pressure readings at pressure test
23. If the parking brake does not function correctly,
ports (BR) and (PP3). They should be identical.
make sure that all parking brake circuit
 Verify that the rear brake (BR) pressure is plumbing is correct.
13 790 ± 690 kPa (2,000 ± 100 psi) when
the brake lock is applied. Fault code A118 If the plumbing is correct, disconnect wire 52CS
should also not be displayed. to the parking brake solenoid at TB26-M.
* Record on data sheet. Ground the disconnected wire 52CS. Verify that
the pressure reading at pressure test port (PK3)
19. If the brake lock does not function correctly, is 22 753 ± 1 378 kPa (3,300 ± 200 psi). Ignore
make sure that all brake lock circuit plumbing is any resulting parking brake faults.
correct.
a. If the pressure is out of range, verify that the
If the plumbing is correct, disconnect wire 52B steering pump pressure compensator
to the brake lock solenoid at TB26-G. Apply 24V adjustment screw is properly adjusted.
to the disconnected wire 52B. Verify that the
b. If the parking brake solenoid cannot be
pressure reading at pressure test port (PP3) is
energized, verify that the wiring to the
13 790 ± 690 kPa (2,000 ± 100 psi). Ignore any
solenoid is correct. If it is correct, then
resulting brake lock faults.
replace the solenoid.
a. If the pressure is out of range, adjust
c. If the parking brake valve will not operate,
pressure reducing valve (12, Figure 30-1) as
replace the valve.
required.
d. Connect wire 52CS to TB26-M and repeat
b. If the pressure reducing valve cannot be
Step 21.
adjusted to achieve the correct pressure,
replace the pressure reducing valve. 24. Cycle the parking brake several times (move the
directional control lever between NEUTRAL and
c. If the brake lock solenoid cannot be
PARK) to ensure crisp application and release
energized, verify that the wiring to the
of oil pressure and proper function of the status
solenoid is correct. If it is correct, then
light.
d. If the brake lock valve will not operate,
replace the valve.
e. Connect wire 52B to TB26-G and repeat
Step 18.
6
Service brake checkout 29. Move both both rear brake pressure gauges to
to pressure test ports (LFBP) and (RFBP) on the
25. Move the directional control lever to PARK and
front brake backplates.
release the brake lock.
26. Move both front brake pressure gauges to left NOTE: These test ports are not stamped on the
rear brake (LBP) pressure test port (2, Figure spindle.
30-2) and right rear brake (RBP) pressure test 30. Quickly and completely depress the brake
port (1) on the manifold on the left side of the pedal. Verify that within one second after the
rear axle housing. brake is applied:
27. Quickly and completely depress the brake  Left front brake pressure reads 16 545 ±
pedal. Verify that within one second after the 517 kPa (2,400 ± 75 psi).
brake is applied:
 Right front brake pressure reads 16 545 ±
 Left rear brake pressure reads 16 545 ± 517 517 kPa (2,400 ± 75 psi).
kPa (2,400 ± 75 psi).
 Both pressures must remain above their
 Right rear brake pressure reads 16 545 ± minimum values for a minimum of 20
517 kPa (2,400 ± 75 psi). seconds.
 Both pressures must remain above their
minimum values for a minimum of 20 31. Release the brake pedal.
seconds.
 Verify that both front brake pressures return
to 0 kPa (0 psi) within two seconds. There
28. Release the brake pedal. should be no residual pressure trapped in
the brakes.
 Verify that both rear brake pressures return
to 0 kPa (0 psi) within two seconds. There
should be no residual pressure trapped in
Low brake accumulator pressure and auto apply
the brakes.
checkout
32. Move both front brake pressure gauges back to
pressure test ports (BF) and (BR) in the
hydraulic brake cabinet.
33. Start the engine and allow the low brake
accumulator pressure (LAP1) to increase to
21 718 ± 344 kPa (3,150 ± 50 psi).
34. Move the directional control lever to NEUTRAL.
Turn the key switch OFF and allow 90 seconds
for the steering accumulators to depressurize
completely.
35. Turn the key switch ON, but do not start the
engine. Wait for two minutes, then check the low
accumulator pressure reading at low
accumulator pressure (LAP1) test port (15,
Figure 30-1).
 If the pressure is below 14 480 kPa (2,100
FIGURE 30-2. REAR BRAKE PRESSURE psi), there is excessive leakage in the
TEST PORTS system. The source of the leakage must be
identified and repaired.
1. Right Rear Brake Pressure (RBP) Test Port * Record on data sheet.
2. Left Rear Brake Pressure (LBP) Test Port
36. Start the engine and allow the low brake
accumulator pressure (LAP1) to increase above
18 960 kPa (2,750 psi).
7
37. Turn the key switch OFF and allow 90 seconds 44. Move the directional control lever to NEUTRAL.
for the steering accumulators to depressurize Turn the key switch OFF and allow 90 seconds
completely. for the steering accumulators to depressurize
completely.
38. Turn the key switch ON, but do not start the
engine. Move the directional control lever to 45. Turn the key switch ON, but do not start the
NEUTRAL. engine.
39. Provide a speed signal of 2.5 kph (1.5 mph) 46. Provide a speed signal of 2.5 kph (1.5 mph)
from the SiBAS connector PUTHD1.MIN. Fault from the SiBAS connector PUTD5.MIN. Fault
code A260 will occur 1.5 seconds later. code A260 will occur 1.5 seconds later.
40. Very slowly open front brake accumulator bleed 47. Very slowly open rear brake accumulator bleed
valve (9) a small amount while observing the valve (7) a small amount while observing the
decreasing pressure at low accumulator decreasing pressure at low accumulator
pressure (LAP1) test port (15). pressure (LAP1) test port (15).
 The low brake pressure fault code A261  The low brake pressure fault code A261
must occur when the pressure drops to must occur when the pressure drops to
12 755 ± 517 kPa (1,850 ± 75 psi). within 690 kPa (100 psi) of the pressure that
* Record on data sheet. was recorded in Step 40.
 When the low accumulator pressure
reaches 11 375 ± 517 kPa (1,650 ± 75 psi),  When the low accumulator pressure
front brake pressures (BF) and (BR) should reaches within 690 kPa (100 psi) of the
begin to rise due to the auto apply feature. pressure that was recorded in Step 40, front
* Record on data sheet. brake pressures (BF) and (BR) should
begin to rise due to the auto apply feature.
If necessary, adjust auto apply sequence valve * Record on data sheet.
(8) to obtain an auto apply pressure of 11 375 ±
517 kPa (1,650 ± 75 psi). 48. Close rear brake accumulator bleed valve (7).
Record the front and rear brake apply pressures
41. Close front brake accumulator bleed valve (9). after auto apply has occurred.
Record the front and rear brake apply pressures
after auto apply has occurred.  Front brake (BF) pressure reads 16 545 ±
517 kPa (2,400 ± 75 psi) or higher.
 Front brake (BF) pressure reads 9 825 kPa
(1,425 psi) or higher.  Rear brake (BR) pressure reads 9 825 kPa
(1,425 psi) or higher.
 Rear brake (BR) pressure reads 16 545 ±
517 kPa (2,400 ± 75 psi) or higher.  Low brake accumulator pressure (LAP1)
reads 11 375 ± 517 kPa (1,650 ± 75 psi).
 Low brake accumulator pressure (LAP1) * Record on data sheet.
reads 11 375 ± 517 kPa (1,650 ± 75 psi).
* Record on data sheet. 49. Use SiBAS to remove the speed signal. Set the
speed signal to 0 kph (0 mph).
42. Use SiBAS to reset speed signal to 0 kph (0
mph).
43. Move the directional control lever to PARK. Start
the engine and allow the low brake accumulator
pressure (LAP1) to increase to 19 305 ± 344
kPa (2,800 ± 50 psi).
8
Reapplication Parking brake control logic checkout

50. Start the engine and allow the low brake NOTE: The parking brake will not apply if the truck
accumulator pressure (LAP1) to increase to speed is above 0.8 kph (0.5 mph). If the parking
21 718 ± 344 kPa (3,150 ± 50 psi). brake is selected and the truck speed is less than 0.8
51. Pull up on the engine shutdown switch on the kph (0.5 mph), the following sequence will occur:
center console to shut off the engine. Do not • From 0 - 1 second, auto apply is applied, parking
turn the key switch OFF. The steering brake is released.
accumulators must not be allowed to
• From 1 - 1.5 seconds, auto apply is applied,
depressurize.
parking brake is applied.
52. Move the directional control lever to NEUTRAL. • After 1.5 seconds, auto apply is released, parking
Provide a speed signal of 2.5 kph (1.5 mph) brake is applied.
from the SiBAS connector PUTHD1.MIN. Fault
code A260 will occur 1.5 seconds later. This sequence uses the service brakes to completely
stop the truck before allowing the parking brake to
53. While observing the pressure gauges, make apply.
repeated, slow brake applications until fault
code A261 occurs. 55. Start the engine. Make sure that the low brake
accumulator pressure (LAP1) is 21 718 kPa
 Fault code A261 must not occur before the (3,100 psi) or higher, then move the directional
sixth pedal application. control lever to NEUTRAL.
56. Move the directional control lever to PARK.
 Auto apply must not occur until after fault Verify proper operation of the parking brake and
code A261 occurs. status light. No faults should be generated.
54. Use SiBAS to remove the speed signal. Set the Record the highest pressure observed at ports
speed signal to 0 kph (0 mph). (PK3), (PP3), (BF) and (BR) during the 1.5
seconds of the parking brake application
sequence.
 The pressure reading at pressure test port
(PK3) should read 22 753 ± 1 378 kPa
(3,300 ± 200 psi), then fall to 0 kPa (0 psi).
(PP3) should read 0 kPa (0 psi).
 Front brake (BF) pressure reads 17 237 ±
517 kPa (2,500 ± 75 psi), then fall to 0 kPa
(0 psi).
 Rear brake (BR) pressure reads 17 237 ±
517 kPa (2,500 ± 75 psi), then fall to 0 kPa
(0 psi).
9
57. If the parking brake does not function correctly, 58. Start the engine. Make sure that the low brake
make sure that all auto apply circuit plumbing accumulator pressure (LAP1) is 21 718 kPa
and plumbing from the brake valve to the front (3,100 psi) or higher, then move the directional
and rear brake relay valves is correct. control lever to NEUTRAL.
If the plumbing is correct but the auto apply 59. Pull up on the engine shutdown switch on the
solenoid valve is not energizing, start the engine center console to shut off the engine. Do not
and allow the steeering accumulators to fully turn the key switch OFF. Verify proper operation
charge. Disconnect wire 52ABA at TB46-L. of the parking brake and status light. No faults
Ground the disconnected wire 52ABA. Discon- should be generated. Record the highest
nect wire 52PB0 at TB34-A. Apply 24V to the pressure observed at ports (PK3), (PP3), (BF)
disconnected wire 52PB0. Verify that the pres- and (BR) during the 1.5 seconds of the parking
sure readings at pressure test ports (BF) and brake application sequence.
(BR) are at 17 237 ± 517 kPa (2,500 ± 75 psi).  The pressure reading at pressure test port
Ignore any resulting auto apply faults. (PK3) should read 22 753 ± 1 378 kPa
a. If the auto apply solenoid cannot be (3,300 ± 200 psi), then fall to 0 kPa (0 psi).
energized, verify that the wiring to the  The pressure reading at pressure test port
solenoid is correct. If it is correct, then (PP3) should read 0 kPa (0 psi).
 Front brake (BF) pressure should read
b. If the auto apply solenoid valve will not 17 237 ± 517 kPa (2,500 ± 75 psi), then fall
operate, replace the valve. to 0 kPa (0 psi).
c. If the auto apply solenoid valve operates but  Rear brake (BR) pressure should read
the readings at pressure test ports (BF) and 17 237 ± 517 kPa (2,500 ± 75 psi), then fall
(BR) do not change, try to adjust auto apply to 0 kPa (0 psi).
sequence valve (8, Figure 30-1) to 11 375 ± * Record on data sheet.
517 kPa (1,650 ± 75 psi). NOTE: The parking brake should apply using the
d. If the auto apply sequence valve cannot be auto apply sequence when the engine is shutdown
adjusted, replace the valve and verify the while the directional control lever is in the NEUTRAL
pressure adjustment according to Steps 36 position.
through 40.
60. Start the engine. Move the directional control
e. If the auto apply solenoid energizes and the lever to PARK. Make sure that the low brake
auto apply sequence valve is operating accumulator pressure (LAP1) is 21 718 kPa
properly, but the pressure readings at (3,100 psi) or higher, then turn the key switch to
pressure test ports (BF) and (BR) are not at OFF. Verify that the parking brake remains
17 237 ± 517 kPa (2,500 ± 75 psi), make applied, the parking brake indicator light is on
sure that the correct brake valve is installed and no faults have been generated. Record the
and plumbed correctly. If the correct valve is highest pressure observed at ports (PK3),
installed and the plumbing is correct, replace (PP3), (BF) and (BR) when the key switch is
the brake valve. turned to OFF and the engine has stopped.
f. Connect wire 52ABA at TB46-L. Connect  All the pressure readings should be 0 kPa
wire 52PB0 at TB34-A. Repeat Steps 55 (0 psi).
through 57. * Record on data sheet.
NOTE: The parking brake should remain applied
when the directional control lever is in the PARK
position and the key switch is turned OFF.
10
NOTE: Since the key switch is OFF, auto apply Brake lock control logic checkout
sequencing with the parking brake will not occur in 65. With the engine on and the low brake
the following step. The parking brake should apply accumulator pressure (LAP1) is 21 718 kPa
without the auto apply sequence when the directional (3,100 psi) or higher, move the directional
control lever is in the NEUTRAL position, the key control lever to NEUTRAL.
switch is OFF and truck speed is 0 kph (0mph).
66. Turn the brake lock switch ON and OFF. Verify
61. Start the engine. Make sure that the low brake proper operation of the brake lock and status
accumulator pressure (LAP1) is 21 718 kPa light. No faults should be generated. Record the
(3,100 psi) or higher, then move the directional highest pressure observed at ports (PK3),
control lever to NEUTRAL and turn the key (PP3), (BF) and (BR) when the brake lock is
switch to OFF. Verify that the parking brake ON.
applies, the parking brake indicator light is on
and no faults have been generated. Record the  The pressure reading at pressure test port
highest pressure observed at ports (PK3), (PK3) should read 22 753 ± 1 378 kPa
(PP3), (BF) and (BR) during the 1.5 seconds of (3,300 ± 200 psi).
the parking brake application sequence.  The pressure reading at pressure test port
(PP3) should read 13 790 ± 690 kPa (2,000
± 100 psi), then fall to 0 kPa (0 psi).
(3,300 ± 200 psi), then fall to 0 kPa (0 psi).  Front brake (BF) pressure should read
0 kPa (0 psi).
 The pressure reading at pressure test ports
(PP3), (BF) and (BR) should read 0 kPa (0  Rear brake (BR) pressure should read
psi). 13 790 ± 690 kPa (2,000 ± 100 psi), then
* Record on data sheet. fall to 0 kPa (0 psi).
NOTE: The parking brake should not apply when the
truck is moving in the following step. 67. With the engine on and the low brake
accumulator pressure (LAP1) at 21 718 kPa
62. Start the engine. Make sure that the low brake
(3,100 psi) or higher, move the directional
control lever to PARK.
(3,100 psi) or higher, then move the directional
control lever to NEUTRAL. Place a jumper wire 68. Turn the brake lock switch ON. Verify that the
between circuit 36 and ground, then pull up on brake lock does not apply, the status light does
the engine stutdown switch. Do not turn the key not illuminate, and fault codes A272 and A274
switch OFF. Provide a speed signal of 1.0 kph are not activated. Record the highest pressure
(0.6 mph) from the SiBAS connector observed at ports (PK3), (PP3), (BF) and (BR).
PUTHD1.MIN.  All the pressure readings should be 0 kPa
63. Move the directional control lever to PARK. (0 psi).
Verify that the parking brake does not apply. * Record on data sheet.
Fault code A230 will be activated if the pressure
switch is still installed. Record the highest
pressure observed at ports (PK3), (PP3), (BF)
and (BR).
(3,300 ± 200 psi).
 The pressure reading at pressure test ports
(PP3), (BF) and (BR) should read 0 kPa (0
psi).
64. Remove the jumper wire. Reset the speed
signal to 0 kph (0 mph) using SiBAS.
11
NOTE: The brake lock will not be allowed to apply 72. Pull up on the engine shutdown switch on the
when the parking brake is applied. center console to shut off the engine. Do not
turn the key switch OFF. Verify that the parking
69. With the engine on and the low brake
brake applies, the brake lock releases and the
accumulator pressure (LAP1) at 21 718 kPa
status lights operate properly. Record the
(3,100 psi) or higher, move the directional
highest pressure observed at ports (PK3),
control lever to NEUTRAL and turn the brake
(PP3), (BF) and (BR).
lock switch ON.
70. Move the directional control lever to PARK.  The pressure reading at pressure test port
Verify that the parking brake applies, the brake
lock releases and the status lights operate
properly. Record the highest pressure observed  The pressure reading at pressure test port
at ports (PK3), (PP3), (BF) and (BR). (PP3) should read 13 790 ± 690 kPa (2,000
± 100 psi), then fall to 0 kPa (0 psi).
(PK3) should read 22 753 ± 1 378 kPa  Front brake (BF) pressure should increase
(3,300 ± 200 psi), then fall to 0 kPa (0 psi). from 0 kPa (0 psi) to 17 237 ± 517 kPa
(PP3) should read 13 790 ± 690 kPa (2,000  Rear brake (BR) pressure should increase
± 100 psi), then fall to 0 kPa (0 psi). from 13 790 ± 690 kPa (2,000 ± 100 psi) to
17 237 ± 517 kPa (2,500 ± 75 psi), then fall
 Front brake (BF) pressure should read to 0 kPa (0 psi).
13 790 ± 690 kPa (2,000 ± 100 psi), then * Record on data sheet.
fall to 0 kPa (0 psi).
NOTE: The brake lock should not be applied during a
 Rear brake (BR) pressure should read
timed engine shutdown.
13 790 ± 690 kPa (2,000 ± 100 psi), then
fall to 0 kPa (0 psi). 73. Move the directional control lever to PARK and
* Record on data sheet. start the engine. Make sure that the low brake
(3,100 psi) or higher, then move the directional
NOTE: The brake lock will release and the parking control lever to NEUTRAL and turn the brake
brake will apply when the key switch is turned OFF. lock switch ON. Record the highest pressure
observed at ports (PK3), (PP3), (BF) and (BR).
71. With the engine on and the low brake
accumulator pressure (LAP1) is 21 718 kPa  The pressure reading at pressure test port
(3,100 psi) or higher, move the directional (PK3) should read 22 753 ± 1 378 kPa
control lever to NEUTRAL and turn the brake (3,300 ± 200 psi).
lock switch ON.  The pressure reading at pressure test port
(PP3) should read 13 790 ± 690 kPa (2,000
± 100 psi),.
0 kPa (0 psi).
13 790 ± 690 kPa (2,000 ± 100 psi).
12
74. Turn the key switch to OFF. Immediately record 82. Pull up on the engine shutdown switch on the
the highest pressure observed at ports (PK3), center console to shut off the engine. Do not
(PP3), (BF) and (BR). turn the key switch OFF.
 All the pressure readings should be 0 kPa 83. Turn the brake lock switch ON. Verify proper
(0 psi). operation of the brake lock and status light. No
* Record on data sheet. faults should be generated. Record the highest
75. During the timed engine shutdown sequence, try
and (BR).
to turn the brake lock switch ON. Verify that the
brake lock does not apply and the status light  The pressure reading at pressure test port
does not illuminate. (PK3) should read 22 753 ± 1 378 kPa
(3,300 ± 200 psi).
NOTE: The brake lock will remain applied if the brake
lock switch is turned ON when a truck speed above  The pressure reading at pressure test port
0.8 kph (0.5 mph) is detected. The switch must be (PP3) should read 13 790 ± 690 kPa (2,000
± 100 psi).
turned OFF to release the brake lock.
0 kPa (0 psi).
(3,100 psi) or higher. Move the directional  Rear brake (BR) pressure should read
control lever to NEUTRAL. 13 790 ± 690 kPa (2,000 ± 100 psi).
77. Provide a speed signal of 1.0 kph (0.6 mph)
from the SiBAS connector PUTHD1.MIN. Set 84. Set the SiBAS RPB04.IN2 command to "Not
the SiBAS RPB04.IN2 command to "Truck Truck Moving". Provide a speed signal of 0.0
Moving". kph (0.0 mph) from the SiBAS connector
PUTHD1.MIN. Move the directional control lever
78. Pull up on the engine shutdown switch on the
to PARK.
center console to shut off the engine. Do not
turn the key switch OFF. 85. Verify that the brake lock remains applied and
the parking brake is released. Fault codes A272
79. Turn the brake lock switch ON. Verify proper
and A274 should be activated when the speed
operation of the brake lock and status light. No
signal is set to 0 kph (0 mph). Record the
faults should be generated. Record the highest
highest pressure observed at ports (PK3),
(PP3), (BF) and (BR).
and (BR).
 The pressure reading at pressure test port (PK3) should read 22 753 ± 1 378 kPa
(PK3) should read 22 753 ± 1 378 kPa (3,300 ± 200 psi).
(3,300 ± 200 psi).
 The pressure reading at pressure test port (PP3) should read 13 790 ± 690 kPa (2,000
(PP3) should read 13 790 ± 690 kPa (2,000 ± 100 psi).
± 100 psi).
 Front brake (BF) pressure should read 0 kPa (0 psi).
0 kPa (0 psi).
13 790 ± 690 kPa (2,000 ± 100 psi).
13 790 ± 690 kPa (2,000 ± 100 psi).
86. Turn the brake lock switch OFF. Verify that the
brake lock is off and the parking brake is
applied.
(3,100 psi) or higher. Move the directional
control lever to NEUTRAL.  All the pressure readings should be 0 kPa
(0 psi).
81. Provide a speed signal of 1.0 kph (0.6 mph)
from the SiBAS connector PUTHD1.MIN. Set
the SiBAS RPB04.IN2 command to "Truck 87. Turn the key switch OFF. Remove all test
Moving". equipment from the truck.
13
Brake system checkout data sheet

MACHINE MODEL ________ UNIT NUMBER _________ SERIAL NUMBER___________
INITIAL SYSTEM SETUP
STEP 9 __________Rear brake (BR) pressure when auto apply releases
_________ Front brake (BF) pressure when auto apply releases
STEP 11 __________Rear brake (BR) pressure when front brake (BF) begins to rise
STEP 12 __________Rear brake (BR) pressure when stop lights come on
STEP 13 __________Rear brake (BR) pressure within one second
_________Front brake (BF) pressure within one second
BRAKE LOCK / SECONDARY BRAKE CHECKOUT
STEP 16 _________Rear brake (BR) pressure at brake lock degradation warning
STEP 18 __________Rear brake (BR) pressure when brake lock is applied
PARKING BRAKE CHECKOUT
STEP 21 __________Parking brake release (PK3) pressure
STEP 22 __________Parking brake apply (PK3) pressure
SERVICE BRAKE CHECKOUT
STEP 27 __________ Left rear brake (LBP) pressure when pedal is applied
_________ Right rear brake (RBP) pressure when pedal is applied
STEP 28 __________ Left rear brake (LBP) pressure when pedal is released
_________ Right rear brake (RBP) pressure when pedal is released
STEP 30 __________ Left front brake (LFBP) pressure when pedal is applied
_________ Right front brake (RFBP) pressure when pedal is applied
STEP 31 __________ Left front brake (LFBP) pressure when pedal is released
_________ Right front brake (RFBP) pressure when pedal is released
14
Brake system checkout data sheet (cont.)
LOW BRAKE ACCUMULATOR PRESSURE AND AUTO APPLY CHECKOUT
STEP 35 _________ Low brake accumulator pressure (LAP1) after 2 minutes
STEP 40 _________ Pressure when low brake accumulator pressure fault occurs
________ Pressure when low brake accumulator pressure fault occurs
STEP 41 _________ Front brake (BF) apply pressure after auto apply occurs
________ Rear brake (BR) apply pressure after auto apply occurs
________ Low brake accumulator pressure (LAP1) after auto apply occurs
STEP 47 _________ Low brake accumulator pressure (LAP1) when fault occurs
________ Low brake accumulator pressure (LAP1) when auto apply occurs
STEP 48 _________ Front brake (BF) apply pressure after auto apply occurs
________ Rear brake (BR) apply pressure after auto apply occurs
________ Low brake accumulator pressure (LAP1) after auto apply occurs
STEP 53 _________ Number of brake applications before low accumulator pressure

warning occurs
PARKING BRAKE CONTROL LOGIC CHECKOUT
STEP 56 _________ Parking brake release pressure (PK3)
________ Brake lock apply pressure (PP3)
________ Front brake (BF) apply pressure
________ Rear brake (BR) apply pressure
15

BRAKE LOCK CONTROL LOGIC CHECKOUT
16

17

Name of Technician or Inspector Performing Check-Out _________________________
DATE _________________________
18
Brake piston leakage test Brake seal pressure test

1. Remove the dust cap on diagnostic coupler (1, Check the integrity of the seals before installing the
Figure 30-3) on the brake backplate. brakes on the truck.
2. Remove the capnut on pressure port (2). Attach 1. Cap the cooling oil ports and pressurize the
a hydraulic pressure test device to the fitting. brake to a maximum of 103 kPa (15 psi).
3. Slowly apply pressure to bleed air from the 2. Close off the air supply and monitor the interior
piston cavity. brake pressure for 15 minutes.
4. Cycle the piston to full stroke ten times by 3. If the air pressure decreases rapidly, a
applying 2 070 kPa (300 psi) of hydraulic displaced or damaged brake seal is indicated.
pressure at bleed port (2). Observe the piston Disassemble the brake and reinstall or replace
for leakage. the seal.
5. Minor oil seepage (non-measurable) is
permissible. If the leakage is greater,
disassemble the piston assembly and determine
the cause.
FIGURE 30-3. BRAKE APPLY PRESSURE PORTS

1. Diagnostic Coupler
2. Brake Apply Pressure Port
19
Wet disc brake bleeding procedure Parking brake bleeding procedure

NOTE: Rear wheel brakes must be bled before rear 1. Securely block the wheels to prevent the truck
tire installation. from rolling away.
1. Make sure that the hydraulic brake supply 2. Open bleed down valves (1, Figure 30-4) and
(steering circuit) is operating properly. (2) to depressurize the brake accumulators.
2. If necessary, charge the brake accumulators. 3. To verify that the brake accumulators are
Refer to Refer to Testing and adjusting section depressurized, turn the key switch ON, but do
Accumulators and suspensions for the not start the engine. Press the brake lock switch
accumulator charging procedure. and apply the service brake pedal. The service
3. Make sure that the bleed down valves on brake brake light should not come on.
manifold are closed. 4. Close the accumulator bleed down valves.
4. Check the hydraulic tank oil level and fill if 5. Open the rear axle housing hatch.
necessary.
6. Start the engine and allow the steering system
5. With the wheels securely blocked, start the to fully charge (pump unloads). Then move the
engine and allow the accumulators to fill. directional control lever to NEUTRAL to
6. Slowly depress the brake pedal until the service disengage the parking brake.
brake is partially applied. 7. Connect a clear plastic hose to the bleeder
valve at the top of the parking brake. Place the
Rear wheel brakes: other end of hose into a container.
7. Crack open the O-ring plug located next to the 8. Slowly open the bleeder valve and allow
cooling oil port and brake apply port on the hydraulic oil to run until it is clear and free of
brake backplate. Close the plug after the oil runs bubbles. Close the bleeder valve securely.
clear and free of bubbles. Repeat for the other
rear wheel brake. 9. Repeat Steps 5 and 6 for the other parking
brake.
NOTE: The other cooling line has a single hex plug
located adjacent. DO NOT use this plug for bleeding 10. Shut off the engine. Remove the bleed
brake. equipment and close the rear axle housing
hatch.
Front wheel brakes:
NOTE: The front wheel brakes are equipped with a
diagnostic coupler on the brake backplate. A hose
with a mating fitting can be attached to direct the oil
into a container during the bleeding process.
8. Attach a hose to diagnostic coupler (1, Figure
30-3) on the brake backplate (brake apply
pressure circuit).
9. Slowly depress the brake pedal until the service
brake is partially applied.
10. After the oil stream is clear of air, remove the
hose from the coupler. Release the brake pedal.
11. Repeat Steps 8 - 10 for the other front wheel 1. Accumulator Bleed Down Valves
brake. 2. Brake Manifold
steering accumulators to depressurize
completely. Check the hydraulic tank oil level.
20
Brake disc wear inspection

Check brake disc wear by using two front brake wear
indicators (EM1275) and two rear brake wear
indicators (EM3708) that are included in the tool
group that is shipped with the truck. Refer to Figure
30-6.
The brake wear indicator is inserted in a port which is
open to cooling oil. Removal of the inspection port
plug to insert the brake wear indicator will cause the
loss of some of this oil. Advance planning will help to
minimize oil loss.
The brake wear indicators may be permanently
installed in the brake ports if desired. If all of the
brake assemblies are equipped with brake wear
indicators, future checks will not require installation
and removal.
1. Place the directional control lever in PARK and
turn the rest switch ON. Turn the key switch
OFF to turn off the engine and wait 90 seconds FIGURE 30-5. BRAKE WEAR INDICATOR
to allow the steering accumulators to INSTALLATION
depressurize completely. Block the truck (Left Front Brake Shown)
wheels.
1. Brake Assembly 4. Diagnostic Coupler
2. Open the bleed down valves on the brake 2. Brake Apply Line 5. Wear Indicator
manifold in the hydraulic brake cabinet to 3. Brake Cooling Line Installation Port
depressurize the brake accumulators. Close the
bleed down valves after the pressure is
completely released.
3. Thoroughly clean the brake assemblies,
especially the area surrounding cooling oil lines.
4. Remove the plug from port (5, Figure 30-5).
Quickly insert the brake wear indicator and
tighten it securely. Repeat this step for each
brake assembly.
NOTE: The front brake assemblies (1) have
diagnostic coupler (4) installed for measuring brake
apply pressure. The rear brake assemblies do not
have a diagnostic coupler installed on the brake
backplate, but instead have a plug installed. Do not
attempt to install the brake wear indicator in these
ports.
5. Start the engine. Allow the steering system
pressure to stabilize and the brake
accumulators to fill.
21
6. While fully applying the service brake pedal, 7. Release the brakes. Turn off the engine and
check the wear on each brake disc as follows: wait 90 seconds to allow the steering
accumulators to depressurize completely.
a. Remove cover (1, Figure 30-6) from the
brake wear indicator. 8. Open the bleed down valves on the brake
manifold in the hydraulic brake cabinet to
b. Push pin (8) inward until it stops against the
depressurize the brake accumulators. Close the
brake piston.
bleed down valves after the pressure is
c. Measure the distance from indicator pin end completely released.
face (2) to housing face (3).
9. If not permanently installing the brake wear
 If indicator pin end face (2) is even with indicators, remove the brake wear indicators
housing face (3) or below, disc pack is worn to and reinstall the plug in each port.
the maximum safe wear limits. The brakes
should be scheduled for rebuild. NOTE: Checking the brake disc wear in all the brake
assemblies is recommended. Disc wear in one brake
 If indicator pin end face (2) extends beyond
assembly may be different from another due to
housing face (3), brake disc wear is still within
dissimilar operation of parts and/or haul profiles
allowable limits.
which require repeated braking while steering in one
d. Pull pin (8) outward until it stops against tool direction only.
housing (6). Install cover (1).
10. Service the hydraulic tank as required.
11. If brake repairs are necessary, refer to
Disassembly and assembly section Brake
system.
NOTE: If any leakage is observed around the brake
wear indicator, replace O-rings (4, 5, and 7).
FIGURE 30-6. BRAKE WEAR INDICATOR

1. Cover 5. O-Ring
2. Indicator Pin End Face 6. Housing
3. Housing Face 7. O-Ring
4. O-Ring 8. Indicator Pin
22
Brake valve bench test and adjustment

The following parts and test equipment will be • Hose fittings for valve ports:
required to completely bench test and adjust the Port PX . . . . . . . . . . . . . . . . . 7/16 in., # 4 SAE
brake valve. Ports P1, P2, B1 and B2 . . . . . . 3/4 in., #8 SAE
Port T . . . . . . . . . . . . . . . . 1 1/16 in., #12 SAE
• Three 20 680 kPa (3,000 psi) pressure gauges
• Ohmmeter or continuity tester
• Hydraulic pressure supply, regulated to 18 960
kPa (2,750 psi)
NOTE: It is possible to check the pressures with the
• Hydraulic test stand brake valve installed and connected to the vehicle.
Remove the brake pedal assembly and actuator cap
and boot assembly to adjust individual brake circuit
pressures.
FIGURE 30-7. TEST BENCH SETUP
1. Motor 5. Needle Valve 9. Simulated Brake Volume

2. Pump 6. Brake Valve 10. Rear Brake Pressure Gauge
3. System Pressure Gauge 7. Front Brake Pressure Gauge 11. Relief Valve
4. Needle Valve 8. Shutoff Valves
23
Test setup procedure Brake valve output pressure adjustment

1. Position the valve in the fixture to allow plungers 1. Install the pedal pivot shaft in the actuator base
to be activated by hand using a lever. Refer to by itself without installing the pedal assembly.
Figure 30-7. 2. By placing a screwdriver or pry bar under the
2. Attach the pilot input supply pressure to the pilot pivot pin and on top of the threaded plunger
port labeled “PX” on the rear of the valve. assembly, each circuit can be actuated
3. Attach the main supply input pressure to the O- individually. Refer to Figure 30-7.
ring ports on the rear of the valve labeled “P1” 3. Gradually apply pressure on each circuit one at
and “P2”. a time to check for leaks around the plunger.
4. Attach the tank return line to the O-ring port Make sure that the adjustment collar is screwed
labeled “T” on the rear of the valve. all the way down on the threads.
5. Attach the regulated output ports “B1” and “B2” 4. “B1” Adjustment: Adjust the adjustment collar
to the test lines. Pressure monitoring devices in up (counterclockwise), starting with one-turn
these two lines must be capable of 20 680 kPa increments until the output pressure at port “B1”
(3,000 psi). Connect all ports according to the is 17 235 ± 517 kPa (2,500 ± 75 psi) with the
diagram shown in Figure 30-7. All ports must be adjustment collar contacting the actuator base
used and connected. (fully actuated). Fine adjustment will require
turning the collar only in 1/8 turn increments.
5. “B2” Adjustment: Adjust the adjustment collar
up (counterclockwise), starting with one-turn
increments until the output pressure at port “B2”
is 17 235 ± 517 kPa (2,500 ± 75 psi) with the
All ports must be used. Relieve pressure before adjustment collar contacting the actuator base
disconnecting hydraulic and other lines. Tighten (fully actuated). Fine adjustment will require
all connections before applying pressure. turning the collar only in 1/8 turn increments.
Avoid spillage and contamination! Avoid contact 6. Tighten the set screws in the adjustment collars
with hot oil if the machine has been operating. to 3 - 4 Nm (25 - 30 in lb). The entire plunger
The oil will be at very high pressure. may have to be rotated to get to the set screws.
Hydraulic fluid escaping under pressure can have 7. Check the pressures again after tightening the
sufficient force to enter a person's body by set screws. If the pressures have moved out of
penetrating the skin and cause serious injury and specified range, loosen the appropriate set
possibly death if proper medical treatment by a screw and re-adjust.
physician familiar with this injury is not received 8. Cycle each circuit 50 times using pilot apply.
immediately. This is done by closing needle valve (5, Figure
30-7) and opening needle valve (4). Read the
• Start the hydraulic pump and regulate output pressure on gauges (7) and (10). Close valve
pressure to 18 960 kPa (2,750 psi) at pressure (4) and open valve (5). The pressure gauges
gauge (3). Pressure gauges (7) and (10) should should read zero.
read zero. 9. Recheck the pressures after cycling. If they
• Pilot supply circuit pressure must also be 18 960 have changed, re-adjust the pressures.
kPa (2,750 psi).
• Return line pressure during this test is not to
exceed 34 kPa (5 psi).
• Test the valve with ISO 32 grade hydraulic oil at
49 ± 3 °C (120 ± 10 °F).
24
Final test and adjustment 7. Adjust the set screw until it is just touching the
cap.
1. The brake pedal actuator must be installed on
the brake valve body before the final test and 8. Continue turning the set screw until the
adjustment. Refer to "Disassembly and pressure begins to rise on one of the brake
assembly of brake valve" in Disassembly and apply pressure gauges.
assembly section Brake system. 9. Back off the set screw by 1/8 turn.
NOTE: The final test and adjustment procedure can 10. Tighten the jam nut and remove the shim that
also be performed with the brake valve installed in was inserted previously.
the truck. Install the gauges at the “B1” and “B2” 11. Fully stroke the brake pedal actuator to verify
diagnostic test connectors in the brake cabinet. that the output pressures at port “B1” and “B2”
2. Reinstall the brake valve with the actuator pedal are within specifications.
attached on the test stand.
NOTE: If the pedal is adjusted properly, the spring
3. With the test stand pump adjusted for 18 960 and spring pivots will not interfere with pedal travel.
kPa (2,750 psi) or with the engine running and
the brake system supply pressure at or above 12. If the pressures are not within specifications, re-
18 960 kPa (2,750 psi), depress the pedal as adjust the set screw. If the pressure is within
quickly as possible. The pressure on the output specifications, apply a few drops of Loctite to
circuits must reach at least 17 235 ± 517 kPa the jam nut.
(2,500 ± 75 psi) at port “B1” and port “B2” within 13. Check for internal leakage at port “T”. Leakage
one second. Measurement of time begins the must be less than 100 cc/minute with the valve
moment force is applied to move the pedal. in the released position and system pressure
4. With “B1” and “B2” plugged into a strip chart supplied to the “P1” and “P2” inlet ports.
recorder (if available), check the modulation by 14. “T” port leakage must be less than 250 cc/
slowly applying pressure until the maximum minute with valve pilot pressure or manually
pressure is reached. Make sure that the applied.
pressure increase is smooth and no sticking of
the spools is observed. Fully depress the pedal.
The pressures must remain within specification
at “B1” and “B2” for 20 seconds.
5. Adjust the set screw until it is not touching the
actuator cap. Apply Loctite® 242 to the
adjustment screw before setting the deadband.
6. Set the deadband by placing a 0.254 mm (0.010
in.) thick shim at location (9) between the pedal
structure and the return stop boss on the pivot
structure.
25
Dual relay valve bench test and adjustment • Hose fittings for valve ports:
Port PX . . . . . . . . . . . . . . . . . 7/16 in., # 4 SAE
The following parts and test equipment will be Ports B1 and B2 . . . . . . . . . . . . 3/4 in., #8 SAE
required to completely bench test the dual relay Port T. . . . . . . . . . . . . . . . . 1 1/16 in., #12 SAE
valve.
• Ohmmeter or continuity tester
• Four 20 680 kPa (3,000 psi) pressure gauges
NOTE: It is possible to check the pressures with the
• Hydraulic pressure supply, regulated to 18 960 dual relay valve installed on the truck by using the
kPa (2,750 psi) brake treadle valve to modulate pilot pressure and
• Hydraulic test stand monitoring brake apply pressure in the appropriate
brake apply pressure lines.
FIGURE 30-8. DUAL RELAY VALVE BENCH TEST SETUP
1. Motor 6. Needle Valve 10. RH Brake Apply Pressure

2. Pump (Pressure Bleed to Tank) Gauge
3. Main Pressure Gauge 7. Pilot Pressure Gauge 11. Needle Valve
4. Pressure Regulator 8. Dual Relay Valve 12. Needle Valve
(Pilot Pressure) 9. LH Brake Apply Pressure 13. Shutoff Valves
5. Needle Valve Gauge 14. Simulated Brake Volume
(Pilot Pressure Release) 15. Relief Valve
26
Test setup procedure Relay valve output pressure adjustment

1. Position the valve on the test stand as shown in 1. With the pump operating and supply pressure
Figure 30-8. and pilot pressure adjusted as described earlier
2. Attach the pilot input supply line to the port inspect the valve for leakage.
labeled “PX” on the side of the valve. 2. With 17 235 kPa (2,500 psi) of pilot pressure
3. Attach the main supply input pressure line to the applied, verify that pressure gauges (9) and (10)
port on the front of the valve labeled “P”. read 17 235 ± 517 kPa (2,500 ± 75 psi).
4. Attach the tank return line to the port labeled 3. Close pilot supply needle valve (5) and open
“T”. pilot pressure release needle valve (6) to bleed
5. Attach the regulated output ports “B1” and “B2” pressure back to the reservoir. Pilot pressure
to the test lines. Pressure monitoring devices in gauge (7) and regulated output pressure
these two lines must be capable of 20 680 kPa gauges (9) and (10) should drop to zero.
(3,000 psi). Connect all ports according to the 4. Repeat Steps 2 and 3 approximately 50 times
diagram shown in Figure 30-8. All ports must be to cycle the valve from minimum to maximum
used and connected. apply pressure.
5. Verify that the output pressure remains within
specifications. If not, the valve must be rebuilt.
6. While observing pilot pressure gauge (7) and
regulated output pressure gauges (9) and (10),
All ports must be used. Relieve pressure before apply pilot pressure slowly and steadily until
disconnecting hydraulic and other lines. Tighten 17 235 kPa (2,500 psi) maximum pilot pressure
all connections before applying pressure. is obtained.
Avoid spillage and contamination! Avoid contact Pilot pressure and regulated output pressure
with hot oil if the machine has been operating. must track within 345 kPa (50 psi) after the pilot
The oil will be at very high pressure. pressure reaches 690 kPa (100 psi).
Hydraulic fluid escaping under pressure can have 7. Reduce pilot pressure to zero. Apply 17 235
sufficient force to enter a person's body by kPa (2,500 psi) of pilot pressure as quickly as
penetrating the skin and cause serious injury and possible. Regulated output pressure must
possibly death if proper medical treatment by a increase to 17 235 ± 517 kPa (2,500 ± 75 psi)
physician familiar with this injury is not received within one second after pressure is applied to
immediately. the pilot line.
8. Check for internal valve leakage from port “T”
6. Start the hydraulic pump and regulate output with full supply pressure (port “P”) applied.
pressure at 18 960 kPa (2,750 psi) at pressure
 With pilot pressure released, leakage must
gauge (3). Pressure gauges (9) and (10) should not exceed 100 cc/minute.
read zero.
 With 17 235 kPa (2,500 psi) of pilot
7. Adjust pressure regulator (4) to set pilot supply
pressure applied, leakage must not exceed
pressure to 17 235 kPa (2,500 psi) on gauge 150 cc/minute.
(7).
8. Return line pressure during this test is not to
exceed zero.
9. Test the valve with ISO 32 grade hydraulic oil at
49 ± 3 °C (120 ± 10 °F).
27
960E Dump truck

© 2011 KOMATSU
All Rights Reserved
28
CEN30004-02
960E

960E-1 A30003 - A30026
960E-1K A50003 and up
960E-2 A30027 and up

Accumulators and suspensions
Accumulator charging and storage ....................................................................................................................... 3
Accumulator leak testing....................................................................................................................................... 8
Suspension oiling and charging procedures ....................................................................................................... 10
Suspension pressure test ................................................................................................................................... 17
1
NOTES
2
Accumulator charging and storage 1. Turn the key switch OFF and allow at least 90
seconds for the steering accumulators to
Accumulator charging procedures depressurize completely.
2. Open bleed down valves (1, Figure 30-1) and
(2) to depressurize the brake accumulators.
3. To verify that the brake accumulators are
depressurized, press the brake lock switch (key
Do not loosen or disconnect any hydraulic line or switch ON, engine off) and applying the service
component until the engine is stopped and the brake pedal. The service brake light should not
key switch has been OFF for at least 90 seconds. come on.
4. Close the bleed down valves.
Pure dry nitrogen is the only gas approved for
use in the brake accumulator. The accidental
charging of oxygen or any other gas in this
compartment may cause an explosion. Ensure
that pure dry nitrogen gas is being used to
charge the accumulator.
Before charging or discharging nitrogen gas in

the accumulator, carefully read and understand
the warning labels and instructions regarding the
charging valve.
Only precharge accumulators to 9653 kPa (1400

psi) while installed on the truck. Never handle an
accumulator with lifting equipment if the nitrogen
precharge pressure is over 827 kPa (120 psi).
Always set the precharge to 690 - 827 kPa (100 -
120 psi) before removing or installing the
accumulators. FIGURE 30-1. BRAKE MANIFOLD
Ensure that the nitrogen supply is shut off before 1. Accumulator Bleed Down Valve
attaching the charging manifold to the nitrogen (Rear Brake)
container. 2. Automatic Apply Valve
3. Accumulator Bleed Down Valve
(Front Brake)
NOTE: If one accumulator is low on nitrogen, it is
recommended that both accumulators be checked
and charged at the same time. Correct precharge
pressure is the most important factor in prolonging 5. Ensure that all hydraulic pressure has been
accumulator life. relieved from the hydraulic system. Remove the
bleed plug in the port valve at the bottom of
each accumulator to vent any residual pressure.
NOTE: Use only nitrogen that meets or exceeds CGA
(Compressed Gas Association) specification G-10.1 NOTE: If a new or rebuilt accumulator (or any bladder
for type 1, grade F. The nitrogen should be 99.9% accumulator with all nitrogen discharged) is being
pure. Use only nitrogen cylinders with standard CGA precharged while installed on the truck and
number 580 connections with the appropriate high connected to the hydraulic system, the oil side of the
pressure regulator. accumulator must be vented to allow proper bladder
expansion. Trapped air or oil on the hydraulic side of
the bladder will prevent the proper precharge
pressure to be obtained for safe operation.
3
6. Brake accumulator: Remove protective cap (1, 7. Close shutoff valves (3, Figure 30-4) on control
Figure 30-2) from the gas valve. manifold (5).
8. Connect the nitrogen charging kit to nitrogen
container (1). Open the valve on the container.
9. Turn the “T” handle on charging valve adapter
(6) all the way out (counterclockwise).
10. Close the bleed valve at the bottom of the
accumulator.
FIGURE 30-2. GAS VALVE COMPONENTS -

BRAKE ACCUMULATOR
1. Protective Cap 2. Charging Valve
Steering accumulator: Remove valve guard (5,

Figure 30-3) from gas valve manifold (1).Remove the FIGURE 30-4. NITROGEN CHARGING KIT
valve cap from charging valve (6).
1. Nitrogen Container 4. Pressure Gauge
2. Regulator 5. Control Manifold
3. Shutoff Valve 6. Charging Valve
Adapter
11. Attach the charging valve adapter to the

charging valve on the accumulator. Make sure
that the hose does not loop or twist. Tighten the
swivel nut on the charging valve adapter finger-
tight.
12. Brake accumulator: Turn the “T” handle on
charging valve adapter (6) clockwise to open
the accumulator gas valve. Do not turn the “T”
handle all the way down as it will damage the
valve core.
FIGURE 30-3. GAS VALVE COMPONENTS - Steering accumulator: Hold charging valve
STEERING ACCUMULATOR body (6, Figure 30-5) with a wrench while
1. Gas Valve Manifold 6. Charging Valve unscrewing swivel nut (4) three complete turns
2. O-ring 7. Flat Gasket with another wrench. This will open the poppet
3. Capscrew 8. Gas Valve inside the accumulator gas valve.
4. Lockwasher 9. Pressure Switch
5. Valve Guard
4
13. Set the regulator for 172 kPa (25 psi), then 16. Brake accumulator: Turn the “T” handle on
slightly open the valve on the nitrogen container charging valve adapter (6) all the way out
to slowly fill the accumulator. (counterclockwise) to close the accumulator gas
valve.
• The proper fill time for the brake accumulator is
approximately three minutes. Steering accumulator: Hold charging valve
body (6, Figure 30-5) with a wrench while
• The proper fill time for the steering accumulator is
tightening swivel nut (4) to 7 - 11 N·m (5 - 8 ft
approximately four minutes.
lb) with another wrench. This will close the
poppet inside the accumulator gas valve.
17. Hold the gas valve on the accumulator
stationary. Loosen the swivel nut on the
charging valve adapter to remove the nitrogen
If the precharge is not added slowly, the bladder charging kit.
may suffer permanent damage. A “starburst”
rupture in the lower end of the bladder is a 18. Use a common leak reactant to check for
characteristic failure caused by charging too nitrogen leaks.
quickly. 19. Brake accumulator: Install protective cap (1,
14. When 172 kPa (25 psi) of precharge pressure is Figure 30-2) on the gas valve.
obtained, close the nitrogen container valve. Set Steering accumulator: Install the valve cap on
the regulator for the precharge pressure based charging valve (6, Figure 30-3) finger-tight.
on the current ambient temperature. Refer to Install valve guard (5) on gas valve manifold (1).
Table 1. Then, open the nitrogen container
valve again and fill the accumulator.
15. After the accumulator is charged to the desired
pressure, wait 15 minutes to allow the gas
temperature to stabilize. If the desired
precharge pressure is exceeded, close the
nitrogen container valve and slowly open the
bleed valve at the bottom of the accumulator
until the correct precharge pressure is obtained.
Refer to Table 1.
Do not reduce the precharge pressure by

depressing the valve core with a foreign object.
High pressure may rupture the rubber valve seat.
FIGURE 30-5. CHARGING VALVE

1. Valve Cap 6. Valve Body
2. Seal 7. O-ring
3. Valve Core 8. Valve Stem
4. Swivel Nut 9. O-ring
5. Rubber Washer
5
Temperature variation can affect the precharge Precharge maintenance

pressure of an accumulator. As the temperature
increases, the precharge pressure increases.
Conversely, decreasing temperature will decrease
the precharge pressure. In order to ensure the
accuracy of the accumulator precharge pressure, the If the low accumulator precharge warning is
temperature variation must be accounted for. active when the key switch is turned ON, do not
attempt to start the engine. Permanent bladder
A temperature variation factor is determined by the damage may result. Check the steering
ambient temperature when charging the accumulator accumulator precharge pressure and adjust it if
on a truck that has been shut down for one hour. necessary.
Refer to Table 1 for precharge pressures in different
ambient operating conditions that the truck is 1. When starting the truck, turn the key switch to
currently exposed to during the charging procedure. the ON position and wait to confirm that the low
accumulator precharge warning does not stay
For example, assuming that the ambient temperature active after the system check is complete. If the
is 10 °C (50 °F), charge the accumulator to 9 294 kPa warning stays active, do not operate the truck.
(1,348 psi). Notify maintenance personnel.
2. Check the accumulator precharge pressure
every 500 hours. If the precharge pressure is
Table 1: Relationship Between Precharge too low, the bladder will be crushed into the top
Pressure and Ambient Temperature of the shell by hydraulic system pressure and
Ambient Charging Pressure can extrude into the gas stem and become
Temperature ± 70 kPa (10 psi) punctured. This condition is known as "pick out".
One such cycle is sufficient to destroy a bladder.
-23°C (-10°F) and below 8 232 kPa (1,194 psi)
3. Check all sealing areas on the nitrogen side of
-17°C (0°F) 8 412 kPa (1,220 psi) the accumulator (charging valve, pressure
switch, manifold, etc) during every precharge
-12°C (10°F) 8 584 kPa (1,245 psi) maintenance interval to ensure that the seals do
-7°C (20°F) 8 763 kPa (1,271 psi) not leak. Replace all faulty or leaking seals,
valves, etc. Failure to repair leaking nitrogen
-1°C (30°F) 8 943 kPa (1,297 psi) seals may result in a failed accumulator bladder
4°C (40°F) 9 122 kPa (1,323 psi)
or low performance from the accumulator.
NOTE: If the precharge pressure continues to decline
10°C (50°F) 9 294 kPa (1,348 psi)
frequently between precharge maintenance intervals,
16°C (60°F) 9 473 kPa (1,374 psi) and if all nitrogen sealing areas are free of leaks, then
the accumulator bladder most likely has a small hole
21°C (70°F) 9 653 kPa (1,400 psi) in it and must be replaced.
27°C (80°F) 9 832 kPa (1,426 psi) 4. Check all heat shields and exhaust blankets, as
provided, during every precharge maintenance
32°C (90°F) 10 011 kPa (1,452 psi)
interval to ensure that they are in place and
38°C (100°F) 10 184 kPa (1,477 psi) good condition.
43°C (110°F) 10 363 kPa (1,503 psi) NOTE: If the truck is equipped with cold weather
bladder accumulators, the precharge pressure must
49°C (120°F) 10 542 kPa (1,529 psi) be checked every 100 hours because the nitrogen
permeates this bladder material at a much greater
NOTE: A precharge pressure below 8 232 kPa (1,194 rate than the standard bladder material.
psi) is not recommended because of low precharge
pressure warnings. The low accumulator precharge
warning switch activates at 7 584 ± 310 kPa (1,100 ±
45 psi).
6
Accumulator storage procedure Installing a bladder accumulator from storage

Refer to "Accumulator charging procedures" to install
the nitrogen charging kit on the accumulator and to
check the precharge pressure.
• If the precharge pressure is between 172 kPa (25
Always store bladder accumulators with 690 - 827
psi) and 690 kPa (100 psi), set the regulator to
kPa (100 - 120 psi) nitrogen precharge pressure.
690 kPa (100 psi) and slowly charge the
This amount of pressure fully expands the
accumulator to 690 kPa (100 psi). Disconnect the
bladder and holds oil against the inner walls for
nitrogen charging kit from the accumulator and
lubrication and rust prevention. Do not exceed
install the accumulator on the truck. Charge the
827 kPa (120 psi). Storing accumulators with too
accumulator to the correct operating precharge
much pressure is not safe due to possible
pressure.
leakage.
• If the precharge pressure is less than 172 kPa
Only precharge accumulators to 9 653 kPa (1,400 (25 psi), slowly drain off all of the precharge
psi) while installed on the truck. Never handle an pressure and use the following procedure:
accumulator with lifting equipment if the 1. Remove the nitrogen charging kit from the
precharge pressure is over 827 kPa (120 psi). accumulator.
Always set the precharge to 690 - 827 kPa (100 -
120 psi) before removing or installing the 2. Lay the accumulator on a suitable work bench
accumulators. so that the valve port at the bottom of the
accumulator is higher than the top end of the
1. If the accumulator was just rebuilt, ensure that accumulator. Remove the protective cap from
there is approximately 2 liters (64 oz.) of clean the valve port.
C-4 hydraulic oil inside the accumulator before
3. Pour approximately 2 liters (64 oz.) of clean C-4
adding a precharge pressure of 690 kPa (100
hydraulic oil into the accumulator through the
psi).
valve port. Allow time for the oil to run down the
2. Store bladder accumulators with a precharge inside of the accumulator to reach the other
pressure of 690 - 827 kPa (100 - 120 psi). This end.
pressure fully expands the bladder and holds a
4. Lay the accumulator flat on the work bench (or
film of oil against the inner walls for lubrication
floor) and slowly roll the accumulator two
and rust prevention.
complete revolutions. This will thoroughly coat
3. Cover the hydraulic port with a plastic plug to the accumulator walls with a film of oil that is
prevent contamination. Do not use a screw-in necessary for bladder lubrication during the
type plug. charging procedure.
4. Store the accumulator in an upright position.
5. Stand the accumulator upright. Charge the
accumulator to 690 kPa (100 psi). Refer to
"Accumulator charging procedures" for the
Bladder storage proper charging procedure.
The shelf life of bladders under normal storage 6. Remove the nitrogen charging kit. Install the
conditions is one year. Normal storage conditions protective cap on the valve port.
consist of the bladder being heat sealed in a black 7. Install the accumulator on the truck.
plastic bag and placed in a cool dry place away from 8. Charge the accumulator to the correct operating
the sun, ultraviolet and fluorescent lights, and precharge pressure. Again, refer to
electrical equipment. Direct sunlight or fluorescent "Accumulator charging procedures" for the
light can cause the bladder to weather check and dry proper charging procedure.
rot, which will appear on the bladder surface as
cracks.
7
Accumulator leak testing

Leak testing entails checking for internal and external
leaks at high pressure. A source of 24 130 kPa
(3,500 psi) hydraulic pressure and nitrogen
precharge pressure of 9 653 kPa (1,400 psi) will be
required. A small water tank will be necessary for a
portion of the test.
1. Brake accumulator: Remove protective cap (1,
Figure 30-7) from the gas valve.
2. Steering accumulator: Remove valve guard
(5, Figure 30-8) from gas valve manifold
(1).Remove the valve cap from charging valve
(6).
3. Close shutoff valves (3, Figure 30-6) on control
manifold (5).
4. Connect the nitrogen charging kit to nitrogen
container (1). Open the valve on the container.
5. Turn the “T” handle on charging valve adapter
(6) all the way out (counterclockwise).
6. Close the bleed valve at the bottom of the BRAKE ACCUMULATOR
accumulator.
1. Protective Cap 2. Charging Valve

FIGURE 30-6. NITROGEN CHARGING KIT STEERING ACCUMULATOR
1. Nitrogen Container 4. Pressure Gauge 1. Gas Valve Manifold 6. Charging Valve
2. Regulator 5. Control Manifold 2. O-ring 7. Flat Gasket
3. Shutoff Valve 6. Charging Valve 3. Capscrew 8. Gas Valve Assembly
Adapter 4. Lockwasher 9. Pressure Switch
5. Valve Guard
8
7. Attach the charging valve adapter to the 10. Brake accumulator: Turn the “T” handle on
charging valve on the accumulator. Make sure charging valve adapter (6, Figure 30-6) all the
that the hose does not loop or twist. Tighten the way out (counterclockwise) to close the
swivel nut on the charging valve adapter finger- accumulator gas valve.
tight.
Steering accumulator: Hold charging valve
8. Brake accumulator: Turn the “T” handle on body (6, Figure 30-9) with a wrench while tight-
charging valve adapter (6) clockwise to open ening swivel nut (4) to 7 - 11 N·m (5 - 8 ft lb)
the accumulator gas valve. Do not turn the “T” with another wrench. This will close the poppet
handle all the way down as it will damage the inside the accumulator gas valve.
valve core.
11. Submerge the accumulator assembly under
Steering accumulator: Hold charging valve water and observe it for 20 minutes. No leakage
body (6, Figure 30-9) with a wrench while (bubbles) is permitted from the gas valve at the
unscrewing swivel nut (4) three complete turns top or the valve port at the bottom. If leakage is
with another wrench. This will open the poppet present, proceed to Step 16.
inside the accumulator gas valve.
12. Hold the gas valve on the accumulator
9. Slowly charge the accumulator to 690 kPa (100 stationary. Loosen the swivel nut on the
psi). After 690 kPa (100 psi) is obtained, the charging valve adapter to remove the nitrogen
charging rate can be increased until the charging kit.
accumulator is fully charged to 9 653 kPa (1,400
psi). 13. Brake accumulator: Install protective cap (1,
Figure 30-7) on the gas valve.
Steering accumulator: Install the valve cap on
charging valve (6, Figure 30-8) finger-tight.
Install valve guard (5) on gas valve manifold (1).
14. Ensure that the bleed valve at the bottom of the
accumulator is closed. Connect a hydraulic
power supply to the valve port at the bottom of
the accumulator.
15. Pressurize the accumulator with oil to 24 130
kPa (3,500 psi). This may take 6 to 8 gallons of
oil. No external oil leakage is permitted.
16. Slowly relieve oil pressure and remove the
hydraulic power supply. Install the protective
cap on the valve port to prevent contamination.
17. Install the nitrogen charging kit.
• If any gas or oil leakage was present, discharge
FIGURE 30-9. CHARGING VALVE all nitrogen gas from the accumulator. Repair the
accumulator as necessary.
1. Valve Cap 6. Valve Body
2. Seal 7. O-ring • If there were no leaks, adjust the precharge
3. Valve Core 8. Valve Stem pressure to 690 - 827 kPa (100 - 120 psi).
4. Swivel Nut 9. O-ring 18. Verify that all warning and caution labels are
5. Rubber Washer attached and legible. Install new labels as
required.
9
Suspension oiling and charging Equipment list

procedures • Hydrair charging kit
These procedures cover the oiling and charging of
• Jacks and/or overhead crane
Hydrair® II suspensions on Komatsu electric drive
dump trucks. • Support blocks for:
Oiling height dimensions (front and rear)
Suspensions which have been properly charged will Charging height dimensions (front only)
provide improved handling and ride characteristics
while also extending the fatigue life of the truck frame • Hydrair II oil
and improving tire wear. • Friction modifier
NOTE: Inflation pressures and exposed piston • Dry nitrogen
lengths are calculated for a normal truck gross
vehicle weight (GVW). Additions to truck weight by
adding body liners, tailgates, water tanks, etc, should If both the front and rear suspensions are to be
be considered part of the payload. Keeping the truck serviced at the same time, service the front
GVW within the specification shown on the Grade/ suspensions first. Do not remove the front
Speed Retard chart in the operator cab will extend suspension nitrogen charging blocks until after the
the service life of the truck main frame and allow the rear suspensions have been completely serviced.
suspensions to produce a comfortable ride.
Installing the charging kit

1. Assemble the charging kit as shown in Figure
All Hydrair II suspensions are charged with 30-10, and attach it to a container of pure dry
compressed nitrogen gas with sufficient pressure nitrogen (8).
to cause injury and/or damage if improperly
2. Remove the protective covers and charging
handled. Follow all safety instructions, cautions,
valve caps from the suspensions.
and warnings provided in the following
procedures to prevent any accidents during 3. Turn "T" handle valves (1) of charging valve
oiling and charging. adapters (2) completely counterclockwise.
4. Make sure that outlet valves (3) and inlet valve
Proper charging of Hydrair II suspensions requires
(4) are closed (turned completely clockwise).
that three basic conditions be established in the
following order: 5. Turn the swivel nut (small hex) on the charging
valve three full turns counterclockwise to unseat
1. The oil level must be correct. the valve.
2. The suspension piston rod extension for 6. Attach charging valve adapters (2) to each
nitrogen charging must be correct. suspension charging valve stem.
3. The nitrogen charge pressure must be correct. 7. Turn "T" handle valves (1) clockwise. This will
For best results, Hydrair II suspensions should be depress the core of the charging valve and open
charged in pairs (fronts together and rears together). the gas chamber of the suspension.
If rear suspensions are to be charged, the front 8. Open both outlet valves (3).
suspensions should be charged first.
NOTE: By selective opening and closing of outlet
NOTE: For longer life of suspension components, a valves (3), and inlet valve (4), suspensions may be
friction modifier should be added to the suspension charged separately or together.
oil. See the oil and nitrogen specification charts in the
Specifications section.
NOTE: Setup dimensions must be maintained during
oiling and charging procedures. However, after the
truck has been operated, these dimensions may vary.
10
Support blocks for oiling and charging

dimensions
Before starting the oiling and charging procedures,
supports should be fabricated to maintain the correct
exposed piston rod extensions.
Nitrogen charging support blocks for the rear

suspension are no longer necessary. However,
oiling blocks are necessary to properly set the
oiling height.
Exposed piston rod extensions are specified for both
oil level and nitrogen charging for Hydrair II
suspensions. These dimensions are listed in the
tables below. Measure the dimensions from the face
of the cylinder gland to the machined surface on the
spindle at the front suspension. At the rear
FIGURE 30-10. HYDRAIR CHARGING KIT suspension, measure from the face of the cylinder
gland to the piston flange.
NOTE: The arrangement of parts may vary from
the illustration depending on the kit part number. Support blocks may be made in various forms. Mild
steel materials are recommended. Square stock or
1. “T” Handle Valve pipe segments at least 25 mm (1 in.) may be used.
2. Charging Valve Adapter The blocks must be capable of supporting the weight
3. Manifold Outlet Valves (from gauge) of the truck during oiling and charging procedures
4. Inlet Valve (from regulator) while avoiding contact with plated surfaces and seals
5. Regulator Valve (Nitrogen Pressure) on the suspension. Refer to Figure 30-11 for front
6. Manifold suspension support block placement and Figure 30-
7. Charging Pressure Gauge (Suspensions) 13 for rear support block placement.
8. Dry Nitrogen Gas Container
Removing the charging kit Table 2: FRONT SUSPENSION DIMENSIONS

(EMPTY)
1. Close both outlet valves (3).
OILING HEIGHT CHARGING HEIGHT CHARGING PRESSURE
2. Turn "T" handles (1) counterclockwise to
25.4 mm 219 mm *3 282 kPa
release the charging valve cores.
(1.0 in.) (8.62 in.) (476 psi)
3. Remove charging valve adapters (2) from the
* Charging pressures are for reference only and may vary depending on
charging valves. body weights.
4. Tighten the swivel nut (small hex) on the
charging valve. If a new charging valve is being
used, tighten the swivel nut to 15 N·m (11 ft lb), Table 3: REAR SUSPENSION DIMENSIONS
then loosen and retighten the swivel nut to 15 (EMPTY)
N·m (11 ft lb). Loosen the swivel nut again and OILING HEIGHT CHARGING HEIGHT CHARGING PRESSURE
retighten to 6 N·m (50 in lb). Install the valve
53.0 mm 218 mm *1 351 kPa
cap finger-tight.
(2.1 in.) (8.60 in.) (196 psi)
5. Install the charging valve caps and protective
* Charging pressures are for reference only and may vary depending on
covers on both suspensions. body weights.
11
Front suspension oiling 5. Remove the charging valve cap. Turn the swivel
nut (small hex) counterclockwise three full turns
to unseat the valve seal. Do not turn the large
hex. The charging valve body has a bleeder
groove in its mounting threads, but for safety of
All Hydrair II suspensions are charged with all personnel, the valve body must not be
compressed nitrogen gas with sufficient pressure loosened until all nitrogen pressure has been
to cause injury and/or damage if improperly released from the suspension.
handled. Follow all the safety notes, cautions and 6. Depress the charging valve core to release
warnings in these procedures to help prevent nitrogen pressure from the suspension. When
accidents during servicing and charging. all nitrogen pressure has been released, the
suspension should have collapsed slowly and
be seated solidly on the support blocks.
Remove the top fill plug next to the charging
valve (See Figure 30-11).
Wear a face mask or goggles while relieving 7. Fill the suspension with clean Hydrair II oil (with
nitrogen pressure. Make sure that all personnel 6% friction modifier) until the cylinder is full to
are clear and support blocks are secure before the top of the fill plug bore. Use drip pans and
relieving nitrogen pressure from the suspension. clean all spillage from the outside of the
An unsecured block could fly loose as weight is suspension. Allow the suspension to settle for at
applied, causing serious injury to nearby least 15 minutes to clear any trapped nitrogen
personnel and/or damage to the equipment. and bubbles from the oil. Add more suspension
Overhead clearance may be reduced rapidly and oil if necessary. Install a new O-ring on the fill
suddenly when nitrogen pressure is released. plug and install the plug.
NOTE: For longer life of suspension components, a
friction modifier should be added to the suspension
Specifications section.
1. Park the unloaded truck on a hard, level
surface. Place the directional control lever in
PARK.
2. Place wheel chocks in front of and behind both
sets of rear tires to prevent roll away.
NOTE: Do not place wheel chocks around the front
tires. The front tires will roll forward and backward a
small amount as the suspension travels up and down
during the suspension charging process.
3. Thoroughly clean the area around the charging
valve on the suspensions. Remove the
protective covers from the charging valves.
4. Position and secure oiling height dimension
blocks 180° apart to provide stability (See
Figure 30-11). When nitrogen pressure is
released, the suspensions will lower and rest on
the blocks.
Ensure that the blocks do not mar or scratch the
plated surfaces of the pistons or damage wiper
seals in the lower bearing retainer. Support
blocks must seat on the spindle and the cylinder
housing. FIGURE 30-11. FRONT SUSPENSION
12
Front suspension nitrogen charging
Dry nitrogen is the only gas approved for use in

Lifting equipment (crane or hydraulic jacks) must Hydrair II suspensions. Charging of these
be of sufficient capacity to lift the truck weight. components with oxygen or other gases may
Make sure that all personnel are clear of the lift result in an explosion which could cause
area before the lift is started. Clearances under fatalities, serious injuries and/or major property
the truck may be suddenly reduced. damage. Use only nitrogen gas meeting the
1. If removed, install the charging valve with new specifications shown in the oil and nitrogen
O-ring (9, Figure 30-12). Lubricate the O-ring specification charts in the Specifications section.
with clean Hydrair oil. 3. Install the Hydrair charging kit and a bottle of
2. Tighten valve body (large hex) (6) to 23 N·m (17 pure dry nitrogen. Refer to "Installing the
ft lb). Swivel nut (small hex) (4) must be charging kit".
unseated by turning it counterclockwise three 4. Charge the suspensions with nitrogen gas to
full turns. 50.8 mm (2 in.) greater than the charging height
listed in Table 2. Close inlet valve (4, Figure 30-
10).
NOTE: If the truck starts to lift off the blocks before
charging pressure is attained, stop charging.
5. Remove the oiling blocks from the suspensions
and install the nitrogen charging blocks. Secure
the blocks to prevent accidental dislodging.
NOTE: Use caution to prevent damage to plated
cylinder surfaces and oil seals when installing the
blocks.
6. Remove the center hose from manifold (6).
7. Open inlet valve (4) until the pressure drops
below the pressure listed in Table 2, then close
the valve.
8. Install the center hose to manifold (6).
9. Charge the suspensions to the pressure listed
FIGURE 30-12. CHARGING VALVE in Table 2. Do not use an overcharge of nitrogen
to lift the suspensions off the charging blocks.
1. Valve Cap 6. Valve Body 10. Close inlet valve (4). Leave outlet valves (3)
2. Seal 7. O-Ring open for five minutes to allow the pressures in
3. Valve Core 8. Valve Stem the suspensions to equalize.
4. Swivel Nut 9. O-Ring 11. Close outlet valves (3). Remove the charging kit
5. Rubber Washer components. Refer to "Removing the charging
kit".
12. If the charging valve is being reused, tighten
swivel nut (4, Figure 30-12) to 6 N·m (50 in lb).
13
13. If a new charging valve is being used, tighten Rear suspension oiling
the swivel nut to 15 N·m (11 ft lb), then loosen
and retighten the swivel nut to 15 N·m (11 ft lb).
Loosen the swivel nut again and retighten to 6
N·m (50 in lb). Install the valve cap finger-tight.
All Hydrair II suspensions are charged with
14. Install the protective guard over the charging
compressed nitrogen gas with sufficient pressure
valve.
to cause injury and/or damage if improperly
NOTE: If the rear suspensions are to be serviced at handled. Follow all the safety notes, cautions and
this time, leave the nitrogen charging blocks in place warnings in these procedures to help prevent
on the front suspensions until after the rear accidents during servicing and charging.
suspensions are completely serviced.
Ensure that there is adequate overhead clearance Wear a face mask or goggles while relieving
before raising the body. nitrogen pressure. Make sure that all personnel
are clear and support blocks are secure before
15. Raise the truck body in order to extend the front relieving nitrogen pressure from the suspension.
suspensions, allowing for removal of the An unsecured block could fly loose as weight is
nitrogen charging blocks. If the suspensions do applied, causing serious injury to nearby
not extend after raising the body, turn the personnel and/or damage to the equipment.
steering wheel from stop to stop several times. Overhead clearance may be reduced rapidly and
If the suspensions still do not extend enough to suddenly when nitrogen pressure is released.
allow for removal of the blocks, use a crane or
floor jacks to raise the truck and remove the NOTE: For longer life of suspension components, a
blocks. friction modifier should be added to the suspension
Any time the suspensions are recharged, the Specifications section.
calibration of the Payload Meter system is affected.
Refer to the Payload Meter III section and perform a 1. Park the unloaded truck on a hard, level
“Clean Truck Tare”. This will ensure accurate payload surface. Place the directional control lever in
records. PARK.
2. Place wheel chocks in front of and behind both
The front Hydrair II suspensions are now ready for sets of rear tires to prevent roll away.
operation. Visually check piston extension with the
truck both empty and loaded. Record the extension NOTE: Do not place wheel chocks around the front
dimensions. Maximum downward travel is indicated tires. The front tires will roll forward and backward a
by the dirt ring at the base of the piston. Operator small amount as the suspension travels up and down
comments on steering response and suspension during the suspension charging process.
rebound should also be noted. 3. Position and secure oiling support blocks (2,
NOTE: The empty ride height may be less than the Figure 30-13) in place so the blocks are seated
charging ride height. Also, the suspension height between main frame (1) and rear axle housing
between the left and right suspensions may not (3). A block should be used on both the left and
always be the same due to the fuel level in the fuel right sides of the truck.
tank. 4. Remove charging valve cap (1, Figure 30-12).
Turn swivel nut (small hex) (4) counterclockwise
three full turns to unseat the valve seal. Do not
turn valve body (large hex) (6). The charging
valve body has a bleeder groove in its mounting
threads, but for safety of all personnel, the valve
body must not be loosened until all nitrogen
pressure has been released from the
suspension.
14
5. Depress the charging valve core to release 7. Install the vent plug and pressure sensor onto
nitrogen pressure from the suspension. When the suspension.
all nitrogen pressure has been released, loosen 8. Install a new O-ring onto the charging valve.
and remove the fill plug. The suspension should Lubricate the O-ring with clean Hydrair II oil.
have collapsed slowly as gas pressure was
9. Install the charging valve onto the suspension.
released. The weight of the truck is now
Tighten valve body (6, Figure 30-12) to 23 N·m
supported by the support blocks.
(17 ft lb).
NOTE: A plastic tube can be used to help bleed off
trapped air inside the piston.
6. Remove the vent plug, pressure sensor, and
charging valve (See Figure 30-14). Use one of
the open ports to fill the suspension with clean
Hydrair oil (with 6% friction modifier). Fill until
clean oil seeps from the open ports. Use drip
pans and clean all spillage from the outside of
the suspension. Allow the suspension to settle
for at least 15 minutes to clear any trapped
nitrogen and bubbles from the oil. Add more
suspension oil if necessary.
FIGURE 30-14. REAR SUSPENSION

1. Main Frame
FIGURE 30-13. OILING BLOCK INSTALLATION 2. Charging Valve
3. Rear Axle Housing
1. Main Frame 3. Rear Axle Housing
2. Oiling Support Block
15
Rear suspension nitrogen charging 5. Slowly release gas until the suspensions match
the charging height listed in Table 3.
6. Close inlet valve (4, Figure 30-10). Leave outlet
valves (3) open for five minutes to allow the
pressures in the suspensions to equalize.
Lifting equipment must be of sufficient capacity 7. Make sure that both of the suspension cylinders
to lift the truck weight. Make sure that all are extended the same distance ± 10 mm (0.39
personnel are clear of lift area before lifting is in.). If the difference in the extension from side
started. Clearances under the truck may be to side exceeds this amount, check the front
suddenly reduced. suspensions for equal extension. Adjust the
front suspensions as necessary.
NOTE: A low left front suspension will cause the right
rear suspension to be high. A low right front
suspension will cause the left rear suspension to be
Make sure that the automatic apply circuit has high.
not applied the service brakes during truck
8. Close outlet valves (3). Remove the charging kit
maintenance. If the front brakes are applied
components. Refer to "Removing the charging
during rear suspension charging, the axle cannot
kit".
pivot for frame raising/lowering, and the rear
suspension may be unable to move up or down. 9. If the charging valve is being reused, tighten
swivel nut (4, Figure 30-12) to 6 N·m (50 in lb).
1. If removed, install charging valve with new O-
ring (9, Figure 30-12). Lubricate the O-ring with 10. If a new charging valve is being used, tighten
clean Hydrair oil. the swivel nut to 15 N·m (11 ft lb), then loosen
2. Tighten valve body (large hex) (6) to 23 N·m (17
Loosen the swivel nut again and retighten to 6
ft lb). Swivel nut (small hex) (4) must be
N·m (50 in lb). Install the valve cap finger-tight.
unseated by turning it counterclockwise three
full turns. 11. Install the protective guards over the charging
valves. Install the rubber covers over the piston
rods.
Any time the suspensions are recharged, the
calibration of the Payload Meter system is affected.
Dry nitrogen is the only gas approved for use in Refer to the Payload Meter III section and perform a
Hydrair II suspensions. Charging of these “Clean Truck Tare”. This will ensure accurate payload
components with oxygen or other gases may records.
result in an explosion which could cause
fatalities, serious injuries and/or major property The rear Hydrair II suspensions are now ready for
damage. Use only nitrogen gas meeting the operation. Visually check piston extension with the
specifications shown in the Specifications Chart truck both empty and loaded. Record the extension
at the end of this section. dimensions. Maximum downward travel is indicated
by the dirt ring at the base of the piston. Operator
3. Install the Hydrair charging kit and a bottle of
comments on steering response and suspension
pure dry nitrogen. Refer to "Installing the
rebound should also be noted.
charging kit".
4. Charge the suspensions with nitrogen gas to 38
mm (1.5 in.) greater than the charging height
listed in Table 3.
16
Suspension pressure test 4. Pressurize the suspension with air or nitrogen to

7 585 ± 1 380 kPa (1,100 ± 200 psi).
The suspension assembly should be tested for
leakage after rebuild procedures are completed. If 5. Maintain pressure for a minimum of 20 minutes
leakage occurs, the cause of the leakage must be and check for bubbles at the following locations:
identified, and repaired before the suspension is • Housing bearing/housing joint
installed on the truck.
• Piston/piston seal area
• Charging valve and plugs
6. After the test is complete, remove the assembly
from the water tank and release the air or
The entire suspension assembly must be placed nitrogen pressure. Do not remove the charging
in a containment device that will keep the valve from the suspension.
suspension piston in the retracted position and
7. Remove the suspension from the containment
prevent it from extending during pressurization.
device.
Make sure that the containment device is capable
of withstanding the applied force. 8. Coat any exposed, unpainted areas with rust
preventive grease.
1. Collapse the suspension until the piston is fully
9. Store the suspension in a collapsed position to
retracted in the housing.
protect the piston chrome surface until it is
2. Make sure that the charging valve and all plugs installed on a truck.
are installed. Attach the pressurization line to
the charging valve.
3. Place the suspension assembly in a
containment device and submerge the entire
assembly in the water tank.
17
960E Dump truck

© 2009 KOMATSU
All Rights Reserved
18
CEN30007-01
860E
960E

860E-1K A30003 - A30030
860E-1KT A30003 - A30030
960E-1 A30003 - A30026
960E-1K A50003 - A30008

Service tools and equipment................................................................................................................................. 3
Detecting leaks ..................................................................................................................................................... 6
System performance test ...................................................................................................................................... 7
Checking system oil .............................................................................................................................................. 8
System flushing..................................................................................................................................................... 9
Installing the manifold gauge set ........................................................................................................................ 10
Recovering and recycling refrigerant ...................................................................................................................11
Evacuating the air conditioning system............................................................................................................... 13
Charging the air conditioning system.................................................................................................................. 14
A/C drive belt checkout procedure...................................................................................................................... 15
1
General information
Servicing an air conditioning system really means
closely monitoring refrigerant flow. For this reason,
the following procedures deal extensively with the
proper use, handling, care and safety factors Federal regulations prohibit venting R-12 and R-
involved in the R-134a refrigerant quality and quantity 134a refrigerant into the atmosphere. An SAE and
in an air conditioning system. UL approved recovery/recycle station must be
Because the refrigerant in an air conditioning system used to recover refrigerant from the A/C system.
must remain pressurized and sealed within the unit to Refrigerant is stored in a container on the unit for
function properly, safety is a major consideration recycling, reclaiming, or transporting. In addition,
when anything causes this pressurized, sealed technicians servicing A/C systems must be
condition to change. The following warnings are certified they have been properly trained to
provided here to alert service personnel to their service the system.
importance before learning the correct procedures. Although accidental release of refrigerant is a
Read, remember, and observe each warning before remote possibility when proper procedures are
beginning actual system servicing. followed, the following warnings must be
observed when servicing A/C systems:
NOTE: If the mine operates a fleet with some trucks
using R-12 and others using R-134a refrigerant, it is • Provide appropriate protection for your eyes
essential that servicing tools that come into contact (goggles or face shield) when working around
with the refrigerant (gauge sets, charging equipment, refrigerant.
recycle/recovery equipment etc.) be dedicated to one • A drop of the liquid refrigerant on your skin
type of refrigerant only in order to prevent cross will produce frostbite. Wear gloves and use
contamination. extreme caution when handling refrigerant.
• If even the slightest trace of refrigerant enters
your eye, flood the eye immediately with cool
water and seek medical attention as soon as
possible.
• Ensure that there is sufficient ventilation
Trucks operating in cold weather climates must
whenever refrigerant is being discharged
continue to keep the A/C system charged during from a system. Keep in mind that refrigerant
cold weather months. Keeping the system is heavier than air and will fall to low-lying
charged helps prevent moisture intrusion into areas.
system oil and desiccants.
• When exposed to flames or sparks, the
components of refrigerant change and
become deadly phosgene gas. This poison
gas will damage the respiratory system if
inhaled. NEVER smoke in an area where
refrigerant is used or stored.
Never leave A/C components, hoses, oil, etc,
exposed to the atmosphere. Always keep sealed • Never direct a steam cleaning hose or torch in
or plugged until the components are to be direct contact with components in the air
installed and the system is ready for evacuation conditioning system. Localized heat can raise
the pressure to a dangerous level.
and charging. PAG oil and receiver-drier
desiccants attract moisture. Leaving system • Do not heat or store refrigerant containers
components open to the atmosphere will allow above 49 °C (120 °F).
moisture to invade the system, resulting in • Do not flush or pressure test the A/C system
component and system failures. using shop air or another compressed air
source. Certain mixtures of air and R-134a
To help prevent air, moisture or debris from refrigerant are combustible when slightly
entering an open system, cap or plug open lines, pressurized. Shop air supplies also contain
fittings, components and lubricant containers. moisture and other contaminants that could
damage system components.
Keep all connections, caps, and plugs clean.
2
Service tools and equipment

Recovery/recycle station
Whenever refrigerant must be removed from the
system, a dual purpose station (Figure 30-1) Mixing different types of refrigerant will damage
performs both recovery and recycle procedures equipment. Dedicate one recovery/recycle station
which follows the new guidelines for handling used to each type of refrigerant processing to avoid
refrigerant. The recovered refrigerant is recycled to equipment damage. DISPOSAL of the gas
reduce contaminants, and can then be reused in the removed requires laboratory or manufacturing
same machine or fleet. facilities.
To accomplish this, the recovery/recycle station Test equipment is available to confirm whether the
separates the oil from the refrigerant and filters the refrigerant in the system is actually the type intended
refrigerant multiple times to reduce moisture, acidity, for the system and has not been contaminated by a
and particulate matter found in a used refrigerant. mixture of refrigerant types.
NOTE: To be re-sold, the gas must be “reclaimed” Recycling equipment must meet certain standards as
which leaves it as pure as new, but requires published by the Society of Automotive Engineers
equipment normally too expensive for all but the (SAE) and carry a UL approved label. The basic
largest refrigeration shops. principals of operation remain the same for all
Equipment is also available to just remove or extract machines, even if the details of operation differ
the refrigerant. Extraction equipment does not clean somewhat.
the refrigerant; it is used to recover the refrigerant
Leak detector
from an A/C system prior to servicing.
The electronic leak detector (Figure 30-2) is very
accurate and safe. It is a small hand-held device with
a flexible probe used to seek refrigerant leaks. A
buzzer, alarm or light will announce the presence of
even the smallest leak.
Some leak detectors are only applicable to one type
of refrigerant. Ensure that the leak detector being
used applies to the refrigerant in the system.
FIGURE 30-1. RECOVERY/RECYCLE STATION

FIGURE 30-2. TYPICAL ELECTRONIC LEAK
DETECTOR
3
Manifold gauge set

A typical manifold gauge set (Figure 30-3) has two
screw type hand valves to control access to the
system, two gauges and three hoses. The gauges
are used to read system pressure or vacuum. The
manifold and hoses are for access to the inside of an
air conditioner, to remove air and moisture, and to put
in, or remove, refrigerant from the system. Shutoff
valves are required within 305 mm (12 in.) of the
hose end(s) to minimize refrigerant loss.
A gauge set for R-134a will have a blue hose with a
black stripe for the low side, a red hose with a black
stripe for the high side, and a yellow hose with a
black stripe for the utility (center) hose. The hoses
use a 1/2 in. ACME female nut on the gauge end.
Special quick disconnect couplings are normally
combined with a shutoff valve on the high and low
side hoses. The free end of the center hose contains
a 1/2 in. ACME female nut and a shutoff device within
305 mm (12 in.) of the hose end. These special
hoses and fittings are designed to minimize FIGURE 30-3. MANIFOLD GAUGE SET
refrigerant loss and to preclude putting the wrong
refrigerant in a system.
NOTE: When hose replacement becomes necessary,
the new hoses must be marked “SAE J2916 R-134a”.
Functions of the manifold gauge set are included in
many of the commercially available recovery or
recovery/recycle stations.
The low pressure gauge registers both vacuum and
pressure. The vacuum side of the scale is calibrated
from 0 to 30 inches of mercury (in. Hg). The pressure
side of the scale is calibrated to 1035 kPa (150 psi).
Never open the hand valve to the high side when

the air conditioning system is operating. High
side pressure, if allowed, may rupture charging
containers and potentially cause personal injury.
The high pressure gauge is used to measure
pressure only on the discharge side of the
compressor. The scale is calibrated to 3450 kPa (500
psi).
4
Service valves Vacuum pump

Because an air conditioning system is a sealed The vacuum pump (Figure 30-5) is used to
system, two service valves are provided on the completely evacuate all of the refrigerant, air, and
compressor to enable diagnostic tests, system moisture from the system by deliberately lowering the
charging or evacuation. Connecting the applicable pressure within the system to the point where water
hoses from the manifold gauge set to the compressor turns to a vapor (boils) and together with all air and
service valves enables each of these to be readily refrigerant is withdrawn (pumped) from the system.
performed.
New and unique service hose fittings (Figure 30-4)
have been specified for R-134a systems. Their
purpose is to avoid accidental cross-mixing of
refrigerants and lubricants with R-12 based systems.
The service ports on the system are quick disconnect
type with no external threads. They do contain a
Schrader type valve. The low side fitting has a
smaller diameter than the high side attachment.
Protective caps are provided for each service valve.
When not being used these caps should be in place
to prevent contamination or damage to the service
valves.
FIGURE 30-5. VACUUM PUMP
FIGURE 30-4. R-134a SERVICE VALVE
1. System Service Port 3. Service Hose

Fitting Connection
2. Quick Connect
5
Detecting leaks Several methods are available for detecting

refrigerant leaks.
Refrigerant leaks are probably the most common
cause of air conditioning problems, resulting from NOTE: The refrigerant is heavier than air and will
improper or no cooling, to major internal component move downward when it leaks. Apply pickup hose or
damage. Leaks most commonly develop in two or test probe on the under-surface of all components to
three places. The first is around the compressor shaft locate leaks.
seal, often accompanied by an indication of fresh
• An electronic leak detector (see Figure 30-2) can
refrigerant oil. If a system is not operated for a while
be used to detect leaks. As the test probe is
(winter months), the shaft seal may dry out and leak moved into an area where traces of refrigerant
slightly. The centrifugal force of the clutch pulley are present, a visual or audible announcement
spinning can also cause the problem. When the indicates a leak. Audible units usually change
system is operated and lubricant wets the seal, the tone or speed as intensity changes.
leak may stop. Such leaks can often be located
• Tracer dyes are available that can be added to
visually or by feeling with your fingers around the
the system as refrigerant is added. The system is
shaft for traces of oil. The R-134a itself is invisible, then operated to thoroughly circulate the dye. As
odorless, and leaves no trace when it leaks, but has a refrigerant escapes, it leaves a trace of the dye at
great affinity for refrigerant oil. the point of leakage, which is then detected using
A second common place for leaks is the nylon and an ultraviolet light (“black light”), revealing a
bright fluorescent glow.
rubber hoses where they are crimped or clamped to
the fittings, or where routing allows abrasion. Other • Soap and water can be mixed together and
threaded joints or areas where gaskets are used applied to system components. Bubbles will
should be visually and physically examined. Moving appear to pinpoint the specific location of leaks.
your fingers along the bottom of the condenser and
evaporator, particularly near the drain hole for the
condensate will quickly indicate the condition of the After determining the location or source of leak(s),
evaporator. Any trace of fresh oil here is a clear repair or replace leaking component(s).
indication of a leak. NOTE: The length of the hose will affect the
Usually, a 50% charged system is enough to find refrigerant capacity. When replacing hoses, always
most leaks. If the system is empty, connect the use the same hose length, if possible.
manifold gauge set to the system and charge at least
1.6 kg (3.5 lbs) of refrigerant into the system.
Before system assembly, check the compressor

oil level and fill to specifications.
Use extreme caution when leak testing a system
while the engine is running. In its natural state,
refrigerant is a harmless, colorless gas. But when
combined with an open flame, it will generate
toxic fumes (phosgene gas) which can cause
serious injuries or death.
6
System performance test

This test is performed to establish the condition of all 8. Feel the hoses and components on the low
components in the system. Observe these conditions side. They should be cool to the touch. Check
during testing: the connections near the expansion valve. The
inlet side should be warm and the outlet side
1. Place a fan in front of the condenser to simulate
should be cold.
normal ram air flow and allow the system to
stabilize. 9. After a minimum of 10 minutes has elapsed and
the system has stabilized, observe the gauge
2. Install a thermometer into the air conditioning
readings. Compare the readings to the
vent closest to the evaporator.
specifications in Table 2.
3. Start the engine and operate at 1000 rpm.
4. Evaluate the readings obtained from the gauges
to see if they match the readings for the ambient NOTE: Pressures may be slightly higher in very
temperature. humid conditions and lower in very dry conditions.
Pressures listed in the table are during compressor
5. Set the air conditioning system at maximum
clutch engagement.
cooling and maximum blower speed operation.
6. Close all windows and doors to the cab.
7. Carefully feel the hoses and components on the 10. Check the cab vents for cool air. Outlet air
high side. All should be warm or hot to the temperature should be approximately 16 - 22 °C
touch. Check the inlet and outlet of receiver- (30 - 40 °F) below ambient air temperature.
drier for even temperatures. If outlet is cooler 11. If pressures and temperatures are not within the
than inlet, a restriction is indicated. specified ranges, the system is not operating
properly. Refer to Troubleshooting section Cab
air conditioning for tips on diagnosing poor
system performance.
Use extreme caution when placing hands on high

side components and hoses. Under most normal
conditions, these items can be extremely hot.
Table 2: NOMINAL R-134a PRESSURE RANGES
Ambient Air Temperature High Side Pressure Low Side Pressure
21 °C (70 °F) 820 - 1 300 kPa (120 - 190 psi) 70 - 138 kPa (10 - 20 psi)
27 °C (80 °F) 950 - 1 450 kPa (140 - 210 psi) 70 - 173 kPa (10 - 25 psi)
32 °C (90 °F) 1 175 - 1 650 kPa (170 - 240 psi) 105 - 210 kPa (15 - 30 psi)
38 °C (100 °F) 1 300 - 1 850 kPa (190 - 270 psi) 105 - 210 kPa (15 - 30 psi)
43 °C (110 °F) 1 450 - 2 075 kPa (210 - 300 psi) 105 - 210 kPa (15 - 30 psi)
NOTE: All pressures in this chart are for reference only. Weight is the only absolute means of determining
proper refrigerant charge.
7
Checking system oil

R-134a air conditioning systems require the use of
Polyalkylene Glycol (PAG) lubricating oil. This is the
only oil recommended for use in this system. The
Komatsu PAG oil (PC2212) is the oil that is furnished
The receiver-drier and accumulator must be
in the system on Komatsu trucks.
replaced each time the system is opened.
• Avoid skin contact and inhalation of PAG oil, as
1. Remove the compressor from the truck. With
these are normal precautions with any chemical.
the compressor positioned horizontally, remove
• PAG oil removed from new or old components the drain plug and capture the oil in a clear
must not be retained for re-use. It must be stored graduated container. Rock the compressor back
in a marked container and properly sealed. PAG and forth and rotate the shaft to facilitate oil
oil is an environmental pollutant and must be removal.
properly disposed of after use.
• PAG oil in containers or in an air conditioning
system must not be left exposed to the
atmosphere any longer than necessary. PAG oil
absorbs moisture very rapidly, and therefore, any Under no circumstances should the A/C
absorbed moisture could cause damage to an air compressor be stood upright onto the clutch
conditioning system. assembly. Damage to the compressor clutch will
result, leading to premature compressor failures.
2. Inspect the oil for any foreign particles. If
particles are found, further investigation and
service are necessary to determine the source.
After repair, the system will need to be flushed.
It is critical to keep the correct amount of
Refer to "Evacuating the air conditioning
lubricant in the air conditioning system at all
system". If no particles are found, proceed to
times. Failure to do so could result in damage to
the next step.
the compressor.
3. Add 207 ml (7oz.) of PAG oil to the compressor
Damage to the compressor can be a result from sump. Add the oil through the drain port, and
not only a lack of oil, but also too much oil. A lack install the drain plug. It is important to only add
of oil will cause excess friction and wear on the specified amount to ensure optimal system
moving parts. Excessive oil can result in performance. Too much oil will result in a
“slugging” the compressor. This condition reduction in cooling. Too little oil will result in
occurs when the compressor attempts to compressor failure.
compress liquid oil as opposed to vaporized 4. Determine the correct amount of additional oil to
refrigerant. Since liquid cannot be compressed, add to the system by using the Replacing Oil
damage to internal parts results. table. Add this extra oil to the inlet side of the
receiver drier or accumulator.
NOTE: If truck is being assembled for the first time,
add 207 ml (7oz.) of PAG oil to the inlet side of the
receiver-drier or to the accumulator.
EXAMPLE - If only the accumulator and receiver drier
were replaced, then add 120 ml (4 oz.) of PAG oil to
the inlet side of the receiver-drier or to the
accumulator. If the evaporator was also replaced at
this time, then add 150 ml (5 oz.) of PAG oil to the
inlet side of the receiver-drier or to the accumulator.
NOTE: The proper quantity of oil may be injected into
the system during charging as an alternate method of
adding oil.
8
System flushing
If any contaminants are found in system hoses,
components or oil, the entire system must be flushed.
Major components such as the compressor are
When installing a new compressor, the extremely susceptible to foreign particles and must
compressor must be completely drained of its oil be replaced. If contaminated, the evaporator and
before installation. Add 207 ml (7 oz.) of new PAG condenser must also be replaced. The evaporator
oil to the compressor to ensure proper system oil and condenser are multi-pass units, and they can not
level. Failure to adjust the amount of oil in the be properly cleaned by flushing.
compressor will lead to excessive system oil and
poor A/C performance. Also, a new receiver-drier
and accumulator must be installed and oil must
be added to either one of these components.
Only SAE and/or Mobile Air Conditioning Society

Table 1: Replacing system oil (MACS) approved flushing methods with the
appropriate refrigerants are to be performed
Component Oil to add when removing debris from the system. Other
methods may be harmful to the environment, as
Condenser 60-90 ml (2-3 ounces)
well as air conditioning components.
Evaporator 30 ml (1 ounce) 1. Remove the compressor, receiver-drier,
expansion valve, and accumulator.
Receiver-Drier 60 ml (2 ounces)
2. Inspect all other components such as the
Accumulator 60 ml (2 ounces) condenser, evaporator, hoses and fittings. If any
of these items are damaged or highly
Compressor 207 ml (7 ounces)
contaminated, replace the components.
Expansion valve Not necessary 3. Flush the remaining hoses with a flushing unit.
Use only R134a as a flushing agent.
Drain and measure the
Hoses 4. After flushing, blow out the system with dry shop
amount removed.
air for 5 to 10 minutes.
5. If the expansion valve has been removed of all
5. Connect all hoses and components in the foreign contamination, it may be reinstalled back
system. Lubricate O-rings with clean mineral oil into the system. If contamination is still present,
before assembly. replace the valve.
6. Install a new compressor, receiver-drier, and
NOTE: Do not use PAG oil to lubricate O-rings or
accumulator.
fittings. PAG oil could corrode fittings when used
externally. 7. Add oil to the system as outlined in Table 1.
6. Evacuate the system. Refer to "Evacuating the
air conditioning system".
9
Installing the manifold gauge set

Before attempting to service the air conditioning
system, a visual inspection of both the engine and air
conditioning system components is recommended.
Particular attention should be given to the belts,
hoses, tubing and all attaching hardware as well as
the radiator cap, fan clutch, and thermostat. Inspect
both the condenser and the radiator for any
obstructions or potential contamination. Minimize all
the possibilities for error or malfunction of
components in the air conditioning system.
Shut off the engine. DO NOT attempt to connect

service equipment when the engine is running.
1. Make sure that all valves on the manifold are
closed all the way (turn them clockwise).
2. Check the hose connections on the manifold for
tightness.
3. Locate the low and high side system service
fittings and remove their protective caps. FIGURE 30-6. SERVICE HOSE HOOK-UP
4. Connect the two service hoses from the
manifold to the correct service valves on the
compressor and accumulator as shown in
Figure 30-6 (high side to compressor discharge Purging air from the service hoses
valve and low side to accumulator). Do not open The purpose of this procedure is to remove all the air
the service valves at this time. trapped in the hoses prior to actual system testing.
This gauge hook-up process will be the same, Environmental regulations require that all service
regardless of the gauge set being installed. Whether hoses have a shutoff valve within 12 inches of the
it is a recovery station or individual gauges, the service end. These valves are required to ensure
connections are the same. The procedures only a minimal amount of refrigerant is lost to the
performed next will vary depending what type of atmosphere. R-134a gauge sets have a combination
equipment is being used. If a recovery/recycling quick disconnect and shutoff valve on the high and
station is being used, complete servicing can be low sides. The center hose also requires a valve.
accomplished. Using only a set of gauges will limit The initial purging is best accomplished when
the servicing to only adding refrigerant or observing connected to recovery or recycle equipment. With the
pressures. center hose connected to the recovery station,
service hoses connected to the high and low sides of
the system, we can begin the purging. The manifold
valves and service valves should be closed.
Activating the vacuum pump will now pull any air or
moisture out of the center hose. This will require only
a few minutes of time. The hose is the only area that
is being placed in a vacuum and this will not require a
lengthy process. Closing the valve will then insure the
hose is purged. It is now safe to open the other
manifold valves.
10
Recovering and recycling refrigerant

Recycled refrigerant has been extracted from a
mobile air conditioning system using a recovery unit.
The refrigerant is cleaned by the recovery unit as it
passes through filters located on the unit that meet An unclear sight glass on R-134a systems can
specifications stipulated by Society of Automotive indicate that the system may be low on
Engineers, SAE J2099. The refrigerant that has refrigerant. However, the sight glass should not
passed through the filtering process has only been be used as a gauge for charging the system.
cleaned of contaminants that are associated with Charging the system must be done with a scale
mobile systems. Therefore, recycled refrigerant from to ensure the proper amount of refrigerant has
mobile systems is only acceptable for reuse in mobile been added.
systems.
Two basic, readily available containers are used to
Reclaimed refrigerant has been filtered through a store R-134a: the 14 kg (30 lb) or 28 kg (60 lb) bulk
more thorough filtering process and has been canisters (Figure 30-7). Always read the container
processed to the same standards of purity as virgin label to verify the contents are correct for the system
refrigerant. Because of this, reclaimed refrigerant is being serviced. Note the containers for R-134a are
acceptable for use in all systems, not just mobile. The painted light blue.
reclaiming equipment used for this process is
expensive, and therefore, not common among
normal maintenance shops. Equipment such as this
is more commonly found in air conditioning specialty
shops.
Always use new, recycled, or reclaimed

refrigerant when charging a system. Failure to
adhere to this recommendation may result in
premature wear or damage to air conditioning
system components and poor cooling
performance.
FIGURE 30-7. R-134a CONTAINERS
If not enough refrigerant is charged into the system,
cooling ability will be diminished. If too much 1. 14 kg (30 lb) Canister 2. 28 kg (60 lb) Canister
refrigerant is charged into the system, the system will
operate at higher pressures and, in some cases, may
damage system components. Exceeding the
specified refrigerant charge will not provide better
cooling.
If an incorrect charge is suspected, recover the
refrigerant from the system, and charge the system
with the correct operating weight of 3.4 kg (7.4 lb).
This is not only the recommended procedure, but it is
also the best way to ensure that the system is
operating with the proper charge and providing
optimum cooling. Using the sight glass to determine
the charge is not an accurate method.
11
Draining oil from previous recovery cycle 7. Continue extraction until a vacuum exists in the
A/C system.
1. Place the power switch and the controller on the
recovery unit in the OFF position. 8. If an abnormal amount of time elapses after the
system reaches 0 kPa (0 psi) and does not drop
2. Plug in the recovery station to the correct power
steadily into the vacuum range, close the
source.
manifold valves and check the system pressure.
3. Drain the recovered oil through the valve If it rises to 0 psi and stops, there is a major
marked “oil drain” on the front of the machine. leak.
4. Place the controller knob in the ON position. 9. Check the system pressure after the recovery
The low pressure gauge will show a rise. equipment stops. After five minutes, system
pressure should not rise above 0 kPa (0 psi). If
5. Immediately switch to the OFF position and
the pressure continues to rise, restart and begin
allow the pressure to stabilize. If the pressure
the recovery sequence again. This cycle should
does not rise to 34 - 69 kPa (5 - 10 psi), switch continue until the system is void of refrigerant.
the controller ON and OFF again.
10. Check the sight glass oil level to determine the
6. When the pressure reaches 34-69 kPa (5-10 amount of oil that needs to be replaced. (The
psi), open the “oil drain” valve, collect the oil in amount of oil that was lost during the recovery
an appropriate container, and dispose of cycle must be replaced back into the system).
container as indicated by local, state or federal
regulation. The oil is not reusable due to 11. Mark the cylinder with a “RECOVERED” (red)
contaminants that were absorbed during use. magnetic label to reduce the chance of charging
a system with contaminated refrigerant. Record
Recovery cycle the amount of refrigerant recovered.
1. Ensure that the equipment being used is Recycling procedure
designed for the refrigerant you intend to
recover. The recovered refrigerant contained in the cylinder
2. Observe the sight glass oil level. Having been must undergo the recycle procedure before it can be
drained, it should be at zero. reused. The recycle or clean mode is a continuous
loop design and cleans the refrigerant rapidly. Follow
3. Check the cylinder refrigerant level before the equipment manufacturer's instructions for this
beginning recovery to make sure you have procedure.
enough capacity.
4. Confirm that all shutoff valves are closed before
connecting to the A/C system.
5. Attach the appropriate hoses to the system
being recovered.
6. Start the recovery process by operating the
equipment according to the manufacturer's
instructions.
12
Evacuating the air conditioning system 2. Open the discharge valve on the vacuum pump
or remove the dust cap from the discharge
Evacuating the complete air conditioning system is
outlet. Turn on the pump and watch the low side
required for all new system installations, when repairs
gauge. The pump should pull the system into a
are made on systems requiring a component
vacuum. If not, the system has a leak. Find the
replacement (system opened), or when a major loss
source of the leak, repair, and attempt to
of refrigerant has occurred. All these conditions will
evacuate the system again.
require that a vacuum be pulled using a vacuum
pump that completely removes any moisture from the 3. Allow the vacuum pump to run for at least 45
system. Once properly evacuated, the system can be minutes.
recharged again. 4. Shut off the vacuum pump and observe the
gauges. The system should hold the vacuum
Using a pump to create a vacuum in the air
within 5 cm Hg (2 in. Hg) of the optimal vacuum
conditioning system effectively vaporizes any
for five minutes. If the vacuum does not hold,
moisture, allowing the water vapor to be easily drawn
moisture may still be present in the system.
out by the pump. The pump does this by reducing the
Repeat the previous step. If the vacuum still
point at which water boils (100 °C, 212 °F at sea level
does not hold, a leak may be present in the
with 14.7 psi). In a vacuum, water will boil at a lower
system. Find the source of the leak, repair, and
temperature depending upon how much of a vacuum
evacuate the system again.
is created.
NOTE: In some cases, 45 minutes of evacuation may
As an example, if the ambient air outside the truck is
not be sufficient to vaporize all of the moisture and
24 °C (75 °F) at sea level, by creating a vacuum in
draw it out of the system. If it has been verified that
the system so that the pressure is below that of the
no system leaks exist and gauge readings increase
outside air (in this case, at least 749.3 mm (29.5 in.)
after 45 minutes, extend the evacuation time to
of vacuum is needed), the boiling point of water will
ensure total moisture removal.
be lowered to 22 °C (72 °F). Thus any moisture in the
system will vaporize and be drawn out by the pump if
the pump is run for approximately an hour. The
following steps indicate the proper procedure for
evacuating all moisture from the heavy duty air
conditioning systems.
Do not attempt to use the air conditioning

compressor as a vacuum pump or the
compressor will be damaged.
NOTE: Refer to Table 3 for optimal vacuum
specifications at various altitudes.
1. With the manifold gauge set still connected
(after discharging the system), connect the
center hose to the inlet fitting of the vacuum
pump as shown in Figure 30-8. Then open both
hand valves to maximum.
FIGURE 30-8. VACUUM PUMP HOOKUP
13
Charging the air conditioning system

Table 3: ALTITUDE VACUUM VARIATIONS The proper method for charging refrigerant into a R-
Altitude Above 134a system is to first, recover all of the refrigerant
Optimal Vacuum from the system. The charging refrigerant should
Sea Level
then be weighed on a scale to ensure the proper
0 m (0 ft) 76.0 cm Hg. (29.92 in. Hg.)
amount is charged into the system. Most recovery
305 m (1,000 ft) 73.5 cm Hg. (28.92 in. Hg.) units include a scale within the apparatus, thus
610 m (2,000 ft) 70.7 cm Hg. (27.82 in. Hg.) making it very easy to charge the correct amount
every time. If equipment such as this is not available,
914 m (3,000 ft) 68.1 cm Hg. (26.82 in. Hg.)
a common scale can be used to determine the weight
1 219 m (4,000 ft) 65.6 cm Hg. (25.82 in. Hg.) of charge. Simply weigh the charging tank, subtract
1 524 m (5,000 ft) 63.3 cm Hg. (24.92) in. Hg. the weight of the proper charge, and charge the
system until the difference is shown on the scale. On
1 829 m (6,000 ft) 60.8 cm Hg. (23.92 in. Hg.)
certain types of equipment, it is also possible to add
2 134 m (7,000 ft) 58.5 cm Hg. (23.02 in. Hg.) any necessary lubricant when charging the system.
2 438 m (8,000 ft) 56.4 cm Hg. (22.22 in. Hg.) If a scale is not used when charging R-134a into a
2 743 m (9,000 ft) 54.2 cm Hg. (21.32 In. Hg.) system, it is difficult to tell if the correct charge has
NOTE: The chart indicates the expected gauge been achieved. The sight glass can provide some
readings at altitude to obtain the optimal vacuum. indication, but it is not a reliable tool for determining
proper charge.
NOTE: Charging is to be performed with the engine
and compressor operating. Charge the A/C system
through the low side service port. Trucks equipped
with accumulators may charge the refrigerant as a
liquid or as a vapor.
1. Charge the A/C system with 3.4 kg (7.4 lbs) of
R-134a refrigerant.
2. Check the system for leaks. Refer to "Detecting
leaks".
3. If no leaks are found, verify that the system’s
cooling capacity meets requirements. Refer to
"System performance test".
14
A/C drive belt checkout procedure

This procedure must be performed each time any
component in the accessory drive is serviced, such
as replacing a belt or removing the compressor. In
addition, a 250 hour inspection of the AC drive belt is
mandatory. The belts must be inspected for
indications of wear and damage that may hinder
performance. Replace as necessary and perform the
following procedure.
Pulley alignment
1. Install alignment tool (EL8868) onto the pulleys
to check the alignment. Refer to Figure 30-11. If
misalignment of the pulleys exceeds 3 mm (0.13
in.), the position of the compressor must be
adjusted. FIGURE 30-10. DEFLECTION MEASUREMENT
Belt tension check 4. Find the approximate center of the belt between
the two pulleys. Place the tip of the tool onto the
NOTE: This procedure has been written for use with outer face of the belt and apply pressure, as
belt tension tool (XA3379), shown in Figure 30-9. shown in Figure 30-10. The tool must be
Other tension tools may differ in functionality. perpendicular to the belt. Push on the tool until
the bottom edge of the deflection scale O-ring is
even with the outer face of the adjacent drive
belt. If only one belt is used, rest a straight edge
across both pulleys to serve as the indicating
plane.
5. The O-ring on the force scale indicates the force
used to deflect the belt. The belt must deflect
5.3 mm (0.21 in.) under a force of 1.6 ± 0.1 kgf
(3.44 ± 0.11 lbf). If not, adjust the belt
accordingly and recheck the tension.
FIGURE 30-9. BELT TENSION TOOL - XA3379
2. Refer to Figure 30-12 for the proper distance

from the centerline of the drive pulley to the
centerline of the compressor pulley. Set the
tension tool accordingly on the "deflection"
scale by moving the deflection O-ring to the
corresponding distance on the scale.
3. Slide the O-ring for the "force" scale to zero.
15
FIGURE 30-11. BELT ALIGNMENT TOOL

1. AC Compressor Pulley 2. Drive Pulley 3. Alignment Tool
346 mm (13.63 in.)
FIGURE 30-12. BELT TENSION DIMENSIONS
16
NOTES
17
860E Dump truck

960E Dump truck
© 2009 KOMATSU
All Rights Reserved
18
CEN30026-01
960E

960E-1K A50003 and up

Interface module (IM)
Interface module software..................................................................................................................................... 2
Interface module checkout procedures................................................................................................................. 4
1
Interface module software NOTE: The data files, application code and
Flashburn software are only required if the interface
To work with the interface module (IM), several
module is being replaced. Replacement interface
special tools and software programs are required.
modules from Komatsu do not have any software
Refer to Table 1 and Table 2 for information on
installed in them. Be aware that the software and
software and tools.
data files are updated periodically. Check with the
local Komatsu distributor for the latest software
versions.
Table 1: Interface Module Software

Part Number Name Description Source
Interface Module
1.1.0.0 Install.exe Realtime Data Monitor Use to watch inputs and outputs in the
Komatsu distributor
(or higher) Software Version interface module
1.1.0.0 Install.exe
To install application code in interface
EJ3055-2.exe Flashburn program Komatsu distributor
module
XB3953-0.KMS Application code Application code for interface module Komatsu distributor
Table 2: Interface Module Tools

Name Description Source
200 MHz or higher
64 MB RAM or more
Serial or USB Port
Laptop computer Purchase locally
CD/DVD -Rom drive
Floppy Disk Drive
Windows 95/98/2000/ME/XP
Male DB9 connector at one end
Serial cable (RS232 port) Purchase locally
Female DB9 connector at other end
USB port to RS232 serial port
Adaptor (If the laptop computer does not have an RS232 port, Purchase locally
this adaptor is required.)
Flashburn program installation

The Flashburn program is used to install the
application code into the interface module controller.
1. Save the file EJ3055-2.exe to local drive on a
laptop PC.
2. Double click on the “EJ3055-2.exe” file to
extract the files to a directory (such as C:\temp).
3. Inside that directory, double click on “Setup.exe”
to install the Flashburn program.
4. Follow the on screen prompts to install the
program.
2
Interface module application code installation Interface module realtime data monitor software
installation
The application code is truck specific software that is
installed into the interface module. Application code The interface module realtime data monitor software
is installed using the Flashburn program. is used to display the data going into and out of the
interface module.
1. Using a laptop computer, save the application
code files to a folder on a local hard drive (such To install:
as C:\temp).
1. Copy the file onto the hard drive of the laptop
2. Double-click on the correct application code file
computer.
so it will extract the file. Chose a folder on a
local hard drive to save the file into (such as 2. Double-click on the file and follow the screen
C:\temp). prompts to install the software.
3. Using a serial cable, connect the laptop PC to
To use:
the IM-Diag connector located near the
interface module. 1. Start the Interface Module Realtime Data Moni-
tor program.
4. Start the Flashburn program.
2. Click on the [Select Serial Port] menu item.
5. Select [Download Application to Product].
Select the correct communication port. It will
usually be Com1.
3. Click on the [Start/Stop] menu item and choose
[Start].
4. Click on the [Units] menu to select the desired
units to display the information.
6. Make sure that the power to the interface

module is off. Then click [Next].
7. Select the correct COM port. Then click [Next].
8. Select the “XB3953-0” file. Then click [Next].
Flashburn will now install the application code into
the interface module.
3
Interface module checkout procedures
If a new truck with KOMTRAX Plus is being

assembled, or a new KOMTRAX Plus system has
just been installed, refer to Tesing and adjusting
section KOMTRAX Plus and payload meter for
instructions regarding the KOMTRAX Plus
Initialization Procedure. The initialization
procedure and form must be completed before
the truck can be put into service.
Necessary equipment
• System schematic
• Laptop PC
• Interface Module Realtime Data Monitor software
• Serial cable (RS232)
• Jumper wire 77 mm (3 in.) or longer
• Volt Meter
• 300 to 332 ohm resistor FIGURE 30-1. INTERFACE MODULE
• 3/8 in. nut driver
1. Interface Module 3. Connector IM2
2. Connector IM1 4. Connector IM3
NOTE: The interface module must already have the
application code installed.
4
Preliminary 7. Check for fault codes associated with the

interface module.
1. Turn the key switch to the OFF position to stop
the engine. a. Perform a KOMTRAX Plus download with
2. Turn the key switch to the ON position, but DO the VHMS Technical Analysis Toolbox pro-
NOT start the engine. gram. Refer to KOMTRAX Plus Download for
detailed instructions on performing a down-
3. Allow the KOMTRAX Plus controller to start up.
load.
This should take about one minute. Verify that
the red LED display starts counting up. b. In the download data, view the fault history
4. Attach the KOMTRAX Plus serial cable to and confirm that there are no fault codes
KOMTRAX Plus diagnostic port (2, Figure 30- associated with the interface module. If any
2), and the other end to the serial port on the are found, these circuits should be analyzed
laptop computer. to determine the cause of the fault and
repaired.
c. Confirm that there are no fault codes associ-
ated with the communications between the
PLM III controller, engine controller, interface
module, drive system controller or the Orb-
comm controller. If any are found, these cir-
cuits should be analyzed to determine the
cause of the fault and repaired.
8. Attach the KOMTRAX Plus serial cable to the
machine's IM diagnostic port (1, Figure 30-2),
and the other end to the serial port on the laptop
computer.
9. Start the Interface Module Real Time Data
Monitor program by double-clicking on the
shortcut. The program begins with a blank
window. On the menu bar, there are five items:
FIGURE 30-2. DIAGNOSTIC PORTS Select Serial Port, Start/Stop, Logging,
Screenshot, and Units.
1. IM Diagnostic Port 2. KOMTRAX Plus
10. Click on [Select Serial Port] in the menu bar.
Diagnostic Port
Select the correct communication port. It will
usually be Com1.
5. Double-click on the VHMS Technical Analysis 11. Click on [Start/Stop] in the menu bar and select
Tool Box icon on the computer's desktop. Start.
6. Enter the appropriate User Name and Password 12. The program should display data as shown in
and click the [OK] button. Figure 30-3 and Figure 30-4.
NOTE: If any fault codes associated with the
interface module are found, these circuits should be
analyzed to determine the cause of the fault, and
they should be repaired.
5
Check digital inputs to the interface module 4. Parking Brake Request (IM3-V) - Short the
engine oil pressure switch wire circuit 36 on
1. Hydraulic Tank Level (IM2-K) - Disconnect wire
TB26-L to ground. Move shift lever from Neutral
34LL at TB47-H and momentarily connect wire
to Park and confirm state change (one to zero)
to ground. Confirm state change (one to zero).
on circuit 52C. Remove the ground from TB26-
2. Low Steering Precharge (IM2-W) - Momentarily- L.
disconnect wire 51A1 at TB45-L and confirm
5. Auto Lube Switch (IM3-Y) - Disconnect wire
state change (zero to one).
68P from lube pressure switch at TB38-P leav-
3. Pump Filter Switches (IM2-Y) - Momentarily dis- ing 68P connected to the IM at TB38-P. Short
connect wire 39 to ground at TB47-A and con- TB38-P to ground momentarily and confirm
firm state change (zero to one). state change (one to zero).
FIGURE 30-3. INTERFACE MODULE REALTIME DATA MONITOR
6
6. Batt+(control power) (IM3-M) - Confirm this is a 8. Starter Motor 2 Energized (IM3-S) - Disconnect
one. Turn key switch off and confirm state wire 11SM2 from cranking motor to TB29-G at
remains a one for at least a few seconds. Turn TB29-G. Momentarily short TB29-G to 24V and
key switch back on. confirm state change (zero to one). Reconnect
7. Starter Motor 1 Energized (IM3-R) - Disconnect disconnected wire.
wire 11SM1 from cranking motor to TB29-K at 9. Crank Sense (IM3-U) - Open the Starter
TB29-K. Momentarily short TB29-K to 24V and Disconnect switch so that there is no battery
confirm state change (zero to one). Reconnect voltage to the starters. Momentarily short TB43-
disconnected wire. F to 24V and confirm state change (zero to
one).
FIGURE 30-4. INTERFACE MODULE REAL TIME DATA MONITOR
7
10. Selector Switch (Park) (IM3-T) - Place shifter 18. Low Steering Pressure sw1 (IM2-S) - Short wire
into park position and confirm 1 state then shift 33F to ground at TB27-M momentarily and
into neutral and confirm 0 state. Return shifter to confirm state change (one to zero).
park position. 19. Brake Accum Pressure sw (IM2-U) - Disconnect
11. Selector Switch (FNR) (IM2-N) - Place shifter wire 33BP from the brake accumulator pressure
into park position and confirm 0 state then shift switch at TB25-B. Momentarily short wire 33BP
into forward, neutral, and reverse and confirm 1 to ground at TB25-B. Confirm state change (one
state in each of these positions. Return shifter to to zero). Reconnect wire 33BP from the brake
park position. accumulator pressure switch to TB25-B.
12. Strg Bleed Pressure Sw (IM2-Z) - Disconnect 20. Right Rear Park Brake Released (IM2-T) - Short
the steering bleed down pressure switch, wire 52H to ground at TB46-T momentarily
identified by circuit 33JA, at TB47-E and confirm and confirm state change (one to zero).
state change (zero to one). Reconnect the 21. Brake Lock Degrade sw (IM2-V) - Short wire
switch. 33T to ground at TB27-J momentarily and
13. Brake Lock Switch Power Supply (IM3-L) - Use confirm state change (one to zero).
Sibas to simulate a vehicle speed of 2 kph and 22. Left Front Park Brake Released (IM2-X) - Short
turn on the park brake latch circuit. Confirm wire 52F to ground at TB46-J momentarily
state change (zero to one). Leave vehicle speed and confirm state change (one to zero).
at 2 kph until completion of step 16.
23. Right Front Park Brake Set (IM2-a) -
14. Brake Lock (IM2-i) -With shifter in the park
Momentarily disconnect Right Front Park Brake
position, actuate brake lock switch and confirm
Pressure switch, identified by circuit 52D, at
state change (zero to one). Turn off brake lock
TB46-D and confirm state change (zero to one).
switch. (The Brake Lock Switch Power Supply
test, item 15, must be completed before this test 24. Left Front Park Brake Set (IM2-d) - Momentarily
can be successfully completed.) Reset vehicle disconnect Left Front Park Brake Pressure
speed to zero. switch, identified by circuit 52G, at TB46-K and
confirm state change (zero to one).
15. Engine Shutdown (IM3-F) - Disconnect wire
21INS from the Cummins ECM at TB44-D 25. Right Rear Park Brake Set (IM2-f) - Momentarily
leaving wire 21INS to IM connected at TB44-D. disconnect Right Rear Park Brake Pressure
Momentarily short TB44-D to 24V and confirm switch, identified by circuit 52J, at TB46-V and
state change (zero to one). Reconnect confirm state change (zero to one).
disconnected wire. 26. Circuit Breaker Tripped (IM2-g) - Short wire
16. Secondary Engine Shutdown sw (IM3-E) - 31CB to ground at TB26-T momentarily and
Actuate the Secondary Engine Shutdown switch confirm state change (one to zero).
and confirm state change (one to zero). 27. Crank Request (IM2-j) - Open the Starter
17. Snapshot In-Progress (IM2-L) - Actuate the Disconnect switch so that there is no battery
Data Store Switch. Confirm state change (zero voltage to the starters. Momentarily turn key
to one). switch to the crank position and confirm state
change (zero to one).
8
28. Left Rear Park Brake Set (IM2-m) - Momentarily Check analog inputs to the interface module
disconnect Left Rear Park Brake Pressure
NOTE: Instead of using a resister in place of a sensor
switch, identified by circuit 52K, at TB46-W and
for verifying pressure readings, a calibrated pressure
confirm state change (zero to one).
gauge can be installed in the hydraulic circuit to
29. Mode sw4 (IM2-q) - Actuate the "up arrow" LCD compare system pressures with the pressures
screen navigation switch and confirm state displayed in the Interface Module Realtime Data
change (one to zero). Monitor program.
30. Left Rear Park Brake Released (IM3-D) - Short Verify that the used analog inputs are in the range of
wire 52L to ground at TB46-X momentarily the values listed below.
and confirm state change (one to zero).
1. Steering Pressure [kPa] (IM3-d): Momentarily
31. Keyswitch (IM3-G) - confirm this is a one. disconnect steering pressure sensor, identified
32. Mode sw1 (IM3-H) - Actuate the "left arrow" by circuit 33SP, and confirm fault A204, Steering
LCD screen navigation switch and confirm state Pressure Sensor Low, is active. Reconnect sen-
change (one to zero). sor.
2. Ambient Air Temp [C] (IM3-e): Confirm reported
33. Mode sw2 (IM3-J) - Actuate the "OK" LCD
temperature matches ambient temperature
screen navigation switch and confirm state
within 3 C.
change (one to zero).
3. Fuel Level [%] (IM3-g): confirm reported % level
34. Mode sw3 (IM3-K) - Actuate the "down arrow" matches actual fuel level in tank +/- 5%.
LCD screen navigation switch and confirm state
change (one to zero). 4. 12V DC Inverter Voltage (Battery Voltage A) [V]
(IM3-h): confirm reported voltage is +/- 1 volt of
35. Right Front Park Brake Released (IM3-P) - actual measured 12V DC inverter voltage.
Short wire 52E to ground at TB46-E
5. Brake Pressure [kPa] (IM3-p): Disconnect
momentarily and confirm state change (one to
service brake pressure sensor located in brake
zero).
cabinet (reference circuit 33BPS) and confirm
fault A205, Brake Pressure Sensor Low, is
active. Reconnect sensor.
6. Right Rear Brake Oil Temp [C] (IM3-m):
Disconnect right rear brake oil temp sensor,
identified by circuit 34BT4, and confirm fault
A167, Hydraulic Oil Temp - Right Rear Sensor
Low, is active. Reconnect sensor.
7. Left Rear Brake Oil Temp [C] (IM3-i):
Disconnect left rear brake oil temp sensor,
A166, Hydraulic Oil Temp - Left Rear Sensor
9
8. Right Front Brake Oil Temp [C] (IM3-r): Check outputs from the interface module
Disconnect right front brake oil temp sensor,
NOTE: Before performing these next steps, the key
switch must be turned off for at least 7 minutes to
A169, Hydraulic Oil Temp - Right Front Sensor
allow the IM to completely shutdown. Confirm that the
IM has shutdown by verifying that the green LED on
9. Left Front Brake Oil Temp [C] (IM3-t): the IM controller has stopped flashing. While
Disconnect left front brake oil temp sensor, performing the following IM output checks, ensure
identified by circuit 34BT1, and confirm fault that no output short circuit fault codes are reported by
A168, Hydraulic Oil Temp - Left Front Sensor the IM Realtime Data Monitor software.
1. Parking Brake Solenoid (IM1-E), Brake Auto
10. Hoist Pressure 2 [kPa] (IM3-q): Short wire Apply (IM1-R) - Short the engine oil pressure
33HP2 to ground at TB45-G momentarily and switch wire (circuit 36) to ground on TB26-L.
confirm fault A203, Hoist Pressure 2 Sensor
Low, is active. a. Turn the key switch ON and shift into NEU-
TRAL. Confirm that parking brake solenoid is
11. Hoist Pressure 1 [kPa] (IM3-s): Short wire energized by verifying that coil is magne-
33HP1 to ground at TB45-A momentarily and tized.
confirm fault A202, Hoist Pressure 1 Sensor
Low, is active. b. Confirm that the auto apply solenoid is de-
energized. Use SiBas pc program to set the
12. Battery Voltage 24V [V] (IMint): confirm reported truck speed to a speed above 1 kph. Shift
voltage at TB38-X is +/- 1 volt of actual into park. Confirm that the park brake sole-
measured battery voltage. noid remains energized.
c. Reduce the truck speed to 0 kph. Confirm
that the auto apply solenoid energizes and
after one second confirm that the park brake
solenoid de-energizes and after one half sec-
ond confirm that the auto apply solenoid de-
Check serial interfaces to the interface module energizes. Remove the ground from TB26-L.
1. Proper operation of the serial interfaces to the
IM is assured if faults A184, A233, A237, and
A257 are not active.
10
2. Start Enable (IM1-B) - Disconnect wire 21PS 5. Red Warning Light (IM1-G), Sonalert (IM1-M) -
from pre-lube relay at TB43-E prior to Disconnect the IM from the CAN/RPC network
performing this step. by unplugging the T-connection to the network.
Confirm the following on the dash panel, then
a. Place shifter in park and confirm that circuit
reconnect the IM to the network:
21PS on TB43-E is 24 volts while cranking.
a. All status panel indicators flash on/off.
b. Place shifter in neutral and confirm that cir-
cuit 21PS on TB43-E is 0 volts while crank- b. The red warning light flashes on/off.
ing.
c. Two separate audible alarms sound on/off.
c. Reconnect circuit 21PS to pre-lube relay. d. A "loss of communications" message is dis-
3. IM On Signal (IM1-K) - Turn the key switch ON played.
and confirm that the voltage at TB47-L is
e. The needles of all gauges are moving
approximately 0 volts.
through their entire range of motion.
4. Steering Bleed Down Solenoid (IM1-P) -
Confirm that the steering bleed down solenoid is
de-energized. Disconnect steering bleed down
pressure switch, identified by circuit 33JA, from
harness. Turn key switch OFF and confirm that
steering bleed down solenoid is energized by
verifying that coil is magnetized. Reconnect
steering bleed down pressure switch to
harness.
11
960E Dump truck

© 2011 KOMATSU
All Rights Reserved
12
CEN30021-02
DUMP TRUCK
860E
960E

860E-1K A30003 and up
960E-1K A50003 and up

IGBT haul truck SIBAS® user manual, part 1
Abbreviations ........................................................................................................................................................ 3
Precautions ........................................................................................................................................................... 5
Qualified person.................................................................................................................................................... 5
Customer monitor for SIBAS® 32 control units..................................................................................................... 5
Installing and calling the customer monitor ........................................................................................................... 8
Environment variables .......................................................................................................................................... 8
Communication with the SIBAS® 32 control unit.................................................................................................. 9
Calling up the customer monitor ......................................................................................................................... 10
Monitor prompt.....................................................................................................................................................11
Notes on operation of the customer monitor....................................................................................................... 12
Command buffer ................................................................................................................................................. 14
Structure of the monitor windows........................................................................................................................ 14
Window menu ..................................................................................................................................................... 15
Set Menu............................................................................................................................................................. 16
Applic. Menu ....................................................................................................................................................... 23
1
Hardw. Menu ....................................................................................................................................................... 33

Hardware-Oriented Access via the Customer Monitor........................................................................................ 33
Graphic Menu...................................................................................................................................................... 43
2
Abbreviations
ABIN....................... Binary Output Contactor Drive (SIBAS® 32 board)
AC .......................... Alternating Current
A/D ......................... Analog / Digital
ADC ....................... Analog-Digital Converter
AIF ......................... Analog Interface (SIBAS® 32 board)
APRS ..................... Automatic Power Reduction System
BCD ....................... Binary Coded Decimal Code
BOD ....................... Brake Over Device
BRAM..................... Battery RAM
CPU ....................... Central Processing Unit
DAC ....................... Digital-Analog Converter
DC.......................... Diagnosis Code or Direct Current
DSP........................ Digital Signal Processing Unit (SIBAS® 32 board)
EBIN....................... Input Converter Binary (SIBAS® 32 board)
EPROM.................. Erasable PROM
ESD........................ Electrostatic Sensitive Device
ESH........................ Power Start-up Unit (SIBAS® 32 board)
ETM ....................... Input Temperature Sensor PT100 (SIBAS® 32 board)
FB .......................... Function Block
FP .......................... Function Package
FPGA ..................... Field Programmable Gate Array
GW......................... Grenzwerti = threshold/limit
GTO ....................... Gate Turnoff Thyristor
HSCX ..................... High Speed Computer Interface
IO ........................... Input/Output module (SIBAS® 32 board)
INV ......................... Inverter
INVM....................... Inverter Module
IPM......................... Inverter Protection Module (Crowbar)
LCA ........................ Logic Cell Array
LED ........................ Light-Emitting Diode
MC ......................... Microcomputer
NMI ........................ Non-Maskable Interrupt
PCB........................ Printed Circuit Board
PROM .................... Programmable Read-Only Memory
PSU........................ Power Start-up Unit (SIBAS® 32 board)
3
PWMI .....................Pulse Width Modulation Inverter

RAM .......................Random-Access Memory
SHTS .....................Automatic Inverter Shutdown System
SIBAS® 32...............Siemens railway automation system
SIP .........................Digital Signal Processing Unit (DSP, SIBAS® 32 board)
SSC........................Slip/Slide Control
TCU........................Traction Control Unit
TTL.........................Transistor-Transistor-Logic
TRACO ..................Transient Recorder
UWS......................Inverter protection module (SIBAS ® 32 board)
V/f...........................Voltage/frequency converter
ZR ..........................Central Processing Unit (CPU, SIBAS® 32 board)
4
Precautions Those functions are supported which are imple-

mented on the following processor modules:
 Central Processing Unit with CAN module
6FH9514-3B, -3C, -3D, -3E
 Signal Processing Unit DSP5600x
Hazardous voltages are present in this electrical 6FH9265-3A, -3B
equipment during operation.
Non-observance of the safety instructions can NOTE: The 6FH9320 and 6FH9388 Transient
result in severe personal injury or property dam- Recorder and 6FH9504 Interference Current
age. Monitoring (Digital Interference Current Monitoring)
Only qualified personnel should work on or modules can also be operated with the Customer
around this equipment after becoming thor- Monitor.
oughly familiar with all warnings, safety notices,
and maintenance procedures contained herein. Special information on how to use them can be found
The successful and safe operation of this equip- in the documents for these modules. The system
ment is dependent on proper handling, installa- software for the Transient Recorder and ICM
tion, operation and maintenance. modules and their documentation is not included in
the scope of supply of the Customer Monitor.
Qualified person
An overview of the monitor commands available on
For the purpose of this instruction manual and prod- the processor modules can be found in Overview of
uct labels, a ‘qualified person’ is one who is familiar the Commands of the Customer Monitor.
with the installation, construction and operation of the
equipment and the hazards involved.
In addition, this person has the following qualifica-
tions:
The Customer Monitor is a tool for carrying out
a) Is trained and authorized to energize, de-energize, service work on SIBAS® 32 control units. With the
clear, ground and tag circuits and equipment in help of the software provided and depending on
accordance with established safety practices. the nature of the project, it is possible to specifi-
b) Is trained in the proper care and use of protective cally influence the control sequence and modify
equipment in accordance with established safety. system parameters. After service work has been
completed, the initial status is not necessarily re-
c) Is trained in rendering first aid. established. Contractual agreements and corre-
sponding notes in the project documentation
Customer monitor for SIBAS® 32 con- must be complied with under all circumstances
trol units when operations are carried out with the Cus-
tomer Monitor.
Product description The Customer Monitor enables operating sys-
tems and project-specific software to be loaded
The Customer Monitor software package comprises
for the processor modules of SIBAS® 32 control
both the software which can run on a PC for operator
units. In addition to compliance with contractual
control of and service access to functions in SIBAS® agreements and corresponding notes in the proj-
32 control units and the system software for SIBAS® ect documentation, it must be borne in mind that
32 processor modules. loading of unapproved software or software
Access to processor modules is menu-assisted or is which is no longer accepted is not permissible.
possible using shortcut keys (see General Notes on The project-specific software to be loaded is not
Operation). included in the scope of supply of the Customer
Monitor and is supplied in accordance with the
agreements specific to the project.
5
Version management The following dependencies are to be observed in the

course of versioning in order to prevent potential con-
When SIBAS® 32 control units are delivered, they are flicts such as restrictions in the usability:
provided with coordinated hardware, firmware and
project-specific software components. Further devel-
opments of the SIBAS® 32 system may lead to new
versions of the Customer Monitor being provided
when, for example, spare parts are supplied.
FIGURE 30-1. DEPENDENCIES IN THE COURSE OF VERSIONING
More recent PC software versions are downward Customer Monitor version will be supplied
compatible with the operating system. More recent together with the spare part.
operating system versions are downward compatible  A more recent version of the operating
with respect to their interfaces to the hardware of the system in every processor module is
processor module and to the project-specific soft- necessary if functional extensions of the
ware. project-specific software require a new
operating system (interface to the project-
The following rules are to be observed for practical specific software). Information concerning
usage: this requirement will be given when the
 As a rule, the latest version of the Customer updated project-specific software is
Monitor should always be installed on the delivered. Furthermore, problems between
service PC! With this version, the processor the operating system and the project-
modules of all SIBAS® 32 control units can specific software during run-up are
be operated without problems. It is not indicated by the message: The 'Virtual
absolutely essential to update the operating Interface' doesn't match with the operating
system versions in the processor modules system!
when updating the Customer Monitor on the
PC.
 A more recent operating system version in
one processor module is employed when a
processor module supplied as a spare part
requires a more recent operating system
(interface to the hardware). In this case, it is
not necessary to supply all processor
modules with this operating system version.
When a spare part is delivered, a data
medium containing the respective
6
Overview The following components are required to enable the

Customer Monitor to operate:
These Operating Instructions describe the require-
ments for installation of the Customer Monitor, how • AT-compatible PC
you install it and the dependencies that must be
taken into account with regard to hardware and soft- • Windows 95/98/NT/2000/XP
ware versions. • For connection to the Central Processing Unit of
the control unit:
The Operating Instructions begin by explaining the
basic structure of the monitor commands and then go • a serial interface or
on to describe each individual command and the
parameters associated with each command. • a USB interface with a USB-to-serial interface
adapter (as of Windows 98)
Requirements • For connecting the PC and control unit:
As of Customer Monitor V1.30, the monitor was avail- • a standard "null modem" cable or
able as a 16-bit and as a 32-bit application. As of
V2.50, Customer Monitor will only be available as a • as the minimum requirement, a cable with the
32-bit application. following wiring.
FIGURE 30-2. CABLE CONNECTING PC AND CONTROL UNIT
7
Installing and calling the customer K301041.MS3 LCA data and drivers for
monitor IPU with ADSP 21062
Files for booting
Installation BOOT0250.LOC
The monitor is installed from CD or the relevant drive BOOT0250.LOD
of the PC with the aid of the SETUP.EXE program. BOCO0250.LOD
BOAS0250.MS3
Once the start screen has been displayed and you BOUW0250.LOD
have selected the language for the setup program,
Files for loading
proceed as indicated in the dialog box.
LOAD0250.LOC
After installation, the following files are located in the LOAD0250.LOD
selected directory: LOCO0250.LOD
LOAS0250.MS3
LOUW0250.LOD
Table 1: Files in the installation directory
SBLDAS00.MS3
File name Content
doc\readme.txt Installation Instructions According to the user's requirements, an INIT.MON
DOC\BEDANLTG.PDF Operating Instructions - file can be created that is executed automatically
DOC\OPINSTR.PDF German or English when the Customer Monitor is called up. With this
CUS_MON.HLP, Operating Instructions as file, specific settings, e.g., selection of the serial inter-
CUS_MON.CNT online help face, can be carried out using the PC. The file
CUST.MON Control file for commands of INIT.MON can be generated with the Customer Moni-
the Customer Monitor tor by using the Set Make command (see Set Make).
MONI32.EXE Executable service software Environment variables
Loadable files
By default, the Customer Monitor expects all input
OSZR0250.LOC CPU operating system
and output files to be in the directory in which the
OSSI0128.LOD DSP5600x operating sys- executable file MONI32.EXE is located unless they
tem are specified with the full details of their path.
OSCO0103.LOD DSP56303 operating sys-
tem Access to input and output files can be controlled by
means of environment variables. To this end, the
OSAS0122.MS3 ADSP 21062 operating sys-
environment variables described below have to be
tem (Sharc)
set appropriately. The settings are carried out in the
OSUW0101.LOD ICM operating system file AUTOEXEC.BAT (Windows 3.1x and Windows
CDZR0500.LOC Communications driver for 9x) or are made in the Control Panel under System
CPU (Windows NT/Windows 2000).
CDCO0200.LOD Communications driver for
IPU with DSP56303
CDAS0400.MS3 Communications driver for
IPU with ADSP 21062
C30102.LOD LCA data and drivers
DSP56303
(6FH9454-3B)
K20603.LOD LCA data and drivers for
IPU with DSP56303
(6FH9510-3A, 6FH9511-
3A)
K30200.LOD LCA data and drivers for
IPU with DSP56303
(6FH9510-3B, -3C,
6FH9511-3B, -3C)
8
All input and output files can be assigned to any other

directory by means of the environment variable Control Unit PC
SI_DEFAULT. The effect of setting this variable is, for
example, that the Customer Monitor now expects the RxD 2 2 RxD
INIT.MON file in the directory specified or stores a TxD 3 3 TxD
graphic file of the observer in this directory. GND 5 5 GND
Example: DTR 4 4 DTR
DSR 6 6 DSR
set SI_DEFAULT=C:\PRJ\WORKBNCH\MONITOR\ CTS 8 8 CTS
If the Customer Monitor is to create or read the file FIGURE 30-3. CONNECTION BETWEEN THE PC
INIT.MON and other batch files in another directory AND CONTROL UNIT
(for BATCH1.MON, BATCH2.MON and so on, see
Set Make), this can be done independently of the A second serial interface (optional) for the mouse
environment variable SI_DEFAULT by setting the
SI_BATCH environment variable. Communication with the SIBAS® 32 control
Example:
unit
A SIBAS® 32 control unit is accessed via the service
set SI_BATCH=C:\PRJ\WORKBNCH\MONITOR\
interface of the SIBAS® 32 Central Processing Unit
The CUST.MON file is also searched for in the direc- (CPU) or the Inverter Processing Unit (IPU).
tory of MONI32.EXE or in the default directory unless
a different directory or even a different file name has Communication with the SIBAS® 32 control unit takes
been specified by setting the environment variable place via a serial interface of the PC. During initializa-
SI_CUST. tion, a check is made to see whether interfaces
COM1 and/or COM2 are available on the PC. The
Example: first interface to be found is selected for communica-
set SI_CUST=C:\PRJ\WORKBNCH\MONITOR\CUS tion.
T.MON A serial interface (COM1 to COM16) can be chosen
The Customer Monitor can store outputs in log files, interactively by means of the Set Port command (see
too (see Set Record). By default, the Customer Moni- Set Port) or, during initialization of the Customer
tor uses an OEM character set for recording log files; Monitor, by entering appropriate instructions in the
as a result, characters not included in the 7-bit char- INIT.MON file (see Set Make).
acter set are displayed correctly in DOS applications. If a connection to the SIBAS® 32 control unit cannot
If the log files are to be evaluated using Windows be established after initialization of the Customer
applications, either the Windows application must be Monitor (message: Timeout!), the connection
switchable to an OEM character set or the log file
between the PC and the SIBAS® 32 control unit and
must be generated using the ANSI character set.
the selection of the serial interface used must be
The character set to be used for log files can be mod- checked (Set Port command).
ified via the environment variable SI_PROT. The
environment variable SI_PROT can adopt the values
OEM (default setting) and ANSI.
Example:
set SI_PROT=ANSI
The log file is generated with the ANSI character set.
Connection between PC and control unit
9
The default settings of the SIBAS® 32 control unit of Calling up the customer monitor
the serial interface on the Central Processing Unit
are: 38400 baud, 8 data bits, 2 stop bits and no parity. Start-up prompt
These settings are valid after start-up or resetting the Once it is possible to communicate with the SIBAS®
Central Processing Unit. The selected PC port is then 32 control unit, the Customer Monitor, after being
correspondingly initialized. The default baud rate called, displays information about the PC software
allows optimal use of the SIBAS® 32 control unit but and operating system being used. The start-up
may be modified with the Set Baudrate command prompt and the version number of the program
(see Set Baudrate). loaded into the Central Processing Unit are then dis-
If the message Check Serial Connection! is displayed. The menu titles of the background programs
played, this indicates an incorrectly set baud rate and provided for each specific project are also automati-
a correction should be made via the Set Baudrate cally included in the menu.
command.
The serial connection can also be interrupted

during service work (e.g., to connect the PC to
other SIBAS® 32 control units). An interruption in
the connection does not affect operation of the
SIBAS® 32 control unit. Temporary settings made
are valid until the control unit is switched off or
reset.
FIGURE 30-4. START-UP PROMPT WITH VERSION NUMBER
10
The configured start-up prompt in conjunction with

the version number of the program loaded is dis-
played and the menu titles are adapted when the Table 2: Requesting the version and
Customer Monitor is used to change to other proces- start-up prompt
sor modules of the control unit (see Hardw. DSP or
Hardw. RESET). Command Output
®
After a reset of the SIBAS 32 control unit, the ver- Set Info Monitor program and
sion number and the start-up prompt are not dis- operating system
played again but can be requested by means of the
following monitor commands: Applic. Report Configured start-up
(only possible in prompt and project soft-
CPU!) ware version
Monitor prompt
Different operating modes can be set during a system
start-up of SIBAS® 32 control units. The current oper-
ating mode of the SIBAS® 32 control unit is indicated
by the monitor prompt.
Table 3: Operating modes/prompts

Prompt Operating mode Meaning
> Normal Operating mode in which the planned control functions are executed.
! Start-up This operating mode is an extension of the normal mode and enables a
system start-up with modified system parameters. This operating mode
cannot be selected at the Customer operator level. It can, however, if
de-allocated at another operator level, be activated (BCD = 7) or deacti-
vated (BCD 7) by the BCD switch on the Central Processing Unit.
- Monitor Only In this operating mode, no project-related control functions are pro-
cessed in the SIBAS® 32 control unit. The control unit changes to this
operating mode during switch-on/reset if the Monitor Only button is
pressed or after call-up of the monitor command Hardw. RESET Mon-
itor.
NOTE: Serious faults in the run-time system lead to interruption of the

program and changeover to this operating mode.
^ Monitor Only (with- This is a special form of Monitor Only operation where no access to the
out access to project- project-related software is possible (e.g., connector and signal values).
related software) The control unit changes to this operating mode if the BCD switch on the
Central Processing Unit (CPU) is set to 1 or if there is no program in the
processing unit at the time of changeover. Instead of the start-up
prompt, the message Table access not possible! is shown.
11
Notes on operation of the customer moni- Step 2: Selecting a menu entry in the menu box
tor The second step is to select an entry in the menu
box.
Structure of a monitor command
A monitor command consists of four command levels. • Via the keyboard:
• Select menu entry by means of underscored
Step 1: Selecting the menu title
letters or arrow keys (Windows convention).
First of all, the menu title is selected. Dialog box appears, if available.
• Via the keyboard: • Enter characters in the Edit line until the
menu entry is clearly defined. Dialog box
• Activate menu via [Alt] and select title by appears, if available.
means of underscored letters or arrow keys
(Windows convention). The menu box is • Using the mouse: Click left-hand mouse button
displayed. on the menu entry. Dialog box appears, if
available.
• Enter characters in the Edit line until the title
is clearly defined (corresponding to older
monitor versions). The menu box is not
displayed!
• Using the mouse: Click the menu title. The menu
box is displayed. Press the [Esc] key to close the
menu box again.
FIGURE 30-5. SELECTING A MENU ENTRY IN THE MENU BOX
12
Step 3: Selecting a dialog box, if available • Using the mouse: Position pointer on the required
entry and click left-hand mouse button once
The third step is to make a selection in the dialog
(double-clicking initiates the command
box, if necessary. immediately). The corresponding entry is
• Via the keyboard: Enter characters until the entry selected. Press [Backspace] or [Esc] to close the
in the dialog box is clearly defined. dialog box.
FIGURE 30-6. DIALOG BOX
The dialog box can no longer be selected via the key- • File selection
board after a file or connector name has been When a file is being entered, the Customer Mon-
entered. It can always be selected with the mouse, itor expects the complete path to be given. If only
though. the file name is given, it searches for or stores
this file in the directory containing MONI32.EXE
Step 4: Entering file or connector/signal names or in the directory which is specified by the envi-
After the dialog box has been selected, further entries ronment variable SI_DEFAULT (see Environ-
have to be made which depend on the command ment Variables).
selected. The complete command sequence is
shown in the Edit line.
13
• Entering connector or signal names

The connector or signal name can always be "Arrow-up" Decrement pointer in the command
entered. First, the Customer Monitor searches in buffer, i.e., when entered the first
the set function package (see Applic. Func.Pack- time, the command last executed
age). If it finds it there, it assumes that this is the appears in the Edit line; when
desired connector. If it does not find it there, it entered again, the penultimate
then searches through all function packages. If it command is displayed and so on.
then finds it several times, a dialog box is dis- "Arrow-down" Increment pointer in the command
played which contains all the function packages buffer.
where the connector name entry has been
found. The user can then select the desired func-
tion package.
Structure of the monitor windows
The customer monitor supports three windows.
Finally, the command is initiated by pressing [Enter]
or double-clicking the left-hand button of the mouse. 1) Work window ("Work")
All user entries are displayed in the Work window and
Command buffer each output in this window can also be recorded.
The last ten commands entered are stored in a com-
2) Lines window ("lines")
mand buffer (cyclic buffer). By entering the following
special characters, these commands can be dis- Display of line graphics (see "Observer" or separate
played again in the Edit line of the customer monitor. documentation for the Transient Recorder)
FIGURE 30-7. STRUCTURE OF THE MONITOR WINDOWS
14
Window menu "Window Cascade"

Cascades the opened windows.
Commands for Opening, Altering and Closing Win-
dows
"Window Close"
"Window Work open" Closes the active window.
Opens the Work window.
"Window close All"
"Window Lines open" Closes all windows “Work’’, “lines” and “bars”).
Opens the window for line graphics.
"Window Exit"
"Window Tile" Ends the customer monitor.
Arranges the opened windows uniformly over the
screen.
"Window Bars open"

Opens the window for bar graphics.
Options
Horizontal: arranges the windows under one

another
"Window Set"
Divides the screen between line graphics and the
"Work" window.
Options
1) Horizontal: arranges the windows under one

another
Vertical: arranges the windows side-by-side
2) 1/1 ratio of line graphics to Work win-
2/1 dow
3/1
4/1
1/2
1/3
1/4
15
Set Menu
General Commands
FIGURE 30-8. GENERAL COMMANDS
"Set Port" "Set Baudrate"

Sets the port via which communication with the target Sets the baud rate.
computer is to take place.
Options
Options
9600 Baud
COM1
COM2 19200 Baud
COM3
38400 Baud
COM4
57600 Baud
NOTE: When the customer monitor is started, either
Port 1 or Port 2 is initialized, depending on which port 115.2 kBaud
is available. If both ports are available, Port 1 is After the target computer has been switched on or
initialized. This mechanism is disabled if the "Set after a reset, its serial interface is initialized at 38400
Port" command is entered in the initialization batch baud (8 data bits, 2 stop bits and no parity bit). The
file "INIT.MON" (see Error! Reference source not PC port selected is correspondingly initialized when
found.), thus explicitly specifying the desired port. the customer monitor is called.
E.g., "Set Port COM2"  Port 2 is initialized.
16
The baud rate may be changed online using the com-

mand "Set Baudrate". Upon using this command, the
baud rate of the PC’s serial interface and the SIBAS® Table 4: Set String options
32 CPU are modified.
Path Purpose
In addition, it is also possible to change the baud rate
through entering the command in a monitor batch file (1) General Increment pointer in the command
(e.g., in the initialization file "INIT.MON", see 3.5.4). A buffer.
monitor mode is thus set in which the customer moni-
tor “polls” the target computer continuously in order to /Graphic Path for temporary work file for
establish whether its baud rate has changed. This is line graphics
the case, for example, after start-up or after the target
/Record Name and path for log file
computer has been reset (see default setting). The
customer monitor then searches for the baud rate of Observer (only in conjunction with CPU)
the target computer and automatically switches over
to communication at the desired baud rate. During /CNN Name and path for current con-
this process, the mouse pointer appears as a cross nector file (Observer)
(otherwise as an arrow).
Traco (only in conjunction with Transient
NOTE: After starting the Customer Monitor, the PC Recorder)
will attempt using the default serial interface settings
/CFG Name and path for TRACO con-
to communicate with the SIBAS® 32 Controller. If
figuration file
through previous service work the baud rate had
been changed and the automatic baud rate selection /Data Path for data files during auto-
is not active, then no communications can be matic read out (Autoread com-
achieved. The customer monitor reports this with mand TRACO)
"Check Serial Connection!" In order to make
communications possible, the baud rate of the SW-Traco (only in conjunction with CPU)
customer monitor must be set to that of the target PC /SWTR-CNN Name and path for current con-
or a reset on the SIBAS® 32 controller must be done. nector file (SW TRACO)
The message will also appear if the baud rate is
changed online and a reset of the SIBAS® 32 (2) Input
controller is then made.
-File: Complete file name including path
E.g., "Set Baudrate 19200 Baud"  The set port is
initialized with a baud rate of 19200 baud. For displaying line graphics, a temporary work file
(GRAPH.TMP) is required by the Customer Monitor.
"Set String" The path of this file can be specified with the Set
Specifies paths and/or file names for work files. String /Graphic command.
If no paths are specified, the information in Environ- The Customer Monitor enables all outputs in the
ment Variables applies. Work window (Work) to be recorded. The name of
this log file (including is specified with the Set
String /Record command (see also Set Record).
If the name (incl. path) of a connector file (/CNN) is
specified, the Observer stores in this file the names
of the last twelve connectors or signals displayed.
When the Observer is called, these names are then
displayed to the user in a dialog box so that the user
does not need to enter them again.
17
The /CFG switch is of interest only in connection with "Set Make"

the Transient Recorder (TRACO). It specifies the
Creates a monitor batch file.
configuration file which is to be used for reading out
data or during starting of the Transient Recorder, Options
unless the configuration file corresponding to the
identifier stored in the TRACO is to be used.
The /Data switch is also of interest only in connec-
Table 5: Set Make options
tion with the Transient Recorder (TRACO). During
automatic read-out of the TRACO data (see
Command Output
Autoread command in the documentation concern-
ing TRACO), the names of the files in which the INIT.MON One-off automatic execution when
TRACO data records are to be stored are allocated the monitor is called
according to PC date and the configured TRACO
identifier by the Customer Monitor. The /Data switch BATCH1.MON Batch file with the permanently
is used to specify the directory in which these files assigned name BATCH1.MON
are to be stored. Unless this is specified, the data is
BATCH2.MON Batch file with the permanently
stored in the directory of MONI32.EXE or in the
assigned name BATCH2.MON
default directory selected by means of the environ-
ment variable SI_DEFAULT (see Environment Vari- BATCH Batch file with freely selectable
ables). FILE: file name (incl. path)
If the path of a connector file for the software tran-
sient recorder (/SWTR-CNN) is indicated, the SWTR Monitor commands can be stored with the Set Make
start command stores in this file the names of the last command in monitor batch files and executed via the
twenty connectors or signals used. When the soft- Set Execute command (see Set Execute). The
ware transient recorder is called, these names are batch file INIT.MON is an exception and is executed
then displayed to the user in a dialog box, so that the automatically (if implemented) for the purpose of ini-
user does not need to enter them again. tialization after the Customer Monitor has been
called.
It is advisable to enter the commands for setting the
strings in the initialization batch file INIT.MON (see All selection and input options which are visible in the
Set Make). Edit line on initiation of a command are recognized
automatically. Commands that are nested at a lower
Example level and which require further entries to be made
Set String /Record-File: C:\PRJ\WORK- after initiation of the command, remain interactive in
BNCH\MONITOR\PROT.MON batch mode. The command with all its options is
called automatically.
If recording of the work window is activated (Set
Record), the record will be stored in the file speci- Calling of application-specific background programs
fied. (see Background Commands) can also be automated
in this way.
Set String /Graphic-File: E:\PRJ\WORK-
BNCH\MONITOR\PROT.MON With the Set Make command, the Customer Monitor
is set to a recording mode in which the commands
This specifies the temporary work file called are not executed but are only entered in the
E:\GRAPH.TMP for display of the line graphics. batch file. This recording mode is cancelled by press-
ing [Ctrl]+[C].
18
NOTE: To enable subsequent commenting on and Example 2: Any monitor batch file with freely
structuring of monitor batch files with the aid of an selectable file name (incl. path)
editor, each line of a monitor batch file that cannot be In a control unit with a Central Processing Unit and
interpreted as a command line is taken as a comment two Signal Processing Units, a software update of the
line. This comment line is then output in the work operating system and of user-specific software is to
window when the batch file is executed. It is not be executed on these processor modules without fur-
possible to comment on an actual command line. ther interactions. The update is to be executed via a
monitor batch file. Since the commands called are
The nesting of several batch files is not permissible, not executed in the record mode of the Set Make
i.e., a batch file must be called from within another command, two separate batch files must be gener-
batch file. ated first for the Central Processing Unit and the Sig-
nal Processing Unit.
Example 1: INIT.MON start-up control of the Cus-
tomer Monitor Command for generating the 1st batch file:
When the Customer Monitor is called, the baud rate Set Make BATCH File: C:\PRJ\WORK-
is automatically increased, the background color of BNCH\MONITOR\ZR_LOAD.MON
the Edit line is set to white and a name for the record
Command sequence:
files is allocated.
Hardw. RESET Monitor
Creates the batch file:
Set Baudrate 115,2 kBaud
Set Make INIT.MON
Hardw. Flash System (OS) Program File:
Command sequence:
C:\SIBAS32\CUST_MON.250\OSZR0250.LOC
Set Baudrate 115,2 kBaud
Hardw. Flash User Program File:
Set Color Background /White C:\PRJ\PRJ_DEMO\ZR_DEMO.PGM
Set String /Record-File: C:\PRJ\WORK- Set Baudrate 38400 Baud
BNCH\MONITOR\PROT.MON
Hardw. RESET Normal
[Ctrl]+[C]
Command for generating the 2nd batch file:
The commands are executed automatically after the
Set Make BATCH File: C:\PRJ\WORK-
next monitor start.
BNCH\MONITOR\DSP_LOAD.MON
Command sequence:
Hardw. Flash Operating System Program
File:
C:\SIBAS32\CUST_MON.250\OSSI0128.LOD
C:\PRJ\PRJ_DEMO\DSP_DEMO.PGM
Hardw. ZR
19
After that, the batch files are merged, with help of a "Set Execute"
text editor, into one file, DOWNLOAD.MON, are
Executes monitor batch file.
edited (names of Signal Processing Units are added
(see Hardw. DSP) and are commented on (comment Options
line:
-> Update of ### finished). Table 6: Set Execute Options
Set Baudrate 115,2 kBaud Command Output
Hardw. RESET Monitor BATCH1.MON Batch file with the permanently
Hardw. DSP SIP_1 assigned name BATCH1.MON
Hardw. Flash Operating System Program BATCH2.MON Batch file with the permanently
File: assigned name BATCH2.MON
C:\SIBAS32\CUST_MON.250\OSSI0128.LOD
BATCH Batch file with freely selectable
Hardw. Flash User Program File: FILE: file name (incl. path)
C:\PRJ\PRJ_DEMO\DSP1DEMO.PGM
-> Update of SIP_1 finished With this command, the batch files generated with the
Set Make command are executed (see Set Make).
Hardw. ZR
Hardw. DSP SIP_2 Example
Hardw. Flash Operating System Program
File: Set Execute Calls monitor batch file
C:\SIBAS32\CUST_MON.250\OSSI0128.LOD BATCH1.MON BATCH1.MON
C:\PRJ\PRJ_DEMO\DSP2DEMO.PGM "Set Record"
-> Update of SIP_2 finished Starts or terminates logging (recording) of the outputs
in the work window.
Hardw. ZR
Hardw. Flash System (OS) Program File: Options
C:\SIBAS32\CUST_MON.250\OSZR0250.LOC
Table 7: Set Record Options
C:\PRJ\PRJ_DEMO\ZR_DEMO.PGM Command Output
-> Update of ZR finished Create Starts recording; if a record file
Set Baudrate 38400 Baud already exists it is deleted
Hardw. RESET Normal Append Starts recording; if a record file

already exists it is not deleted
Execution:
Stop Terminates recording
Set Execute BATCH File: C:\PRJ\WORK-
BNCH\MONITOR\DOWNLOAD.MON
The Set Record command starts recording of all
outputs in the work window. A prerequisite is that the
Set String /Record command has disclosed in
which file the record is to be stored (see Set String). It
is possible to select whether the record file is to be
overwritten or whether the new record is to be added
to the old one. The character set used for generating
the record file can be modified via the environment
variable SI_PROT (see Environment Variables).
20
Before a record file can be read with an editor, "Set Wait"

recording must be terminated.
Setting of the waiting time for automated test applica-
tions which run with monitor batch files.
Example
Options
Set Record Create Starts recording
Set Record Stop Terminates recording 1 Second
2 Seconds
"Set DIN-Bus" 5 Seconds
**Not used in the IGBT haul truck project.
10 Seconds
"Set TCN" 20 Seconds
**Not used in the IGBT haul truck project. 50 Seconds
"Set Timeout" "Set Color"

Changes the timeout. Sets the color of text in the Edit line.
Options Options
0.25
0.50
0.75 1) "Text" :Command refers to text
1.00 "Background" :Command refers to text back-
1.25 ground
1.50 2) "/Blue"
1.75 "/Green"
2.00 "/Red"
2.50 "/Yellow"
3.00 "/Black"
3.50 "/White"
4.00 "/Magenta"
The timeout of the monitor, i.e., the maximum waiting
time of the customer monitor for a response of the Basic setting: yellow background, black text
target computer before an error message ("Timeout")
is sent, can be changed by selecting a multiplication
factor. The timeout (ca. 2 seconds) set after start-up E.g., "Set Color Background/ Red background
of the program is multiplied by the factor selected. Red"
"Set Color Text /Black" Black text
NOTE: The colors for the window background, menu

lines, etc., can be set by means of the Windows
system control.
21
"Set Info" "Set CHAR Set"

Displays the versions of the monitor program and Selects the character set for strings received.
operating system of the SIBAS® 32 processing unit.
NOTE: This command must not be used within the
INIT.MON file. Table 8: Set CHAR Set Options
"Set comment" Command Description

Set COMment can be called in order to enter com- AUTO Automatic selection of the charac-
ments. ter set
This activates a text input mode. The subsequent ANSI Mapping to ANSI character set
entries are not interpreted as commands but appear
on the screen as normal text. The text input mode OEM Mapping to OEM character set
can be terminated by pressing [Ctrl]+[C].
When directly called, the command allows specific "Set Quit"
comments to be made in record files (see Set Ends the Customer Monitor.
Record). If the contents of record files are generated
by means of batch files, the batch job is stopped
when this command is executed and the user can
enter comments (e.g., observations regarding the
process) which are then incorporated in the record
file.
22
Applic. Menu
Commands for Displaying and Setting Connectors,
Signals and Function Packages and for Expanding
Menus
FIGURE 30-9. APPLIC MENU
"Applic. Func.Package" If the connector searched for is not located in this

function package, the operating system searches all
Sets a function package.
the existing function packages.
This command is used to display all existing function
packages. The function package selected is set when
the command is initiated. The result is that, when
connector names are being searched for, a search is
first made in the function package, which has been
specified. If the connector searched for is located in
this function package, the search time is thus
reduced significantly – especially if the target com-
puter has only a restricted amount of computing time.
23
"Applic. Connector" The following activities are possible by entering the

following control characters:
For displaying and altering values of connectors and
signals. • [Home] or [;
Displays the same connector
Connectors are inputs and outputs of function blocks.
Signals are connectors or links between connectors, • [Down arrow] or [,]
which have a name of their own. Displays the next connector
Options • [Up arrow] or [:]

Displays the previous connector
Table 9: Applic. Connector Options • [Right arrow]
Command Description Displays the first connector of the next block
(1) • [Left arrow]

Displays the first connector of the previous block
/Intern Additional display of internal con-
nectors • [PgDn]
First connector on the next SIBAS® G sheet
/Replace Connector names, if they exist,
are replaced by signal names • [PgUp]
Last connector of the previous SIBAS® G sheet
(2)
• [Enter]
/Cont Continuous display Cancels the command
/Single One-off display Access to function blocks is supported according to
(3) their location on the sheets. The first block of the
sheet is located at the top left, the last at the bottom
->CNN Connector or signal name (direct right.
value can be specified for
alteration) During continuous mode (/Cont), the continuously
repeated display can be stopped by pressing any
Syntax: name: <value> key. It is then possible to proceed as described
above. When a control character is entered, the dis-
With the Applic. Connector command, the values of play reverts to continuous mode.
connectors or of signals can be displayed and
If a comma is added after the connector or signal
altered. The command is interactive, i.e., after the
name, when the command is entered, the command
command has been initiated, the connector informa-
is no longer an interactive one, i.e., it does not expect
tion is displayed and the Customer Monitor waits for
further input. If another value is input after the
an input. This can be the input of a new value, input
comma, this value is incorporated as a modification
of a control character or both. If they are standard-
without further interaction. The suppression of inter-
ized connectors or signals, their value (as well as the
action supports especially the creation and execution
entry of an alteration) is displayed in a physical for-
of batch files.
mat.
Connector or signal information can only be altered if
alteration of the connector or of the signal has been
approved by the Customer Monitor during configura-
tion of the control software. An attempt to alter con-
nectors or signals which have not been approved for
alteration is acknowledged with the message Insuffi-
cient Access Right. Alteration of connector or signal
information can be suppressed in order to maintain
software consistency. The Customer Monitor
responds to these attempts at alteration with the
message: Update not possible!
24
Example The following activities are possible by entering the

following control characters:
Applic. Connector /Single ->CNN: INT1.TI
The connector INT1.TI, is displayed and the user can • [Home] or [;]
Displays the same block
assign a new value to the connector if alteration is
allowed at the Customer operator level. The user can • [Right arrow]
display further connectors by entering a control char- Displays the next block
acter. No internal connectors are displayed and con-
nector names are not replaced by signal names. • [Left arrow
Displays the previous block
"Applic. View" • [PgDn
For displaying the values of input and output connec- First block on the next SIBAS® G sheet
tors of a function block.
• [PgUp]
Options First block on the previous SIBAS® G sheet
• [Enter]
Cancels the command
Table 10: Aplic. view options Access to function blocks is supported according to
their location on the sheets. The first block of the
Command Description sheet is located at the top left, the last at the bottom
right.
(1)
If a comma is added when the command is called,
/Intern Additional display of internal con- the command is cancelled automatically after the
nectors connector information of a block has been shown.
(2) NOTE: During normal mode, chronologically
inconsistent data may be displayed since the
/Replace Connector names are replaced by
connectors of the block are not read out with an
signal names
interrupt inhibit.
(3)
Example
->CNN Connector or signal name
Applic. View /Replace ->CNN: INT1.TI
Syntax: Name: <value> The connectors of the INT1 block are displayed. The
connector names are replaced by signal names, if
With the Applic. View command, the values of con- possible.
nectors of a function block can be displayed. They
are displayed from the indicated connector onwards, "Applic. Signal"
i.e., if the indicated connector is not the first one of a For displaying and altering signals.
function block, the connectors in front of this one are
not displayed. The command is interactive, i.e., after Signals are connectors or links, which have their own
the command has been initiated, the connector infor- name.
mation is displayed and the Customer Monitor waits The procedure is analogous to that for the "Applic.
for a control character to be entered. If the connec- Connector" command.
tors are standardized connectors, their values are
displayed in terms of physical units. The input and output values of function blocks as well
as the values of links, which do not have their own
name, are not displayable with this command.
25
"Applic. Observer" After the Applic. Observer command has been

initiated, the Customer Monitor waits for the user to
For real-time recording of software values (connec-
enter the names of the connectors or signals which
tors).
are to be recorded. The last twelve names input by
Options Observer are noted by the Customer Monitor and the
user can select up to eight of them in a dialog box. If
the user wishes to enter connector names which are
Table 11: Observer Options not yet contained in the dialog box, the user must ter-
minate entry via the dialog box by pressing [Enter] or
Command Description
double-clicking with the mouse. The selected con-
(1) nector names are accepted and the remaining names
/Bars Online display of bar graphics can be entered via the keyboard. The Observer
(2) command can be cancelled by pressing [Ctrl]+[C].
/Values Online display of connectors (in With the Set String /CNN-File: command, the
physical units) user can define a connector file in which the entries
(3) of the above dialog box (connector or signal names)
/Lines to Offline display of line graphics are stored so that this information is not lost even
File after exiting the Customer Monitor. The connector file
If the line graphics are to be dis- can be edited with an ASCII editor.
played, the full path of a file in which After the connector or signal names have been
the data is to be stored must be entered, the user must use a dialog box to select the
specified when the command is desired time slice at the end of which the operating
called. system is to record the connectors.
The operating system maintains a cyclic storage Possible time slices:

memory in which it can record up to eight connectors
T1
after elapse of a time slice which can be selected by
the user. The cyclic store can store 1000 values. The T2
recording of hardware connectors and R connectors
T3
(reciprocal time-relative connectors) is not supported.
T4
This recording mode of the operating system is
started by means of the Observer command of the T5
Customer Monitor. The monitor user selects a time
T6
slice and, after this has elapsed, the operating sys-
tem makes the entries into the cyclic storage. Since T7
the time slice control function is only active during
T8
normal mode, the Observer must only be called dur-
ing normal mode. If one of the two switches, /Bars The monitor user can define a Stop condition which
or /Values, is selected by the user, the operating causes the operating system to terminate recording
system carries out an online background transfer of and transfer the data in the cyclic storage to the PC,
the recorded data to the PC. provided that the switch /Lines to File: has
been selected. The Stop condition is linked to the first
The Customer Monitor then displays the transferred
two connectors. It is possible to stipulate that record-
data in the form of bar graphics (/Bars) and/or dis-
ing is terminated only when the connector value is
plays the data in the work window in terms of physical
equal to, greater than or less than a reference value
units (/Values).
to be specified. In addition, the two Stop conditions
can be logically linked to one another with an OR or
an AND connection.
26
Furthermore, the user can choose whether recording Two options

is to terminate immediately when the Stop condition
is reached or whether recording is to continue until
50% of the cyclic buffer storage is filled with [Ctrl] + [C] Termination of recording and transfer of
“post-history.” cyclic buffer storage if /Lines to File: has
been selected: graphic display of
Options recorded connectors
[Ctrl] + [S] Termination of recording and no transfer
of cyclic buffer storage even if /Lines to
Table 12: Applic. Observer Stop File: has been selected
condition options
Connector 1 Description If a Stop condition has been defined, the Customer
CNN_1 = REF_1 Stop condition for connector 1 Monitor requests the user to enter the reference
value in terms of physical units.
CNN_1 > REF_1
CNN_1 < REF_1 The transfer of data can be terminated by pressing
NO REF_1 No Stop condition for connector 1 [Ctrl]+[C].
Connector 2 Description
CNN_2 = REF_2 Stop condition for connector 2
CNN_2 > REF_2
CNN_2 < REF_2
NO REF_2 No Stop condition for connector 2
Logic connec- Description
tions
TR_1 || TR_2 Logical OR connection of Stop
conditions
TR_1 && TR_2 Logical AND connection of Stop
conditions
Other Description
00 % Immediate termination when Stop
condition reached
50 % Fill 50% of buffer with “post history”
(is ignored if /Lines to File:
has not been selected)
If no Stop condition has been defined, recording must

be terminated via the keyboard.
27
FIGURE 30-10. DISPLAY OF BAR GRAPHICS
28
FIGURE 30-11. Display of line graphics
Notes on the display of connectors • Display of positive values with solid bars
• Work window (Work) • Display of negative values with shaded bars
• Connectors displayed in terms of physical  Line graphics (Lines)
units
• Display can be altered by means of Graphic
• Displayed online (i.e., if the communications commands (Position, Time/Div, Unit/Div)
link is overloaded, values may be “lost”)
• Dashes at the left-hand side of the window
• The display can also be recorded (see Set denote the zero lines
Record)
• Time shown top right denotes the time before/
• Same sequence as for bar graphics display after the recording is stopped:
- - Time before recording stopped
 Bar graphics (Bars) -+ Time after recording stopped
• Display related to “100% value” of the
connector • Designations of the connectors and the scale
in which they are displayed are shown at the
• Displayed online (i.e., if the communications right-hand edge of the window; the time scale
link is overloaded, values may be “lost”) is displayed bottom right
• Bar legend:
- Name of the connector or signal
- Unit of the connector displayed
- “100% value” in physical units
29
• Horizontal and vertical scroll bars and sliders "Applic. Report"

can only be operated with the mouse.
For calling the run-up prompt or an FP prompt.
• After recording has been terminated Option:
(Observer), the data must be transferred
Name of function package
immediately; during the transfer time, the
Customer Monitor changes the mouse pointer With the "Applic. Report" command, the run-up
into an hourglass. prompt configured for the program is displayed in the
• Values of the time denoted by the cursor are Work window. If a name of a function package is
displayed in physical units on the right next to entered as well, the configured function package
the connector or signal name. prompt is displayed.
• The cursor is moved by means of: "Applic. Legitimation"
- [Right arrow] or [Left arrow] for slow move-
ments For setting passwords.
- [Shift] or [Ctrl] + [Right arrow] or [Left arrow] for
• Customer Monitor V2.40 and higher:
rapid movements When the Applic. Legitimation command is
If the graphics window has not yet been opened called, a dialog box is displayed.
when the Observer is started, the Customer Monitor
opens the work and graphics windows automatically. Options
The operator, however, can organize the windows as
required; they are then no longer altered.
Table 13: Applic. Legitimation options
"Applic. Buffer" Command Description
This function is used to set software values in the /FP Entry for function package pass-
memory. Changing a connector value in the memory words (same as up to V2.40)
will cause SIBAS® to use the change each time it is /LOAD Entry of a password that may be
started up. required when loading software
Options Whether or not a password is necessary is decided

on the basis of the UDF file loaded. The tool UDFPAK
1) /Edit->CNN: Adds of changes the specified con-
can be used to assign a password that must then be
nector in the buffer
entered by the monitor user when software is to be
2) /Del -> CNN: Deletes the specified connector from loaded.
the buffer
If, when the loading command is called, the password
3) /Release: Saves the buffer to the CPU card’s has not already been entered by means of the Applic.
memory Legitimation command, the prompt to enter the pass-
word is displayed.
4) /Clear: Erases all buffer values
The password is "forgotten" as soon as the Customer
Selecting “/Edit” but not entering a connector will dis-
Monitor is exited.
play the first value in the buffer. Pressing the down
arrow will show consecutive values and then repeat If a password has to be entered (requirement: at least
starting with the first value. Each value is indexed operating system V2.50), Customer Monitor V2.50 or
and a total of 32 can be stored in the buffer at one higher is essential to enable loading.
time.
30
"Applic. Menu" "Applic. Environment"

For expanding the monitor menu with "Background" Stores the system environment.
programs.
The Applic. Environment command creates a file
The Menu command expands the monitor menu by where all important information concerning hardware
adding the titles of the "Background" programs, and software of the respective Central Processing
which have been specifically provided for the project. Unit is entered. In case of queries concerning prob-
lems with hardware or software of the Central Pro-
Selecting Application menu will refresh the menus
cessing Unit, those pieces of information should be
and display the TRACO, EVENTS and USER menus
passed on to Komatsu. This enables the users to be
if not already displayed, assuming the software is
supported better on-site.
communicating with a IGBT truck SIBAS®.
"Applic. Traco"
For displaying the status and reading data from the
"Software Traco."
Options
/Read->File:
/Info
/Erase Part.
A Software Traco is supported as of CPU operating
system V1.30. For this purpose, system services to
start and stop the Software Traco are implemented in
the "Virtual Interface" of the operating system. Like-
wise, data records recorded elsewhere (e.g., by a
DSP) can be declared as "traco data records" and be
made known to the operating system. The Software
Traco can:
 Record up to 48 signals per partition
 Manage up to 20 of these partitions
With this command, sets of data can be read and
stored to a file. When the line graphic is displayed,
the header line of the window contains not only the
file name, but also the date and time at which record-
ing was ended.
Single partitions can be deleted using the /Erase
Part. option. The /Info option can be used to deter-
mine the status of the Software Traco.
31
Following information is stored in a file:
09/12/2002 Thursday // Creation date and time

10:10:06
-------------
Application // User program start-up message
-------------
CENTRAL PROCESSING UNIT

SIBAS® COMPACT 3
PGM-VERSION: 00.297
-------------
SIBAS® 32: ZR 80x86
-------------
Hardware ID: 2 // Hardware version
FPGA ID: 0 // Version of the FPGA on the CPU
Operating System: V 2.50 // Operating system version
Application: V 00.297 (01.07.2002) // Application version with compile date
SIBAS® G: V 03.20 // Version of SIBAS® G
Monitor: V 2.50 // Monitor version
-------------------------------------------
Detailed information about last exception // If general protection or Rdy
------------------------------------------- // timeout has occurred
Last event: Ready Control (01FC44E3) // Pointer to last exception

Program Class: T1 // Last active program class
Function Packet: 37 (HDWARAS3) // Last active function package
Point of time: 4376480 cycles (T1) after reset // Time of the exception
-------------
Environment // Memory dump
------------- // with information on
// time slice management
00000000 03401EC3 00000000 FFFFFFFF
FFFFFFFF 01FC44E3 00810020 00000002
01FC469B 5A5A0020 01010086 01896300
01011240 01FC44E3 00000BB8 0042C7A0
00000001 00000003 00000009 00000013
00000027 0000004F 000000E5 00000001
00000000 00000000 00000000 00000000
00000000 00000000 00000000 000200DA
00000000 00000000 000000FF 000000FF
00000000 54310025
FIGURE 30-12. Applic. Environment file
32
Hardw. Menu "Hardw. Flash"

For deleting and loading flash EPROMs.
Hardware-Oriented Access via the Customer Monitor
The Hardw. menu contains various functions, most of Options
which relate to accessing the Central Processing
Units.
Table 14: Hardw. Flash options
A number of the functions also relate to accessing
Command Description
Signal Processing Units and Inverter Processing
Units. (1)
User EPROM for the application (user
• Flash EPROM)
For deleting and loading flash EPROMs System (OS) EPROM for operating system
Com. Driver: EPROM for communication driver
• Clock
(e.g., CAN)
For setting and displaying the CPU clock Binary File EPROM for User Data Flash (UDF)
• DSP (2)
Erase Deletes user flash EPROM (no
For switching to the monitor of a Signal Processing
longer necessary as of operating
Unit module
system V1.20)
• BCD Program File: Loads user program in flash
For simulating the BCD switch EPROM (as of operating system
V1.20, deletion is carried out auto-
• RESET matically beforehand)
RESET command Syntax: Name: <File name>
• Info This command is for deleting or loading the individual

For retrieving information concerning hardware and flash EPROMs.
software
Requirements
• User Flash
 The processing unit is in Monitor Only
For deleting and loading user flash EPROMs mode. If the Central Processing Unit is in
the normal mode, the following message is
• Sys. Flash displayed: Command online not possible!
For deleting and loading operating system flash  The programming jumper is plugged into
EPROMs the front panel of the Central Processing
• BOOT DSP Unit. The following message is displayed if
no programming jumper is plugged in:
For loading the operating system on the Signal Pro- Programming jumper not plugged!
cessing Unit module
• ZR
For reverting to the monitor of the Central Processing
Unit
• BOOT ZR
For loading the operating system on the Central Pro-
cessing Unit
Hardware-Oriented Access via the Customer Monitor
33
The file selector key [F1] can be used to help enter Increasing the baud rate can speed up loading!
the file name.
NOTE: As of Customer Monitor V2.10, this command
Example replaces the two commands Hardw. User Flash and
Hardw. Sys. Flash, which are, however, still made
Hardw. Flash User Program File: available for compatibility reasons (see Hardw. User
C:\PRJ\PRJ_DEMO\ZR_DEMO.PGM Flash and Hardw. Sys. Flash).
The program ZR_DEMO.PGM is loaded into the flash
EPROMs.
Deleting and loading

After a new operating system has been loaded,
During deletion/loading, the Customer Monitor the project-specific software also has to be re-
changes the mouse pointer into an hourglass. The loaded!
following displays appear in sequence on the Central
Processing Unit and the PC: The EPROM for the communication drivers
As of Central Processing Unit 6FH9263-3J, the CPU
Table 15: Messages displayed when can be equipped with a plug-in communication mod-
deleting and loading ule (e.g., CAN). As of Customer Monitor V2.20, the
plug-in module and loading of the relevant drivers is
No. Display Message supported by the monitor and operating system.
location
1 7-segment dis- L (Loader is being loaded into User Data Flash (UDF)
play CPU the RAM of the CPU) ** Note implemented for the IGBT truck system
2 7-segment dis- 2 (Program is being deleted/
play CPU loaded) "Hardw. Clock"
3 Message on Erasing Flash Memory! For setting and displaying the CPU clock.
the PC
4 Message on Loading Code! Options
the PC
5 Message on Flash Memory programmed!
Table 16: Hardw. Clock options
the PC
6 Message on Reset Detected! Command Description
the PC Read Reads out CPU clock
Set Sets CPU clock
Automatic Monitor Only reset after completion of Enter:
loading only takes place as of operating system - Day.Month.Year or Day/Month/
V1.20. For older versions of the operating system, Year
this Monitor Only reset has to be triggered after load- - Day of the week
ing by pressing the RESET button on the CPU - Hrs:Min:Sec or Hrs:Min:Sec AM/
(recessed red push button) while holding down the PM
Monitor Only mode push button (non-recessed black
button at the top) or by initiating the command Hardw. NOTE: As of Customer Monitor V2.50, the date and
RESET Monitor. time are displayed depending on the local language
and country settings in Windows (USER). The same
applies to setting the clock.
34
"Hardw. DSP" Because the BCD switch has different positions, the
operating system can run in different modes after a
For switching to the monitor of a Signal Processing
reset or start-up. The BCD switch can be set to 9 for
Unit module.
commissioning of systems whose control units are
With this command, the Central Processing Unit is not accessible or are poorly accessible. This enables
switched to Transparent Mode in which it relays all the user to simulate switch settings 0 to 8 via the ser-
characters of the monitor via the dual port RAM to a vice interface.
Signal Processing Unit module and vice versa. The
monitor program can now communicate with the Example
module without the service interface having to be Hardw. BCD Disp. /Mod.
changed.
For positions 0 to 8, the switch position is displayed
After the command has been initiated, a dialog box after this command has been called. For position 9, a
appears that lists all DSPs available. The required dialog box appears which indicates the position of the
link is established by making a suitable selection. If Software BCD switch. This can be modified by mak-
the Hardw. DSP command is called from within a ing an appropriate selection.
monitor batch file, this dialog box can be avoided by
adding the name of the DSP to the command call "Hardw. RESET"
(see also Set Make). This means the user does not
have to enter anything when switching to a DSP. RESET command.
The following modules are supported: Options

o Signal Processing Unit 6FH9265 (DSP5600x)
o TRACO module 6FH9388
Table 18: Hardw. RESET options
"Hardw. BCD" Command Description
For simulating the BCD switch. Normal Normal mode
Monitor Monitor Only mode
Options
The RESET command triggers the following activi-
ties:
Table 17: Significance of Hardw. BCD
switch positions 1. Interrupt disable (normal mode).
0 Normal mode 2. In normal mode, the NMI1 handler is called.
1 All operating system access to the system 3. The RESOUT signal of the Central Processing
interface is suppressed Unit is activated.
2 No significance (normal mode) 4. RESOUT is present for 300 ms.
3 No significance (normal mode)
5. RESOUT is deactivated again.
6. The CPU operating system branches to the
start of its program.
7 Operation buffer active By activating the RESOUT signal, this command also
affects the control unit periphery, e.g., the Signal Pro-
cessing Units and communication modules. In the
9 The BCD switch is simulated by the operating event of a Monitor Only reset, the operating system
system (Software BCD switch) also ensures that the Signal Processing Units change
to Monitor Only mode as well.
35
The Inverter Processing Units that may be present Application and tools
are generally deactivated on RESET of the Central
Processing Unit. Refer to the project documentation • Version of user program and creation date
for more detailed information. • Version of SIBAS® G which has been used to
create the application
After start-up of the Central Processing Unit, the
message Reset Detected! is displayed on the • Version of the monitor which is used
PC. The monitor prompt (see Monitor prompt) indi-
cates in which operating mode the start-up of the • As of operating system V2.30 and Monitor V2.30:
date of last update
CPU has taken place.
NOTE: During normal mode, calling of the RESET Communication module
command is blocked by the control unit software. If • Hardware identification of plug-in module
the RESET command has not been enabled, the
message Reset online not possible! is • Version identifier of the firmware of the plug-in
displayed. module
• Version identifier of the communication drivers
"Hardw. Info"
• As of operating system V2.30 and Monitor V2.30:
Retrieves information concerning hardware and soft- date of last update
ware (CPU operating system V2.0 and higher).
Displaying the loading date
Hardware/Operating system
As of operating system V2.30 and Monitor V2.30:
Hardware identification
Last Updates Displays the date of the last update
0 6FH9263-3C (80386 processor)
1 6FH9263-3D (80386 processor)
NOTE: As of Customer Monitor V2.50, the date is
3 6FH9263-3F (80386 processor)
displayed depending on the local language and
4 6FH9263-3G (80486 processor, 8 Mbyte country settings in Windows (USER).
flash)
5 6FH9263-3H (80486 processor, 16 Mbyte
flash)
6 6FH9263-3J, (80486 processor, 16 Mbyte
6FH9514-3A flash)
7*) 6FH9263-3K, (80486 processor, 16 Mbyte
6FH9514-3B flash)
8*) 6FH9263-3L, - (80486 processor, 16 Mbyte
3M, -3N, flash)
6FH9514-3C, -
3D, -3E,
6FH9533-3A, -
3B,
6FH9563-3A
FPGA identification 6FH9263-3C...-3F always 0
from 6FH9263-3G, valid FPGA
identification
Version of operating system
Date of last update (As of operating sys. V2.30
and Monitor V2.30)
*) In this case, the operating system CPU does not
detect any differences between the CPU versions
with or without plugged CAN/MVB or ETH module.
36
"Hardw. User Flash" "Hardw. Sys. Flash"

For deleting and loading user flash EPROMs. For deleting and loading operating system flash
EPROMs.
Options
Options
Table 19: Hardw. User Flash options

Command Description Table 20: Hardw. Sys. Flash options
(1) Command Description
Erase Deletes user flash EPROM (no (1)
longer necessary as of operating Erase Deletes operating system flash
system V1.20) EPROM (no longer necessary as of
Program File: Deletes user flash EPROMs and operating system V1.20)
loads user program Program File: Deletes operating system flash
(2) EPROMs and loads operating sys-
File: File name of the user program (with tem
complete details of the path) (2)
File: File name of the operating system
This command is for deleting or loading the user flash (with complete details of the path)
EPROMs. Prerequisite for this is Monitor Only mode
and that the user has plugged the programming This command is for deleting or loading the operating
jumper (interlocking of WRITE signal or programming systems flash EPROMs. Prerequisite for this is Moni-
voltage) into the target computer. tor Only mode and that the user has plugged the pro-
gramming jumper (interlocking of WRITE signal or
The functionality of this command is also covered by
programming voltage) into the target computer.
the Hardw. Flash command. The details of this com-
mand are therefore documented in the description of The functionality of this command is also covered by
the Hardw. Flash command (see Hardw. Flash). the Hardw. Flash command. The details of this com-
mand are therefore documented in the description of
This command is only made available for compatibil-
the Hardw. Flash command (see Hardw. Flash).
ity reasons.
This command is only made available for compatibil-
ity reasons.
37
"Hardw. BOOT DSP" • ICM

For loading the operating system on the Signal Pro- OSUW0101.LOD Operating system for ICM
cessing Unit module. V1.01
OSUW0100.LOD Operating system for ICM
If there is no operating system in the operating sys-
V1.00
tem flash EPROMs of the Signal Processing Unit, the
processor has to be re-booted. Booting can be car- • Boot program for Signal Processing Unit modules
ried out via the dual port RAM of the Signal Process- - BOOT0250.LOD BOOT program for DSP5600x
ing Unit. V2.50
- BOCO0250.LOD BOOT program for DSP56303
Requirements V2.50
 In the Central Processing Unit, a program - BOAS0250.MS3 BOOT program for ADSP
must have been loaded in which access to (SHARC) V2.50
the Signal Processing Unit to be booted is - BOTR0250.LOD BOOT program for TRACO
configured! V2.50
 The following files must be located in the BOUW0250.LOD BOOT program for ICM V2.50
monitor directory to enable booting of the • Loader for Signal Processing Unit modules
modules:
LOAD0250.LOD Loading routine for DSP5600x
V2.50
• DSP5600x LOCO0250.LOD Loading routine for DSP56303
OSSI0128.LOD Operating system for V2.50
DSP5600x V1.28 LOAS0250.MS3 Loading routine for ADSP
OSSI0127.LOD Operating system for (SHARC) V2.50
DSP5600x V1.27 LOTR0250.LOD Loading routine for TRACO
OSSI0125.LOD Operating system for V2.50
DSP5600x V1.25 LOUW0250.LOD Loading routine for ICM V2.50
OSSI0120.LOD Operating system for
DSP5600x V1.20 The following procedure is necessary:
OSSI0110.LOD Operating system for
DSP5600x V1.10 DSP5600x Signal Processing Unit and TRACO
FLASH.LOD Operating system for 1. Plug the programming jumper into the front
DSP5600x V1.00 panel of the Signal Processing Unit.
• DSP56303 2. Plug the connecting cable into the service inter-
OSCO0103.LOD Operating system DSP56303 face of the Central Processing Unit and switch
V1.03 the Central Processing Unit to Monitor Only
OSCO0102.LOD Operating system DSP56303 mode.
V1.02 The BCD switch of the Central Processing Unit
OSCO0101.LOD Operating system DSP56303 must not be in the 1 position!
V1.01
OSCO0100.LOD Operating system DSP56303
V1.0
• ADSP 2106x
OSAS0122.MS3 Operating system for ADSP
(SHARC) V1.22
(SHARC) V1.10
(SHARC) V1.01
(SHARC) V1.00
38
3. Call the Customer Monitor. Consequences:

4. Press the BOOT button on the DSP (recessed
black push button at the bottom) and the Display location Message
RESET button on the DSP and keep them
7-segment display L (Loader is being loaded into
pressed.
DSP the RAM of the DSP)
5. Call the command Hardw. BOOT DSP and 7-segment display (Operating system deletion is
enter the full file name for the loading module of DSP running)
the operating system.
7-segment display 0 (Operating system loading is
e.g.:
DSP running)
Hardw. BOOT DSP /OS: C:\SIBAS32\CUST-
MON.250\OSSI0128.LOC Message on the PC Erasing Flash Memory!
Message on the PC Loading Code!
The file selector key [F1] can be used to help
enter the file name. 9. Wait until loading is completed and the RESET
has been carried out.
After the command has been initiated, a dialog
box BOOT DSP appears which must not yet be
acknowledged! If there are several Signal Pro- Display location Message
cessing Units in the SIBAS® 32 control unit, you Message on the PC Flash Memory programmed!
must decide beforehand which Signal Process- Message on the PC Reset Detected!
ing Unit is to be booted.
6. With the BOOT button still pressed, release the
RESET button on the DSP. 10. The Customer Monitor now enables further
Consequence: operations on the booted DSP, e.g., loading of
project-specific software by means of Hardw.
Display location Message Flash User Program or return to operations on
the Central Processing Unit by means of Hardw.
7-segment display DSP 1 (DSP in BOOT mode)
ZR.
7. Release the BOOT button on the DSP.

8. Confirm the BOOT DSP dialog box.
DSP56303 (monitor and CPU operating system as
of V2.0), ADSP and ICM (monitor and CPU operat-
ing system as of V2.30 at any one time) modules
The above modules have no RESET or BOOT but-
tons that the user has to press. BOOT and RESET
are executed by the operating system of the CPU.
1. Plug the programming jumper into the front
panel of the Signal Processing Unit.
2. Plug the connecting cable into the service inter-
face of the Central Processing Unit and switch
the Central Processing Unit to Monitor Only
mode.
NOTE: The BCD switch of the Central Processing
Unit must not be in the 1 position!
3. Call the Customer Monitor.
39
4. Call the command Hardw. BOOT DSP and Access to the Signal Processing Unit
enter the full file name for the loading module of
the operating system. "Hardw. Flash"
e.g.: For deleting and loading flash EPROMs.
Hardw. BOOT DSP /OS: C:\SIBAS32\CUST-
MON.250\OSCO0103.LOD Options
The file selector key [F1] can be used to help
enter the file name.
Send the command. Table 21: Hardw. Flash options
If there are several Signal Processing Units in Command Description
the SIBAS ® 32 control unit, you must decide (1)
beforehand which Signal Processing Unit is to User EPROM for the application (user
be booted. No user actions are needed during EPROM)
booting. Com. Driver: EPROM for communication driver
5. Wait until loading is completed and the RESET (e.g., CAN)
has been carried out. Binary File EPROM for User Data Flash (UDF)
(2)
Display location Message Erase Deletes user flash EPROM (no
longer necessary as of operating
Message on the PC Flash Memory programmed!
system V1.20)
Message on the PC Reset Detected!
Program File: Loads user program in flash
EPROM (as of operating system
6. The Customer Monitor now enables further V1.20, deletion is carried out auto-
operations on the booted DSP, e.g., loading of matically beforehand)
project-specific software by means of Hardw. Syntax: Name: <File name>
Flash User Program or return to operations on
the Central Processing Unit by means of Hardw.
This command is for deleting or loading the individual
ZR.
flash EPROMs.
Inverter processing unit
Requirements
Booting is not supported by the Customer Monitor in
 The processing unit is in Monitor Only
the case of systems with Inverter Processing Units.
mode. If the Central Processing Unit is in
Refer to the project documents for the steps that are the normal mode, the following message is
necessary in this case. displayed: Command online not possible!
 The programming jumper is plugged into
the front panel of the Central Processing
Unit. The following message is displayed if
no programming jumper is plugged in:
Programming jumper not plugged!
The file selector key [F1] can be used to help enter
the file name.
Example
C:\PRJ\PRJ_DEMO\ZR_DEMO.PGM
The program ZR_DEMO.PGM is loaded into the flash
EPROMs.
40
Deleting and loading The EPROM for the communication drivers

During deletion/loading, the Customer Monitor As of Central Processing Unit 6FH9263-3J, the CPU
changes the mouse pointer into an hourglass. The can be equipped with a plug-in communication mod-
following displays appear in sequence on the Central ule (e.g., CAN). As of Customer Monitor V2.20, the
Processing Unit and the PC: plug-in module and loading of the relevant drivers is
supported by the monitor and operating system.
No. Display Message User Data Flash (UDF)

location
NOTE: Not implemented on the IGBT truck system
1 7-segment display L (Loader is being loaded
CPU into the RAM of the CPU) "Hardw. RESET"
2 7-segment display 2 (Program is being
RESET command.
CPU deleted/loaded)
3 Message on the PC Erasing Flash Memory! Options
4 Message on the PC Loading Code!
5 Message on the PC Flash Memory pro-
grammed! Command Description
6 Message on the PC Reset Detected! Normal Normal mode
Table 22: Messages displayed when Monitor Monitor Only mode
deleting and loading Table 23: Hardw. RESET options
Automatic Monitor Only reset after completion of The RESET command triggers the following activi-
loading only takes place as of operating system ties:
V1.20. For older versions of the operating system, 1. Interrupt disable (normal mode).
this Monitor Only reset has to be triggered after load-
ing by pressing the RESET button on the CPU 2. In normal mode, the NMI1 handler is called.
(recessed red push button) while holding down the 3. The RESOUT signal of the Central Processing
Monitor Only mode push button (non-recessed black Unit is activated.
button at the top) or by initiating the command Hardw. 4. RESOUT is present for 300 ms.
RESET Monitor.
5. RESOUT is deactivated again.
Increasing the baud rate can speed up loading!
6. The CPU operating system branches to the
NOTE: As of Customer Monitor V2.10, this command start of its program.
replaces the two commands Hardw. User Flash and
By activating the RESOUT signal, this command also
Hardw. Sys. Flash, which are, however, still made
affects the control unit periphery, e.g., the Signal Pro-
available for compatibility reasons (see Hardw. User
cessing Units and communication modules. In the
Flash and Hardw. Sys. Flash).
event of a Monitor Only reset, the operating system
also ensures that the Signal Processing Units change
to Monitor Only mode as well.
After a new operating system has been loaded,

the project-specific software also has to be re-
loaded!
41
The Inverter Processing Units that may be present The Signal Processing Unit 6FH9454
are generally deactivated on RESET of the Central (DSP56303) has no Monitor Only button and no
Processing Unit. Refer to the project documentation RESET button, and the module initially does not
for more detailed information. start up without the CPU. The operating system
only switches to the Monitor Only mode after a
After start-up of the Central Processing Unit, the
waiting period of five minutes after a reset, dur-
message Reset Detected! is displayed on the PC.
ing which time the module is not addressed by
The monitor prompt (see Monitor prompt) indicates in the CPU.
which operating mode the start-up of the CPU has 3. Call the Customer Monitor.
taken place.
4. Press and hold down the BOOT button on the
NOTE: During normal mode, calling of the RESET CPU (recessed black pushbutton at the bottom).
command can be blocked by the control unit
5. Press and hold down the RESET button on the
software. If the RESET command has not been
CPU (recessed red push button).
enabled, the message Reset online not possible! is
displayed. 6. Call the command Hardw. BOOT ZR and enter
the full file name for the loading module of the
"Hardw. ZR" operating system.
E.g.:
For reverting to the monitor of the Central Processing
Hardw. BOOT ZR /OS: C:\SIBAS ® 32\CUST-
Unit.
MON.250\OSZR0250.LOC
With this command, the activated "Transparent The file selector key [F1] can be used to help
Mode" is terminated by means of the "Hardw. DSP" enter the file name.37.
command (see Section Error! Reference source
7. With the BOOT button still pressed, release the
not found.)
RESET button on the CPU.
"Hardw. BOOT ZR"
Consequence:
For loading the operating system on the Central Pro-
cessing Unit. Display location Message
If there is no operating system in the operating sys- 7-segment display CPU 1 (CPU in BOOT mode)
tem flash EPROMs of the Central Processing Unit,
the processor has to be re-booted. Booting can be
carried out via the dual port RAM of a Signal Pro- 8. Release the BOOT button on the CPU.
cessing Unit if this module is plugged into a control
unit slot which is accessed via the CSP15 Chipselect
signal. More information on this topic can be found in
the project documents.
The Signal Processing Unit must already have been
loaded with an operating system.
The following procedure is necessary:

1. Plug the programming jumper into the front
panel of the Central Processing Unit.
2. Plug the connecting cable into the service inter-
face of the Signal Processing Unit and switch
the Signal Processing Unit to Monitor Only
mode.
42
9. Confirm dialog box BOOT ZR. With the "Graphic Load" command, it is possible to
Consequences: re-load and display files generated with the
"Observer" or the "TRACO." If the Graphics window
Display location Message is closed, it is opened automatically. Otherwise, the
7-segment display L (Loader is being loaded into windows are left as they are.
CPU the RAM of the CPU)
"Graphic Position"
7-segment display 2 (Program is being deleted/
CPU loaded) For shifting individual lines.
Message on the PC Erasing Flash Memory!
Options
Message on the PC Loading Code!
10. Wait until loading is completed. 1) /L1 : Shifts line down by 1 to 8 grid
/L2 units
Display location Message /L3
/L4
Message on the PC Flash Memory programmed!
/L6
7-segment display 2 (Program is being deleted/ /L8
CPU loaded) /L10
/L12
11. Plug the connector into the service interface of 2) /H1 : Shifts line up by 1 to 8 grid units
the CPU. /H2
12. Terminate the Customer Monitor and call again. /H3
The Customer Monitor now enables further oper- /H4
ations on the booted CPU, e.g., loading of proj- /H6
ect-specific software by means of Hardw. Flash /H8
User Program. /H10
/H12
NOTE: Booting is not supported by the Customer 3) Function: : Number of the line to which the
Monitor in the case of systems with Inverter command refers
Processing Units. Refer to the project documents for Syntax: [Start.No.][,End No.]
the steps that are necessary in this case.
e.g., 5 Line 5
1,4 Lines 1 to 4
Graphic Menu
7, from line 7
Commands for Displaying Line Graphics ,6 to line 6
If no number is entered, the com-
"Graphic Load" mand refers to all lines.
For loading graphics.
Options
1) /Auto : Sets "Unit/Div" according to

the maximum or minimum val-
ues
2) /Normal : Normal grid
/Tight : Tight grid
Possible entry:
File name (complete details of path or F1 File
selector)
43
"Graphic Time/Div" Options

For changing the time scale.
1) 10000 U/Div : Alters scale (unit/grid unit)
Options
5000 U/Div
2000 U/Div
U1 us/Div 1000 U/Div
U2 us/Div 500 U/Div
U5 us/Div 200 U/Div
U 10 us/Div 100 U/Div
M1 ms/Div 1 U/Div
M2 ms/Div 0.5 U/Div
M5 ms/Div 0.2 U/Div
M 10 ms/Div 0.1 U/Div
S1 sec/Div 0.001 U/Div
S2 sec/Div 1) Function: : Number of the line to which the
S5 sec/Div command refers analogous to
S 10 sec/Div "Graphic Position"
S 20 sec/Div E.g.,"Graphic. Unit/Div. 100 U/Div Function: 2"
S 50 sec/Div Alters the display of line 2
(100/Div)
The command refers to all lines.
"Graphic Display"
"Graphic Unit/Div"
For masking out individual lines.
For altering the scale in a vertical direction.
Options
1) /ON : Line is displayed

/OFF : Line is masked out
2) Function: : Number of the line to which the

command refers analogous to
"Graphic Position"
44
"Graphic Color" "Graphic Format"

For setting the color of the line graphics. Converting the data of the displayed line graphic into
"CVS" format
Options
Options
1) Lines : Command refers to lines

Grid : Command refers to grid 1) /Complete : Converts the graphic completely
Text : Command refers to text in the /Visible Cut- : Converts the visible cutout
Graphics window out
Bgr.(Txt) : Command refers to text background 2) desired separation sign between the individual
in the Graphics window values
2) /Blue /Blank : Blank
/Green /Tab : Tabulator
/Red /SEmicolon : Semicolon
/Yellow /COMMa : Comma
/Black
3) desired headers
/White
/Magenta /Signal : Signal name
/Colored : (only possible in connection with /Unit : Units of the individual signals
"Lines") 4) /Stamp : Time stamp for each recording
cycle
5) /COMPlete : Indicates the file in which the
converted graphic is to be stored
Input: File name (complete path
or F1 File selector)
NOTE: For the conversion into "CVS" format, "." is
used as decimal character.
45
860E Dump truck

960E Dump truck
© 2011 KOMATSU
All Rights Reserved
SIBAS®32 is a registered trademark of Siemens Energy & Automation, Inc. Printed in U.S.A. 04-11
46
CEN30022-02
DUMP TRUCK
860E
960E

860E-1K A30003 and up
960E-1K A50003 and up

IGBT haul truck SIBAS® user manual, part 2
Traco Menu ........................................................................................................................................................... 3
HW-Traco.............................................................................................................................................................. 3
SW-Traco .............................................................................................................................................................. 5
DAC_Traco ........................................................................................................................................................... 9
Events Menu ........................................................................................................................................................11
STatistics............................................................................................................................................................. 12
History................................................................................................................................................................. 13
LEL:Last EvL....................................................................................................................................................... 14
LES:Last EvS...................................................................................................................................................... 16
DLL:DC,LastL ..................................................................................................................................................... 17
DLS:DC,LastS..................................................................................................................................................... 18
DAL:DC,All L....................................................................................................................................................... 19
DAS:DC,All S ...................................................................................................................................................... 20
ML:Memory L ...................................................................................................................................................... 21
MS:Memory S ..................................................................................................................................................... 22
CN:Clear Norm ................................................................................................................................................... 23
1
CA:Clear All......................................................................................................................................................... 23
Test-Code............................................................................................................................................................ 23
DS:Diag-Strc ....................................................................................................................................................... 24
User Menu........................................................................................................................................................... 25
DAC_IO............................................................................................................................................................... 26
Operat.Data......................................................................................................................................................... 28
Energy Usage data ............................................................................................................................................. 29
Mileage indicator ................................................................................................................................................. 30
Operating cycles ................................................................................................................................................. 31
Service Brake on data......................................................................................................................................... 32
Temperature data ................................................................................................................................................ 33
Motor torque data................................................................................................................................................ 34
Engine speed data .............................................................................................................................................. 35
Gear test ............................................................................................................................................................. 35
Acc test ............................................................................................................................................................... 35
Engine_Test ........................................................................................................................................................ 35
X_Test_Inx .......................................................................................................................................................... 38
STate intern ......................................................................................................................................................... 39
ST inverter status ................................................................................................................................................ 41
Vehicle status ...................................................................................................................................................... 41
Pedal calib........................................................................................................................................................... 43
Language ............................................................................................................................................................ 44
OFFline-test ........................................................................................................................................................ 44
Variables ............................................................................................................................................................. 45
IV:Vehic-ID .......................................................................................................................................................... 47
Commands.......................................................................................................................................................... 47
Settings ............................................................................................................................................................... 49
Parameters.......................................................................................................................................................... 50
Temp_prot ........................................................................................................................................................... 52
Appendix ............................................................................................................................................................. 54
Background commands ...................................................................................................................................... 54
Monitor commands for the central processing unit ............................................................................................. 55
Monitor commands for the signal processing unit............................................................................................... 55
2
Traco Menu
FIGURE 30-1. TRACO MENU
HW-Traco
Option to configure the data record in the SIBAS®
Traco card, slot G003 on the IGBT truck. This card is
optional so it must be installed before this functional-
ity is available.
Submenu:
FIGURE 30-2. HW-TRACO
3
Options
Define trigger condition: Will prompt for two soft-
ware connectors to use as the trigger to start record-
ing data in the Traco card. These software
connectors must be binary style (0 or 1). The menu
will also prompt for the type of edge to look for, posi-
tive of negative. If only one connector is desired as a
trigger, it should be entered as both connector 1 and
2, then combined by selecting “0” to OR them.
FIGURE 30-3. DEFINE TRIGGER CONDITION
4
Display traco status: Shows the status of the traco

card data recorder. If it is activated, the number of
available partitions (blocks for data captures), and the
number of occupied partitions.
FIGURE 30-4. DISPLAY TRACO STATUS
Stop recording: Will command the traco to stop sav-

ing data and allow access to download the already
saved data.
SW-Traco
The software traco menu (SW-Traco) is used to con-
figure and control the recording feature built into the
ZR card (slot G011). This software traco will record
when a trigger condition occurs or if a serious event
is logged. By default the SW-Traco is configured so
that if a serious fault occurs, some signals before and
after the fault can be reviewed.
FIGURE 30-5. SOFTWARE TRACO MENU
5
Options ZR traco record signal table:

NOTE: Stop the traco before changing any of the Allows the setting of the signals (connectors) that
parameters, and then start it again when finished. should be recorded. These are software variable
names. Depending on the setting for the number of
ZR traco basic parameters: signals, you will be prompted to enter that many con-
nectors. At each selection the software will poll the
NOTE: Do not enter the units; enter only the numbers
SIBAS® to be sure the connector is valid. If valid, the
/Time slice [1-8]: Sets the sampling time between user is asked for the next connector name. If invalid,
data points. T1=3ms, T2=6ms, T3=12ms, T4=24ms, the user is asked again for the connector. The values
T5=60ms, T6=120ms, T7=300ms, and T8=750ms. in ( ) are the current setting and can be used by
pressing only Enter.
/Delay [0 – 100%]: Sets the percentage of data points
before and after the trigger condition. 0% = all
recorded data is after the trigger; 50% is half the data
is before the trigger and half the data is after; 100% is
all the data is before the trigger.
/Record time: [0 – 12s]: Sets the amount of time the
recording should take place before stopping. Keep in
mind this includes the delay. Example: if the delay
was set to 50% and the record time was 6s, then
there would be 3s of data before the trigger and 3s
after for a total of 6s. Also, the longer the record time
is, the lower number of available data partitions. At 6s
there are 8 available data partitions to store the
blocks of data at each trigger.
/Number of signals: Sets the number of connectors to
record at each trigger. The default is 16 and the max-
imum is 20. The actual connectors to record are
defined in another menu option.
FIGURE 30-7. ZR TRACO RECORD SIGNAL

TABLE
FIGURE 30-6. ZR TRACO BASIC PARAMETERS
6
ZR traco trigger signals: Allows the setting of the

trigger condition for the ZR traco. This is in addition to
the default trigger when a serious level event is
logged. The trigger signals are software values (con-
nectors) and must be binary. The type of edge to trig-
ger on is selectable in the submenus. There is a
possibility to enter two triggers. If only one is needed,
then the trigger signal name should be entered in
both and then the logic selection should be OR.
FIGURE 30-8. ZR TRACO TRIGGER SIGNALS
Start ZR recorder: Commands the ZR traco to pool

data and monitor for the trigger condition to occur.
After starting, the traco’s status can be verified using
the Applic – Traco /info command.
Stop ZR recorder: Commands the ZR traco to stop
pooling data and monitoring for a trigger. Stopping
the traco is necessary before changing any of the
settings, items 1-3.
Define trigger for DSP A traco: Allows the setting of
the trigger signal (software connector) to cause the
software traco in the DSP A card (G019) to record
data. The settings for the DSPA traco are set inside
the DSP software and not changeable via a menu
option.
7
FIGURE 30-9. SELECT TRIGGER SOURCE
Define trigger for DSP B traco: Allows the setting of Define trigger for DSP T traco: Allows the setting of
the trigger signal (software connector) to cause the the trigger signal (software connector) to cause the
software traco in the DSP B card (G027) to record software traco in the DSP T card (G035) to record
data. The settings for the DSPB traco are set inside data. The settings for the DSPT traco are set inside
the DSP software and not changeable via a menu the DSP software and not changeable via a menu
option. option.
8
DAC_Traco
The Data acquisition and conversion traco menu
(DAC_Traco) allows the setting of up to 8 analog out-
puts from the optional Traco card (slot G003). These
outputs can then be connected to a DAQ system by
either connect to the traco card’s 50 pin female front
connector or the 25 pin female connector DX2 at the
diagnostic box (harness required). Regardless of the
connection point, the pins are:. 1 = GND, 2 = DAC0,
3 =DAC1,…….9=DAC7
The output range is +/-10V depending on the signal
and scaling selected; see below. These outputs are
short circuit protected and will change to a lower volt-
age if overloaded.
FIGURE 30-10. DATA ACQUISITION AND CONVERSION TRACO MENU
9
Options If the scale is not high enough, then the output will
stay at maximum (10V) even if the connector value
Output on DAC 0: Allows the setting of the signal
goes higher. Last, is how often the connector should
(connector) value to output, how often to sample for
be polled and updated. The time slices are as fol-
it, and what scale to use. For a list of connectors,
lows: T1=3ms, T2=6ms, T3=12ms, T4=24ms,
please see the IGBT_connectors file. When a con-
T5=60ms, T6=120ms, T7=300ms, and T8=750ms.
nector is entered, the software will poll the SIBAS® to
see if the connector is valid. If it is a valid connector,
the scaling amount must then be entered. For scal-
ing, the unit of the connector is shown /V meaning the
amount the connector will have to equal for each volt
output at the DAC 0 output pin.
FIGURE 30-11. OUTPUT ON DAQ 0
Options 1 – 7 are analogous to 0, so refer to its Enable / Disable DAC-output: Turns on and off the
description. conversion from software to real voltage for the traco
card outputs.
10
Events Menu
FIGURE 30-12. OUTPUT ON DAQ 0
11
STatistics
The menu STatistics provides information about
which events are logged in the TCU-internal diagno-
sis system for AC HAUL TRUCK at present. The
events are displayed in the order of the number (DC :
##) with the lowest to the highest. Events marked
with “*” are currently active.
FIGURE 30-13. STATISTICS MENU
12
History
The menu History shows the last 50 events in chron-
ological order, beginning with the latest event. The
time and date the event Occurred and Disappeared is
shown. If Disappeared contains all zeros, then that
means the event is still active.
FIGURE 30-14. HISTORY MENU
13
LEL:Last EvL
The menu LEL:Last EvL shows the long version of
the diagnosis data field belonging to the last event
that was logged in the diagnosis system. This data
field was stored by the SIBAS® at the same time
when the event occurred. It is a snapshot of all nec-
essary information the Traction Control Unit (TCU)
received when the event occurred. With this informa-
tion, deeper analysis of event cause(s) is possible.
14
FIGURE 30-15. LEL:LAST EVL MENU
15
LES:Last EvS
The menu LES:Last Ev.S displays short diagnosis
data about the last event that was logged in the diag-
nosis system.
FIGURE 30-16. LES:LAST EVS MENU
16
DLL:DC,LastL
The menu DLL:DC,LastL requests the input of an
event code. If there is one or more events of this
code stored in the diagnosis memory, the diagnosis
data field (long version) of the last event with this
code will be displayed.
FIGURE 30-17. DDL:DC,LASTL MENU
17
DLS:DC,LastS
The menu DLS:DC,LastS requests the input of an
data field (short version) of the last event will be dis-
played.
FIGURE 30-18. DLS:DC,LASTS MENU
18
DAL:DC,All L
The menu DAL:DC,All L requests the input of an
data fields (long version) of all these events will be
displayed.
NOTE: Only the FIRST three and LAST three
occurrences of the same event will display in the
memory long listing. Ex: If there were 20 occurrences
of event 26, when viewing the long listing, it will be
possible to see only occurrences 1–3 & 18–20.
FIGURE 30-19. DAL:DC,ALL L MENU
19
DAS:DC,All S
The menu DAS:DC,All S requests the input of an
data fields (short version) of all these events with this
code will be displayed.
NOTE: Only the FIRST three and LAST three
occurrences of the same event will display. Ex: If
there were 20 occurrences of event 26, when viewing
the long listing, it will be possible to see only
occurrences 1–3 & 18–20.
FIGURE 30-20. DAS:DC,ALL S MENU
20
ML:Memory L NOTE: Only the FIRST three and LAST three

The menu ML:Memory L shows all diagnosis data occurrences of the same event will display in the
(long version) of every logged event, starting with the memory long listing. Ex: If there were 20 occurrences
oldest. This menu is useful for maintenance staff as of event 26 when viewing the long listing, it will be
all information can be read into a file. possible to see only occurrences 1–3 & 18–20.
FIGURE 30-21. ML: MEMORY L MENU
NOTE: It is possible to dump the scrolling data from

memory long into a file without scrolling; this is much
faster. Before pressing Enter after selecting memory
long, type a file name and then #. After pressing
Enter, the data will save into the file for later viewing.
The cursor changes to an hourglass while the data is
saving.
21
MS:Memory S NOTE: Only the FIRST three and LAST three

The menu ML:Memory S shows all diagnosis data occurrences of the same fault will display in the
(short version) of every logged event, starting with memory long listing. Ex: If there were 20 occurrences
the oldest. This menu is useful for maintenance staff of event 26, when viewing the long listing, it will be
as all information can be read into a file. possible to see only occurrences 1–3 & 18–20.
FIGURE 30-22. MS: MEMORY S MENU
NOTE: It is possible to dump the scrolling data from

memory short into a file without scrolling; this is much
faster. Before pressing Enter after selecting memory
short, type a file name and then #. After pressing
Enter, the data will save into the file for later viewing.
The cursor changes to an hourglass while the data is
saving.
22
CN:Clear Norm Test-Code

Calling this menu will erase the diagnosis memory This menu will lead to a diagnosis entry with the
data with the exception of still active events. Still event code 359 being stored. The menu allows stor-
active events will remain stored in the diagnosis age of a diagnosis data field by monitor. The data is
memory. This option is password protected and does viewable like every other menu.
not help the system to operate again. See User –
commands or press service reset to force the system
to try to operate again, if inhibited.
CA:Clear All
Calling this menu will first erase the diagnosis mem-
ory data completely. After that, still active events will FIGURE 30-23. TEST CODE
be stored again with the current environmental data
(also including the current time). This option is pass-
word protected and does not help the system to oper-
ate again. See User – commands or press service
reset to force the system to try to operate again, if
inhibited.
23
DS:Diag-Strc
The menu is meant for development, but is useful as
a reference to locate software connector names.
Each line of the diagnosis data field is described and
includes the software connector associated with it.
FIGURE 30-24. DS:DIAG-STRC MENU
24
User Menu
FIGURE 30-25. USER MENU
25
DAC_IO
This menu allows the setting of three spare analog
outputs wired through the I/O card (G043) and out-
putted from the analog I/O card (L103). DAC 1 and
DAC 2 are analog voltage outputs, and DAC 3 is an
analog current output. DAC 1 and DAC 2 are wired
from L103 to test points at the front of the diagnostic
panel. The outputs have a maximum voltage of 10V
and are scalable using this menu. The analog current
output (DAC 3) to be connected to X100 terminal
block, terminal 37. This current output is limited to 20
mA maximum.
FIGURE 30-26. DAC_IO MENU
Options For the sample time, the time slices are as follows:
T1=3ms, T2=6ms, T3=12ms, T4=24ms, T5=60ms,
Output on I/O DAC 1: Allows the setting of Analog
T6=120ms, T7=300ms, and T8=750ms.
output 1 on the diagnostic panel test points. This
option prompts the user for a software value (connec-
tor) to use, then a scale, and finally a sample time.
For a list of connectors, refer to the IGBT_connectors
file. After the connector is entered, the software veri-
fies it with SIBAS®. If the connector is not valid, the
user is prompted again to enter a connector. Once
the connector is found by SIBAS®, the user is
prompted for the scale amount. The scale is shown
as the units /V, meaning the amount of the connector
for each volt output at the test points. The units of the
connector are inserted automatically.
26
FIGURE 30-27. DAC_IO OUTPUT
Options
Output on I/O DAC 2 and DAC 3 are analogous to
DAC 1; refer to its description.
Enable / Disable I/O DAC output: Turns on and off the
analog outputs; by default the outputs are disabled
until enabled by the user.
27
Operat.Data
The menu displays operation data stored in memory
on the CPU card (G003):
FIGURE 30-28. OPERAT.DATA MENU
Options
Operating Time data:

Displays the engine operating hours, TCU (SIBAS®)
time on, and the hours the truck as been in motion.
All values are calculated/tracked by SIBAS®. Refer to
the truck manufacturer’s system for official engine
hours. These values are maintained when new soft-
ware is loaded, but not if the CPU card if changed.
28
FIGURE 30-29. OPERATING TIME DATA
To prevent clearing the data accidentally, dumpbody

override switch must be held while "y" is pressed.
Energy Usage data

Displays the DC-link energy consumed from the
engine/alternator as well as the Retard power dissi-
pated in the grid box. These values are maintained
when new software is loaded, but not if the CPU card
if changed.
FIGURE 30-30. ENERGY USAGE DATA

29
Mileage indicator
Displays the distance the truck has travelled in km /
meters. All values are calculated/tracked by SIBAS®;
refer to the truck manufacturer’s system for official
distance travelled. These values are maintained
when new software is loaded, but not if the CPU card
is changed.
FIGURE 30-31. MILEAGE INDICATOR

30
Operating cycles
Displays the operating cycles of certain drive system
components. These include contactor K103 (grid
blower 3.2 : 1 tap), contactor K105 (grid blower motor
1.6:1 tap), and the Inverter protection module (IPM,
Crowbar). These values are maintained when new
software is loaded, but not if the CPU card is
changed.
FIGURE 30-32. OPERATING CYCLES

31
Service Brake on data

Displays counter data of how often the service brakes
have been used. The captures are separated into
time frames. The data clears as indicated, ex: Sec-
onds on brake during this hour clears at every new
hour.
FIGURE 30-33. SERVICE BRAKE ON DATA

32
Temperature data
This menu displays the temperature history of vari-
ous drive system components, including the wheel
motors. It is used to track temperature in case there
is a component failure.
FIGURE 30-34. TEMPERATURE DATA

override switch must be held while "y" is pressed. It
may take one minute to clear the data, because the
sample time for the temperature log is every one min-
ute.
33
Motor torque data

Displays counter data of how long the motor’s torque
has been at the certain range. It is used to track
torque value in case there is a mechanical compo-
nent failure.
FIGURE 30-35. MOTOR TORQUE DATA

34
Engine speed data

Displays counter data of how long the engine speed
has been at a certain range. It is used to track engine
speed value in case there is a mechanical compo-
nent failure.
FIGURE 30-36. ENGINE SPEED DATA
To prevent clearing the data accidentally, dumpbody Engine_Test

This menu provides functions to perform the engine
Gear test load test. If the engine test-mode is not yet active, the
control system will ask for a password to enter the
This menu serves to conduct a speed controlled rota- engine test menu:
tion of the rear wheels (one at a time) while the rear
of the truck is off the ground. It is used for develop- Password is "slt"
ment testing only. A password is required to enter the If the password is correct and the truck is at standstill,
menu. the following functions will be available:
Acc test Once a correct password is entered, the system goes

into self load test mode. Because of this, selecting
This menu serves to calculate the distance covered User Engine_test again will not require a password.
over a manually selected time. It is used for develop- In this mode the truck will not respond to operator
ment testing only. A password is required to enter the inputs from the pedals or shift lever; the truck cannot
menu. be driven.
35
FIGURE 30-37. ENGINE SPEED DATA
Options
Set total horsepower: Define the total HP taken cally adjust the power setting to maintain engine
from the engine during a manual or vibration engine speed.
test. This value factors in alternator efficiency, then
Start automatic test: Once selected, the software
subtracts the calculated auxiliary losses. The resul-
will tell the engine to go to maximum speed and auto-
tant value will be the total electrical power going to
matically regulate the chopper duty-cycle to fully load
the grid box. The setting range is 0 to 3000 HP/3700
the engine while maintaining full load rpm.
HP.
If the engine does not get to full load rpm, it will be
Start manual test: Ramps engine, speed and load-
loaded based on the load reference curve.
ing up to the value set with option "p."
Start Vibration test: This is the same as a manual
While loading the engine there are two cases which
engine test, but the engine speed is increased much
may occur:
slower. Because the engine speed is increased
1. If the power value setting is less than the engine slower, the loading of the engine is also slower. The
overload value, the software will follow the load engine speed set point is ramped up at 5 rpm per
reference curve to the desired speed and regu- second.
late the chopper duty-cycle to keep loading the
Stop the test: Commands the engine load test to
engine to that set point.
stop. This will stop any load test, manual, vibration or
2. If the power value setting is greater than the automatic. The engine load tests will also stop if a
engine overload value, the software will try to serious event is logged in the drive system.
load the engine at that setting until engine
speed drops down. If it drops down below the
full power rpm level, the software will automati-
36
Display engine data: Displays the process variables

relevant for the diesel engine, such as engine actual
speed, gross power (in kW and horsepower), para-
sitic power loss (in horsepower), and net power to
alternator (in kW and horsepower). Additionally User
variables or Applic. observer can be used to see
more data during a engine load test.
FIGURE 30-38. DISPLAY ENGINE DATA
Display electrical data: Display electrical process

variables relevant for the engine test, such as chop-
per currents and chopper modulation degree. Addi-
tionally, User variables or Applic. observer can be
used to see more data during a engine load test.
FIGURE 30-39. DISPLAY ELECTRICAL DATA
37
Terminate self load test mode: Exits the engine

load test mode: As long as the engine load test mode
is active, normal truck operation is not possible.
Leaving the load test menu without choosing option
"t" does not terminate the load test mode!
FIGURE 30-40. DIESEL ENGINE SELF LOAD TEST
X_Test_Inx
This menu gives access to the system test functions
used at the factory. It is password protected and not
useful when the system is on a haul truck.
FIGURE 30-41. X_TEST_INX
38
STate intern
Display information about the status of major drive
system components, including all inverters, field reg-
ulator, and gate unit power supplies:
FIGURE 30-42. STATE INTERN
Header: Powering system:

Shows the current truck type settings • DIESEL ONLY = Drive system power coming
from engine only
Useful for checking the current setting
• DIRECT TROLLEY = Drive system power coming
Vehicle Number: from trolley line only
Shows the current value set in the software • DIESEL BOOST TROLLEY = Drive system
($YFZ_NR) power coming from engine and trolley line
collectively.
Changeable in the monitor program
To change: TCU Operation Mode:
Select USER - IV:Vehic ID. • NORMAL = Correct mode for driving

Enter the desired number and press Enter (0 – • SELFLOAD-TEST = Correct mode for Engine
10,000). load box test
Verify the change by viewing the State Intern again. • INVERTER-TEST = Correct mode for factory
testing
39
Component status listings: • Alternator overtemperature active = The

measured alternator temperature bearing and/or
Field regulator status: stator is too high. Also includes other system
temperatures. See event code listing for
• Enabled = The software is sending the enable information on cause.
command and the feedback indicates it is
enabled. • Precharging supervision active = The field
regulator was enabled, but the bus voltage did
• Disabled = The software is either not sending the not reach an expected level in a given amount of
enable command or there is a problem in the time. See event code listing for more information.
system. Below the Field regulator status line,
there will be text to describe the problem if • Engine speed is too low = The measured engine
present: speed is below 650 rpm.
• Inhibit by monitor active = connector • Contactor K109 not open = The crowbar bypass
BSTOPEX is set to 1, normally done via the contactor is indicating it is closed. This contactor
service PC during commissioning. connects positive and negative DC bus, so for
safety reasons the field regulator status disabled
• Total block active = A total block of inverter until it is verified as open.
pulses is present; refer to the events listing for
the cause(s). • Buffered inhibit field regulator = A serious event
code has logged, and repair is required. After
• Both voltage sensors are not OK = Neither DC repair, the service reset is required before the
bus voltage sensor has given an acceptable field regulator will try to enable.
value; check wiring.
• DC power off request active = The rest switch
• ADC-conversion on IO for voltage sensor faulty = (operator cab switch) is in the on position
The analog to digital converter responsible for commanding no DC bus; the field regulator stays
reading the DC bus voltage has indicated a disabled.
failure.
• Traction inverter pulses not blocked = The field Status gate unit power supply A:
regulator tried to enable, but at least one of the • Enabled = The software is sending the enable
inverters was in operation. command and the feedback indicates it is
• DC bus discharging active = The DC bus has enabled.
been commanded to discharge, either by the • Disabled = The software is either not sending the
menu option or by a serious event. View the enable command or there is a problem in the
event code listings for more information system. Check the event code listing if the power
• Field regulator set point too high for start = The supply should be enabled.
field regulator tried to enable, but the set point
was already greater than 2 Amps. Status gate unit power supply B:
• Recharging timer running = A problem was • Enabled = The software is sending the enable
encountered trying to enable the field regulator. command and the feedback indicates it is
The system will try again in 60s; refer to the event enabled.
code listing for the exact cause. • Disabled = The software is either not sending the
• Fault inhibit active = The field regulator is blocked enable command or there is a problem in the
because of an active fault inhibit. Press the reset system. Check the event code listing if the power
button (override button) to clear. supply should be enabled.
• Permanent inhibit active = The field regulator is

blocked because of an active permanent inhibit.
Press the service reset button (in diagnostic
panel) to clear.
40
ST inverter status Vehicle status

• Enabled = The software is sending the enable Drive status:
command and the feedback indicates it is
enabled. • PROPEL = The system is producing torque to
move the truck
• Disabled = The software is either not sending the
enable command or there is a problem in the • RETARD = The system is producing torque to
system. Below the Drive status line, there will be slow the truck
text to describe the problem if present:
• IDLE = The system is not producing any torque
• ST operation not possible: permanent inhibit
Below the drive status, the system will list any prob-
active = A serious event code has logged and
repair is required. After repair, the service lems which are blocking the main inverters from oper-
reset is required before the ST inverter will try ating when commanded. The possible text
to enable. descriptions include:
• Inverter ST operation not possible: fault inhibit • No operation possible: start-up sequence not
active = The ST inverter is blocked because yet finished
of an active fault inhibit. Press the reset
button (override button) to clear. • No operation possible: power-down sequence
is running
• Inverter ST operation not possible: DC link
voltage out of range = The measured DC bus • No operation possible: bus discharging active
voltage is below 900V, so the ST inverter • No operation possible: DSPs not ready for
remains disabled. operation
• Inverter ST operation not possible: pulse • No operation possible: total blocking active
block from DSP active = There has been a
problem detected by the DSP T (G035) card. • No operation possible: bus overvoltage
Until this problem is fixed, the ST inverter will protection from IO active
not enable. Refer to the event code listing for
more information. • No operation possible: ZR time-slice overflow
protection active
• Inverter ST operation not possible:
overtemperature fault = The heat sink • No operation possible: bus voltage controller
temperature of the ST module has reached supervision
the shutdown level. See the event code listing • No operation possible: no chopper ready for
for more information. operation
• Inverter ST operation not possible: disable by • SLT test not possible: truck not at standstill
monitor program = Connector BSTOPST has
been set to a 1. This is normally done to keep • SLT test not possible: choppers not ready or
the ST disabled during commissioning. has fault for operation
• Inverter ST ready for operation = The ST • SLT test not possible: both inverters are not at
inverter is ready for operation; no problems idle
are blocking its operation. Once commanded,
it will enable. • SLT test not possible: temperature out of limit
• SLT test not possible: engine derate = The
engine OK signal into the drive system is not
present; check for engine fault.
• SLT test not possible: ST doesn't work norally
• SLT test not possible: water pressure too low
41
• SLT test not possible: CB113 tripped • Direction is not definite = There is either a
shift lever problem or the shift lever was
• SLT test not possible: DC link voltage too low changed from forward to reverse without
• SLT test not possible: enable command stopping.
missing • Propel external inhibit active = Propel inhibit
• Limp mode enabled for inverter A input not true; see event code listing. Bus
voltage dip caused automatic retard to
• Limp mode enabled for inverter B maintain voltage.
• Inverter A operation not possible: permanent • Wheel motor maximum speed violation active
inhibit active = The measured wheel motor rpm is >3600.
• Inverter A operation not possible: fault inhibit • Torque supervision active = Anti roll could not
active release because enough torque was not built
up.
• Inverter A operation not possible: limp mode
B active • Power start-up unit "online" fault active = Card
G063 has indicated a fault. Propel is allowed
• Inverter A operation not possible: Fault from if the override button is pressed, just to move
DSP active truck out of the way.
• Inverter A operation not possible: • Active speed limit is zero = Current status
Overtemperature fault does not allow movement based on the speed
• Inverter A operation not possible: torque limit setting, i.e., dumpbody up and speed
supervision fault limit is 0 in User – parameters.
• Inverter A operation not possible: disable by • RETARD requested but not possible:
monitor program • Shift lever at neutral or park
• Inverter A ready for operation • Bus voltage out of range = Measured DC bus
• ETC. voltage is <800V or >2150V
• Monitor-inhibit RETARD active = Retard is
Operation status: blocked because of a connector setting via
Below the drive status, the system will list any prob- the service PC.
lems which are blocking the main inverters from oper-
ating. This text is only viewable while trying to propel
or retard so User state intern must be selected at this
time. The possible text descriptions include:
• Propel requested but not possible:
• Shift lever at neutral or park
• Retard command active
• Inverter test mode active
• Dumpbody up: truck speed too high
• Bus voltage out of range = Measured DC bus
voltage is <900V or >2100V
• Service brake is not released
• Dump/Load brake is not released
• No reverse when dumpbody is up
• Park brake is not released
42
Pedal calib
Allows the user to calibrate both throttle and retard
pedals when they are out of range. The default set-
ting after the new software is loaded is 1.5V for the
minimum value and 6.9V for the maximum value.
FIGURE 30-43. PEDAL CALIBRATION MENU
Instruction for how to calibrate the pedals:

1. Enter item 1 to display pedal values
FIGURE 30-44. OPERATOR PEDAL VALUES

1. Adjust pedal minimum value if the above second
or fourth column shows above 0% when pedal is
not pressed.
2. Adjust pedal maximum value if the above second
or fourth column shows less than 100% when
pedal is fully pressed.
43
Language Options
Allows the user to select a different language for the Test binary outputs: This allows the commanding of
submenus and the header for memory data to be dis- various binary outputs such as contactors and indica-
played in. The main menus will remain the same. tor lights.
Currently only English is completed.
FIGURE 30-47. BINARY OUTPUTS TEST

FIGURE 30-45. SELECT LANGUAGE
Test modules: This allows the commanding of each
or a group of IGBT modules. This is not available if
OFFline-test there has been an IGBT event logged indicating a
This menu makes it possible to manually control sys- problem. The menu is best used in conjunction with
tem components normally under the full control of the visually verifying the LEDs on the IGBT modules.
software logic. Example: The field regulator, IGBT
modules, and contactors. Because the software nor-
mally has control, it is required that the user com-
mand a Hard – Reset – monitor to enter the offline
test menu. When this is done, the software will
release control of these components.
Reset Detected! ****** Must Reset to Monitor (Hardw.
– Reset – Monitor)*
OFFline-test **** After Reset to monitor, the offline
test can be called*
FIGURE 30-48. IGBT MODULE TEST
Test field regulator: This allows the field regulator to

be fully tested. Since the field regulator is a 24V
device the engine does not and should not be run-
ning to perform these tests. The submenu allows full
control of the field regulator.
FIGURE 30-46. OFFLINE TEST: TCU HARDWARE

OUTPUS
44
FIGURE 30-49. FIELD REGULATOR TEST
Variables
This menu makes it possible to view real-time data
through the monitor interface. Values are grouped
based on the type of signal, to make the menu easy
to navigate. Also note that the heading is also a valid
software connector, so this is another option to find
suitable connectors for Applic. – observer or the SW
traco.
Examples:
FIGURE 30-50. INVERTER OUTPUT FREQUENCY
45
FIGURE 30-51. DISPLAY PROCESS VARIABLES
FIGURE 30-52. FIELD REGULATOR VALUES
46
IV:Vehic-ID
This sets the vehicle number which is displayed in the
state intern and long listing of a fault code, a number
up to 99999 is acceptable.
FIGURE 30-53. VEHICLE ID
Commands
This menu allows the customer to perform certain
commands that are sometimes necessary in the trou-
bleshooting process.
FIGURE 30-54. COMMANDS
47
Reset Inhibits
This option allows the user to reset any active inhibits
that are still recognized by the system.
FIGURE 30-55. RESET INHIBITS
Discharge Dc link / Fire crowbar

These commands are useful to test that the protec-
tion circuit, choppers will modulate 100% and (if
installed) the protection thyristor will turn on. Either
of these should only be commanded with mini-
mum bus voltage (1140V) with the vehicle at a
standstill.
**Pressing the operator reset button is required
to get bus voltage back after commanding. **
Limp mode commands

This allows the user to put the truck into limp mode if
the troubleshooting situation calls for such action.
Limp mode is sometimes needed when there is a FIGURE 30-56. LIMP MODE BY MONITOR
speed sensor fault. The user can put the truck into
limp mode and monitor the speed sensor feedbacks
to see if there actually is a bad sensor. To disconnect
inverter B, press 1. This will disconnect inverter B
and put the truck into limp mode A. Do just the oppo-
site to disconnect inverter A. After troubleshooting
the problem, go back into “limp mode commands”
and choose 3 “Disable limp mode” to return to regular
operation.
48
Settings
This menu allows the user to set all the values con-
sidered truck and site specific. It may affect the
truck’s operation if any parameter is changed or not
set correctly. This menu is password protected and
these values are maintained when new software is
loaded, but not if the CPU card is changed.
Once set, the user must display and confirm the val-
ues under User Parameter menu. These settings
should be recorded in a record file for documentation
purposes.
FIGURE 30-57. SETTINGS MENU
49
Parameters
This menu allows the user to set all the values con-
sidered site specific. This includes control option,
speed limits, altitude, etc. Once set, the user must
display and confirm the values. These settings
should be recorded in a record file for documentation
purposes.
FIGURE 30-58. PARAMETER INPUT MENU
50
The sample is attached, all settings at the first group

can only be changed from User Setting Menu.
FIGURE 30-59. CURRENT SETTINGS
Y ***** Always answer with a Y or the software will NOTE: Once these values are saved and you have
inhibit the system until these values are con- quit out of the menu, cycle power to the SIBAS® so
firmed. the settings can take effect.
51
Temp_prot
This menu option sets the temperature reactions for
the APRs (Automatic Power Reduction System) and
shutdown limits. It should only be changed with prior
approval of mine management. If the temp protection
is disabled and parts are damaged, purchasing new
parts will be the mine’s responsibility.
FIGURE 30-60. TEMPERATURE PROTECTION FUNCTIONS
52
FIGURE 30-61. AUTOMATIC POWER REDUCTION SYSTEM STATUS

1. : enable / disable Automatic Power Reduction
System (APRS)
2. : enable / disable inverter shutdown
3. : display protection function system status
q : quit menu
Select function: q
53
Appendix
The following control characters are available to
Chapter Error! Reference source not found. the user of the monitor:
The supported functions implemented on the follow- Ctrl C : Cancels the "Background" program
ing computer modules are: Ctrl S : Stops or re-starts a text output
Central Processing Unit 6FH9263-3C, -3D, -3E, -3F Ctrl L : Outputs line by line (faster output)
Ctrl A : Each ASCII is output individually
Signal Processing Unit 6FH9265-3A, -3B
NOTE: The 6FH9320 and 6FH9388 Transient It is also possible to specify a file name when a
Recorder modules can also be operated with the "Background" program is called. This causes the out-
customer monitor. Special information on how to use puts in the Work window to be recorded in this file.
them can be found in the documents for these
A special kind of recording supports the reading of
modules. The system software for the Transient
large amounts of data—such as the plain-text records
Recorder modules and their documentation are not
of the diagnostics memory—and their storage in the
included in the scope of supply of the customer
record file. With regard to the data flow rate, this spe-
monitor.
cial mode is improved by the serial connection. Dis-
An overview of the monitor commands available on plays in the Work window of the customer monitor
the processor modules: and elements of the flow control between the service
interface of the Central Processing Unit and the PC
Background commands are no longer needed. The data are merely stored in
For each background program, the configuration the specified file. This mechanism is activated when
engineer must assign menu titles and subtitles which the control character ‘#’ is appended to the file name
the customer monitor can add to its menu when the when the "Background" program is called. This oper-
program or the "Applic. Menu" is called. The docu- ating mode is possible only with baud rates of 57.6
mentation for these project-related calls is not a com- Kbaud and requires that the PC has sufficient com-
ponent of this description. puting power in order to be able to read out the char-
acters quickly enough under "Windows."
When a "Background" command is called, the oper-
ating system hands over control of its background to The following factors are important for the functioning
this user program. The customer monitor switches of this operating mode:
automatically to a terminal mode in which it sends all • the baud rate at which data are transmitted (max.
signs received via keyboard to the target processing 57.6 Kbaud)
unit and where it displays all signs received from the
target processing unit in the Work window. In "Back- • the computing power of the PC
ground" mode, a user can also transfer control char- • the installed "Windows" system
acters to the customer monitor.
In the event of a fault (e.g., loss of data due to a pos-
sible receive overrun), an "Overrun" message is dis-
played. The computing power of the PC is not
sufficient for the baud rate selected and the user
should try it at a lower baud rate.
54
Monitor commands for the central processing unit
Window Set Applic. Hardware Graphic Traco Events User

Work Open Port Func. Package Flash Load HW-traco* Statistics DAC_IO
Lines Open Baud Rate Connector Clock Position SW-traco History Operat.Data
Bars Open String View DSP Time/Div DAC-traco* LEL:Last Evl Gear_test
Tite Make Observer BCD Unit/Div LES:Last EvS Acc_test
Cascade Execute Buffer Reset Display DLL:DC, Last L Engine_test
Set Record Ignore Info Color DLS:DC, Last S STate intern
Close Timeout Report User Flash Format DAL:DC,ALL L PEdal Calib
Close All Color Menu COMM-Version DAS:DC,All S Language
Exit Info Traco ML:Memory L OFFline-test
Comment MS:Memory S Variables
Quit CN:Clear All IV:Vehic ID
CA:Clear All Commands
Test-Code Parameters
SEttings
Temp_prot
NOTE: * Only used if extra SIBAS® card(s) are

installed.
Monitor commands for the signal processing unit
Window Set Applic. Hardware Graphic

Work Open Port Func. Package Flash Load
Lines Open String Connector Reset Position
Bars Open Make View ZR Time/Div
Tile Execute Buffer Unit/Div
Cascade Record Ignore Display
Set Timeout Menu Color
Close Info Format
Close All Color
Exit Quit
55
860E Dump truck

960E Dump truck
© 2009 KOMATSU
All Rights Reserved
SIBAS®32 is a registered trademark of Siemens Energy & Automation, Inc. Printed in U.S.A. 12-09
56
CEN30023-02
DUMP TRUCK
860E
960E

860E-1K A30003 and up
960E-1K A50003 and up

Installing ZR / DSP software
Monitor Program – Loading software into the SIBAS®......................................................................................... 2
Loading software into the DSP procedure ............................................................................................................ 2
Loading a DSP program Inverter A....................................................................................................................... 7
Loading a DSP program Inverter B..................................................................................................................... 13
Loading software into the CPU procedure .......................................................................................................... 14
Loading ZR software Prog. jumpers Reset ......................................................................................................... 21
Setting the system up After loading a new pgm.................................................................................................. 23
Loading the proper pgm file ................................................................................................................................ 23
1
Monitor Program – Loading software into the Loading a program into the ZR:
SIBAS®
• Capturing the current system settings
Loading a program into the DSPs: (parameters, buffer)
• Capturing the current system settings (buffer) • Installing the programming jumpers
• Installing the programming jumpers • Resetting to monitor mode
• Resetting to monitor mode • Downloading the CORRECT program code file

(pgm file)
• Downloading the CORRECT program code file
(pgm file) • Replacing the previous system settings
• Replacing the previous system settings Loading software into the DSP procedure
DSP settings:
NOTE: ** The only settings beyond the software
possible in DSPs are contained in the buffer.
Instructions:
1. Start a record file.
2. Select Hardw. – DSP.
FIGURE 30-1. HARDWARE DSP MENU
2
3. In the sub window, select INV_A and press

Enter (repeat steps for DSP B).
FIGURE 30-2. HARDW DSP SUB WINDOW
3
FIGURE 30-3. DSP A WINDOW

1. Notice: changed header and menu
2. Hardware - DSP selected
3. Communication to DSP successful
4. Current program version - 17.01
4
4. After the window refreshes, select Applic. – Buffer.
FIGURE 30-4. APPLIC—BUFFER MENU
5
5. In the sub window, select “/Edit” and press

Enter.
FIGURE 30-5. DSP BUFFER MENU

1. Applic - Buffer - Edit Commanded
2. Buffer values, scrolled by using down arrow
3. Buffer values repeat, press enter to exit
4. Exited to normal prompt by pressing enter
6. If a value is present, use down arrow to see all

values.
7. Press Enter to exit, then select Hardw. –ZR –
Enter.
6
Loading a DSP program Inverter A

Install a PGM file into Inverter A_DSP:
1. Install programming jumper into DSP A (G019).
FIGURE 30-6. DSP CARD FRONT
1. Programmer jumper holes

2. 7 - segment display
3. LED’s In monitor mode only yellow is ON
4. Monitor mode forcing button
5. Recessed buttons. Red = Reset, Black = Boot
6. Communication port
7
2. Select Hardw. –Reset –Monitor.

3. Press Enter, and wait for "Reset Detected !" to appear.
FIGURE 30-7. FLASH MENU
1. Reset monitor detected

2. Hardw - DSP commanded
3. Communication established with DSP A
8
4. Select Hardw. –DSP–INV_A, –Enter.

5. Select Hardw. –Flash –User Code File, –Enter.
FIGURE 30-8. FLASH SUB MENU
9
6. Select F1 to browse –find and select correct

"pw_0aq18.PGM" –select OK.
FIGURE 30-9. SELECTING PGM FILE
10
The monitor program will prompt you with the follow-

ing:
Erasing Flash Memory !
Loading Code !
Flash Memory programmed !
Reset Detected !***
NOTE: ***After seeing this (5+ mins) you may
continue to the next step.
FIGURE 30-10. ZR MENU
1. PGM file called for loading

2. Status echoed from DSP during loading
3. Loading complete when"Reset detected" echoes
11
7. Select Hardw. –ZR MENU.

8. Select Hardw. –Reset –Normal when finished
loading.
FIGURE 30-11. RESET MENU
12
Loading a DSP program Inverter B

Install a PGM file into Inverter B DSP:
1. Install programming jumper into DSP AB
(G027).
2. Select Hardw. –Reset –Monitor.
3. Press Enter, wait for "Reset Detected !".
4. Select Hardw. –DSP –INV_B –enter.
5. Select Hardw. –Flash –USER Code file –F1
6. to browse –find correct “pw_0aq18.PGM” –
select OK.
The monitor program will prompt you with the follow-
ing:
Erasing Flash Memory !
Loading Code !
Flash Memory programmed !
Reset Detected !***
NOTE: ***After seeing this (5+mins) you may
continue to the next step.
7. Select Hardw. –ZR MENU.
8. Select Hardw. –Reset –Normal when finished
loading.
13
Loading software into the CPU procedure

Capturing the ZR software system settings/data:
1. Start a record file.
2. Select USER –Parameters –Enter.
FIGURE 30-12. USER PARAMETER MENU
14
3. Password = cps.
4. Select option 5 and view the current settings.
FIGURE 30-13. MAIN SCREEB N CAPTURE
1. "User - Parameters" selected

2. Password entered as "cps"
3. Main parameter text menu
15
5. Type “y” to confirm and then quit to the normal

prompt.
FIGURE 30-14. USER PARAMETER CAPTURE
6. Select USER –Motor Temp. –Enter.

7. Allow the data to scroll, then press Enter to exit.
16
8. Select USER –Temp_prot. –Enter.
FIGURE 30-15. USER TEMP_PROT MENU
17
9. Choose option 3 to view current setting, then

choose q.
FIGURE 30-16. USER TEMP_PROT SCREEN
1. "User - Temp Prot" text menu

2. Option "3" selected
3. APRS current settings
4. Shutdown current settings
18
10. Select Applic. –Buffer –/edit and view all buffer

values.
FIGURE 30-17. APPLIC BUFFER VALUES
19
11. Select USER –IV:InpVeh-no to get the vehicle

number.
FIGURE 30-18. USER IV:InpVeh-no MENU

12. Stop the record file and verify the data was
captured.
20
Loading ZR software Prog. jumpers Reset

Installing programming jumpers:
1. Locate the two black holes on the top of card
G011.
2. Insert a wire of proper size to jumper points
together.
FIGURE 30-19. CPU CARD (G011) FRONT

1. Programming jumper holes
2. 7- segment display
3. LED’s, In monitor mode only yellow is ON
4. Monitor mode forcing button
5. Recessed buttons,- Red = reset, Black =boot
6. Communication port
21
Resetting to monitor mode:

3. With only 24V ON, and bus voltage <30VDC,
select Hardw. –RESET.
FIGURE 30-20. HARDW RESET SCREEN

4. Choose Monitor in the sub window.
5. Press Enter.
6. Wait for “Reset Detected !” to echo.
22
Loading the proper pgm file Setting the system up After loading a new pgm
Transferring the PGM file into the ZR card: Setup after reset and reboot:
1. With the system in monitor mode. 1. Wait for the start up sequence to complete.
2. Change the Baud rate (Set -Baudrate -115.2K – 2. Go to USER –Parameters; the password is
Enter). "cps".
3. Select Hardw. -USER flash -F1 -find new 3. View each menu option and modify to the
"Oaq_zr.pgm". proper value.
4. The monitor program will prompt you with the 4. View all values and confirm by using option 5.
following: 5. Set the temp protection to the previous settings.
Erasing Flash Memory ! 6. Check the previously buffered values and add
the ones back in the buffer that are necessary.
Loading Code !
7. Release the buffer values.
Flash Memory programmed ! ***
8. Reset the Vehicle id.
NOTE: ***After seeing this (will take 5-10 mins) you
may continue to the next step. 9. Set the time/date (Hardw. –Clock –Set).
5. Select Set –Baudrate –38400 –Enter. 10. Cycle 24V power.
6. Select Hardw. –Reset –Normal (wait for "Reset 11. Check the system settings, status, and driv-
Detected !" message). ability.
7. Cycle 24V power (turn off, wait 10 seconds,

then turn 24V on).
23
860E Dump truck

960E Dump truck
© 2009 KOMATSU
All Rights Reserved
24
CEN40009-01
DUMP TRUCK
860E
960E

860E-1K A30003 and up
960E-1K A50003 and up
40 Troubleshooting
Fuse and circuit breaker locations
Fuse and circuit breaker locations ........................................................................................................................ 2
1
CEN40009-01 40 Troubleshooting
Fuse and circuit breaker locations

The following fuses are located in four fuse blocks in the auxiliary control cabinet.
FIGURE 40-1. FUSE BLOCKS AND RELAY BOARDS
2
40 Troubleshooting CEN40009-01
FUSE BLOCK #1
Location Amps Devices protected Circuit
1 15 A/C, Heater Blower Motor 12H
2 10 Windshield Washer / Wiper 63
3 5 Instrument Panel Gauges 712G
4 10 Key Switch Power 712P
5 10 Hoist Limit Switch 712H
6 15 Turn Signal / Clearance Lights 712T
7 10 Engine Options 712E
8 10 AID Module and Indicator Lights 12M
9 10 Engine Start Failure 712SF
10 10 Engine Shutters 712R
11 10 Auxiliary Control Cabinet Dome Lights 712A
12 10 Operator Seat 712DS
13 15 Drive System Power 71P
14 10 Auto Lube 68ES
17 10 Brake Circuits 71bc
18 5 Payload Meter Module 712PL
19 5 Interface Module Power 87
20 5 KOMTRAX Plus Power 71VHM
21 5 Dispatch System Power 712MM
22 5 Dash Switch Power 49B
23 1 Selector Switch 71SS
3
FUSE BLOCK #2
1 15 Engine Service Lights 11SL
2 15 Cab Dome, Fog, Ladder Lights, Rotating Beacon 11L
3 15 Hazard Lights 46
4 10 Interface Module 11INT
5 10 Display Module 11DISP
6 20 Modular Mining Hub 11M
7 10 KOMTRAX Plus & Orbcomm Controllers Power 85
8 15 Oil Reserve System Pump 11ORS
9 15 Control Module 11RCNT
10 15 HID Headlights 11HDL
11 5 Interface Module Power 11IM2
13 20 Engine ECM Power 11E1
17 15 Key Switch Power 11KS
18 5 Payload Meter 39J
19 5 Payload Meter 39G
FUSE BLOCK #3
1 20 12V Auxiliary Power Outlets 67C
3 20 R.H. Cab Window Switch 67R
5 20 L.H. Cab Window Switch 67P
13 10 Cab Radio Power 65
The following two fuses are located in the fusable link between the prelube timer solenoid and #2 cranking
motor.

Fusable link 300 each Prelube Motor 11ST
4
The following circuit breakers are located on the relay boards on the left inside wall of the auxiliary control
cabinet.

RB1 - CB13 12.5 Turn Signals / Clearance Lights 11CL
RB1 - CB14 12.5 Turn Signal Flasher 11Z
RB1 - CB15 12.5 Tail Lights 41T
RB3 - CB11 12.5 Backup Lights and Horn 79A
RB3 - CB16 12.5 Retard Lights 44D
RB3 - CB17 12.5 Manual Backup Lights 47B
RB3 - CB18 12.5 Stop Lights 44A
RB3 - CB19 12.5 Backup Lights and Horn 79A
RB4 - CB20 5 Engine Control PowerParking Brake Failure Relay 23D
RB4 - CB21 12.5 Service Lights, Forward Horn 11A
RB4 - CB22 5 Engine Run Relay 439E
RB5 - CB23 12.5 Headlights, Left Low Beam 11DL
RB5 - CB24 12.5 Headlights, Right Low Beam 11DR
RB5 - CB25 12.5 Headlights, Left High Beam 11HL
RB5 - CB26 12.5 Headlights, Right High Beam 11HR
RB5 - CB27 12.5 Headlights and Dash Lights 11D
The following circuit breaker is located next to the converter on the left inside wall of the auxiliary control cabinet.

Aux Box -
50 24V to 12V Converter 11BS
CB60
5
860E Dump truck

960E Dump truck
© 2009 KOMATSU
All Rights Reserved
6
CEN40011-01
DUMP TRUCK
860E
960E

860E-1K A30003 and up
960E-1K A50003 and up
40 Troubleshooting
Troubleshooting by fault code, part 1
Fault Code A001: Left front suspension pressure sensor signal high................................................................... 3
Fault Code A002: Left front suspension pressure sensor signal low .................................................................... 4
Fault Code A003: Right front suspension pressure sensor signal high ................................................................ 5
Fault Code A004: Right front suspension pressure sensor signal low.................................................................. 6
Fault Code A005: Left rear suspension pressure sensor signal high ................................................................... 7
Fault Code A006: Left rear suspension pressure sensor signal low ..................................................................... 8
Fault Code A007: Right rear suspension pressure sensor signal high ................................................................. 9
Fault Code A008: Right rear suspension pressure sensor signal low ................................................................ 10
Fault Code A009: Incline sensor signal high........................................................................................................11
Fault Code A010: Incline sensor signal low ........................................................................................................ 12
Fault Code A011: Payload meter speed sensor signal has failed....................................................................... 13
Fault Code A013: Body up switch has failed ...................................................................................................... 14
Fault Code A014: Payload meter checksum computation has failed.................................................................. 15
Fault Code A016: Payload meter write to flash memory has failed .................................................................... 16
Fault Code A017: Payload meter flash memory read has failed......................................................................... 17
Fault Code A018: Right rear flat suspension cylinder warning ........................................................................... 18
1
Fault Code A019: Left rear flat suspension cylinder warning.............................................................................. 20

Fault Code A022: Carryback load excessive ...................................................................................................... 22
Fault Code A100: An open circuit breaker has been detected on a relay board................................................. 25
Fault Code A101: High pressure detected across an hydraulic pump filter ........................................................ 26
Fault Code A105: Fuel level sensor shorted to ground, indicating a false high fuel level ................................... 28
Fault Code A111: Low steering pressure warning for storage by VHMS ............................................................ 30
Fault Code A115: Low steering precharge pressure detected ............................................................................ 32
Fault Code A117: Low brake accumulator pressure warning for storage by VHMS ........................................... 34
Fault Code A118: Brake pressure is low while in brake lock............................................................................... 36
Fault Code A126: Oil level in the hydraulic tank is low ....................................................................................... 38
Fault Code A127: IM-furnished +5 volt output for sensors is low........................................................................ 40
Fault Code A128: IM-furnished +5 volt output for sensors is high ...................................................................... 42
Fault Code A139: Low fuel warning for storage by VHMS and for use by A310................................................. 44
2
Fault Code A001: Left front suspension pressure sensor signal high
Operator Action None
Fault Code A001
Description Left front suspension pressure sensor signal high.
Fault Conditions Sets if pressure signal is out of range high (sensor current over 22 ma).
Resets if reading returns to normal.
Operator Alerting Repair Lamp
System Response Display Operator Action: None
Display Fault Description: PLM LF PRESS SENS HI
Display Fault Code: A001
Resulting Problem(s) Bad payload computation.
Related Information A laptop running "IM Realtime Data Monitor" software may be required to resolve this
fault.
Table
1. This fault is generated by PLM3 in response to a problem in the sensor circuit. This sensor circuit may have
a related fault that can be used to resolve the problem. Refer to the Troubleshooting Instructions for the active
parameter fault(s).
2. If there are no active parameter fault codes, then based on the truck's setup while this fault is active, deter-
mine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data Monitor
program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the unex-
pected state. Troubleshoot these items.
3. If this fault is not currently active or if no parameters are currently in the unexpected state and the malfunc-
tion is still unresolved, then check each of the parameters in the Table for proper functionality. Troubleshoot all
item(s) related to the parameter(s) which are found to be malfunctioning.
Parameter Expected State and/or Related Fault(s)
Left Front Pressure Sensor current >22 ma: failed high
Sensor (PLM3 36,39) Sensor current <2 ma: failed low
Sensor current >2 ma but less than 22 ma: valid readings
Fault(s): A002
Related circuit diagram
+18V
LF PRESSURE
LEFT FRONT
SUSPENSION
PRESSURE
LEFT DECK
JUNCTION BOX
3
Fault Code A002: Left front suspension pressure sensor signal low
Fault Code A002
Description Left front suspension pressure sensor signal low.
Fault Conditions Sets if pressure signal is out of range low (sensor current less than 2 ma).
Display Fault Description: PLM LF PRESS SENS LO
fault.
Table
parameter fault(s).
Fault(s): A001
+18V
LF PRESSURE
LEFT FRONT
SUSPENSION
PRESSURE
LEFT DECK
JUNCTION BOX
4
Fault Code A003: Right front suspension pressure sensor signal high
Fault Code A003
Description Right front suspension pressure sensor signal high.
Display Fault Description: PLM RF PRESS SENS HI
fault.
Table
parameter fault(s).
Right Front Pressure Sensor current >22 ma: failed high
Fault(s): A004
RF PRESSURE
+18V
RIGHT FRONT
SUSPENSION
PRESSURE
RIGHT DECK
JUNCTION BOX
5
Fault Code A004: Right front suspension pressure sensor signal low
Fault Code A004
Description Right front suspension pressure sensor signal low.
Display Fault Description: PLM RF PRESS SENS LO
fault.
Table
parameter fault(s).
Sensor (PLM3 36, 20) Sensor current <2 ma: failed low
Fault(s): A003
RF PRESSURE
+18V
RIGHT FRONT
SUSPENSION
PRESSURE
RIGHT DECK
JUNCTION BOX
6
Fault Code A005: Left rear suspension pressure sensor signal high
Fault Code A005
Description Left rear suspension pressure sensor signal high.
Display Fault Description: PLM LR PRESS SENS HI
fault.
Table
parameter fault(s).
Left Rear Pressure Sensor current >22 ma: failed high
Fault(s): A006
LR PRESSURE
+18V
LEFT REAR
SUSPENSION
PRESSURE REAR AXLE
JUNCTION BOX
7
Fault Code A006: Left rear suspension pressure sensor signal low
Fault Code A006
Description Left rear suspension pressure sensor signal low.
Display Fault Description: PLM LR PRESS SENS LO
fault.
Table
parameter fault(s).
Fault(s): A005
LR PRESSURE
+18V
LEFT REAR
SUSPENSION
REAR AXLE
PRESSURE
JUNCTION BOX
8
Fault Code A007: Right rear suspension pressure sensor signal high
Fault Code A007
Description Right rear suspension pressure sensor signal high.
Display Fault Description: PLM RR PRESS SENS HI
fault.
Table
parameter fault(s).
Right Rear Pressure Sensor current >22 ma: failed high
Fault(s): A008
+18V
RR PRESSURE
RIGHT REAR
SUSPENSION
REAR AXLE
PRESSURE
JUNCTION BOX
9
Fault Code A008: Right rear suspension pressure sensor signal low
Fault Code A008
Description Right rear suspension pressure sensor signal low.
Display Fault Description: PLM RR PRESS SENS LO
fault.
Table
parameter fault(s).
Fault(s): A007
+18V
RR PRESSURE
RIGHT REAR
SUSPENSION
PRESSURE REAR AXLE
JUNCTION BOX
10
Fault Code A009: Incline sensor signal high

Fault Code A009
Description Incline sensor signal high.
Fault Conditions Sets if incline signal is out of range high (sensor voltage less than 0.565 volts).
Display Fault Description: INCLINE SENSOR HIGH
fault.
Table
parameter fault(s).
Incline Sensor (PLM3 Sensor voltage <0.565: failed high
36, 29, 19) Sensor voltage >5.08: failed low
Sensor voltage >0.565 but <5.08: valid readings
Fault(s): A010
INCLINE SIGNAL
INCLINOMETER INCLINE GROUND
+18V
11
Fault Code A010: Incline sensor signal low

Fault Code A010
Description Incline sensor signal low.
Fault Conditions Sets if incline signal is out of range low (sensor voltage greater than 5.08 volts).
Display Fault Description: INCLINE SENSOR LOW
fault.
Table
parameter fault(s).
Fault(s): A009
INCLINE SIGNAL
+18V
12
Fault Code A011: Payload meter speed sensor signal has failed
Fault Code A011
Description Payload meter speed sensor signal has failed.
Fault Conditions Sets when PLM declares a speed sensor fault.
Resets when PLM resets the speed sensor fault.
Operator Alerting Lamp or Buzzer: None - Maintenance Item
System Response Display Fault Description: PLM TRK SPD SENSOR
Resulting Problem(s) Payload and haul cycle data is bad.
fault.
Table
1. This fault is produced by PLM in response to a problem in the generation of truck speed by Seimens. The
primary correction is to correct the problem at the source. No other faults are available.

None.
13
Fault Code A013: Body up switch has failed

Fault Code A013
Description Body up switch has failed.
Fault Conditions The switch no longer responds to payload cycles.
System Response Display Fault Description: BODY UP SWITCH FAIL
fault.
Table
1. The primary corrective measure for this fault is to change / correct the body up switch and wiring to PLM. No
other faults are available to troubleshoot this problem.
Body Up Switch Input 0: Body is up
(PLM 18) 1: Body is down
BODY UP
PROXIMITY SWITCH
(SHOWN WITH BODY UP)
BODY UP
14
Fault Code A014: Payload meter checksum computation has failed

Fault Code A014
Description Payload meter checksum computation has failed.
Fault Conditions PLM reports a checksum failure.
System Response Display Fault Description: PLM CHECKSUM FAIL
fault.
Table
1. This fault is totally contained within the payload meter.
Payload Meter

None.
15
Fault Code A016: Payload meter write to flash memory has failed
Fault Code A016
Description A payload meter write to flash memory has failed.
Fault Conditions Payload meter reports a failure in write to flash memory.
System Response Display Fault Description: PLM FLASH MEM WRITE
fault.
Table
Payload Meter

None.
16
Fault Code A017: Payload meter flash memory read has failed
Fault Code A017
Description A payload meter flash memory read has failed.
Fault Conditions Payload meter reports a failure of flash memory read.
System Response Display Fault Description: PLM FLASH MEM READ
fault.
Table
Payload Meter

None.
17
Fault Code A018: Right rear flat suspension cylinder warning

Fault Code A018
Description Right rear flat suspension cylinder warning.
Fault Conditions Sets if PLM3 detects a flat right rear suspension cylinder.
Resets if conditions clears.
Display Fault Description: RR FLAT SUSP CYL FLT
Resulting Problem(s) Potential damage to suspension and frame.
fault.
Table
1. The logic that produces this fault is intended to identify flat suspension cylinders. The primary correction is
to recharge / repair the cylinder. If the cylinder is not defective, use the following procedure to correct PLM3.
2. This fault's logic contains more than one parameter, each of which may have its own related fault code(s).
This fault may be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting
Instructions for the active parameter fault(s).
Fault(s): A007, A008
18
LEFT FRONT
SUSPENSION LEFT DECK
PRESSURE JUNCTION BOX
+18V
LF PRESSURE
RF PRESSURE
RIGHT FRONT
SUSPENSION
PRESSURE
RIGHT DECK
JUNCTION BOX
LEFT REAR
SUSPENSION LR PRESSURE
PRESSURE RR PRESSURE
RIGHT REAR
SUSPENSION REAR AXLE
INCLINE SIGNAL
19
Fault Code A019: Left rear flat suspension cylinder warning

Fault Code A019
Description Left rear flat suspension cylinder warning.
Fault Conditions Sets if PLM3 detects a flat left rear suspension cylinder.
Display Fault Description: LR FLAT SUSP CYL FLT
Resulting Problem(s) Potential damage to suspension and frame.
fault.
Table
1. The logic that produces this fault is intended to identify flat suspension cylinders. The primary correction is to
recharge / repair the cylinder. If the cylinder is not defective, use the following procedure to correct PLM3.
20
LEFT FRONT
+18V
LF PRESSURE
RF PRESSURE
RIGHT FRONT
SUSPENSION
PRESSURE
RIGHT DECK
JUNCTION BOX
LEFT REAR
RIGHT REAR
INCLINE SIGNAL
21
Fault Code A022: Carryback load excessive

Fault Code A022
Description Carryback load excessive.
Fault Conditions Sets if PLM3 detects excessive load remaining in the bed after dumping is complete.
Operator Alerting Display Operator Action: None
System Response Display Fault Description: None
Display Fault Code: None
Resulting Problem(s) Reduced production.
fault.
Table
1. The logic that produces this fault is intended to identify excessive carryback load. This is a VHMS recording
only. No display announces the fault. If excessive carryback does not exist, troubleshoot the payload system.
22
LEFT FRONT
+18V
LF PRESSURE
RF PRESSURE
RIGHT FRONT
SUSPENSION
PRESSURE
RIGHT DECK
JUNCTION BOX
LEFT REAR
RIGHT REAR
INCLINE SIGNAL
23
NOTES
24
Fault Code A100: An open circuit breaker has been detected on a relay board
Operator Action Stop: Park
Fault Code A100
Description An open circuit breaker has been detected on a relay board.
Fault Conditions Sets if any of the circuit breakers on relay boards are open for 1 second. These are all
lighting and accessory electrical loads.
Operator Alerting Sound Buzzer
System Response Flash IM Warning indicator
Display Operator Action: STOP: PARK: PWR: CHK
Display Fault Description: CIRCUIT BREAKER FLT
Resulting Problem(s) Accessory circuits (headlights, tail lights, stop lights, turn signal lights, retard lights,
engine control, service lights, or horn) may be non-functional.
fault.
Table
1. This fault is generated by parallel input to IM from the relay boards. Each relay board in turn has an LED that
indicates that one of its several breakers is open.
Circuit Breaker Tripped 0: one or more circuit breakers tripped on relay boards
(IM 2g) 1: no circuit breakers tripped on any relay boards
Relay Board 1 Turn Signal / Clearance Lights
Relay Board 3 Stop, Retard, Manual back up lights
Relay Board 4 Engine control, service lights & horn
Relay Board 5 Headlights
CIRCUIT BREAKER
25
Fault Code A101: High pressure detected across an hydraulic pump filter
Operator Action Go To Shop Now
Fault Code A101
Description High pressure detected across an hydraulic pump filter.
Fault Conditions Sets if switch is on, engine is running, and oil temperature is above 50°C (122°F) for
10 seconds.
Resets if any of these not true for 10 seconds.
System Response Flash IM Warning Indicator
Display Operator Action: GO TO SHOP NOW
Display Fault Description: HYD OIL FILT RESTRICT
Resulting Problem(s) Hydraulic oil filters will bypass oil without filtration. Continuing operation may damage
hydraulic system components.
fault.
Table
1. This fault is generated by series input to IM from the hydraulic oil filter switches. Any of the three switches
can open and cause the warning. The normal corrective measure for this fault is to change one or more
hydraulic filters.
Pump Filter Switches 0: No hydraulic filter switches open
(IM 2Y) 1: One or more hydraulic filter switches open
Fault(s): A273
Hydraulic Oil Tempera- 0.016 Volt to 4.89 Volt: Good Readings
ture - Left Rear (IM 3i) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
ture - Right Rear <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
(IM 3m) Fault(s): A167, A171
ture - Left Front (IM 3t) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
ture - Right Front <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
(IM 3r) Fault(s): A169, A173
26
Engine Speed [RPM] Less than 300 RPM: engine is not running
Greater than 300 RPM for 4 seconds: engine is running
STEERING FILTER
HOIST FILTER PRESS. SWITCH
PRESS. SWITCH
PUMP FILTERS
+5V SENSOR POWER
+5V SENSOR POWER
LEFT FRONT LF HYD OIL TEMP

HYDRAULIC
BRAKE TEMP
SENSOR #1
RIGHT FRONT RF HYD OIL TEMP

HYDRAULIC
BRAKE TEMP
SENSOR #2
LEFT REAR LR HYD OIL TEMP

HYDRAULIC
BRAKE TEMP
SENSOR #3
RIGHT REAR RR HYD OIL TEMP

HYDRAULIC
BRAKE TEMP
SENSOR #4
27
Fault Code A105: Fuel level sensor shorted to ground, indicating a false high fuel level
Fault Code A105
Description Fuel level sensor shorted to ground, indicating a false high fuel level.
Fault Conditions Sets if fuel level indication is at 110% for 5 seconds with keyswitch on, and battery
voltage does not drop below 18, with engine speed below 600 rpm.
Resets if fuel level indication is at 104.2% for 3 seconds.
Display Fault Description: FUEL LEVEL SENSOR LO
Resulting Problem(s) False high fuel gauge readings. If ignored, possible shutdown of engine while on the
haul road.
fault.
Table
1. The primary correction for this fault is to correct or change the fuel level sensor and wiring.
Fuel Level Sensor (IM 0.57 to 8.2 Volts: Good Readings at 24 Volt Battery (varies with battery voltage)
3g) <0.57 or >8.2 Volts: Defective Sensor or Circuit at 24 Volt Battery (varies with battery
voltage)
Battery Voltage, 24 >18 Volt: Good Reading
Volt (IM 1A) <18 Volt: Low battery voltage (while cranking) blocks this A105 fault code.
Keyswitch (IM 3G) 0: keyswitch is off and the truck is not moving and the engine is not running
1: keyswitch is on or the truck is moving (Seimens power not yet off)
Fault(s): A240
Engine Speed [RPM] Less than 600 RPM: combined with low voltage means cranking is in process and
fault is blocked
Greater than 600 RPM: engine is running normally
28
BATTERY POWER
KEY SWITCH
FUEL LEVEL
SENDER
FUEL LEVEL SENSOR
29
Fault Code A111: Low steering pressure warning for storage by VHMS
Fault Code A111
Description Low steering pressure warning for storage by VHMS. It is designed to filter out some
service and operational conditions that would otherwise produce this warning.
Fault Conditions Sets if low steering pressure input to IM remains after 90 seconds of engine running at
300 rpm or above and is sustained for 30 seconds at speeds of 1200 rpm or above.
Resets if pressure returns or engine slows below 1200 rpm for 10 seconds.
Operator Alerting None
System Response
Resulting Problem(s) Truck may not steer properly.
fault.
Table
Low Steering Pres- 0: steering pressure normal
sure Sw (IM 2S) 1: low steering pressure
Fault(s): A279, A115, A253
Engine Speed [RPM] 0: engine is not running
Greater than 300: engine is running
Greater than 1200: engine is running fast enough to maintain steering pressure
LOW STEERING
PRESSURE SWITCH
2300 psi
LOW STEERING
PRESSURE
30
NOTES
31
Fault Code A115: Low steering precharge pressure detected

Operator Action Stop; Park
Fault Code A115
Description Low steering precharge pressure detected.
Fault Conditions Sets and latches if low steering precharge switch operates for 2 seconds with key-
switch on and "Steering Precharge Mask" not on. The "Steering Precharge Mask" pre-
vents warnings that might occur from the beginning of steering bleed till 5 minutes
after bleed is complete or timed out or keyswitch is turned back on.
Display Operator Action: STOP: PARK
Display Fault Description: LOW STRG PRECHARGE
Resulting Problem(s) Low steering accumulator precharge will reduce the amount of stored energy in the
steering system.
fault.
Table
1. The primary correction for this fault is to adjust the nitrogen charge in the steering accumulators.
Low Steering Pre- 0: Normal reading - full precharge pressure
charge Pressure 1: Steering precharge pressure is low
Switch (IM 2W)
Fault(s): A240
Steering Accum Bled 0: Steering bleed is complete
Pressure Switch (IM 1: Steering bleed is not complete
2Z) Fault(s): A258, A280
32

LOW STEERING
LOW STEERING PRECHARGE #1
PRECHARGE #2 1400 psi
1400 psi
ACCUMULATOR
PRECHARGE
FAIL
LOW STEERING
PRECHARGE
STEERING BLEED
PRESSURE SWITCH
STEERING
ACCUMULATOR
PRESSURE SWITCH
75 psi
KEY SWITCH
33
Fault Code A117: Low brake accumulator pressure warning for storage by VHMS
Fault Code A117
Description Low brake accumulator pressure warning for storage by VHMS. It is designed to filter
out some service and operational conditions that would otherwise produce this warn-
ing.
Fault Conditions Sets if low brake accumulator pressure input to IM remains after 90 seconds of engine
running at 300 rpm or above.
Resets if pressure returns or engine stops running for 1 second.
System Response
Resulting Problem(s) Service brake may not stop or hold the truck.
fault.
Table
1. This fault is generated by more than one parameter, but the independent parameters do not have fault codes
for situations that will affect this fault.
Brake Accumulator 0: brake accumulator pressure normal
Pressure Sw (IM 2U) 1: low brake accumulator pressure
LOW BRAKE
ACCUMULATOR
PRESSURE SWITCH
1850 psi
BRAKE
ACCUMULATOR
PRESSURE
34
NOTES
35
Fault Code A118: Brake pressure is low while in brake lock

Operator Action Set Park Brake
Fault Code A118
Description Brake pressure is low while in brake lock.
Fault Conditions Sets if brake lock is on and brake lock degrade switch closes indicating low service
brake pressure for 3 seconds unless steering bleed has already started.
Resets if brake lock or brake lock degrade switch are off for 1 second.
Display Operator Action: SET PARK BRAKE
Display Fault Description: SERV BRAKE DEGRADE
fault.
Table
Brake Lock (IM 2i) 0: brake lock not on
1: brake lock is on
Fault(s): A272
Brake Lock Degrade 0: brake lock degrade not on
Sw (IM 2V) 1: brake lock degrade is on
Fault(s): A281
36
BRAKE LOCK DEGRADE BDS

BRAKE LOCK
DEGRADE
BRAKE LOCK SOLENOID PRESSURE
SWITCH
1000 psi
BRAKE LOCK
SOLENOID
37
Fault Code A126: Oil level in the hydraulic tank is low

Operator Action Stop; Park; Power Down; Check
Fault Code A126
Description Oil level in the hydraulic tank is low.
Fault Conditions Sets if sensor reports oil level to be low.
Resets if oil level is restored or if steering bleed comes on.
Display Operation Action: STOP: PRK: PWR: CHK
Display Fault Description: HYD OIL LEVEL FAULT
Resulting Problem(s) Low hydraulic oil level can cause damage to equipment and failure to operate properly.
Steering and brakes may deteriorate in performance.
fault.
Table
1. The primary correction for this fault is to add oil to the hydraulic system and check for hydraulic leaks.
2. If oil is sufficient, check the sensor and sensor wiring.
3. No additional fault codes are available for this function.
Hydraulic Oil Level 0: Oil level is normal
Sensor (IM 1W, 2k) 1: Oil level is low

LOW HYDRAULIC TANK
LEVEL SENSOR
+24V OUT
LOW HYDRAULIC TANK LEVEL
38
NOTES
39
Fault Code A127: IM-furnished +5 volt

output for sensors is low
Fault Code A127
Description IM-furnished +5 volt output for sensors is low.
Fault Conditions Sets when Sensor +5V Input drops below 4.52 volts for 2 seconds.
Resets when Sensor +5V Input recovers to 4.66 volts for 2 seconds.
System Response Operate IM Warning Indicator
Display Fault Description: TEMP SENSOR +5V LOW
Resulting Problem(s) All 5 temperature sensors using the +5 Volt supply will report low readings. Control of
engine speed and warnings of high oil temperature will be compromised. Equipment
damage may result.
fault.
Table
2. Check external wiring and sensors to determine if problem is outside of IM.
Sensor +5V Analog >4.52 Volts: Normal voltage
Input (IM 3j) <4.52 Volts: Voltage low
Sensor +5V Output (IM
3c)
40
+5V SENSOR
+5V SENSOR
AMBIENT AMBIENT AIR TEMP

AIR TEMP
SENSOR
LEFT FRONT
HYDRAULIC LF HYD OIL TEMP
BRAKE TEMP
SENSOR
RIGHT FRONT
HYDRAULIC RF HYD OIL TEMP
BRAKE TEMP
SENSOR
LEFT REAR
HYDRAULIC LR HYD OIL TEMP
BRAKE TEMP
SENSOR
RIGHT REAR
HYDRAULIC RR HYD OIL TEMP
BRAKE TEMP
SENSOR
41
Fault Code A128: IM-furnished +5 volt output for sensors is high

Fault Code A128
Description IM-furnished +5 volt output for sensors is high.
Fault Conditions Sets when Sensor +5V Input rises above 5.51 volts for 2 seconds.
Resets when Sensor +5V Input drops to 5.27 volts for 2 seconds.
Operator Alerting Operate Repair Lamp
System Response Display Fault Description: TEMP SENSOR +5V HI
Resulting Problem(s) All 5 temperature sensors using the +5 Volt supply will report high readings. Control of
engine speed and warnings of high oil temperature will occur at lower than normal
temperatures. False warnings will occur.
fault.
Table
2. Check external wiring and sensors to determine if problem is outside of IM.
Sensor +5V Analog <5.51 Volts: Normal voltage
Input (IM 3j) >5.51 Volts: Voltage high
Sensor +5V Output (IM
3c)
42
+5V SENSOR
+5V SENSOR

AIR TEMP
SENSOR
LEFT FRONT
BRAKE TEMP
SENSOR
RIGHT FRONT
BRAKE TEMP
SENSOR
LEFT REAR
BRAKE TEMP
SENSOR
RIGHT REAR
BRAKE TEMP
SENSOR
43
Fault Code A139: Low fuel warning for storage by VHMS and for use by A310
Fault Code A139
Description Low fuel level warning for storage by VHMS and for use by A310.
Fault Conditions Sets after 15 seconds of fuel level readings below 10% of full if the key switch is on,
low voltage due to cranking is not sensed, and the fuel level sensor is not high.
Resets after 1 minute if fuel level recovers to 15% of full.
System Response
Resulting Problem(s) Possible running out of fuel on haul road. Possible engine damage.
fault.
Table
1. The primary correction for this fault is to add fuel to the tank.
voltage)
Fault(s): A240
fault is blocked
44
BATTERY POWER
KEY SWITCH
FUEL LEVEL
SENDER
FUEL LEVEL SENSOR
45
860E Dump truck

960E Dump truck
© 2009 KOMATSU
All Rights Reserved
46
CEN40049-00
DUMP TRUCK
960E

960E-1K A50003 and up
40 Troubleshooting
Fault Code A145: Hydraulic temperature sensors cause advance of engine rpm to advance level 1 for cooling of
hydraulic oil.................................................................................................................................................... 4
Fault Code A146: Hydraulic temperature sensors cause advance of engine rpm to advance level 2 for cooling of
hydraulic oil.................................................................................................................................................... 6
Fault Code A152: Starter failure............................................................................................................................ 8
Fault Code A153: Battery voltage is low with the truck in operation ................................................................... 10
Fault Code A154: Battery charging voltage is excessive .................................................................................... 12
Fault Code A155: Battery charging voltage is low .............................................................................................. 13
Fault Code A158: Fuel level sensor is open or shorted high, indicating a false low fuel level............................ 14
Fault Code A166: Left rear hydraulic oil temperature sensor is low ................................................................... 16
Fault Code A167: Right rear hydraulic oil temperature sensor is low ................................................................. 18
Fault Code A168: Left front hydraulic oil temperature sensor is low................................................................... 20
Fault Code A169: Right front hydraulic oil temperature sensor is low ................................................................ 22
Fault Code A170: Left rear hydraulic oil temperature sensor is high .................................................................. 24
Fault Code A171: Right rear hydraulic oil temperature sensor is high................................................................ 25
Fault Code A172: Left front hydraulic oil temperature sensor is high ................................................................. 26
1
Fault Code A173: Right front hydraulic oil temperature sensor is high ............................................................... 27
Fault Code A184: J1939 data link is not connected............................................................................................ 28
Fault Code A190: Auto lube control has detected an incomplete lube cycle ...................................................... 30
Fault Code A194: Left front hydraulic oil temperature is high ............................................................................. 32
Fault Code A195: Right front hydraulic oil temperature is high........................................................................... 33
Fault Code A196: Left rear hydraulic oil temperature is high .............................................................................. 34
Fault Code A197: Right rear hydraulic oil temperature is high............................................................................ 35
Fault Code A198: Hoist pressure 1 sensor is high.............................................................................................. 36
Fault Code A199: Hoist pressure 2 sensor is high.............................................................................................. 37
Fault Code A200: Steering pressure sensor is high............................................................................................ 38
Fault Code A201: Brake pressure sensor is high................................................................................................ 39
Fault Code A202: Hoist pressure 1 sensor is low ............................................................................................... 40
Fault Code A203: Hoist pressure 2 sensor is low ............................................................................................... 41
Fault Code A204: Steering pressure sensor is low ............................................................................................. 42
Fault Code A205: Brake pressure sensor is low ................................................................................................. 43
Fault Code A206: Ambient temperature sensor is high ...................................................................................... 44
Fault Code A207: Ambient temperature sensor is low........................................................................................ 45
2
NOTES
3
Fault Code A145: Hydraulic temperature sensors cause advance of engine rpm to advance
level 1 for cooling of hydraulic oil
Fault Code A145
Description Hydraulic temperature sensors cause advance of engine rpm to advance level 1 for
cooling of hydraulic oil.
Fault Conditions Sets (advances engine) after 5 seconds at 105°C (221°F) after filtering out data from
sensors failed high.
Resets (returns engine to normal) after 5 seconds at 100°C (212°F).
Operator Alerting None. This event is recorded by VHMS only.
System Response
Resulting Problem(s) If this control is non-functional, excessive oil temperatures can cause oil and equip-
ment damage.
fault.
Table
Brake Cooling RPM 0: brake cooling rpm advance to advance idle
Advance 1 1: brake cooling rpm advance to normal idle
ture - Right Rear (IM <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
3m) Fault(s): A167, A171
ture - Right Front (IM <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
3r) Fault(s): A169, A173
4
LEFT FRONT
BRAKE TEMP
SENSOR
RIGHT FRONT
BRAKE TEMP
SENSOR
LEFT REAR
BRAKE TEMP
SENSOR
RIGHT REAR
BRAKE TEMP
SENSOR
5
Fault Code A146: Hydraulic temperature sensors cause advance of engine rpm to advance
level 2 for cooling of hydraulic oil
Fault Code A146
Description Hydraulic temperature sensors cause advance of engine rpm to advance level 2 for
cooling of hydraulic oil.
Fault Conditions Sets (advances engine) after 5 seconds at 120°C (248°F) after filtering out data from
sensors failed high.
Resets (returns engine to normal) after 5 seconds at 108°C (226°F).
Operator Alerting None. This event is recorded by VHMS only.
System Response
Resulting Problem(s) If this control is non-functional, excessive oil temperatures can cause oil and equip-
ment damage.
fault.
Table
Brake Cooling RPM 0: brake cooling rpm advance to advance idle
Advance 2 1: brake cooling rpm advance to normal idle
3m) Fault(s): A167, A171
3r) Fault(s): A169, A173
6
LEFT FRONT
BRAKE TEMP
SENSOR
RIGHT FRONT
BRAKE TEMP
SENSOR
LEFT REAR
BRAKE TEMP
SENSOR
RIGHT REAR
BRAKE TEMP
SENSOR
7
Fault Code A152: Starter failure

Fault Code A152
Description Starter Failure
Fault Conditions Sets if either starter motor is not energized for 2 seconds when cranking is attempted.
Resets only when steering bleed occurs.
Operator Alerting Display: Repair Item
System Response Display Fault Description: STARTER FAILURE
Resulting Problem(s) One good starter may be destroyed or engine may not start at all.
fault.
Table
Starter Motor 1 0: starter motor 1 not energized
Energized (IM 3R) 1: starter motor 1 energized
Fault(s): A275
Energized (IM 3S) 1: starter motor 2 energized
Fault(s): A275
Crank Sense (IM 3U) 0: no cranking in process
1: cranking in process
8
STARTER #1
ENGINE
STARTER STARTER #2
RELAY
START MOTOR NO. 1
START MOTOR NO. 2
CRANK SENSE
9
Fault Code A153: Battery voltage is low with the truck in operation
Fault Code A153
Description Battery voltage is low with the truck in operation.
Fault Conditions Sets if battery voltage with the engine running or truck moving is below 23 volts for 5
seconds. Truck moving sets if truck speed is above 0 or if no communication from
drive system and the park brake is not set.
Park brake set is defined as the closure of the park brake set switch indicating low
pressure and the opening of the park brake release pressure switch indicating not high
pressure.
Resets if voltage recovers to 25.5 volts for 5 seconds or when steering bleed begins at
shutdown.
Display Fault Description: BATTERY VOLTS LOW
Resulting Problem(s) Voltage may continue to drop and cause improper operation of the many electrical
controls on the truck.
fault.
Table
1. The primary correction for this fault is to charge the batteries.
Battery Voltage, 24 <23.0 volts: Too low to continue operation.
Volt (IM 1A) >23.0 volts: OK to continue operation.
Truck Speed [kph] 0: truck is not moving
Greater than 0: truck is moving
Park Brake Set 0: the park brake set switch or park brake release switch indicates park brake not
properly set
1: the park brake set switch indicates low pressure and park brake set and the park
brake release switch indicates no high pressure and park brake not released
10
Park Brake Released 0: the park brake release switch or the park brake set switch indicates park brake not
properly released
1: the park brake release switch indicates high pressure and park brake released and
the park brake set switch indicates no low pressure and park brake not set
BATTERY POWER
11
Fault Code A154: Battery charging voltage is excessive

Operator Action Stop; Park; Power Down
Fault Code A154
Description Battery charging voltage is excessive.
Fault Conditions Sets if above 32 volts for 5 seconds.
Resets if below 27.5 volts for 5 seconds.
Display Operator Action: STOP: PARK: PWR 
Display Fault Description: HIGH BATTERY VOLTS
Resulting Problem(s) Sustained excessive charging voltage may burn out electrical and electronic compo-
nents.
fault.
Table
1. The primary correction for this fault is to check / replace the battery charger.
2. This fault's logic contains only one parameter.
Battery Voltage, 24 >32.0 volts: Too high to continue operation.
Volt (IM 1A) <32.0 volts: OK to continue operation.
Fault(s): A155
BATTERY POWER
12
Fault Code A155: Battery charging voltage is low

Operator Action Go to shop now
Fault Code A155
Description Battery charging voltage is low.
Fault Conditions Sets if below 24.5 volts for 5 seconds with engine above 1400 rpm.
Resets if above 26.0 volts for 5 seconds or at steering bleed.
Display Fault Description: BATT CHARGING FLT
Resulting Problem(s) If defective battery charging alternators are not replaced, batteries may become dis-
charged and electrical and electronic equipment will stop working.
fault.
Table
1. The primary correction for this fault is to check / replace the battery charger.
Battery Voltage, 24 <24.5 volts: Charger must be changed soon.
Engine Speed [RPM] Less than 1400 RPM: engine is not running fast enough for battery charger test.
Greater than 1400 RPM: engine is running fast enough for battery charger test.
BATTERY POWER
13
Fault Code A158: Fuel level sensor is open or shorted high, indicating a false low fuel level
Fault Code A158
Description Fuel level sensor is open or shorted high, indicating a false low fuel level.
Fault Conditions Sets if fuel level indication is at -18.5% for 3 seconds, and battery voltage does not
drop below 18, with engine speed below 600 rpm.
Resets if fuel level indication is above -12.5% for 3 seconds.
Display Fault Description: FUEL LEVEL SENSOR HI
Resulting Problem(s) Fuel readings will show an empty tank, whether there is fuel in the tank or not.
fault.
Table
1. primary correction for this fault is to correct or replace the fuel level sensor or wiring.
voltage)
fault is blocked
14
BATTERY POWER
FUEL LEVEL
SENDER
FUEL LEVEL SENSOR
15
Fault Code A166: Left rear hydraulic oil temperature sensor is low
Fault Code A166
Description Left Rear Hydraulic Oil Temp Sensor is low.
Fault Conditions Sets if temperature reading drops to -51°C (-60°F) (.016 Volts) for 3 seconds or
remains 10°C (18°F) below ambient temperature for 15 minutes after the engine runs.
Resets if temperature reading rises to -46°C (-51°F) (.032 Volt) for 3 seconds and
recovers to within 10°C (18°F) of ambient temperature.
System Response Display Fault Description: LR OIL TEMP SENS LO
Resulting Problem(s) Loss of monitoring of the Left Rear brake temperature begins a compromise of the
brake system temperature monitoring that can only worsen if other sensors are lost.
fault.
Table
1. The primary correction for this fault is to correct any external wiring or replace the sensor.
Fault(s): A170
Ambient Temperature 0.016 Volt to 4.89 Volt: Good Readings
(IM 3e) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
16
AMBIENT
AMBIENT AIR TEMP AIR TEMP
SENSOR
LEFT REAR
HYDRAULIC
LR HYD OIL TEMP BRAKE TEMP
SENSOR
17
Fault Code A167: Right rear hydraulic oil temperature sensor is low
Fault Code A167
Description Right Rear Hydraulic Oil Temp Sensor is low.
System Response Display Fault Description: RR OIL TEMP SENS LO
Resulting Problem(s) Loss of monitoring of the Right Rear brake temperature begins a compromise of the
fault.
Table
tion is still unresolved then check each of the parameters in the Table for proper functionality. Troubleshoot all
3m) Fault(s): A171
18
AMBIENT
SENSOR
RIGHT REAR
HYDRAULIC
RR HYD OIL TEMP BRAKE TEMP
SENSOR
19
Fault Code A168: Left front hydraulic oil temperature sensor is low
Fault Code A168
Description Left Front Hydraulic Oil Temp Sensor is low.
System Response Display Fault Description: LF OIL TEMP SENS LO
fault.
Table
Fault(s): A172
20
AMBIENT
SENSOR
LEFT FRONT
HYDRAULIC
LF HYD OIL TEMP BRAKE TEMP
SENSOR
21
Fault Code A169: Right front hydraulic oil temperature sensor is low
Fault Code A169
Description Right Front Hydraulic Oil Temp Sensor is low.
System Response Display Fault Description: RF OIL TEMP SENS LO
fault.
Table
ture - Right Front <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
(IM 3r) Fault(s): A173
22
AMBIENT
AIR TEMP
AMBIENT AIR TEMP SENSOR
RIGHT FRONT
HYDRAULIC
RF HYD OIL TEMP BRAKE TEMP
SENSOR
23
Fault Code A170: Left rear hydraulic oil temperature sensor is high
Fault Code A170
Description Left Rear Hydraulic Oil Temp Sensor is high.
Fault Conditions Sets if temperature reading rises to 211°C (412°F) (4.89 Volts) for 3 seconds.
Resets if temperature reading drops to 188°C (370°F) (4.77 Volt) for 3 seconds.
System Response Display Fault Description: LR OIL TEMP SENS HI
Resulting Problem(s) Loss of monitoring of the Left Rear brake temperature begins a compromise of the
fault.
Table
Fault(s): A166
LEFT REAR
HYDRAULIC
SENSOR
24
Fault Code A171: Right rear hydraulic oil temperature sensor is high
Fault Code A171
Description Right Rear Hydraulic Oil Temp Sensor is high.
System Response Display Fault Description: RR OIL TEMP SENS HI
fault.
Table
ture - Right Rear <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
(IM 3m) Fault(s): A167
RIGHT REAR
HYDRAULIC
BRAKE TEMP
RR HYD OIL TEMP
SENSOR
25
Fault Code A172: Left front hydraulic oil temperature sensor is high
Fault Code A172
Description Left Front Hydraulic Oil Temp Sensor is high.
System Response Display Fault Description: LF OIL TEMP SENS HI
Resulting Problem(s) Loss of monitoring of the Left Front brake temperature begins a compromise of the
fault.
Table
Fault(s): A168
LEFT FRONT
HYDRAULIC
LF HYD OIL TEMP BRAKE TEMP
SENSOR
26
Fault Code A173: Right front hydraulic oil temperature sensor is high
Fault Code A173
Description Right Front Hydraulic Oil Temp Sensor is high.
System Response Display Fault Description: RF OIL TEMP SENS HI
Resulting Problem(s) Loss of monitoring of the Right Front brake temperature begins a compromise of the
fault.
Table
3r) Fault(s): A169
RIGHT FRONT
HYDRAULIC
SENSOR
27
Fault Code A184: J1939 data link is not connected

Operator Action Stop; Park Power down
Fault Code A184
Description J1939 data link is not connected.
Fault Conditions Sets if no data received from the engine for 10 seconds after an initial 11 second delay
at key on.
Resets immediately when communication is established.
Display Operator Action: STOP: PARK: PWR 
Display Fault Description: NO ENGINE DATA
Resulting Problem(s) Loss of engine data makes it impossible to operate truck in a normal manner without
risking serious damage to the engine.
fault.
Table
CAN J1939 Data Link No communication for 10 seconds if keyswitch has been on for 11 seconds: J1939 not
(IM1qrs) connected.
Successful read of PGN 61444: J1939 is connected.
1: keyswitch is on or the truck is moving or the engine is running
NOTE: for this fault, the keyswitch function is delayed for 11 seconds internally after
initial turn on
Fault(s): A240
28

OPERATOR CAB
DIAGNOSTIC CENTER "T"
TERMINATING
RESISTOR
DIAG. 2
OPERATOR CAB
DIAGNOSTIC
CONNECTOR
CUMMINS
QSK-60T2
ENGINE
KEY SWITCH
29
Fault Code A190: Auto lube control has detected an incomplete lube cycle
Fault Code A190
Description Auto lube control has detected an incomplete lube cycle.
Fault Conditions Sets if lube cycle is terminated by timeout rather than pressure.
Resets when a lube cycle is properly terminated by pressure rather than timeout.
Operator Alerting Operate Repair Lamp
System Response Display Fault Description: AUTO LUBE FAULT
Resulting Problem(s) Insufficient lube may result and if left uncorrected could lead to equipment damage.
fault.
Table
tion is still unresolved then, check each of the parameters in the Table for proper functionality. Troubleshoot all
Auto Lube Pressure 0: Pressure switch has transferred at 2000 psi
Sw (IM 3Y) 1: Pressure switch at low pressure or solenoid circuit not on
Fault(s): A304, A305, A361
Low Steering Pres- 0: steering pressure normal (required for lube cycle to proceed)
Fault(s): A279
Greater than 0 for 10 seconds: truck is moving
Control Power (IM 3M) 0: control power is off
1: control power is on
Auto Lube Output Status - Open Load: Unexpected. Troubleshoot
(IM 1T) Status - Normal: Expected. No problem.
Status - Shorted to Ground: Unexpected except momentarily at termination of a lube
cycle. If detected any other time, troubleshoot.
Status - Overload: Unexpected. Troubleshoot.
0: Turns off between lubrication cycles.
1: Turns on during lubrication cycle.
30
CONTROL
POWER
AUTO LUBE
PRESSURE SWITCH
REAR AXLE LUBE

PRESSURE SWITCH
AUTO LUBE 2000 psi
SOLENOID
LUBE PUMP
SOLENOID
LOW STEERING
LOW STEERING PRESSURE SWITCH
PRESSURE 2300 psi
31
Fault Code A194: Left front hydraulic oil temperature is high

Operator Action Stop; Park; Run Engine
Fault Code A194
Description Left Front Hydraulic Oil Temperature is high.
Fault Conditions Sets at 120°C (248°F) (4.13 volts) after 5 seconds.
Resets at 103°C (217°F) (3.78 volts) after 5 seconds or at steering bleed.
Display Operator Action: STOP: PARK: RUN ENG
Display Fault Description: HOT HYD OIL LF
Resulting Problem(s) Excessively hot oil can cause equipment damage and even reduce service brake
effectiveness.
fault.
Table
Steering Bleed Valve 0: steering bleed valve is off
1: steering bleed valve is on
LEFT FRONT
HYDRAULIC
BRAKE TEMP
LF HYD OIL TEMP
SENSOR
32
Fault Code A195: Right front hydraulic oil temperature is high

Fault Code A195
Description Right Front Hydraulic Oil Temperature is high
Display Fault Description: HOT HYD OIL RF
effectiveness.
fault.
Table
3r) Fault(s): A169, A173
RIGHT FRONT
HYDRAULIC
SENSOR
33
Fault Code A196: Left rear hydraulic oil temperature is high

Fault Code A196
Description Left Rear Hydraulic Oil Temperature is high
Display Fault Description: HOT HYD OIL LR
effectiveness.
fault.
Table
LEFT REAR
HYDRAULIC
SENSOR
34
Fault Code A197: Right rear hydraulic oil temperature is high

Fault Code A197
Description Right Rear Hydraulic Oil Temperature is high
Display Fault Description: HOT HYD OIL RR
effectiveness.
fault.
Table
3m) Fault(s): A167, A171
RIGHT REAR
HYDRAULIC
RR HYD OIL TEMP BRAKE TEMP
SENSOR
35
Fault Code A198: Hoist pressure 1 sensor is high

Fault Code A198
Description Hoist Pressure 1 Sensor is high.
Fault Conditions Sets at 4025 psi (20.1mA) for 5 seconds.
Resets at 3650 pi (18.6 mA) for 5 seconds.
System Response Display Fault Description: HOIST PRES 1 SENS HI
Resulting Problem(s) Monitoring of hoist pressures in VHMS will be compromised.
fault.
Table
Hoist Pressure 1 Sen- 2.4 mA to 20.1 mA: good readings
sor (IM 3s) Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit
Fault(s): A202
HOIST
PRESSURE
HOIST PRESSURE #1 SENSOR #1
36
Fault Code A199: Hoist pressure 2 sensor is high

Fault Code A199
Description Hoist Pressure 2 Sensor is high.
System Response Display Fault Description: HOIST PRES 2 SENS HI
fault.
Table
Hoist Pressure 2 Sen- 2.4 mA to 20.1 mA: good readings
sor (IM 3q) Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit
Fault(s): A203
HOIST
HOIST PRESSURE #2 PRESSURE
SENSOR #2
37
Fault Code A200: Steering pressure sensor is high

Fault Code A200
Description Steering Pressure Sensor is high
System Response Display Fault Description: STRG PRES SENS HI
Resulting Problem(s) Monitoring of steering pressure in VHMS will be compromised.
fault.
Table
Steering Pressure 2.4 mA to 20.1 mA: good readings
Sensor (IM 3d) Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit
Fault(s): A204
+18 SENSOR POWER STEERING

PRESSURE
STEERING PRESSURE SENSOR
38
Fault Code A201: Brake pressure sensor is high

Fault Code A201
Description Brake Pressure Sensor is high
System Response Display Fault Description: BRAKE PRES SENS HI
Resulting Problem(s) Monitoring of the service brake system for driver input as well as VHMS data will be
compromised.
fault.
Table
Brake Pressure Sensor 2.4 mA to 20.1 mA: good readings
(IM 3p) Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit
Fault(s): A205
BRAKE
PRESSURE
BRAKE PRESSURE
SENSOR
39
Fault Code A202: Hoist pressure 1 sensor is low

Fault Code A202
Description Hoist Pressure 1 Sensor is low
Fault Conditions Sets at -401 psi (2.4 mA) for 5 seconds with cranking state not sensed (<600 engine
rpm and <18 battery volts).
Resets at -206 psi (3.2 mA)
System Response Display Fault Description: HOIST PRES 1 SENS LO
fault.
Table
Hoist Pressure 1 2.4 mA to 20.1 mA: good readings
Sensor (IM 3s) Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit
Fault(s): A198
Volt (IM 1A) <18 Volt: Low battery voltage (while cranking) blocks this fault.
fault is blocked
BATTERY POWER
HOIST
PRESSURE
HOIST PRESSURE #1 SENSOR #1
40
Fault Code A203: Hoist pressure 2 sensor is low

Fault Code A203
Description Hoist Pressure 2 Sensor is low
System Response Display Fault Description: HOIST PRES 2 SENS LO
fault.
Table
1.The primary correction for this fault is to correct any external wiring or replace the sensor.
Hoist Pressure 2 2.4 mA to 20.1 mA: good readings
Sensor (IM 3q) Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit
Fault(s): A199
fault is blocked
HOIST PRESSURE #2
HOIST
PRESSURE
BATTERY POWER SENSOR #2
41
Fault Code A204: Steering pressure sensor is low

Fault Code A204
Description Steering Pressure Sensor is low
System Response Display Fault Description: STRG PRES SENS LO
Resulting Problem(s) Monitoring of steering pressure in VHMS will be compromised.
fault.
Table
Steering Pressure 2.4 mA to 20.1 mA: good readings
Sensor (IM 3d) Less than 2.4 mA or more than 20.1 mA: Defective sensor or circuit
Fault(s): A200
fault is blocked
BATTERY POWER
STEERING
PRESSURE
STEERING PRESSURE SENSOR
42
Fault Code A205: Brake pressure sensor is low

Fault Code A205
Description Brake Pressure Sensor is low
System Response Display Fault Description: BRAKE PRES SENS LO
Resulting Problem(s) Monitoring of brake pressure in VHMS will be compromised.
fault.
Table
Fault(s): A201
fault is blocked
BATTERY POWER
BRAKE
PRESSURE
BRAKE PRESSURE SENSOR
43
Fault Code A206: Ambient temperature sensor is high

Fault Code A206
Description Ambient Temperature Sensor is high
Fault Conditions Sets at 133°C (271°F) (4.89V) for 3 seconds.
Resets at 107°C (225°F) (4.77V) for 3 seconds.
System Response Display Fault Description: AMBIENT TEMP SENS HI
Resulting Problem(s) Monitoring of temperatures will be compromised without ambient temperature informa-
tion.
fault.
Table
Sensor (IM 3e) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A207

AIR TEMP
44
Fault Code A207: Ambient temperature sensor is low

Fault Code A207
Description Ambient Temperature Sensor is low
Fault Conditions Sets at -62°C (-80°F) (0.016V) for 3 seconds.
Resets at -59°C (-74°F) (0.032V) for 3 seconds.
System Response Display Fault Description: AMBIENT TMP SENS LO
Resulting Problem(s) Monitoring of temperatures will be compromised without ambient information.
fault.
Table
Sensor (IM 3e) <0.016 Volt or >4.89 Volt: Defective Sensor or Circuit
Fault(s): A206

AIR TEMP
45
960E Dump truck

© 2009 KOMATSU
All Rights Reserved
46
CEN40050-00
DUMP TRUCK
960E

960E-1K A50003 and up
40 Troubleshooting
Troubleshooting by fault code, Part 3
Fault Code A213: Parking brake should have applied but is detected as not having applied .............................. 3
Fault Code A214: Parking brake should have released but is detected as not having released .......................... 7
Fault Code A215: Brake auto apply valve circuit is defective ............................................................................. 10
Fault Code A216: An open or short to ground has been detected in the parking brake command valve circuit 12
Fault Code A223: Excessive engine cranking has occurred or a jump start has been attempted ...................... 14
Fault Code A230: Parking brake has been requested while truck still moving ................................................... 16
Fault Code A231: The body is up while traveling or with selector in forward or neutral ..................................... 18
Fault Code A235: Steering accumulator is in the process of being bled down ................................................... 22
Fault Code A236: The steering accumulator has not properly bled down after 90 seconds............................... 24
Fault Code A237: The CAN/RPC connection to the display is open .................................................................. 26
Fault Code A240: The keyswitch input to the Interface Module is open ............................................................. 32
Fault Code A242: Fuel gauge within the dash display panel is defective ........................................................... 33
Fault Code A243: Engine coolant temperature gauge within the dash display panel is defective ...................... 34
Fault Code A244: Drive system temperature gauge within the dash display panel is defective ......................... 35
Fault Code A245: Hydraulic oil temperature gauge within the dash display panel is defective .......................... 36
Fault Code A246: Payload meter reports truck overload .................................................................................... 37
1
Fault Code A247: Low steering pressure warning for display to operator .......................................................... 39
Fault Code A248: Status module within the dash display panel is defective ...................................................... 40
Fault Code A249: Red warning lamp within the dash display (driven by IM) is shorted ..................................... 41
Fault Code A250: Battery voltage is low with the truck parked ........................................................................... 42
Fault Code A251: Sonalert used with the dash display (driven by IM) is open or shorted to ground.................. 44
Fault Code A252: Start enable output circuit is either open or shorted to ground............................................... 45
Fault Code A253: Steering bleed circuit is not open while running ..................................................................... 46
Fault Code A256: Red warning lamp in the dash display (driven by IM) is open................................................ 49
Fault Code A257: Payload CAN/RPC is not connected...................................................................................... 50
Fault Code A258: Steering accumulator bleed pressure switch circuit is defective ............................................ 52
2
Fault Code A213: Parking brake should have applied but is detected as not having applied
Operator Action Secure Vehicle
Fault Code A213
Description Parking brake should have applied but is detected as not having applied.
Fault Conditions Sets if park brake does not apply within 3 seconds if the shifter is not in the forward,
neutral, or reverse positions or the engine oil pressure is below the setpoint of the
engine oil pressure switch and either the speed of the truck has been 0.8kph or less
for 1 second or the service brakes are applied, or after the engine has been off for 15
seconds with the J1939 link working, or within 2 seconds after the key switch has been
turned off, the drive system control power is off, the engine is not running, and the
truck is not moving.
Park brake set is defined as closure of the park brake set pressure switch and opening
of the park brake release pressure switch.
Resets after 3 seconds if the park brake applies, or if the park brake request is can-
celled and the shifter is not in the park position and the shifter is in the forward, neutral,
or reverse positions and the engine is running.
Display Operator Action: SECURE VEHICLE
Display Fault Description: NO PARK BRAKE
Resulting Problem(s) The parking brake may be non-functional.
Engine cranking may be prevented.
Smart Timed Engine Shutdown may be prevented.
fault.
Table
Selector Switch (FNR) 0: shifter is not in forward, neutral, or reverse
(IM 2N) 1: shifter is in forward, neutral, or reverse
Park Brake Set (IM 2f) 0: parking brake pressure switch indicating low pressure and an applied parking brake
1: parking brake pressure switch indicating higher pressure and an unapplied parking
brake
Left Front Park Brake 0: parking brake pressure switch indicating high pressure and a released parking
Released (IM 2M) brake
1: parking brake pressure switch indicating low pressure and an applied parking brake
3
Selector Switch (Park) 0: shifter is not park

(IM 3T) 1: shifter is in park
Park Brake Request 0: shifter is not in the forward, neutral, or reverse positions or the engine oil pressure is
(IM 3V) below the setpoint of the engine oil pressure switch
1: shifter is in the forward, neutral, or reverse positions and the engine oil pressure is
above the setpoint of the engine oil pressure switch
Fault(s): A264
CAN J1939 connec- Fault(s): A184
tion (IM1qrs)
Fault(s): A240
Park Brake Solenoid Status - Open Load: Unexpected. Troubleshoot.
(IM 1E) Status - Normal: Expected. No Problem.
Status - Shorted to Ground: Expected if shifter is in the forward, neutral, or reverse
positions and the engine oil pressure is above the setpoint of the engine oil pressure
switch. Otherwise unexpected and must troubleshoot.
0: shifter is not in the forward, neutral, or reverse positions or the engine oil pressure is
below the setpoint of the engine oil pressure switch and either the speed of the truck
has been 0.8kph or less for 1 second or the service brakes are applied
4

ENGINE RUN
SELECTOR OIL PRESSURE SWITCH
SWITCH
(NOT IN PARK) PARK BRAKE
RELAY 1
PARK BRAKE
SOLENOID
PARK BRAKE
PRESSURE SWITCH
1425 psi
PARK BRAKE
(RELEASE)
PARK BRAKE
RELEASE RELAY
PARK BRAKE
PRESSURE SWITCH
75 psi
PARK BRAKE
(SET)
PARK BRAKE
OFF RELAY
PARK BRAKE
SOLENOID
KEY SWITCH DIRECTION

SELECTOR SWITCH
SELECTOR
SWITCH PARK
SHIFTER
CURRENT LIMIT
RESISTOR
PARK BRAKE
REQUEST
5
NOTES
6
Fault Code A214: Parking brake should have released but is detected as not having
released
Fault Code A214
Description Parking brake should have released but is detected as not having released.
Fault Conditions Sets if the engine has been running 90 seconds or more with the keyswitch on and the
park brake does not release in response to the selector switch being moved out of
park or in response to truck speeds over 0.8 kph for 3 seconds. Park brake release is
defined as the closure of the park brake release pressure switch and the opening of
the park brake set pressure switch.
Resets after 3 seconds if the park brake releases, or engine stops running, or key-
switch and propel control power are both turned off, or selector switch is moved to park
position.
Operator Alerting Sound Buzzer - single burst
System Response Park Brake Status Lamp stays on
Display Operator Action: STOP: PRK: PWR: CHK
Display Fault Description: PARK BRAKE ON
Resulting Problem(s) Operation of the truck may be prevented or the parking brake may be damaged.
fault.
Table
Selector Switch (Park) 0: shifter is not in park
Park Brake Set (IM 2f) 0: parking brake pressure switch indicating low pressure and an applied parking brake
1: parking brake pressure switch indicating higher pressure and an unapplied parking
brake
Park Brake Released 0: parking brake pressure switch indicating high pressure and a released parking
(IM 2M) brake
1: parking brake pressure switch indicating low pressure and an applied parking brake
Fault(s): A264
7
Truck Speed [kph] Less than 0.8kph: park brake can be applied
Greater than 0.8kph: park brake cannot be applied
CAN J1939 connec- Fault(s): A184
tion (IM1qrs)
Fault(s): A240
Status - Shorted to Ground: Expected if shifter is in the forward, neutral, or reverse
positions and the engine oil pressure is above the setpoint of the engine oil pressure
switch. Otherwise unexpected and must troubleshoot.
0: shifter is not in the forward, neutral, or reverse positions or the engine oil pressure is
below the setpoint of the engine oil pressure switch and either the speed of the truck
has been 0.8kph or less for 1 second or the service brakes are applied
8

ENGINE RUN
OIL PRESSURE SWITCH
PARK BRAKE
RELAY 1
PARK BRAKE PARK BRAKE

PRESSURE SWITCH SOLENOID
1425 psi
PARK BRAKE
(RELEASE)
PARK BRAKE
RELEASE RELAY
PARK BRAKE
PRESSURE SWITCH
75 psi
PARK BRAKE
(SET) PARK BRAKE
OFF RELAY
PARK BRAKE
SOLENOID
KEY SWITCH
SELECTOR
SWITCH PARK
DIRECTION
SELECTOR SWITCH
SHIFTER
CURRENT LIMIT
RESISTOR
PARK BRAKE
REQUEST
9
Fault Code A215: Brake auto apply valve circuit is defective

Operator Action Go To Shop
Fault Code A215
Description Brake auto apply valve circuit is defective.
Fault Conditions Sets if the output driver circuit detects an open circuit or short to ground when the key-
switch is on and the park brake is requested, or sets if the output driver circuit does not
detect an open circuit with the key switch on and the park brake not requested.
Resets only at power down.
Display Fault Description: BRK AUTO APPLY FLT
Resulting Problem(s) Park brake may not be protected in an application while rolling, or service brake may
not release and permit movement.
fault.
Table
Fault(s): A240
10
Auto Brake Apply Status - Open Load: Unexpected if park brake request and keyswitch are on. But
Solenoid (IM 1R) expected if park brake request is off or keyswitch is off. Troubleshoot if inconsistent.
Status - Normal: Expected if park brake request and keyswitch are on. Troubleshoot if
status is normal with park brake request off or keyswitch off.
Status - Shorted to ground: Unexpected. Troubleshoot
0: normal operation with park brake either on or off. This valve operates only tran-
siently when the park brake is turned on.
1: brake auto apply valve operates for 1.5 seconds after the park brake is turned on if
the truck is stopped. If moving, it will not operate until truck speed has dropped to 0.8
kph.
Fault(s): A359

PARK BRAKE
RELAY 1
KEY SWITCH
PARK BRAKE REQUEST
AUTO BRAKE
APPLY SOLENOID
AUTO BRAKE APPLY
11
Fault Code A216: An open or short to ground has been detected in the parking brake
command valve circuit
Operator Action Stop, Park
Fault Code A216
Description An open or short to ground has been detected in the parking brake command valve cir-
cuit.
Fault Conditions Sets if valve circuit is open or short to ground with keyswitch and park brake request
on, or if valve circuit is open without park brake request being on.
Resets if any conditions change.
Display Fault Description: PRK BRK COMMAND FLT
Resulting Problem(s) Park Brake may not apply or release properly causing equipment and roll-away con-
cerns.
fault.
Table
Status - Shorted to Ground: Expected if Park Brake Request is in the 24 volt condition.
Otherwise unexpected and must troubleshoot.
0: Park Brake Request Input is in the low voltage (request) condition
1: Park Brake Request Input is in the high voltage (not requested) condition
Fault(s): A351
Fault(s): A264
Fault(s): A240
12

PARK BRAKE
RELEASE RELAY
KEY SWITCH
PARK BRAKE REQUEST
PARK BRAKE
SOLENOID
GROUND
PARK BRAKE
SOLENOID
13
Fault Code A223: Excessive engine cranking has occurred or a jump start has been
attempted
Operator Action Wait 120 sec, Retry
Fault Code A223
Description Excessive engine cranking has occurred or a jump start has been attempted.
Fault Conditions Sets after 30 seconds of continuous cranking or if either starter motor is energized
without the start enable circuit (jump start).
Resets after 120 seconds of no cranking.
Operator Alerting Sound Buzzer - Single Burst
System Response Display Operator Action: WAIT 120 SEC: RETRY
Display Fault Description: EXCESS CRANKING
Resulting Problem(s) Starters can be damaged by excessive engine cranking.
fault.
Table
1. The primary correction for this fault is not to excessively crank the engine. Starting problems must be cor-
rected, or starter failures will result.
Crank Sense (IM 3U) 0: Engine not being cranked
1: Engine is being cranked
Starter Motor 1 Ener- 0: starter motor 1 not energized
gized (IM 3R) 1: starter motor 1 energized
Fault(s): A152, A275, A316
Starter Motor 2 Ener- 0: starter motor 2 not energized
gized (IM 3S) 1: starter motor 2 energized
Fault(s): A152, A275, A316
Start Enable (IM 1B) Status - Open Load: Unexpected. Troubleshoot.
Status - Normal: Expected. No problem.
Status - Shorted to Ground: Unexpected. Troubleshoot.
0: One of several interlocking situations exist to prevent cranking (excessive cranking
history, selector switch in wrong position, engine red light, J1939 not ok, engine speed
either not 0 to begin cranking or over 400 rpm while cranking).
1. No interlocking situations exist to prevent cranking.
Fault(s): A252
14
PRE-LUBE
PRESSURE SWITCH
5psi
START ENABLE
RELAY
START ENABLE
PRE-LUBE RELAY
STARTER #1
START
MOTOR NO. 1
PRE-LUBE
PRE-LUBE TIMER STARTER #2
HIGH VOLUME
PUMP
START
MOTOR NO. 2
CRANK SENSE
ENGINE START
RELAY
15
Fault Code A230: Parking brake has been requested while truck still moving
Operator Action Move shift lever out of PARK
Fault Code A230
Description Parking brake has been requested while truck still moving.
Fault Conditions Sets if parking brake is requested (selector switch moved from forward, neutral,
reverse) while moving 0.8 kph and with parking brake released.
Resets if any condition changes.
Display Operator Action: MOVE SHFTR FROM PRK
Display Fault Description: PRK BRK SETTING ERR
Resulting Problem(s) Parking brake could be damaged if protective circuitry did not work.
fault.
Table
1. The primary correction for this fault is just not to move the selector switch while the truck is in motion.
Truck Speed [kph] Less than 0.8 kph: truck is not moving
(IM1gh) Greater than 0.8 kph: truck is moving
Fault(s): A212
Park Brake Released 0: parking brake pressure switches indicate high pressure and a released parking
brake
1: parking brake pressure switches indicate low pressure and an unreleased parking
brake
Fault(s): A214
16

DIRECTION
SELECTOR SWITCH
SELECTOR SWITCH
(NOT IN PARK)
SHIFTER
CURRENT LIMIT
RESISTOR
17
Fault Code A231: The body is up while traveling or with selector in forward or neutral
Operator Action Lower body
Fault Code A231
Description The body is up while traveling or with selector in forward or reverse.
Fault Conditions Sets after 30 seconds if body is up with selector in forward or reverse and truck mov-
ing or engine running.
Truck moving is defined as speed greater than 0 or if no communication from drive
system and the park brake not set.
Park Brake Set is defined as the park brake set switch indicating low pressure and
park brake set and the park brake release switch indicating not high pressure and park
brake not released.
Resets if body is down, selector not in forward or reverse, and truck not moving and
engine not running.
Display Operator Action: LOWER BODY
Display Fault Description: BODY UP
Resulting Problem(s) Operation with body up can cause accidents or damage to pivot pins.
fault.
Table
1. The primary correction for this fault is just not to move the truck while the body is up.
Body Up 0: Body is raised off the truck frame
1: Body is down on the truck frame
Fault(s): A233
Fault(s): A184
Selector Switch 0: Siemens reports that the selector switch is not in forward
(Forward) 1: Siemens reports that the selector switch is in forward
Fault(s): A271, A233, A303
Selector Switch 0: Siemens reports that the selector switch is not in reverse
(Reverse) 1: Siemens reports that the selector switch is in reverse
Fault(s): A271, A233, A303
18
Truck Speed [kph] Zero: truck is not moving

Fault(s): A233
Park Brake Set 0: either park brake set switch or park brake release switch indicates park brake not
properly set
1: park brake set switch and park brake release switch both indicate park brake is
properly set
Fault(s): A213
19
Fault Code A233: Drive System Control Link is not connected

Fault Code A233
Description Drive System Control Link is not connected
Fault Conditions Sets after 10 seconds of no communication if park brake is not set and keyswitch and
control power are on or after 60 seconds if park brake is set and keyswitch and control
power are on.
Park Brake Set is defined as the park brake set switch indicating low pressure and
park brake set and the park brake release switch indicating not high pressure and park
brake not released.
Resets when communication is detected.
Display Fault Description: NO DRIVE SYS DATA
Resulting Problem(s) Control commands not available to drive system. Warnings not available to driver or
VHMS.
fault.
Table
Drive System Control Should operate 60 seconds after initial power up
Link (IM1 i, j, k)
1: keyswitch is on or the truck is moving (Drive System power not yet off)
Fault(s): A240
Park Brake Set 0: at least 1 of 4 park brake set switches or 1 of 4 park brake release switches indi-
cates park brake not properly set
1: all 4 park brake set switches indicate low pressure and park brake set and all 4 park
brake release switches indicate not high pressure and park brake not released
Fault(s): A213, A295, A296, A297, A298, A299, A300, A301, A302
Control Power (IM 3M) 0: control power not on
1: control power on
20
TERMINATING
RESISTOR
KEY SWITCH
CONTROL
TERMINATING POWER
RESISTOR
21
Fault Code A235: Steering accumulator is in the process of being bled down
Operator Action Park, do not steer
Fault Code A235
Description Steering accumulator is in the process of being bled down.
Fault Conditions Sets if steering bleed valve comes on and the steering accumulator bled pressure
switch has yet to operate and 90 seconds have yet to elapse.
Resets either at 90 second timeout or when steering accumulator bled pressure switch
indicates bleeding is complete.
Operator Alerting Sound Buzzer - Single Burst
System Response Display Operator Action: PARK: DO NOT STEER
Display Fault Description: STEERING IS BLEEDING
Resulting Problem(s) Bleeding the steering accumulator is normal and not a problem as long as the truck is
properly parked when it is done.
fault.
Table
1. No correction is necessary for normal bleeding with the truck properly parked.
Steering Bleed Valve Status - Open Load: Expected with key switch on. No problem. Otherwise, unex-
(IM 1P) pected. Must troubleshoot.
Status - Normal: Expected only with key off and steering bleed in process. Trouble-
shoot if found with key on.
0: steering bleed valve is off. This is expected in normal running operation.
1: steering bleed valve is on. This is expected after key off initiates steering bleed
operation.
Fault(s): A236, A253, A262, A358
Steering Accum Bled 0: Accumulator is bled.
Pressure Sw (IM 2Z) 1: Accumulator is not completely bled.
22

STEERING ACCUMULATOR
BLEEDDOWN SOLENOID
STEERING
BLEED RELAY
STEERING BLEED
PRESSURE SWITCH
STEERING BLEED 75 psi
PRESSURE SWITCH
23
Fault Code A236: The steering accumulator has not properly bled down after 90 seconds
Operator Action Park, do not steer
Fault Code A236
Description The steering accumulator has not properly bled down after 90 seconds.
Fault Conditions Sets if the steering accumulator bled pressure switch does not indicate bleed complete
within 90 seconds.
Resets either at power down, or if keyswitch is turned back on, thereby turning off the
steering bleed valve.
Display Operator Action: PARK: DO NOT STEER
Display Fault Description: STEERING BLEED FLT
Resulting Problem(s) Failure to bleed the steering accumulator can create dangerous situations under the
truck.
fault.
Table
operation.
Fault(s): A253, A262, A358
24
BLEEDDOWN SOLENOID
STEERING
BLEED RELAY
STEERING BLEED
PRESSURE SWITCH
STEERING BLEED 75 psi
PRESSURE SWITCH
25
Fault Code A237: The CAN/RPC connection to the display is open

Operator Action Stop, Park, Power Down
Fault Code A237
Description The CAN/RPC connection to the display is open.
Fault Conditions Sets if no communication for 1 second (10 seconds at initial power up).
Resets if communication is established.
Display Operator Action: STOP: PARK: PWR
Display Fault Description: NO DISPLAY DATA
Resulting Problem(s) A multitude of operational and equipment warnings will not be available to the opera-
tor, making further operation unwise.
fault.
Table
1. The primary correction for this fault is to correct any external wiring or replace the display or replace the
Interface Module.
CAN/RPC (IM 1jki) Fault(s): A257
26
TERMINATING
RESISTOR
TERMINATING
RESISTOR
27
Fault Code A238: Drive System and IM are reporting different park brake status
Fault Code A238
Description Drive System and IM are reporting different park brake status
Fault Conditions Sets if drive system reports the park brake released for 65 seconds while the IM
reports it as not released.
Park brake released (reported by IM) is defined as closing of the park brake release
pressure switch indicating high pressure and opening of the park brake set pressure
switch indicating not low pressure.
Resets if drive system and IM agree for 2 seconds.
Operator Alerting Maintenance Light On
Display Fault Description: PRK BRK SET INPT ERR
Resulting Problem(s) Either drive system will have false operation or IM will report false problems with the
park brake system.
fault.
Table
Park Brake Released - 0: Park brake not reported as released by drive system
Drive System 1: Park brake reported as released by drive system
Drive System Control Fault(s): A233
Link (IM1 i, j, k)
Park Brake Set Input 0: parking brake pressure switch indicating low pressure and applied parking brake
(IM 2f) 1: parking brake pressure switch indicating higher pressure and unapplied parking
brake
Park Brake Release 0: parking brake pressure switch indicating high pressure and released parking brake
Input (IM 2M) 1: parking brake pressure switch indicating low pressure and applied parking brake
28
PARK BRAKE
PRESSURE SWITCH
1425 psi
PARK BRAKE
(RELEASE)
PARK BRAKE
PRESSURE SWITCH
75 psi
PARK BRAKE
(SET)
29
Fault Code A239: The Drive System and IM are reporting different brake lock status
Fault Code A239
Description The Drive System and IM are reporting different brake lock status
Fault Conditions Sets if drive system reports the brake lock set for 65 seconds while the IM reports it as
not set.
Brake lock set as reported by drive system is either the drive system's sensing of the
switch output or the drive system setting of brake lock.
Brake lock set as reported by IM is IM sensing of the brake lock solenoid voltage.
Resets if drive system and IM agree for 2 seconds.
Operator Alerting Maintenance Only
Display Fault Description: BRAKE LOCK INPUT ERR
Resulting Problem(s) Either drive system will have false operation or IM will report false problems with the
brake lock system.
fault.
Table
1: brake lock is on
Load/Dump Brake on, 0: Drive System reports the brake lock to be off
lock on - Drive System 1: Drive System reports the brake lock to be on
Service Brake Set by 0: Drive system is not operating brake lock
Drive System 1: Drive system is operating brake lock
Drive System Control Fault(s): A233
Link (IM1 i, j, k)
30
BRAKE LOCK
31
Fault Code A240: The keyswitch input to the Interface Module is open
Operator Action Stop, Park, Repair
Fault Code A240
Description The keyswitch input to the Interface Module is open.
Fault Conditions Sets if both Keyswitch input and Steering Bleed valve are missing for 15 seconds.
Resets if either one turns on.
Display Operator Action: STOP: PARK: REPAIR
Display Fault Description: IM KEYSW POWER LOST
Resulting Problem(s) Many warnings will be non-functional. Some controls will not function as normal.
Steering will bleed as soon as truck comes to a complete stop and the engine stops
running without the keyswitch being turned off.
fault.
Table
1. The primary correction for this fault is to correct the wiring from the keyswitch to the Interface Module.
pected. Must troubleshoot.
operation.
Fault(s): A253, A262, A358
KEYSWITCH
32
Fault Code A242: Fuel gauge within the dash display panel is defective
Fault Code A242
Description Fuel gauge within the dash display panel is defective.
Fault Conditions Sets if dash reports a fuel gauge fault.
Resets if dash clears the fault.
Operator Alerting Display Operator Action: None
System Response Display Fault Description: FUEL GAUGE FAULT
Resulting Problem(s) Truck could run out of fuel.
fault.
Table
1. This fault is entirely contained within the dash display panel. The panel and communication to it must be
working in order for IM to be aware of the fault. Therefore the only diagnostic effort is to check the gauge and
wiring within the panel and replace if necessary.

MASTER GAUGE
POWER 7.5V dash LIN connector, from Master

GND Gauge to all other gauges and light
panel by a daisy chain connection.
LIN
TO SLAVE DEVICES
33
Fault Code A243: Engine coolant temperature gauge within the dash display panel is
defective
Operator Action Go to Shop
Fault Code A243
Description Engine coolant temp gauge within the dash display panel is defective.
Fault Conditions Sets if dash reports an engine coolant temp gauge fault.
Resets if dash clears the fault or steering bleed comes on.
Display Fault Description: ENG COOL TEMP GAUGE
Resulting Problem(s) Engine could overheat without warning.
fault.
Table
1. Except for being masked by the steering bleed process, this fault is entirely contained within the dash display
panel. The panel and communication to it must be working in order for IM to be aware of the fault. Therefore
the only diagnostic effort is to check the gauge and wiring within the panel and replace if necessary.

MASTER GAUGE
POWER 7.5V
dash LIN connector, from Master
LIN
TO SLAVE DEVICES
34
Fault Code A244: Drive system temperature gauge within the dash display panel is defec-
tive
Fault Code A244
Description Drive system temp gauge within the dash display panel is defective.
Fault Conditions Sets if dash reports a drive system temperature gauge fault.
Display Fault Description: DRIVE SYS TEMP GAUGE
Resulting Problem(s) Drive system could overheat without warning.
fault.
Table

MASTER GAUGE
POWER 7.5V
LIN
TO SLAVE DEVICES
35
Fault Code A245: Hydraulic oil temperature gauge within the dash display panel is defec-
tive
Fault Code A245
Description Hydraulic oil temp gauge within the dash display panel is defective.
Fault Conditions Sets if dash reports an hydraulic oil temperature gauge fault.
Display Fault Description: HYD OIL TEMP GAUGE
Resulting Problem(s) Hydraulic oil could overheat without warning.
fault.
Table

MASTER GAUGE
POWER 7.5V dash LIN connector, from Master

LIN
TO SLAVE DEVICES
36
Fault Code A246: Payload meter reports truck overload

Operator Action Speed Limit
Fault Code A246
Description Payload meter reports truck overload.
Fault Conditions Sets if PLM3 reports an overloaded truck.
Resets if PLM3 clears the overloaded truck report.
System Response Display Operator Action: MAX SPEED LIMIT
Display Fault Description: LOAD EXCEEDS LIMIT
Resulting Problem(s) Truck could be damaged by operating in overload condition.
fault.
Table
1. This fault is entirely contained within PLM3 (payload meter). The panel and communication to it must be
working in order for IM to be aware of the fault. Normal corrective measures would be to correct the loading
process.
2. Any faults within the payload meter system that might affect its accuracy are developed and reported by
PLM3.

None.
37
NOTES
38
Fault Code A247: Low steering pressure warning for display to operator
Fault Code A247
Description Low steering pressure warning for display to operator. It is designed to give immediate
information to the operator, regardless of the cause of the problem.
Fault Conditions Sets if low steering pressure input to IM is on with engine running at 300 rpm or above
or if truck begins to move at 0.8 kph or more.
Resets if pressure returns or engine stops running and truck stops moving for 1 sec-
ond.
Display Operator Action: STOP: RUN WHEN CLR'D
Display Fault Description: LOW STRG PRESSURE
Resulting Problem(s) Truck may not steer properly.
fault.
Table
Low Steering Pres- 0: steering pressure normal
Fault(s): A279, A115, A253
Greater than 1200: engine is running fast enough to maintain steering pressure
Greater than 0.8kph: truck is moving
LOW STEERING
PRESSURE SWITCH
2300 psi
LOW STEERING
PRESSURE
39
Fault Code A248: Status module within the dash display panel is defective
Fault Code A248
Description Status module within the dash display panel is defective.
Fault Conditions Sets if dash reports a status module fault.
Display Fault Description: STATUS MODULE FLT
Resulting Problem(s) Proper operation will be difficult without status information.
fault.
Table
the only diagnostic effort is to check the status module and wiring within the panel and replace if necessary.

MASTER GAUGE LIGHT MODULE
POWER 7.5V POWER 7.5V

GND Gauge to all other gauges and light GND
LIN LIN
TO SLAVE DEVICES TO SLAVE DEVICES
40
Fault Code A249: Red warning lamp within the dash display (driven by IM) is shorted
Fault Code A249
Description Red warning lamp within the dash display (driven by IM) is shorted.
Fault Conditions Sets if the red warning lamp feedback voltage is high for 400 ms with the red warning
lamp on.
Resets at power down.
Display Fault Description: RED WARN LAMP FLT
Resulting Problem(s) Warnings will be audible only.
fault.
Table
1. This fault's logic contains no additional external parameters. The red warning lamp feedback connection is
made internally.
2. Check wiring and connections between IM and the dash display and wiring within the display to the red
warning lamp as well as the lamp itself.
Red Warning Lamp (IM 0: red lamp is not on
1G) 1: red lamp is on
Fault(s): A256
Red Warning Lamp Above 3.75 volts for 400 ms with the lamp on: shorted
Feedback (IM 1G) Less than 3.75 volts for 400 ms with the lamp on: normal
ELECTRONIC DASH PANEL

(PC1927) AND (PC1929)
LEFT TURN IND
RIGHT TURN IND
HIGH BEAM IND

KEYSWITCH POWER
RED WARNING LAMP RED WARNING LAMP
V BATTERY
41
Fault Code A250: Battery voltage is low with the truck parked
Operator Action Charge Batteries
Fault Code A250
Description Battery voltage is low with the truck parked.
Fault Conditions Sets if battery voltage with the engine not running, truck not moving, crank state not
sensed, and not in steering bleed is below 23 volts for 5 seconds.
Engine not running is less than 300 rpm.
Truck not moving is truck speed equal to zero or if truck speed is bad, park brake is
set.
Crank state sensed is battery less than 18 volts for 1 sec with engine less than 600
rpm.
Resets if voltage recovers to 25.5 volts.
Display Operator Action: CHARGE BATTERIES
Display Fault Description: BATTERY VOLTS LOW
Resulting Problem(s) Voltage may continue to drop and cause improper operation of the many electrical
controls on the truck.
fault.
Table
1. The primary correction for this fault is to charge the batteries.
Battery Voltage, 24 <23.0 volts: Too low to continue operation.
<18 volts: cranking is sensed.
Fault(s): A155
Engine Speed [RPM] Less than 600 RPM: engine not being cranked
Less than 300 RPM: engine is not running
Fault(s): A233
42
Park Brake Set 0: the park brake set switch or the park brake release switch indicates park brake not
properly set
brake release switch indicates not high pressure and park brake not released
Fault(s): A213
BATTERY POWER
43
Fault Code A251: Sonalert used with the dash display (driven by IM) is open or shorted to
ground
Fault Code A251
Description Sonalert used with the dash display (driven by IM) is open or shorted to ground.
Fault Conditions Sets if sonalert circuit is open or short to ground for 400 ms and steering bleed not on.
Resets if sonalert circuit is normal for 400 ms or if steering bleed comes on.
Display Fault Description: SONALERT IM FAULT
Resulting Problem(s) Warnings will be visual only.
fault.
Table
Sonalert (IM 1M) Status - Open Load: Unexpected. Troubleshoot.
0: No faults are active that require buzzer operation.
1. One or more faults are active that require buzzer action.
Fault(s): A356

SONALERT
OVERHEAD BUZZER
SONALERT
+24V OUT
44
Fault Code A252: Start enable output circuit is either open or shorted to ground
Fault Code A252
Description Start enable output circuit is either open or shorted to ground.
Fault Conditions Sets if the start enable relay circuit is open or short to ground for 2 seconds.
Display Fault Description: STRT ENABLE CKT FLT
Resulting Problem(s) Starting will either not be possible, or will lack the protections that IM provides for the
start enable circuit (excessive cranking, selector switch position, J1939 ok, and engine
speed 0 to start and not above 400rpm at finish).
fault.
Table
Start Enable (IM 1B) Status - Open Load: Unexpected. Troubleshoot
Fault(s): A350
START ENABLE
START CIRCUIT
RELAY
+24V OUT
45
Fault Code A253: Steering bleed circuit is not open while running
Fault Code A253
Description Steering bleed circuit is not open while running,
Fault Conditions Sets if the steering bleed circuit is not open for 2 seconds, beginning 11 seconds after
the keyswitch is turned on.
Display Fault Description: STG BLD CKT NOT OPN
Resulting Problem(s) Steering bleed will be possible during normal running, if IM or some of its inputs should
also malfunction.
fault.
Table
Status - Normal: Expected only with key off and steering bleed in process. Trouble
Status - Overload: Unexpected.Troubleshoot.
operation.
Fault(s): A240
46

BLEEDDOWN SOLENOID
STEERING
BLEED VALVE
BLEEDDOWN POWER
SUPPLY RELAY
KEY SWITCH
47
NOTES
48
Fault Code A256: Red warning lamp in the dash display (driven by IM) is open
Fault Code A256
Description Red warning lamp in the dash display but driven by IM, is open.
Fault Conditions Sets if red lamp stays open for 1 second with steering bleed off. (The red lamp is open
if feedback voltage stays low for 400 ms with red lamp off.)
Resets if red lamp returns to normal or steering bleed operates for 1 sec. (The red
lamp is normal if feedback voltage goes high for 400 ms with red lamp off.)
Display Fault Description: RED WARN LAMP FLT
Resulting Problem(s) Warnings will be audible only.
fault.
Table
1. This fault's logic contains no additional external parameters. The red warning lamp feedback connection is
made internally.
2. Check wiring and connections between IM and the dash display and wiring within the display to the red
warning lamp as well as the lamp itself.
Red Warning Lamp (IM 0: red lamp is not on
1G) 1: red lamp is on
Fault(s): A249
Red Warning Lamp Below 3.75 volts for 400 ms with the lamp off: open
Feedback (IM 1G) Above 3.75 volts for 400 ms with the lamp off: normal
ELECTRONIC DASH
DISPLAY PANEL
RED WARNING LAMP RED WARNING LAMP
49
Fault Code A257: Payload CAN/RPC is not connected

Fault Code A257
Description Payload CAN/RPC is not connected.
Fault Conditions Sets if payload has not been updated for 10 seconds and keyswitch has been on at
least 11 seconds since power up.
Resets when payload is updated.
Display Fault Description: NO PAYLOAD DATA
Resulting Problem(s) Payload and overload data is not properly recorded.
fault.
Table
1. The primary correction for this fault is to correct any external wiring or replace the display or replace the
Interface Module.
CAN/RPC (IM 1jki) Fault(s): A237
50

OPERATOR CAB "T"
TERMINATING
RESISTOR
TERMINATING RESISTOR
51
Fault Code A258: Steering accumulator bleed pressure switch circuit is defective
Fault Code A258
Description Steering accumulator bleed pressure switch circuit is defective.
Fault Conditions Sets if switch input continues to indicate steering accumulator bled after 90 seconds of
engine running above 300 rpm.
Display Fault Description: STRG BLEED PRESS SW
Resulting Problem(s) Indication of steering bleed is unreliable.
fault.
Table
Fault(s): A280
Greater than 300 rpm: engine is running
STEERING
ACCUMULATOR STEERING BLEED
PRESSURE SWITCH PRESSURE SWITCH
75 psi
52
NOTES
53
960E Dump truck

© 2009 KOMATSU
All Rights Reserved
54
CEN40051-00
DUMP TRUCK
960E

960E-1K A50003 and up
40 Troubleshooting
Troubleshooting by fault code, Part 4
Fault Code A260: Parking brake failure ................................................................................................................ 4
Fault Code A261: Low brake accumulator pressure warning for display to operator ........................................... 6
Fault Code A262: Steering bleed valve circuit open during shutdown .................................................................. 8
Fault Code A264: Parking brake relay circuit is defective................................................................................... 10
Fault Code A265: Service brake failure .............................................................................................................. 12
Fault Code A266: Selector switch was not in park while attempting to crank engine ......................................... 14
Fault Code A267: Parking brake was not set while attempting to crank engine ................................................. 15
Fault Code A268: Secondary engine shutdown while cranking .......................................................................... 16
Fault Code A270: Brake lock switch power supply is not on when required....................................................... 18
Fault Code A271: Shifter not in gear................................................................................................................... 20
Fault Code A272: Brake lock switch power supply is not off when required....................................................... 22
Fault Code A273: A fault has been detected in the hoist or steering pump filter pressure switch circuit............ 24
Fault Code A275: A starter has been detected as engaged without a cranking attempt .................................... 28
Fault Code A277: Parking brake applied while loading ...................................................................................... 30
Fault Code A278: Service brake applied while loading....................................................................................... 32
Fault Code A279: Low steering pressure switch is defective.............................................................................. 34
1
Fault Code A280: Steering accumulator bleeddown switch is defective ............................................................. 35

Fault Code A281: Brake lock degrade switch is defective .................................................................................. 36
Fault Code A282: The number of excessive cranking counts and jump starts without the engine running has
reached 7 ..................................................................................................................................................... 38
Fault Code A283: An engine shutdown delay was aborted because the parking brake was not set .................. 40
Fault Code A284: An engine shutdown delay was aborted because the secondary shutdown switch was oper-
ated .............................................................................................................................................................. 42
Fault Code A285: The parking brake was not set when the keyswitch was turned off ....................................... 44
Fault Code A286: A fault was detected in the shutdown delay relay circuit........................................................ 46
Fault Code A292: The shutdown delay relay has remained on after the latched keyswitch circuit is off ............ 48
2
NOTES
3
Fault Code A260: Parking brake failure

Fault Code A260
Description Parking brake failure (assumed if truck rolls after application of parking brake or if
parking brake is applied while moving)
Fault Conditions Two cases are tested: After truck is stopped completely (defined as park brake set and
truck not moving for 1.5 seconds and reset only by park brake release), and truck roll-
ing (defined as not stopped completely).
Truck Rolling After Stop: Sets if truck rolls 2 kph for 1.5 seconds after the truck is
stopped completely. This case resets if conditions change.
Park Brake Application While Moving: Sets if trucks speed is 0.8 kph or over for 1.5
seconds with park brake not released (park brake released is defined as the park
brake release switch being on and the park brake set switch being off). This case
resets only at power down.
Display Fault Description: PARK BRAKE FAILURE
Resulting Problem(s) Park brake may not hold truck.
fault.
Table
properly set.
brake release switch indicates not high pressure and park brake not released.
Fault(s): A213
properly released.
the park brake set switch indicates not low pressure and park brake not set.
Fault(s): A214
4
Truck Speed [kph] Less than 2.0 kph: truck is not moving in case: Truck Rolling After Stop
Less than 0.8 kph: truck is not moving in case: Park Brake Applied While Moving
Greater than 2.0 kph: truck is moving in case: Truck Rolling After Stop
Greater than 0.8 kph: truck is moving in case: Park Brake Applied While Moving

None
5
Fault Code A261: Low brake accumulator pressure warning for display to operator
Fault Code A261
Description Low brake accumulator pressure warning for display to operator. It is designed to give
immediate information to the operator, regardless of the cause of the problem.
Fault Conditions Sets if low brake accumulator pressure input to IM is on with engine running at 300
rpm or above or if truck begins to move at 0.8 kph or more.
Resets if pressure returns or engine stops running and truck stops moving for
1 second.
Display Operator Action: STOP: RUN WHEN CLR'D
Display Fault Description: LOW BRAKE PRESSURE
fault.
Table
1. This fault is generated by more than one parameter, but the independent parameters do not have fault codes
for situations that will affect this fault.
Greater than 0.8 kph: truck is moving
LOW BRAKE
ACCUMULATOR
PRESSURE SWITCH
1850 psi
BRAKE
ACCUMULATOR
PRESSURE
6
NOTES
7
Fault Code A262: Steering bleed valve circuit open during shutdown
Fault Code A262
Description Steering bleed valve circuit open during shutdown.
Fault Conditions Sets if steering bleed valve circuit is open for 1 second when the key switch has been
turned off, the engine no longer runs, and the truck is stopped (drive system control
power turned off). Energization of the steering bleed valve is delayed for 2 seconds to
provide a valid test.
Display Fault Description: STG BLEED CKT OPEN
Resulting Problem(s) Steering will not bleed properly if circuit is open.
fault.
Table
(IM 1P) pected, must troubleshoot.
Status - Normal: Expected only with key off and steering bleed in process. Trouble
1: steering bleed valve is on This is expected after key off initiates steering bleed
operation.
Fault(s): A253, A263, A358
Fault(s): A240
8

BLEEDDOWN SOLENOID
STEERING
BLEED VALVE
KEY SWITCH
9
Fault Code A264: Parking brake relay circuit is defective

Fault Code A264
Description Parking brake relay circuit is defective.
Fault Conditions Sets if park brake request is not on when selector switch is not in forward, neutral, or
reverse, or engine has not been running for 15 seconds.
Sets if park brake request is on when selector switch is in forward, neutral, or reverse
and engine has been running for 15 seconds.
System Response Display Fault Description: PARK BRAKE RELY CKT
Resulting Problem(s) Park brake may not set or release when expected.
fault.
Table
Park Brake Request 0: Park Brake Set is Requested (shifter is not in the forward, neutral, or reverse posi-
(IM 3V) tions or the engine oil pressure is below the setpoint of the engine oil pressure switch)
1: Park Brake Release is Requested (shifter is in the forward, neutral, or reverse posi-
tions and the engine oil pressure is above the setpoint of the engine oil pressure
switch)
10

PARK BRAKE RELAY 1 ENGINE RUN
OIL PRESSURE SWITCH
SELECTOR SWITCH
(NOT IN PARK)
PARK BRAKE
RELEASE REQUEST
11
Fault Code A265: Service brake failure

Fault Code A265
Description A service brake failure exists. Operation of either brake lock or brake pedal does not
produce brake light switch operation.
Fault Conditions Sets if brake lock is on or if front brake pressure is above 250 psi for 2 seconds and
the service brake pressure switch does not turn on if the engine has been running for
90 seconds.
Resets if conditions change for 2 seconds.
Display Fault Description: SERV BRAKE FAILURE
Resulting Problem(s) Service brake may not respond to brake lock switch or pedal.
Brake light switch and brake lights may not respond to brake application.
fault.
Table
Brake Lock Input 0: brake lock valve is off
(IM 2i) 1: brake lock valve is on
Brake Pressure (kPa) Less than 1724 kPa (250 psi): front brake not applied
(IM 3bp) Greater than 1724 kPa (250 pse): front brake applied
Service Brake Set - 0: Service brake reported as not applied by Siemens
CAN/RPC 1: Service brake reported as applied by Siemens
Engine Speed [RPM] Less than 400 rpm: engine is not running
Greater than 400 rpm for 15 seconds: engine is running
Fault(s): A184
Service Brake Set by 0: Siemens reports service brake not set by drive system
Drive System 1: Siemens reports service brake is set by drive system.
Fault(s): A240
12
KEYSWITCH
BRAKE
PRESSURE
BRAKE PRESSURE
SENSOR
BRAKE LOCK SOLENOID
13
Fault Code A266: Selector switch was not in park while attempting to crank engine
Operator Action Put Selector in Park
Fault Code A266
Description Selector switch was not in park while attempting to crank engine.
Fault Conditions Sets if selector switch is not in park or is in forward, neutral, or reverse while attempt-
ing to crank engine.
Resets if selector is put in park or cranking attempt is stopped.
System Response Display Operator Action: PUT SELECTOR IN PARK
Display Fault Description: CAN'T CRANK
Resulting Problem(s) IM will not permit cranking if selector switch is not in park.
fault.
Table
Selector Switch (Park) 0: shifter is not park
Crank Request (IM 2j) 0: cranking not attempted
1: cranking is attempted
SELECTOR SWITCH
(NOT IN PARK)
CRANK REQUEST
SELECTOR SWITCH PARK
14
Fault Code A267: Parking brake was not set while attempting to crank engine
Operator Action Set Park Brake
Fault Code A267
Description Parking brake was not set while attempting to crank engine.
Fault Conditions Sets if park brake is not set while attempting to crank engine. Park brake set is
defined as closure of the park brake set pressure switch and opening of the park brake
release pressure switch.
Resets if park brake sets or cranking attempt is stopped.
System Response Display Operator Action: SET PARK BRAKE
Resulting Problem(s) IM will not permit cranking if park brake is not set.
fault.
Table
tion is still unresolved ,then check each of the parameters in the Table for proper functionality. Troubleshoot all
properly set.
brake release switch indicates not high pressure and park brake not released.
Fault(s): A213
properly released.
the park brake set switch indicates not low pressure and park brake not set.
Fault(s): A214
CRANK REQUEST
15
Fault Code A268: Secondary engine shutdown while cranking

Operator Action Do Not Shut Down
Fault Code A268
Description Secondary engine shutdown while cranking.
Fault Conditions Sets if secondary engine shutdown switch is activated while attempting to crank
engine.
Resets if secondary engine shutdown switch is deactivated or cranking attempt is
stopped.
System Response Display Operator Action: DO NOT SHUT DOWN
Resulting Problem(s) IM will not permit cranking while shutdown is operating.
fault.
Table
1. This fault's logic contains more than one parameter, but no additional fault codes are available for them.
2. Since there are no active parameter fault codes, then based on the truck's setup while this fault is active,
determine which of the parameters in the Table is not shown in its expected state on the IM Realtime Data
Monitor program. Refer to the schematic to identify which item(s) may be causing the parameter(s) to be in the
unexpected state. Troubleshoot these items.
Secondary Engine 0: secondary engine shutdown is not on
Shutdown (IM 3E) 1: secondary engine shutdown is on
CRANK REQUEST
SECONDARY ENGINE SHUTDOWN
16
NOTES
17
Fault Code A270: Brake lock switch power supply is not on when required
Fault Code A270
Description Brake lock switch power supply is not on when required
Fault Conditions Sets if brake lock switch power supply is off when not in steering bleed, truck speed
above 1 kph and park brake not set or with park brakenot requested and the engine
running 400 rpm for 15 seconds and the delayed shutdown relay not on.
Resets at beginning of steering bleed.
Display Fault Description: BRK LOCK CKT FAULT
Resulting Problem(s) Missing brake lock power supply makes it impossible to use the brake lock in a normal
manner for loading a dumping operations.
fault.
Table
Brake Lock Switch 0: no power available for brake lock switch
Power Supply (IM 3L) 1: power is available for brake lock switch
Fault(s): A272
Truck Speed [kph] Less than 1 kph: truck is not moving
Greater than 1 kph: truck is moving
Greater than 400 rpm for 15 seconds: engine is running
Fault(s): A184
properly set
Fault(s): A213
properly released
the park brake set switch indicates not low pressure and park brake not set
Fault(s): A214
18
Fault(s): A264
Shutdown Delay Relay 0: shutdown delay is off
(IM 1H) 1: shutdown delay is on

PARK BRAKE
SWITCH RELAY 1
PARK BRAKE
REQUEST
PARK BRAKE
ENGINE RUN SWITCH RELAY 2
RELAY ENGINE RUN
OIL PRESS. SWITCH
BRAKE LOCK
SIBAS CP
POWER
BRAKE LOCK
PARK BRAKE HOLD RELAY
LATCH
TRUCK MOVING
RELAY
BRAKE LOCK
SWITCH
SHUTDOWN
DELAY RELAY
TIMED ENGINE
SHUTDOWN RELAY
19
Fault Code A271: Shifter not in gear

Operator Action Adjust Shifter
Fault Code A271
Description Shifter not in gear.
Fault Conditions Sets if shifter is not in park, forward, neutral, or reverse for 2 seconds with the key
switch on.
Resets if shifter position is detected or the key switch is turned off.
System Response Display Operator Action: ADJUST SHIFTER
Display Fault Description: SHIFTER NOT IN GEAR
Resulting Problem(s) Driving is impossible; engine won't crank.
fault.
Table
1. The normal corrective measure for this fault is to return the shifter to a true position. If this does not work,
verify that the input parameters are correct.
Fault(s): A303
Fault(s): A303
Fault(s): A240
20
SELECTOR DIRECTION
SWITCH SELECTOR SWITCH
(NOT IN PARK)
KEY SWITCH
SELECTOR
SWITCH PARK
SHIFTER
CURRENT LIMIT
RESISTOR
OPTIONAL
FOR TROLLEY
21
Fault Code A272: Brake lock switch power supply is not off when required
Operator Action Go to shop now.
Fault Code A272
Description Brake lock switch power supply not off when required.
Fault Conditions Sets if brake lock switch power supply is not off when brake lock is off, and truck speed
is less than 0.5 kph and park brake request is on or engine speed has been 0 for 15
seconds and J1939 data link is OK, or the shutdown relay is on or the keyswitch is off,
for 3 seconds. Resets at power down.
Alternatively sets if brake lock switch power supply is not off when brake lock is on and
brake auto apply is not on and truck speed is less than 0.5 kph and park brake request
is on or engine speed has been 0 for 15 seconds and J1939 data link is OK, or the
shutdown relay is on or the keyswitch is off, for 1 second. Resets in 1 second if condi-
tions change.
Display Fault Description: BRK LOCK CKT FAULT
Resulting Problem(s) Defective brake lock power supply circuitry makes it impossible to use the brake lock
in a normal manner for loading a dumping operations.
fault.
Table
Brake Lock Switch 0: no power available for brake lock switch
Power Supply (IM 3L) 1: power is available for brake lock switch
Fault(s): A270
1: brake lock is on
Auto Brake Apply 0: normal operation with park brake either on or off. This valve operates only tran-
Solenoid (IM 1R) siently when the park brake is turned on.
kph.
Fault(s): A359
Truck Speed [kph] Less than 0.5 kph: truck is not moving
Greater than 0.5 kph: truck is moving
22

PARK BRAKE RELAY 1
PARK BRAKE
REQUEST
KEY SWITCH
PARK BRAKE
SWITCH RELAY 2
ENGINE RUN RELAY ENGINE RUN
OIL PRESS. SWITCH
BRAKE LOCK
BRAKE LOCK POWER
PARK BRAKE
LATCH (C027) HOLD RELAY
TRUCK MOVING
RELAY
BRAKE LOCK
REQUEST (6119)
BRAKE LOCK
APPLY (C027) BRAKE LOCK
BRAKE LOCK
SWITCH
BRAKE LOCK
SOLENOID
SHUTDOWN
DELAY RELAY
TIMED ENGINE
SHUTDOWN RELAY
AUTO BRAKE
APPLY
23
Fault Code A273: A fault has been detected in the hoist or steering pump filter pressure
switch circuit
Fault Code A273
Description A fault has been detected in the hoist or steering pump filter pressure switch circuit.
Fault Conditions Sets if the pump filter pressure switch circuit indicates high pressure across the filters
for 2 seconds with the engine not running at least 300 rpm.
Resets if pump filter pressure switch circuit indicates normal pressure across the filters
or the engine begins to run.
System Response Display Fault Description: HYD OIL FLT CIRCUIT
Resulting Problem(s) Hydraulic oil filters might plug up and stop filtering without warning.
fault.
Table
1. This fault's logic contains more than one parameter, but no additional fault codes are available for them.
Pump Filter Switches 0: No hydraulic filter switches open
(IM 2Y) 1: One or more hydraulic filter switches open
Fault(s): A101
STEERING FILTER
PRESS. SWITCH
PUMP FILTERS
24
NOTES
25
Fault Code A274: A brake setting fault has been detected

Fault Code A274
Description A brake setting fault has been detected.
Fault Conditions Sets after 5 seconds if park brake and brake lock are on simulaneously, but brake lock
is not applied by drive system or brake auto apply.
Resets after 5 seconds if conditions change.
Display Fault Description: BRAKE MALFUNCTION
Resulting Problem(s) Improperly controlled brakes are dangerous to equipment as well as operator.
fault.
Table
properly set
Fault(s): A213
properly released
Fault(s): A214
1: brake lock is on
kph.
Fault(s): A359
Drive System 1: Siemens reports service brake is set by drive system.
26
AUTO BRAKE
APPLY SOLENOID
BRAKE AUTO APPLY
BRAKE LOCK
SOLENOID
BRAKE LOCK
27
Fault Code A275: A starter has been detected as engaged without a cranking attempt
Operator Action Stop, park, power down, check
Fault Code A275
Description A starter has been detected as engaged without a cranking attempt.
Fault Conditions Sets if either starter is engaged for 2 seconds without crank sense being on and while
not in steering bleed.
Display Operator Action: STOP: PRK: PWR : CHK
Display Fault Description: STARTER STUCK ON
Resulting Problem(s) Starters may be destroyed by continued operation when stuck on.
fault.
Table
1. The normal corrective measure for this fault is to check the starter motors and engagement to the flywheel.
28

STARTER #1
START MOTOR NO. 1
STARTER #2
START MOTOR NO. 2
CRANK SENSE
ENGINE START RELAY
29
Fault Code A277: Parking brake applied while loading

Operator Action Move shifter from PARK
Fault Code A277
Description Parking brake applied while loading.
Fault Conditions Sets if park brake is not released and PLM3 reports a loading state. Park brake
released is defined as closure of all 4 park brake release pressure switches and open-
ing of all 4 park brake set pressure switches.
Resets if loading state is cleared or park brake is released.
Display Operator Action: MOVE SHFTR FROM PRK
Display Fault Description: IMPROPER BRK USAGE
Resulting Problem(s) Park brake may be damaged; load weights may contain error.
fault.
Table
1. The normal corrective measure for this fault is to release the parking brake. If this does not work, verify that
the input parameters are correct.
5. If a false loading state signal is suspected, it will be necessary to thoroughly troubleshoot the PLM3 system.
properly set
Fault(s): A213
properly released
Fault(s): A214
Loading State (PLM3 The loading state input is developed by PLM3 and communicated to IM via CAN/RPC.
CAN/RPC)
30

OPERATOR CAB "T"
TERMINATING
RESISTOR
31
Fault Code A278: Service brake applied while loading

Operator Action Release Service Brake
Fault Code A278
Description Service brake applied while loading.
Fault Conditions Sets if payload meter declares a loading state while the front brake pressure is at 175
psi or more for 10 seconds.
Resets if loading state is cleared or front brake pressure drops below 150 psi for 1 sec-
ond.
Display Operator Action: RELEASE SERVICE BRAKE
Display Fault Description: IMPROPER BRK USAGE
Resulting Problem(s) Load weights may contain error.
fault.
Table
1. The normal corrective measure for this fault is to release the service brake. If this does not work, verify that
the input parameters are correct.
5. If a false loading state signal is suspected, it will be necessary to thoroughly troubleshoot the PLM3 system.
Loading State (PLM3 The loading state input is developed by PLM3 and communicated to IM via CAN/RPC.
CAN/RPC)
Brake Pressure Greater than 175 psi for 10 seconds: front brakes applied
(IM3 bp) Less than 150 psi for 1 second; front brakes not applied
Fault(s): 201, 205
32

OPERATOR CAB "T"
TERMINATING
RESISTOR
BRAKE
BRAKE PRESSURE
PRESSURE SENSOR
33
Fault Code A279: Low steering pressure switch is defective

Operator Action Stop: Park: Power Down: Check
Fault Code A279
Description Low steering pressure switch is defective.
Fault Conditions Sets if low steering pressure switch fails to turn on by the time the steering accumula-
tor bled pressure switch indicates that bleeding is complete.
Resets if low steering pressure switch actuates (reports low pressure).
Display Operator Action: STOP: PRK: PWR: CHK
Display Fault Description: BAD STRG PRESS SW
Resulting Problem(s) Loss of steering may not be reported.
fault.
Table
Low Steering 0: steering pressure normal
Pressure Sw (IM 2S) 1: low steering pressure
Fault(s): A280

LOW STEERING
PRESSURE SWITCH
2300 psi
LOW STEERING PRESSURE
STEERING BLEED
PRESSURE SWITCH
75 psi
STEERING BLEED PRESSURE
34
Fault Code A280: Steering accumulator bleeddown switch is defective

Operator Action Go to Shop Now
Fault Code A280
Description Steering accumulator bleeddown switch is defective.
Fault Conditions Sets if steering accumulator bleeddown switch comes on with engine running and
steering pressure normal.
Resets if steering accumulator bleeddown switch deactuates.
Display Fault Description: BAD STRG BLED SW
Resulting Problem(s) Improper bleeddown may not be reported.
fault.
Table
Low Steering 0: steering pressure normal
Pressure Sw (IM 2S) 1: low steering pressure
Fault(s): A279
Steering Accum Bleed 0: Accumulator is bled down.
Pressure Sw (IM 2Z) 1: Accumulator is not completely bled down.

LOW STEERING
PRESSURE SWITCH
2300 psi
LOW STEERING PRESSURE
STEERING BLEED
PRESSURE SWITCH
75 psi
STEERING BLEED PRESSURE
35
Fault Code A281: Brake lock degrade switch is defective

Operator Action Go to Shop Now
Fault Code A281
Description Brake lock degrade switch is defective.
Fault Conditions Sets if keyswitch is on and brake lock degrade switch is not on when neither service
brake nor brake lock are on for 5 seconds. Service brake is off when the service brake
pressure switch is off (as reported by Siemens) and front brake pressue is below 150
psi.
Resets if brake lock degrade switch actuates.
Display Fault Description: BAD BRK DEGRADE SW
Resulting Problem(s) Operator may not be warned of degradation of brake lock pressure.
fault.
Table
Brake Lock Degrade 0: brake lock degrade not on
Sw (IM 2V) 1: brake lock degrade is on
1: brake lock is on
Service Brake Set - 0: Service brake reported as not applied by Siemens
CAN/RPC 1: Service brake reported as applied by Siemens
Brake Pressure (kPa) Less than 1034 kPa (150 psi): front brake not applied
(IM 3bp) Greater than 1034 kPa (150 psi): front brake applied
Fault(s): A240
36

SERVICE BRAKE
DEGRADATION
1000 psi
BRAKE LOCK DEGRADE
BRAKE LOCK
SOLENOID
BRAKE LOCK SOLENOID
KEYSWITCH
BRAKE
PRESSURE
BRAKE PRESSURE SENSOR
37
Fault Code A282: The number of excessive cranking counts and jump starts without the
engine running has reached 7
Operator Action Stop, park, power down, check
Fault Code A282
Description The number of excessive cranking counts and jump starts without the engine running
has reached 7.
Fault Conditions Count is increased every time cranking reaches 30 seconds continuous and every
time a jump start is attempted (engagement of either starter without start enable). A
count of 7 disables further start attempts until the power is shut off.
Display Operator Action: STOP: PRK: PWR : CHK
Display Fault Description: EXCESS CRANKING
Resulting Problem(s) Excessive cranking destroys starters.
fault.
Table
1. The normal corrective measure for this fault is to check and correct engine and/or starting system
deficiencies.
Start Enable (IM 1B) 0: One of several interlocking situations exists to prevent cranking (excessive cranking
1: No interlocking situations exist to prevent cranking.
Fault(s): A152, A223, A275, A316
Fault(s): A152, A223, A275, A316
38

START ENABLE
RELAY
STARTER #1
START ENABLE
START MOTOR NO. 1
STARTER #2
START MOTOR NO. 2
CRANK SENSE
ENGINE START RELAY
39
Fault Code A283: An engine shutdown delay was aborted because the parking brake was
not set
Fault Code A283
Description An engine shutdown delay was aborted because the parking brake was not set.
Fault Conditions Sets if keyswitch is turned off and engine shutdown delay is on and engine is running
but park brake set is not on.
Resets if keyswitch is turned on, and engine shutdown delay is off, and engine is run-
ning.
System Response Display Fault Description: NO SHT DWN DEL / PB
Resulting Problem(s) The engine can suffer damage when shut down immediately rather than in a controlled
delay.
fault.
Table
1. The normal corrective measure for this fault is to set the parking brake before turning off the key switch.
Key switch, Direct 0: keyswitch is off
(IM 2P) 1: keyswitch is on
Fault(s): A240
Engine Shutdown 0: no shutdown delay
Delay (IM 3F) 1:engine shutdown delay signal is on
Fault(s): A284
properly set
Fault(s): A213
properly released
Fault(s): A214
40

KEY SWITCH
KEY SWITCH DIRECT
ENGINE SHUTDOWN
DELAY
41
Fault Code A284: An engine shutdown delay was aborted because the secondary shut-
down switch was operated
Fault Code A284
Description An engine shutdown delay was aborted because the secondary shutdown switch was
operated.
Fault Conditions Sets if keyswitch is turned off and engine shutdown delay is on and engine is running
but secondary engine shutdown switch is operated.
Resets if keyswitch is turned back on, engine shutdown delay is off, and engine is run-
ning.
System Response Display Fault Description: NO SHT DWN DEL / SEC
Resulting Problem(s) The engine can suffer damage when shut down immediately, rather than in a con-
trolled delay.
fault.
Table
1. The normal corrective measure for this fault is to shut down the engine with the keyswitch.
Secondary Engine 0: engine being shut down by secondary switch
Shutdown Switch 1: engine not being shut down by secondary switch
(IM 3E)
Keyswitch, Direct 0: keyswitch is off
Fault(s): A240
Engine Shutdown 0: no shutdown delay
Delay (IM 3F) 1:engine shutdown delay signal is on
Fault(s): A283
42
KEY SWITCH
KEYSWITCH DIRECT
ENGINE RUN
ENGINE SHUTDOWN
DELAY ENGINE SHUTDOWN SWITCH
(SHOWN PULLED UP)
43
Fault Code A285: The parking brake was not set when the keyswitch was turned off
Operator Action Set park brake
Fault Code A285
Description The parking brake was not set when the keyswitch was turned off.
Fault Conditions Sets if park brake is not already set when keyswitch is turned off.
Resets if park brake is set or if keyswitch is turned back on.
Display Operator Action: SET PARK BRAKE
Display Fault Description: PRK BRK SETTINGS ERR
Resulting Problem(s) Truck could roll away if park brake is not set at shutdown.
fault.
Table
1. The normal corrective measure for this fault is to set the park brake before turning off the key switch.
Fault(s): A240
properly set
Fault(s): A213
properly released
Fault(s): A214
44

KEY SWITCH
KEY SWITCH DIRECT
45
Fault Code A286: A fault was detected in the shutdown delay relay circuit
Fault Code A286
Description A fault was detected in the shutdown delay relay circuit.
Fault Conditions Sets if an open circuit or short to ground is detected in the relay driver circuit.
System Response Display Fault Description: SHT DWN DEL REL CKT
Resulting Problem(s) A malfunctioning shutdown delay circuit could cause damage to the engine.
fault.
Table
Shutdown Delay Relay Status - Open Load: Unexpected. Troubleshoot
(IM 1H) Status - Normal: Expected. No problem.
0. Turns off when conditions clear or engine speed drops to zero.
1: Turns on when Keyswitch, Direct is off, Engine Shutdown Delay is on, Park brake is
set, Selector Switch is in park, but not J1939 Not Connected, not High Batt Charge
Voltage, not Starter Stuck On, not Active Engine Red Light, and engine speed above
300.
Fault(s): A292
Fault(s): A240
46

KEY SWITCH
KEY SWITCH DIRECT
SHUTDOWN DELAY RELAY
TIMED ENGINE
SHUTDOWN RELAY
47
Fault Code A292: The shutdown delay relay has remained on after the latched keyswitch
circuit is off
Fault Code A292
Description The shutdown delay relay has remained on after the latched keyswitch circuit is off.
Fault Conditions Sets if the shutdown relay is still on after the latched keyswitch circuit (Seimens
latches the circuit until the truck and engine have stopped completely) is off.
Reset if keyswitch is turned back on or shutdown delay relay turns off.
System Response Display Fault Description: SHT DWN DEL REL FLT
Resulting Problem(s) A malfunctioning shutdown delay circuit could cause damage to the engine.
fault.
Table
Shutdown Delay Relay Status - Open Load: Unexpected. Troubleshoot
1: Turns on when Keyswitch, Direct is off, Engine Shutdown Delay is on, Park brake is
set, Selector Switch is in park, but not J1939 Not Connected, not High Batt Charge
300.
Fault(s): A286
Fault(s): A240
48
KEY SWITCH
KEY SWITCH
POWER RELAY
TIMED ENGINE
SHUTDOWN RELAY
49
960E Dump truck

© 2009 KOMATSU
All Rights Reserved
50
CEN40052-00
DUMP TRUCK
960E

960E-1K A50003 and up
40 Troubleshooting
Fault Code A303: Shifter is defective.................................................................................................................... 4
Fault Code A304: Auto lube grease level fault...................................................................................................... 6
Fault Code A305: Auto lube circuit is defective .................................................................................................... 8
Fault Code A309: No brakes applied when expected ......................................................................................... 10
Fault Code A310: Low fuel warning .................................................................................................................... 12
Fault Code A311: Brake lock switch is on when it should not be ........................................................................ 14
Fault Code A312: DCDC converter 12 volt circuit sensing is producing low readings........................................ 16
Fault Code A313: DCDC converter 12 volt circuit sensing is producing high readings ...................................... 17
Fault Code A315: DCDC converter 12 volt circuit is low..................................................................................... 18
Fault Code A316: Starter engagement has been attempted with engine running .............................................. 20
Fault Code A317: Operation of brake auto apply valve without a detected response ........................................ 22
Fault Code A318: Unexpected power loss to Interface Module.......................................................................... 24
Fault Code A328: Drive system not powered up ................................................................................................ 25
Fault Code A350: Overload on output 1B ........................................................................................................... 26
Fault Code A351: Overload on output 1E ........................................................................................................... 28
Fault Code A352: Overload on output 1H........................................................................................................... 30
1
Fault Code A353: Overload on output 1J............................................................................................................ 31

Fault Code A354: Overload on output 1K ........................................................................................................... 32
Fault Code A355: Overload on output 1L............................................................................................................ 33
Fault Code A356: Overload on output 1M........................................................................................................... 34
Fault Code A357: Overload on output 1N ........................................................................................................... 35
Fault Code A358: Overload on output 1P ........................................................................................................... 36
Fault Code A359: Overload on output 1R ........................................................................................................... 37
Fault Code A360: Overload on output 1S ........................................................................................................... 38
Fault Code A361: Overload on output 1T ........................................................................................................... 40
Fault Code A362: Overload on output 1U ........................................................................................................... 42
Fault Code A363: Overload on output 1X ........................................................................................................... 43
Fault Code A364: Overload on output 1Y ........................................................................................................... 44
Fault Code A365: Overload on output 1Z ........................................................................................................... 45
2
NOTES
3
Fault Code A303: Shifter is defective

Operator Action Stop, Park, Power Down
Fault Code A303
Description Shifter is defective.
Fault Conditions Sets if Selector Switch (FNR) and Selector Switch (Park) operate simultaneously for 1
second or if Selector Switch (Forward) and Selector Switch (Reverse) (as reported by
Siemens) operate simultaneously for 1 second or if Selector Switch (Forward) and
Selector Switch (Neutral) (as reported by Siemens) operate simultaneously for 1 sec-
ond or if Selector Switch (Reverse) and Selector Switch (Neutral) (as reported by Sie-
mens) operate simultaneously for 1 second.
Resets if conditions change.
Display Operator Action: STOP: PARK: PWR
Display Fault Description: SHIFTER DEFECTIVE
Resulting Problem(s) Control of truck and park brake will be defective.
fault.
Table
Fault(s): A271
Fault(s): A271
Selector Switch 0: Forward not requested
(Forward) - CAN Input 1: Forward is requested
Selector Switch 0: Reverse not requested
(Reverse) - CAN Input 1: Reverse is requested
Selector Switch 0: Neutral is not requested
(Neutral) - CAN Input 1: Neutral is requested
4

DIRECTION SELECTOR
SWITCH
SELECTOR SWITCH
(NOT IN PARK)
SELECTOR SWITCH
(PARK)
SHIFTER
CURRENT LIMIT
RESISTOR
5
Fault Code A304: Auto lube grease level fault

Fault Code A304
Description Auto Lube Grease Level Fault
Fault Conditions Sets when input switch indicates low grease level for 3 seconds.
Resets when input switch indicates normal grease level for 3 seconds.
System Response Display Fault Description: AUTO LUBE GREASE LO
Resulting Problem(s) Auto lubrication will not be completed without grease.
fault.
Table
1. The primary correction for this fault is to replenish the grease.
2. If plenty of grease exists, then check sensor and wiring.
Auto Lube Grease 0: Auto Lube Grease Level Low
Level Low Input 1: Auto Lube Grease Level Not Low
(IM 3W)

AUTO LUBE
LOW LEVEL SWITCH
AUTO LUBE LEVEL
6
NOTES
7
Fault Code A305: Auto lube circuit is defective

Fault Code A305
Description Auto Lube Circuit is Defective
Fault Conditions Sets if solenoid sense occurs with lube output off, or does not occur with lube output
on, or pressure switch stays on, or circuit is open or short to ground, any of those for 5
seconds with the keyswitch on.
System Response Display Fault Description: AUTO LUBE CIRCUIT
Resulting Problem(s) Automatic lubrication may not work.
fault.
Table
Auto Lube Output (IM Status - Open Load: Unexpected. Troubleshoot
1T) Status - Normal: Expected. No problem.
0: Turns off between lubrication cycles.
1: Turns on during lubrication cycle.
Fault(s): A361
Fault(s): A361
Auto Lube Solenoid 0: Auto lube solenoid is energized
Sense (IM 3X) 1: Auto lube solenoid is not energized
Control System Power 0: drive system control power is off
(IM 3M) 1: drive system control power is on
8
REAR AXLE LUBE

PRESSURE SWITCH
2000 psi
AUTO LUBE
SOLENOID
CONTROL SYSTEM
POWER
AUTO LUBE
SOLENOID SENSE
AUTO LUBE
PRESSURE SWITCH
AUTO LUBE
SOLENOID
9
Fault Code A309: No brakes applied when expected

Operator Action Apply brake or travel
Fault Code A309
Description No brakes applied when expected.
Fault Conditions Sets if truck speed is 0, park brake is not set, service brake is not set, and engine is
running for 2 seconds.
Display Operator Action: APPLY BRK OR TRAVEL
Display Fault Description: NO BRAKES SET
Resulting Problem(s) No brakes set may let truck roll away.
fault.
Table
properly set
Fault(s): A213
properly released
Fault(s): A214
Service Brake Set - 0: service brake reported as not applied by Siemens
CAN/RPC 1: service brake reported as applied by Siemens
10

None.
11
Fault Code A310: Low fuel warning

Operator Action Refuel Soon
Fault Code A310
Description Low fuel warning driver that activates display elements in response to A139.
Fault Conditions Sets if A139 is on. It stays on for 3.3 seconds to flash the lamp and buzzer, then waits
15 minutes before trying again.
System Response Operate IM Warning Indicator
Display Operator Action: REFUEL SOON
Display Fault Description: LOW FUEL LEVEL
Resulting Problem(s) Possible running out of fuel on haul road. Possible engine damage.
fault.
Table
1. The primary correction for this fault is to add fuel to the tank.
Fuel Level Sensor 0.57 to 8.2 Volts: Good Readings at 24 Volt Battery (varies with battery voltage)
(IM 3g) <0.57 or >8.2 Volts: Defective Sensor or Circuit at 24 Volt Battery (varies with battery
voltage)
Battery Voltage, >18 Volt: Good Reading
24 Volt (IM 1A) <18 Volt: Low battery voltage (while cranking) blocks this A105 fault code.
1: keyswitch is on or the truck is moving (Siemens power not yet off)
Fault(s): A240
fault is blocked
12
BATTERY POWER
KEY SWITCH
FUEL LEVEL
SENDER
FUEL LEVEL SENSOR
13
Fault Code A311: Brake lock switch is on when it should not be

Operator Action Turn Off Brake Lock Switch
Fault Code A311
Description Brake Lock Switch is on when it should not be.
Fault Conditions Sets if park brake is set and brake lock is on except not when brake auto apply for 2
seconds.
Resets when conditions clear for 2 seconds.
Display Operator Action: TURN OFF BRK LOC SW
Display Fault Description: BRK LOC & PRK BRK ON
Resulting Problem(s) The roll away protection of the braking systems could be defeated by improper opera-
tion.
fault.
Table
properly set
Fault(s): A213
properly released
Fault(s): A214
1: brake lock is on
Fault(s): A272
14
1: brake auto apply valve operates for 1.5 seconds after park brake is turned on if the
truck is stopped. If moving, it will not operate until truck speed has dropped to 0.8 kph.
Fault(s): A359

AUTO BRAKE
APPLY SOLENOID
AUTO BRAKE APPLY
BRAKE LOCK
SOLENOID
BRAKE LOCK
15
Fault Code A312: DCDC converter 12 volt circuit sensing is producing low readings
Fault Code A312
Description The DCDC Converter 12 volt circuit sensing is producing low readings.
Fault Conditions Sets if voltage at 12 volt input drops to 0.2 volts for 3 seconds.
Resets if voltage at 12 volt input rises to 0.8 volts for 3 seconds.
System Response Display Fault Description: DCDC 12V SENSE LOW
Resulting Problem(s) Monitoring is lost for the 12 volt output of the DCDC Converter
fault.
Table
1. The primary correction for this fault is to correct any external wiring to the 12 volt input.
DCDC Converter, 0.2 volts to 16.1 volts: Normal measurement range.
12 Volt (IM 3h) <0.2 or >16.1: Bad sensing circuit or external connection.
Fault(s): A315

12 VOLT
POWER CONVERTER
BATTERY 12V
16
Fault Code A313: DCDC converter 12 volt circuit sensing is producing high readings
Fault Code A313
Description The DCDC Converter 12 volt circuit sensing is producing high readings.
Fault Conditions Sets if voltage at 12 volt input rises to 16.1 volts for 3 seconds.
Resets if voltage at 12 volt input drops to 15.5 volts for 3 seconds.
System Response Display Fault Description: DCDC 12V SENSE HIGH
Resulting Problem(s) Monitoring is lost for the 12 volt battery tap circuit.
fault.
Table
1. The primary correction for this fault is to correct any external wiring to the 12 volt input.
DCDC Converter, 0.2 volts to 16.1 volts: Normal measurement range.
12 Volt (IM 3h) <0.2 or >16.1: Bad sensing circuit or external connection.
12 VOLT
POWER CONVERTER
BATTERY 12V
17
Fault Code A315: DCDC converter 12 volt circuit is low

Fault Code A315
Description The DCDC Converter 12 volt circuit is low.
Fault Conditions When engine is running, sets if voltage is below 12.5 volts when battery volts are
above 22; or if battery volts are below 22, sets if more than 1.5 volts below battery volt-
age divided by 2.
Resets at power down only.
System Response Display Fault Description: DCDC 12V LOW
Resulting Problem(s) The 12 Volt DCDC Converter is putting out low voltage. Correction is required to con-
tinue good performance in the 12 volt loads.
fault.
Table
1. The primary correction for this fault is to eliminate any overload, or replace the converter.
DCDC Converter, <12.5 volts when battery voltage >22 volts: Voltage is low.
12 Volt (IM 3h) < (Batt Voltage / 2) - 1.5 volts: Voltage is low.
Otherwise: Voltage is normal.
Fault(s): A312
Battery Voltage, >22 volts: 12 volt circuit should have normal readings
24 Volt (IM 1A) <22 volts: 12 volt circuit might have abnormal readings
18
BATTERY POWER
12 VOLT
POWER CONVERTER
BATTERY 12V
19
Fault Code A316: Starter engagement has been attempted with engine running
Operator Action Do not crank
Fault Code A316
Description Starter engagement has been attempted with engine running.
Fault Conditions If not steering bleed, sets after 2 seconds if either starter engages with engine speed
above 500 rpm with crank sense on.
Display Operator Action: DO NOT CRANK
Display Fault Description: STARTER ENGAGE FLT
Resulting Problem(s) Damage to starter and engine flywheel may occur.
fault.
Table
1. The normal corrective measure for this fault is to not engage the starter with the engine already running.
Greater than 500 rpm: engine is running
20

STARTER #1
START MOTOR NO. 1
STARTER #2
START MOTOR NO. 2
CRANK SENSE
ENGINE START RELAY
21
Fault Code A317: Operation of brake auto apply valve without a detected response
Fault Code A317
Description Operation of brake auto apply valve without a detected response.
Fault Conditions If keyswitch is on and brake accumulator pressure is not low, sets if operation of brake
auto apply valve for 1 second does not cause the service brake pressure switch to
operate or the front brake pressure to increase.
Park brake release is defined as the closure of the park brake release pressure switch
and the opening of the park brake set pressure switch.
Resets when park brake is released for 5 seconds.
Resulting Problem(s) Failure of brake auto apply circuit could cause damage to parking brake.
fault.
Table
Status - Shorted to ground: Unexpected. Troubleshoot.
Fault(s): A215
Drive System 1: Siemens reports service brake is set by drive system
Service Brake Set - 0: Siemens reports service brake not set
CAN 1: Siemens reports service brake is set
22
properly set
Fault(s): A213
properly released
Fault(s): A214
Fault(s): A205
Fault(s): A240
AUTO BRAKE
APPLY SOLENOID
BRAKE AUTO APPLY
LOW BRAKE ACCUMULATOR

PRESSURE SWITCH
1850 psi
BRAKE ACCUMULATOR
PRESSURE
KEYSWITCH
BRAKE
BRAKE PRESSURE PRESSURE
SENSOR
23
Fault Code A318: Unexpected power loss to Interface Module

Fault Code A318
Description Unexpected power loss to Interface Module.
Fault Conditions Sets if open file markers are discovered at power up.
Resets if no open file markers are discovered at power up.
System Response Display Fault Description: PWR LOSS NOT EXPECT
Resulting Problem(s) Data may be compromised by irregular shutdowns.
fault.
Table
1. The primary corrective action for this fault is to keep the Interface Module working and shutting itself down in
a regular manner.
Open file markers Stored in IM FLASH
Battery Voltage, >22 volts: 12 volt circuit should have normal readings
24 Volt (IM 1A) <22 volts: 12 volt circuit might have abnormal readings
BATTERY POWER
24
Fault Code A328: Drive system not powered up

Fault Code A328
Description Drive system not powered up.
Fault Conditions Sets if drive system does not power up within 30 seconds after engine is running.
Display Operation Action: STOP: PRK
Display Fault Description: NO DRIVE SYS POWER
Resulting Problem(s) Drive system can neither retard or propel without control power.
fault.
Table
1. Check wiring from Siemens control power to the interface module.
2. Check control power wiring, relay, and drive circuitry from Siemens.
Drive System Control 0: Control power is off
Power (IM 3M) 1: Control power is on

CONTROL
POWER RELAY
24V SIGNAL POWER (+)
24V DC POWER (+)

(G163)
CONTROL SYSTEM POWER
25
Fault Code A350: Overload on output 1B

Fault Code A350
Description Overload on output 1B.
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1B. Output is turned off
when overload is detected.
System Response Display Fault Description: STRT ENABLE CKT FLT
Resulting Problem(s) Starting circuit is disabled.
fault.
Table
1. This fault's logic contains just one parameter, which may have additional fault code(s). This fault may be
resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the
active parameter fault(s).
Start Enable (IM 1B) Status - Open Load: Unexpected. Troubleshoot
Fault(s): A252
START ENABLE
START CIRCUIT
RELAY
26
NOTES
27
Fault Code A351: Overload on output 1E

Fault Code A351
Description Overload on output 1E.
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1E. Output is turned off
Display Fault Description: PRK BRK COMMAND FLT
Resulting Problem(s) Park Brake Solenoid Valve circuit is disabled (park brake won't release).
fault.
Table
Status - Shorted to Ground: Expected if Park Brake Request is in the 24 volt condition.
Otherwise unexpected and must troubleshoot.
0: Park Brake Request Input is in the low voltage (request) condition
1: Park Brake Request Input is in the high voltage (not requested) condition
28
PARK BRAKE
SOLENOID
PARK BRAKE
RELEASE RELAY
PARK BRAKE
SOLENOID
29
Fault Code A352: Overload on output 1H

Fault Code A352
Description Overload on output 1H.
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1H. Output is turned off
System Response Display Fault Description: SHUTDOWN DELAY CKT
Resulting Problem(s) Shutdown delay (5 Minute Idle Latch or Shutdown Delay Relay) circuit is disabled.
fault.
Table
Shutdown Delay Relay Status - Open Load: Unexpected. Troubleshoot.
1: Turns on when Keyswitch, Direct is off, Cummins Shutdown Delay is on, Park brake
is set, Selector Switch is in park,but not J1939 Not Connected, not High Batt Charge
300.
TIMED ENGINE
SHUTDOWN RELAY
30
Fault Code A353: Overload on output 1J

Fault Code A353
Description Overload on output 1J.
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1J. Output is turned off
System Response Display Fault Description: IM OUTPUT 1J FAULT
Resulting Problem(s) Unused outputs with short circuits on them might damage the driver chip if not cor-
rected.
fault.
Table
1. This fault's logic contains just one parameter. There are no additional fault codes to investigate.
2. Any spare wires connected to this output should be removed to prevent ultimate failure of the driver chip.
Spare IM Output Status - Open Load: Unexpected. Troubleshoot
(IM 1J) Status - Normal: Expected. No problem.
0: Off
1: On

None.
31
Fault Code A354: Overload on output 1K

Fault Code A354
Description Overload on output 1K.
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1K. Output is turned off
System Response Display Fault Description: IM ON SIGNAL FAULT
Resulting Problem(s) Loss of IM ON Signal causes the display to stop functioning.
fault.
Table
IM On Signal (IM 1K) Status - Open Load: Unexpected. Troubleshoot
0: Off. Display is permitted to go to sleep.
1: On. Display is awakened.

ELECTRONIC DASH
DISPLAY PANEL
BATTERY DIRECT 24V
DISPLAY DIMMING
IM ON SIGNAL IM ON SIGNAL
GROUND
CAN (+)
CAN (–)
CAN SHIELD
32
Fault Code A355: Overload on output 1L

Fault Code A355
Description Overload on output 1L.
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1L. Output is turned off
System Response Display Fault Description: IM OUTPUT 1L FAULT
rected.
fault.
Table
(IM 1L) Status - Normal: Expected. No problem.
0. Off.
1: On.

None.
33
Fault Code A356: Overload on output 1M

Fault Code A356
Description Overload on output 1M.
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1M. Output is turned off
Display Fault Description: SONALERT IM FAULT
Resulting Problem(s) The sonalert with the display cannot be driven.
fault.
Table
Sonalert (IM 1M) Status - Open Load: Unexpected. Troubleshoot.
0: No faults are active that require buzzer operation.
1: One or more faults are active that require buzzer action.
Fault(s): A251

SONALERT
OVERHEAD BUZZER
SONALERT
34
Fault Code A357: Overload on output 1N

Fault Code A357
Description Overload on output 1N.
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1N. Output is turned off
System Response Display Fault Description: IM OUTPUT 1N FAULT
rected.
fault.
Table
(IM 1N) Status - Normal: Expected. No problem.
0: Off.
1: On.

None.
35
Fault Code A358: Overload on output 1P

Fault Code A358
Description Overload on output 1P.
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1P. Output is turned off
Display Fault Description: STG BLEED CKT FAULT
Resulting Problem(s) The steering bleed circuit might not work properly, therefore causing a threat to opera-
tors and mechanics.
fault.
Table
operation.
Fault(s): A235, A236, A253, A262

BLEEDDOWN SOLENOID
STEERING
BLEED VALVE
36
Fault Code A359: Overload on output 1R

Fault Code A359
Description Overload on output 1R.
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1R. Output is turned off
Resulting Problem(s) A non-functional brake auto apply valve might cause damage to the parking brake.
fault.
Table
Status - Shorted to ground: Unexpected. Troubleshoot

AUTO BRAKE
APPLY SOLENOID
BRAKE AUTO APPLY
37
Fault Code A360: Overload on output 1S

Fault Code A360
Description Overload on output 1S.
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1S. Output is turned off
System Response Display Fault Description: IM OUTPUT 1S FAULT
rected.
fault.
Table
(IM 1S) Status - Normal: Expected. No problem.
0: Off
1: On

None.
38
NOTES
39
Fault Code A361: Overload on output 1T

Fault Code A361
Description Overload on output 1T
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1T. Output is turned off
System Response Display Fault Description: AUTO LUBE CIRCUIT
Resulting Problem(s) Auto lube circuit is disabled.
fault.
Table
1. This fault's logic contains more than one parameter, which may have additional fault code(s). This fault may
be resolved by resolving the parameter(s) active fault code(s). Refer to the Troubleshooting Instructions for the
Auto Lube Output Status - Open Load: Unexpected. Troubleshoot
(IM 1T) Status - Normal: Expected. No problem.
0: Turns off between lubrication cycles
1: Turns on during lubrication cycle
Fault(s): A190
Auto Lube Solenoid 0: Auto lube solenoid is energized
Sense (IM 3X) 1: Auto lube solenoid is not energized
40
AUTO LUBE
SOLENOID SENSE
AUTO LUBE
PRESSURE SWITCH
REAR AXLE LUBE

PRESSURE SWITCH
AUTO LUBE 2000 psi
OUTPUT
41
Fault Code A362: Overload on output 1U

Fault Code A362
Description Overload on output 1U
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1U. Output is turned off
System Response Display Fault Description: IM OUTPUT 1U FAULT
rected.
fault.
Table
(IM 1U) Status - Normal: Expected. No problem.
0. Off
1: On

None.
42
Fault Code A363: Overload on output 1X

Fault Code A363
Description Overload on output 1X.
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1X. Output is turned off
System Response Display Fault Description: IM OUTPUT 1X FAULT
rected.
fault.
Table
(IM 1X) Status - Normal: Expected. No problem.
0. Off
1: On

None.
43
Fault Code A364: Overload on output 1Y

Fault Code A364
Description Overload on output 1Y
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1Y. Output is turned off
System Response Display Fault Description: IM OUTPUT 1Y FAULT
Resulting Problem(s) Unused outputs with short circuits on them might damage the driver chip if not
corrected.
fault.
Table
(IM 1Y) Status - Normal: Expected. No problem.
0: Off
1: On

None.
44
Fault Code A365: Overload on output 1Z

Fault Code A365
Description Overload on output 1Z
Fault Conditions Sets if driver chip detects overcurrent or over temp on output 1Z. Output is turned off
System Response Display Fault Description: IM OUTPUT 1Z FAULT
Resulting Problem(s) Unused outputs with short circuits on them might damage the driver chip if not
corrected.
fault.
Table
(IM 1Z) Status - Normal: Expected. No problem.
0: Off
1: On

None.
45
960E Dump truck

© 2009 KOMATSU
All Rights Reserved
46
CEN40041-00
DUMP TRUCK
860E
960E

860E-1K A30003 and up
960E-1K A50003 and up
40 Troubleshooting
Drive system fault code table, Part 1
Summary............................................................................................................................................................... 3
EVENT CLASSIFICATION.................................................................................................................................... 4
1 L3C SYS: Time slice overflow CPU T1 .............................................................................................................. 6
10 L2A SYS: Pulse inhibit/asa inhibit PSU–ONLINE ............................................................................................ 7
11 L3D SYS: Pulse inhibit/asa inhibit PSU–Start-up............................................................................................. 8
12 L1A SYS: SIBAS® blower fault........................................................................................................................ 9
13 L1B SYS: Undervoltage in SIBAS® battery for BRAM .................................................................................. 10
14 L3C SYS: SIBAS® power supply failure 24V for pulse amplifier. ...................................................................11
15 L3C SYS: SIBAS® power supply failure +5V ................................................................................................ 12
1
16 L3C SYS: SIBAS® power supply failure +15V............................................................................................... 13

17 L3C SYS: SIBAS® power supply failure –15V............................................................................................... 14
18 L3C SYS: SIBAS® power supply failure +24V............................................................................................... 15
19 L3C SYS: SIBAS® power supply failure –24V............................................................................................... 16
21 L3C SYS: FPGA clock missing for PSU......................................................................................................... 18
22 L3C SYS: Pulse inhibit by reset in PSU from CPU ........................................................................................ 19
24 L3C SYS: General protection error (G10) ...................................................................................................... 20
25 L3C SYS: Total block ..................................................................................................................................... 21
26 L1B SYS: Permanent inhibit fault active ........................................................................................................ 22
27 L1B SYS: Regular inhibit fault active ............................................................................................................. 23
28 L1A SYS: GW Test stopped by A/D converter faulty...................................................................................... 24
30 L3C DSP A: Initialization fault detected by DSP ............................................................................................ 25
31 L3C DSP A: SW-WatchdoG ........................................................................................................................... 26
32 L3C DSP A: Initialization fault detected by CPU ............................................................................................ 27
33 L1B DSP A: SW-Traco triggered.................................................................................................................... 28
34 L1B DSP A: SW-Traco full ............................................................................................................................. 29
35 L3C DSP A: Time slice overflow T1 ............................................................................................................... 30
39 L1A DSP A: Communication HSCX data from DSP B missing...................................................................... 31
40 L1A DSP A: Communication HSCX data from DSP T missing ...................................................................... 32
41 L3C DSP A: Current offset during pulse block ............................................................................................... 33
42 L3C DSP A: Current offset during no pulse block .......................................................................................... 34
43 L3A DSP A: Overcurrent fault ........................................................................................................................ 35
44 L3C DSP A: Current transducer defective phase U ....................................................................................... 36
45 L3C DSP A: Current transducer defective phase W ...................................................................................... 37
48 L1A DSP A: Modulation software fault ........................................................................................................... 38
49 L3A DSP A: Active current controller at limit.................................................................................................. 39
2
Summary Threshold
The goal of this document is to explain the cause of Criteria for the event to be triggered. Specifically the
each event code, its affect on the system operation, signal and level(s) which cause the event. For relat-
and give instructions for how to troubleshoot/repair ing to constant values the following symbols are
the cause for each event code. used:
The term Event Code is used rather then Fault Code == Equal to
because not every code is meant to indicate a fault in >> Greater than
the system. This document will make clear which
event codes are faults and which are for information << Less then
purposes only, not requiring any troubleshooting or
repair. Detection by
NOTE: The listed cause for each event code may not Description of which hardware device and/or soft-
cover every possible case. If the event code persists ware function detects this event. Also in which time
after examining the listed causes, further system slice this event is sampled. Detection via software
documentation should be reviewed. can be from algorithms in the CPU (G011), DSP A
(G019), DSP B (G027), or DSP T (G035). Detections
How to use this document via hardware can be from various cards within the
SIBAS® control system.
Each event code is listed in a sequence in a table for-
mat. Within each table there are common fields. The Possible reasons
following fields are common for each event code list-
ing: General listing of the most common reasons to cause
this event.
Event code and diagnosis message
Action to reset
Display of event code number, classification, and cor-
responding text. What action, if any is required to reset the system
after this event has occurred. In total, there are 4 pos-
Example display capture from monitor program: sible actions which may be required to reset an
event:
“ 373 L1a EXT: SERVICE BRAKE ON ABOVE
SPEED LIMIT “ Automatic reset: There is no physical reset
***************************************************** required, event becomes inactive after condition/
Event code #: “373” threshold is no longer true.
Classification: “L1a” Press operator reset button: The event can be
Message text: “SERVICE BRAKE ON ABOVE reset by pressing operator reset button (override but-
SPEED LIMIT” ton) with the truck stopped and the shift lever in neu-
tral or park position. Note: Some events are of such a
NOTE: All drive system faults displayed on the dash serious nature that the operator is able to reset only
panel or in VHMS will be preceded with the letter "S". for single inverter operation (limp mode).
When viewing faults while working directly with the
drive system software, the "S" will not be present.
Description
More detailed explanation of the event code
3
Switch off/on ignition.: The event can be reset, Retard inhibit: There is no retard available until a
waiting 20 seconds, then turning it back on. reset is performed.
NOTE: If the event conditions are still present after Engine self-load test inhibit: Engine self-load test
ignition another occurrence of the event code will be is not allowed.
logged.
Field regulator inhibit: Field regulator is disabled,
Reset by service person via laptop.: For the most
Turn On Choppers: Choppers are turned on by soft-
serious event codes, the system will not allow full
ware when event occurs.
operation until a service person checks the system
and uses a laptop to reset. Additionally, on systems Turn on crowbar: Protection thyristor (crowbar) is
with a front diagnostic panel, it is possible to press turned on.
the blue button to reset such serious faults.
Main inverter temporary pulse block: The related
inverter is pulse blocked for 2 seconds.
Action to repair
Description of the recommended steps to trouble- Main inverter permanent pulse block: The related
shoot/repair the condition causing the event code. inverter is pulse blocked until a reset is performed.
These steps are organized in an order from the top to ST inverter temporary pulse block: ST inverter is
the bottom, starting with the most likely cause of the pulse blocked for 2 seconds.
event code.
ST inverter permanent pulse block: ST inverter is
Operator displayed code pulse blocked until reset is performed.
The code number and short text displayed on the Total block: All three inverters are pulse blocked.
electronic unit seen by the operator. Limp mode: Limp mode is available after the opera-
tor reset button is pressed with the truck stopped and
Note the shift lever in neutral or park.
An additional area to add further details or list refer-
ences useful for understanding the event code. EVENT CLASSIFICATION
As part of each event’s number and corresponding
Protection reactions
text, a classification is added for a quicker review.
A sub-table to list what, if any, reaction(s) the drive There are three different levels of classification:
system will take at each occurrence of the event Warning, Minor, Severe. As part of each classification
code. Having none of these items checked indicates level a sub-level is also indicated that correlates to
the event code is merely for information purposes. the required method of reset. The possible sub-levels
Warning: This event causes only a warning and are: a, b, c, d.
should not affect operation of the system at this The standard followed is that the higher the main
moment. classification is, the more serious the fault is. The
Delayed shutdown: Operator should stop the truck same is true with the sub levels in that a level “d” will
as soon as possible because the system is going to require a reset by maintenance personnel while a
block operation soon, for example, 20 seconds. level “a” will reset automatically.
Power reduction: The torque to the wheel motor(s)

are reduced by a factor.
Propel inhibit: There is no propel available until a
reset is performed.
4
Level 1: Warning Level 3: Severe

Level 1 is used for any event classified as a warning Level 3 is used for any event that causes the drive
message. These events do not have immediate influ- system to reduce retard power or completely inhibit
ence on truck operation, but service is required soon. retard. Propel is completely inhibited. When this level
As the failure may influence the truck operation, if the of event occurs, the service brakes may be required
event persists, service is required as soon as it is to stop the truck.
convenient. Level 1 events will reset automatically.
• L3a–The event will reset automatically: While the
Level 1 event classification: event is active, the affected inverter will be pulse
blocked for a certain period of time. Once the
• L1a–Warning: There is no protection reaction, but event goes inactive, the pulse block is removed.
a message is logged to indicate a possible
problem if the event is logged multiple times or • L3b–The event can be reset by the operator reset
stays active for a long period of time. button This event causes the affected inverter to
be pulse blocked. Only after resetting the event
• L1–Notification: The purpose of this event is just will the pulse block be removed assuming the
to log an occurrence for information. event is no longer active.
Level 2: Minor purposes. • L3c–The event can be reset only by cycling 24V
power: This event causes the affected inverter to
Level 2 is used for any event which causes the drive be pulse blocked. Only after cycling 24V power is
system to reduce propel power or completely inhibit the pulse block removed.
propel. Retard remains unaffected.
• L3d–The fault can be reset only by maintenance
• L2a–The event will reset automatically: This type personnel: This event causes all inverters to be
of event will reset automatically when the pulse blocked immediately. This event will also
conditions are no longer true and the truck is cause a total lock to be logged. To reset,
stopped. Propel is affected only while the fault is maintenance personnel must reset by a service
active. For example: 364 L2a EXT: ENGINE PC or the reset button inside the diagnostic box
DERATE PROTECTION ACTIVE. on the Inverter cabinet.
• L2b–The event can be reset by the operator reset
button Until the event is reset, propel is inhibited.
The event can only be reset once it is no longer
active. Retard is not affected.
• L2c–Power reduction: The event causes a
reduction of propel torque by a certain
percentage. When the event is no longer active,
full propel torque is automatically restored.
5
1 L3C SYS: Time slice overflow CPU T1

Description The processing of one time slice of the CPU-software did not terminate within
the allowed time.
Threshold(s) N/A
Detection by Software – CPU (G011), G1~G8 time slice
Possible reasons • Processing time overload
• Software error
• Defective CPU-card (G011)
Action to reset • Switch off/on ignition.
• Reset by service person via laptop.
Action to repair • Software change (by KOMATSU)
• Exchange CPU-card (G011)
Operator displayed code S1 (process stops)
Notes If it is required to load new CPU software, all the settings (buffer value, param-
eters, vehicle number, operating data, clock, etc.) are required to be set.
The event causes watchdog detection, which causes a total lock by I/O card
FPGA logic.
Protection reactions • Propel Inhibit
• Retard Inhibit
• Field Regulator Inhibit
• Turn On Choppers
• Main Inverter Temporary Pulse Block
• ST Inverter Temporary Pulse Block
• Total Block
6
10 L2A SYS: Pulse inhibit/asa inhibit PSU–ONLINE

Description A hardware fault of the power start-up unit (G163) is detected during
normal TCU operation.
Threshold(s) N/A
Detection by CPU (G011), T6 time slice
Possible reasons • Power start-up unit (G163) defective
Action to reset • Override propel inhibit by pressing the override switch.
• Switch off/on ignition..
Action to repair • Replace the power start-up unit (G163)
Operator displayed code S2
Notes
Protection reactions • Delayed Shutdown
• Propel Inhibit
7
11 L3D SYS: Pulse inhibit/asa inhibit PSU–Start-up

Description The power start-up unit (G163) cannot be initialized properly.
Threshold(s) N/A
Detection by CPU (G011), P2 time slice
Possible reasons • Power start-up unit (G163) defective
• Reset by service person via laptop..
Action to repair • Replace the power start-up unit (G163).
Notes Total lock can’t be reset during start-up, sequence is not
implemented.
• Retard Inhibit
• Total Block
8
12 L1A SYS: SIBAS® blower fault

Description Minimum/maximum current supervision on TCU fans. Minimum airflow not
reached or maximum airflow exceeded.
Threshold(s) N/A
Possible reasons • Defective blower or blower subassembly
• Defective back plane wiring between CPU (G011) and blower subassembly,
G011: X2/f20, blower SUB-D connection pin 19
• Defective CPU-card (G011)
Action to reset • Switch off/on ignition..
Action to repair • Replace defective blower or blower subassembly.
• Repair defective back plane wiring between CPU (G011) and blower
subassembly.
• Replace defective CPU-card (G011.)
Operator displayed code W1
Notes
Protection reactions • Warning
9
13 L1B SYS: Undervoltage in SIBAS® battery for BRAM

Description Under-voltage supervision of TCU BRAM battery.
Threshold(s) SIBAS® battery <<2.8V
Possible reasons • Loose connection of battery in SIBAS® blower assembly
• SIBAS® disconnected from 24V for too long, draining battery
Action to reset • N/A
Action to repair • Check connection of battery in SIBAS® blower assembly.
• Measure battery voltage using DMM.
• Replace battery in SIBAS® blower assembly.
Notes Rated battery voltage is 3.6V.
10
14 L3C SYS: SIBAS® power supply failure 24V for pulse amplifier.
Description Under-voltage supervision of TCU power supply +24V for pulse amplifier
(C045).
Threshold(s) Monitored power supply voltage <<22.8V
Detection by Power start-up unit (G163), T6 time slice
Possible reasons • Short circuit on IGBT gate driver card causing overload
• Short circuit of crowbar gate driver unit causing overload
• Short circuit from pulse amplifier cards (L115-L147)
• Defective power supply unit (C045)
• Defective power supply start-up unit (G163)
Action to reset • Switch off/on ignition..
Action to repair • Replace defective IGBT gate driver unit.
• Replace defective Crowbar gate driver unit.
• Replace defective pulse amplifier card (L115-L147).
• Replace power supply unit (C045).
• Replace power supply start-up unit (G163).
Notes To locate short circuit from a pulse amplifier card, pull out all cards, then
plug in one by one, turning off 24V before removing or installing any of
the cards.
• Retard Inhibit
• Engine Self-Load Test Inhibit
• Total Block
11
15 L3C SYS: SIBAS® power supply failure +5V

Description Under-voltage supervision of TCU power supply +5V.
Threshold(s) Monitored power supply voltage <<4.75V
Detection by Power supply start-up unit (G163), I9 and P2 time slice
Possible reasons • Short circuit from an electronic card inside the SIBAS®
Action to repair • Locate and replace defective electronic card in TCU.
Notes All the cards except for the other power supplies (C045, C069, C105, and
C129) require +5V power supply.
• Retard Inhibit
• Total Block
12

Threshold(s) Monitored voltage <<14.25V
Detection by Change to Power supply startup unit (G163), I9 and P2 time slice
Possible reasons • Short circuit from external wiring or component
• Short circuit from electronic card in TCU
Action to repair • Locate and fix the external wiring or replace the defective component.
• Locate and replace defective electronic card in TCU.
Notes • All speed sensors and speed modules use +15V.
• All SIBAS® cards except digital input/output, pulse power supply cards use
+15V power supply.
• Retard Inhibit
• Total Block
13
17 L3C SYS: SIBAS® power supply failure –15V

Description Under-voltage supervision of TCU power supply –15V.
Threshold(s) Higher than –14.25V
Possible reasons • Short circuit from electronic card in TCU
Action to repair • Locate and replace defective electronic card in TCU.
Notes All SIBAS® cards except for digital output (C019–C035), digital Input
(G103–135), pulse amplifier (L115–L147) and all power supplies use –15V
power supply.
• Retard Inhibit
• Total Block
14

Threshold(s) Lower than 22.8V
Possible reasons • Short circuit from external wiring or defective component
Notes All voltage and current transducers require this 24V power. In addition it is used
by the pedals after a series resistor drops the voltage to 10V.
• Retard Inhibit
• Total Block
15
19 L3C SYS: SIBAS® power supply failure –24V

Description Under-voltage supervision of TCU power supply –24V.
Threshold(s) Higher than –22.8V
Possible reasons • Short circuit from external wiring or defective component
Notes All voltage and current transducers in the drive system use this –24V power
supply.
• Retard Inhibit
• Total Block
16
20 L3C SYS: SIBAS® power supply failure primary

Description Under-voltage supervision of TCU power supply primary.
Threshold(s) Lower than 16.5V
Possible reasons • Main battery voltage too low
• Short circuit in power supply circuit
• Defective component in the power supply circuit, for example: filter,
contactor, diode, capacitor, etc.
Action to repair • Re-charge the main battery.
• Locate the short circuit or replace the defective component.
• Replace the defective component in the power supply circuit.
• Replace the power supply start-up unit (G163).
Notes
• Retard Inhibit
• Total Block
17
21 L3C SYS: FPGA clock missing for PSU

Description FPGA clock of the power supply start-up unit is missing.
Threshold(s)
Detection by Power start-up unit (G163), I9 and P2 time slice
Possible reasons • Defective power start-up unit
Action to repair • Replace power supply startup unit (G163).
Notes
• Retard Inhibit
• Total Block
18
22 L3C SYS: Pulse inhibit by reset in PSU from CPU

Description Pressing the red push button on CPU card front panel causes a reset of control
system.
Threshold(s)
Possible reasons • The red recessed button on the CPU (G011) was pressed
• Defective pushbutton (red recessed) on CPU (G011) front panel
• Defective CPU card (G011) if red push button is not pressed
• Defective power supply start-up unit (G163) if red push button is not
pressed
Action to repair • Check the red push button on CPU front panel if not pressed.
• Replace defective CPU card (G011).
Notes Reset is active when backplane wiring (G163: X1/d10) is connected to ground.
• Retard Inhibit
• Total Block
19
24 L3C SYS: General protection error (G10)

Description CPU memory access failure.
Threshold(s)
Detection by CPU card (G011), G10 time slice
Possible reasons • Defective CPU card (G011)
• Defective operating system software
• Defective application software
Action to repair • Replace CPU card (G011).
• Re-load operating system.
• Re-load application software.
Notes This fault is detected by the operating system. It causes the watchdog to
trigger, which will cause total lock by I/O card via FPGA logic.
• Retard Inhibit
• Total Block
20
25 L3C SYS: Total block

Description This event indicates a hardware protection has taken place. This protection is a
pulse block of all inverters, an immediate inhibit of the field regulator, and a
commanding on of all hardware protection devices. The protection devices
turned on include all choppers and possibly the protection thyristor (crowbar).
In addition to this event, an event specific to the cause will be logged. The red
LED on the I/O card will be off if a total lock is active.
Threshold(s) Refer to the event logged immediately after this event for help in determining
cause.
Detection by I/O card (G043), T1 time slice
Possible reasons • DC bus over-voltage (code 151, 152)
• Test voltage not zero (code 127)
• Clock, bus clock of I/O card or UWS card missing (code 120, 121, 180, 181,
210, 211, 240, 241, 270, 271, 300, 301)
• TCU front plug monitor (code 130)
• Watchdog (code 131~134)
• Reset signal active (code 135)
• IGBT Switching error (code 201~207, 231~237, 261~267, 291~297,
321~327)
• GW5 active (code 196~199, 226~229, 256~259, 286~289, 316~319)
Action to reset • Reset by service person via laptop.
Action to repair • Locate the specific cause for the total block event by reading the full listing
of logged events occurring within 1 second of the total block event.
• If DC bus over-voltage logged, then check/repair grid resistors, dc bus
voltage sensor, or SIBAS® card for voltage processing.
• If GW5 current protection logged, then check/repair short circuit, defective
current sensor, or SIBAS® card for current processing.
• If SIBAS® front plug monitoring logged, then check/repair SIBAS® card not
plugged in or bad/missing jumper in the SIBAS® card front plug.
• If IGBT switching logged, then check/replace defective IGBT module,
wiring, defective pulse amplifier card, or defective inverter monitor card
(UWS).
Notes Total Block event will become inactive once the related event is resolved.
• Retard Inhibit
• Total Block
21
26 L1B SYS: Permanent inhibit fault active

Description As long as this event is active, it means a permanent inhibit of Inverter A, B, ST
or field regulator is active.
This event is logged to indicate the system still has a permanent inhibit event,
though the event which caused the permanent inhibit may not be active.
Threshold(s) Refer to the event logged at the same time as this event for help in determining
the cause.
Possible reasons • Event logged causing Inverter A permanent inhibit
• Event logged causing Inverter B permanent inhibit
• Event logged causing Inverter ST permanent inhibit
• Event logged causing field regulator permanent inhibit
Action to repair • Check which other logged events are caused the permanent inhibit.
• Follow the instruction for the event which caused permanent inhibit.
Notes This fault doesn’t cause direct protection.
22
27 L1B SYS: Regular inhibit fault active

Description As long as this event is active, it means a regular inhibit of Inverter A, B, ST or
field regulator is active. A regular inhibit can be reset by the operator reset but-
ton.
This event is logged to indicate the system still has a regular inhibit active,
though the event which caused the regular inhibit may not be active.
Threshold(s) Refer to the event logged at the same time as this event for help in
determining the cause.
Possible reasons • Event logged causing Inverter A regular inhibit
• Event logged causing Inverter B regular inhibit
• Event logged causing Inverter ST regular inhibit
• Event logged causing field regulator regular inhibit
Action to reset • Press operator reset button (limp mode is possible).
Action to repair • Check which other logged events caused the regular inhibit.
• Follow the instruction for the event which caused regular inhibit.
Notes This fault doesn’t cause direct protection.
23
28 L1A SYS: GW Test stopped by A/D converter faulty

Description TCU GW test has to stop due to A/D converter failure on I/O card or UWS card.
The waiting time (40µs) for A/D converter is exceeded.
Threshold(s) The waiting time (40µs) for A/D converter is exceeded.
Detection by The CPU card (G011), T6 time slice
Possible reasons • Defective A/D converter on I/O card (G043)
• Defective A/D converter on UWS card (G055 to G087)
Action to repair • Review the memory long data to locate which A/D converter is defective.
• Replace I/O card or UWS card according to the memory long data.
Notes • It’s important to review GW test status word 1 in the memory long data.
• Start-up sequence won’t start due to this fault, so no operation is available.
24
30 L3C DSP A: Initialization fault detected by DSP

Description An initialization fault is detected during start-up routine by DSP A (G019) soft-
ware.
Threshold(s)
Detection by DSP A card (G019), T4 time slice
Possible reasons • Defective DSP A card (G019)
• Defective software for DSP A (G019)
• Defective software for CPU (G011)
Action to reset • Press operator reset button. (Limp mode is possible)
• Switch off/on ignition.
Action to repair • Replace DSP A card (G019).
• Re-load software for DSP A (G019).
• Re-load software for CPU (G011).
• Consult with KOMATSU.
Notes “E” is displayed on DSP A card (G019) front panel indicating an error.
• Main Inverter Permanent Pulse Block
• Limp Mode
25
31 L3C DSP A: SW-WatchdoG

Description CPU sends a word cyclically to the DSP A that is increments by 1 after each
cycle. DSP A sends it back unchanged to the CPU. If the difference between
sent and received values exceeds 5, a diagnostic entry is made.
Threshold(s) Difference between sent and received values (CPU<>DSP A) is >> 5
Detection by CPU card (G011), T4 time slice
• Defective software for DSP A (G019)
Action to reset • Press operator reset button. (Limp mode is possible)
• Re-load software for DSP A (G019).
Notes
• Limp Mode
26
32 L3C DSP A: Initialization fault detected by CPU

Description A fault is detected during the initialization of DSP A by the CPU. It includes:
wrong base address, wrong software identifier, error in LCA0/1 loading, error
on dual RAM test, etc.
Threshold(s) Incorrect base address, software identifier, error in LCA0/1 loading, error on
dual RAM test, etc.
• Defective DSP A software setting: error in wrong base address, wrong
software identifier
• Defective CPU software setting: error in wrong base address, wrong
software identifier
Action to repair • Re-load the correct DSP A software.
• Re-load the correct CPU software.
• Replace DSP A card (G019).
Notes Total lock can’t be reset during the start-up sequence.
• Retard Inhibit
• Total Block
27
33 L1B DSP A: SW-Traco triggered

Description DSP A software sends the software (SW) TRACO triggered bit to CPU. This
event is logged to inform that data is ready for downloading.
Threshold(s)
Detection by DSP A (G019) / CPU (G011), T1 time slice
Possible reasons • Software TRACO triggered and data was logged.
Action to reset • No action required.
Action to repair • No action required.
Operator displayed code None
Notes Maximum number of recorded partitions is three.
28
34 L1B DSP A: SW-Traco full

Description All available partitions of the DSP A software (SW) TRACO are occupied.
Threshold(s) The number of partitions with recorded data is == 3.
Detection by DSP A (G019) / CPU (G011), T1 time slice
Possible reasons • The total number of SW-TRACO captures has reached the maximum
defined number of partitions.
Action to reset • Download the DSP A SW-TRACO data and erase the DSP A SW-TRACO
memory.
Action to repair • No action required..
Notes Current software setting is to not overwrite. New DSP A data can’t be recorded
if the DSP A SW-TRACO is full.
29
35 L3C DSP A: Time slice overflow T1

Description The processing of one time slice of the DSP A software did not terminate within
the allowed time.
Threshold(s)
Detection by DSP A (G019), G1~G4 time slice
• Re-load software for DSP A (G019)
• Defective DSP A card (G019)
Notes
• Limp Mode
30
39 L1A DSP A: Communication HSCX data from DSP B missing

Description Failure of high-speed communication link between DSP A (G019) and DSP B
(G027).
DSP A receives inverter B power, chopper duty cycle and DC voltage sensor B
from DSP B.
Threshold(s)
Detection by DSP A (G019), T4 time slice
Possible reasons • Defective backplane wiring: G019: X2/f28 to G027:X2/b28, G019:X2/b28 to
G027:X2/f28
• Defective DSP B card (G027)
• Defective DSP A or B software
Action to repair • Reload DSP A software.
• Reload DSP B software.
• Replace DSP B card (G027).
• Check backplane wiring.
Notes When HSCX A and sensor A is faulty, inverter A is permanently inhibited
31
40 L1A DSP A: Communication HSCX data from DSP T missing

Description Failure of high-speed communication link between DSP A (G019) and DSP T
(G035).
DSP A receives inverter ST power, inverter ST output frequency from DSP T.
Threshold(s)
G035:X2/f28
• Defective DSP T card (G035)
• Defective DSP A or T software
Action to repair • Reload DSP A software.
• Reload DSP T software.
• Replace DSP T card (G035).
Notes
32
41 L3C DSP A: Current offset during pulse block

Description The measured motor current value of either phase U, U1, W, or W1 is
over the limit during a pulse block (not commanded to be on).
Threshold(s) Measured current value >>100A.
Possible reasons • Defective current transducer for phase U, U1, W, or W1 (U101–U104)
• Defective U/F card (L055)
• Defective bad power component (IGBT module shorted)
Action to repair • Replace the current sensor according to event 44~47.
• Replace defective U/F card (L055).
• Replace defective DSP A card (G019).
• Replace the defective IGBT module (A101 or A103).
Notes Events 44 to 47 will be logged to indicate the exact phase having
problems.
Protection reactions • Main Inverter Temporary Pulse Block
• Limp Mode
33
42 L3C DSP A: Current offset during no pulse block

Description A measured motor phase current is less then 25A while the paired phase is
greater then 100A for 200 ms.
This event is logged to indicate a low reading on a motor current transducer.
When the inverter is switching, if one of the paired phases is greater then 100A,
then the other paired phase must be above 25A to avoid logging this event. The
pairings are U/U1, W/W1 of each main inverter.
Threshold(s) Motor current <<25A (phase U1/U/W1/W) while other paired phase is >>100A
(phase U/U1/W/W1).
Possible reasons • Defective motor A current transducer for phase U, U1, W, or W1
• Defective DPS A card (G019)
Action to repair • Replace the current transducer according to fault 44~47.
• Replace the defective IGBT module.
Notes Events 44 to 47 indicate the exact phase having problem.
• Limp Mode
34
43 L3A DSP A: Overcurrent fault

Description One of the three-phase currents of INVA exceeded the limit.
phase currents of INVA:
• Phase U=U+U1
• Phase W=W+W1
• Phase V=–(U+W)
Threshold(s) Current value >>4300A
Possible reasons • Short circuit between motor A phases by power cable
• Defective motor A
• Defective IGBT module (shorted) (A101, A102, or A103)
• Defective current transducer (U101, U102, U103, or, U104)
Action to reset • Automatic reset 2 seconds after event is not active
Action to repair • Locate and fix the cable connection problem causing short circuit.
• Locate and replace defective IGBT module (A101, A102, or A103).
• Locate and replace defective current transducer (U101, U102, U103, or
U104).
• Replace defective motor A.
Notes This event blocks only the affected inverter for 2 seconds after event is not
active.
Additionally, there is hardware protection for peak currents.
35
44 L3C DSP A: Current transducer defective phase U

Description INVA phase U current is less than 20A but phase U1 current is greater than
339A or phase U current is greater than 1288A and sign doesn’t change during
two fundamental waves.
INVA phase U current offset is greater than 100A with pulse block INVA phase
U current offset is greater than 100A and phase U1 current is less than 25A for
200ms without pulse block.
Threshold(s)
Possible reasons • Defective motor A current transducer for phase U (U101)
• Defective cable or connection for motor A
• Defective IGBT module for inverter A (A101)
Action to repair • Locate and replace defective current transducer (U101).
• Locate and fix the cable connection causing short circuit.
• Locate and replace defective IGBT module.
Notes Fault 41 or 42 can cause this fault.
• Limp Mode
36
45 L3C DSP A: Current transducer defective phase W

Description • INVA phase W current is less than 20A but phase W1 current is greater
than 339A or phase W current is greater than 1288A and sign doesn’t
change during two fundamental waves.
• INVA phase W current offset is greater than 100A with pulse block.
• INVA phase W current offset is greater than 100A and phase W1 current is
less than 25A for 200 ms without pulse block.
Threshold(s)
Possible reasons • Defective current transducer for phase W (U103)
• Defective cable or connection for motor A
• Defective IGBT module for inverter A (A103)
Action to repair • Locate and replace defective motor A current transducer (U103).
• Locate and replace defective IGBT module (A103).
• Limp Mode
37
48 L1A DSP A: Modulation software fault

Description Over a time span of 21 ms, the calculated motor A rotor temperature has
changed too much, indicating a software calculation error.
Threshold(s) The absolute temperature change over 21 ms was >>30º C.
Possible reasons • Defective software for DSP A (G019)
Action to reset • Event will automatically reset (by pulse block command).
Action to repair • Consult with KOMATSU.
Notes
38
49 L3A DSP A: Active current controller at limit

Description The slip frequency reference is at the stability limit for more than 2 seconds
while inverter A is operating (firing pulses released).
Threshold(s)
Possible reasons • Wheel motor type in software is selected wrong.
• Engine type in software is selected wrong.
• The required motor torque is over the designed limit.
Action to reset • This event will reset automatically 2 seconds after the event is not active.
Action to repair • Check USER parameter settings of engine type and wheel type motor.
Notes
39
860E Dump truck

960E Dump truck
Form No.CEN40041-00
© 2009 KOMATSU
All Rights Reserved
40
CEN40042-00
DUMP TRUCK
860E
960E

860E-1K A30003 and up
960E-1K A50003 and up
40 Troubleshooting
50 L3A DSP A: Active current reference at limit ................................................................................................... 3
51 L1A DSP A: Braking chopper controller at limit ............................................................................................... 4
52 L3C DSP A: Phase unbalance too large.......................................................................................................... 5
53 L3A DSP A: Pulse block by DSP software....................................................................................................... 6
54 L3C DSP A: U/F Card defective....................................................................................................................... 7
55 L3C DSP A: Difference in current of phase U over limit .................................................................................. 8
56 L3C DSP A: Difference in current of phase W over limit.................................................................................. 9
60 L3C DSP B: Initialization fault detected by DSP ............................................................................................ 10
61 L3C DSP B: SW-Watchdog.............................................................................................................................11
62 L3C DSP B: Initialization fault detected by CPU............................................................................................ 12
63 L1B DSP B: SW-Traco triggered.................................................................................................................... 13
64 L1B DSP B: SW-Traco full ............................................................................................................................. 14
65 L3C DSP B: Time slice overflow T1 ............................................................................................................... 15
1
69 L1A DSP B: Communication HSCX data from DSP A missing...................................................................... 16

70 L1A DSP B: Communication HSCX data from DSP T missing ...................................................................... 17
71 L3C DSP B: Current offset during pulse block ............................................................................................... 18
72 L3C DSP B: Current offset during no pulse block .......................................................................................... 19
73 L3A DSP B: Overcurrent fault ........................................................................................................................ 20
74 L3C DSP B: Current transducer defective phase V ....................................................................................... 21
75 L3C DSP B: Current transducer defective phase W ...................................................................................... 22
78 L1A DSP B: Modulation software fault ........................................................................................................... 23
79 L3A DSP B: Active current controller at limit.................................................................................................. 24
80 L3A DSP B: Active current reference at limit ................................................................................................. 25
81 L1A DSP B: Braking chopper controller at limit.............................................................................................. 26
82 L3C DSP B: Phase unbalance too large ........................................................................................................ 27
83 L3A DSP B: Pulse block by DSP software..................................................................................................... 28
84 L3C DSP B: U/F Card defective..................................................................................................................... 29
85 L3C DSP B: Difference in current of phase V over limit ................................................................................. 30
86 L3C DSP B: Difference in current of phase W over limit ................................................................................ 31
90 L3C DSP T: Initialization fault detected by DSP............................................................................................. 32
91 L3C DSP T: SW-Watchdog ............................................................................................................................ 33
92 L3C DSP T: Initialization fault detected by CPU............................................................................................. 34
93 L1B DSP T: SW-Traco triggered .................................................................................................................... 35
94 L1B DSP T: SW-Traco full .............................................................................................................................. 36
95 L3C DSP T: Time slice overflow T1................................................................................................................ 37
99 L1A DSP T: Communication HSCX data from DSP A missing ...................................................................... 38
2
50 L3A DSP A: Active current reference at limit

Description The active current component reference is at its limit for more than 2 seconds.
Threshold(s) The current reference limit is >>2,967A.
Possible reasons • Motor type in software is selected wrong.
• The motor torque is over the design point.
Action to reset • Event will automatically reset 2 seconds after it is not active
Action to repair • Check USER parameter setting for correct engine type and motor type.
Notes
3
51 L1A DSP A: Braking chopper controller at limit

Description The duty cycle of the choppers has exceeded the maximum limit.
Threshold(s) Duty cycle is >>98.4%.
Detection by DPS A (G019), T4 time slice
Possible reasons • Incorrect grid resistor value
• Incorrect USER parameter setting for grid resistor value
• Bus voltage control logic problem
Action to reset • Event will reset automatically when condition is no longer true.
Action to repair • Set the correct grid resistor value in the USER-Parameter menu.
• Replace grid resistor with proper grid resistor.
Notes Propel is not affected but the retard torque is limited to 50% while event is
active.
• Power Reduction
4
52 L3C DSP A: Phase unbalance too large

Description The absolute difference of the inverter A phase currents exceeded the thresh-
old. The event is logged only if there is not an active current transducer or u/f
card event code.
Phase U=U+U1
Phase W=W+W1
Threshold(s) Absolute difference between U and W is >>400A.
Possible reasons • Motor A wiring has loose or open connections.
• Defective current transducer (U101, U102, U103, or U104)
• Defective IGBT modules (A101 or A103)
• Motor A failure
Action to repair • Check the cable connection
• Replace defective current transducer (U101, U102, U103, or U104).
• Replace defective IGBT modules (A101 or A103).
• Check motor A terminal resistance and replace motor A if defective.
Notes
• Limp Mode
5
53 L3A DSP A: Pulse block by DSP software

Description Logged to indicate Inverter A is pulse blocked by DSP A software.
Threshold(s) See other event logged at same time for specific cause.
Possible reasons • Event will log if codes 30, 35, 41, 41, 44~47, 54, 55, or 56 occur.
• U/F converter channel adjustment is active.
• SW watchdog value from CPU hasn’t changed for 5 cycles.
• No valid speed sensor under operation mode 0.
• Direction reference changed after inverter A pulses released.
Action to reset • Event will reset automatically 2 seconds after it is no longer active.
Action to repair • Follow the proper instructions based on other event logged at same time.
• Check speed sensor A feedback in long listing of event for valid value.
Notes Pulse blocking bit will be 1 in long listing of event which has caused this
event.
6
54 L3C DSP A: U/F Card defective

Description Offset or amplification of a U/F card-channel is out of the admissible range from
the reference value during internal calibration.
Threshold(s) Offset is >>10% or amplification is >>18%.
Possible reasons • Defective U/F card (L055)
Action to repair • Replace U/F card (L055).
• Replace DSP A card (G019)*.
Notes *Software needs to be reloaded if DSP A card is replaced.
• Limp Mode
7
55 L3C DSP A: Difference in current of phase U over limit

Description The absolute value of the current difference between phase U and U1 of INVA
is over the limit for 3.36 ms.
Threshold(s) Absolute value difference is >>125A.
Possible reasons • Bad cable connection for motor phase U or U1
• Defective current transducer
Action to repair • Check and fix cable connection for motor A.
• Replace defective current transducer (U101 or U102).
• Check and replace defective motor A.
Notes KOMATSU should be consulted before motor A is replaced.
• Limp Mode
8
56 L3C DSP A: Difference in current of phase W over limit

Description The absolute value of the current difference between phase W and W1 of INVA
Possible reasons • Bad cable connection for motor phase W or W1
Action to repair • Check and fix cable connection for motor A.
• Check and replace defective motor A.
Notes KOMATSU should be consulted before motor A is replaced.
• Limp Mode
9
60 L3C DSP B: Initialization fault detected by DSP

Description An initialization fault is detected during start-up routine by DSP B (G027)
software.
Threshold(s)
Detection by DSP B card (G019), T4 time slice
Possible reasons • Defective DSP B card (G027)
• Defective software for DSP B (G027)
Action to repair • Replace DSP B card (G027).
• Re-load software for DSP B (G027).
Notes “E” is displayed on DSP B card (G019) front panel LED.
• Limp Mode
10
61 L3C DSP B: SW-Watchdog

Description CPU sends a word cyclically to the DSP B card that is incriminated by 1 after
each cycle. DSP B sends it back unchanged to the CPU. If the difference
between sent and received values exceeds 5, a diagnostic entry is made.
Threshold(s) Difference between sent and received values (CPU<>DSP B) is >> 5.
• Defective software for DSP B card (G027)
• Re-load software for DSP B card (G027).
Notes
• Limp Mode
11
62 L3C DSP B: Initialization fault detected by CPU

Description A fault is detected during the initialization of DSP B by the CPU. It includes:
wrong base address, wrong software identifier, error in LCA0/1 loading, error
on dual RAM test, etc.
dual RAM test, etc.
• Defective DSP software setting: error in wrong base address,
wrong software identifier.
• Defective CPU software setting: error in wrong base address,
• Re-load the correct DSP B software.
Notes Total block can’t be reset during the start-up sequence.
• Retard Inhibit
• Total Block
12
63 L1B DSP B: SW-Traco triggered

Description DSP B SW sends the SW-TRACO triggered bit to CPU. This event is logged to
inform that data is ready for downloading.
Threshold(s)
Detection by DSP B (G027) / CPU (G011), T1 time slice
Possible reasons • The software TRACO triggered logging data, available for download via the
SIBAS® monitor program.
Action to reset • No action required..
Action to repair • No action required..
13
64 L1B DSP B: SW-Traco full

Description All available partitions of the DSP B software SW TRACO are occupied.
Threshold(s) The number of partitions with recorded data is == 3
Detection by DSP B (G027) / CPU (G011), T1 time slice
Action to reset • Download the DSP B SW-TRACO data and erase the DSP B SW-TRACO
memory.
Notes Current software setting is to not overwrite. New DSP B data can’t be recorded
if the DSP B SW-TRACO is full.
14
65 L3C DSP B: Time slice overflow T1

Description The processing of one time slice of the DSP B software did not terminate within
the allowed time.
Threshold(s)
Detection by DSP B (G027), G1~G4 time slice
Notes
• Limp Mode
15
69 L1A DSP B: Communication HSCX data from DSP A missing

Description Failure of high-speed communication link between DSP B (G027) and DSP A
(G019).
DSP B receives inverter A power, chopper duty cycle and DC voltage sensor A
from DSP A.
Threshold(s)
Detection by DSP B (G019), T4 time slice
G019:X2/f28
• Defective DSP B or A software
Notes When HSCX A and sensor B are faulty, inverter B is permanent inhibited.
16
70 L1A DSP B: Communication HSCX data from DSP T missing

Description Failure of high-speed communication link between DSP B (G027) and DSP T
(G035).
DSP B receives inverter ST power, inverter ST output frequency from DSP T.
Threshold(s)
G035:X2/f30
• Defective DSP B or T software
Notes
17
71 L3C DSP B: Current offset during pulse block

Description The measured motor current value of either phase V, V1, W, or W1 of INVB is
over the limit during a pulse block (not commanded to be on).
Possible reasons • Defective current transducer for phase V, V1, W, or W1 (U201–U204)
• Replace defective DSP B card (G027).
Notes Events 74 to 77 will be logged to indicate the exact phase having problems.
• Limp Mode
18
72 L3C DSP B: Current offset during no pulse block

Description A measured motor phase current for INVB is less then 25A while the paired
phase is greater then 100A for 200 ms.
This event is logged to indicate a low reading on an INVB motor current trans-
ducer. When the inverter is switching, if one of the paired phases is greater
then 100A, then the other paired phase must be above 25A to avoid logging
this event. The pairings are V/V1, W/W1 of INVB.
Threshold(s) INVB motor current <<25A (phase V1/V/W1/W) while other paired phase is
>>100A (phase V/V1/W/W1).
Possible reasons • Defective motor B current transducer for phase V, V1, W, or W1
• Defective DPS B card (G027)
Notes Event 74 to 77 indicates the exact phase having problem.
• Limp Mode
19
73 L3A DSP B: Overcurrent fault

Description The maximum peak current of three-phase exceeds the limit.
• Phase V=V+V1
• Phase W=W+W1
• Phase U=-(V+W)
Threshold(s) Current value >>4300A.
Possible reasons • Short circuit between motor B phases by power cable
• Defective motor B
• Defective IGBT module (shorted) (A201, A202, or A203)
• Defective current transducer (U201, U202, U203, or U204)
Action to repair • Locate and fix the cable connection causing short circuit.
• Locate and replace defective IGBT module (A201, A202, A203).
• Locate and replace defective current transducer (U201, U202, U203, or
U204).
• Replace defective motor B.
Notes This event blocks the affected inverter for only 2 seconds after event is not
active. Additionally, there is hardware protection for peak currents.
20
74 L3C DSP B: Current transducer defective phase V

Description INVB phase V current is less than 20A but phase V1 current is greater than
339A or phase U current is greater than 1288A and sign doesn’t change during
INVB phase V current offset is greater than 100A with pulse block.
INVB phase V current offset is greater than 100A and phase V1 current is less
than 25A for 200 ms without pulse block.
Threshold(s)
Possible reasons • Defective current transducer for phase V (U201)
• Defective cable or connection for motor B
• Defective IGBT module for inverter B
• Limp Mode
21
75 L3C DSP B: Current transducer defective phase W

Description INVB phase W current is less than 20A but phase W1 current is greater than
339A or phase W current is greater than 1288A and sign doesn’t change during
INVB phase W current offset is greater than 100A with pulse block.
INVB phase W current offset is greater than 100A and phase W1 current is less
than 25A for 200 ms without pulse block
Threshold(s)
Possible reasons • Defective current transducer for INVB phase W (U203)
• Defective cable or connection for motor B
• Defective IGBT module for inverter B (A203)
Notes Event 71 or 72 can cause this event
• Limp Mode
22
78 L1A DSP B: Modulation software fault

Description Over a time span of 21 ms, the calculated motor B rotor temperature has
changed too much, indicating a software calculation error.
Threshold(s) The absolute temperature change over 21 ms was >>3º C.
Possible reasons • Defective software for DSP B (G027)
Action to reset • Event will automatically reset (by pulse block command).
Action to repair • Load updated software to DSP B (G027).
Notes
23
79 L3A DSP B: Active current controller at limit

Description The slip frequency reference is at the stability limit for more than 2 seconds
while inverter B is operating (firing pulses released).
Threshold(s)
Possible reasons • Wheel motor type in software is selected wrong.
• The required motor torque is over the designed limit.
Action to reset • This event will reset automatically 2 seconds after the event is not active.
Action to repair • Check USER parameter settings of engine type and wheel motor type.
Notes
24
80 L3A DSP B: Active current reference at limit

Description The active current component reference is at its limit for more than 2 seconds.
Threshold(s) The current reference limit is >>2,967A.
Possible reasons • Motor type in software is selected wrong.
• The motor torque is over the design point.
Action to reset • Event will automatically reset 2 seconds after it is not active.
Action to repair • Check USER parameter setting for correct engine type and motor type.
Notes
25
81 L1A DSP B: Braking chopper controller at limit

Description The duty cycle of the choppers has exceeded the maximum limit.
Threshold(s) Duty cycle is >>98.4%.
Detection by DPS B (G027), T4 time slice
Possible reasons • Incorrect grid resistor value
• Incorrect USER parameter setting for grid resistor value
• Bus voltage control logic problem
Action to repair • Set the correct grid resistor value in the USER-Parameter menu.
• Replace grid resistor with the proper grid resistor.
Notes Propel is not affected but the retard torque is limited to 50% while event is
active.
26
82 L3C DSP B: Phase unbalance too large

Description The absolute difference of the inverter B phase currents exceeded the thresh-
old. The event is logged only if there is not an active current transducer or u/f
card event code.
Phase V=V+V1
Phase W=W+W1
Threshold(s) Absolute difference between V and W is >>400A.
Possible reasons • Cable motor A wiring for loose or open connections.
• Defective current transducer (U201, U202, U203, or U204).
• Defective U/F card (L063).
• Defective DSP A card (G027).
• Defective IGBT modules (A201 or A203).
• Motor B failure.
Action to repair • Check the cable connection
• Replace defective current transducer (U201,U202,U203,or U204)
• Replace defective U/F card (L063)
• Replace defective DSP A card (G027)
• Replace defective IGBT modules (A201 or A203)
• Check motor B terminal resistance and replace motor B if defective
Notes
• Limp Mode
27
83 L3A DSP B: Pulse block by DSP software

Description Logged to indicate inverter B is pulse blocked by DSP B software.
Possible reasons • Event will log if codes 60, 65, 71, 71, 74~77, 84, 85, 86 occur.
• No valid speed sensor under operation mode 0.
• Direction reference changed after inverter B pulses released.
Action to repair • Follow the proper instructions based on other event logged at same time.
• Check speed sensor B feedback in long listing of event for valid value.
Notes Pulse blocking bit will be 1 in long listing of event which has caused this event.
28
84 L3C DSP B: U/F Card defective

Description Offset or amplification of a U/F card-channel is out of the admissible range from
• Replace DSP B card (G027)*.
Notes *Software needs to be reloaded if DSP card is replaced.
• Limp Mode
29
85 L3C DSP B: Difference in current of phase V over limit

Description The absolute value of the current difference between phase U and U1 of INVA
Possible reasons • Bad cable connection for motor phase V or V1
Action to repair • Check and fix cable connection for motor B.
• Check and replace defective motor B.
Notes KOMATSU should be consulted before motor B is replaced.
• Limp Mode
30
86 L3C DSP B: Difference in current of phase W over limit

Description The absolute value of the current difference between phase W and W1 of INVA
Possible reasons • Bad cable connection for motor phase W or W1
Action to repair • Check and fix cable connection for motor B.
• Check and replace defective motor B.
Notes KOMATSU should be consulted before motor B is replaced.
• Limp Mode
31
90 L3C DSP T: Initialization fault detected by DSP

Description An initialization fault is detected during start-up routine by DSP T (G035) soft-
ware.
DSP T controls the ST module, which is the inverter for the cooling blower
motors and pump motor.
Threshold(s)
Detection by DSP T card (G035), T4 time slice
Possible reasons • Defective DSP T card (G035)
• Defective software for DSP T (G035)
Action to repair • Replace DSP T card (G035).
• Re-load software for DSP T (G035).
Notes “E” is displayed on DSP T card (G035) front panel LED.
The system start-up sequence will not run when this event is active.
• Retard Inhibit
• ST Inverter Permanent Pulse Block
32
91 L3C DSP T: SW-Watchdog

Description CPU sends a word cyclically to the DSP T card that is increments by 1 after
each cycle. DSP T sends it back unchanged to the CPU. If the difference
between sent and received values exceeds 5, a diagnostic entry is made.
Threshold(s) Difference between sent and received values (CPU<>DSP A) is >> 5.
• Defective software for DSP T card (G035)
Action to repair • Replace DSP T card (G035).
• Re-load software for DSP T card (G035).
Notes
• Retard Inhibit
33
92 L3C DSP T: Initialization fault detected by CPU

Description A fault is detected during the initialization of DSP T by CPU. It incudes: wrong
base address, wrong SW identifier, error in LCA0/1 loading, error on dual RAM
test, etc.
dual RAM test, etc.
Possible reasons • Defective DSP T card (G035).
• Defective DSP software setting: error in wrong base address,
• Defective CPU software setting: error in wrong base address,
Action to repair • Re-load the correct DSP T software.
Notes Total block can’t be reset during the start-up sequence.
• Retard Inhibit
• Total Block
34
93 L1B DSP T: SW-Traco triggered

Description DSP T software sends the software TRACO triggered bit to the CPU. This
event is logged to inform that data is ready for downloading.
Threshold(s)
Detection by DSP T (G035) / CPU (G011), T1 time slice
Possible reasons • Software TRACO triggered logging data available for download using the
SiBAS monitor program.
Action to reset • No action required.
35
94 L1B DSP T: SW-Traco full

Description All available partitions of the DSP T software SW-TRACO are occupied.
Threshold(s) The number of partitions with recorded data is == 3.
Detection by DSP T (G035) / CPU (G011), T1 time slice
Action to reset • Download the DSP T SW-TRACO data and erase the DSP T SW-TRACO
memory.
Notes Current software setting is to not overwrite. New DSP T data can’t be recorded
if the DSP T SW-TRACO is full.
36
95 L3C DSP T: Time slice overflow T1

Description The processing of one time slice of the DSP T-software did not terminate within
the allowed time.
Threshold(s)
Detection by DSP T (G035), G1~G4 time slice
Possible reasons • Incorrect software for DSP T (G035)
Action to reset • Switch off/on TCU
Action to repair • Reload DSP T software.
Notes
• Retard Inhibit
37
99 L1A DSP T: Communication HSCX data from DSP A missing

Description Failure of high-speed communication link between DSP T (G035) and DSP A
(G019).
DSP T doesn’t receive anything from DSP A and only sends inverter ST power,
inverter ST output frequency to DSP A.
Threshold(s)
Detection by DSP T (G027), T4 time slice
G019:X2/f30
• Defective DSP T or A software
• Reload DSP A software.
Notes
38
NOTES
39
860E Dump truck

960E Dump truck
Form No.CEN40042-00
© 2009 KOMATSU
All Rights Reserved
40
CEN40043-00
DUMP TRUCK
860E
960E

860E-1K A30003 and up
960E-1K A50003 and up
40 Troubleshooting
100 L1A DSP T: Communication HSCX data from DSP B missing ...................................................................... 3
101 L3C DSP T: Current offset during pulse block ............................................................................................... 4
102 L3C DSP T: Current offset during no pulse block .......................................................................................... 5
103 L3A DSP T: Overcurrent fault......................................................................................................................... 6
104 L3C DSP T: Current transducer defective phase U ....................................................................................... 7
105 L3C DSP T: Current transducer defective phase V........................................................................................ 8
106 L3C DSP T: Current transducer defective phase W....................................................................................... 9
107 L3C DSP T: Sum of output current not equal zero....................................................................................... 10
108 L1A DSP T: Modulation software fault ..........................................................................................................11
109 L1A DSP T: Voltage controller at limit .......................................................................................................... 12
112 L3C DSP T: Phase unbalance too large....................................................................................................... 13
113 L3A DSP T: Pulse block by DSP software ................................................................................................... 14
114 L3C DSP T: U/F Card defective ................................................................................................................... 15
117 L3C DSP T: Crowbar fired by DSP T ........................................................................................................... 16
119 L1C DSP T: Voltage transducer U34 not ok ................................................................................................. 17
120 L3C IO: Supervision bus clock..................................................................................................................... 18
1
121 L3C IO: Supervision I/O clock ...................................................................................................................... 19

122 L3C IO: Incorrect FPGA version identifier.................................................................................................... 20
123 L3C IO: Incorrect FPGA application version identifier.................................................................................. 21
124 L3C IO: Incorrect module version identifier.................................................................................................. 22
125 L3C/L1A IO: AD Converter faulty ................................................................................................................. 23
126 L3C IO: GW Comparator faulty during start-up test ..................................................................................... 24
127 L3C IO: Test voltage not equal zero............................................................................................................. 25
128 L1A IO: SIBAS® Temperature out of range ................................................................................................. 26
129 L3C IO: Incorrect EBIN card identifier.......................................................................................................... 27
130 L3C IO: Front plug monitoring...................................................................................................................... 28
131 L3C IO: CPU Watchdog triggered ................................................................................................................ 29
132 L3C IO: DSP A Watchdog triggereD ............................................................................................................ 30
133 L3C IO: DSP B Watchdog triggered............................................................................................................. 31
135 L3C IO: CPU Reset triggered....................................................................................................................... 33
138 L1B IO: CPU Traco triggered ....................................................................................................................... 34
146 L3A IO: Pulse block from I/O........................................................................................................................ 35
150 L3A IO: DC link voltage A level 1 exceeded ................................................................................................ 36
151 L3A IO: DC link voltage B level 1 exceeded ................................................................................................ 37
152 L3C IO: Trolley line overvoltage ................................................................................................................... 38
154 L3B IO: Trolley line overcurrent.................................................................................................................... 39
155 L2B IO: Trolley line current transducer faulty ............................................................................................... 40
156 L2B IO: Trolley line voltage transducer faulty............................................................................................... 41
160 L3A IO: Throttle pedal out of range.............................................................................................................. 42
161 L3A IO: Retard pedal out of range ............................................................................................................... 43
162 L1A IO: Cruise speed control module out of range ...................................................................................... 44
180 L3C UWSA1: Supervision bus clock ............................................................................................................ 45
181 L3C UWSA1: Supervision module clock ...................................................................................................... 46
182 L3C UWSA1: Incorrect FPGA version identifier........................................................................................... 47
183 L3C UWSA1: Incorrect FPGA project identifier............................................................................................ 48
184 L3C UWSA1: GW Comparator faulty during start-up test ............................................................................ 49
185 L1A UWSA1: ADC Faulty............................................................................................................................. 50
186 L3C UWSA1: Configuration failure............................................................................................................... 51
187 L1A UWSA1: Hardware failure counter / processor..................................................................................... 52
188 L3A UWSA1: Peak current protection active ............................................................................................... 53
189 L3D UWSA1: Peak current protection pulse start ........................................................................................ 54
190 L3D UWSA1: Number of peak current protection >limit............................................................................... 55
191 L3D UWSA1: Supervision switching frequency ........................................................................................... 56
193 L1A UWSA1: Overvoltage level 1 exceeded................................................................................................ 57
196 L3D UWSA1: Limit 5 overcurrent phase U................................................................................................... 58
197 L3D UWSA1: Limit 5 overcurrent phase V................................................................................................... 58
198 L3D UWSA1: Limit 5 overcurrent phase W.................................................................................................. 58
199 L3D UWSA1: Limit 5 overvoltage DC bus.................................................................................................... 59
2
100 L1A DSP T: Communication HSCX data from DSP B missing

Description Failure of high-speed communication link between DSP T (G035) and DSP B
(G027).
DSP T receives DC bus voltage sensor B value from DSP B.
Threshold(s)
G027:X2/f30
• Defective DSP T or B software
• Reload DSP B software.
Notes
3
101 L3C DSP T: Current offset during pulse block

Description The output current of the ST module into the transformer is present at phase
U, V, or W with the ST module pulse blocked.
Possible reasons • Defective current transducer for phase U, V, W (U301, U302, or U303)
• Defective ST1500WL power module, shorted (A301)
Action to repair • Replace the current sensor according to the other logged events 104~106
at the same time.
• Replace defective U/F card (L071)
• Replace defective DSP T card (G035)
• Replace defective ST module (A301)
Notes Events 104 to 106 should have logged to indicate the exact phase having
problems.
• Retard Inhibit
4
102 L3C DSP T: Current offset during no pulse block

Description The output current of the ST module is not balanced during operation. One of
the phases measures greater than 100A, while another phase measures less
than 25A for 200 ms.
Threshold(s) Phase U, V, or W >>100A, while phase U, V, W <<25A.
Possible reasons • Defective current transducer for phase U, V, W (U301, U302, U303)
• Defective DPS T card (G035)
• Defective ST1500WL power module (A301)
Action to repair • Replace the defective current sensor according to events 104-107.
• Replace defective DSP T card (G035).
• Replace the defective ST module (A301).
Notes Events 104 to 107 should log at the same time to indicate the exact phase hav-
ing a problem.
• Retard Inhibit
5
103 L3A DSP T: Overcurrent fault

Description The output current of the ST module has exceeded the allowable maximum
peak current.
Threshold(s) Measured peak current of U, V, or W >>900A.
Possible reasons • Wiring problems causing a short circuit of ST output
• Defective primary side of transformer at ST output
• Defective motor at transformer secondary side (grid blower, main blower,
water pump, inside cooler)
• Defective ST module, shorted (A301)
• Defective current transducer (U301, U302, or U303)
Action to repair • Locate and fix the wiring problem causing a short circuit.
• Test and replace (if defective) ST module.
• Locate and replace defective current transducer (U301, U302, U303).
• Replace defective motor (grid blower, main blower, water pump, inside
cooler).
• Replace defective transformer.
Notes This event only blocks the ST inverter for 2 seconds after event is no longer
active. There is hardware protection for peak current of ST module.
• Retard Inhibit
6
104 L3C DSP T: Current transducer defective phase U

Description The output current of the ST module, phase U is outside the limits based on
another measured output phase current of the ST module.
Threshold(s) U <<20A while V>>131A.
U >>497A but the sign does not change over two fundamental waves.
U >>100A with the ST module not operating (not switching).
U >>100A while V <<25A for 200ms with ST module operating.
Possible reasons • Defective current transducer for phase U (U301)
• Defective wiring or connection to motors or transformer
• Defective ST module (A301)
• Defective motor (grid blower, main blower, water pump, or cooler)
• Defective transformer
Action to repair • Locate and replace defective current transducer U (U301).
• Locate and fix the wiring problem causing a short circuit.
• Replace defective ST module (A301).
• Replace defective motor (grid blower, main blower, water pump, or cooler).
Notes Event code 101 or 102 should log at the same time as this event.
• Retard Inhibit
7
105 L3C DSP T: Current transducer defective phase V

Description The output current of the ST module, phase V is outside the limits based on
Threshold(s) V <<20A while U>>131A.
V >>400A with the ST module not operating (not switching).
V >>100A while U <<25A for 200ms with ST module operating.
Possible reasons • Defective current transducer for phase V (U302)
Action to repair • Locate and replace defective current transducer V (U302).
• Retard Inhibit
8
106 L3C DSP T: Current transducer defective phase W

Description The output current of the ST module, phase W is outside the limits based on
Threshold(s) W <<20A while U>>131A.
W >>497A but the sign does not change over two fundamental waves.
W >>100A with the ST module not operating (not switching).
W >>100A while U <<25A for 200 ms with ST module operating.
Possible reasons • Defective current transducer for phase W (U303)
Action to repair • Locate and replace defective current transducer W (U303).
• Retard Inhibit
9
107 L3C DSP T: Sum of output current not equal zero

Description The sum of ST module output currents exceeded the limit for 2 ms. When the
three-phase currents of the ST module are balanced, the sum of them will be
close to zero.
Threshold(s) ST output currents, U+V+W >>75A
Possible reasons • Defective current transducer (U301, U302, U303)
Action to repair • Locate and replace defective current transducer (U301, U302, U303).
• Locate and fix the wiring or connection causing a short circuit.
Notes
• Retard Inhibit
10
108 L1A DSP T: Modulation software fault

Description The DSP T software has detected a modulator fault. Or the DSP T software has
detected that the number of pulses over a short period of time exceeded the
limit.
Threshold(s) N/A
Possible reasons • Incorrect or defective software for DSP T (G035)*
• Incorrect or defective DSP T card (G035)
Action to reset • Event will automatically reset (by pulse block command)
Action to repair • Load correct software into DSP T (G035)*.
• Replace the DSP T Card (G035).
Notes * The DSP T card does not use the same software as the DSP A and DSP B
cards.
11
109 L1A DSP T: Voltage controller at limit

Description The ST inverter duty cycle has reached its limit while the voltage controller was
maintaining the ST output voltage.
Threshold(s) ST inverter duty cycle >>96%.
Possible reasons • Defective ST output voltage transducer (U34)
• Main DC bus voltage is <<950V
Action to reset • Automatic reset
Action to repair • Replace defective ST output voltage transducer (U34).
• Locate and repair the cause for the low DC bus voltage*.
Notes The DC bus voltage should not go below even 1100V during operation.
12
112 L3C DSP T: Phase unbalance too large

Description The absolute difference of the ST inverter output phase currents exceeded the
threshold. The event is logged only if there is no active current transducer, sum
of currents not zero, or U/f-board event code.
Threshold(s) Absolute difference between U, V, and W is >>100A.
Possible reasons • ST output wiring has loose or open connections.
• Defective current transducer (U301, U302, U303)
• Defective motor (main blower, grid blower, water pump, or cooler)
Action to repair • Check ST output wiring for loose or open connections repair.
• Replace defective current transducer (U301, U302, U303).
• Replace defective motor (main blower, grid blower, water pump, or cooler).
Notes
• Retard Inhibit
13
113 L3A DSP T: Pulse block by DSP software

Description Logged to indicate the ST inverter is pulse blocked by DSP T software.
Possible reasons • Event will log if codes 90, 95, or 114 occur.
Action to repair • Follow the proper instructions based on other events logged at same time.
Notes This event does not cause a permanent inhibit of the ST inverter. Other related
events may, however.
• Retard Inhibit
14
114 L3C DSP T: U/F Card defective

Description Offset or amplification of a U/F card channel is out of the admissible range from
• Replace DSP T card (G035)*.
Notes *Software needs to be reloaded if DSP T card is replaced.
• Retard Inhibit
15
117 L3C DSP T: Crowbar fired by DSP T

Description The protection thyristor (crowbar), used to immediately dissipate the stored DC
bus voltage, has fired by a command from the DSP T card. The DSP T card will
send this command if the main DC bus voltage changes too much over a short
period of time (du/dt).
Threshold(s) du/dt <<-666 V/ms (DC bus voltage decreased by more then 666V in 1 ms).
Possible reasons • Short circuit on main DC bus (power circuit)
• Defective DC voltage transducer A (U31)
Action to repair • Check for a short circuit on the main DC bus; repair.
• Replace defective IGBT module (A101–A204).
• Replace defective SR module (A1).
• Replace defective voltage transducer A (U31).
Notes
• Retard Inhibit
• Turn On Crowbar
• Total Block
16
119 L1C DSP T: Voltage transducer U34 not ok

Description Actual voltage feedback is not within the expected calculated range. The calcu-
lation takes into account the main DC bus voltage and ST inverter duty cycle.
Threshold(s)
Possible reasons • Wiring problem from ST or transformer to transducer
• Defective ST output voltage transducer (U34)
Action to repair • Verify wiring of voltage sensor (U34); repair if necessary.
• Replace defective voltage transducer (U34).
• Replace U/F card (L071).
Notes Voltage should not exceed 700V AC, normally 660V when blower motor
voltage is 460V.
• Retard Inhibit
17
120 L3C IO: Supervision bus clock

Description The clock on CPU card is not running and diagnostics by the I/O card
indicate a failure.
Threshold(s)
• Defective I/O card (G043)
• SiBAS backplane rack wiring defect
Action to repair • Replace defective CPU card (G011).
• Replace defective I/O card (G043).
• Replace defective SiBAS backplane rack.
Notes
• Retard Inhibit
• Total Block
18
121 L3C IO: Supervision I/O clock

Description The clock on I/O card is not running and diagnostics by the I/O card indicate a
failure.
Threshold(s)
Possible reasons • Defective I/O card (G043)
Action to repair • Replace defective I/O card (G043).
Notes
• Retard Inhibit
• Total Block
19
122 L3C IO: Incorrect FPGA version identifier

Description The version number of I/O card FPGA is incorrect.
The FPGA is a memory chip with a software program on it. This chip is
mounted onto a daughter board and attached to the I/O card when the card is
produced.
Threshold(s) FPGA identifier <>*.0
Possible reasons • Incorrect FPGA on I/O card (G043)
• Incorrect CPU software
Action to repair • Verify FPGA P/N and replace incorrect FPGA in I/O card (G043).
• Replace I/O card (G043), FPGA is already installed.
• Load correct version of software into the CPU (G011).
Notes Total block is caused. Will only go away once correct FPGA is seen at start-up
of SiBAS.
• Retard Inhibit
• ST Total Block
20
123 L3C IO: Incorrect FPGA application version identifier

Description The application version number of I/O card FPGA is incorrect
The FPGA is a memory chip with a software program on it. This chip is
mounted onto a daughter board and attached to the I/O card when the card is
produced.
Threshold(s) FPGA identifier <> 84.*
Possible reasons • Incorrect FPGA on I/O card (G043)
Action to repair • Verify FPGA P/N and replace incorrect FPGA in I/O card (G043).
• Replace I/O card (G043), FPGA is already installed.
• Load correct version of software into the CPU (G011).
Notes Total block is caused. Will only go away once correct FPGA is seen at
start-up of SiBAS.
• Retard Inhibit
• Total Block
21
124 L3C IO: Incorrect module version identifier

Description The hardware version number of I/O card is incorrect.
Threshold(s) Hardware version is >0.
Possible reasons • Incorrect I/O card (G043)
• Incorrect CPU software (G011)
Action to repair • Verify I/O card P/N and replace incorrect I/O card (G043).
• Load correct version of software to the CPU (G011).
Notes Total block is caused. Will only go away once correct FPGA is seen at start-up
of SiBAS.
• Retard Inhibit
• Total Block
22
125 L3C/L1A IO: AD Converter faulty

Description The conversion time for a analog to digital converter on the I/O card has been
exceeded.
Threshold(s) Conversion time >40 µs
Detection by CPU card (G011), T3 or T6 time slice
• Load correct version of CPU software (G011).
Notes The A/D converter for bus voltage causes the following protection. If any other
A/D converter is detected to be faulty, only a warning reaction occurs.
• Propel Inhibit
• Retard Inhibit
23
126 L3C IO: GW Comparator faulty during start-up test

Description A test of the hardware protection comparators of the I/O card failed. This test
occurs each time SiBAS turns on.
The hardware protection comparators tested on the I/O card include:
• Bus voltage sensor A (U31)
• Trolley voltage sensor (U301)
• Trolley line current (U302)
• Bus voltage sensor B (U32)
Threshold(s)
• Incorrect FPGA for I/O card (G043)
• Load correct software for CPU (G011).
Notes If logged, the start-up sequence will not start; drive system operation is
blocked until successful. Cycle 24V power to have SiBAS retry.
• Retard Inhibit
24
127 L3C IO: Test voltage not equal zero

Description The voltage source used for the hardware protection comparator tests is not
zero in normal operation.
Threshold(s) Test voltage <>0
Possible reasons • SiBAS frame not properly grounded
• Incorrect I/O card FPGA (G043)
Action to repair • Verify SiBAS frame is grounded to chassis.
• Re-load CPU software (G011).
Notes
• Retard Inhibit
• Total Block
25
128 L1A IO: SIBAS® Temperature out of range

Description Feedback of the temperature sensor on I/O card is out of range:
• Out of MIN/MAX range
• The temperature change over time (DT/dt) is out of range t = 750 ms.
Threshold(s) Min/max allowed range = –55 to +85ºC
DT/dt >7ºC
Possible reasons • Defective sensor on I/O card (G011)
Action to repair • Replace I/O card (G043).
Notes The temperature sensor on the I/O card is part of the circuit board, so it is not
replaceable without replacing the entire I/O card (G043).
26
129 L3C IO: Incorrect EBIN card identifier

Description The identifier of at least one of the digital input cards is not correct. Cards
G103, G111, G119, G127, and G135 (if trolley truck) are monitored.
Threshold(s) Identifier <>20H
Detection by CPU card (G011), P2 time slice
Possible reasons • Incorrect digital input card (G103, G111, G119, G127, or G135)
• G135 card is not installed, but the USER parameter trolley option is set as
available.
• Defective digital input card (G103, G111, G119, G127, or G135)
Action to repair • Verify P/N of all digital input cards is 6FH9371-3….
• Verify USER parameter setting for trolley.
• Verify G135 is installed if USER parameter is set to trolley available.
• Locate and replace defective digital input card (G103, G111, G119, G127,
or G135).
Notes Total block is logged and can’t be reset. Cycle SiBAS to get it to retry test. View
connector EID17.IN1 for exact card. IN1 = G103, IN2 = G111, IN3 = G119, IN4
= G127, IN5 = G135.
• Propel Inhibit
• Retard Inhibit
• Total Block
27
130 L3C IO: Front plug monitoring

Description A plug on the front of at least one SiBAS card is not connected.
OR
At least one required SiBAS card is not installed.
OR
A jumper inside the front plug of at least one SiBAS card is missing.
Threshold(s) Series circuit, loss of input causes event to log.
Possible reasons • The front plug of at least one of the following cards is not connected: G143,
L055, L063, L071, L079, L087, L095, L103, L115, L123, L131, L139, L147,
L155, and L163.
• At least one of the following cards is not installed: C019, C027, C035,
G095, G103, G111, G119, G127, G135, G143, L055, L063, L071, L079,
L087, L095, L103, L115, L123, L131, L139, L147, L155, and L163.
• The front plug jumper is missing in at least one of the following plugs: G143,
L055, L063, L071, L079, L087, L095, L103, L115, L123, L131, L139, L147,
L155, and L163.
Action to repair • Install all required SiBAS cards; verify mounting screws are tight.
• Plug in all required SiBAS card front plugs.
• Check the jumpers of each SiBAS card using the electrical schematics and
a SiBAS front plug extender card.
Notes Some cards may not be required due to application requirements. In this case,
there must be a jumper added at other cards to bypass plug monitoring of the
missing card(s). See the electrical schematic for more detail.
• Retard Inhibit
• Total Block
28
131 L3C IO: CPU Watchdog triggered

Description Watchdog timer on the CPU card has triggered.
The watchdog is a hardware timer that is periodically reset by software. If the
software crashes or hangs, the watchdog timer triggers.
Threshold(s)
Notes
• Retard Inhibit
• Total Block
29
132 L3C IO: DSP A Watchdog triggereD

Description Watchdog from DSP A card is active.
software crashes or hangs the watchdog timer triggers.
Threshold(s)
Action to repair • Replace defective DSP A card (G019).
Notes
• Retard Inhibit
• Total Block
30
133 L3C IO: DSP B Watchdog triggered

Description Watchdog from DSP B card is active
Threshold(s)
Action to repair • Replace defective DSP B card (G027).
Notes
• Retard Inhibit
• Total Block
31
134 L3C IO: DSP T Watchdog triggered

Description Watchdog from DSP T card is active.
Threshold(s)
Action to repair • Replace defective DSP T card (G035).
Notes
• Retard Inhibit
• Total Block
32
135 L3C IO: CPU Reset triggered

Description CPU reset performed by monitor or recessed red push button on CPU card
(G011).
Threshold(s)
Possible reasons • Push button (red) on the front panel of CPU card (G011) was pressed.
• Reset command is active via monitor program.
• Defective CPU card (G011).
• Defective SiBAS backplane wiring.
Action to repair • Check push button on the front panel of CPU card (G011).
• Replace defective CPU card (G011).
• Consult with KOMATSU before replacing SiBAS backplane.
Notes This event normally only logs when the recessed red pushbutton on the CPU
card is pressed, since this interrupts normal software operation.
• Retard Inhibit
• Total Block
33
138 L1B IO: CPU Traco triggered

Description CPU TRACO was triggered.
The software recorder function has triggered. By default, this will trigger any
time a serious event is logged. Also the trigger condition can be set using the
monitor program.
Threshold(s)
Possible reasons • Trigger condition set for CPU TRACO is active
Action to repair • Not required. The event will go inactive once the TRACO has completed
recording (3–20 seconds).
• There is a total of 8 memory slots available for data (partitions). The oldest
of these will be overwritten when new data is stored.
Notes Refer to the Monitor program manual for information detailing how to download
and view the recorded data.
34
146 L3A IO: Pulse block from I/O

Description Pulse block from I/O card is active after start-up without there being an active
total block.
Threshold(s)
• Incorrect I/O card FPGA (G043)
Action to repair • Replace I/O card (G043).
• Load correct CPU software.
Notes
• Total Block
35
150 L3A IO: DC link voltage A level 1 exceeded

Description DC bus voltage measured at voltage sensor A exceeded the level 1 limit.
Threshold(s) Measured DC voltage by sensor A >>2150V.
Possible reasons • Defective DC bus voltage sensor A (U31)
• Failure of grid resistor(s) or chopper module(s)
• DC bus control issue:
• DC Bus regulator is in CPU software
• Chopper regulator is in DSP software
Action to reset • Automatically reset 2 seconds after bus voltage is below 2000V.
Action to repair • Replace defective DC bus voltage sensor A (U31).
• Locate and replace defective grid resistor(s) or chopper module(s).
• Consult with KOMATSU (regarding bus control issue).
Notes
• Retard Inhibit
36
151 L3A IO: DC link voltage B level 1 exceeded

Description DC bus voltage measured at voltage sensor B exceeded the level 1 limit.
Threshold(s) Measured DC voltage by sensor B >>2150V.
Possible reasons • Defective DC bus voltage sensor B (U32)
• Failure grid resistor(s) or chopper module(s)
• DC Bus regulator is in CPU software.
• Chopper regulator is in DSP software.
Action to reset • Automatically reset 2 seconds after bus voltage is below 2000V
Action to repair • Replace defective DC bus voltage sensor B (U32).
Notes
• Retard Inhibit
37
152 L3C IO: Trolley line overvoltage

Description The trolley line or DC bus voltage measured by the trolley line voltage
sensor exceeded the limit.
If trolley mode is not engaged (line contactors open), then it is the trolley line
that is over the limit. Otherwise the DC bus is what is being measured as over
the limit.
Threshold(s) Voltage measured by the trolley line voltage sensor >>2200V.
Possible reasons • Supply voltage from trolley line is too high.
• Defective trolley line voltage sensor (U301)
• Failed grid resistor(s) or chopper module(s)
• DC bus regulator is in CPU software.
Action to repair • Consult with mine site supervisors about trolley line supply voltage.
• Replace defective trolley line voltage sensor (U301).
Notes
• Retard Inhibit
• Total Block
38
154 L3B IO: Trolley line overcurrent

Description Current measured by the Trolley line current sensor is over the limit.
Threshold(s) Current measured by the trolley line current sensor is >>2450A.
Possible reasons • Short circuit inside the drive system, power circuit
• Protection thyristor (crowbar) activated
• Defective current transducer (U302)
• Defective analog interface card (L087)
Action to reset • Press reset button.
Action to repair • Repair source of short on power circuit, e.g. failed IGBT module.
• Replace defective IGBT module.
• Replace defective current transducer (U302).
• Replace defective analog interface card (L087).
Notes There is no hardware protection reaction, i.e. from I/O card FPGA.
• Retard Inhibit
39
155 L2B IO: Trolley line current transducer faulty

Description Under trolley mode: trolley line current is less than 50A when traction motor
power is higher than 150 KW or trolley line current is higher than 100A when
trolley mode is not active.
Threshold(s)
Action to repair • Repair source of short on power circuit, e.g., failed IGBT module.
Notes There is no hardware protection reaction, i.e., from I/O card FPGA. No trolley
operation available until the fault is reset.
• Retard Inhibit
40
156 L2B IO: Trolley line voltage transducer faulty

Description When trolley mode is active, the difference between trolley line voltage and DC
bus voltage is over the limit.
Threshold(s) +/- 50V
• Defective voltage transducer (U301)
Action to repair • Repair source of short on power circuit, e.g., failed IGBT module.
• Replace defective voltage transducer (U301).
Notes There is no hardware protection reaction, i.e., from I/O card FPGA.
No trolley operation available until the fault is reset.
• Retard Inhibit
41
160 L3A IO: Throttle pedal out of range

Description The feedback voltage from throttle pedal is not within the normal range.
Threshold(s) Input from throttle pedal is <<0.5V or >>7.8V.
Possible reasons • Defective throttle pedal or wiring
• Blown fuse supplying 10V to throttle pedal (FU0504)
• 24V power supply failure (C105)
• Defective analog interface card (L095 or L103)
Action to repair • Replace defective throttle pedal and/or fix wiring problem.
• Replace blown fuse (FU0504).
• Replace (if defective) 24V power supply (C105).
• Replace defective analog interface card (L095 or L103).
Notes The pedal supply voltage is 10V when at least one pedal is in the circuit. The
output of 24V power supply (C105) is connected in series with a resistor prior to
outputting to the pedals. With no pedal in the circuit the voltage should measure
+24V.
42
161 L3A IO: Retard pedal out of range

Description The feedback voltage from retard pedal is not within the normal range.
Threshold(s) Input from retard pedal is <<0.5V or >>7.8V.
Possible reasons • Defective retard pedal or wiring problem
• Blown fuse supplying 10V to retard pedal (FU0505)
• 24V power supply failure (C105)
Action to repair • Replace defective retard pedal or fix wiring problem.
Notes The pedal supply voltage is 10V when at least one pedal is in the circuit. The
output of 24V power supply (C105) is connected in series with a resistor prior to
outputting to the pedals. With no pedal in the circuit the voltage should measure
+24V.
43
162 L1A IO: Cruise speed control module out of range

Description The feedback voltage from cruise speed control module is not within the normal
range when there is no selection.
The cruise control module (lever) is wired as a variable analog input. Every
selection of the lever causes a voltage change. The voltage inputs are tested
by the software and proper bit set to indicate an input.
Threshold(s) Input from cruise lever <<9.6V.
Possible reasons • Defective speed control module or wiring problem
• Defective front wheel speed sensor, overloads circuit voltage dips
• Blown fuse supplying 15V to cruise control lever (FU0506)
• Failure of +15V power supply (C069)
Action to repair • Replace defective speed control module or fix wiring problem.
• Disconnect or replace defective front wheel speed sensor.
Notes Cruise control is disabled but regular propel and retard are still available.
44
180 L3C UWSA1: Supervision bus clock

Description The clock on CPU board is detected as failed.
Threshold(s)
Detection by UWSA1 card (G055), T6 time slice
Notes
• Retard Inhibit
• Total Block
45
181 L3C UWSA1: Supervision module clock

Description The clock on UWSA1 (G055) is detected as failed.
Threshold(s)
Possible reasons • Defective UWSA1 card (G055)
Action to repair • Replace defective UWSA1 card (G055).
Notes
• Retard Inhibit
• Total Block
46
182 L3C UWSA1: Incorrect FPGA version identifier

Description The version number of FPGA on the UWSA1 (G055) card is incorrect.
Threshold(s) Version number is <>0.
Possible reasons • Incorrect FPGA on the UWSA1 (G055) card
Action to repair • Replace UWSA1 (G055) card.
• Load correct version of software into CPU (G011).
Notes When this event occurs, it will cause a total lock. Further initialization is
blocked. Cycling 24V will cause a retest of the FPGA.
• Retard Inhibit
• Total Block
47
183 L3C UWSA1: Incorrect FPGA project identifier

Description The project number of UWSA1 card FPGA is incorrect.
Threshold(s) Identifier is <>161.
• Retard Inhibit
• Total Block
48
184 L3C UWSA1: GW Comparator faulty during start-up test

Description A hardware comparator on the UWSA1 card failed during the comparator test
during SiBAS initialization.
Hardware comparator on UWSA1 card includes:
• Motor A phase current U
• W (U101 & U103)
Threshold(s)
• Incorrect FPGA for UWSA1 card (G055)
Action to reset • Press operator reset button (Limp mode may be available).
• Load correct software for CPU.
Notes • If the comparator for the DC bus voltage sensor A fails, the start-up
sequence will not start (operation is not available).
• If the comparator for either current sensor fails, a permanent inhibit occurs
for inverter A.
• Retard Inhibit
• Limp Mode
49
185 L1A UWSA1: ADC Faulty

Description The conversion time for an AD converter on the UWSA1 card has been
exceeded.
Threshold(s) Conversion time >40 µs.
Notes
50
186 L3C UWSA1: Configuration failure

Description At least one of the following configuration errors is active:
• FPGA version monitor module.
• DC Bus regulator is in CPU software.
• Switching frequency monitor module.
• Peak current counter monitor module.
Threshold(s)
Action to reset • Press operator reset button (For limp mode).
Notes
• Limp Mode
51
187 L1A UWSA1: Hardware failure counter / processor

Description The micro controller on the UWSA1 card is not ready for operation.
Threshold(s)
Action to repair • Replace UWSA1 card (G055).
Notes
52
188 L3A UWSA1: Peak current protection active

Description One of inverter A output currents exceed the limit (GW4).
Currents monitored include:
• Inverter A phase U (U101)
• Inverter A phase W (U103)
Threshold(s) Current >>2150A.
Possible reasons • Bad/abnormal road condition
• Power cable wiring problem on motor A
• Defective current transducer for inverter A (U101, U103)
• Defective analog interface card (L095, L103)
• Defective UWSA1 card (G055)
• Defective IGBT module of inverter A (A101, A102, A103)
Action to reset • Automatic reset 2 seconds after current <<1900A (GW2).
Action to repair • Sporadic events are admissible and do not require corrective action.
• Check power cable connections on motor A.
• Replace defective current transducer (U101, U103).
• Replace defective analog interface card (L095, L103).
• Replace UWSA1 card (G055).
• Replace defective IGBT module (A101, A102, A103).
Notes Inverter A is shut off for 2 seconds and motor A torque is reduced by 80% for
3 seconds.
53
189 L3D UWSA1: Peak current protection pulse start

Description A peak current protection (code 188) occurred during the start phase of the
inverter.
Threshold(s)
Possible reasons • Power cable wiring problem on motor A
Action to reset • Press operator reset button limp mode is possible.
Action to repair • Check power cable connections on motor A.
Notes When this event occurs, inverter A is buffer inhibited; a service person is
required to reset the system before inverter operation is allowed again.
• Limp Mode
54
190 L3D UWSA1: Number of peak current protection >limit

Description The number of peak current protection events within a time frame exceeded the
permissible limit.
Threshold(s) Over 10 ms peak current protection events >>10
Over 20 ms peak current protection events >>20
Notes
55
191 L3D UWSA1: Supervision switching frequency

Description The switching frequency of inverter A exceeded one of the limits.
Threshold(s) Over 5 ms the number of pulses was >>12.
Over 10 ms the number of pulses was >>13.
Possible reasons • Open circuit of IGBT module or output (A101, A102, A103)
Action to repair • Replace defective IGBT (A101, A102, A103).
• Replace defective UWSA1 card (G055).
Notes When this event occurs, Inverter A is buffer inhibited; a service person is
• Limp Mode
56
193 L1A UWSA1: Overvoltage level 1 exceeded

Description DC bus voltage exceeded the level 1 limit (GW3 and GW4).
Threshold(s) Measured DC bus voltage >>2120V.
Action to reset • Automatic reset after bus voltage is below 2000V (GW2).
Notes Chopper A is turned on by UWSA1 FPGA logic to discharge bus below
2000V.
57
196 L3D UWSA1: Limit 5 overcurrent phase U

197 L3D UWSA1: Limit 5 overcurrent phase V
198 L3D UWSA1: Limit 5 overcurrent phase W
Description One of inverter A output currents exceeded the GW5 limit.
Specific event will log based on which current exceeded the limit.
Threshold(s) Current >>2350A (GW5).
Notes When this event occurs the field regulator is buffer inhibited; a
service person is required to reset the system before inverter operation is
allowed again.
• Retard Inhibit
• Total Block
58
199 L3D UWSA1: Limit 5 overvoltage DC bus

Description DC bus voltage exceeded GW5 limit.
Threshold(s) Measured DC voltage by sensor A >>2195V (GW5).
Notes When this event occurs, the choppers are turned on as part of a system total
block.
• Retard Inhibit
• Turn On Crowbar
• Total Block
59
860E Dump truck

960E Dump truck
Form No.CEN40043-00
© 2009 KOMATSU
All Rights Reserved
SIBAS® 32 is a registered trademark of Siemens Energy & Automation, Inc.
60
CEN40044-00
DUMP TRUCK
860E
960E

860E-1K A30003 and up
960E-1K A50003 and up
40 Troubleshooting
201 L3D UWSA1: Checkback INVA1 L1U faulty .................................................................................................. 4
202 L3D UWSA1: Checkback INVA1 L1L faulty ................................................................................................... 4
207 L3D UWSA1: Checkback chopper A faulty.................................................................................................... 4
210 L3C UWSB1: Supervision bus clock.............................................................................................................. 5
211 L3C UWSB1: Supervision module clock ........................................................................................................ 6
212 L3C UWSB1: Incorrect FPGA version identifier............................................................................................. 7
213 L3C UWSB1: Incorrect FPGA project identifier ............................................................................................. 8
214 L3C UWSB1: GW Comparator faulty during start-up test.............................................................................. 9
215 L1A UWSB1: ADC Faulty ............................................................................................................................ 10
216 L3C UWSB1: Configuration failure ...............................................................................................................11
217 L1A UWSB1: Hardware failure counter / processor..................................................................................... 12
218 L3A UWSB1: Peak current protection active ............................................................................................... 13
1
219 L3D UWSB1: Peak current protection pulse start ........................................................................................ 14

220 L3D UWSB1: Number of peak current protection >limit............................................................................... 15
221 L3D UWSB1: Supervision switching frequency ........................................................................................... 16
223 L1A UWSB1: Overvoltage level 1 exceeded................................................................................................ 17
226 L3D UWSB1: Limit 5 overcurrent phase V................................................................................................... 18
227 L3D UWSB1: Limit 5 overcurrent phase U................................................................................................... 18
228 L3D UWSB1: Limit 5 overcurrent phase W.................................................................................................. 18
229 L3D UWSB1: Limit 5 overvoltage DC bus.................................................................................................... 19
231 L3D UWSB1: Checkback INVB1 L1U Faulty ............................................................................................... 20
232 L3D UWSB1: Checkback INVB1 L1L Faulty................................................................................................ 20
237 L3D UWSB1: Checkback chopper B Faulty................................................................................................. 20
240 L3C UWSA2: Supervision bus clock ............................................................................................................ 21
241 L3C UWSA2: Supervision module clock ...................................................................................................... 22
242 L3C UWSA2: Incorrect FPGA version identifier........................................................................................... 23
243 L3C UWSA2: Incorrect FPGA project identifier............................................................................................ 24
244 L3C UWSA2: GW Comparator faulty during start-up test ............................................................................ 25
245 L1A UWSA2: ADC Faulty............................................................................................................................. 26
246 L3C UWSA2: Configuration failure............................................................................................................... 27
247 L1A UWSA2: Hardware failure counter / processor..................................................................................... 28
248 L3A UWSA2: Peak current protection active ............................................................................................... 29
249 L3D UWSA2: Peak current protection pulse start ........................................................................................ 30
250 L3D UWSA2: Number of peak current protection >limit............................................................................... 31
251 L3D UWSA2: Supervision switching frequency ........................................................................................... 32
253 L1A UWSA2: Overvoltage level 1 exceeded................................................................................................ 33
256 L3D UWSA2: Limit 5 overcurrent phase U1................................................................................................. 34
257 L3D UWSA2: Limit 5 overcurrent phase V1................................................................................................. 34
258 L3D UWSA2: Limit 5 overcurrent phase W1................................................................................................ 34
259 L3D UWSA2: Limit 5 overvoltage DC bus.................................................................................................... 35
261 L3D UWSA2: Checkback INVA2 L1U faulty................................................................................................. 36
262 L3D UWSA2: Checkback INVA2 L1L faulty ................................................................................................. 36
267 L3D UWSA2: Checkback chopper C faulty.................................................................................................. 36
270 L3C UWSB2: Supervision bus clock ............................................................................................................ 37
271 L3C UWSB2: Supervision module clock ...................................................................................................... 38
272 L3C UWSB2: Incorrect FPGA version identifier........................................................................................... 39
273 L3C UWSB2: Incorrect FPGA project identifier............................................................................................ 40
274 L3C UWSB2: GW Comparator faulty during start-up test ............................................................................ 41
275 L1A UWSB2: ADC Faulty............................................................................................................................. 42
276 L3C UWSB2: Configuration failure............................................................................................................... 43
277 L1A UWSB2: Hardware failure counter / processor..................................................................................... 44
278 L3A UWSB2: Peak current protection active ............................................................................................... 45
279 L3D UWSB2: Peak current protection pulse start ........................................................................................ 46
280 L3D UWSB2: Number of peak current protection >limit............................................................................... 47
281 L3D UWSB2: Supervision switching frequency ........................................................................................... 48
283 L1A UWSB2: Overvoltage level 1 exceeded................................................................................................ 49
286 L3D UWSB2: Limit 5 overcurrent phase V1................................................................................................. 50
287 L3D UWSB2: Limit 5 overcurrent phase U1................................................................................................. 50
2
288 L3D UWSB2: Limit 5 overcurrent phase W1................................................................................................ 50

289 L3D UWSB2: Limit 5 overvoltage DC bus ................................................................................................... 51
297 L3D UWSB2: Checkback chopper D Faulty ................................................................................................ 52
3
201 L3D UWSA1: Checkback INVA1 L1U faulty

202 L3D UWSA1: Checkback INVA1 L1L faulty
207 L3D UWSA1: Checkback chopper A faulty
Description Inconsistency between IGBT command and feedback status.
Threshold(s)
Possible reasons • Defective IGBT module (L1 = A101, L2 = A102, L3 = A103, Chopper =
A104)
• Defective gate unit on IGBT module
• Wiring problem for IGBT module control power or signals
• Defective pulse amplifier card (L115)
Action to repair • Replace defective IGBT module (L1 = A101, L2 = A102, L3 = A103,
Chopper = A104).
• Fix wiring problem between IGBT module and pulse amplifier card.
• Fix wiring problem between IGBT module and control power supply.
• Replace defective pulse amplifier card (L115).
Notes When this event occurs the field regulator is buffer inhibited; a
service person is required to reset the system before operation is allowed
again.
• Retard Inhibit
• Turn on Crowbar
• Total Block
4
210 L3C UWSB1: Supervision bus clock

Description The clock on CPU board has failed.
Threshold(s)
Detection by UWSB1 card (G063), T6 time slice
Notes
• Retard Inhibit
• Total Block
5
211 L3C UWSB1: Supervision module clock

Description The clock on UWSB1 (G063) card has failed.
Threshold(s)
Possible reasons • Defective UWSB1 card (G063)
Action to repair • Replace defective UWSB1 card (G063).
Notes
• Retard Inhibit
• Total Block
6
212 L3C UWSB1: Incorrect FPGA version identifier

Description The version number of FPGA on the UWSB1 (G063) card is incorrect.
Possible reasons • Incorrect FPGA on the UWSB1 (G063) card
Action to repair • Replace UWSB1 (G063) card.
• Load right software for CPU (G011).
• Retard Inhibit
• Total Block
7
213 L3C UWSB1: Incorrect FPGA project identifier

Description The project number of UWSB1 card FPGA is incorrect.
• Retard Inhibit
• Total Block
8
214 L3C UWSB1: GW Comparator faulty during start-up test

Description A hardware comparator on the UWSB1 card failed during the comparator
test during SIBAS® initialization.
Hardware comparator on UWSB1 card include:
• Motor B phase current V and W (U201 & U203).
Threshold(s)
• Incorrect FPGA for UWSB1 card (G063)
Action to repair • Replace defective UWSB1 card (G063)
• Load correct software for CPU
Notes If the comparator for the DC bus voltage sensor B fails, the start-up sequence
will not start (operation is not available).
If the comparator for either current sensor fails, a permanent inhibit occurs for
inverter B.
• Retard Inhibit
• Limp Mode
9
215 L1A UWSB1: ADC Faulty

Description The conversion time for an AD converter on the UWSB1 card has been
exceeded.
Notes
10
216 L3C UWSB1: Configuration failure

• FPGA version monitor module
• Switching frequency monitor module
• Peak current counter monitor module
Threshold(s)
Action to reset • Press operator reset button (for limp mode).
Action to repair • Replace defective UWSB1 card (G063.)
Notes
• Limp Mode
11
217 L1A UWSB1: Hardware failure counter / processor

Description The micro controller of the UWSB1 card is not ready for operation.
Threshold(s)
Action to repair • Replace UWSB1 card (G063).
Notes
12
218 L3A UWSB1: Peak current protection active

Description One of inverter B1 output currents exceeds the limit (GW4).
• Inverter B phase V (U201)
• Inverter B phase W (U203)
Threshold(s) Current >>2150A
Possible reasons • Bad/abnormal road condition:
• Power cable wiring problem on motor B
• Defective current transducer for inverter B (U201, U203)
• Defective UWSB1 card (G063)
• Defective IGBT module of inverter B (A201, A202, A203)
• Check power cable connections on motor B.
• Defective analog interface card (L095, L103).
• Replace UWSB1 card (G063).
Notes Inverter B is shutoff for 2 seconds and motor B torque is reduced by 80% for
3 seconds.
13
219 L3D UWSB1: Peak current protection pulse start

Description A peak current protection (code 218) occurred during the start phase of
the inverter.
Threshold(s)
Possible reasons • Power cable wiring problem on motor B
Action to repair • Check power cable connections on motor B.
• Replace UWSb1 card (G063).
Notes When this event occurs, Inverter B is buffer inhibited, a service
person is required to reset the system before inverter operation is allowed
again.
• Limp Mode
14
220 L3D UWSB1: Number of peak current protection >limit

Description The number of peak current protections within a time frame exceeded the
permissible limit.
Action to reset • Press operator reset button, limp mode is possible.
Notes When this event occurs, Inverter B is buffer inhibited, a service person is
• Limp Mode
15
221 L3D UWSB1: Supervision switching frequency

Description The switching frequency of inverter B exceeded one of the limits.
Threshold(s) Over 5ms the number of pulses was >>12.
• Defective DSPB card (G027)
• Replace defective UWSB1 card (G063).
Notes When this event occurs, Inverter B is buffer inhibited, a service is person
• Limp Mode
16
223 L1A UWSB1: Overvoltage level 1 exceeded

Description DC bus voltage exceeded level 1 limit (GW3 and GW4).
Threshold(s) Measured DC bus voltage >>2120V
• DC bus regulator is in CPU software
• Chopper regulator is in DSP software
Action to reset • Automatically reset after bus voltage is below 2000V (GW2).
Notes Chopper B is turned on by UWSB1 FPGA logic to discharge bus below
2000V.
17
226 L3D UWSB1: Limit 5 overcurrent phase V

227 L3D UWSB1: Limit 5 overcurrent phase U
228 L3D UWSB1: Limit 5 overcurrent phase W
Description One of inverter B output currents exceeded GW5 limit.
Threshold(s) Current >>2350A (GW5)
Notes When this event occurs, the field regulator is buffer inhibited, a
again.
• Retard Inhibit
• Total Block
18
229 L3D UWSB1: Limit 5 overvoltage DC bus

Threshold(s) Measured DC voltage by sensor B >>2195V (GW5).
Notes When this event occurs the choppers are turned on as part of a system
total block.
• Retard Inhibit
• Turn On Crowbar
• Total Block
19
231 L3D UWSB1: Checkback INVB1 L1U Faulty

232 L3D UWSB1: Checkback INVB1 L1L Faulty
237 L3D UWSB1: Checkback chopper B Faulty
Threshold(s)
Possible reasons • Defective IGBT module (L1 = A201, L2 = A202, L3 = A203,
Chopper = A204)
Chopper = A204).
again.
• Retard Inhibit
• Turn On Crowbar
• Total Block
20
240 L3C UWSA2: Supervision bus clock

Threshold(s)
Detection by UWSA2 card (G071), T6 time slice.
Possible reasons • Defective CPU card (G011).
Notes
• Retard Inhibit
• Total Block
21
241 L3C UWSA2: Supervision module clock

Description The clock on UWSA2 (G071) is detected as failed.
Threshold(s)
Detection by UWSA2card (G071), T6 time slice
Possible reasons • Defective UWSA2 card (G071).
Notes
• Retard Inhibit
• Total Block
22
242 L3C UWSA2: Incorrect FPGA version identifier

Description The version number of FPGA on the UWSA2 (G071) card is incorrect.
• Retard Inhibit
• Total Block
23
243 L3C UWSA2: Incorrect FPGA project identifier

Description The project number of UWSA2 card FPGA is incorrect.
• Retard Inhibit
• Total Block
24
244 L3C UWSA2: GW Comparator faulty during start-up test

Description A hardware comparator on the UWSA2 card failed during the comparator
Hardware comparator on UWSA2 card includes:
• Motor A phase current U1
• W1 (U102 & U104)
Threshold(s)
• Incorrect FPGA for UWSA2 card (G071)
• Load correct software for CPU (G011).
for inverter A.
• Retard Inhibit
• Limp Mode
25
245 L1A UWSA2: ADC Faulty

Description The conversion time for an AD converter on the UWSA2 card is exceeded.
Notes
26
246 L3C UWSA2: Configuration failure

Threshold(s)
Action to reset • Press operator reset button (For limp mode).
Notes
• Limp Mode
27
247 L1A UWSA2: Hardware failure counter / processor

Description The micro controller of the UWSA2 card is not ready for operation.
Threshold(s)
Possible reasons • Defective UWSA2 card (G071).
Action to repair • Replace UWSA2 card (G071).
Notes
28
248 L3A UWSA2: Peak current protection active

Description One of inverter A output currents exceeds the limit (GW4).
• Inverter A phase U1 (U102)
• Inverter A phase W1 (U104)
• Check power cable connections on motor A.
Notes
Protection reactions • Power Reduction
• Propel Inhibit
29
249 L3D UWSA2: Peak current protection pulse start

Description A peak current protection (code 248) occurs during the start phase of the
inverter.
Threshold(s)
Notes When this event occurs, Inverter A is buffer inhibited, a service person is
• Limp Mode
30
250 L3D UWSA2: Number of peak current protection >limit

permissible limit.
• Limp Mode
31
251 L3D UWSA2: Supervision switching frequency

• Defective DSPA card (G019)
• Limp Mode
32
253 L1A UWSA2: Overvoltage level 1 exceeded

• Defective U/F card
Action to reset • Automatically reset after bus voltage is below 2000V (GW2).
Notes Chopper C is turned on by UWSA2 FPGA logic to discharge bus below 2000V.
33
256 L3D UWSA2: Limit 5 overcurrent phase U1

257 L3D UWSA2: Limit 5 overcurrent phase V1
258 L3D UWSA2: Limit 5 overcurrent phase W1
Description One of inverter A2 output currents exceeded GW5 limit.
Threshold(s) Current >>2350A (GW5)
service is required person to reset the system before operation is allowed
again.
• Retard Inhibit
• Total Block
34
259 L3D UWSA2: Limit 5 overvoltage DC bus

Threshold(s) Measured DC voltage by sensor A >>2195V (GW5)
Notes When this event occurs, the choppers are turned on as part of a system
total block.
• Retard Inhibit
• Total Block
35

267 L3D UWSA2: Checkback chopper C faulty
Threshold(s)
Chopper = A104)
Action to repair • Replace defective IGBT module (L1 = A101, L2 = A102,
L3 = A103, Chopper = A104)
Notes When this event occurs, the field regulator is buffer inhibited, a service is
required person to reset the system before operation is allowed again.
• Retard Inhibit
• Turn On Crowbar
• Total Block
36
270 L3C UWSB2: Supervision bus clock

Threshold(s)
Notes
• Retard Inhibit
• Total Block
37
271 L3C UWSB2: Supervision module clock

Description The clock on UWSB2 (G079) card has failed.
Threshold(s)
Notes
• Retard Inhibit
• Total Block
38
272 L3C UWSB2: Incorrect FPGA version identifier

Description The version number of FPGA on the UWSB2 (G079) card is incorrect.
• Retard Inhibit
• Total Block
39
273 L3C UWSB2: Incorrect FPGA project identifier

Description The project number of UWSB2 card FPGA is incorrect
• Retard Inhibit
• Total Block
40
274 L3C UWSB2: GW Comparator faulty during start-up test

Description A hardware comparator on the UWSB2 card failed during the comparator
Hardware comparator on UWSB2 card include:
• Motor B phase current V1
• W1 (U202 & U204)
Threshold(s)
• Incorrect FPGA for UWSB2 card (G079)
Action to repair • Replace defective UWSB2 card (G079)
• Load correct software for CPU
Notes • If the comparator for the DC bus voltage sensor B fails, the start-up
for inverter B.
• Retard Inhibit
• Limp Mode
41
275 L1A UWSB2: ADC Faulty

Description The conversion time for an AD converter on the UWSB2 card has been
exceeded.
• Load correct CPU software (G011).
Notes
42
276 L3C UWSB2: Configuration failure

Threshold(s)
Possible reasons • Defective UWSB2 card (G079).
• Incorrect CPU software (G011).
Notes
• Limp Mode
43
277 L1A UWSB2: Hardware failure counter / processor

Description The micro controller of the UWSB2 card is not ready for operation.
Threshold(s)
Action to repair • Replace UWSB2 card (G079).
Notes
44
278 L3A UWSB2: Peak current protection active

Description One of inverter B2 output current exceeds the limit (GW4).
• Inverter B phase V1 (U202)
• Inverter B phase W1 (U204)
• Check power cable connections on motor B.
Notes Inverter B is shutoff for 2 seconds and motor B torque is reduced by 80% for
3 seconds.
• Propel Inhibit
45
279 L3D UWSB2: Peak current protection pulse start

Description A peak current protection (code 278) occurs during the start-phase of the
inverter.
Threshold(s)
Notes When this event occurs, Inverter B is buffer inhibited, a service
person is require to reset the system before inverter operation is allowed again.
• Limp Mode
46
280 L3D UWSB2: Number of peak current protection >limit

permissible limit.
Notes When this event occurs, Inverter B is buffer inhibited, a service is required per-
son to reset the system before inverter operation is allowed again.
• Limp Mode
47
281 L3D UWSB2: Supervision switching frequency

Threshold(s) Over 5ms the number of pulses was >>12
Over 10ms the number of pulses was >>13
Notes When this event occurs, Inverter B is buffer inhibited, a service is required
person to reset the system before inverter operation is allowed again.
• Limp Mode
48
283 L1A UWSB2: Overvoltage level 1 exceeded

Action to reset • Automatically reset after bus voltage is below 2000V (GW2)
Notes Chopper D is turned on by UWSB2 FPGA logic to discharge bus below 2000V.
49
286 L3D UWSB2: Limit 5 overcurrent phase V1

287 L3D UWSB2: Limit 5 overcurrent phase U1
288 L3D UWSB2: Limit 5 overcurrent phase W1
Description One of inverter B output currents exceeded GW5 limit.
Threshold(s) >2350A (GW5)
again.
• Retard Inhibit
• Total Block
50
289 L3D UWSB2: Limit 5 overvoltage DC bus

Threshold(s) Measured DC voltage by sensor B >>2195V (GW5)
Notes When this event occurs, the choppers are turned on as part of a system
total block.
• Retard Inhibit
• Turn On Crowbar
• Total Block
51

297 L3D UWSB2: Checkback chopper D Faulty
Threshold(s)
Chopper = A204)
Chopper = A204).
service is required person to reset the system before operation is allowed
again.
• Retard Inhibit
• Turn On Crowbar
• Total Block
52
NOTES
53
860E Dump truck

960E Dump truck
Form No.CEN40044-00
© 2009 KOMATSU
All Rights Reserved
54
CEN40045-00
DUMP TRUCK
860E
960E

860E-1K A30003 and up
960E-1K A50003 and up
40 Troubleshooting
300 L3C UWSST: Supervision bus clock .............................................................................................................. 4
301 L3C UWSST: Supervision module clock ........................................................................................................ 5
302 L3C UWSST: Incorrect FPGA version identifier............................................................................................. 6
303 L3C UWSST: Incorrect FPGA project identifieR ............................................................................................ 7
304 L3C UWSST: GW Comparator faulty during start-up test .............................................................................. 8
305 L1A UWSST: ADC Faulty............................................................................................................................... 9
306 L3C UWSST: Configuration failure............................................................................................................... 10
307 L1A UWSST: Hardware failure counter / processor......................................................................................11
308 L3A UWSST: Peak current protection active ............................................................................................... 12
310 L3D UWSST: Number of peak current protection >limit............................................................................... 13
311 L3D UWSST: Supervision switching frequency............................................................................................ 14
314 L3C UWSST: Crowbar is fired without command ........................................................................................ 15
316 L3D UWSST: Limit 5 overcurrent phase U................................................................................................... 16
317 L3D UWSST: Limit 5 overcurrent phase V................................................................................................... 16
318 L3D UWSST: Limit 5 overcurrent phase W.................................................................................................. 16
319 L3D UWSST: Limit 5 overvoltage DC bus.................................................................................................... 17
1
321 L3D UWSST: Checkback INVST L1U Faulty ............................................................................................... 18

322 L3D UWSST: Checkback INVST L1L Faulty................................................................................................ 18
327 L3C UWSST: Checkback crowbar faulty...................................................................................................... 19
330 L1A BUS: CAN Communication failure ........................................................................................................ 20
331 L1A BUS: Serial link communication failure................................................................................................. 21
332 L1A BUS: Truck is over loaded .................................................................................................................... 22
333 L1B TR: Transient traco is triggered ............................................................................................................ 23
334 L1B TR: Transient traco is full ...................................................................................................................... 24
340 L1A ETM: ADC Failure for ETM1................................................................................................................. 25
344 L1A MEFA: ADC Failure .............................................................................................................................. 29
345 L3C HL: Gate unit power supply A defective ............................................................................................... 30
346 L3C HL: Gate unit power supply B defective ............................................................................................... 31
351 L1A DRZ: LIMP Mode A active .................................................................................................................... 32
352 L1A DRZ: Limp mode B active..................................................................................................................... 33
353 L1A DRZ: Low battery voltage ..................................................................................................................... 34
354 L1B BUS: Engine floor input increasing minimum engine speed................................................................. 35
355 L1B DM: Data store switch pressed............................................................................................................. 36
356 L1B DM: Diagnosis memory configuration failure ........................................................................................ 37
357 L1B DM: Diagnosis memory occupation > 75%........................................................................................... 38
358 L1B DM: Diagnosis memory full................................................................................................................... 39
359 L1B DM: Test event...................................................................................................................................... 40
360 L2A EXT: Main blower air flow supervision .................................................................................................. 41
361 L2A EXT: Minimum engine speed supervision............................................................................................. 42
362 L1A EXT: Main blower pressure switch malfunction .................................................................................... 43
363 L1A EXT: Shift lever supervision .................................................................................................................. 44
364 L2A EXT: Engine derate protection active.................................................................................................... 45
365 L1A EXT: Truck external plug monitoring ..................................................................................................... 46
366 L1A EXT: Grid dry mode active .................................................................................................................... 47
367 L3A EXT: DC Power off mod request (rest switch on) ................................................................................. 48
368 L1A EXT: Steering encoder defective .......................................................................................................... 49
369 L1A EXT: Doppler sensor defective ............................................................................................................. 50
370 L1A EXT: Auto lube control defective........................................................................................................... 51
372 L1A EXT: Service brake pressed at high speeD .......................................................................................... 52
373 L1A EXT: Service brake on above speed limit ............................................................................................. 53
374 L1A EXT: Anti-roll control malfunction.......................................................................................................... 54
375 L3B BEF: CB301 Circuit breaker defective .................................................................................................. 55
376 L3B BEF: K303/K304 Contactor defective ................................................................................................... 56
382 L3B BEF: K103 Feedback defective ............................................................................................................ 57
383 L3B BEF: K105 Feedback defective ............................................................................................................ 58
384 L1A BEF: K107 Feedback defective ............................................................................................................ 59
385 L1A BEF: K109 Feedback defective ............................................................................................................ 60
386 L1A BEF: K111 Feedback defective............................................................................................................. 61
387 L1A BEF: Limp mode selector defective ...................................................................................................... 62
388 L2B BEF: CB113 Tripped ............................................................................................................................. 63
390 L3D IUW: Output current supervision INV A ................................................................................................ 64
391 L3D IUW: Output current supervision INV B ................................................................................................ 65
392 L3B IUW: Precharge supervision 1 .............................................................................................................. 66
2
393 L3B IUW: Precharge supervision 2 .............................................................................................................. 67

394 L3A IUW: DC Link undervoltage .................................................................................................................. 68
395 L2B IUW: Trolley line undervoltage.............................................................................................................. 69
397 L3B IUW: Field regulator current setpoint supervision................................................................................. 70
398 L2B IUW: Field regulator output current supervision ................................................................................... 71
399 L3B IUW: Alternator overcurrent protection ................................................................................................. 72
3
300 L3C UWSST: Supervision bus clock

Threshold(s)
Detection by UWSST card (G087), T6 time slice
Notes
• Retard Inhibit
• Total Block
4
301 L3C UWSST: Supervision module clock

Description The clock on UWSST (G087) card has failed.
Threshold(s)
Possible reasons • Defective UWSST card (G087)
Action to repair • Replace defective UWSST card (G087).
Notes
• Retard Inhibit
• Total Block
5
302 L3C UWSST: Incorrect FPGA version identifier

Description The version number of FPGA on the UWSST card is incorrect.
Possible reasons • Incorrect FPGA on the UWSST (G087) card
Action to repair • Replace UWSST (G087) card.
• Retard Inhibit
• Total Block
6
303 L3C UWSST: Incorrect FPGA project identifieR

Description The project number of UWSST card FPGA is incorrect.
Possible reasons • Incorrect FPGA
Action to repair • Replace UWSST (G087) card.
• Retard Inhibit
• Total Block
7
304 L3C UWSST: GW Comparator faulty during start-up test

Description A hardware comparator on the UWSST card failed during the comparator
Hardware comparator on UWSST card includes:
• Bus voltage sensor A(U31)
• ST output phase current U, V, and W (U301, U302, and U303)
Threshold(s)
• Incorrect FPGA for UWSST card (G087)
Action to reset • Press operator reset button (limp mode may be available).
• Load correct software for CPU.
for the ST inverter.
• Retard Inhibit
8
305 L1A UWSST: ADC Faulty

Description The conversion time for an AD converter on the ST inverter protection
card (UWSST) G087 card is exceeded.
Threshold(s) Conversion time >40 µs.
Notes
9
306 L3C UWSST: Configuration failure

Threshold(s)
Notes Because the ST does not operate, no operation is available from either main
inverter.
• Retard Inhibit
10
307 L1A UWSST: Hardware failure counter / processor

Description The micro controller of the UWSST card is not ready for operation.
Threshold(s)
Possible reasons • Defective UWSST card
Action to repair • Replace UWSST card (G087).
Notes
11
308 L3A UWSST: Peak current protection active

Description One of the ST inverter output currents exceeds the limit (GW4).
Possible reasons • Power cabling problem from the ST module
• Defective current transducer for ST inverter (U301, U302, U303)
• Defective UWSST card (G087)
• Defective motor (main blower, grid blower, water pump, cooler)
• Defective ST output transformer (T3)
Action to reset • Automatic reset 2 seconds after the current <<630A (GW2).
Action to repair • Check cable connection of ST power section.
• Replace UWSST card (G087).
• Replace defective motor (main blower, grid blower, water pump, cooler).
• Replace defective transformer (T3).
Notes ST Inverter is shut off for 2 seconds causing the main inverters to also be shut
off for 2 seconds.
12
310 L3D UWSST: Number of peak current protection >limit

permissible limit.
Possible reasons • Problem with the power cable connections for ST output
• Defective ST output transformer (T3)
Action to repair • Check power cable connection of ST section.
• Replace defective motor (main blower, grid blower, water pump, cooler).
Notes When this event occurs, ST Inverter is buffer inhibited, a service person is
• Retard Inhibit
13
311 L3D UWSST: Supervision switching frequency

Description The switching frequency of the ST inverter exceeded one of the limits.
Possible reasons • Open circuit from IGBT module (A301)
• Defective DSP ST card (G035)
Action to repair • Replace defective IGBT module (A301).
• Replace defective UWSST card (G087).
Notes When this event occurs, ST Inverter is buffer inhibited, a service person is
• Retard Inhibit
14
314 L3C UWSST: Crowbar is fired without command

Description The protection thyristor (crowbar) is fired without a command to do so from the
SIBAS®.
Threshold(s)
Possible reasons • Defective crowbar module (A90)
• Defective bypass contactor for shutting off thyristor (K109)
• Wiring problem for thyristor module command and/or feedback
Action to repair • Replace defective crowbar module (A90).
• Replace defective contactor or wiring (K109).
• Replace digital output card for bypass contactor control (C019).
• Fix wiring problem between crowbar trigger board and pulse amplifier.
Notes When this event occurs, the field regulator is buffer inhibited, a service person
is required to reset the system before operation is allowed again.
• Retard Inhibit
15
316 L3D UWSST: Limit 5 overcurrent phase U

317 L3D UWSST: Limit 5 overcurrent phase V
318 L3D UWSST: Limit 5 overcurrent phase W
Description One of the ST inverter output currents exceeded the GW5 limit.
Threshold(s) Measured current >>800A (GW5)
Possible reasons • Power cable connection problem of ST output
• Defective transformer (T3)
Action to repair • Check power cable connections of ST output circuit.
• Replace defective motor (main blower, grid blower, pump, cooler).
Notes When this event occurs, the field regulator is buffer inhibited, a service person
is required to reset the system before operation is allowed again.
• Retard Inhibit
• Total Block
16
319 L3D UWSST: Limit 5 overvoltage DC bus

Description DC bus voltage measured by the UWSST card exceeded the GW5 limit.
Threshold(s) Measured DC bus voltage >>2195V (GW5)
Notes When this event occurs, the choppers are turned on as part of a system total
lock.
• Retard Inhibit
• Turn On Crowbar
• Total Block
17
321 L3D UWSST: Checkback INVST L1U Faulty

322 L3D UWSST: Checkback INVST L1L Faulty
Threshold(s)
Possible reasons • Defective ST inverter IGBT module (A301)
• Defective gate unit on ST inverter module
• Wiring problem for ST inverter IGBT module control power or signals
Action to repair • Replace defective IGBT module (A301).
• Fix wiring problem between ST inverter and pulse amplifier card.
• Fix wiring problem between ST inverter and control power supply.
again.
• Propel Inhibit
• Retard Inhibit
• Turn On Crowbar
• Total Block
18
327 L3C UWSST: Checkback crowbar faulty

Description Inconsistency between protection thyristor (crowbar) command and
feedback status.
Threshold(s)
• Bad wiring for thyristor module command and feedback
• Repair bypass contactor or wiring (K191).
Notes When this event occurs, the field regulator is permanently inhibited,
a service person is required to reset the system before operation is allowed
again.
• Retard Inhibit
19
330 L1A BUS: CAN Communication failure

Description The CPUs on board CAN module has not seen any CAN data within the
designated time.
Threshold(s) No CAN data received within the last 2 seconds.
Possible reasons • Bad wiring for CAN communication network
• CAN interface at OEM side is not working
• Incorrect CAN module on CPU card (G011)
• Defective CPU card (G011)
Action to reset • Automatic reset.
Action to repair • Check CAN network wiring.
• Cycle power of OEM CAN interface module.
• Load the correct CPU software (G011).
• Replace the CPU card (G011).
Notes All CAN data is not critical to the truck’s operation. The truck’s current total
G.V.W. is set to indicate a fully loaded truck when CAN communication is not
available.
20
331 L1A BUS: Serial link communication failure

Description Not used at this time.
Threshold(s)
Detection by N/A
Possible reasons • N/A
Action to repair • N/A
Notes
21
332 L1A BUS: Truck is over loaded

Description The payload on the truck exceeds the limit.
Threshold(s) Overload is set if the reported payload is >>115% of rated.
Possible reasons • The truck was loaded with too much material.
• Failure of OEM on board weigh system.
Action to repair • Dump the load.
• Contact with the OEM to repair the truck’s weigh system.
Notes The maximum speed of the truck is limited to 12 km/h while this event is active.
22
333 L1B TR: Transient traco is triggered

Description The optional hardware TRACO (G003) card has triggered recording data as
configured.
Threshold(s)
Possible reasons • Trigger condition set for hardware TRACO is active.
Notes Download TRACO data and erase TRACO memory to avoid filling up the
TRACO.
The maximum memory size is 1.5MB.
23
334 L1B TR: Transient traco is full

Description All partitions of optional hardware TRACO card (G003) are occupied with
recorded data.
Threshold(s)
Possible reasons • The hardware TRACO trigger condition occurred many times and the
available memory in the hardware TRACO card (G003) is now full.
Action to reset • Automatic reset (once TRACO memory is no longer full).
Action to repair • Go to Hardware-DSP\-TRACO, download the data, then erase the memory
in the Traco card (G003).
Operator displayed code
Notes None
24
340 L1A ETM: ADC Failure for ETM1

Description The conversion time for the on the ETM1 card (L155) was
exceeded. This card measures various temperature sensors in the drive
system.
Threshold(s) Conversion time >>40 µs.
Notes The temperatures are set at 300ºC or 83ºC and may cause other faults when
ADC is faulty.
25

Description The conversion time for the AD converter on the ETM2 card (L163) was
system.
Possible reasons • Defective I/O card (G055).
ADC is faulty.
26

Description The conversion time for the AD converter on the ETM3 card (G143) was
system.
ADC is faulty.
27

Description The conversion time for the AD converter on the ETM4 card (G151) was
system.
Notes The temperatures are set at 83ºC and may cause other faults when ADC is
faulty.
28
344 L1A MEFA: ADC Failure

Description The conversion time for the AD converter reading temperatures from multi func-
tion card (G095) was exceeded.
Possible reasons • Defective Multi Function card (G095)
Action to repair • Replace defective Multi Function card (G095).
Notes G095 is an optional card.
29
345 L3C HL: Gate unit power supply A defective

Description Gate unit power supply A (GUPSA) output voltage is less than the minimum
value to turn on the digital input monitoring it.
OR
There has been a checkback problem detected for all inverter A IGBT modules.
Threshold(s) Output of GUPSA <<13V
Detection by CPU (G011), T2 time slice; UWSA1 & A2 (G055, G071) for dual inverter,
UWSA1 & B1 (G055, G063) for single inverter, T6 time slice.
Possible reasons • Defective gate unit power supply A (X115)
• Wiring problem of K113 command, GUPSA output to digital input, etc.
• Defective digital input card (G119)
• Defective GUPS output relay (K113)
• Defective digital output card (C027)
• Short circuit at GUPSA output, for example gate unit of IGBT module
causing short circuit (A101, A102, A103, A104, A301).
Action to reset • Press operator reset button for Limp mode.
Action to repair • Replace defective gate unit power supply A (X115).
• Fix wiring problem for contactor K113, GUPSA output to digital input, etc.
• Replace defective digital input card (G119).
• Replace defective GUPS output relay (K113).
• Replace defective output card (C027).
• Replace gate unit of IGBT module causing short circuit (A101, A102, A103,
A104, A301).
Notes The ST inverter will be permanently only inhibited if both GUPS units are faulty.
• Limp Mode
30
346 L3C HL: Gate unit power supply B defective

Description Gate unit power supply B (GUPSB) output voltage is less than the minimum
value to turn on the digital input monitoring it.
OR
There has been a checkback problem detected for all Inverter B IGBT modules.
It doesn’t exist for single inverter.
Threshold(s) Output of GUPSB <<13V
Detection by CPU (G011), T2 time slice; UWSB1 & B2 (G063, G079) for dual inverter, not
exist for single inverter, T6 time slice.
Possible reasons • Defective gate unit power supply B (X116)
• Wiring problem of K113 command, GUPSB output to digital input, etc.
• Defective GUPS output relay (K113)
• Short circuit at GUPSB output, for example gate unit of IGBT module
causing short circuit. (A201, A202, A203, A204, A301).
Action to reset • Press operator reset button for Limp mode.
Action to repair • Replace defective gate unit power supply B (X116).
• Fix wiring problem for contactor K113, GUPSB output to digital input, etc.
• Replace defective GUPS output relay (K113).
• Replace defective output card (C027).
• Replace gate unit of IGBT module causing short circuit (A201, A202, A203,
A204, A301).
Notes The ST inverter will be permanently inhibited only if both GUPS units are faulty
• Limp Mode
31
351 L1A DRZ: LIMP Mode A active

Description The system is set to operate only inverter A and thus motor A. This is the wheel
motor on the grid box side of the truck. While in this mode, the speed of the
truck is limited to 8 mph (12km/h).
Threshold(s)
Possible reasons • Selector switch in diagnostic box turned to limp mode position
• Limp mode selected via the service PC software (User – commands)
• Problem detected with inverter/motor B, see event codes
Action to repair If the diagnostic panel selector switch was turned to limp A position:
• Refer to event code listing for cause to disable inverter B.
Notes Limp mode should not be used to move a loaded truck. Even when empty, limp
mode should be used to move the truck a short distance.
32
352 L1A DRZ: Limp mode B active

Description The system is set to operate only inverter B and thus motor B. This is the wheel
motor on the driver side of the truck. While in this mode, the speed of the truck
is limited to 8 mph (12 km/h).
Threshold(s)
Possible reasons • Selector switch in diagnostic box turned to limp mode position
• Limp mode selected via the service pc software (User – commands)
• Problem detected with inverter/motor A, see event codes
Action to repair If the diagnostic panel selector switch was turned to Limp B position:
• Refer to event code listing for cause to disable inverter A.
Notes Limp mode should not be used to move a loaded truck. Even when empty, limp
mode should be used to move the truck a short distance.
33
353 L1A DRZ: Low battery voltage

Description The battery voltage (control power) measured inside the drive system cabinet is
below the allowable limit. This voltage is measured with a transducer (A118) to
maintain isolation.
Threshold(s) Measured battery voltage <<23.5V, resets when voltage >>23.8V
Possible reasons • Batteries are not charged or defective
• Wiring problem from batteries to drive system cabinet
• Defective DC transducer measuring battery voltage (A118)
• Defective analog I/O card (L095)
Action to reset • Automatic reset
Action to repair • Charge truck batteries.
• Replace defective truck batteries.
• Repair wiring from truck batteries to drive system cabinet, loose
connection.
• Replace defective DC voltage transducer (A118).
• Replace defective analog I/O card (L095).
Notes No protection reaction occurs from this event, but other more serious events
may occur if the battery voltage does not increase.
34
354 L1B BUS: Engine floor input increasing minimum engine speed
Description The engine floor input over the CAN network is higher than the set minimum
engine speed. Because of this, the engine idle rpm will be higher than set in the
drive system. This can occur for various reasons; consult with the truck manu-
facturer for more information.
Threshold(s) Engine floor input >> minimum engine speed set point
Possible reasons • Consult with truck manufacturer.
Notes No protection reaction occurs from this event. It is logged for information
purposes only.
35
355 L1B DM: Data store switch pressed

Description The data store switch is pressed and an event is created to log the data snap-
shot into memory.
Threshold(s)
Possible reasons • Data store switch in operator cab is pressed
• Wiring problem for data store switch input
Action to repair If switch was not pressed:
• Check for wiring problem.
Notes This is good for taking a snapshot of the memory long data or TRACO data.
36
356 L1B DM: Diagnosis memory configuration failure

Description The configuration for diagnostic memory is incorrect.
Threshold(s)
Possible reasons • Incorrect CPU software (G011)
Action to repair • Load the correct software into the CPU (G011).
Notes
37
357 L1B DM: Diagnosis memory occupation > 75%

Description The diagnosis memory for storing events is becoming full. The current
occupation level is higher than 75%.
Threshold(s) Memory used is >>75% of allotted.
Possible reasons • A large number of events are stored in the diagnosis memory.
Action to repair • Download the memory data and clear the memory.
Notes While the number of occurrences of each event are counted, only the first and
last three occurrences of each event are kept in the long format. This increases
the number of different events that can be stored in memory.
38
358 L1B DM: Diagnosis memory full

Description The diagnosis memory for storing events is full. The current occupation
level is 100%.
Threshold(s)
Possible reasons • A large number of different events are stored in the diagnosis memory.
Action to repair • Download the memory data and clear the memory.
Notes While the number of occurrences of each event are counted, only the first and
last three occurrences of each event are kept in the long format. This increases
the number of different events that can be stored in memory.
39
359 L1B DM: Test event

Description A command from the monitor program was sent to log a test event. This is
available in case there is no event being logged at the time and the user wants
a snapshot of the current system’s operation. The command is initiated by
selecting EVENTS-Test-Code in the monitor program.
Threshold(s)
Possible reasons • N/A
Notes This is good for taking a snapshot of the memory long data or TRACO data.
40
360 L2A EXT: Main blower air flow supervision

Description The feedback from at least one axle box airflow pressure sensor is zero. While
the ST inverter output frequency is greater than 70 Hz for over 10 seconds.
The axle box pressure sensors are located in the axle box. However, there are
normally tubes running from the air transition pieces to these sensors, one per
motor.
Threshold(s)
Possible reasons • Wiring problem from axle box airflow pressure sensor(s)
• Improper tube installation on sensor (do not use VAC input on sensor)
• Clogged tube from air transition to axle box pressure sensor(s)
• Defective axle box airflow pressure sensor(s)
• The air duct to the wheel motor(s) is not in place
• ST inverter is not properly running the main blower motor
• Defective main blower motor or fan
Action to reset • Automatic reset (once feedback from sensors is active).
Action to repair • Check wiring from axle box airflow pressure sensor(s).
• Check air tube connections at airflow pressure sensor(s).
• Check air tube(s) are not clogged.
• Replace defective airflow sensor(s) if there is no output from sensor.
• Secure air duct(s) back in place to wheel motor(s).
• Check ST inverter; replace defective component or wiring.
• Replace digital input card (G111).
• Replace main blower.
Notes
41
361 L2A EXT: Minimum engine speed supervision

Description The engine speed is lower than the limit for the enabling of the field
regulator.
The drive system monitors the engine speed via a non-contact hall effect sen-
sor located at the rear of the main alternator. This sensor is either in the rear
section of the main alternator or just after the NDE bearing.
This sensor monitors a toothed gear and the number of teeth can be different
between alternators of different part numbers. A setting of the number of teeth
is required in the USER Parameters section.
Threshold(s) Measured engine speed <<640 rpm
Possible reasons • Incorrect setting of the number of teeth on the engine speed gear
• Blown fuse supplying 15V to engine speed sensor (FU0524)
• Wiring problem for engine speed sensor
• Incorrect air gap between engine speed sensor and speed gear
• Engine problem
• Defective engine speed sensor
Action to reset • Automatic reset (when engine speed is >>650rpm)
Action to repair • Check setting of engine speed teeth by verifying engine speed on gauge
matches engine speed indicated by SIBAS®. rpm gauge is directly from
engine computer.
• Check the fuse (FU0524) for engine speed sensor 15V supply.
• Check the wiring from engine speed sensor.
• If sensor is located inside rear of main alternator, check that air gap is 1 mm
+/- 0.2 mm. The gap of the senor past NDE bearing is not adjustable.
• Have engine service person fix the engine problem.
• Replace engine speed sensor.
Notes The engine speed sensor output can be measured using a DMM. The
value should change from ~12V to ~3V and vice versa when the sensor
sees metal. Remove sensor and passed near metal for this test.
42
362 L1A EXT: Main blower pressure switch malfunction

Description The input from the main blower pressure switch indicates a malfunction.
The main blower pressure switch is located in the truck’s axle box and should
have a N.O. contact that closes when air pressure is seen.
This event logs if that contact has closed, feeding 24V to the system, but the
main blower is not operating.
Threshold(s) Main blower pressure seen, but ST output frequency <<60 Hz
Possible reasons • The main blower pressure switch wiring is incorrect (shorted).
• The main blower pressure switch is bad.
• Defective digital input card (G111).
Action to repair • Check / repair wiring from main blower pressure switch to drive system.
• Change main blower pressure switch.
Notes
43
363 L1A EXT: Shift lever supervision

Description The four digital inputs meant to indicate the position of the shift lever do not
clearly indicate the lever’s position. For a valid indication, at least one of the
four inputs must be active, but no more then one input can be active. The inputs
are read in the system as:
Forward (SIBAS® monitor connector = $BSLFWD)
Reverse (SIBAS® monitor connector = $BSLREV)
Neutral (SIBAS® monitor connector = $BSLNTRL)
And an optional input from park if valid (monitor connector = $BSLPARK)
option input from trolley engage (monitor connector = $BTRLENG)
Threshold(s) More then one input from shift lever for >>3 seconds
No input from any of the four possible positions of the shift lever for >>3 sec-
onds
Possible reasons • The shift lever was not clicked in a valid position for more then 3 seconds
• Defective shift level
• Wiring problem from shift level
• Defective digital input card (G103 for FWD, NTRL, or REV)
• Defective digital input card (G127 for PARK)
• Defective digital input card (G135 for TROLLEY)
Action to reset • Automatic reset (after input from shift lever is valid).
Action to repair • Events caused by the shift lever not being in a valid position are OK.
• Replace shift level if there is no input from any position but clicked.
• Fix wiring problem from shift lever (wiring crossed or open).
• Replace defective digital input card (G103 for FWD, NTRL, or REV).
• Replace defective digital input card (G127 for PARK).
• Replace defective digital input card (G135 for TROLLEY).
Notes The last valid shift lever position is not changed as long as the truck is in
motion. Once the truck reaches standstill, the shift lever position will be set as
“neutral/park” until a different position is clearly indicated. With the shift lever
position “neutral/park”, only retard is possible.
44
364 L2A EXT: Engine derate protection active

Description The engine OK feedback signal is not active for more than 2 seconds while the
system’s bus voltage is more then 900V.
The output from the engine used for this is the same pin that causes the red
engine light to activate. A relay is normally added because the drive system is
expecting the input to be 24V when everything is OK.
Threshold(s) Input not seen for >>2 seconds with precharging finished (bus voltage >>900V)
Possible reasons • If red engine light is on, problem with engine (e.g., low coolant)
• Wiring problem for engine derate signal into drive system
Action to reset • Automatically reset (once input is active)
Action to repair • Have engine service person check the engine fault and fix the problem.
• Check wiring problem from engine derate signal into drive system.
• Replace digital input card (G111) if input is 24V but fault is still active.
Notes While this event is active. propel and engine testing is blocked. Retard is
still possible.
45
365 L1A EXT: Truck external plug monitoring

Description The rear control cabinet plug monitoring feedback signal is not active.
The plug monitoring circuit is a series circuit run through the last two pins of
each of the rear cabinet connectors. The circuit runs through the connectors in
alphabetical order, not based on physical connector position.
24V is supplied at connector 1XA pin 46 and read from 1XK pin 9.
Threshold(s)
Possible reasons • One or more connectors are not plugged in at the rear of the cabinet. (1XA,
1XB, 1XC, 1XD, 1XE, 1XF, 1XG, 1XH, 1XK)
• Blown fuse (FU401) supplying the 24V for the circuit
• Wiring problem on the external connection side, jumper(s) missing
• Wiring problem at cabinet side
Action to reset • Automatic reset (after input is active)
Action to repair • Secure the connectors at the rear of the cabinet.
• Replace the blown fuse supplying the circuit with 24V (FU401).
• Check the wiring at the external connection side.
• Check the wiring at the cabinet side.
• Replace the digital input card (G119) if 24V at the input but the event is still
active.
Notes Other events may occur if a connector is truly disconnected. No connector
should be installed or removed with 24V in the drive system.
46
366 L1A EXT: Grid dry mode active

Description The choppers are outputting a small amount of power to the grid resistors. This
occurs as the result of an input from the operator. Either via the grid dry switch
or the engine warmup request switch.
Threshold(s)
Possible reasons • Grid dry mode requested via operator cab switch
• Engine warmup requested via operator cab switch
• Wiring problem from operator cab switches
Action to reset • Automatically reset (after command is not active, switch(es) OFF)
Action to repair If neither operator cab switch is ON:
• Check the wiring from operator cab grid dry switch.
• Check the wiring from operator cab engine warm up switch.
• Replace the defective switch(es).
• Replace the digital input card (G111) if no 24V at input but event is still
active.
Notes The choppers are on engine warm only when the truck is at standstill and shift
level at park/neutral position.
The choppers are on grid dry only when the truck is not in retard.
47
367 L3A EXT: DC Power off mod request (rest switch on)
Description DC power off (rest) mode is active when the operator cab rest switch is ON and
the truck is at standstill.
OR
The User – Commands – Discharge DC bus option has been selected and the
truck is at standstill.
Threshold(s)
Possible reasons • Operator cab DC power off switch is ON (also called rest switch)
• USER-Commands-Discharge DC Bus selected via the monitor program.
• Wiring problem from operator cab rest switch
Action to reset • Automatic reset after the switch is OFF.
• Automatic reset after 5 seconds if discharge selected via monitor program.
Action to repair If the operator cab rest switch is not ON:
• Check the wiring from operator cab rest switch.
• Replace the defective operator cab rest switch.
• Replace the digital input card (G111) if no 24V at the input, but event is still
active.
Notes The system will go to DC power OFF mode only when requested while atstand-
still.
48
368 L1A EXT: Steering encoder defective

Description The steering encoder feedback is incorrect:
• The rate of change is too high: >40% within 500 ms.
• Steering encoder feedback is less than 43% when motor A speed is less
than 80% of motor B speed.
• Steering encoder feedback is greater than 63% when motor B speed is less
than 80% of motor A speed.
• Steering encoder feedback is <18.75% or >81.25%.
The steering encoder is an analog sensor attached to the truck’s steering arm
to give an input to the drive system indicating the direction and degree the front
wheels are turned. This sensor is optional and the responsibility of the truck
manufacturer.
If not installed, the setting in USER– Parameters should be set to Not Avail.
Threshold(s)
Possible reasons • Wiring problem for steering encoder.
• Blown fuse supplying 15V to steering encoder (FU0522).
• Defective steering encoder.
• Defective analog input/output card (L087).
• Defective I/O card (G043).
Action to reset • Press operator reset button.
Action to repair • Check wiring for steering encoder.
• Replace blown fuse supplying 15V to steering encoder (FU0522).
• Replace defective sensor if sensor output doesn’t change with steering
angle.
• Replace analog input/output card (L087).
• Replace I/O card (G043).
Notes Steering encoder output: -40 degree = 0V = 0%, +40 degree = 10V =100%. Dif-
ferential torque control may be disabled when fault is active.
49
369 L1A EXT: Doppler sensor defective

Description The difference between vehicle speed from the Doppler sensor and calculated
vehicle speed based on wheel motor rpm is over the limit for 5 seconds.
The Doppler speed sensor is a radar based sensor installed on the truck to out-
put to the drive system the truck speed. This sensor is optional and the respon-
sibility of the truck manufacturer.
If not installed, the setting in USER Parameters should be set to Not Avail.
Threshold(s) Difference between the Doppler input and vehicle speed from wheel motor sen-
sors is >>16 km/h
Possible reasons • Wiring problem for Doppler sensor
• Blown fuse supplying 15V to Doppler sensor (FU0523)
• Incorrect mounting of Doppler sensor on truck
• Defective Doppler sensor
• Defective analog input/output card (L087)
Action to repair • Check wiring for Doppler sensor.
• Replace blown fuse supplying 15V to Doppler sensor (FU0523).
• Check the mounting of Doppler sensor on truck.
• Replace defective sensor if sensor output doesn’t change with vehicle
speed.
• Replace analog input/output card (L087)Replace I/O card (G043).
Notes The output of the Doppler sensor is: 1.6 km/h = 211.6 Hz, Anti-roll and
service brake blending control do not use Doppler signal while event is
active or if the User-Parameter setting is set to “Not Available”.
50
370 L1A EXT: Auto lube control defective

Description The time limit for having no automatic lube pressure detected has
exceeded.
The drive system includes this input in case the truck manufacturer wishes to
have a drive system reaction based on the automatic lube system status. A
lube line pressure sensor can be placed in the axle box and wired to the system
so 24V is seen when pressure is present, grease being pumped.
This input is optional and the sensor is the responsibility of the truck
manufacturer.
If not installed, the setting in USER Parameters should be set to Not Avail.
Threshold(s) The time since the last pressure sensor input is >>30 minutes.
Possible reasons • Automatic lube system is not functioning correctly
• Blown fuse feeding 24V to pressure sensor (FU402)
• Wiring problem for auto lube pressure sensor
Action to repair • Check automatic lube system function.
• Replace blown fuse feeding 24V to the pressure sensor (FU402).
• Check wiring for automatic lube pressure sensor.
Notes
51
372 L1A EXT: Service brake pressed at high speeD

Description The feedback from service brake pedal switch indicates service brake is on for
over 3 seconds when vehicle speed is above a certain limit.
On the service brake (mechanical brake) pedal there is a digital output that is
wired to the drive system to indicate when it is pressed.
The service brake pedal is the truck manufacturer’s responsibility.
Threshold(s) Input from service brake pedal is active and truck speed is >>8 km/h (5 mph)
for more then 3 seconds
Possible reasons • Service brake is pressed by operator
• Wiring problem for switch feedback on service brake pedal
• Defective switch on service brake pedal
Action to repair • Train operator on the proper use of the truck’s service brake.
• Check wiring for switch feedback on service brake pedal.
• Replace switch or service brake pedal if event is active but service brake is
not pressed.
Notes There is no direct feedback for single pedal. The logic for service brake pressed
is made from retard pedal set point and service brake ON, etc.
52
373 L1A EXT: Service brake on above speed limit

Description The feedback from service brake pressure switch indicates the service brake is
on for over 1 second when vehicle speed is above a certain limit.
The service brake pedal pressure switch is the truck manufacturer’s responsi-
bility.
Threshold(s) Service brake pressure seen for more then 1 second and truck speed is >>8
km/h (5 mph).
Possible reasons • Service brake pressed by operator while truck >>8 km/h
• Defective service brake pressure switch
• Wiring problem for service brake pressure switch
Action to repair • Train operator on the proper use of the truck’s service brake.
• Replace service brake pressure switch if event is active but the service
brake is not applied.
• Check wiring for service brake pressure switch.
Notes
53
374 L1A EXT: Anti-roll control malfunction

Description This event logs when anti-roll is active but the truck is still detected to be rolling
in the opposite direction of the shift lever.
Threshold(s) Anti-roll applied for 500 ms and absolute wheel motor rpm >>10.
Possible reasons • Wiring problem from the drive system to the brake lock solenoid
• Malfunction of the brake lock solenoid
• Force at rear brakes not enough to hold truck, overloaded, etc.
Action to repair • Check wiring from drive system to brake lock solenoid, including fly back
diode in parallel with the solenoid’s coil.
• Replace defective brake lock solenoid or clean if stuck.
• Replace digital output card (C035).
Notes The operator should use manual hill start until this problem is fixed.
54
375 L3B BEF: CB301 Circuit breaker defective

Description Inconsistency between CB301 command and feedback status. K312 is closed
for 600 ms while K310 is closed after close command is active.
Threshold(s) 2 seconds
Possible reasons • Wiring problem for CB301 command and/or feedback
• Defective control relay (K310 or K312)
• Defective circuit breaker (CB301)
Action to repair • Check wiring for circuit breaker command and feedback.
• Replace defective K312 or K310.
• Replace circuit breaker (CB301) if status doesn’t change with command.
• Replace digital input card (G135) if SIBAS® doesn’t read the correct input.
• Replace digital output card (C035) if command doesn’t show at the pin of
the output card.
Notes When this event occurs, the field regulator is fault inhibited, the
operator is required to press the reset button before operation is allowed again.
• Retard Inhibit
55
376 L3B BEF: K303/K304 Contactor defective

Description Inconsistency between K303/K304 command and feedback status or
inconsistency between K303/K304 close and open feedback status.
Threshold(s) 2 seconds
Possible reasons • Wiring problem for contactors K303/K304 command and/or feedback
• Defective contactor (K303, K304)
• Defective control relay (K311)
Action to repair • Check wiring for K303/K304 command and feedback.
• Check if the unit is out of phase; follow service bulletin to reset the unit.
• Replace defective control relay (K311).
• Replace contactor if status doesn’t change with command.
the output card.
Notes When this event occurs, the field regulator is fault inhibited; the
operator is required to press the reset button before operation is allowed again.
• Retard Inhibit
56
382 L3B BEF: K103 Feedback defective

Description Inconsistency between K103 command and feedback status for over
200 ms.
Threshold(s) Command and feedback for K103 do not match for more then 0.2 seconds
Possible reasons • Wiring problem for contactors K103 command and/or feedback
• Defective contactor (K103)
Action to repair • Check wiring for K103 command and feedback.
• Replace contactor K103 if status doesn’t change with command.
the output card.
Notes When this event occurs, the ST inverter and main inverters are fault inhibited;
the operator is required to press the reset button before operation is
allowed again.
• Retard Inhibit
57
383 L3B BEF: K105 Feedback defective

200 ms.
• Replace contactor if status doesn’t change with command.
the output card.
Notes When this event occurs, the ST inverter and main inverters are fault inhibitors;
the operator is required to press the reset button before operation is allowed
again.
• Retard Inhibit
58
384 L1A BEF: K107 Feedback defective

200 ms.
• Replace contactor (K107) if status doesn’t change with command.
the output card.
Notes This event only causes a warning, but since this contactor energizes the
heaters, under-temperature faults may occur.
59

200 ms.
• Replace contactor (K109) if status doesn’t change with command.
the output card.
Notes This event only causes a warning, but because this contactor is the crowbar
bypass contactor, a crowbar status event may also occur, blocking system
operation.
60

Description K111 feedback doesn’t indicate it’s closed when field regulator is enabled for
over 200 ms.
Contactor K111 is a DC contactor used to connect the field regulator output with
the alternator field, thus allowing excitation of the alternator.
Threshold(s) Command (field regulator enable) and feedback for K111 do not match
for more then 0.2 seconds.
Possible reasons • Excitation cutoff switch on the front diagnostic panel is off
• Wiring problem for contactors K111 command and/or feedback
• Defective excitation cutoff switch in front diagnostic panel
Action to repair • Turn ON the excitation cutoff switch on the front diagnostic panel.
• Check wiring for K111 command and feedback.
• Replace the excitation cutoff switch on front diagnostic panel.
• Replace contactor K111 if status doesn’t change with command.
the output card.
Notes This event only causes a warning, but it may cause a field regulator current
supervision event to also log if the contactor is not functioning.
61
387 L1A BEF: Limp mode selector defective

Description Switch input for limp mode A and limp mode B is active.
The limp mode selector switch is located on the front diagnostic panel. In
normal operation the three-position switch is in the middle and neither switch
input for limp mode is active.
Threshold(s)
Detection by CPU (G011), T6 time slice.
Possible reasons • Wiring problem for limp mode selector switch.
• Defective digital input card (G119).
• Defective limp mode selector switch on front diagnostic panel.
Action to repair • Check wiring for limp mode selector switch.
• Check if digital input card (G119) is fully plugged in.
• Replace limp mode selector switch on front diagnostic panel.
Notes Limp mode is a term to describe the operation of only one of the two main
inverters. Certain faults can be reset to limp mode of the selector switch can be
used to force limp mode. Limp mode A means inverter A and motor A operate
(this is the wheel motor on the grid box side of the truck).
62
388 L2B BEF: CB113 Tripped

Description CB113 feedback indicates it is open over 200 ms.
Threshold(s)
Possible reasons • Circuit breaker CB113 has tripped from an overload
• Power cabling problem after CB113
• Defective filter capacitor at the output of CB113 (C31)
• Defective circuit breaker (CB113)
• Defective water pump or inner radiator motor (M05, M06)
Action to repair • Locate the reason for causing CB113 overload.
• Check the power cabling after CB113.
• Replace defective capacitor at output of CB113 (C31).
• Replace defective circuit breaker (CB113).
• Replace water pump motor (M05).
• Replace inner radiator (M06).
Notes This event only causes a propel and engine test inhibits, but if CB113 has really
tripped, a water pressure event code will log as well as blocking all inverter
operation.
63
390 L3D IUW: Output current supervision INV A

Description The absolute value of one inverter A output current exceeds the threshold
after the inverter is pulse block for more than 5 seconds.
Threshold(s) Measured current >>100A
Possible reasons • Defective current transducer (U101, U102, U103, U104)
• Defective analog interface card (L087, L095, L103)
• Defective UWSA card (G055, G071)
Action to repair • Replace defective current transducer (U101, U102, U103, U104).
• Replace defective analog interface card (L087, L095, L103).
• Replace defective UWSA card (G055, G071).
Notes This event causes an inverter A buffer inhibit; a service person is required to
reset the system before operation of Inverter A is allowed again.
• Limp Mode
64
391 L3D IUW: Output current supervision INV B

Description The absolute value of one inverter B output current exceeds the threshold
after the inverter is pulse block for more than 5 seconds.
Threshold(s) Measured current >>100A
• Defective analog interface card (L079, L095, L103)
• Defective UWSB card (G063, G079)
Action to repair • Replace defective current transducer (U201, U202, U203, U204).
• Replace defective analog interface card (L079, L095, L103).
• Replace defective UWSB card (G063, G079).
Notes This event causes an Inverter B buffer inhibit; a service person is requires to
reset the system before operation of Inverter B is allowed again.
• Limp Mode
65
392 L3B IUW: Precharge supervision 1

Description The maximum value of DC bus voltage sensors A and B is less than the thresh-
old after the field regulator is enabled for at least 360 ms.
When the field regulator is first enabled, the set point is small, limiting the in
rush current from charging the DC link capacitors. This set point is 1Amp. With
the engine running at idle, an excitation current of 1A will result in DC voltage of
~300 volts.
Threshold(s) Maximum value between sensor A or B <<50V after 0.36 seconds after field
regulator enabled
Possible reasons • Excitation cutoff switch on front diagnostic panel is off
• Open/short circuit at field regulator output to the main alternator field
• Blown fuse (FU107) feeding 24V to the field regulator
• Defective rotating diode(s) inside main alternator
• Wiring problem for field regulator control power or command
• Defective main rectifier (A1)
• Power cabling problem from main alternator to main rectifier
• Defective field regulator (A107)
• Short circuit inside power section of drive system
Action to repair • Turn ON the excitation cutoff switch on the front diagnostic panel.
• Check ohm value at the output of contactor K111 (alternator field). Value
should be 7–8 ohms.
• Replace blown fuse (FU107) feeding 24V to field regulator (A107).
• Check rotating diodes inside rear of alternator and main rectifier (A1).
• Do off-line test of field regulator to confirm operation.
• Check for short circuit on power section of drive system (failed IGBT
module).
Notes With this event, the field regulator is fault inhibited; the operator is required to
press the fault reset button to force the system to try again.
• Retard Inhibit
66
393 L3B IUW: Precharge supervision 2

Description The maximum value of DC bus voltage sensor A and B is less than the thresh-
old after the field regulator is enabled for at least 3 seconds.
This event can also occur if the bus voltage is lost during operation; the possi-
ble reasons and actions to repair remain the same.
Threshold(s) Max value of voltage sensor A and B <<900V
Possible reasons • Open/short circuit at field regulator output to the main alternator field.
• Defective rotating diode(s) inside main alternator.
• Wiring problem for field regulator control power or command.
• Defective main rectifier (A1).
• Power cabling problem from main alternator to main rectifier.
• Defective field regulator (A107).
• Short circuit inside power section of drive system.
Action to reset • Press operator reset button
Action to repair • Check ohm value at the output of contactor K111 (alternator field). Value
• Do off line test of field regulator to confirm operation.
module).
Notes With this event, the field regulator is fault inhibited; the operator is requires to
• Retard Inhibit
67
394 L3A IUW: DC Link undervoltage

Description The difference between the bus voltage set point and the measured bus
voltage is more than the threshold.
Threshold(s) DC voltage set point minus measured DC volts >>300V
Possible reasons • Open/Short circuit at field regulator output to the main alternator field.
• Defective rotating diode(s) inside main alternator.
• Wiring problem for field regulator control power or command.
• Defective main rectifier (A1).
• Power cabling problem from main alternator to main rectifier.
• Defective field regulator (A107).
• Short circuit inside power section of drive system.
• Bus voltage control issue.
Action to reset • Automatic reset 2 seconds after event condition is not active.
should be 7– 8 ohms.
• Do off line test of field regulator to confirm operation.
module).
• Consult with KOMATSU about bus control issue.
Notes View long listing for help finding events cause. Look for high alternator
input current (indicating short), high field reg. current (diode or field reg.
problem), or differences in captured bus voltage values (unstable voltage).
• Retard Inhibit
68
395 L2B IUW: Trolley line undervoltage

Description The trolley line voltage is less than 1500V after pantograph raise
command is active for 10 seconds.
OR
The trolley line voltage is less than 1400V for over 200 ms when trolley mode is
active.
Threshold(s)
Possible reasons • Trolley line is overloaded
• Bad contact of pantograph
• Cabling problem for trolley line to drive system
• Defective trolley line voltage transducer
• Short circuit inside drive system
• Defective analog I/O card (L087)
Action to repair • If there is no trolley line voltage, call mine elec. to check power station.
• Stop running, too many trucks running on same line; dips voltage.
• Repair pantograph to have better line contact.
• Replace defective voltage transducer if there is voltage on the line but
output from sensor is incorrect.
• Check if there is short circuit from drive system, like shorted IGBT module.
• Replace defective analog I/O card (L087).
Notes Inverter A and B are pulse block for 2 seconds.
• Retard Inhibit
69
397 L3B IUW: Field regulator current setpoint supervision

Description The excitation current set point is at its upper limit for more than 3 s.
Threshold(s) The upped limit is calculated based on engine speed and DC power
Possible reasons • Engine speed is less then 750 rpm
• Defective voltage transducer A (U31)
• Defective voltage transducer B (U32)
• Problem with DC bus control
Action to repair • Increase minimum engine speed to 750 rpm via the USER Parameters
settings.
• Monitor voltage transducer A ($UDAIO), replace if defective (U31).
• Monitor voltage transducer A ($UDBIO), replace if defective (U32).
• Do off-line test of field regulator to confirm operation replace if set point and
actual differ by more then 1A.
• Consult with KOMATSU about DC bus control.
Notes
• Retard Inhibit
70
398 L2B IUW: Field regulator output current supervision

Description The absolute value of the difference between the field regulator current set
point and actual is above the threshold for 2 seconds.
OR
The actual current is over the maximum limit for 2 seconds.
Threshold(s) Set point and actual differ by >>0.8A for 2 seconds.
Actual current feedback is >>7.2A for 2 seconds.
Possible reasons • Open/Short circuit at field regulator output to the main alternator field
• Bus voltage control issue
• Consult with KOMATSU for field regulator control.
Notes With this event, the field regulator is fault inhibited; the operator is required to
71
399 L3B IUW: Alternator overcurrent protection

Description Alternator output peak current is over the limit for longer then 120 ms.
Threshold(s) Measured Alternator current >>1.5 times of rated current
Detection by Software CPU (G011)
Possible reasons • Defective rectifier (A1)
• Defective IGBT module (A101-A104, A201-204, A301)
• Power cabling problem to/from main rectifier (A1)
Action to repair • Inspect and measure diodes on main rectifier (A1), replace if defective.
• Inspect and measure IGBT modules, replace if any are defective (A101-
A104, A201-204, A301).
• Check for short circuit on power section of drive system.
• Check power cabling to/from main rectifier (A1).
• Replace defective DSPT card (G035).
Notes If this event lasts over 5 seconds, or it happened 5 times within 3 minutes, the
field regulator will be permanent inhibit. Switch ignition off/on to reset.
• Retard Inhibit
72
NOTES
73
860E Dump truck

960E Dump truck
Form No.CEN40045-00
© 2009 KOMATSU
All Rights Reserved
74
CEN40046-00
DUMP TRUCK
860E
960E

860E-1K A30003 and up
960E-1K A50003 and up
40 Troubleshooting
400 L2C IUW: Alternator overload warning .......................................................................................................... 3
401 L2B IUW: Alternator overload protection ....................................................................................................... 4
402 L3C IUW: Alternator AC current sensor faulty ............................................................................................... 5
403 L2A IUW: DC Link voltage out of range in propel .......................................................................................... 6
404 L3A IUW: DC Link voltage out of range retard............................................................................................... 7
405 L3A IUW: DC Link voltage out of range for ST operation .............................................................................. 8
406 L3B IUW: DC Link controller supervision ....................................................................................................... 9
407 L2C IUW: Motor torque square T supervision.............................................................................................. 10
408 L2C IUW: Motor current square T supervision..............................................................................................11
409 L1A IUW: DC Link discharge time exceeded limit ....................................................................................... 12
410 L2B IUW: Ground fault at positive DC link detected .................................................................................... 13
411 L2B IUW: Ground fault at negative DC link detected ................................................................................... 14
412 L2B IUW: Ground fault at AC side detected ................................................................................................ 15
413 L2B IUW: Ground fault ................................................................................................................................. 16
414 L3C IUW: Chopper A current supervision .................................................................................................... 17
415 L3C IUW: Chopper B current supervision .................................................................................................... 18
1
416 L3C IUW: Chopper C current supervision .................................................................................................... 19

417 L3C IUW: Chopper D current supervision .................................................................................................... 20
418 L3D IUW: Output current supervision INV ST .............................................................................................. 21
419 L2A IUW: Vehicle overspeed supervisioN.................................................................................................... 22
419 L2A IUW: Vehicle overspeed supervisioN.................................................................................................... 22
420 L1A IUW: DC Link voltage sensor A faulty................................................................................................... 23
421 L1A IUW: DC Link voltage sensor B faulty................................................................................................... 24
422 L3C IUW: ST Inverter failure ........................................................................................................................ 25
423 L3B IUW: DC Grid fan circuit failure............................................................................................................. 26
424 L2B IUW: Cooling water pressure out of range............................................................................................ 27
425 L2B IUW: Cooling water level out of range .................................................................................................. 28
426 L1A IUW: Water pump motor overtemperature............................................................................................ 29
427 L1A IUW: Retard limit supervision ............................................................................................................... 30
428 L1A DRZ: Front wheel A speed sensor supervision .................................................................................... 31
429 L1A DRZ: Front wheel B speed sensor supervision .................................................................................... 32
430 L3D DRZ: Motor A speed sensor supervision.............................................................................................. 33
431 L3D DRZ: Motor B speed sensor supervision.............................................................................................. 34
432 L3C DRZ: Alternator speed sensor supervision........................................................................................... 35
433 L2A DRZ: Motor A maximum speed exceeded............................................................................................ 36
434 L2A DRZ: Motor B maximum speed exceeded............................................................................................ 37
435 L1A DRZ: Alternator maximum speed exceeded......................................................................................... 38
436 L3A DRZ: Motor A/B rotation incosistency................................................................................................... 39
437 L3A DRZ: Motor A torque supervision ......................................................................................................... 40
438 L3A DRZ: Motor B torque supervision ......................................................................................................... 41
439 L3C SIV: Start-up sequence can't pass due to GUPS failure ...................................................................... 42
440 L3C SIV: Start-up sequence can't pass due to K103/K105 failure ............................................................... 43
441 L3C SIV: Start-up sequence can't pass due to IGBT failure ........................................................................ 44
442 L3C SIV: Start-up sequence can't pass due to CB301 OR K303 failure...................................................... 45
443 L3C SIV: Start-up sequence can't pass due to crowbar failure.................................................................... 46
447 L1A SIV: Direct trolley engage sequence supervision ................................................................................. 47
448 L1A SIV: Direct trolley disengage sequence supervision............................................................................. 48
2
400 L2C IUW: Alternator overload warning

Description The “I² t” (integrated current over time) exceeds the warning limit.
The current measured from the alternator over a significant period of time
has exceeded the designed limits.
Threshold(s) Percent of integrated time that current exceeded the rated value >>80%.
Possible reasons • Improper setting of the truck and/or engine type in USER parameters.
• Actual DC bus voltage is lower than designed.
• Required power is higher than designed.
• Mine sight haul profile is over the rated design of the system, causing
sustained overloading of the alternator.
Action to repair • Check truck and/or engine type setting via the monitor program,
USER Parameters.
• Compare the actual bus to the bus voltage set point. If actual voltage is
lower then the set point, check the field regulator.
• Consult with truck manufacturer about mine sight profile.
Notes While this event is active, the power is reduced to 80% of rated.
• Power Reduction
3
401 L2B IUW: Alternator overload protection

Description The “I² t” (integrated current over time) exceeds the warning limit.
The current measured from the alternator over a significant period of time has
exceeded the designed limits.
Threshold(s) Percent of integrated time current exceeded the rated value >>100%.
• Actual DC bus voltage is lower than designed.
• Required power is higher than designed.
• Mine sight haul profile is over the rated design of the system, causing
sustained overloading of the alternator.
Action to repair • Check truck and/or engine type setting via the monitor program, USER
Parameters.
• Compare the actual bus to the bus voltage set point. If actual voltage is
lower then the set point, check the field regulator.
Notes
4
402 L3C IUW: Alternator AC current sensor faulty

Description The maximum measured peak alternator current is above the limit when all
inverters are pulse blocked.
OR
The maximum measured rms alternator current is less than 50A when total
power to wheel motors + cooling motors + grid box is higher then 150kW.
Threshold(s) Alternator peak current >>100A with all inverters blocked
OR
Alternator rms current <<50A with total power >>150kW
Possible reasons • Wiring problem from SIBAS® (A101) to current transducer (U107)
Action to reset • Switch ignition off/on.
Action to repair • Check wiring for transducer (U107) to SIBAS® (A101).
• Replace the defective current transducer (U107).
Notes When this event occurs, the field regulator is permanent inhibited;
the control power is required to be cycled or reset by service personnel.
5
403 L2A IUW: DC Link voltage out of range in propel

Description The DC bus voltage is out of the admissible range in propel.
The voltage measured by DC link voltage sensor A (U31) is used unless there
is an active fault affecting this sensor, in which case the measured voltage from
sensor B (U32) is used.
Threshold(s) Measured voltage <<875V or >>2125V.
Possible reasons • Open/short circuit at field regulator output to the main alternator field
module).
Notes While this event is active, propel is inhibited, but retard is unaffected.
6
404 L3A IUW: DC Link voltage out of range retard

Description The DC bus voltage is out of the admissible range in retard.
Threshold(s) Measured voltage <<775V or >>2175V.
module).
Notes While this event is active, retard is inhibited.
Protection reactions • Retard Inhibit
7
405 L3A IUW: DC Link voltage out of range for ST operation

Description The DC bus voltage is out of the admissible range for ST inverter.
Threshold(s) <875V, >2150V
module).
Notes While this event is active, propel and retard are inhibited.
• Retard Inhibit
8
406 L3B IUW: DC Link controller supervision

Description The bus voltage is less than 85% of the bus voltage set point for more than 3
seconds.
Threshold(s) DC bus set point 85% >> measured DC bus for 3 seconds.
Possible reasons • Wiring problem for field regulator control power or command
• Defective DC bus voltage transducer (U31, U32)
Action to repair • Do off-line test of field regulator to confirm operation.
• Repair wiring problem for field regulator control power or command wiring.
• Replace defective DC bus voltage transducer (U31, U32).
Notes When this event occurs, all inverters are blocked until reset by operator at
standstill.
• Retard Inhibit
9
407 L2C IUW: Motor torque square T supervision

Description The “T² t “(integrated torque over time) of at least one of the wheel motors
exceeds the protection limit (maximum of motor A and B torque).
The torque set point over a significant period of time has been above the
designed limit. Because the system has a torque set point for each motor, the
maximum torque is used.
Threshold(s) Percent of integrated time that set point exceeded rated value >>100%.
• Truck is overloaded.
• Rolling resistance is too high.
• Grade is too high and above the rated design.
Action to repair • Check truck and/or engine type setting via the monitor program, USER
Parameters.
• Dump the load.
Notes While this event is active, the propel torque is reduced by 25%.
10
408 L2C IUW: Motor current square T supervision

Description The “I² t” (integrated current over time) of at least one of the wheel motors
exceeds the warning limit.
The calculated current over a significant period of time has exceeded the
designed limits. The highest current value from the wheel motor A and B is
used.
Threshold(s) Percent of integrated time that current exceeded limit >>100%.
• Truck is overloaded.
• Rolling resistance is too high.
• Grade is too high and above the rated design.
Action to repair • Check truck and/or engine type setting via the monitor program,
USER Parameters.
• Dump the load.
Notes While this event is active, the propel torque is reduced by 20%.
11
409 L1A IUW: DC Link discharge time exceeded limit

Description The measured DC bus voltage is still higher then the safe level after the chop-
per(s) has been on for a significant period of time.
As part of the powering down sequence, the stored DC bus voltage is dis-
charged using the choppers. The power down sequence starts when the igni-
tion switch is turned off, with the truck stopped.
Threshold(s) DC bus voltage >>30V with choppers on >>10 seconds.
Possible reasons • Defective grid resistor causing open circuit
• Wiring problem with grid box power cables
• Defective IGBT chopper module(s) (A104, A204)
• Defective UWS card(s) (G055, G063, G071, G079)
• Defective pulse amplifier card(s) (L115, L123, L131, L139)
• Defective gate unit power supply(s) (A115, A116)
Action to reset • Automatically reset 2 seconds after the fault.
Action to repair • Check if there is an open circuit in grid box.
• Check grid box power cabling (visual and resistance).
• Replace defective IGBT chopper module(s) (A104, A204).
• Replace defective UWS card(s) (G055, G063, G071, G079).
• Replace defective pulse amplifier(s) (L115, L123, L131, L139).
• Replace defective gate unit power supply(s) (A115, A116).
Notes The negative side of the DC bus is wired direct to the grid box, the choppers
with the positive side. Measuring for stance, from the output of a chopper mod-
ule to negative bus, should give <<2 ohms.
12
410 L2B IUW: Ground fault at positive DC link detected

Description The ratio between the filtered values of ground voltage and DC bus voltage is
out of the threshold when DC bus voltage is above 500V.
The DC bus is isolated from the frame of the truck. To be sure this remains the
case, continuous monitoring of a measured frame voltage (ground) is com-
pared to the measured DC voltage. The ratio is set via grounding resistors, with
one side of the ground voltage transducer tied to these resistors, and the other
side connected to the truck’s frame.
Threshold(s) The ratio of measured ground voltage to measured DC voltage is <<10%
for standard truck, <<-10% for trolley truck, and DC bus voltage is >>500V.
Possible reasons • Damaged power cable relating to the positive side of the DC bus
• Ground voltage monitor circuit wiring problem
• Defective ground voltage sensor (U33)
• Defective ground voltage resistor(s) (R11.3, R11.4, R11.1, R11.2)
• Defective DC bus voltage sensor (U31, U32)
• If the reset (override) button is pushed and held, then propel is allowed for 2
minutes.
Action to repair • Disconnect power cables relating to the positive side of the DC bus and
megger them. This would include all chopper cables to grid box.
• Check/repair ground voltage monitoring circuit wiring.
• Replace defective ground voltage sensor (U33).
• Replace defective ground resistor(s) (R11.3, R11.4, R11.1, R11.2).
• Replace defective DC bus voltage sensor (U31, U32).
• Replace analog interface card (L087, L095).
Notes While this event is active, propel is blocked. If the truck is moving, then the field
regulator is fault inhibited after the truck stops.
If the reset (override) button is held, propel is allowed for 2 minutes.
13
411 L2B IUW: Ground fault at negative DC link detected

Description The ratio between the filtered values of ground voltage and DC bus voltage is
out of the threshold when DC bus voltage is above 500V.
The DC bus is isolated from the frame of the truck. To be sure this remains the
case, continuous monitoring of a measured frame voltage (ground) is com-
pared to the measured DC voltage. The ratio is set via grounding resistors with
one side of the ground voltage transducer tied to these resistors, and the other
side connected to the truck’s frame.
Threshold(s) The ratio of measured ground voltage to measured DC voltage is >>90%
for standard truck, >>10% for trolley truck, and DC bus voltage is >>500V.
Possible reasons • Damaged power cable relating to the negative side of the DC bus
• If the reset (override) button is pushed and held, propel is allowed for 2
minutes.
Action to repair • Disconnect power cables relating to the negative side of the DC bus and
megger them. This would include all grid box cables.
Notes While this event is active, propel is blocked. If the truck is moving, the field reg-
ulator is fault inhibited after the truck stops.
14
412 L2B IUW: Ground fault at AC side detected

Description The ratio between the filter value of ground voltage and DC bus voltage is out
of the threshold when DC bus voltage is above 500V.
The DC bus is isolated from the frame of the truck.
Threshold(s) For standard truck, the ratio of measured ground voltage to measured DC volt-
age is <<60% or >>40%, and DC bus voltage is >>500V.
For trolley truck, the ratio of peak ground voltage to measured DC voltage is
>>5%, ratio of average voltage to DC voltage >>3%, and DC bus voltage is
>>500V.
Possible reasons • Damaged power cable relating to the AC in/out power
minutes.
Action to repair • Disconnect power cables relating to the positive side of the AC power and
megger them. This would include all cables from the alternator, all cables to
the wheel motors, and ST output cables to the transformer.
15
413 L2B IUW: Ground fault

Description The ratio between the filtered values of ground voltage and DC bus
voltage is out of the threshold when DC bus voltage is above 500V.
Threshold(s) For standard truck, the ratio of measured ground voltage to measured
DC voltage is not between 15% and 32%.
For trolley truck, the ratio of measured ground voltage to measured DC
voltage is not between -10% and 10%, or the ratio of peak ground.
Voltage to measured DC voltage is not within -5% to 5%, and ratio of
average voltage to measured DC voltage is not within -3% to 3%.
Possible reasons • Damaged power cable(s)
minutes.
Action to repair • Disconnect power cables and megger them.
16
414 L3C IUW: Chopper A current supervision

Description The current feedback from the chopper A module is out of the acceptable
range, based on the current operating conditions.
Chopper is commanded on and measured current is too small.
OR
Chopper is commanded off and measured current is too high.
Threshold(s) Current <<15A while chopper duty cycle is >>2% for 1 second.
Current >>50A while chopper duty cycle is <<2% for 5 seconds.
Possible reasons • Grid resistor failure at output of chopper A (open circuit)
• Defective chopper A IGBT module (A104)
Action to reset • Reset for limp mode if open circuit detected (current <<15A).
• Switch ignition off/on.
Action to repair • Check for open circuit in grid box related to the output of chopper A. It is
possible to measure between two chopper outputs to check for an open
circuit because all resistor banks are connected to negative bus.
• Check/replace chopper A IGBT module (A104).
Notes Inverter A is permanent inhibited when event occurs. The field regulator is per-
manent inhibited if a short circuit (current >>50A) is detected.
• Limp Mode
17
415 L3C IUW: Chopper B current supervision

Description The current feedback from the chopper B module is out of the acceptable range
based on the current operating conditions.
OR
Possible reasons • Grid resistor failure at output of chopper B (open circuit)
• Defective chopper B IGBT module (A104 for dual inverter, A202 for single
inverter)
• Defective DSP card (G027)
Action to repair • Check for open circuit in grid box related to the output of chopper B. It is
• Check/Replace Chopper B IGBT module (A104 or A202).
Notes Inverter B is permanent inhibited when event occurs. The field regulator is per-
• Limp Mode
18
416 L3C IUW: Chopper C current supervision

Description The current feedback from the chopper C module is out of the acceptable range
OR
Possible reasons • Grid resistor failure at output of chopper C (open circuit)
• Defective chopper C IGBT module (A104)
Action to repair • Check for open circuit in grid box related to the output of chopper C. It is
• Check/replace chopper C IGBT module (A104).
Notes Inverter A is permanent inhibited when event occurs. The field regulator is per-
• Limp Mode
19
417 L3C IUW: Chopper D current supervision

Description The current feedback from the chopper D module is out of the acceptable range
OR
Possible reasons • Grid resistor failure at output of chopper D (open circuit)
• Defective chopper D IGBT module (A204)
Action to repair • Check for open circuit in grid box related to the output of chopper D. It is
• Check/replace chopper D IGBT module (A204).
Notes Inverter B is permanent inhibited when event occurs. The field regulator is per-
• Limp Mode
20
418 L3D IUW: Output current supervision INV ST

Description At least one of the measured output currents of the ST IGBT module exceeds
the limit while the ST IGBT inverter is pulse blocked.
The absolute values of the three currents are compared and the maximum of
the three is then compared to the threshold.
Threshold(s) Maximum of three measured currents >>100A after 5 seconds ST pulse
blocked.
Possible reasons • Wiring problem from SIBAS® to ST output current transducers
• Defective ST output current transducer (U301, U302, U303)
• Defective UWS card(s) (G055, G071)
Action to repair • Check/repair wiring from SIBAS® to the ST output current transducers.
• Replace defective ST output current transducer (U301, U302, U303).
• Replace defective UWS card(s) (G055, G071).
Notes When this event occurs, the ST inverter is buffer inhibited, requiring reset by
service personnel.
• Retard Inhibit
21
419 L2A IUW: Vehicle overspeed supervisioN

Description The drive system has detected the truck grossly exceeding the system allow-
able maximum speed. The maximum value from the wheel motors, and front
speed sensors (if installed), is used and compared to the threshold.
Because the drive system is monitoring rotational speed, and not real truck
speed, a calculation is done. This calculation uses the gear ratio and tire diam-
eter for the wheel motors. For the front speed sensors, this calculation uses
only the tire diameter. These values are set in the USER parameters menus.
Threshold(s) Truck speed >>69 km/h.
Possible reasons • Truck was driven out of retard envelope.
• Incorrect setting for gear ratio, tire diameter, and/ or speed sensor tooth
number in USER parameters menus.
• Defective front wheel speed sensor.
• Defective wheel motor speed sensor.
• Poor road conditions caused the truck’s rear wheels to lose traction in
propel.
Action to reset • Automatic reset (when speed <<64km/h).
Action to repair • Train operator, so system retarding envelope is followed.
• Check the setting for gear ratio, tire diameter, and speed sensor gear teeth
number. There is a setting for each wheel motor and the front wheel speed
sensors.
• Replace defective front speed sensor.
• Replace defective wheel motor speed sensor.
• Check why slip-slide control did not properly compensate for the poor road
condition (e.g, disabled by operator or not set properly).
Notes
22
420 L1A IUW: DC Link voltage sensor A faulty

Description The DC link voltage sensor A reading is outside the limits.
The DC link voltage is monitored by two sensors (A & B) these are constantly
compared to detect a sensor problem. Additionally how fast the reading
changes, if the reading is too high, and when it should be low is also monitored.
Threshold(s) DSP A detected the sensor A reading changed too quickly.
OR
Sensor A reading >>50V and sensor B reading <<30V when field regulator is
disabled.
OR
Sensor A reading differs from the bus set point by >>50V while sensor B read-
ing differs from the bus set point by <<50V.
Possible reasons • Wiring problem from SIBAS® to voltage sensor A (U31)
• Defective bus voltage sensor A (U31)
• Defective U/F card (L055, L071)
• Defective UWS card(s) (G055, G071, G087)
• Switch ignition off/on if both voltage sensors are detected as faulty, or
HSCX communication event is active.
Action to repair • Check/repair wiring problem from SIBAS® to voltage sensor A (U31).
Replace defective bus voltage sensor A (U31).
• Replace defective U/F card (L055, L071).
• Consult with KOMATSU about bus voltage control issue.
• Replace defective UWS card(s) (G055, G071, G087).
Notes Sensor B is used for control when this event is active.
inverter A is permanently inhibited if there is also an active HSCX communica-
tion event.
The field regulator is permanently inhibited if sensor A and B are both detected
as faulty.
23
421 L1A IUW: DC Link voltage sensor B faulty

Description The DC link voltage sensor B reading is outside the limits.
The DC link voltage is monitored by two sensors (A & B). These are constantly
compared to detect a sensor problem. Additionally, how fast the reading
changes, if the reading is too high, and when it should be low, is also moni-
tored.
Threshold(s) DSP B detected that the sensor B reading changed too quickly.
OR
Sensor B reading >>50V and sensor A reading <<30V when field regulator is
disabled.
OR
Sensor B reading differs from the bus set point by >>50V while sensor A
reading differs from the bus set point by <<50V.
Possible reasons • Wiring problem from SIBAS® to voltage sensor B (U32)
• Defective bus voltage sensor B (U32)
• Defective UWS card(s) (G063, G079))
• Switch ignition off/on if both voltage sensors are detected as faulty, or
HSCX communication event is active.
Action to repair • Check/repair wiring problem from SIBAS® to voltage sensor B (U32).
• Replace defective bus voltage sensor B (U32).
• Consult with KOMATSU about bus voltage control issue.
• Defective UWS card(s) (G063, G079).
• Defective analog interface card (L095).
• Defective DSP B card (G027).
Notes Sensor A is used for control when this event is active. inverter B is permanently
inhibited if there is also an active HSCX communication event.
The field regulator is permanently inhibited if sensor A and B are both detected
as faulty.
24
422 L3C IUW: ST Inverter failure

Description The measured output rms current of the ST inverter is not within the limits
during operation.
The minimum of the three measured rms currents is compared to the threshold
value after the ST inverter is outputting a frequency above 70 Hz.
Threshold(s) A table with expected current values based on the ST output frequency is used.
A frequency of 70Hz–120 Hz relates to 24A–80A.
Possible reasons • Defective ST output current transducer(s) (U301, U302, U303)
• Wiring problem for the grid blower motor, main blower motor, ST output, or
transformer
• Defective grid blower motor
• Defective main blower motor
• Defective DSP card (G035)
Action to repair • Replace defective ST output current transducer(s) (U301, U302, U303).
• Check cabling to grid blower motor, main blower motor, ST output, and
transformer (check for crossed connections to different transformer taps,
etc.).
• Replace defective grid blower motor.
• Replace defective main blower motor.
• Defective DSP card (G035).
Notes Inverter A and B are blocked immediately when event occurs. inverter A, B, and
ST are permanently inhibited if active longer then 5 seconds.
• Retard Inhibit
25
423 L3B IUW: DC Grid fan circuit failure

Description The DC grid motor circuit current measures out of the acceptable range.
Threshold(s)
Possible reasons • Wiring problem in the grid fan circuit
Action to reset • Press reset button after fault condition is not active.
Action to repair • Check/repair grid fan circuit wiring.
Notes
• Retard Inhibit
26
424 L2B IUW: Cooling water pressure out of range

Description The drive system coolant circulated through the IGBT modules and internal
radiator is not at the expected system pressure. This indicates a problem with
flow or a leak.
This event logs when either of the two thresholds is true, for more then 60 sec-
onds.
Threshold(s) Difference between measured and expected pressure is >>3 kPa when the ST
inverters output is >>90 Hz.
OR
The measured pressure is <<10 kPa or >>18 kPa when ST not running.
Possible reasons • Wiring problem between SIBAS® and pressure sensor (PS1)
• One or more of the quick disconnect fittings not connected
• System coolant leak
• Defective pressure sensor (PS1)
• Defective pump/motor (M05)
Action to repair • Check wiring from SIBAS® to water pressure sensor (PS1).
• Check that all quick disconnect fittings are connected (IGBT modules and
inner room cooler).
• Check/repair water leak.
• Replace analog interface card (L087).
• Replace water pressure sensor (PS1).
• Check/replace pump or motor (M05).
Notes Because the cooling system must be drained to replace the pressure
sensor or pump, all other causes should be examined first. It may also be
possible to run the system temporarily, without a functional pressure
sensor, if each module is equipped with a temperature sensor. Contact
KOMATSU for support.
27
425 L2B IUW: Cooling water level out of range

Description The drive system coolant level measured at the cabinet radiator expansion tank
is too low. This coolant level is measured with a discrete float-type sensor. The
coolant level can be checked visually by the two circular sight glasses on the
front of the expansion tank.
If there is no visible coolant in the upper sight glass, then the coolant is too low,
and the reason must be investigated.
Threshold(s) Detected coolant level <<float point of level sensor.
Possible reasons • Wiring problem from SIBAS® to coolant level sensor
• Coolant level is low (not filled enough or some coolant lost at cap).
• System coolant leak
• Defective water level sensor (L1)
Action to repair • If the sight glass level does not show liquid in top sight glass, check entire
cabinet for signs of leaks. If no leak is found, top off the coolant so it is
visible in the middle of the upper sight glass. Run the pump and monitor the
level.
• If the sight glass level does not show full in the lower sight glass, there is a
serious problem which must be located and fixed.
• Check wiring for water level sensor (assumes sight glasses show correct
level, liquid seen in upper sight glass)
• Replace water level sensor (L1).
Notes
28
426 L1A IUW: Water pump motor overtemperature

Description The over-temperature thermostat in the AC motor coupled to the system cool-
ant pump has opened, indicating an over-temperature.
On early systems, this temperature indicator may be wired in series, with over-
temperature indicators in the grid and main blower motors.
Threshold(s) The thermostat opens at approx: 200ºC motor winding temperature.
Possible reasons • Wiring problem from SIBAS® to pump motor thermostat
• Pump motor winding temperature has exceeded limit ~ 200ºC.
• Defective thermostat (TS1) inside pump motor
• Defective pump motor (M05)
Action to repair • Check/repair wiring from SIBAS® to pump motor thermostat.
• Measure the pump motor housing temperature. It should be <<150ºC.
• Check if there is an overloading condition (bearing failure, pump failure,
wrong coolant, etc.).
• Replace defective thermostat (TS1); motor must be rebuilt.
• Replace defective pump motor.
Notes On early systems, this temperature thermostat may be wired in series, with
over-temperature thermostats in the grid and main blower motors.
29
427 L1A IUW: Retard limit supervision

Description This event logs if there is full retard torque present, and the truck is still acceler-
ating.
Threshold(s) Retard set point is >>99% and truck acceleration is >>0.2m/s^2.
Possible reasons • The truck was driven outside the retard envelope.
Action to repair • Better training for operator so the system’s limits are understood.
Notes
30
428 L1A DRZ: Front wheel A speed sensor supervision

Description The reading from the front wheel speed sensor A is out of the acceptable
range, based on readings from other speed sensors on the truck (grid side of
the truck).
This event is either caused by the DSP A software detecting a sudden change
in the reading, or if the front wheel speed sensor A reading is low while the
other speed sensors show much higher readings.
The front wheel speed sensors are located on the inside of the front wheel hubs
and are the truck manufacturer’s scope of supply.
Threshold(s) Speed reading changed too quickly, detection varies based on speed.
OR
Reading <<2 m/s while sensors on motor A, B, and front wheel B >>5 m/s.
Detection by DSP A (G019), T1 time slice, CPU (G011), T2 time slice
Possible reasons • Wiring problem from SIBAS® to front wheel speed sensor A
• Blown fuse (FU0503) supplying 15V to the speed sensor
• Wheel locked when truck is moving (i.e., service brake, tight turn)
• Defective front wheel speed sensor A (grid side of truck)
• Incorrect DSP A software
Action to reset • Automatic reset (If DSP detected reading changed too quickly).
• Press operator reset button.
Action to repair • Check wiring from SIBAS® to front speed sensor A (grid side of truck).
• Check/replace the fuse (FU0503) for front speed sensor A.
• Check if service brake used by operator, or very tight turn done.
• Replace defective front speed sensor A (grid side of truck).
Notes The slip-slide torque control function is much less effective when there is an
active front wheel speed sensor failure.
31
429 L1A DRZ: Front wheel B speed sensor supervision

Description The reading from the front wheel speed sensor B is out of the acceptable
range, based on readings from other speed sensors on the truck (cab side of
the truck).
This event is either caused by the DSP B software detecting a sudden change
in the reading, or if the front wheel speed sensor B reading is low while the
other speed sensors show much higher readings.
The front wheel speed sensors are located on the inside of the front wheel hubs
and are the truck manufacturer’s scope of supply.
Threshold(s) Speed reading changed too quickly, detection varies based on speed.
OR
Reading << 2m/s while sensors on motor A, B and front wheel A >>5m/s
Detection by DSP B (G027), T1 time slice, CPU (G011), T2 time slice
Possible reasons • Wiring problem from SIBAS® to front wheel speed sensor B
• Blown fuse (FU0507) supplying 15V to the speed sensor
• Wheel locked when truck is moving (i.e., service brake, tight turn)
• Defective front wheel speed sensor B (cab side of truck)
• Incorrect DSP B software
Action to reset • Automatic reset (If DSP detected reading changed too quickly).
• Press operator reset button.
Action to repair • Check wiring from SIBAS® to front speed sensor B (cab side of truck).
• Check/replace the fuse (FU0507) for front speed sensor B.
• Check if service brake used by operator or very tight turn done.
• Replace defective front speed sensor B (cab side of truck).
Notes The slip-slide torque control function is much less effective when there is
an active front wheel speed sensor failure.
32
430 L3D DRZ: Motor A speed sensor supervision

Description The speed sensor monitoring wheel motor A has given a questionable reading,
based on the previous trend of readings (grid side of the truck).
The speed sensor on wheel motor A is critical to the control of inverter A. It is
constantly checked by the DSP software for readings that have changed too
much over a short period of time.
Threshold(s) Allowable speed reading change over time, varies at different speed ranges.
Possible reasons • Wiring problem from SIBAS® to the wheel motor A speed sensor
• Blown fuse (FU0502) feeding 15V to the speed sensor
• Wheel locked when truck is moving (i.e., service brake, slide condition.)
• Defective wheel motor speed sensor A (grid side of truck)
• Incorrect DSP A software
Action to reset • Automatic reset (when speed <<5 rpm and reading OK for 2 seconds).
• Press operator reset button (limp mode B possible).
Action to repair • Check wiring from SIBAS® to wheel motor A sensor (grid side of truck).
• Check/replace the fuse (FU0502) for wheel motor A speed sensor.
• Check if service brake used by operator or slide condition happened.
• Replace defective wheel motor speed sensor A (grid side of truck).
Notes When this event occurs, inverter A is buffer inhibited; a service person is
required to reset before inverter A will operate. inverter B is not affected.
• Limp Mode
33
431 L3D DRZ: Motor B speed sensor supervision

Description The speed sensor monitoring wheel motor B has given a questionable reading,
based on the previous trend of readings (cab side of the truck).
The speed sensor on wheel motor B is critical to the control of inverter B. It is
constantly checked by the DSP software for readings that have changed too
much over a short period of time.
Threshold(s) Allowable speed reading change over time, varies at different speed ranges.
Possible reasons • Wiring problem from SIBAS® to the wheel motor B speed sensor
• Wheel locked when truck is moving (i.e., service brake, slide condition.)
• Defective wheel motor speed sensor B (cab side of truck)
• Incorrect DSP B software
Action to reset • Automatic reset (when speed << 5 rpm and reading OK for 2 seconds).
• Press operator reset button (limp mode A possible).
Action to repair • Check wiring from SIBAS® to wheel motor B sensor (cab side of truck).
• Check/replace the fuse (FU0501) for wheel motor A speed sensor.
• Check if service brake used by operator or slide condition happened.
• Replace defective wheel motor speed sensor B (cab side of truck).
Notes When this event occurs, inverter B is buffer inhibited; a service person is
required to reset before inverter B will operate. inverter A is not affected.
• Limp Mode
34
432 L3C DRZ: Alternator speed sensor supervision

Description The speed sensor monitoring the engine speed has given a questionable read-
ing, based on the previous trend of readings.
The speed sensor that monitors the engine speed is located at the rear of the
main alternator. This is a separate sensor then the one used by the engine
computer. Both systems rely heavily on knowing engine rpm. The drive sys-
tem’s sensor is constantly checked by the DSP software for readings that have
changed too much over a short period of time.
Threshold(s) Allowable speed reading change over time varies at different speed ranges.
Detection by DSP A (G019) and DSP B (G027), T1 time slice
Possible reasons • Wiring problem from SIBAS® to the alternator speed sensor
• Defective alternator speed sensor
• Defective DSP A or B card (G019, G027)
• Incorrect DSP software
Action to reset • Automatic reset (when speed <<5 rpm and reading OK for 2 seconds).
Action to repair • Check/repair wiring from SIBAS® to alternator speed sensor.
• Check/replace the fuse (FU0524) for alternator speed sensor.
• Replace defective alternator speed sensor.
• Replace defective DSP A or B card (G019, G027).
Notes The alternator speed sensor is monitored by both DSP A and B. If both DSP
cards detect a failure, the field regulator is permanently inhibited. Otherwise,
there is no protection reaction, only a warning.
• Propel Inhibit
35
433 L2A DRZ: Motor A maximum speed exceeded

Description The rpm of wheel motor A was measured at a value above the mechanical
design limit.
When the USER Parameters are properly set, and the retard envelope is fol-
lowed, it should not be possible to get the wheel motor to rotate fast enough to
log this event.
Threshold(s) Wheel motor A speed >>3600 rpm
• Incorrect setting for gear ratio, tire diameter, and/or speed sensor tooth
number in USER Parameters menu.
• Defective wheel motor A speed sensor
• Poor road conditions caused the truck’s rear wheel to loose traction in
propel.
Action to reset • Automatic reset (when speed <<3550 rpm).
Action to repair • Train operator so system retarding envelope is followed.
number.
• Replace defective wheel motor A speed sensor (grid side of truck)
Notes While this event is active, propel torque is blocked; retard is not affected.
36
434 L2A DRZ: Motor B maximum speed exceeded

Description The rpm of wheel motor B was measured at a value above the mechanical
design limit.
With the USER Parameters properly set, and the retard envelope followed, it
should not be possible to get the wheel motor to rotate fast enough to log this
event.
Threshold(s) Wheel motor B speed >>3600 rpm
• Incorrect setting for gear ratio, tire diameter, and/or speed sensor tooth
number in USER Parameters menu.
• Defective wheel motor B speed sensor
• Poor road conditions caused the truck’s rear wheel to loose traction in
propel.
Action to repair • Train operator so system retarding envelope is followed.
number.
• Replace defective wheel motor B speed sensor (grid side of truck).
Notes While this event is active, propel torque is blocked; retard is not affected.
37
435 L1A DRZ: Alternator maximum speed exceeded

Description The speed sensor monitoring the engine speed has given a reading which is
higher then the mechanical design limit of the alternator.
The speed sensor to monitor the engine speed is located at the rear of the main
alternator. This is a separate sensor than the one used by the engine computer.
Both systems rely heavily on knowing engine rpm.
Threshold(s) Alternator speed >>2000 rpm
Possible reasons • Wiring problem from SIBAS® to the alternator speed sensor
• Wiring problem from SIBAS® to engine computer for speed set point
• Incorrect setting for speed sensor tooth number in USER Parameters
• Control problem in engine computer causing over-speeding
Action to repair • Check/repair wiring from SIBAS® to alternator speed sensor.
• Check/repair wiring from SIBAS® to engine computer for speed set point.
• Check the USER Parameters setting for alternator speed gear teeth
number.
• Measure output frequency to engine for set point 1 Hz=5 rpm.
• Have the engine service person check engine control software.
Notes
38
436 L3A DRZ: Motor A/B rotation incosistency

Description The measured direction of rotation for motor A and B are different without there
being any other active event to explain why.
The direction of each wheel is latched once the absolute value of the sensor
reading is >>90 rpm. The speed sensor monitoring each wheel motor has two
channels. Front or rear rotation is detected by the DSP and passed along with
the value to the CPU.
Threshold(s) Direction of motor A <> direction of motor B without another speed sensor
event code active.
Possible reasons • Wiring problem from SIBAS® to the wheel motor speed sensor(s)
• Poor road conditions caused the truck’s rear wheel(s) to loose traction in
retard.
• Slip-slide control not functioning properly
• Defective wheel motor speed sensor(s)
• Defective DSP A or B card (G019, G027)
Action to repair • Check/repair wiring problem from SIBAS® to wheel motor speed sensor(s).
• Check why slip-slide control did not function properly. Some causes could
be no front speed sensor feedback, or slip-slide control disabled by the
operator.
• Replace defective wheel motor speed sensor.
• Replace defective DSP A or B card (G019, G027) if multiple instances of
event are logged.
Notes
39
437 L3A DRZ: Motor A torque supervision

Description The actual wheel motor torque A is above an acceptable limit when there
should be little to no torque (cab side of the truck).
The actual wheel motor A torque is a calculated value based on the measured
speed of and current to wheel motor A (grid side of truck). With these values,
and the motor model, the DSP software calculates the actual torque at the
motor and passes this information to the CPU.
Threshold(s) Actual motor A torque >>2000 Nm while motor A torque set point = 0 for 2 sec-
onds.
• Wiring problem from SIBAS® to the wheel motor A speed sensor showing
an offset, when wheel motor A is actually not rotating.
• Defective wheel motor A speed sensor
• Incorrect DSP A software causing either a control or calculation error.
Action to repair • Use the captured event data to see if any of the inverter A current
transducers have an absolute reading much higher then the others.
Replace that current transducer.
• Additionally, the inverter A current transducer readings can be monitored
while the truck is operating, to see if there is any offset when the torque set
point goes to 0.
• Monitor the motor A speed sensor reading with the truck stopped to see if
there is a offset. If so. investigate and correct the problem.
• Consult with KOMATSU for corrected DSP A software.
Notes While this event is active, inverter A is pulse blocked.
40
438 L3A DRZ: Motor B torque supervision

Description The actual wheel motor B torque is above an acceptable limit when there
should be little to no torque (cab side of truck).
The actual wheel motor B torque is a calculated value based on the measured
speed and current to wheel motor B (cab side of truck). With these values, and
the motor model, the DSP software calculates the actual torque at the motor
and passes this information to the CPU.
Threshold(s) Actual motor B torque >>2000 Nm while motor B torque set point = 0 for 2 sec-
onds.
• Wiring problem from SIBAS® to the wheel motor B speed sensor, showing
an offset, when wheel motor B is actually not rotating.
• Defective wheel motor B speed sensor
• Incorrect DSP B software, causing either a control, or calculation error.
Action to repair • Use the captured event data to see if any of the inverter B current
transducers have an absolute reading much higher then the others.
Replace that current transducer.
• Additionally, the inverter B current transducer readings can be monitored
while the truck is operating, to see if there is any offset when the torque set
point goes to 0.
• Monitor the motor B speed sensor reading with the truck stopped, to see if
there is an offset. If so, investigate and correct the problem.
• Consult with KOMATSU for corrected DSP B software.
Notes While this event is active, inverter B is pulse blocked.
41
439 L3C SIV: Start-up sequence can't pass due to GUPS failure
Description During the start-up sequence, neither feedback from the gate unit power supply
(GUPS) outputs indicated an acceptable voltage level.
The GUPS supplies regulated 24V (+/- 1%) to the gating, and control boards on
each IGBT module. This supply is current regulated so a load of more then 6A
will cause the output voltage to decrease.
Without this supply voltage, the IGBT modules will not function. Therefore,
before each module is pulse tested during the start-up sequence, the GUPS
feedback must be correct.
Threshold(s) Digital input into SIBAS® not true, actual voltage at GUPS output <<12V.
Possible reasons • Wiring problem from SIBAS® to the GUPS input relay (K113)
• Wiring problem from SIBAS® to GUPS output
• Defective gate unit power supply A or B (X115, X116)
• Defective GUPS input relay (K113)
• Short circuit at GUPS output (e.g, IGBT module failure)
Action to repair • Check/repair wiring problem from SIBAS® to GUPS input relay (K113).
• Check/repair wiring problem from SIBAS® to GUPS output.
• Replace defective gate unit power supply A or B (X115, X116).
• Replace defective GUPS input relay (K113).
• Replace IGBT module causing GUPS output short circuit.
Notes Until the start-up sequence is completed, there is no operation possible.
• Retard Inhibit
42
440 L3C SIV: Start-up sequence can't pass due to K103/K105 failure
Description During the start-up sequence, the testing of contactors K103 and K105 failed.
These are the AC grid blower output contactors.
During this step, each contactor is closed, and the feedback is verified. If the
feedback from K103 and/or K105 does not indicate the contactor is closed
when commanded, this event is logged, and the start-up sequence stops.
Threshold(s) Status of K103 and/or K105 does not match the command.
Possible reasons • Wiring problem from SIBAS® to K103 and/or K105
• Defective contactor K103 and/or K105
Action to repair • Check wiring for K103 and K05 command feedback.
• Replace contactor K103 and/or K105 if status doesn’t change with
command. Visually verify contactor(s) are closed.
the output card.
• Retard Inhibit
43
441 L3C SIV: Start-up sequence can't pass due to IGBT failure
Description During the start-up sequence, each IGBT module is pulse tested to verify its
operation.
If any of the IGBT modules fail the pulse test (feedback incorrect), then this
event, and a specific event reporting the module, will be logged.
The IGBT modules tested at start-up include all inverter A, B, chopper, and ST
modules. The rectifier module is not tested.
Threshold(s) During IGBT module pulse test, at least one module’s feedback was incorrect.
Possible reasons • Wiring problem from SIBAS® to IGBT module
• Defective IGBT module (A101, A102, A103, A104, A201, A202, A203,
A204, A301)
• Defective pulse amplifier card (L115, L123, L131, L139, L147)
• Defective UWS card (G055, G063, G071, G079, G087)
Action to repair • Refer to other logged event(s) to narrow down the problem to a specific
IGBT module.
• Check /repair wiring problem from SIBAS® to IGBT module.
• Replace defective IGBT module (A101, A102, A103, A104, A201, A202,
A203, A204, A301).
• Replace defective pulse amplifier card (L115, L123, L131, L139, L147).
• Replace defective UWS card (G055, G063, G071, G079, G087).
Notes
• Retard Inhibit
44
442 L3C SIV: Start-up sequence can't pass due to CB301 OR K303 failure
Description During the start-up sequence, the testing of CB301 and K303/K304 failed (if
trolley option is available).
During this step, open command is commanded. If CB301 or K303/K304 is
closed, the feedback is verified. If the feedback is not open, this event is
logged, and the start-up sequence stops.
Threshold(s) Status of CB301 and/or K303/K304 does not match the command.
Possible reasons • Wiring problem from SIBAS® to CB301 and/or K303/304
• Defective contactor K310, K311, K312
• Defective CB301 or K303/K304
Action to repair • Check wiring for CB301 and K303/304 command/feedback.
• Replace defective relay K310, K311, K312.
• Replace contactor CB301 and/or K303/304 if status doesn’t change with
command. Visually verify contactor(s) are closed.
the output card.
• Retard Inhibit
45
443 L3C SIV: Start-up sequence can't pass due to crowbar failure
Description The protection thyristor (crowbar) test failed, and thus blocked the start-up
sequence from completion.
Threshold(s)
• Wiring problem for thyristor module command and/or feedback
• Replace defective contactor or wiring (K109).
Notes
• Retard Inhibit
46
447 L1A SIV: Direct trolley engage sequence supervision

Description The allowable time after the operator’s request to engage direct trolley has
been exceeded.
When connection to the trolley line is requested by the operator, the panto-
graphs rise and the input contactors close. At each step of this sequence, cer-
tain feedbacks must be present.
See the direct trolley engage logic flow chart for more information.
Threshold(s) Trolley has not been engaged after a time of >>12 seconds.
Possible reasons • Wiring problem from SIBAS® to contactors in trolley box
• Wiring problem from SIBAS® to trolley line voltage sensor
• Defective pantograph or control contactor to pantograph
• Defective control for K303/K304
• Defective control for CB301
• Defective control for pantograph
Action to repair • Do off-line test of diesel boost engage sequence and use reported error to
troubleshoot problem.
• Check/repair wiring from SIBAS® to contactors in trolley box.
• Check/repair wiring from SIBAS® to trolley line voltage sensor.
• Replace contactor (K303/K304).
• Replace pantograph.
Notes
47
448 L1A SIV: Direct trolley disengage sequence supervision

Description The allowable time after the operator’s request to disengage trolley has been
exceeded.
When disconnection to the trolley line is requested by the operator, the input
contactors open, and pantographs lower. At each step of this sequence certain
feedbacks must be present.
See the direct trolley disengage logic flow chart for more information.
Threshold(s) Trolley has not been disengaged after a time of >>9 seconds with regular
mode, or 6 seconds with fast mode.
Possible reasons • Wiring problem from SIBAS® to contactors in trolley box
• Wiring problem from SIBAS® to trolley line voltage sensor
• Defective pantograph or control contactor to pantograph
• Defective control for K303/K304
• Defective control for CB301
• Defective control for pantograph
Action to repair • Do off-line test of diesel boost engage sequence and use reported error to
troubleshoot problem.
• Check/repair wiring from SIBAS® to contactors in trolley box.
• Check/repair wiring from SIBAS® to trolley line voltage sensor.
• Replace contactor (K303/K304).
• Replace pantograph.
Notes
48
NOTES
49
860E Dump truck

960E Dump truck
Form No.CEN40046-00
© 2009 KOMATSU
All Rights Reserved
50
CEN40047-00
DUMP TRUCK
860E
960E

860E-1K A30003 and up
960E-1K A50003 and up
40 Troubleshooting
450 L1A TMP: SIBAS® Temperature < low limit................................................................................................... 4
451 L1A TMP: SIBAS® Temperature > warning limit ........................................................................................... 5
452 L3B TMP: SIBAS® Temperature > shutdown limit......................................................................................... 6
453 L3A TMP: IGBT Module A101 temperature < low limit .................................................................................. 7
454 L2C TMP: IGBT Module A101 temperature > APRS limit.............................................................................. 8
455 L3A TMP: IGBT Module A101 temperature > shutdown limit ........................................................................ 9
456 L3A TMP: IGBT Module A102 temperature < low limit ................................................................................ 10
457 L2C TMP: IGBT Module A102 temperature > APRS limit.............................................................................11
458 L3A TMP: IGBT Module A102 temperature > shutdown limit ...................................................................... 12
459 L3A TMP: IGBT ModulE A201 temperature < low limit................................................................................ 13
460 L2C TMP: IGBT Module A201 temperature > APRS limit............................................................................ 14
461 L3A TMP: IGBT Module A201 temperature > shutdown limit ...................................................................... 15
462 L3A TMP: IGBT Module A202 temperature < low limit ................................................................................ 16
463 L2C TMP: IGBT Module A202 temperature > APRS limit............................................................................ 17
464 L3A TMP: IGBT Module A202 temperature >shutdown limit ....................................................................... 18
465 L3A TMP: ST Module temperature < low limit ............................................................................................. 19
1
466 L2C TMP: ST Module temperature > warning limit ...................................................................................... 20

467 L3A TMP: ST Module temperature > shutdown limit ................................................................................... 21
468 L2B TMP: SR Module temperature < low limit ............................................................................................. 22
469 L2C TMP: SR Module temperature > warning limit...................................................................................... 23
470 L2B TMP: SR Module temperature > shutdown limit ................................................................................... 24
471 L2C TMP: Wheel motor A stator temperature > APRS limit......................................................................... 25
472 L3A TMP: Wheel motor A stator temperature > shutdown limit ................................................................... 26
473 L2C TMP: Wheel motor B Stator temperature > APRS limit ........................................................................ 27
474 L3A TMP: Wheel motor B stator temperature shutdown limit ...................................................................... 28
475 L2C TMP: Wheel motor A, DE bearing temperature > warning limit............................................................ 29
476 L3A TMP: Wheel motor A, DE bearing temperature > shutdown limit ......................................................... 30
477 L2C TMP: Wheel motor A NDE bearing temperature > warning limit .......................................................... 31
478 L3A TMP: Wheel motor A NDE bearing temperature > shutdown limit........................................................ 32
479 L2C TMP: Wheel motor B DE bearing temperature > warning limit............................................................. 33
480 L3A TMP: Wheel motor B DE bearing temperature > shutdown limit .......................................................... 34
481 L2C TMP: Wheel motor B NDE bearing temperature > warning limit .......................................................... 35
482 L3A TMP: Wheel motor B NDE bearing temperature > shutdown limit........................................................ 36
483 L2C TMP: Alternator stator temperature > APRS limit................................................................................. 37
484 L2B TMP: Alternator stator temperature > shutdown limit ........................................................................... 38
485 L2C TMP: Alternator bearing temperature > warning limit ........................................................................... 39
486 L2B TMP: Alternator bearing temperature > shutdown limit ........................................................................ 40
487 L1A TMP: Cooling water inlet temperature < low limit ................................................................................. 41
488 L2C TMP: Cooling water inlet temperature > warning limit .......................................................................... 42
489 L2B TMP: Cooling water inlet temperature > shutdown limit ....................................................................... 43
490 L1A TMP: Cooling water outlet temperature < low limit ............................................................................... 44
491 L2C TMP: Cooling water outlet temperature > warning limit........................................................................ 45
492 L2B TMP: Cooling water outlet temperature > shutdown limit ..................................................................... 46
493 L1A TMP: Cooling water delta T too high .................................................................................................... 47
495 L2C TMP: Inverter cab temperature > warning limit .................................................................................... 48
496 L2B TMP: Inverter cab temperature > shutdown limit .................................................................................. 49
497 L2C TMP: Inside cooler outlet temperature > warning limit ......................................................................... 50
498 L2B TMP: Inside cooler outlet temperature > shutdown limit....................................................................... 51
499 L1A TMP: Main blower motor stator temperature > warning limit ................................................................ 52
500 L1A TMP: Main blower motor stator temperature > shutdown limit ............................................................. 53
505 L1A TMP: Wheel motor A rotor temperature > limit ..................................................................................... 54
506 L1A TMP: Wheel motor B rotor temperature > limit ..................................................................................... 55
508 L1A ETM1: Alternator PT100 open circuit.................................................................................................... 56
510 L1A ETM1: Grid blower statoR PT100 open circuit ..................................................................................... 56
511 L1A ETM1: Inverter CAB PT100 open circuit............................................................................................... 56
512 L1A ETM1: Ambient PT100 open circuit ...................................................................................................... 56
513 L1A ETM1: Heater exchanger PT100 open circuit....................................................................................... 56
514 L1A ETM1: Cooling water inlet PT100 open circuit...................................................................................... 56
515 L1A ETM1: Cooling water outlet PT100 open circuit ................................................................................... 56
516 L1A ETM2: Motor A NDE Bearing PT100 open circuit................................................................................. 57
517 L1A ETM2: Motor A DE Bearing PT100 open circuit ................................................................................... 57
518 L1A ETM2: Motor B NDE Bearing PT100 open circuit................................................................................. 57
519 L1A ETM2: Motor B DE Bearing PT100 open circuit ................................................................................... 57
520 L1A ETM2: Alternator Bearing PT100 open circuit ...................................................................................... 57
521 L1A ETM2: Motor A stator PT100 open circuit............................................................................................. 57
522 L1A ETM2: Motor B stator PT100 open circuit............................................................................................. 57
523 L1A ETM2: Motor inlet air PT100 open circuit ............................................................................................. 57
524 L1A ETM3: IGBT Module A101 PT100 open circuit..................................................................................... 58
2
527 L1A ETM3: IGBT Module A104 PT100 open circuit .................................................................................... 58
532 L1A ETM3: ST Module PT100 open circuit.................................................................................................. 59
533 L1A ETM3: SR Module PT100 open circuit ................................................................................................. 59
534 L1A ETM3: Channel 7 PT100 open circuit................................................................................................... 59
544 L1A ETM4: ST Module PT100 open circuit.................................................................................................. 60
544 L1A ETM4: SR Module PT100 open circuit ................................................................................................. 60
550 L3A TMP: Inverter A module temperature < low limit .................................................................................. 61
551 L2C TMP: Inverter A module temperature > APRS limit.............................................................................. 62
552 L3A TMP: Inverter A module temperature > shutdown limit ........................................................................ 63
552 L3A TMP: Inverter A module temperature > shutdown limit ........................................................................ 63
553 L3A TMP: Inverter B module temperature < low limit .................................................................................. 64
554 L2C TMP: Inverter B module temperature > APRS limit.............................................................................. 65
555 L3A TMP: Inverter B module temperature > shutdown limit ........................................................................ 66
556 L3A TMP: Chopper A module temperature < low limit................................................................................. 67
557 L2C TMP: Chopper A module temperature > APRS limit ............................................................................ 68
558 L3A TMP: Chopper A module temperature > shutdown limit....................................................................... 69
559 L3A TMP: Chopper B module temperature < low limit................................................................................. 70
560 L2C TMP: Chopper B module temperature > APRS limit ............................................................................ 71
561 L3A TMP: Chopper B module temperature > shutdown limit....................................................................... 72
3
450 L1A TMP: SIBAS® Temperature < low limit

Description The temperature measured at the SIBAS® rack is below the low limit for more
then 1 second.
This temperature sensor is located on the I/O card (G043).
Threshold(s) Measured temperature <<-30ºC
Possible reasons • Ambient temperature is too cold, system only rated to -40ºC
• Wiring problem from SIBAS®® to the heater contactor (K107)
• Heater in the SIBAS®® compartment is not working
• Defective temperature sensor on I/O card (G043)
Action to reset • Automatic reset (when temperature >>-20ºC).
Action to repair • Check/repair wiring from SIBAS® to heater contactor (K107).
• Check if SIBAS® heater is working.
Notes
4
451 L1A TMP: SIBAS® Temperature > warning limit

Description The temperature measured at the SIBAS® rack is above the warning limit for
more then 1 second.
Threshold(s) Measured temperature >>70ºC.
Possible reasons • Ambient temperature is too high, system only rated for +55ºC
• Cooling fan(s) in bottom of SIBAS® rack not functioning properly
Action to reset • Automatic reset (when temperature << 60ºC).
Action to repair • Check if SIBAS® rack fans are working. There is a total of three fans on the
pullout assembly. If any is not working, then the defective fan assembly
must be replaced.
Notes
5
452 L3B TMP: SIBAS® Temperature > shutdown limit

Description The temperature measured at the SiBAS rack is above the shutdown protec-
tion limit for more then 1 second.
Possible reasons • Ambient temperature is too high, system only rated for +55ºC
• Cooling fan(s) in bottom of SIBAS® rack not functioning properly
Action to reset • Automatic reset (when temperature <<60ºC).
Action to repair • Check if SIBAS® rack fans are working. There is a total of three fans on the
pullout assembly. If any is not working, then the defective fan assembly
must be replaced.
Notes Field regulator is fault inhibit.
6
453 L3A TMP: IGBT Module A101 temperature < low limit
Description Temperature reading from IGBT module A101 is below the low limit for more
then 1 second.
IGBT module has a temperature sensor attached to the bottom side of the heat
sink. This sensor is a separate part from the IGBT module and attaches via a
peel and stick adhesive backing.
The sensor is an RTD type with the characteristic of 100 ohms at 0ºC.
Threshold(s) At least one measured temperature <<-40ºC
• Wiring problem from SIBAS® to the heater contactor (K107)
• System coolant is too cold
• Defective temperature sensor (PT101, PT102, PT103)
• Defective temperature interface card (G143)
• Defective I/O module (G043)
Action to reset • Press operator reset button (limp mode B is possible).
• Automatic reset (when temperature >>-38ºC).
Action to repair • Apply external heat source (hot box) if ambient near -40ºC until system can
get past low range and operate.
• Check/repair wiring from SIBAS® to heater contactor (K107).
• Replace defective temperature sensor if the feedback from sensor is very
different from others (PT101, PT102, PT103).
• Replace temperature input card (G143).
• Limp Mode
7
454 L2C TMP: IGBT Module A101 temperature > APRS limit
Description Temperature reading from the IGBT module A101 is above the automatic
power reduction (APRS) limit for more then 1 second.
Threshold(s) At least one measured temperature >>64ºC.
Possible reasons • Ambient temperature is too high, system only rated to +55ºC.
• Wiring problem from SIBAS® to IGBT module temperature sensor(s)
• ST output frequency is not high enough
• Defective temperature sensor interface card (G143)
• Defective system coolant pump (M05)
• Defective drive system radiator
• Defective I/O interface card (G043)
• Automatic reset (when temperature <<62º C).
Action to repair • Check/repair wiring from SIBAS® to IGBT module temperature sensor(s)
(PT101, PT102, PT103).
• Replace temperature sensor (PT101, PT102, PT103).
• Check if ST is running at maximum frequency.
• Replace temperature sensor interface card (G143).
• Replace defective system coolant pump (M05).
• Replace defective drive system radiator
Notes While this event is active, maximum motor A torque is reduced by 25%.
8
455 L3A TMP: IGBT Module A101 temperature > shutdown limit
Description Temperature reading from IGBT module A101 is above the shutdown protec-
Possible reasons • Ambient temperature is too high, system only rated to +55ºC
• ST output frequency is not high enough.
Action to reset • Press operator reset button (limp mode B is possible.
• Automatic reset (when temperature <<62ºC).
(PT101, PT102, PT103).
• Replace defective drive system radiator.
Notes While this event is active, motor A propel torque blocked.
Protection reaction can be disabled via monitor program if it’s not a real over-
temperature issue.
• Limp Mode
9
Description Temperature reading from the IGBT module A102 is below the low limit for
more then 1 second.
Threshold(s) At least one measured temperature <<-40ºC.
• Limp Mode
10
Description Temperature reading from the IGBT module A102 is below the low limit for
more then 1 second.
Action to reset • Press operator reset button (limp mode A is possible).
• Automatic reset (when temperature <<62ºC)
(PT201, PT202, PT203).
Notes • While this event is active, maximum motor B torque is reduced by 25%.
11
• Automatic reset (when temperature >>62ºC).
(PT201, PT202, PT203).
Notes While this event is active, motor B propel torque blocked.
temperature issue.
• Limp Mode
12
459 L3A TMP: IGBT ModulE A201 temperature < low limit
Description Temperature reading from IGBT module A201 is below the low limit for
more then 1 second.
• Defective temperature sensor (PT104)
different from others (PT104).
• Limp Mode
13
Threshold(s) At least one measured temperature >>64ºC
• Wiring problem from SIBAS® to IGBT module temperature sensor
Action to repair • Check/repair wiring from SIBAS® to IGBT chopper module temperature
sensor (PT104).
• Replace temperature sensor (PT104)
14
Action to repair • Check/repair wiring from SIBAS® to IGBT module temperature sensor
(PT104).
Notes While this event is active, motor A propel torque blocked.
temperature issue.
• Limp Mode
15
Description Temperature reading from IGBT module A202 is below the low limit for more
then 1 second.
Action to repair • Apply external heat source (hot box) if ambient near -40ºC so system can
get past this temperature and operate.
• Limp Mode
16
The sensor is an RTD type with the characteristic of 100 ohms at 0º
Threshold(s) At least one measured temperature >>64ºC
sensor (PT204).
17
464 L3A TMP: IGBT Module A202 temperature >shutdown limit

(PT204).
Notes While this event is active, motor B propel torque blocked.
temperature issue.
• Limp Mode
18
465 L3A TMP: ST Module temperature < low limit

Description The ST IGBT module (A301) temperature is below the low limit for more then 1
second.
Each IGBT module has a temperature sensor attached to the bottom side of the
heat sink. This sensor is a separate part from the IGBT module and attaches
via a peel and stick adhesive backing.
• Wiring problem from SiBAS to the heater contactor (K107)
Action to reset • Automatic reset (when temperature >>-38ºC)
Action to repair • Apply external heat source (hot box) if ambient temperature near -40ºC so
system can get past low temperature and operate.
Notes While this event is active, all inverters are blocked. This includes inverterA,
inverter B, and the ST inverter.
• Retard Inhibit
19
466 L2C TMP: ST Module temperature > warning limit

Description The ST IGBT module (A301) temperature is above the warning limit for more
then 1 second.
Action to reset • Automatic reset (when temperature <<62ºC)
Action to repair • Check/repair wiring from SIBAS® to IGBT ST module temperature sensor
(PT105).
• Replace temperature sensor (PT105).
Notes While this event is active, maximum motor A and B torque are reduced by 25%.
20
467 L3A TMP: ST Module temperature > shutdown limit

Description The ST IGBT module (A301) temperature is above the shutdown protection
limit for more then 1 second.
via a peel and stick adhesive backing
(PT105).
Notes While this event is active, all inverters are blocked. This includes inverter A,
inverter B, and the ST inverter.
• Retard Inhibit
21
468 L2B TMP: SR Module temperature < low limit

Description The SR rectifier module (A1) temperature is below the low limit for more then 1
second.
The rectifier module has a temperature sensor attached to the bottom side of
the heat sink. This sensor is a separate part from the rectifier module and
attaches via a peel and stick adhesive backing.
system can get past this temperature and operate.
Notes While this event is active, the field regulator is fault inhibited. Retard is available
until the truck stops.
22
469 L2C TMP: SR Module temperature > warning limit

Description The SR rectifier module (A1) temperature is above the warning limit for
more then 1 second.
Each rectifier module has a temperature sensor attached to the bottom side of
• Wiring problem from SIBAS® to SR module temperature sensor
Action to repair • Check/repair wiring from SIBAS® to IGBT SR module temperature sensor
(PT105).
Notes While this event is active, maximum motor A and B propel torque is reduced by
25%.
23
470 L2B TMP: SR Module temperature > shutdown limit

Description The SR rectifier module (A1) temperature is above the shutdown protection
limit for more then 1 second.
Each rectifier module has a temperature sensor attached to the bottom side of
• Wiring problem from SIBAS® to SR module temperature sensor
Action to repair • Check/repair wiring from SIBAS® to SR module temperature sensor
(PT205).
Notes While this event is active, the field regulator is fault inhibited. Retard is available
until the truck stops.
24
471 L2C TMP: Wheel motor A stator temperature > APRS limit
Description Wheel motor A stator temperature is above the automatic power reduction
(APRS) limit for over 1 second (grid side of truck).
In each motor is an RTD type temperature probe extending into the motor’s sta-
tor. This RTD type sensor has the characteristics of 100 ohms at 0ºC.
Threshold(s) Measured temperature >>215ºC
• Wiring problem from SIBAS® to motor A stator temperature sensor
• Broken air duct for wheel motor A cooling
• Road conditions and/or payload are above the rated design
• Defective temperature sensor or interface card (L163)
Action to repair • Check/repair wiring from SIBAS® to motor A stator temperature sensor.
• Check air duct from main blower to wheel motor A inlet.
• Dump the payload.
• Replace defective temperature sensor if the feedback from this sensor is
very different from motor A stator temperature.
• Replace temperature input card (L163).
25
472 L3A TMP: Wheel motor A stator temperature > shutdown limit
Description Wheel motor A stator temperature is above the automatic power reduction
(APRS) limit for over 1 second (grid side of truck).
Threshold(s) Measured temperature >>225 ºC
Action to repair • Check/repair wiring from SiBAS to motor A stator temperature sensor.
very different from motor B stator temperature.
Notes While this event is active, motor A propel and retard torque is blocked.
• Limp Mode
26
473 L2C TMP: Wheel motor B Stator temperature > APRS limit
Description Wheel motor B stator temperature is above the automatic power reduction
(APRS) limit for over 1 second (cab side of truck).
• Wiring problem from SIBAS® to motor B stator temperature sensor
Notes While this event is active, maximum motor B torque is reduced by 25%.
27
474 L3A TMP: Wheel motor B stator temperature shutdown limit

Description Wheel motor B stator temperature is above the shutdown protection limit for
over 1 second (grid side of truck).
Notes While this event is active, motor B propel and retard torque is blocked.
• Limp Mode
28
475 L2C TMP: Wheel motor A, DE bearing temperature > warning limit
Description Wheel motor A drive end (DE) bearing temperature is above the warning limit
for more then 1 second (grid side of truck).
In each motor there are two RTD type temperature probes extending into the
motor’s DE and NDE bearing. This RTD type sensor has the characteristics of
100 ohms at 0ºC.
• Wiring problem from SIBAS® to motor A DE bearing temperature sensor
• Defective motor A DE bearing temperature sensor
• Defective temperature sensor interface card (L163)
• Planetary gears on grid side overheating
• Motor A DE bearing needs grease added (follow maintenance intervals and
procedure for correct type/amount of grease)
• Defective motor A DE bearing
Action to repair • Check/repair wiring from SIBAS® to motor A DE bearing temperature
sensor.
• Replace defective wheel motor A DE bearing temperature sensor.
• Measure planetary gear temperatures; refer to truck manufacturer
documentation for limits.
• Add grease based on maintenance interval and procedure guidelines.
• Replace defective bearing; requires motor A removal and rebuild.
29
476 L3A TMP: Wheel motor A, DE bearing temperature > shutdown limit
Description Wheel motor A drive end (DE) bearing temperature is above the shutdown pro-
tection limit for more then 1 second (grid side of truck).
100 ohms at 0ºC.
• Wiring problem from SIBAS® to motor A DE bearing temperature sensor.
• Defective motor A DE bearing temperature sensor
• Planetary gears on grid side overheating
• Motor A DE bearing needs grease added (follow maintenance intervals and
• Defective motor A DE bearing
Action to repair • Check/repair wiring from SIBAS® to motor A DE bearing temperature
sensor.
• Replace defective wheel motor A DE bearing temperature sensor.
• Limp Mode
30
477 L2C TMP: Wheel motor A NDE bearing temperature > warning limit
Description Wheel motor A non-drive end (NDE) bearing temperature is above the warning
limit for more then 1 second (grid side of truck).
100 ohms at 0ºC.
• Wiring problem from SIBAS® to motor A NDE bearing temperature sensor
• Defective motor A NDE bearing temperature sensor
• External heat source in axle box, i.e., brake discs
• Motor A NDE bearing needs grease added (follow maintenance intervals
and procedure for correct type/amount of grease)
• Defective motor A NDE bearing
Action to repair • Check/repair wiring from SIBAS® to motor A NDE bearing temperature
sensor.
• Replace defective wheel motor A NDE bearing temperature sensor.
• Repair cause for severe heating external to motor in axle box.
31
478 L3A TMP: Wheel motor A NDE bearing temperature > shutdown limit
Description Wheel motor A non-drive end (NDE) bearing temperature is above the warning
limit for more then 1 second (grid side of truck).
100 ohms at 0ºC.
• Wiring problem from SIBAS® to motor A NDE bearing temperature sensor.
• Defective motor A NDE bearing temperature sensor
• Motor A NDE bearing needs grease added (follow maintenance intervals
and procedure for correct type/amount of grease).
• Defective motor A NDE bearing
Action to repair • Check/repair wiring from SIBAS® to motor A NDE bearing temperature
sensor.
• Replace defective wheel motor A NDE bearing temperature sensor.
• Limp Mode
32
479 L2C TMP: Wheel motor B DE bearing temperature > warning limit
Description Wheel motor B drive end (DE) bearing temperature is above the warning limit
for more then 1 second (cab side of truck).
100 ohms at 0ºC.
• Wiring problem from SIBAS® to motor B DE bearing temperature sensor.
• Broken air duct for wheel motor B cooling
• Defective motor B DE bearing temperature sensor
• Planetary gears on cab side overheating
• Motor B DE bearing needs grease added (follow maintenance intervals and
• Defective motor B DE bearing
Action to reset • Automatic reset (when temperature <<90ºC.)
Action to repair • Check/repair wiring from SIBAS® to motor B DE bearing temperature
sensor.
• Check air duct from main blower to wheel motor B inlet.
• Replace defective wheel motor B DE bearing temperature sensor.
• Replace defective bearing; requires motor B removal and rebuild.
33
480 L3A TMP: Wheel motor B DE bearing temperature > shutdown limit
Description Wheel motor B drive end (DE) bearing temperature is above the shutdown pro-
tection limit for more then 1 second (grid side of truck).
100 ohms at 0ºC.
• Wiring problem from SIBAS® to motor B DE bearing temperature sensor.
• Defective motor B DE bearing temperature sensor
• Planetary gears on cab side overheating
• Motor B DE bearing needs grease added (follow maintenance intervals and
• Defective motor B DE bearing
Action to repair • Check/repair wiring from SIBAS® to motor B DE bearing temperature
sensor.
• Replace defective wheel motor B DE bearing temperature sensor.
Notes While this event is active, motor B propel and retard torque is blocked.
• Limp Mode
34
481 L2C TMP: Wheel motor B NDE bearing temperature > warning limit
Description Wheel motor B non-drive end (NDE) bearing temperature is above the warning
limit for more then 1 second (cab side of truck).
100 ohms at 0ºC.
• Wiring problem from SIBAS® to motor B NDE bearing temperature sensor.
• Defective motor B NDE bearing temperature sensor
• Motor B NDE bearing needs grease added (follow maintenance intervals
• Defective motor B NDE bearing
Action to repair • Check/repair wiring from SIBAS® to motor B NDE bearing temperature
sensor.
• Replace defective wheel motor B NDE bearing temperature sensor.
35
482 L3A TMP: Wheel motor B NDE bearing temperature > shutdown limit
Description Wheel motor B non-drive end (NDE) bearing temperature is above the warning
limit for more then 1 second (cab side of truck).
100 ohms at 0ºC.
• Wiring problem from SIBAS® to motor B NDE bearing temperature sensor.
• Defective motor B NDE bearing temperature sensor
• Motor B NDE bearing needs grease added (follow maintenance intervals
• Defective motor B NDE bearing
Action to repair • Check/repair wiring from SIBAS® to motor B NDE bearing temperature
sensor.
• Replace defective wheel motor B NDE bearing temperature sensor.
• Limp Mode
36
483 L2C TMP: Alternator stator temperature > APRS limit

Description The main alternator stator temperature is above the automatic power reduction
(APRS) limit for more then 1 second (coupled to the rear of the engine).
In the main alternator there are multiple RTD type temperature sensors
installed in the alternator stator. This RTD type sensor has the characteristics of
100 ohms at 0ºC.
• Wiring problem from SIBAS® to alternator stator temperature sensor
• Broken air duct for alternator cooling
• Haul profile is above the design limit
Action to repair • Check/repair wiring from SIBAS® to alternator stator temperature sensor.
• Check air duct from main blower to alternator inlet.
• Change wiring connection at alternator to use another internal stator
temperature sensor.
Notes While this event is active, maximum motor A and B torque is reduced by 25% in
propel.
37
484 L2B TMP: Alternator stator temperature > shutdown limit

Description The main alternator stator temperature is above shutdown protection limit for
more then 1 second (coupled to the rear of the engine).
In the main alternator there are multiple RTD type temperature sensors
installed in the alternator stator. This RTD type sensor has the characteristics of
100 ohms at 0ºC.
• Wiring problem from SIBAS® to alternator stator temperature sensor
• Haul profile is above the design limit
Action to reset • Press operator reset button (when temperature <<200ºC).
Action to repair • Check/repair wiring from SIBAS® to alternator stator temperature sensor.
• Change wiring connection at alternator to use another internal stator
temperature sensor.
Notes While this event occurs, the field regulator is fault inhibited and propel is
blocked; retard is available to stop the truck.
38
485 L2C TMP: Alternator bearing temperature > warning limit

Description The main alternator rear bearing temperature is above the warning limit for
more then 1 second (coupled to rear of engine).
The alternator has two RTD type temperature probes extending into the rear
bearing. This RTD type sensor has the characteristics of 100 ohms at 0ºC.
• Wiring problem from SIBAS® to alternator bearing temperature sensor.
• Defective alternator bearing temperature sensor
• External heat source near alternator rear bearing
• Alternator bearing needs grease added (follow maintenance intervals and
• Defective alternator bearing
Action to repair • Check/repair wiring from SIBAS® to alternator bearing temperature sensor.
• Change wiring at alternator to use other bearing temperature sensor.
• Investigate cause for external heat source near alternator bearing.
• Replace defective alternator bearing.
Notes While this event is active, maximum motor A and B torque is reduced by 25% in
propel.
39
486 L2B TMP: Alternator bearing temperature > shutdown limit

Description The main alternator rear bearing temperature is above the shutdown protection
limit for more then 1 second (coupled to rear of engine).
The alternator has two RTD type temperature probes extending into the rear
bearing. This RTD type sensor has the characteristics of 100 ohms at 0ºC.
• Wiring problem from SIBAS® to alternator bearing temperature sensor.
• Defective alternator bearing temperature sensor
• External heat source near alternator rear bearing
• Alternator bearing needs grease added (follow maintenance intervals and
• Defective alternator bearing
Action to repair • Check/repair wiring from SIBAS® to alternator bearing temperature sensor.
• Change wiring at alternator to use other bearing temperature sensor.
• Investigate cause for external heat source near alternator bearing.
• Replace defective alternator bearing.
Notes When this event occurs, the field regulator is fault inhibited and propel is
40
487 L1A TMP: Cooling water inlet temperature < low limit
Description The system coolant leaving the pump and entering the inverter sections has
been measured at a temperature below the low limit for over 1 second.
In the coolant system there is a temperature sensor inside the inlet and outlet
manifolds. This sensor is a RTD type temperature sensor with the characteristic
of 100 ohms at 0ºC.
Threshold(s) Measured temperature <<-40ºC.
• Defective temperature interface card (L155)
Action to reset • Automatic reset (when temperature >>-38ºC).
Notes
41
488 L2C TMP: Cooling water inlet temperature > warning limit
been measured at a temperature above the warning limit for over 1 second.
• Wiring problem from SIBAS® to coolant inlet temperature sensor
Action to repair • Check/repair wiring from SIBAS® to coolant inlet temperature sensor (PT4).
• Replace temperature sensor interface card (L155).
Notes While this event is active, maximum motor A and B torque is reduced by 25%.
42
489 L2B TMP: Cooling water inlet temperature > shutdown limit
been measured at a temperature above the shutdown protection limit for over 1
second.
Action to repair • Check/repair wiring from SIBAS® to coolant inlet temperature sensor (PT4).
43
490 L1A TMP: Cooling water outlet temperature < low limit
Description The system coolant leaving the inverter sections and entering the radiator has
been measured at a temperature below the low limit for over 1 second.
of 100 ohms at 0º.
Threshold(s) Measured temperature <<-40ºC.
• Defective temperature interface card (L155)
Notes
44
491 L2C TMP: Cooling water outlet temperature > warning limit
been measured at a temperature above the warning limit for over 1 second.
• Wiring problem from SIBAS® to coolant outlet temperature sensor
Action to repair • Check/repair wiring from SIBAS® to coolant outlet temperature sensor
(PT5).
• Replace defective temperature sensor (PT5).
45
492 L2B TMP: Cooling water outlet temperature > shutdown limit
been measured at a temperature above the shutdown protection limit for over 1
second.
Action to repair • Check/repair wiring from SIBAS® to coolant outlet temperature sensor
(PT5).
46
493 L1A TMP: Cooling water delta T too high

Description The difference between system coolant entering and leaving the inverter
sections is higher then the allowed design limitation while the ST inverter
is operating.
Threshold(s) Difference of temperatures >>8ºC.
Action to repair • Check/repair wiring from SIBAS® to coolant inlet/outlet temperature
sensor(s) (PT4, PT5).
• Replace temperature sensor(s) (PT4, PT5).
Notes
47
495 L2C TMP: Inverter cab temperature > warning limit

Description The temperature of inside air in the drive system cabinet is above the warning
limit for over 1 second.
To measure the inside air temperature of the drive system cabinet a RTD type
temperature sensor is attached to the inner room cooler in the cabinet. This
inner room cooler circulates air and equalizes the air to the system coolant tem-
perature via a small fan and radiator. The RTD type sensor has the characteris-
tics of 100 ohms at 0ºC.
• Wiring problem from SIBAS® to inside cabinet air temperature sensor.
• Defective inside cabinet air temperature sensor (PT1)
• Inner room cooler not functioning (M06)
Action to reset • Automatic reset (when temperature << 70ºC)
Action to repair • Check/repair wiring from SIBAS® to inside cabinet air temperature sensor.
• Replace defective inside cabinet air temperature sensor (PT1).
• Replace defective inner room cooler (M06).
48
496 L2B TMP: Inverter cab temperature > shutdown limit

Description The temperature of inside air in the drive system cabinet is above the shutdown
protection limit for over 1 second.
To measure the inside air temperature of the drive system cabinet a RTD type
temperature sensor is attached to the inner room cooler in the cabinet. This
inner room cooler circulates air and equalizes the air to the system coolant tem-
perature via a small fan and radiator. The RTD type sensor has the characteris-
tics of 100 ohms at 0ºC.
• Wiring problem from SIBAS® to inside cabinet air temperature sensor.
• Defective inside cabinet air temperature sensor (PT1)
• Inner room cooler not functioning (M06)
Action to reset • Press operator reset button (when temperature <<70ºC)
Action to repair • Check/repair wiring from SIBAS® to inside cabinet air temperature sensor.
• Replace defective inside cabinet air temperature sensor (PT1).
• Replace defective inner room cooler (M06).
49
497 L2C TMP: Inside cooler outlet temperature > warning limit
Description The system coolant leaving the inside room cooler has been measured at a
temperature above the warning limit for over 1 second.
This inner room cooler circulates air and equalizes the air to the system coolant
temperature via a small fan and radiator.
In the coolant system there is a temperature sensor inside the inner room
cooler at the port where the system coolant exits. This sensor is a RTD type
temperature sensor with the characteristic of 100 ohms at 0ºC.
• Wiring problem from SIBAS® to inner room cooler outlet temperature
sensor.
Action to repair • Check/repair wiring from SIBAS® to inner room cooler outlet temperature
sensor (PT3).
50
498 L2B TMP: Inside cooler outlet temperature > shutdown limit
Description The system coolant leaving the inside room cooler has been measured at a
temperature above the shutdown protection limit for over 1 second.
This inner room cooler circulates air and equalizes the air to the system coolant
temperature via a small fan and radiator.
In the coolant system there is a temperature sensor inside the inner room
cooler at the port where the system coolant exits. This sensor is a RTD type
temperature sensor with the characteristic of 100 ohms at 0ºC.
• Wiring problem from SIBAS® to inner room cooler outlet temperature
sensor.
Action to repair • Check/repair wiring from SIBAS® to inner room cooler outlet temperature
sensor (PT3).
51
499 L1A TMP: Main blower motor stator temperature > warning limit
Description The main blower motor stator temperature has been detected above the warn-
ing limit for over 1 second.
In the main blower motor there are a few RTD type temperature sensors
mounted inside the motor’s stator. This RTD type sensor has the characteristics
• Wiring problem from SIBAS® to main blower motor stator temperature
sensor
• Defective temperature sensor inside main blower motor (M03)
• Cooling duct(s) not properly attached, causing a decrease in back pressure
needed to force air across the motor
• Main blower motor overloaded (i.e., bearing failure, etc.)
• Defective main blower motor (M03)
Action to repair • Check/repair wiring from SIBAS® to main blower motor stator temperature
sensor.
• Change wiring at main blower motor terminal box to use other stator
temperature sensor.
• Check air ducts from main blower to wheel inlets and alternator inlet.
• Add grease to main blower bearings based on maintenance interval and
procedure guidelines.
• Replace main blower motor, requires removal of entire main blower.
Notes
52
500 L1A TMP: Main blower motor stator temperature > shutdown limit
Description The main blower motor stator temperature has been detected above the shut-
down protection limit for over 1 second.
In the main blower motor there are a few RTD type temperature sensors
mounted inside the motor’s stator. This RTD type sensor has the characteristics
• Wiring problem from SIBAS® to main blower motor stator temperature
sensor.
• Defective temperature sensor inside main blower motor (M03)
• Cooling duct(s) not properly attached, causing a decrease in back pressure
needed to force air across the motor
• Main blower motor overloaded (i.e., bearing failure, etc.)
• Defective main blower motor (M03)
Action to repair • Check/repair wiring from SIBAS® to main blower motor stator temperature
sensor.
• Change wiring at main blower motor terminal box to use other stator
temperature sensor.
• Check air ducts from main blower to wheel inlets and alternator inlet.
• Add grease to main blower bearings based on maintenance interval and
procedure guidelines.
• Replace main blower motor, requires removal of entire main blower.
Notes
53
505 L1A TMP: Wheel motor A rotor temperature > limit

Description Wheel motor A (grid side of truck) rotor temperature is above the designed limit
for over 1 second.
tor. Based on the reading from this probe and the reading from the motor inlet
air temperature sensor, the software calculates the wheel motor rotor tempera-
ture, factoring in expected losses.
This RTD type sensor has the characteristics of 100 ohms at 0ºC.
• Wiring problem from SIBAS® to wheel motor inlet air temperature sensor.
• Incorrect DSP A software (calculates the rotor temperature)
• Check/repair wiring from SIBAS® to wheel motor inlet air temperature
sensor.
very different from motor B stator temperature.
• Consult with KOMATSU for DSP software.
Notes
54
506 L1A TMP: Wheel motor B rotor temperature > limit

Description Wheel motor B (cab side of truck) rotor temperature is above the designed limit
for over 1 second.
tor. Based on the reading from this probe and the reading from the motor inlet
air temperature sensor, the software calculates the wheel motor rotor tempera-
ture, factoring in expected losses.
Threshold(s) Calculated temperature >>260ºC.
• Wiring problem from SIBAS® to wheel motor inlet air temperature sensor.
• Incorrect DSP B software (calculates the rotor temperature)
Action to reset • Automatic reset (when temperature >>260ºC).
Action to repair • Check/repair wiring from SIBAS® to motor B stator temperature sensor.
• Check/repair wiring from SIBAS® to wheel motor inlet air temperature
sensor.
• Consult with KOMATSU for DSP software.
Notes
55
508 L1A ETM1: Alternator PT100 open circuit

509 L1A ETM1: Main blower stator PT100 open circuit
510 L1A ETM1: Grid blower statoR PT100 open circuit
511 L1A ETM1: Inverter CAB PT100 open circuit
512 L1A ETM1: Ambient PT100 open circuit
513 L1A ETM1: Heater exchanger PT100 open circuit
514 L1A ETM1: Cooling water inlet PT100 open circuit
515 L1A ETM1: Cooling water outlet PT100 open circuit
Description The specific channel (based on event logged) of the temperature sensor card
(L155) is reading as an open circuit.
An open circuit is determined if either the reading changes too quickly or the
resistance gets outside the system limits. Once detected as open, the channel
does not reset until power is cycled with the input in range.
Threshold(s) Induced voltage at input <<-10V or >>+10V.
Or a change of >>30ºC in 750 ms.
Possible reasons • Wiring problem from SIBAS® to temperature sensor(s)
• Defective temperature sensor(s)
• Defective temperature card (L155)
Action to repair • Check/repair wiring problem from SIBAS® to temperature sensor(s).
• Replace defective temperature sensor(s).
• Replace defective temperature card (L155).
Notes While this event is active, the temperature value to be used by the software
from the open channel is set to a default value of 0ºC.
56
516 L1A ETM2: Motor A NDE Bearing PT100 open circuit

517 L1A ETM2: Motor A DE Bearing PT100 open circuit
518 L1A ETM2: Motor B NDE Bearing PT100 open circuit
519 L1A ETM2: Motor B DE Bearing PT100 open circuit
520 L1A ETM2: Alternator Bearing PT100 open circuit
521 L1A ETM2: Motor A stator PT100 open circuit
522 L1A ETM2: Motor B stator PT100 open circuit
523 L1A ETM2: Motor inlet air PT100 open circuit
(L163) is reading as an open circuit.
• Defective temperature card (L163)
• Replace defective temperature card (L163).
57
524 L1A ETM3: IGBT Module A101 PT100 open circuit

(G143) is reading as an open circuit.
• Defective temperature card (G143)
• Replace defective temperature card (G143).
58
532 L1A ETM3: ST Module PT100 open circuit

533 L1A ETM3: SR Module PT100 open circuit
534 L1A ETM3: Channel 7 PT100 open circuit
(G143 for single inverter or G151 for dual inverter) is reading as an open circuit.
• Defective temperature card (G143 for single inverter or G151 for dual
inverter)
• Replace defective temperature card (G143 for single inverter or G151 for
dual inverter).
59

544 L1A ETM4: ST Module PT100 open circuit
544 L1A ETM4: SR Module PT100 open circuit
(G151) is reading as an open circuit.
• Defective temperature card (G151)
• Replace defective temperature card (G151).
60
550 L3A TMP: Inverter A module temperature < low limit

Description At least one temperature reading from the inverter A IGBT module is below the
low limit for more then 1 second.
Action to repair • Apply external heat source (hot box) if ambient near -40ºC until system can
get past low range and operate.
• Limp Mode
61
551 L2C TMP: Inverter A module temperature > APRS limit

Description At least one temperature reading from the inverter A IGBT module is above the
automatic power reduction (APRS) limit for more then 1 second.
(PT101, PT102, PT103).
• Power Reduction
62
552 L3A TMP: Inverter A module temperature > shutdown limit

Description At least one temperature reading from theinverter A IGBT module is above the
shutdown protection limit for more then 1 second.
• Automatic reset (when temperature <<62 ºC)
(PT101, PT102, PT103).
Notes While this event is active, motor A propel torque blocked, protection reaction
can be disabled via monitor program if it’s not a real over-temperature issue.
• Limp Mode
63
553 L3A TMP: Inverter B module temperature < low limit

Description At least one temperature reading from the inverter B IGBT module is
below the low limit for more then 1 second.
Threshold(s) At least one measured temperature >>-40ºC
• Automatic reset (when temperature >>38ºC).
• Limp Mode
64
554 L2C TMP: Inverter B module temperature > APRS limit

Description At least one temperature reading from the inverter B IGBT module is above the
(PT201, PT202, PT203).
65
555 L3A TMP: Inverter B module temperature > shutdown limit

Description At least one temperature reading from the inverter B IGBT module is above the
shutdown protection limit for more then 1 second.
(PT201, PT202, PT203).
Notes While this event is active, motor B propel torque blocked, protection reaction
• Limp Mode
66
556 L3A TMP: Chopper A module temperature < low limit

Description The inverter A IGBT chopper module (A104) temperature is below the
low limit for more then 1 second.
Threshold(s) At least one measured temperature >>-40ºC
• Limp Mode
67
557 L2C TMP: Chopper A module temperature > APRS limit

Description The inverter A IGBT chopper module (A104) temperature is above the
• Wiring problem from V to IGBT module temperature sensor(s)
sensor (PT104).
68
558 L3A TMP: Chopper A module temperature > shutdown limit

Description The inverter A IGBT chopper module (A104) temperature is above the shut-
down protection limit for more then 1 second.
(PT104).
Notes While this event is active, motor A propel torque blocked. Protection reaction
• Limp Mode
69
559 L3A TMP: Chopper B module temperature < low limit

Description The inverter B IGBT chopper module (A204) temperature is below the low limit
for more then 1 second.
Threshold(s) At least one measured temperature >>-40ºC.
• Automatic reset (when temperature <<-38ºC).
Action to repair • Apply external heat source (hot box) if ambient near -40ºC so system can
get past this temperature and operate.
• Limp Mode
70
560 L2C TMP: Chopper B module temperature > APRS limit

Description The inverter B IGBT chopper module (A204) temperature is above the auto-
matic power reduction (APRS) limit for more then 1 second.
sensor (PT204).
71
561 L3A TMP: Chopper B module temperature > shutdown limit

Description The inverter B IGBT chopper module (A204) temperature is above the shut-
down protection limit for more then 1 second.
(PT204).
Notes While this event is active, motor A propel torque blocked, protection reaction
• Limp Mode
72
NOTES
73
860E Dump truck

960E Dump truck
Form No.CEN40047-00
© 2009 KOMATSU
All Rights Reserved
74
CEN40008-01
DUMP TRUCK
860E
960E

860E-1K A30003 and up
960E-1 A30003 - A30026
960E-1K A50003 and up
960E-2 A30027 and up
40 Troubleshooting
Preliminary checks................................................................................................................................................ 3
Diagnosis of gauge readings and system performance........................................................................................ 3
Troubleshooting by manifold gauge set readings ................................................................................................. 4
1
NOTES
2
Preliminary checks Diagnosis of gauge readings and system

If the system indicates insufficient cooling, or no performance
cooling, the following points should be checked Successfully servicing an air conditioning system,
before proceeding with the system diagnosis beyond the basic procedures outlined in the previous
procedures. section, requires additional knowledge of system
testing and diagnosis.
NOTE: Ensure that the rest switch in the cab is ON.
Place the GF cutout switch in the CUTOUT position. A good working knowledge of the manifold gauge set
is required to correctly test and diagnose an air
Some simple, but effective checks can be performed
conditioning system. An accurate testing sequence is
to help determine the cause of poor system
usually the quickest way to diagnose an internal
performance. Check the following to ensure proper
problem. When correctly done, diagnosis becomes
system operation.
an accurate procedure rather than guesswork.
• Compressor belt - Must be tight, and aligned.
The following troubleshooting charts list typical
• Compressor clutch - The clutch must engage. If it malfunctions encountered in air conditioning
does not, check fuses, wiring, and switches. systems. Indications and or problems may differ from
• Oil leaks - Inspect all connection or components one system to the next. Read all applicable
for refrigeration oil leaks (especially in the area of situations, service procedures, and explanations to
the compressor shaft). A leak indicates a gain a full understanding of the system malfunction.
refrigerant leak. Refer to information listed under “Suggested
• Electrical check - Check all wires and Corrective Action” for service procedures.
connections for possible open circuits or shorts.
Check all system fuses.
• Cooling system - Check for correct cooling
system operation. Inspect the radiator hoses,
heater hoses, clamps, belts, water pump,
thermostat and radiator for condition or proper
operation.
• Radiator shutters - Inspect for correct operation
and controls, if equipped.
• Fan and shroud - Check for proper operation of
fan clutch. Check installation of fan and shroud.
• Heater/water valve - Check for malfunction or
leaking. With the heat switch set to COLD, the
heater hoses should be cool.
• System ducts and doors - Check the ducts and
doors for proper function.
• Refrigerant charge - Make sure system is
properly charged with the correct amount of
refrigerant.
• Cab filters - Ensure the outside air filter and inside
recirculation filter are clean and free of restriction.
• Condenser - Check the condenser for debris and
clogging. Air must be able to flow freely through
the condenser.
• Evaporator - Check the evaporator for debris and
clogging. Air must be able to flow freely through
the condenser.
3
Troubleshooting by manifold gauge set readings
PROBLEM: Insufficient Cooling

Indications:
Low side pressure - LOW.
High side pressure - LOW.
Discharge air is only slightly cool.
Possible Causes Suggested Corrective Actions

- Low refrigerant charge, causing pressures to be Check for leaks by performing leak test.
slightly lower than normal.
If No Leaks Are Found:
Recover the refrigerant and use a scale to
charge the proper amount into the system.
Check system performance.
If Leaks Are Found:

After locating the source of the leak, recover the
refrigerant, and repair the leak. Evacuate the
system and recharge using a scale. Add oil as
necessary. Check A/C operation and perform-
ance test the system.
PROBLEM: Little or No Cooling
Indications:
Low side pressure - VERY LOW
High side pressure - VERY LOW
Discharge air is warm.
No bubbles observed in sight glass, may show oil
streaks.
- Pressure sensing switch may have compressor Add refrigerant (make sure system has at least
clutch disengaged. 50% of its normal amount) and leak test system.
It may be necessary to use a jumper wire to
-
enable the compressor to operate, if the com-
- Refrigerant excessively low; leak in system. pressor has shut down due to faulty pressure
sensing switch. Repair any leaks and evacuate
the system if necessary, Replace the receiver-drier
if the system was opened. Recharge the system
using a scale and add oil as necessary. Check
A/C operation and do system performance test.
4
PROBLEM: Extremely Low Refrigerant Charge in the System
Indications:
Low side pressure - LOW.
High side pressure - LOW.
Discharge air is warm.
The low pressure switch may have
shut off the compressor clutch.

- Extremely low or no refrigerant in the system. Check for leaks by performing leak test.
Possible leak in the system.
No Leaks Found:
Recover refrigerant from the system. Recharge
using a scale to ensure correct charge. Check
A/C operation and performance.
Leaks Found:
Add refrigerant (make sure system has at least
50% of its normal amount) and leak test system.
It may be necessary to use a jumper wire to
enable the compressor to operate, if the com-
pressor has shut down due to faulty pressure
sensing switch. Repair any leaks and evacuate
the system if necessary, Replace the receiver-drier
if the system was opened. Recharge the system
using a scale and add oil as necessary. Check
A/C operation and do system performance test.
PROBLEM: Air and/or Moisture in the System
Indications:
Low side pressure - Normal
High side pressure - Normal
(In a cycling type system with a
thermostatic switch, the switch may not cycle
the clutch on and off, so the low pressure
gauge will not fluctuate.)

Leaks in the system. Test for leaks, especially around the compressor shaft
seal area. When the leak is found, recover refrigerant
from the system and repair the leak. Replace the
receiver-drier or accumulator because the desiccant
may be saturated with moisture. Check the compressor
and replace any refrigerant oil lost due to leakage.
Evacuate and recharge the system with refrigerant
using a scale. Check A/C operation and performance.
5
PROBLEM: Air and/or Moisture in the System
Indications:
Low side pressure - HIGH
High side pressure - HIGH
- Leaks in system. Test for leaks, especially around the compressor

shaft seal area. After leaks are found, recover
refrigerant from the system and repair leaks. Re-
place the receiver-drier. Check the compressor
and replace any oil lost due to leakage. Evacuate
and recharge the system using a scale to ensure
proper quantity. Check A/C operation and perform-
ance.
PROBLEM: Expansion Valve Stuck or Plugged
Indications:
Low side pressure - VERY LOW or in a Vacuum
High side pressure - HIGH
Discharge air only slightly cool.
Expansion valve body is frosted or sweaty.

An expansion valve malfunction could mean Test: Warm diaphragm and valve body with your
the valve is stuck in the closed position, the filter hand, or very carefully with a heat gun. Activate
screen is clogged (block expansion valves do not the system and watch to see if the low pressure
have filter screens), moisture in the system has gauge rises. Next, carefully spray a little nitrogen,
frozen at the expansion valve orifice, or the or any substance below 0° C (32° F), on the capillary
sensing bulb is not operating. If the sensing bulb coil (bulb) or valve diaphragm. The low side gauge
is accessible, perform the following test. If not, needle should drop and read at a lower (suction)
proceed to the Repair Procedure. pressure on the gauge. This indicates the valve was
partially open and that your action closed it. Repeat
the test, but first warm the valve diaphragm or
capillary with your hand. If the low side gauge
drops again, the valve is not stuck.
Repair Procedure: Inspect the expansion valve

screen (except block type valves). To do this,
remove all refrigerant from the system. Disconnect
the inlet hose fitting from the expansion valve.
Remove, clean, and replace the screen. Reconnect
the hose and replace the receiver-drier. Evacuate
and recharge the system with refrigerant using a
scale. Check AC operation and performance. If the
expansion valve tests did not cause the low press-
ure gauge needle to rise and drop, and if the other
procedure described did not correct the problem,
the expansion valve is defective. Replace the valve.
6
PROBLEM: Expansion Valve Stuck Open
Indications:
Air from vents in the cab seems warm
or only slightly cool.

The expansion valve is stuck open and/or the Test: Operate the A/C system on its coldest
capillary tube (bulb) is not making proper contact setting for a few minutes. Carefully spray
with the evaporator outlet tube. Liquid refrigerant nitrogen or another cold substance on the cap-
may be flooding the evaporator making it imposs- illary tube coil (bulb) or head of the valve. The low
ible for the refrigerant to vaporize and absorb pressure (suction) side gauge needle should now
heat normally. In vehicles where the expansion drop on the gauge. This indicates the valve has
valve sensing bulb is accessible, check the closed and is not stuck open. Repeat the test,
capillary tube for proper mounting and contact but first warm the valve diaphragm by warming
with the evaporator outlet tube. Then perform the with hands. If the low side gauge shows a drop
following test if the valve is accessible. If it is not, again, the valve is not stuck. Clean the surfaces of
proceed to the Repair Procedure. the evaporator outlet and the capillary coil or bulb.
Make sure the coil or bulb is securely fastened to
the evaporator outlet and covered with insulation
material. Operate the system and check perform-
ance.
Repair Procedure: If the test did not result in
proper operation of the expansion valve, the valve
is defective and must be replaced. Recover all
refrigerant from the system and replace the expan-
sion valve and the receiver-drier. Evacuate and
recharge the system with refrigerant using a
scale. Check A/C operation and performance.
PROBLEM: High Pressure Side Restriction
Indications:
Low side pressure - LOW
High side pressure - Normal to HIGH
Look for sweat or frost on high side hoses
and tubing. The line will be cool to the touch
near the restriction.

Kink in a line, collapsed hose liners, plugged Repair Procedure: After you locate the defective
receiver-drier or condenser, etc. component containing the restriction, recover all
of the refrigerant. Replace the defective compo-
nent and the receiver-drier. Evacuate and recharge
the system with refrigerant, then check A/C
operation and performance.
7
PROBLEM: Compressor Malfunction
Indications:
High side pressure - LOW
Compressor operates noisily.

- Defective reed valves or other internal Repair Procedure: If the belt is worn or loose,
components. replace or tighten it and recheck system perform-
ance and gauge readings. If inspection of the
compressor is required, all of the refrigerant must
be recovered and the compressor disassembled
to the point that inspection can be performed.
Replace defective components or replace the
compressor. If particles of desiccant are found in
the compressor, flushing of the system will be
required. It will also be necessary to replace the
receiver-drier. Always check the oil level in the
compressor, even if a new unit has been installed.
Rotary compressors have a limited oil reservoir.
Extra oil must be added for all truck installations.
Tighten all connections and evacuate the system.
Recharge the system with refrigerant using a scale
Check system operation and performance.
PROBLEM: Thermostatic Switch Malfunction
Indications:
Low side pressure - Normal
Low side pressure may cycle within a smaller
range as the compressor clutch cycles
more frequently than normal. This may indicate
the thermostat is set too high.
- Thermostat malfunctioning possibly due to Replace the thermostatic switch. When removing
incorrect installation. the old thermostat, replace it with one of the same
type. Take care in removing and handling the
thermostat and the capillary tube that is attached
to it. Use care not to kink or break the tube.
Position the new thermostat capillary tube at or

close to the same location and seating depth
between the evaporator coil fins as the old one.
Connect the electrical leads
8
PROBLEM: Condenser Malfunction or System Overcharge
Indications:
Low Side High
High Side High
Discharge air may be warm.
High pressure hoses and lines are very hot.

- Lack of air flow through the condenser fins Repair Procedure: Check the engine cooling
system components, fan and drive belt, fan clutch
operation, and the radiator shutter. Inspect
condenser for dirt, bugs, or other debris, and
clean if necessary. Be sure the condenser
is securely mounted and there is adequate
clearance (about 38 mm) between it and
the radiator. Check the radiator pressure cap and
cooling system, including the fan, fan clutch, drive
belts and radiator shutter assembly. Replace any
defective parts and then recheck A/C system
operation, gauge readings, and performance.
If the problem continues, the system may be over-
charged. Recover the system refrigerant. Use a
scale to recharge the system using the correct
amount. Recheck A/C system operation, gauge
readings and performance. If the gauge readings
do not change, all of the refrigerant should be
recovered and the system flushed. The condenser
may be partially blocked -replace condenser. The
receiver-drier must also be replaced. Evacuate the
system, recharge, and check operation and
performance.
9
860E Dump truck

960E Dump truck
© 2009 KOMATSU
All Rights Reserved
10
CEN40010-00
DUMP TRUCK
860E
960E

860E-1 A30003 and up
860E-1K A30003 and up
960E-1 A30003 - A30026
960E-1K A50003 and up
960E-2 A30027 and up
40 Troubleshooting
Reserve engine oil system
Pumping unit LED signals..................................................................................................................................... 3
1
NOTES
2
Pumping unit LED signals NOTE: There is a condition that would show a level
higher than the controlled point. If both the engine
It is important to understand the LED signal for the
and reserve tank are overfilled, there is no room in
pumping unit. It is used primarily to verify that the
the tank to draw the oil level down in the engine. In
system is maintaining the oil level at the level of the
this case, the LED signal would never start
open end of the withdrawal tube in the engine oil pan.
FLASHING because pump 1 is never receiving air. It
The signal is also a valuable tool in troubleshooting
will continue to pump oil from the engine to the tank,
the system.
but because the tank is full, the oil will be routed back
• When the LED signal is STEADY (not flashing), to the engine via the air relief valve on top of the tank.
pump 1 is running and oil is being withdrawn from
the engine and being transferred to the reserve
tank. There are two explanations for an overfilled tank and
• When the LED signal is FLASHING, pump 1 is engine:
drawing air from the suction tube, which triggers • The tank is filled to “FULL” and the engine is
pump 2 to operate and transfer oil back to the overfilled.
engine from the tank (the flashing is actually the
pulses of pump 2). When the oil is at the correct • Oil has been added directly to the engine
level in the engine, air and oil are alternatively between oil changes. The system transfers the oil
entering the suction tube, with pump 1 to the reserve tank until it can not receive any
commanding operation of pump 2 with each more and the engine remains overfilled. It is,
portion of air that comes through the line. therefore, important that oil should be added only
to the reserve tank between oil changes (except if
This is a complete test for proper operation of the
the engine oil level is extremely low).
pumping unit. This operation can be accomplished
without running the engine by jumping the oil
pressure switch that activates the system.
1. If the LED signal is STEADY, pump 1 should be
pumping oil. Verify by loosening the hose at Circuit fuses
pump 1 outlet to check that oil is coming through The reserve system fill control unit is protected by a
(pump 1 is marked by a groove on its outlet). 15 amp fuse (fuse block 2, position 10) located in the
2. Loosen the hose at the inlet of pump 1 to admit auxiliary control cabinet.
air. Pump 2 should then run and the LED signal
The pump unit is protected by a 15 amp fuse (fuse
should be FLASHING. Verify proper operation of
block 2, position 9) located in the auxiliary control
pump 2 by loosening the hose at its outlet to
cabinet.
check that oil is coming through.
3. Re-tighten the inlet hose on pump 1. The pump For circuit information, refer to the electrical circuit
should again receive oil and the flashing of the diagrams in Section 90.
LED signal should stop.
3
860E Dump truck

© 2009 KOMATSU
All Rights Reserved
4
CEN50001-03
DUMP TRUCK
960E

960E-1 A30003 - A30026
960E-1K A50003 and up
960E-2 A30027 and up

General information
Special tool list ...................................................................................................................................................... 3
1
CEN50001-03 50 Disassembly and assembly
NOTES
2
50 Disassembly and assembly CEN50001-03
Special tool list

EH8687 Roller assembly 2
EH8681 Roller mount 2
PC0706 Bearing assembly 2
TG9449 Bearing retaining ring 2
Power module removal and
TG1680 Roller retaining ring 2
installation
C1645 Capscrew - 3/4" - 10NC X 2 1/4" 6
C1542 Lockwasher - 3/4" 6
EH8686 Roller ring assembly 2
AK5298 Jack/maintenance stand - 200 ton 4
XA2307 Radiator tube removal tool 1
Radiator service
VJ6567 Radiator tube seal installation tool 1
EJ2847 Rear suspension pin removal tool 2
EJ2848 Cylinder for 1
EJ2849 Hand pump 1 Rear suspension pin removal
EJ2850 Shackle assembly 2
MM0093 Capscrew - M16 X 2.00 X 70 4
Rear axle/hub adapter floating seal
ED3347 Seal installation tool 1
installation
BF4117 Seal installation tool 1
EK6089 Front brake tool group 1
EK6090 Rear brake tool group 1
Brake assembly and installation
EK5265 Spacer 3
Plate structure *
EK5266 3
(make locally)
EK5877 Alignment tool 1 Upper hoist pin installation
Hoist cylinder quill installation tool *
SS1143 1
(make locally) Hoist cylinder quill installation
SS1158 Plug installation tool 1
EH4638 Sleeve alignment tool 1 Steering linkage installation
Operator cab removal and
PC1980 Offset box end wrench - 1 11/16" 1
installation
PC0370 Body retention sling 1
Body up retention
PC0367 Shackle assembly 2
Wheel motor removal and
AK5397 Electrical wheel motor jig 1
installation
AK5299 Large tire handler 1 Tire removal and installation
3

AK5306 Variable work table 1
As Various procedures
WA4826 Lifting eye bolts
required
XB0887 Vacuum pump kit 1 Hydraulic system service
* SS1143 Tightening Tool can be made locally. * EK5266 Plate structure can be made locally by
Request the following drawings from your Area or welding EK5265 Spacer to EK5264 Plate. Request
Regional Service Manager: the drawing for EK5266 from your Area or Regional
Service Manager.
SS1143 Tightening Tool - Assembly Drawing
• SS1144 - Square Tube (3.50" x 3.50" x 0.19" wall
x 2.0" long)
• SS1145 - Plate (2.50" x 2.50" x 0.25" thick)
• SS1146 - Square Tube (3.00" x 3.00" x 0.25" wall
x 15.50" long)
• SS1147 - Tube, Brass (1.75"O.D. x 1.50" I.D.x
13.50" long)
• SS1148 - Square Cut (2.50" x 2.50" x 0.75" thick)
• SS1149 - Hex Drive (1.75" Hex stock x 2.50"
long)
All materials are SAE 1020 steel except SS1147.
The following table shows the dimensions for locally manufacturing the spindle removal tool. Refer to the
drawing on the following page.
Dimension Description Value
A Bolt hole diameter 34.8 mm (1.37 in.)
B Plate outside diameter 600 mm (23.62 in.)
C Bolt circle diameter 539.75 mm (21.25 in.)
D Plate inside diameter 50.8 mm (2 in.)
E Plate thickness 34.8 mm (1.37 in.)
F Pusher cylinder height 133.4 mm (5.25 in.)
G Pusher cylinder outside diameter 333.4 mm (13.12 in.)
H Pusher cylinder inside diameter 228.6 mm (9 in.)
J Cylinder wall thickness 52.4 mm (2.06 in.)
K Holes (equally spaced) 27
L Hole pattern bolt circle 28
M Angle 12.86 degrees
4
5
The tools in the following tale can be ordered from Kent-Moore:

J-24092 Puller legs 1
J-25030 Clutch hub holding tool 1
J-33884-4 Indicator switch tester 1
J-8092 Universal handle 1
J-8433 Pulley puller 1
J-9395 Puller pivot 1
Clutch plate and hub assembly removal Air conditioning system service
J-9399 1
tool
J-9401 Thin wall socket 1
J-9403 Spanner wrench 1
J-9480-01 Drive plate installer 1
J-9480-02 Spacer 1
J-9481 Puller and bearing installer 1
6
NOTES
7
960E Dump truck

© 2010 KOMATSU
All Rights Reserved
Printed in USA 7-10
8
CEN50022-01
DUMP TRUCK
960E

960E-1K A50003 and up

Wheels, spindles and rear axle
General information for tires and rims................................................................................................................... 3
Removal and installation of front wheel ................................................................................................................ 4
Removal and installation of rear wheel ................................................................................................................. 6
Removal and installation of tires ........................................................................................................................... 8
Removal and installation of front wheel hub and spindle.....................................................................................11
Disassembly and assembly of front wheel hub and spindle ............................................................................... 15
Removal and installation of wheel motor ............................................................................................................ 20
Removal and installation of electric motor .......................................................................................................... 26
Disassembly and assembly of wheel motor transmission................................................................................... 27
Disassembly and assembly of low speed carrier ................................................................................................ 45
Disassembly and assembly of high speed carrier............................................................................................... 50
Removal and installation of rear axle.................................................................................................................. 54
Removal and installation of anti-sway bar .......................................................................................................... 56
Removal and installation of pivot pin .................................................................................................................. 58
Pivot eye and bearing service............................................................................................................................. 59
1
NOTES
2
General information for tires and rims
DO NOT weld or apply heat on the rim assembly

with the tire mounted on the rim. Remaining
When inflating tires always use a safety cage.
gases inside the tire may ignite causing
Never inflate a tire until the lock ring is securely
explosion of tire and rim.
in place. Do not stand in front of or over the lock
ring during inflation procedures. Never
DO NOT go near a tire if a brake or wheel motor
overinflate a tire. Refer to tire manufacturer’s
has experienced a fire until the tire has cooled.
recommendations.
Before each work shift, the truck tires should be Always keep personnel away from a wheel and
inspected and tire pressure should be checked with tire assembly when it is being removed or
an accurate pressure gauge. Tire pressure will vary installed.
according to manufacturer and local working
conditions. Consult the tire manufacturer for The tire and rim weigh approximately 6,480 kg
recommended tire pressure. (14,285 lbs). Make sure that the tire handling
equipment is capable of lifting and maneuvering
Ensure that the valve caps are securely installed on
the load.
the valve stems. Caps protect the valves from dirt
buildup and damage. Do not bleed air from tires Due to the size and weight of the tire and rim
that are hot due to operation. Under such assemblies, special handling equipment such as a
circumstances, it is normal for pressure to increase in modified fork lift called a “tire handler” is desirable
the tire due to expansion. (See Figure 50-1). Consult local tire vendors for
sources of equipment designed especially to remove,
A bent or damaged rim which does not support the
repair, and install large off-highway truck tires.
bead properly may cause abnormal strain on the tire,
resulting in tire damage. If a tire becomes deeply cut,
it should be removed and repaired. Neglected cuts
cause many tire problems. Water, sand, dirt and
other foreign materials work into the tire through a
cut, eventually causing tread or ply separation.
Storage and handling

Tires should be stored indoors if possible. If stored
outdoors, cover tires with tarpaulin to keep out dirt,
water and other foreign materials. Long exposure to
the sun will cause ozone cracks. Storage should be in
a cool, dry, dark, draft free location. Tires should be
stored vertically. If they must be laid on their sides for
a short period, avoid distortion by stacking no more
than three tires on top of one another. Avoid contact
with oil, grease and other petroleum products.
Before storing used tires, clean thoroughly and
inspect for damage. Repair as necessary. When a
truck is placed in storage, it should be blocked to
remove the weight from the tires. If a stored truck
cannot be blocked, inspect the tires and check the air
pressure twice a month.
FIGURE 50-1. TYPICAL TIRE HANDLER
3
Wheel stud maintenance Removal and installation of front wheel

The wheel mounting hardware used on some trucks Removal
may no longer be able to maintain the specified
clamping force (tightening torque). Inadequate 1. Park the truck on level ground and chock the
clamping force may lead to broken studs, stripped rear wheels to prevent truck movement.
threads, and/or failure of the stud knurl, which would 2. Shut down the truck. For the proper shutdown
allow the stud to rotate when the nut is loosened or procedure, refer to Index and foreword section
tightened. Stud replacement is necessary based on Operating instructions.
the following guidelines: 3. Place a jack under the spindle or frame at the
• The maximum allowable number of missing or front cross tube.
damaged studs in any one bolt circle is four. 4. Raise the front end of the truck until the tire
• The position of missing or damaged studs must clears the ground. Block up the truck securely
not be in consecutive locations. under the frame.
• There must be a minimum of four properly 5. Inspect the hydraulic brake lines for damage or
functioning studs between each missing stud. leaking fittings.
Refer to Figure 50-2. 6. Grip the tire and wheel assembly with a tire
handler. Remove flanged nuts (11, Figure 50-3)
that secure the wheel assembly.
7. Be careful not to damage the inflation hose
during tire removal. Move the wheel assembly
away from the wheel hub and into a clean work
While replacing missing or damaged studs,
area.
inspect the condition of all other stud threads. If
minor corrosion or dirt is found in the threads,
wire brush the threads thoroughly. If damaged,
nicked or highly corroded threads are found, the
stud(s) must be replaced.
Do not attempt to disassemble a wheel assembly
until all air pressure is bled off. Always keep
personnel away from a wheel assembly when it is
being removed or installed.
FIGURE 50-2. MISSING/DAMAGED

WHEEL STUD ALLOWANCE
4
Installation a. Install six nuts at the 12 o'clock and six nuts

at the 6 o'clock positions. Tighten each nut to
1. Remove all dirt and rust from mating parts
1 166 ± 136 N·m (860 ± 100 ft lb).
before installing the wheel assembly.
2. Grip the wheel assembly with the tire handler b. Install three nuts directly below the 3 o'clock
and align the tire inflation hose and wheel hub and three nuts directly above the 9 o'clock
(1, Figure 50-3). Position the rim onto the wheel positions. Tighten the nuts to 1 166 ± 136
hub studs. N·m (860 ± 100 ft lb).
c. Install three nuts directly above the 3 o'clock
and three nuts directly below the 9 o'clock
positions. Tighten these nuts to 1 166 ± 136
N·m (860 ± 100 ft lb).
Grease containing molybdenum disulphide must d. Install the remaining nuts and torque in a
never be used on wheel mounting hardware. Use clockwise direction to 1 166 ± 136 N·m (860
of this type of grease on wheel mounting ± 100 ft lb).
hardware may result in wheel mounting studs e. Retighten all nuts in a clockwise direction to
stretching beyond their elastic limit, making them 1 166 ± 136 N·m (860 ± 100 ft lb).
susceptible to breakage. 4. Remove the blocking and lower the jack.
3. Lubricate all stud threads and nut seating 5. Operate the truck for one load, then retighten
flanges with a lithium-based grease that does the wheel nuts to the specified torque.
not contain molybdenum disulphide. Install and
tighten the nuts in the following sequence:
FIGURE 50-3. FRONT WHEEL HUB AND RIM ASSEMBLY
1. Wheel Hub 5. Rim 9. O-Ring

2. Stud 6. Bead Seat Band 10. Clamp Bracket
3. Tire Inflation Hose 7. Side Flange 11. Flanged Nut
4. Swivel Connector 8. Lock Ring
5
Removal and installation of rear wheel 8. If removal of the inner wheel is necessary,
disconnect inner tire inflation extension (7) and
Removal remove it.
1. Park the truck on level ground and chock the 9. Position the tire handler to grip the inner wheel.
front wheels to prevent truck movement. Remove flanged nuts (6).
2. Shut down the truck. For the proper shutdown 10. Pull straight out to remove the tire from the
procedure, refer to Index and foreword section wheel hub.
Operating instructions.
3. Place a jack under the rear suspension
mounting plates (See Figure 50-4).
If the wheel motor is to be removed from the truck

for service, install approximately eight flanged
nuts with appropriate spacers in place of the
outer wheel adapter ring and nuts removed in
Step 6. This will provide additional support for
the wheel motor transmission during removal
and transportation.
FIGURE 50-4. REAR AXLE JACK LOCATION
4. Raise the rear axle housing until the tires clear

the ground. Securely block up the rear axle
housing near the wheel motor mounting flange.
5. If the rear inner tire is to be removed, remove
the inner tire inflation hose at the clamp on the
outer wheel and disconnect it from inner FIGURE 50-5. REAR TIRE REMOVAL
extension (7, Figure 50-6).
6. Grip outer wheel and tire with the tire handler 1. Tire Handler 3. Inner Rear Tire
(See Figure 50-5). Remove flanged nuts (10, 2. Outer Rear Tire
Figure 50-6) from adapter ring (9) that secures
the outer rim to the wheel motor hub.
7. Pull straight out on the outer wheel assembly to
remove it.
6
Installation 3. Lubricate all stud threads and nut seating

flanges with a lithium based grease that does
NOTE: Clean all mating surfaces and check stud
not contain molybdenum disulphide. Install and
threads before installing wheel assemblies.
tighten the wheel nuts in the following
1. If either wheel motor has been removed, bleed sequence:
the brakes before installing the rear tires. Refer
a. Install six nuts (6) at the 12 o'clock position
to Disassembly and assembly section Brake
and six nuts at the 6 o'clock position. Tighten
system.
each nut to 2 326 ± 136 N·m (1715 ± 100 ft
2. Grip the inner wheel assembly with the tire lb).
handler and install it onto wheel hub (5, Figure
50-6). Carefully align tire inflation extension line b. Install three nuts directly below the 3 o'clock
(4) for mating with inner extension (7) at bracket position and three nuts directly above the 9
(8). o'clock position. Tighten the nuts to 2 326 ±
136 N·m (1715 ± 100 ft lb).
c. Install three nuts directly above the 3 o'clock
position and three nuts directly below the 9
o'clock position. Tighten these nuts to 2 326
Grease containing molybdenum disulphide must ± 136 N·m (1715 ± 100 ft lb).
never be used on wheel mounting hardware. Use d. Install the remaining nuts and tighten them in
of this type of grease on wheel mounting a clockwise direction to 2 326 ± 136 N·m
hardware may result in wheel mounting studs (1715 ± 100 ft lb).
stretching beyond their elastic limit, making them
susceptible to breakage. e. Retighten all nuts in a clockwise direction to
2 326 ± 136 N·m (1715 ± 100 ft lb).
FIGURE 50-6. REAR WHEEL ASSEMBLY
1. Wheel Motor Mounting Flange 6. Flanged Nut 11. Flanged Nut

2. Inner Wheel Rim 7. Inner Extension 12. Wheel Motor Transmission
3. Disc Brake Assembly 8. Bracket 13. Extension
4. Extension 9. Adapter Ring 14. Bracket
5. Wheel Hub 10. Flanged Nut 15. Outer Wheel Rim
7
4. If removed, install adapter ring (9) onto the Removal and installation of tires
wheel hub/wheel motor. Lubricate the studs and
If the proper procedure for performing maintenance
nut flanges with lithium based grease that does
or replacement of the wheel or tire is not used, the
not contain molybdenum disulphide.
wheel or tire may burst, causing damage, serious
5. Use the procedure in Step 3 to install flanged injury, or even death. When performing such mainte-
nuts (11). nance, consult your authorized regional Komatsu dis-
6. Grip the outer wheel assembly with the tire tributor, or the tire manufacturer.
handler. Position it onto the wheel motor hub so
Refer to the Society of Automotive Engineers (SAE),
the tire valve bracket is aligned with the inner
SAE J1337, Off-Road Rim Maintenance Procedures
wheel inflation line.
and Service Precautions, Section 4.2 for additional
NOTE: Position the outer dual wheel to align the tire information on demounting the tires and rim assem-
valve bracket with the inner wheel inflation line. blies. Also, refer to Section 4.4 of SAE J1337 for
7. Use the procedure in Step 3 to install flanged assembly and inflation recommendations.
nuts (10) in the sequence described but The U.S. Department of Labor Mine Safety and Health
substitute the torque value with 2 326 ± 136 Administration (MSHA) addresses tire repairs in its Title
N·m (1,715 ± 100 ft lb). 30 Code of Federal Regulations, 30 CFR 57.14104.
8. Secure the inner and outer dual tire inflation
lines to bracket (14) on the outer rim.
9. Remove the blocks from under the truck and
lower the truck to the ground.
DO NOT stand in front of a rim and locking ring
10. Operate the truck for one load and retighten when inflating a tire mounted on the machine.
flanged nuts (6) and (11) to 1 166 ± 136 N·m Observers must not be permitted in the area.
(860 ± 100 ft lb). Tighten flanged nuts (10) to 2
326 ± 136 N·m (1,715 ± 100 ft lb). DO NOT weld or heat the rim assembly with the tire
mounted on the rim. Resulting gases inside the tire
NOTE: During scheduled maintenance checks, may ignite, causing explosion of the tire and rim.
inspect the inner wheel flanged nuts and the studs for
breakage or missing nuts by inserting a mirror
between the rear tires.
8
Removal Installation
1. Before mounting the tire to the rim, remove all
dirt and rust from the rim parts, particularly the
O-ring groove and bead seats with a wire brush.
Also, touch up all metal parts with anti-rust paint
DO NOT weld or apply heat on the rim assembly to prevent bare metal from being exposed.
with the tire mounted on the rim. Resulting gases
inside the tire may ignite, causing an explosion. NOTE: Do not allow paint, rust or other contamination
to cover the mating faces of lock ring (8, Figure 50-7)
When deflating tires, always use a safety cage. and rim (5).
1. Place the tire and wheel assembly in a safety

cage. Discharge all air pressure from the tire.
2. Attach a hydraulic bead breaker to the rim by Make sure that proper rim parts are used for
slipping the jaws of the frame assembly over the reassembly. Use of incompatible parts may not
outer edge of side flange (7, Figure 50-7). Make properly secure the assembly, resulting in
sure that the jaws of the frame assembly are as violently flying parts upon inflation.
near as possible to bead seat band (6). NOTE: Lubricants should be of a type that vaporize
3. Move the tire bead in far enough to place a over time and not leave any residue on the rim or tire
wedge between the tire and the flange at the surfaces. Use of only water-based or vegetable-
side of the tool. Follow the tool based lubricants is approved. Paste lubricants should
manufacturer’s instructions. be diluted with water as per specific lubricant
4. Repeat this procedure at locations manufacturers recommendations.
approximately 90° from the first application.
Continue this procedure until the tire bead is 2. Verify that the rim does not have any burrs.
free from the rim. 3. Clean the tire.
5. After the bead is broken loose, insert the flat of 4. Remove any object from the interior of the tire
a tire tool in the beading notch on lock ring (8). that could cause damage to the tire.
Pry the lock ring up and out of the groove on the 5. Check the tire bead area and inner liner for
rim. damage that would allow air to leak from the
6. Pry in on bead seat band (6) until O-ring (9) is tire.
exposed. Remove the O-ring. 6. If the tire inflation hose and hardware were
7. Remove bead seat band (6) from rim (5), then removed, reinstall them in the rim. Position the
remove side flange (7). hose assembly for proper routing.
8. Reposition the wheel assembly and repeat the
removal procedure on the opposite side of the
tire.
9
7. Install the inner flange on the rim. Coat the 8. Position the tire over the rim and work the tire
beads of the tire with a tire mounting soap on as far as possible without prying against the
solution. beads.
9. Install side flange (7, Figure 50-7), then install
bead seat band (6). Push in on the bead seat
band to expose the O-ring groove in the rim.
10. Lubricate new O-ring (9) with a tire mounting
Prying against tire bead may cause damage to soap solution and install it in the groove of the
tire bead, resulting in air leaks. rim.
11. Install lock ring (8) and tap it into place with a
lead hammer. The lock ring lug must fit into the
slot of the rim.
FIGURE 50-7. FRONT WHEEL HUB AND RIM ASSEMBLY

1. Wheel Hub 5. Rim 9. O-Ring
2. Stud 6. Bead Seat Band 10. Clamp Bracket
3. Tire Inflation Hose 7. Side Flange 11. Flanged Nut
4. Swivel Connector 8. Lock Ring
10
Removal and installation of front wheel

hub and spindle
The following instructions will cover the complete
removal, installation, disassembly, assembly and
When inflating tires, always use a safety cage. bearing adjustment of the front wheel hub and
Never inflate a tire until the lock ring is securely spindle. If only brake service is to be performed, refer
in place. Do not stand in front of or over the lock to Disassembly and assembly section Brake
ring during inflation procedures. Never system.
overinflate a tire. Refer to tire manufacturers
recommendations.
12. Place the tire and wheel assembly in a safety
cage. Remove the valve core from the valve
stem and inflate the tire to seat the beads of the Do not loosen or disconnect any hydraulic line or
tire and the O-ring as specified by the tire component until the engine is stopped, the key
manufacturer. switch is OFF for 90 seconds, and the brake
13. If the beads of the tire and O-ring do not seat accumulators are depressurized.
within one minute, raise the tire slightly and tap
bead seat band (6). This will help the air
pressure to push the tire bead out into position.
14. As soon as the seating has been accomplished,
install the valve core and inflate the tire to the
recommended tire pressure.
FIGURE 50-8. FRONT WHEEL & SPINDLE

REMOVAL
1. Spindle 4. Brake Cooling Line

2. Brake Oil Drain Plug 5. Speed Sensor
3. Disc Brake Housing Connector
11
Removal
1. After the truck is properly shut down,
depressurize the brake accumulators by using
the bleed valves on the brake manifold.
2. Activate the battery disconnect switches.
3. Remove the front tire and rim assembly. Refer
to "Removal and installation of front wheel".
4. Install a vacuum pump on the hydraulic tank to
prevent oil loss while disconnecting hoses.
5. Disconnect speed sensor connectors (5, Figure
50-8). Tie the cables back away from the
spindle to prevent damage during spindle
removal.
6. Disconnect brake cooling lines (4) at the inlet
and outlet ports on the brake housing. Plug the
hoses and ports to help prevent contamination.
7. Disconnect the brake apply line and park brake
line. Cap the hoses and ports to prevent
contamination.
8. After the hydraulic lines have been
disconnected and capped, turn off the vacuum
pump.
9. Remove drain plug (2) and drain the oil from the FIGURE 50-9. SPINDLE AND WHEEL HUB
brake housing and hub bearings into a suitable REMOVAL (TYPICAL)
container.
10. Remove the lubrication lines from the tie rod
and steering cylinder.
10. Disconnect the steering cylinder and the tie rod
from the spindle that is being removed. Refer to
Disassembly and assembly section Steering
system.
The front wheel hub, spindle, and brake assembly

weighs approximately 5 180 kg (11,420 lb). Ensure
that the lifting device has sufficient capacity for
lifting the load.
11. Position a fork lift under the wheel hub and
spindle assembly as shown in Figure 50-9. Use
blocking as necessary to keep the assembly
level. FIGURE 50-10. WHEEL HUB AND SPINDLE
12. Remove cap screws and washers (1, Figure 50- REMOVAL
10) that secure retainer plate (2) to the spindle
1. Cap Screws and 3. Spindle
and suspension. To prevent thread damage,
Washers 4. Steering Arm
loosen the cap screws in a circular pattern in
2. Retainer Plate 5. Cap Screws
torque increments of 678 N·m (500 ft lb).
Remove retainer plate (2).
12
NOTE: Spindle removal tool (2, Figure 50-11) may be

fabricated locally to aid in spindle removal. Refer to
Disassembly and assembly section General
information for fabrication information. Use of this
tool is described in the following steps.
13. Remove 16 of cap screws (5, Figure 50-10) as
follows:
a. Refer to Figure 50-11. Remove only the cap
screws that are designated by an “X”.
b. Remove the cap screws using a circular
pattern in torque increments of 678 N·m (500
ft lb). Do not attempt to remove each
capscrew in one sequence.
14. Run a tap (1 1/4” - 12 UNF) in the threads after
the cap screws are removed.
15. Use several 1 1/4” - 12 UNF x 8.00" grade 8 cap
screws (1, Figure 50-12) and hardened flat
washers (2) to install spindle removal tool (3) on
the bottom of the steering arm. Lubricant, such FIGURE 50-11. SPINDLE REMOVAL TOOL
as chassis lube, is recommended for use on the
washers and capscrew threads. 1. Capscrew Insertion 2. Spindle Removal
Holes (“X”) Tool
NOTE: Multiple washers may be required for the
pusher cap screws to be effective. One or two
washers can be installed with the pusher tool in place
to determine the washer height that is required to
prevent the cap screws from bottoming out. The
minimum recommended thread engagement is 41
mm (1.62 in.).
Heavy components and high forces are involved

in this procedure. Use caution at all times when
applying force to these parts. Sudden release of
the spindle could cause components to move
forcefully and unexpectedly.
16. Install the remaining cap screws in the holes
marked “X” (See Figure 50-11). Progressively
increase the torque in a circular pattern until the
tapered piston breaks loose or 2 142 N·m
(1,580 ft lb) of torque is reached.
17. If the specified torque is reached and the FIGURE 50-12. SPINDLE REMOVAL TOOL
tapered parts have not separated, apply heat to INSTALLATION
the spindle at two places 180 degrees apart. Do 1. Capscrew 3. Spindle Removal Tool
not exceed 454 °C (850 °F), which is the (P/N KC7095) 4. Steering Arm
saturated temperature of the spindle. 2. Hardened Washer (P/ 5. Spindle
N WA0366) 6. Suspension Piston
13
18. Tighten the cap screws again to the maximum 7. If removed, install the steering arm. Tighten the
specified torque. Use a large hammer and heat cap screws to 2 705 ± 135 N·m (1,995 ± 100 ft
as specified in the previous step to carefully tap lb).
the top surface of the spindle. 8. Install the steering cylinder into the steering
NOTE: In extreme cases, it may be necessary to arm. Use the sleeve alignment tool included in
remove additional steering arm retaining cap screws the special tool group to position the spacers
and use additional pusher cap screws to apply more and bearing during pin insertion. Tighten the pin
force. retaining nut to 1 017 ± 102 N·m (750 ± 75 ft
lb).
19. Lower the wheel hub and spindle assembly
9. Use the sleeve alignment tool to install the tie
away from suspension piston rod. Be careful
rod on the steering arm. Tighten the pin
during removal to prevent damage to the
retaining nut to 1 017 ± 102 N·m (750 ± 75 ft
suspension piston rod taper and the tapered
lb).
spindle bore.
10. Connect the lubrication lines.
20. Move the spindle and hub assembly to a clean
work area for repair. 11. Install a vacuum pump on the hydraulic tank to
prevent oil loss while connecting hoses.
Installation
12. Remove caps and plugs and install the brake
1. Clean the spindle bore and suspension rod system cooling hoses using new O-rings in the
taper so that they are free of rust, dirt, etc. flange fittings. Install the brake apply line and
2. Lubricate the spindle bore and suspension rod the park brake line. Ensure that brake oil drain
taper with multi-purpose grease No. 2 with 5% plug (2, Figure 50-8) is installed.
Molybdenum Disulphide. 13. Turn off the vacuum pump.
14. Reconnect the speed sensor cables.
15. Install the wheel and tire. Refer to "Removal and
installation of front wheel".
Use of anti-seize compounds that contain copper
16. Start the engine. Move the hoist control lever to
are prohibited from use on spindle bores and rod
the FLOAT position to allow hydraulic oil to
tapers. These lubricants can cause severe
circulate through the brake cooling system and
damage. Only use multi-purpose grease No. 2
fill the front wheel hub and disc brake assembly
with 5% molybdenum disulphide.
with oil.
3. Position the spindle and wheel hub assembly on
a fork lift or similar lifting device as shown in 17. Bleed the air from the brake apply lines. Refer to
Figure 50-9. Disassembly and assembly section Brake
system for the procedure.
4. Raise the spindle and wheel hub assembly into
position. 18. Shut off the engine. Check the hydraulic tank oil
5. Lubricate cap screws (1, Figure 50-10) and (5) level and refill if necessary.
on the threads and seats with lithium based 19. Inspect the brake assembly and all hose
chassis grease (multi-purpose, EP NLGI). connections for leaks.
6. Secure the spindle to the suspension by using
retainer plate (2) and cap screws and washers
(1). Tighten the cap screws according to the
following procedure:
a. Tighten the cap screws uniformly to 678 N·m
(500 ft lb).
b. Continue to tighten the cap screws in
increments of 339 N·m (250 ft lb) to obtain a
final torque of 2 705 ± 135 N·m (1,995 ± 100
ft lb).
14
Disassembly and assembly of front 13. Remove and discard seal carrier O-ring (33).
wheel hub and spindle 14. Remove speed sensor gear (35) and shims
(36).
Disassembly
15. Remove oil seal (19).
1. Remove the wheel hub and spindle. Refer to
"Removal and installation of front wheel hub and 16. If the bearings require replacement, press
spindle". Remove any dirt and mud from the bearing cups (6) and (29) from the wheel hub.
assembly. 17. Remove capscrews (31) and hardened flat
2. To aid in the complete disassembly of the wheel washers (32). Remove and discard O-ring (25).
hub and spindle assembly, use a fabricated
18. Remove inner bearing cone (28) and retainer
spindle stand to support the assembly in a
pin (21).
vertical position (hub cover up).
3. Disconnect the speed sensor cables. Loosen 19. Remove bearing spacer (27).
the sensor clamping capscrews and remove
speed sensors (16, Figure 50-13) from bracket
(17). Cleaning and inspection
4. Remove capscrews (3) and washers (4) that 1. Clean all metal parts in fresh cleaning solvent.
secure cover (5) to wheel hub (1). Remove the
2. Remove and clean magnetic plug (10).
cover and discard O-ring seal (15).
3. Inspect wheel hub studs (2). Replace any that
5. Remove capscrews (11) and hardened flat
are damaged or broken.
washers (12).
6. Remove bearing retainer (13), O-ring (9), and NOTE: If new studs are being installed, coat the hole
shims (8). Discard the O-ring. in the hub and the serrated portion of the stud with an
anti-seize compound before installation. Do not coat
7. Attach a lifting device to the wheel hub/brake
the threads.
assembly and carefully lift it straight up and off
the spindle. 4. Inspect the tapped hole threads. Re-tap them if
necessary.
8. Remove outer bearing cone (7) and retainer pin
(20). 5. Inspect the bearing seating surfaces in the
wheel hub and on the spindle. Inspect the
9. Rotate the hub vertically 180 degrees and place
bearing spacer. Use a stone to carefully dress
it on blocking to prevent damage to the wheel
high spots that may interfere with reassembly.
studs and machined surfaces.
6. Inspect all other machined surfaces for damage.
10. Remove dowel pins (14) and (34) that hold seal
7. Always use new O-ring seals during assembly.
carrier (37), sensor gear (35), and shims (36) in
place on the wheel hub.
11. Remove capscrews (23) and hardened flat
washers (24) that secure the brake assembly
inner gear to the wheel hub.
12. Attach lifting eyes and an overhead hoist to
brake assembly (18). Carefully lift the brake
assembly off the hub.
NOTE: For brake assembly rebuild instructions, refer
to Disassembly and assembly section Brake
system.
15
FIGURE 50-13. FRONT WHEEL SPINDLE, HUB & BRAKE ASSEMBLY

1. Wheel Hub 11. Capscrew 21. Bearing Retainer Pin 31. Capscrew
2. Stud 12. Hardened Washer 22. Drain Plug 32. Hardened Washer
3. Capscrew 13. Bearing Retainer 23. Capscrew 33. O-ring
4. Washer 14. Dowel Pin 24. Hardened Washer 34. Dowel Pin
5. Cover 15. O-ring 25. O-ring 35. Speed Sensor Gear
6. Outer Bearing Cup 16. Speed Sensor 26. Spindle 36. Shims
7. Outer Bearing Cone 17. Sensor Bracket 27. Bearing Spacer 37. Seal Carrier
8. Shims 18. Brake Assembly 28. Inner Bearing Cone 38. Plate
9. O-ring 19. Oil Seal 29. Inner Bearing Cup
10. Magnetic Plug 20. Bearing Retainer Pin 30. Seal Assembly
16
Assembly Wheel bearing adjustment

8. Install bearing retainer (13) onto the spindle
without O-ring (9) and shims (8). The thickness
of the retainer is etched on the surface of the
retainer. This side should be facing outward.
Use five equally-spaced capscrews in order to
All mating surfaces of the wheel and brake secure the retainer. Two capscrews must be
components must be clean and dry during positioned adjacent to the 12.7 mm (0.50 in.)
assembly. No thread lubricant is permitted on diameter access holes in the retainer.
these surfaces.
9. Seat the wheel bearings using the following
1. Position the spindle vertically (hub end up). procedure:
2. Check bearing cones (7) and (28, Figure 50-13) a. Tighten the five capscrews to 95 N·m (70 ft
for a slip fit on spindle (26). lb). Rotate the wheel hub at least three full
3. Check the threads in the bearing retainer holes revolutions.
in the end of the spindle to ensure that the b. Tighten the five capscrews to 190 N·m (140
capscrews will thread freely. If not, re-tap the ft lb). Rotate the wheel hub at least three full
threads. revolutions.
4. Install bearing cups (6) and (29) in wheel hub
c. Repeat Step 9b until the torque is
(1) as follows:
maintained.
a. Preshrink the cups by packing them in dry ice
d. Loosen the five capscrews and rotate the
or by placing them in a deep-freeze unit.
hub at least three revolutions.
NOTE: Do not cool below -65 °F (-54 °C).
e. Tighten the five capscrews to 54 N·m (40 ft
b. Install the cups in the wheel hub bores. lb). Rotate the wheel hub at least three full
c. After the cups have warmed to ambient revolutions.
temperature, press the cups tight against the f. Repeat Step 9e until the torque is
hub shoulder as follows: maintained.
Inner cup (29) - Apply 22 680 kg (25 tons) force. 10. Use a depth micrometer to measure and record
the distance between the face of bearing
Outer cup (6) - Apply 20 860 kg (23 tons) force.
retainer (13) and spindle (26) through each of
the two 13 mm (0.50 in.) diameter access holes.
5. Install spacer (27). If necessary, tap lightly to 11. Add the two dimensions measured in the Step
seat the spacer against the spindle. The spacer 10. Divide the sum by 2 to obtain the average
must fit tightly against the spindle shoulder. depth.
6. Install retainer pin (21) in the pin groove and
12. Subtract the retainer plate thickness, which is
install inner bearing cone (28) over the pin and
etched on the surface of bearing retainer (13),
against the spacer. The cone is a loose fit on the
from the result calculated in Step 11. Then
spindle.
subtract an additional 0.23 mm (0.009 in.).
7. Install wheel hub (1) onto spindle (26). Install
outer pin (20) and outer bearing cone (7). 13. Assemble a shim pack that equals the
dimension calculated in Step 12 within 0.03 mm
NOTE: To ensure bearing lubrication during initial (0.001 in.).
operation, lightly lubricate the bearings with clean
hydraulic oil.
NOTE: Measure the shims individually for accuracy.
The above procedure results in a shim pack which
will provide a nominal 0.56 mm (0.022 in.) preload for
the bearings after assembly.
To facilitate the bearing adjustment procedure,
do not install the brake assembly at this time.
17
Example: 17. Remove bearing retainer (13), outer cone (7),

Step 11 (average depth) 1.416 in. retainer pin (20), and wheel hub (1) from spindle
Step 12 subtract etched dim. -1.375 in. (26) for installation of the brake assembly.
Step 12 subtract additional -0.009 in. 18. Install the necessary number of shims (36) that
Step 13 Required shim pack = 0.032 in. was determined in Step 16, seal carrier (37),
and speed sensor gear (35) onto wheel hub (1)
with dowel pins (14) and (34).
19. Lubricate and install O-ring (33). Ensure that the
O-ring is not twisted.
After a shim pack has been determined, the shim
pack, spindle, wheel hub, spacer, and bearings
are now an interdependent group. If any of the
parts are replaced, the shim pack is no longer
valid and a new pack must be calculated.
Seal assembly gap check and adjustment

Before the assembly of the wheel and brake is
complete, the gap between the seal seat and brake
assembly back plate must be measured and adjusted
if necessary.
14. Measure Dimension “A” (Figure 50-14) from the
spindle flange to the seal seat of the hub.
Record the results.
15. Measure Dimension “B” (Figure 50-14) from the
spindle flange to the face of the seal cavity of
the brake assembly back plate. Record the
results. FIGURE 50-14. MEASURING SEAL GAP
16. Subtract Dimension “B” from Dimension “A”.
a. If the result is 63.9 mm (2.52 in.) or less, no
shims are necessary.
b. If the gap is more than 63.9 mm (2.52 in.) or
up to 64.4 mm (2.54 in.), add one shim (36,
Figure 50-13) at each location.
c. If the gap is more than 64.4 mm (2.54 in.) or
up to 64.9 mm (2.56 in.), add two shims (36)
at each location.
d. If the gap is more than 64.9 mm (2.56 in.) or
up to 65.4 mm (2.58 in.), add three shims
(36) at each location.
18
Brake installation Speed sensor installation and adjustment

20. Install seal assembly (30, Figure 50-13) into the 32. Install speed sensor (16, Figure 50-13) and
seal cavities of the back plate and seal carrier bracket (17). Adjust the sensor as follows:
(37). Install oil seal (19) in the back plate. Pack a. Rotate the hub to position the center line of a
the area between the seal lips with grease. gear tooth directly under the sensor tip.
21. Install lifting eyes on the brake assembly and
b. Turn in the sensor until the tip contacts the
attach it to an overhead hoist. Lower the brake
gear tooth. Then, back off 1/2 turn.
assembly onto the hub.
c. Continue turning out the sensor until the flats
22. Attach brake assembly (18) to wheel hub (1) of the sensor housing are perpendicular to
with capscrews (23) and hardened washers the gear tooth motion (See Figure 50-15).
(24). Tighten the capscrews to 2 705 ± 135 N·m
(1,995 ± 100 ft lb). d. Lock the sensor in place. Rotate the hub 180
degrees to verify that there is enough sensor
23. Install plates (38) with flat washers and nuts at
clearance. There should be 1 - 2 mm (0.04 -
three equally-spaced locations around the
0.08 in.) of clearance.
wheel.
NOTE: Do not remove the shipping bars until the
inner gear ring of the brake assembly is attached to
the hub.
24. Lubricate and install O-ring (25) onto spindle
(26). Ensure that the O-ring is not twisted.
25. Install the wheel hub/brake assembly onto the
spindle. Align the brake assembly with the
spindle by installing three capscrews (31) with
hardened washers (32) hand-tight only.
26. Install retainer pin (20) and bearing cone (7).
FIGURE 50-15. SPEED SENSOR ADJUSTMENT
27. Remove plates (38), the nuts and flat washers.
Remove the shipping bars from the brake
assembly. 33. Install the speed sensor cables.
28. Install remaining capscrews (31) with hardened 34. Install the spindle, hub and brake assembly on
washers (32). Tighten all 54 capscrews to 1 166 the suspension per instructions in Installation.
± 116 N·m (860 ± 86 ft lb).
29. Lubricate and install O-ring (9) onto bearing
retainer (13). Ensure that the O-ring is not
twisted.
30. Install shim pack (8) that was determined in Step
13, bearing retainer (13), capscrews (11), and
hardened washers (12). While rotating the hub,
tighten the capscrews alternately in several
successive increments to a final torque of 1 017
± 102 N·m (750 ± 75 ft lb).
31. Lubricate and install new O-ring (15) on cover
(5). Install the cover, capscrews (3), and
washers (4). Tighten the capscrews to the
standard torque.
19
Removal and installation of wheel motor Removal
Preparation NOTE: If suitable equipment is available to lift the

wheel motor assembly from the axle housing, it is not
Read and observe the following instructions before necessary to remove the dump body. The equipment
attempting any repairs on propulsion system used must be capable of lifting and supporting the
components. weight of the complete wheel motor assembly. It must
also be mobile and capable of aligning the wheel
motor with the axle housing mounting flange during
installation. If the wheel motor must be removed by
use of a crane or overhead hoist, refer to
Disassembly and assembly section Body and
• Do not step on or use any power cable as a structures, for dump body removal instructions.
hand hold when the engine is running.
1. Block up the truck and remove the rear wheels.
• All removal, repairs and installation of Refer to "Removal and installation of rear
propulsion system electrical components, wheel".
cables, etc., must be performed by an
electrical maintenance technician properly 2. Any time the outer tire and rim adapter is
trained to service the system. removed, add 12 spacers and re-install 12 nuts
(1 1/4" - 7 UNC) and securely tighten to retain
• In the event of a propulsion system the torque tube to the wheel motor housing.
malfunction, a qualified technician should
inspect the truck and verify that the 3. Install a vacuum pump on the hydraulic tank to
propulsion system does not have dangerous prevent oil loss when hydraulic lines are
voltage levels present before repairs are disconnected.
started. 4. Remove the drain plugs at the bottom of the
rear brake assemblies. Drain the oil from the
After the truck is parked in position for the repairs, the disc brakes into a suitable container.
truck must be shut down properly to ensure the 5. Disconnect the brake system cooling lines,
safety of those working in the area of the wheel brake apply lines and parking brake lines at
motors, and possibly the electrical cabinet and each brake assembly backplate. Cap and plug
retarding grids. Refer to the shutdown procedure in all of the hoses and ports. After all lines and
Index and foreword section Operating instructions ports are capped, the vacuum pump on the
to ensure that the electrical system is properly hydraulic tank can be removed.
discharged before repairs are started.
NOTE: For access to components inside the rear
axle housing, the rear hatch can be opened and the
top cover can be removed.
6. Disconnect all wheel motor power cables and
electrical harnesses at their terminals.
7. Tie up any cables and hoses as necessary to
prevent damage during wheel motor removal.
20
10. Remove cooling air duct (1, Figure 50-17) from

transition (2)
11. Remove the mounting hardware that secures
transition (2) and inner duct (3) to the rear axle
housing. Remove the transition and gasket.
Each complete wheel motor assembly weighs
approximately 21 000 kg (46,300 lb). Ensure that 12. Pull inner duct (3) and seals (4) away from the
the lifting device is capable of handling the load wheel motor to make clearance for wheel motor
safely. removal.
8. Attach lifting device to wheel motor assembly (4,
Figure 50-16). Do not allow the lifting device to
contact brake housing (3).
9. Remove cap screws (1) and hardened washers
(2) that secure the wheel motor to the rear axle
housing.
FIGURE 50-17. REAR AXLE DUCT REMOVAL
1. Cooling Air Duct 3. Inner Duct

2. Transition 4. Seals
13. Move the wheel motor assembly out of the axle

FIGURE 50-16. WHEEL MOTOR REMOVAL housing. Be careful not to damage the brake
hoses if they were not removed previously.
1. Cap Screws 3. Brake Housing 14. Refer to the appropriate section for wheel motor
2. Hardened Washers 4. Wheel Motor repair instructions.
21
Cleaning and inspection Installation

1. Thoroughly clean the threaded holes and the
mounting faces of the rear axle housing and
wheel motor.
2. Inspect the cap screw holes in the rear axle The wheel motors must be properly aligned
housing for damage. Re-tap any holes that have before installing them into the axle housing. The
damaged threads. Thoroughly clean any cap wheel motor has openings for hydraulic lines
screw holes that have been re-tapped. which must line up with the hoses from the axle
3. Check the mounting faces of the rear axle housing.
housing and the wheel motor for surface defects 1. Apply a lithium based grease containing 5%
(nicks, scratches, etc). Repair any defects molybdenum disulphide to the threaded holes in
before installing the wheel motor. the rear axle housing.
4. Check the flatness of both mounting faces of the 2. Install two guide pins 180° apart (3 o’clock and
rear axle housing. Check the flatness at four 9 o’clock positions) in the rear axle housing.
equally spaced intervals (for example, 0°, 45°,
3. Ensure that ductwork (5, Figure 50-21) on the
90° and 135°).
electric motor is in proper orientation to line up
The maximum allowable variation in flatness is with inner duct (3, Figure 50-17). If it does not
2.29 mm (0.09 in.). Do not use a rear axle hous- line up, the ductwork can be switched with cover
ing that does not meet this specification. (9, Figure 50-21). Use sealant (VS7492) when
attaching ductwork to electric motor. If gasket
5. Inspect the brake system relay valve and hoses (6) is torn or damaged, replace with new.
inside the rear axle housing for leaks. Repair
leaks or damaged hoses as required. 4. Ensure that seals (4, Figure 50-17) are in place
on inner duct (3), and the inner duct is
6. Inspect the wheel motor power cables, positioned forward enough to clear the wheel
terminals, cable grips and clamps. Replace any motor during installation.
cables or hardware that is worn or damaged.
Each complete wheel motor assembly weighs

All propulsion system power cables must be approximately 21 082 kg (46,380 lb). Ensure that
properly secured in their wood or other non- the lifting device is capable of handling the load
ferrous cable cleats. If clamps are cracked or safely.
broken, replace them with new parts. Inspect
cable insulation and replace entire cable if 5. Lift the wheel motor into position on the rear
insulation is damaged. axle housing. Ensure that all cables and hoses
are clear before installation.
If the brake system hoses are installed, guide
them through the spindle holes during installa-
tion.
6. To hold inner duct (3) in place, loosely install
four cap screws in the locations that correspond
to the cutout bolt holes at the top and bottom of
transition (2).
7. Ensure that inner duct (3) is aligned with the
wheel motor ductwork flange. Move the wheel
motor or inner duct as needed.
22
8. Select the hardware to be installed in Group 1 of

the tightening sequence. Refer to Figure 50-19.
Inspect each cap screw for rust, corrosion and
surface defects on any seat or thread. Do not
High tightening force is required to install the cap use any cap screw if a defect is suspected.
screws that secure the wheel motors to the rear
9. Lubricate the cap screw threads, cap screw
axle housing. Repeated tightening will result in
head seats and washer faces with a lithium
cap screw fatigue and damage.
based grease containing 5% molybdenum
disulphide.
Do not reuse any wheel motor mounting
hardware (cap screws and hardened washers). NOTE: The special hardened washers that are used
Replace the hardware after one use. in this application may have a punch lip on one side
due to the manufacturing process. When placing this
Do not retighten any wheel motor mounting cap washer under the cap screw head, the washers must
screw that has loosened after the truck has been be installed with the punch lip facing away from the
placed into operation. If any wheel motor cap screw head to prevent damage to the fillet
mounting cap screw has loosened during truck between the cap screw head and the shank. Refer to
operation, all of the cap screws and hardened Figure 50-18.
washers must be replaced with new hardware.
The cap screws that are used to secure the wheel

motors to the rear axle housing are specially
hardened to meet or exceed grade 8
specifications. Replace these cap screws with
only new cap screws of the correct hardness.
Refer to the appropriate parts book for the
correct part number.
The use of dry threads in this application is not

recommended. Due to the high tightening force
that is required to install the wheel motor
mounting cap screws, dry threads may cause
damage to tools, cap screws or the rear axle
housing.
Komatsu does not recommend the use of special FIGURE 50-18. INSTALLATION OF HARDENED
friction-reducing lubricants, such as Copper WASHER
Coat, Never-Seez® or other similar products, on 1. Washer 2. Cap Screw
the threads of standard fasteners where standard
torque values are applied. The use of special
friction-reducing lubricants will significantly alter
the clamping force during the tightening process.
If a special friction-reducing lubricant is used,
excessive stress and possible breakage of the
fasteners may result.
23
10. Install the hardware for Group 1. Tighten each 12. After all of the hardware in all of the groups has
cap screw to 1 017 N·m (750 ft lb). been installed and tightened to 1 017 N·m (750
ft lb), move back to Group 1. Increase the
torque on each cap screw in Group 1 to 3 471
N·m (2,560 ft lb). Repeat this step for each
remaining group in the tightening sequence.
Install and tighten all of the hardware in a group 13. Install the gasket and transition (2) on the rear
before proceeding to the next group in the axle housing. Tighten the mounting hardware to
tightening sequence. Remove the guide pins that standard torque.
were installed in step 2 when installing the
hardware for Groups 3 and 4. 14. Install cooling air duct (1) onto transition (2).
15. If removed, connect the plastic tubing to the
pressure switch on transition (2). The transition
11. Repeat steps 8 - 10 for each remaining group in on the right side may also have a temperature
the tightening sequence. Refer to Figure 50-19. sensor to connect.
FIGURE 50-19. WHEEL MOTOR MOUNTING HARDWARE INSTALLATION SEQUENCE
24
All propulsion system power cables must be

properly secured in their wood or other non-
ferrous cable cleats. If clamps are cracked or
broken, replace them with new parts. Inspect
cable insulation and replace the entire cable if
insulation is damaged.
16. Connect all power cables and electrical

harnesses to their appropriate locations on the
wheel motor.
17. Before removing caps and plugs on hydraulic
lines, install a vacuum pump on the hydraulic
tank to prevent oil loss when the fittings are
opened.
18. Connect the brake apply line and the parking FIGURE 50-20. WHEEL MOTOR OIL LEVEL
brake line to the ports on the brake assembly
back plate.
19. Install the brake cooling hoses with new O-rings.
20. After all hydraulic lines have been connected,
remove the vacuum pump from the hydraulic
tank.
High tightening force is required to install the cap
21. Check the oil level in each wheel motor. Rotate screws that secure the wheel motors to the rear
one of the eight plugs to the 6 o’clock position axle housing. Repeated tightening will result in
and remove the plug. The oil level should be cap screw fatigue and damage.
even with the bottom of the plug opening. Refer
to Refer to Figure 50-20. Fill the wheel motor Do not retighten any wheel motor mounting cap
with the recommended oil as necessary. screw that has loosened after the truck has been
22. Check the hydraulic tank oil level before and placed into operation. If any wheel motor
after engine startup and the brake bleeding mounting cap screw has loosened during truck
procedure. Service as necessary. operation, all of the cap screws and hardened
washers must be replaced with new hardware.
23. Bleed any trapped air from the brake apply line.
Refer to Testing and adjusting section Brake
system.
24. Remove the temporary spacers and wheel nuts
that were previously installed in wheel rim
mounting flange.
25. Install the tires and rims. Refer to "Removal and
installation of rear wheel".
26. Raise the truck and remove the support stands.
Lower the truck and remove the jack.
25
Removal and installation of electric 3. Add 620 ml (2 oz) of ENS grease to grease
motor cavity (11) inside adapter (10). Install adapter on
electric motor.
Removal
4. Transmission (1) must be positioned so the top
1. Attach three appropriate lifting device to the of the unit is on top. Attach appropriate lifting
three lifting eyes (3, Figure 50-21) on the device to three lifting eyes (3) on the electric
electric motor. The weight of the electric motor motor. The weight of the electric motor is
is approximately 4 500 kg (9,921 lb). Attach the approximately 4 500 kg (9,921 lb). Attach the
lifting slings to a hoist. Lift the hoist enough to lifting slings to a hoist. Lift the motor into
put tension on the lifting slings. position on the wheel motor transmission. The
2. Remove 24 cap screws (7) and flat washers (8) electric motor shaft may have to be turned
that secure electric motor (4) to the wheel motor slightly to line up the drive splines.
transmission. 5. Install 24 cap screws (7) and the flat washers
3. Lift the motor from the transmission and set that secure electric motor (4) to the
aside. transmission. Tighten the cap screws to 1 600 ±
160 N·m (1,180 ± 118 ft lb).
4. Remove seal (2) from the electric motor.
6. Ductwork (5) must be installed so it will line up
Installation with the ductwork inside the axle housing. Cover
(9) and ductwork (5) are interchangeable, so
1. Peel the paper backing from new seal (2, Figure
ductwork can be installed on either side of the
50-21) and install onto transmission (1).
electric motor. Use sealant (VS7492) when
2. Apply a thin layer of ENS grease (4271211871) installing the ductwork to the motor. Install
to the mating splines on the electric motor shaft, gasket (6) to ductwork (5).
the transmission shaft splines (12) and the
grease seal (13) on the transmission shaft.
FIGURE 50-21. WHEEL MOTOR ASSEMBLY

1. Transmission 5. Ductwork 8. Flat Washer 11. Grease Cavity
2. Seal 6. Gasket 9. Cover 12. Transmission Shaft
3. Lifting Eyes 7. Cap Screw 10. Adapter 13. Seal
4. Electric Motor
26
Disassembly and assembly of wheel motor 2. Lift the wheel motor transmission and stand the
transmission assembly vertically in an oil pan as shown in
Figure 50-22. The weight of the assembly is
approximately 14 591 kg (32,168 lb).
3. If the wheel motor is being disassembled for a
transmission problem, remove cap screws (4,
Figure 50-23) and the washers that secure
Wheel motor component weights are listed
inspection cover (5). Inspect the magnets from
throughout this instruction. Verify that all lifting
below the cover, remove and clean.
apparatus such as lift eyes and lifting straps are
properly rated for the component weight. Using Remove the O-ring for the cover.
lifting components that are not rated for the 4. Remove 20 cap screws (2) and the washers
intended load may result in serious personal that secure cover (1) to the assembly.
injury and component damage.
5. Install three pusher screws (M16 x 2.00) into the
tapped holes in the cover. Tighten the screws to
separate the cover from the assembly.
Use caution when lifting components. DO NOT

damage the machined surfaces of the wheel
motor during handling.
Disassembly
1. Remove the electric motor from the wheel motor
assembly. Refer to "Removal and installation of
electric motor" for instructions.
FIGURE 50-23.
1. Cover 4. Cap Screw
2. Cap Screws 5. Inspection Cover
3. Tapped Holes
FIGURE 50-22.
1. Wheel Motor 2. Oil Pan
Transmission
27
6. Remove the pusher screws and install three lift 8. Remove spacer (4, Figure 50-24) and two
eye into the cover. Attach lifting chains and a dowel pins (3) from the cover.
hoist to the lift eyes. Lift the cover from the 9. Attach two lift eyes (M12 x 1.75) to low speed
assembly. The weight of the cover is approxi- sun gear (1). Attach lifting straps and a hoist to
mately 123 kg (271 lb). the lift eyes. Lift the sun gear from the assembly.
7. Remove the O-ring seal that seals the cover to The weight of the sun gear is approximately 100
the assembly. kg (221 lb).
10. Remove button (1, Figure 50-25).
11. Remove 13 nuts (2, Figure 50-26) that secure
adapter ring (1), if installed. Attach lifting brack-
ets to the adapter ring studs at three evenly
spaced locations. Attach lifting chains and a
hoist to the lifting brackets. Lift the adapter ring
from the assembly. The adapter ring weighs
approximately 318 kg (701 lb).
FIGURE 50-24.
1. Low Speed Sun Gear 3. Dowel Pin

2. Low Speed Carrier 4. Spacer
FIGURE 50-26.
1. Adapter Ring 2. Nut
FIGURE 50-25.
1. Button 2. Low Speed Carrier
28
12. Remove 40 cap screws (3, Figure 50-27) and 17. Attach three lifting straps to high speed carrier
the washers that secure low speed carrier (4) to (2). Loop the straps through the holes in the car-
torque tube (1). rier as shown in Figure 50-28. Attach a hoist to
the lifting straps. Lift the carrier from the assem-
13. Install three lift eyes (M16 x 2.00) in the tapped
bly. The weight of the high speed carrier is
holes in the low speed carrier. Attach lifting
chains and a hoist to the lift eyes. Lift the carrier
from the assembly. The weight of the low speed 18. Install an eye bolt (M20 x 2.50) into sun gear
carrier is approximately 1400 kg (3086 lb). shaft (4, Figure 50-29). Attach a lifting chain and
a hoist to the eye bolt. Lift the shaft from the
14. Remove 12 countersunk cap screws (2) that
assembly. The weight of the shaft is approxi-
secure torque tube (1) to the hub.
mately 170 kg (375 lb).
15. Attach three lift eyes (M30 x 3.00), lifting chains
and a hoist to the carrier. Lift the torque tube
from the assembly. The torque tube weighs
16. Remove the O-ring from the bottom of the torque
tube.
FIGURE 50-28.
FIGURE 50-27.
1. Torque Tube 3. Cap Screw

2. Cap Screw 4. Low Speed Carrier
29
19. Remove eighteen cap screws (1) and the wash-

ers that secure hub (3) to the assembly.
20. Remove three evenly spaced keeper plates (3,
Figure 50-30) from the bottom face of low speed
ring gear (1) and attach lifting brackets. Attach
lifting chains and a hoist to the lifting brackets.
Lift both ring gears and the hub from the spindle
as an assembly. The weight of the ring gears
and hub is approximately 895 kg (1973 lb).
FIGURE 50-29.
1. Cap Screw 3. Hub
2. Low Speed Ring 4. Sun Gear Shaft
Gear
FIGURE 50-31.
1. Low Speed Ring 3. High Speed Ring
Gear Gear
2. Lifting Bracket 4. Hub
FIGURE 50-30.
1. Low Speed Ring 3. Keeper Plate
Gear
2. High Speed Ring
Gear
30
21. Attach an eye bolt (M16 x 2.00) to each spacer

(1, Figure 50-32). Attach lifting chains and a
hoist to the lift eyes and individually lift each
spacer from the assembly. Each spacer weighs
22. Remove 14 cap screws (3) that secure retainer
(2). Attach two lift eyes (M16 x 2.00) to the
retainer. Attach lifting chains and a hoist to the
lift eyes and lift the retainer from the assembly.
The retainer weighs approximately 95 kg (209
lb).
23. Collect the shims from below the retainer and
keep in a secure place for use during assembly.
FIGURE 50-33.
1. Hub 2. Nut
24. Remove 36 nuts (2, Figure 50-33) that secure

hub (1) to the assembly.
25. Loop two lifting straps through the access slots
in hub (1) 180° apart. Attach a hoist to the lifting
straps and lift the hub from the assembly. The
outer bearing will be removed with the hub. The
FIGURE 50-32.
weight of the hub and bearing is approximately
1. Spacer 3. Cap Screw 2350 kg (5180 lb).
2. Retainer
31
26. Install three brake tools onto the brake as shown

in Figure 50-34. The brake tools provide support
to keep the inner face seals from being dam-
aged.
a. Locate the three open threaded holes on the
top plate of brake assembly (3, Figure 50-
34). The three holes are 120° apart.
b. Position brake tool (2) onto the brake and
secure with a cap screw.
c. Slide spacer (1) between the brake tool and
hub adapter (4). It may be necessary to pry
up on the hub adapter to provide adequate
clearance. Install a cap screw through the
hub adapter and brake tool. It may be neces-
sary to rotate the wheel. If this is necessary,
the parking brake will need to be released by
using a port-a-power. Parking brake release
pressure is 8 653 kPa (1,255 psi). Do not
exceed 12 755 kPa (1,850 psi).
d. Install the remaining two brake tools.
FIGURE 50-35.
1. Spindle 2. Inner Bearing
28. Using an appropriate bearing puller, loosen

inner bearing (2, Figure 50-35).
FIGURE 50-34. The tapped holes on the inner wheel bearing are
to be used for lifting purposes only. DO NOT
1. Spacer 4. Hub Adapter attempt to separate the bearing from the spindle
2. Brake Tool 5. O-ring using these holes. Damage to the bearing will
3. Brake Assembly occur.
27. Remove O-ring (5) from hub adapter (4).
32
29. Attach lift eyes to the inner bearing. Attach lifting Cleaning and inspection
chains and a hoist to the lift eyes. The inner 1. Inspect all magnets for excessive metal particu-
bearing weighs approximately 140 kg (309 lb). lates. Note the location of each magnet for
NOTE: The inner and outer bearings are different assembly.
sizes. If the bearings are to be re-used, mark the 2. Clean all parts in solvent and inspect for
location from where they were removed. The inside excessive wear and damage. Replace worn
diameter of the inner bearing cone (2, Figure 50-36) parts.
is 2 mm (0.079 in.) larger in diameter than the outer
bearing cone.
FIGURE 50-36.
1. Spindle 2. Inner Bearing
30. If removal of the brake is necessary, refer to

CEN50030, Removal And Installation of Rear
Brake Assembly, for instructions.
33
Assembly 6. Heat inner bearing (2, Figure 50-38) to 90 ±

10°C (194 ± 50°F).
1. Clean the tapped holes on the end of the spin-
dle with a tap. Remove any oil film from the 7. Attach lift eyes to the inner bearing. Attach lifting
tapped holes. Thoroughly clean the spindle. chains and a hoist to the lift eyes and lift the
bearing onto the spindle. The inner bearing
2. Install the rear brake assembly. The seal carrier
weighs approximately 140 kg (309 lb).
will also be installed during the brake installation
procedure. 8. Use a mallet and a clean piece of wood to the
tap the inner race of the bearing down until it is
3. Install a new O-ring (1, Figure 50-37) onto hub
evenly seated on the spindle.
adapter (2). Lubricate the O-ring with clean
wheel motor oil.
4. Install O-ring around outside of hub.
5. If removed, install the outer bearing races of the
spindle bearings into the hub. Freeze the
bearing races before installation. Do not chill
below -40°C (-40°F).
NOTE: The inner and outer bearings are different
sizes. If the bearings are to be re-used, ensure the
bearings are installed from where they were
removed. The inside diameter of inner bearing cone
(2, Figure 50-38) is 2 mm (0.079 in.) larger in
diameter than outer bearing cone (1, Figure 50-40).
FIGURE 50-37. FIGURE 50-38.
1. O-ring 2. Hub Adapter 1. Spindle 2. Inner Bearing
34
9. After bearing (2, Figure 50-38) has cooled, 15. Remove tool (3) at three places from between
lubricate the bearing and race with clean wheel the hub adaptor and the brake assembly.
motor oil. 16. Heat outer bearing (1, Figure 50-40) to 90 ±
10. Remove the three cap screws that are holding 10°C (194 ± 50°F).
hub adaptor and spacer to tool (3, Figure 50- 17. Attach lift eyes to outer bearing (1). Attach lifting
39). This will allow stud from hub (1) to go chains and a hoist to the lift eyes. The inner
through hub adapter. Leave spacer and tool bearing weighs approximately 140 kg (309 lb).
attached to brake housing.
18. Lift the bearing over the outer bearing race in
11. Attach lifting slings and a hoist to hub (1). The
the hub. Lower the bearing into the outer bear-
weight of the hub is approximately 2210 kg
ing race. After the bearing has cooled, lubricate
(4872 lb).
bearing and race with clean wheel motor oil.
12. Carefully lift hub (1, Figure 50-39) and install 19. Attach two lift eyes (M16 x 2.00) to retainer (1,
onto the spindle and bearing. Figure 50-41). Attach lifting chains and a hoist to
13. Apply Three Bond (TB1374) thread locker to the lift eyes and lift the retainer onto the bearing.
studs (2). The retainer weighs approximately 95 kg (209
lb).
14. Install 36 nuts and tighten to 1 196 ± 176 N·m
(882 ± 130 ft lb). 20. Install seven cap screws (2). Leave an open
hole in between each cap screw. Alternately
tighten the cap screws just enough to secure
the bearing in place.
FIGURE 50-40.
1. Outer Bearing 2. Hub
FIGURE 50-39.
1. Hub 3. Tool
2. Stud
35
Wheel Bearing Adjustment

21. Use a wire rope 7 to 8 meters long with a load
capacity of 5 000 kg (11,023 lb) or more. The
rope will be used to rotate the hub.
22. Secure the wire rope to the hub and then wind
the rope around the hub several times. Secure
the other end of the rope to a hoist or other
device as shown in Figure 50-42.
23. The parking brake must be released to rotate
the hub. Attach a port-a-power to the park brake
port marked with a "P" on the brake housing.
Release the parking brake to enable the hub to
rotate. Parking brake release pressure must be
at least 8 653 kPa (1,255 psi). Parking brake
release pressure must not exceed 12 755 kPa
(1,850 psi). The parking brake requires 0.5 L (24
cubic inches) of oil to fully release the piston.
FIGURE 50-41.
1. Retainer 2. Cap Screw
36
24. Shim gap measurement: c. Using the same procedure as Step 24-a,
tighten the seven cap screws to 255 ± 9.8
a. Slowly pull on the wire rope to rotate the hub
N·m (188 ± 7.2 ft lb).
while tightening the seven cap screws (2,
Figure 50-43) that secure the bearing d. Install a depth micrometer to measure the
retainer. Alternately tighten the cap screws in distance to the spindle again. Record the
a criss-cross pattern while the hub is rotating. measurement as dimension A2.
Tighten the cap screws to 98 ± 9.8 N·m (72 ± e. If A2 - A1 is 0.2 mm (0.008 in.) or less,
7.2 ft lb). Verify that the cap screws maintain remove the outer bearing and repeat the
the proper torque. Repeat as required until procedure. (Measurement is not accurate
no changes in cap screw torque occurs while due to bearing jamming.)
the hub is rotating.
f. If A2 - A1 is 0.2 mm (0.008 in.) or more,
b. Install a depth micrometer (1, Figure 50-43)
proceed to next step.
to measure the distance to the spindle.
Position the micrometer over one of the two 25. The hydraulic pressure holding the parking
tapped holes in the retainer as shown in brake in the released position can be relieved.
Figure 50-44. Measure the distance down to Remove the hydraulic power supply.
the spindle. Record the measurement as
dimension A1 as shown in Figure 50-44.
FIGURE 50-43.
1. Depth Micrometer 2. Cap Screw
FIGURE 50-42.
1. Wire Rope 2. Wheel Hub
37
26. Remove the seven cap screws securing retainer 28. Measure the thickness of the retainer and
(2, Figure 50-44) to the spindle. record the measurement as dimension B as
shown in Figure 50-44.
27. Attach two lift eyes (M16 x 2.00) to the retainer.
Attach lifting chains and a hoist to the lift eyes 29. Subtract dimension B from dimension A2.
and lift the retainer from the assembly. The Record the remainder as dimension C. Dimen-
retainer weighs approximately 95 kg (209 lb). sion C represents the gap between the retainer
and the spindle as shown in Figure 50-44.
30. Add 0.30 mm to dimension C and round the sum
up to the nearest tenth. This value is equal to
the shim pack that must be installed. Refer to
the equation below.
The equation for calculating the shim pack is as fol-
lows: {A2 - B = C} + 0.30 = Shim Pack
See the following example:
Dimension A2 57.34 mm
Dimension B -55.00 mm
Dimension C = 2.34 mm
+ 0.30 mm
Shim Pack = 2.64 mm
The shim pack thickness of 2.64 mm rounded up to
the nearest tenth, resulting in a shim pack of 2.70
mm.
NOTE: Shims are available in 1.0, 0.20 and 0.30 mm
thicknesses.
31. After calculating the shim pack, clean and

assemble a shim pack of equal thickness. Place
the shims into position on the spindle.
32. Lift the retainer back into position on the spindle.
FIGURE 50-44. Apply Three Bond (TB1374) thread locker to the
14 cap screws that secure the retainer. Install
1. Outer Bearing 3. Depth Micrometer the cap screws and tighten to 1 715 ± 195 N·m
2. Retainer 4. Spindle (1,265 ± 144 ft lb).
38
33. Clean all tapped holes in spacer (1, Figure 50- 34. Low speed ring gear (1, Figure 50-45), high
46) to be free of all grease, dirt and oil residue. speed ring gear (2) and hub (3) can be installed
Attach two lift eyes (M16 x 2.00) to each spacer as one unit. If these components were sepa-
(1). Attach lifting chains and a hoist to the lift rated at disassembly, assemble as shown in
eyes and lift each spacer onto the assembly. Figure 50-45. Clean all tapped holes in the low
Each spacer weighs approximately 26 kg (57 speed and high speed ring gears to be free of all
lb). grease, dirt and oil residue.
Apply Three Bond (TB1374) thread locker to
cap screws (4) that secure keeper plates (5).
Install the plates, cap screws and washers.
Tighten the cap screws to 277 ± 32 N·m (204 ±
24 ft lb).
Leave three evenly spaced plates off of the low
speed carrier. Install lifting brackets, lifting
chains, and a hoist to the assembly.
NOTE: A gap of 0.1 - 0.5 mm (0.004 - 0.020 in.)
should exist between the keeper plates and the hub.
If there is no gap, the cap screws may be
overstressed.
FIGURE 50-45.
1. Low Speed Ring 3. Hub

Gear 4. Cap Screw
2. High Speed Ring 5. Keeper Plate
Gear
FIGURE 50-46.
1. Spacer 3. Cap Screw
2. Sun Gear Shaft 4. Retainer
39
35. Lift the ring gear and hub assembly. Apply 38. Install an eye bolt (M20 x 2.50) into sun gear
grease (multi purpose, lithium based, EP, NLGI shaft (4). The weight of the shaft is
#2) to the splines on hub (4, Figure 50-47). approximately 170 kg (375 lb). Attach a lifting
Grease the splines in the spindle as well. Lower chain and a hoist to the eye bolt. Lift the shaft
the assembly into the hub. and apply grease (multi purpose, lithium based,
EP, NLGI #2) to the splines of the shaft.
36. Apply Three Bond (TB1374) thread locker to 18
Continue to lower the shaft into the wheel motor.
cap screws (1, Figure 50-49) that secure hub (3)
to the assembly. Install the cap screws and the
washers and tighten to 277 ± 32 N·m (204 ± 24
ft lb).
37. Thourghly clean sun gear shaft (4, Figure 50-48)
in seal area (3) to remove all rust and oil resi-
due. Clean seal (1). Use a thin layer of Ceme-
dine 575 adhesive to attach seal to sun gear
shaft. Follow direction on adhesive. After seal
installation, apply ENS grease to splines and to
outside area of seal.
FIGURE 50-48.
1. Seal 3. Seal Area

2. Splines 4. Sun Gear Shaft
FIGURE 50-47.
1. Low Speed Ring Gear 3. High Speed Ring Gear
2. Lifting Bracket 4. Hub
FIGURE 50-49.
1. Cap Screw 3. Hub
2. Low Speed Ring 4. Sun Gear Shaft
Gear
40
39. Attach three lifting straps to the high speed car- 42. The parking brake must be released to rotate
rier. Loop the straps through the holes in the the hub. Attach a port-a-power to the park brake
carrier as shown in Figure 50-50. Attach a hoist port marked with a "P" on the brake housing.
to the lifting straps. Lift the carrier into the Release the parking brake to enable the hub to
assembly. The weight of the high speed carrier rotate. Parking brake release pressure must be
is approximately 535 kg (1,179 lb). at least 8 653 kPa (1,255 psi). Parking brake
release pressure must not exceed 12 755 kPa
40. Install button (1, Figure 50-51).
(1,850 psi). The parking brake requires 0.5 L (24
41. Attach two lift eyes (M12 x 1.75) to low speed cubic inches) of oil to fully release the piston.
sun gear (1, Figure 50-55). Attach lifting straps
43. If low speed carrier (2, Figure 50-52) and torque
and a hoist to the lift eyes. Lift the sun gear into
tube (3) were separated, install three lift eyes
the carrier. The weight of the sun gear is
(M16 x 2.00) in the tapped holes in the low
approximately 100 kg (221 lb). The sun gear
speed carrier.
pilots into the high speed carrier.
44. Attach lifting chains and a hoist to the lift eyes.
Lift the carrier off the ground. The weight of the
low speed carrier is approximately 1 400 kg
(3,086 lb). Install a new O-ring seal onto the
carrier. Use petroleum jelly to secure the O-ring
into place. Proceed to lift the low speed carrier
onto the torque tube. Note the oil passage in the
low speed carrier must line up. Rotate hub as
required.
FIGURE 50-50.
FIGURE 50-51.
1. Button 2. Low Speed Carrier
41
45. Release port-a-power pressure from parking 47. Attach three lift eyes (M30 x 3.00), lifting chains
brake. and a hoist to the torque tube. Lift the torque
tube assembly off of the ground. The weight of
46. Before installing the cap screws, locate three
the assembly is approximately 1890 kg (4,167
tapped holes 120° apart. These holes will be
lb). Install a new O-ring onto the bottom face of
used for lifting the assembly. Leave these three
the torque tube. Apply petroleum jelly to the O-
holes empty.
ring to keep the O-ring in place. Lift the torque
tube assembly onto the wheel motor.
Apply Three Bond (TB1374) thread locker to
cap screws (1, Figure 50-52). NOTE: The 12 holes used to mount the torque tube
are not symmetrical.
Install cap screws (1) and the washers that 48. Install 12 countersunk cap screws (2, Figure 50-
secure low speed carrier (2) to torque tube (3). 53) that secure torque tube (1) to the hub.
Tighten the installed cap screws to 1 715 ± 195 Tighten the cap screws to 277 ± 32 N·m (204 ±
N·m (1,264 ± 144 ft lb). 24 ft lb).
49. Remove the three lift eyes. Apply Three Bond
(TB1374) thread locker to the remaining low
speed carrier mounting cap screws (3). Install
the three cap screws and tighten to 1 715 ± 195
N·m (1,264 ± 144 ft lb).
FIGURE 50-52.
1. Cap Screw 3. Torque Tube
2. Low Speed Carrier
FIGURE 50-53.
1. Torque Tube 3. Cap Screw
2. Cap Screw 4. Low Speed Carrier
42
50. Attach lifting brackets to the studs on adapter 52. Install the O-ring seal that seals cover (1, Figure
ring (1, Figure 50-54) at three evenly spaced 50-56) to the low speed carrier. Install the O-ring
locations. Attach lifting chains and a hoist to the in the top face of the carrier and lubricate with
lifting brackets. Lift the adapter ring onto the clean wheel motor oil.
assembly. The adapter ring weighs approxi- 53. Install three lift eyes into the cover. Attach lifting
mately 318 kg (701 lb). chains and a hoist to the lift eyes. Lift the cover
51. Install 13 nuts (2, Figure 50-54) that secure the onto the low speed carrier. The weight of the
adapter ring to the assembly. Install a nut onto cover is approximately 123 kg (271 lb).
every fourth stud. Tighten the nuts to 940 ± 140
N·m (693 ± 103 ft lb).
FIGURE 50-55.
1. Low Speed Sun Gear 3. Dowel Pin
2. Low Speed Carrier 4. Spacer
FIGURE 50-54.
1. Adapter Ring 2. Nut
43
54. Install 20 cap screws (2, Figure 50-56) and the 56. Install the outboard wheel adapter nuts.
washers that secure cover (1) to the assembly. 57. Install the electric motor onto the wheel motor
Tighten the cap screws to 277 ± 32 N·m (204 ± transmission. Refer to "Removal and installation
24 ft lb). of electric motor" for instructions.
55. Ensure there are four magnets (1, Figure 50-57)
attached to main cover. Install a new O-ring (2)
and then place cover (5, Figure 50-56) into posi-
tion. Install eight cap screws (4) and the wash-
ers. Tighten the cap screws to 110 ± 12 N·m (81
± 9 ft lb).
FIGURE 50-57.
1. Magnet 2. O-ring
FIGURE 50-56.
1. Cover 4. Cap Screws
2. Cap Screws 5. Cover
3. Tapped Holes
44
Disassembly and assembly of low speed 3. Place two thin pieces of steel (8) between
carrier carrier (6) and gear (7) during shaft removal to
prevent damage to the gear or to the carrier.
Disassembly
NOTE: The steel plates are to be 2-3 mm (0.080 -
1. Place carrier assembly on clean wood blocks. 0.12 in.) thick.
Carrier assembly weighs approximately 1 400
4. Using a suitable press, press the planetary shaft
kg (3,086 lb).
(5) out of carrier (6). Force required could be as
2. Remove cap screws (1, Figure 50-58) and (2). high as 100 000 kg (220,000 lb). The shaft
Remove holder (3) and shims (4). weighs approximately 35 kg (77 lb).
FIGURE 50-58. CARRIER ASSEMBLY

1. Cap Screws & Flat Washer 5. Shaft 8. Steel Plates 2-3 mm (0.080
2. Cap Screws & Flat Washer 6. Carrier - 0.12 in.)
3. Holder 7. Gear 9. Wood blocks
4. Shims
45
5. Remove cap screw (7, Figure 50-59) and plate Inspection

(6) from shaft. 1. Inspect all parts for wear or damage. Replace
6. Remove planetary gear assembly (4) assembly all worn or damaged parts.
with bearings from carrier. The gear assembly 2. Inspect all bearing rollers and races for pits,
weighs approximately 135 kg (298 lb). Be aware scoring or other damage.
that bearing cone (7) may fall out when gear is
removed from carrier. 3. Clean all parts thoroughly before assembly.
7. If not already removed, remove bearing cone (7, 4. Discard all cap screws (1, Figure 50-58) and
Figure 50-60), spacer (5) and bearing cone (1) cap screws (2). Use new cap screws at each
from gear (8). transmission rebuild to prevent cap screw
failures due to stress.
8. Use a press and a plate of the correct size to
press bearing cups (2) and (6) from gear (8).
Also remove spacer (4). Keep all parts from
each gear assembly grouped together. Snap
ring (3) does not have to be removed from gear.
NOTE: Keep all bearing cones (1) and (7), bearing
cups (2) and (6), and spacers (4) and (5) grouped
together. These parts are a matched set. Do not mix
any parts from one gear assembly with parts from
another gear assembly.
FIGURE 50-60. GEAR ASSEMBLY
1. Bearing Cone 5. Spacer

2. Bearing Cup 6. Bearing Cup
3. Snap Ring 7. Bearing Cone
4. Spacer 8. Gear
FIGURE 50-59. SHAFT AND GEAR ASSEMBLY

1. Shaft 5. Steel Plate
2. Carrier 6. Plate
3. Spacer 7. Cap Screw
4. Gear
46
Assembly 4. While gear is warm, press bearing cups (2) and

(6) into gear. Ensure both bearing cups are fully
During the assembly process, some parts need to be
seated in gear, and there is no gap between the
heated, other parts need to be cooled. Read all of the
bearing races and the spacer.
instructions before starting for proper planning of
assembly steps. 5. Allow gear assembly to cool below 40° C (104°
F).
NOTE: At each transmission rebuild, always replace
6. Ensure all bearings cones (1) and (7), bearing
cap screws (6, Figure 50-61) and (7) with new cap
cups (2) and (6), and spacers (4) and (5)
screws. Use new cap screws to prevent cap screw
removed from each shaft are still together as a
set. These parts are a matched set. If the
1. Clean all cap screws and threaded holes to bearings are new, keep all of the new parts
remove all dirt and debris. together. Do not mix any parts from one gear
2. If removed, install snap ring (3, Figure 50-60) assembly (or bearing set) with parts from
inside gear (8). another gear assembly (or bearing set). All
items are marked with a match mark.
3. Heat gear (8) to 80° - 100° C (176 - 212° F). The
gear weighs approximately 75 kg (165 lb). 7. While gear is warm, install spacer (4) in gear
(8). Ensure recessed groove in spacer is
installed against snap ring (3).
8. Place carrier (4, Figure 50-61) on wood blocks
as shown. Install spacer (9) in carrier (4). Install
holder (5) to carrier with four cap screws (7) with
flat washers. Do not install any shims at this
time. Ensure spacer (9) is fully seated against
the holder. Tighten cap screws (7) to 550 ± 60
N·m (405 ± 45 ft lb).

1. Cap Screws 7. Cap Screws
2. Plate 8. Shims
3. Shaft 9. Spacer
4. Carrier 10. Bearing
5. Holder 11. Gear
6. Cap Screws 12. Spacer
FIGURE 50-62. SHAFT ALIGNMENT
1. Cap Screw Holes 2. Reference Lines
47
9. Heat bearings (10) to about 70° C (158° F) and

place them in the planetary gear along with
spacer (12).
10. Install planetary gear assembly into carrier. The
gear assembly weighs approximately 135 kg
(298 lb).
11. Cool shaft (3) before assembly. The shaft must
be cooled at least 50° C (90° F) below ambient
working conditions where the transmission is
being assembled.
12. Insert cooled shaft into the carrier and through
the warm bearings. The shaft weighs
approximately 35 kg (77 lb). Each shaft must be
installed with the cap screw holes lined up with
reference lines as shown in Figure 50-62.
13. Install cap screws (6, Figure 50-61) with flat
washers that join the holder to the shaft. Be
careful of touching a warm gear with bare
hands. While rotating gear (11), tighten cap
screws (6) to 165 N·m (122 ft lb). Repeat until
tightening torque is steady.
14. Planetary gear (11) must be rotated at least 20
times in both directions.
15. Wait for at least 10 minutes until the
temperature of the gears and shaft is near room
temperature.
16. While rotating gear (11), tighten cap screws (6)
to 385 N·m (284 ft lb). Repeat until tightening
torque is steady.
17. Install the remaining gears and shafts using the
same procedure.
18. Turn carrier (4) over. The carrier assembly
weighs approximately 1 400 kg (3,086 lb). Place FIGURE 50-63. SHAFT INSTALLATION
wood blocks (4, Figure 50-63) under the
planetary shafts as shown. 1. Cap Screws 3. Holder
(Holder to Shaft) 4. Wood Block
19. Tighten cap screws (1) that join the holder to the 2. Cap Screws
shaft to 550 ± 60 N·m (405 ± 45 ft lb). (Holder to Carrier)
20. Remove capscrews (1) and (2), and holder (3).
48
21. Using a depth micrometer (1, Figure 50-64),

measure the distance between spacer (2) and
shaft (3). Measure in three places and average
the result. This is dimension A.
22. The correct shim pack is equal to dimension A,
or up to 0.05 mm (0.002 in) less than dimension
A.
Determine the correct shim pack. Shims are
available in two thicknesses:
0.05 mm (0.002 in.)
0.10 mm (0.004 in.)
23. Clean all of the cap screws and the threaded
holes in both ends of the shaft to remove all oil
residue.
24. Install required shim pack with holder (3, Figure
50-63) on the shaft. Apply Three Bond (TB1374)
on the four outer cap screws (2) that retain the
holder to the carrier and install using flat
washers. Tighten the cap screws to 550 ± 60
N·m (405 ± 45 ft lb).
25. Apply Three Bond (TB1374) on the four inner
cap screws (1) that retain the holder to the shaft
and install using flat washers. Tighten the cap
screws to 550 ± 60 N·m (405 ± 45 ft lb).
26. Install plate (2, Figure 50-61). Ensure the open
cavity in the plate always faces the center of the
carrier. Apply Three Bond (TB1374) on the three FIGURE 50-64. SHIM MEASUREMENT
cap screws (1) and install. Tighten the cap
screws to 30 N·m (22 ft lb). 1. Depth Micrometer 3. Shaft
2. Spacer 4. Wood Block
27. Repeat the shimming and installation procedure
for the remaining gears and shafts.
49
Disassembly and assembly of high 2. Place two thin pieces of steel (9) between
speed carrier carrier (6) and gear (10) during shaft removal to
prevent damage to the gear or to the carrier.
cap screws (1, Figure 50-65) and (3) with new cap NOTE: The steel plates are to be 2-3 mm (0.080 -
screws. Use new cap screws to prevent cap screw 0.12 in.) thick.
Disassembly
1. Place carrier assembly (6, Figure 50-65) on
clean wood blocks. Carrier assembly weighs
approximately 535 kg (1,180 lb).

1. Cap Screws 5. Holder 9. Steel Plates 2-3 mm
2. Flat Washers 6. Carrier (0.080 - 0.12 in.)
3. Cap Screws 7. Shaft 10. Gear
4. Flat Washers 8. Wood Block
50
3. Shaft (7) may slide out of carrier when 10. Remove spacer (4) from gear. Snap ring (5)
capscrews are removed. The shaft weighs does not have to be removed from the gear
approximately 25 kg (55 lb). Remove cap unless it is damaged. If gear is being replaced,
screws (1) and (3) along with flat washers (2) use a new snap ring in the new gear.
and (4). Remove holder (5). 11. Remove bearings and spacers from remaining
4. If shaft does not slide out easily, use a suitable gears if necessary.
press to press shaft (7) out of carrier (6).
5. Remove planetary gear assembly (5, Figure 50-
66) with bearings from carrier (1). The gear
assembly weighs approximately 75 kg (165 lb).
Inspection
6. Remove spacer (4) from carrier.
7. Remove remaining shafts and gear assemblies 1. Inspect all parts for wear or damage. Replace
as necessary using the same procedure. all worn or damaged parts.
8. If thrust washer (3) is not removed from carrier, 2. Inspect all bearing rollers and races for pits,
ensure it is not damaged during servicing. If scoring or other damage.
necessary, remove thrust washer (3) and pins 3. Clean all parts thoroughly before assembly.
(2). If pins are not removed, they could get 4. Discard all cap screws (1, Figure 50-65) and (3).
pressed down into carrier further than they Use new cap screws at each transmission
should be, and then the pins would not rebuild to prevent cap screw failures due to
sufficiently retain the thrust washer. stress.
9. Use a press and two plates (3, Figure 50-67)
that together total 140-150 mm (5.51 - 5.91 in.)
in diameter to press bearings (2) and (6) from
gear (1). Plates must be at least 13 mm (0.5 in.)
thick.
FIGURE 50-67. BEARING REMOVAL

1. Gear 4. Spacer
2. Bearing 5. Snap Ring
3. Plates 6. Bearing
FIGURE 50-66. GEAR REMOVAL

1. Carrier 4. Spacer
2. Pin 5. Gear Assembly
3. Thrust Washer 6. Wood Block
51
Assembly 6. Allow the gear assembly to cool below 40° C

(104° F).
During the assembly process, some parts need to be
heated, other parts need to be cooled. Read all of the 7. Install remaining spacers and bearings into the
instructions before starting for proper planning of gears using the same procedure.
assembly steps. 8. Clean all of the cap screws and the threaded
holes in both ends of the shaft to remove all oil
residue.
cap screws (8, Figure 50-70) and (9) with new cap
screws. Use new cap screws to prevent cap screw 9. Place carrier (2, Figure 50-69) on wood blocks
failures due to stress. as shown. Install spacer (5) in carrier (2).
1. Clean all cap screws and threaded holes to 10. Install planetary gear assembly (1) into carrier.
remove all dirt and debris. The gear assembly weighs approximately 75 kg
(165 lb).
2. If removed, install snap ring (5, Figure 50-68)
inside gear (1). If gear is new, install new snap 11. Cool shaft (4, Figure 50-70) to -35° C (-31° F)
ring. before assembly. This will ease the installation
3. Heat gear (8) to 80° - 100° C (176 - 212° F). The process and a press will not be required. The
gear weighs approximately 55 kg (121 lb). shaft weighs approximately 25 kg (55 lb).
4. While gear is warm, install spacer (4) in gear
(1). Ensure recessed groove in spacer is
installed against snap ring (5).
5. While gear is warm, press bearings (2) and (6)
into gear. Press only on the outer race. Ensure
both bearings are fully seated in the gear, and
there is no gap between the bearings and the
spacer.
FIGURE 50-69. GEAR ASSEMBLY

1. Gear 4. Cap Screws
FIGURE 50-68. BEARING ASSEMBLY 2. Carrier 5. Spacer
3. Holder
1. Gear 4. Spacer
2. Bearing 5. Snap Ring
3. Plate 6. Bearing
52
12. Insert cooled shaft into the carrier and through 14. Apply Three Bond (TB1374) to cap screws (8)
the bearings. Each shaft must be installed with and install with flatwashers through the holder
the cap screw holes lined up with the reference and into the carrier. Rotate the holder as
lines as shown in Figure 50-71. necessary to line up holes. Tighten capscrews
(8) to 550 ± 60 N·m (405 ± 45 ft lb).
13. Once shaft is fully inserted into carrier, install all
four cap screws (9) with flat washers through 15. While rotating gear (1), tighten cap screws (9) in
holder (10) and into shaft (5). Rotate shaft as even increments. The gear must be rotated 20
necessary to line up holes. Do not tighten cap times during the tightening process. Tighten cap
screws (9) at this time. screws (9) to a final torque of 550 ± 60 N·m
(405 ± 45 ft lb).
FIGURE 50-70. CARRIER

1. Gear 5. Shaft 8. Cap Screw & Flat Washer
2. Carrier 6. Pin 9. Cap Screw & Flat Washer
3. Cap Screw 7. Thrust Washer 10. Holder
4. Plate
53
16. Remove cap screws (9), one at a time. Apply Removal and installation of rear axle
Three Bond (TB1374) to the cap screws and re-
install them. Tighten cap screws (9) to a final Removal
torque of 550 ± 60 N·m (405 ± 45 ft lb). 1. Park the truck on firm, level ground and chock
17. Install plate (4) to shaft (5). Apply Three Bond the front wheels to prevent truck movement.
(TB1374) to capscrews (3). Install cap screws 2. Shut down the truck. For the proper shutdown
and tighten to 30 N·m (22 ft lb). procedure, refer to Index and foreword section
18. Install remaining gears and shafts into the Operating instructions.
carrier using the same procedure. 3. Remove the dump body. Refer to Disassembly
and assembly section Body and structures.
19. Turn carrier assembly over and place on wood
blocks. Carrier assembly weighs approximately 4. Remove both wheel motors. Refer to "Removal
535 kg (1,180 lb). and installation of wheel motor".
20. If removed, install pins (6). Install thrust washer 5. Remove the blocking from beneath the rear axle
(7). Ensure the top of the pins are 0.5 - 1.0 mm housing. Use the blocking to support the truck
(0.02 - 0.04 in.) below the top surface of the frame during removal of the rear axle housing.
thrust washer. Adjust pin height as necessary. 6. Remove the cooling air ductwork from both
sides of the rear axle housing.
prevent oil loss while disconnecting hoses.
8. Disconnect and un-clamp the hoses at hydraulic
hose manifold (1, Figure 50-72) on the left side
of the rear axle housing. Cap the fittings and
plug the hoses to prevent contamination.
9. Remove the wheel motor cable grips at power
cable mount (2) on the right side of the rear axle
housing. Slide the cable grips forward on the
cables. Remove the cable clamps and pull the
cables and harnesses from the rear axle
housing.
10. Remove the clamps that secure the brake hoses
to the spindles.
NOTE: For access to components inside the rear
axle housing, the rear hatch can be opened and top
cover (3) can be removed.
11. After all hydraulic lines have been disconnected
and capped, turn off the vacuum pump.
12. Disconnect and unclamp any electrical
FIGURE 50-71. SHAFT REFERENCE LINES harnesses that are attached to the rear axle
housing as necessary.
1. Shaft 2. Reference Lines
13. Remove all automatic lubrication system hoses
and clamps that are attached to the rear axle
housing. Secure the hoses to the frame to
prevent interference during rear axle housing
removal.
54
14. Attach an overhead hoist or crane to the lifting Cleaning and inspection
eyes on the rear axle housing. 1. Thoroughly clean the capscrew holes and wheel
15. Remove the rear suspensions. Refer to motor mounting faces. Re-tap the holes if the
Disassembly and assembly section threads are damaged.
Suspensions. 2. Check the wheel motor mounting faces for
16. Remove the anti-sway bar. Refer to "Removal nicks, scratches and other damage. Inspect all
and installation of anti-sway bar". welds and repair them as necessary.
17. Remove the pivot pin. Refer to "Removal and 3. Inspect the pivot pin bearing. If it is worn or
installation of pivot pin". damaged, refer to "Pivot eye and bearing
service".
18. Move the rear axle housing away from the rear
4. Inspect the brake system relay valve and hoses
of the frame.
inside the rear axle housing for leaks. Repair
leaks or damaged hoses as required.
5. Inspect the hose connections at hydraulic hose
manifold (4, Figure 50-72). Repair leaks or
damaged hoses as required.
6. Inspect the wheel motor power cables,
terminals, cable grips and clamps. Replace any
cables or hardware that is worn or damaged.
All propulsion system power cables must be

properly secured in their wood or other non-
ferrous cable cleats. If any clamps are cracked or
broken, replace them with new parts. Inspect the
cable insulation and replace the entire cable if the
insulation is damaged.
FIGURE 50-72. REAR AXLE REMOVAL

1. Hydraulic Hose Manifold 3. Top Cover
2. Power Cable Mount
55
Installation Removal and installation of anti-sway bar

1. Position the rear axle housing under the frame. NOTE: The anti-sway bar mounting arrangement is
2. Align the pivot pin bores and install the pivot pin. identical at each end.
Refer to Refer to "Removal and installation of
pivot pin". Removal
3. Install the anti-sway bar. Refer to "Removal and 1. Position the frame and the rear axle housing to
installation of anti-sway bar". allow use of a puller arrangement to remove
4. Install the rear suspensions. Refer to pins (4, Figure 50-73).
Disassembly and assembly section 2. Securely install blocking between the frame and
Suspensions. the rear axle housing.
5. Connect all automatic lubrication system hoses, 3. Disconnect the lubrication lines.
electrical harnesses and clamps to the rear axle
housing.
6. Route the wheel motor power cables and
electrical harnesses through power cable mount
(2, Figure 50-72) and into the rear axle housing. The anti-sway bar weighs approximately 147 kg
Clamp them in place. Install the cable grips at (325 lb). Ensure that the lifting device has
the power cable mount. sufficient capacity for lifting the load.
7. Remove the blocking from beneath the truck 4. Position a fork lift or attach an appropriate lifting
frame. Use the blocking to support the rear axle device to anti-sway bar (1).
housing during installation of the wheel motor.
5. Remove shoulder bolts (2) and locknuts (3) at
8. Install the wheel motors. Refer to "Removal and each mount.
installation of wheel motor".
6. Attach a puller and remove pin (4) from each
end of the anti-sway bar.
prevent oil loss when hoses are re-connected.
7. Remove the anti-sway bar from the mounting
10. Connect the cooling hoses and brake lines to
brackets.
hydraulic hose manifold (1) on the left side of
the rear axle housing. 8. Remove bearing spacers (6) and inspect for
damage and wear. Replace if necessary.
11. After all hydraulic lines have been re-connected,
turn off and remove the vacuum pump. Check 9. If necessary, remove retainer rings (7) from the
hydraulic tank oil level and service if necessary. bores at both ends of the anti-sway bar and
press out spherical bearings (8).
12. Install the dump body.
10. If the bearings are removed, inspect the bearing
bores of the anti-sway bar. If the bores are
damaged, repair or replace the anti-sway bar.
56
Installation
1. If removed, press new bearings into the anti-
sway bar and install retainer rings (7). Ensure
that the retainer rings are properly seated in the
grooves.
2. Install one bearing spacer (6).
3. Place pin (4) into position at the front of the
frame mount. Push the pin through the spacer
and rotate the pin to align the hole for capscrew
(2) with the hole in the mounting structure.
4. Raise the anti-sway bar into position. Push the
pin through spherical bearing (8), insert the
second bearing spacer, and continue pushing
the pin into the other ear of the bracket. If
necessary, realign the pin with the retainer
capscrew hole.
5. Install shoulder bolt (2) and locknut (3). Tighten
the locknut to 68 N·m (50 ft lb).
FIGURE 50-73. ANTI-SWAY BAR ASSEMBLY
6. Repeat the previous steps to install the
remaining pin and spacers at the opposite end 1. Anti-Sway Bar 5. Sleeve
of the bar. Start the pin into the bore from the 2. Shoulder Bolt 6. Bearing Spacer
rear of the frame mount. 3. Lockwasher 7. Retainer Ring
7. Attach the lubrication lines. Pump grease into 4. Pin 8. Spherical Bearing
the bearing to verify that the line and the
automatic lubrication system are operational.
8. Remove the blocking from between the frame
and the rear axle housing.
9. If necessary, charge the suspensions. Refer to
Testing and adjusting section Accumulators
and suspensions for the proper charging
procedure.
57
Removal and installation of pivot pin 6. Tighten cap screws (2) to 237 N·m (175 ft lb).
Tighten cap screws (1) to 2 325 N·m (1,715 ft
Removal lb).
1. Park the empty truck on a firm, level surface. 7. Install the ground wire and the lubrication line.
Ensure that the body is resting on the frame. Pressurize the lube line to ensure that bearing
Block the front and rear of all tires. (6) receives grease.
2. Release all brakes. 8. Charge the front suspension. Refer to Testing
3. Charge the rear suspensions with nitrogen until and adjusting section Accumulators and
the pistons are fully extended. Refer to Testing suspensions for the proper charging
and adjusting section Accumulators and procedure.
suspensions for the proper charging
9. Charge the rear suspensions with nitrogen until
procedure.
the pistons are fully extended. Refer to Testing
4. Place blocks or stands under each frame and adjusting section Accumulators and
member beneath the hoist cylinders. suspensions for the proper charging
5. Release the nitrogen from the front procedure.
suspensions. 10. Release the nitrogen from the rear suspension
6. Release the nitrogen from the rear suspensions. then charge them again.
7. Place a jack under pivot eye (5, Figure 50-74) to 11. Remove the blocks from the wheels.
control the downward movement of the front of
the axle housing.
8. Disconnect the pivot eye bearing lube line.
Remove the ground wire between the pivot eye
and frame.
9. Remove seven cap screws (1).
10. Remove three cap screws (2) and lock washers.
Remove pin retainer (3).
11. Install a puller in tapped holes in the head of
pivot pin (4). Pull out the pin.
NOTE: Placement of a pry bar or jack between the
mounting structure and pivot eye may be necessary
to push the pivot eye downward and away from the
mounting structure. Spacers (7) will fall free.
Installation
1. Raise pivot eye (5) into position.
2. Ensure that the inner race of spherical bearing
(6) is aligned with the pin bore.
3. Install spacers (7). Install pin (4).
4. Position pin retainer (3) by lining up cap screws
(1) with the capscrew holes in the pin. Install FIGURE 50-74. PIVOT PIN ASSEMBLY
cap screws (1). 1. Cap Screws (Pin) 5. Pivot Eye
5. Rotate the pin and pin retainer to align cap 2. Cap Screws (Retainer) 6. Spherical Bearing
screws (2) with the holes in the frame mounting 3. Pin Retainer 7. Spacers
structure. Install cap screws (2) and the lock 4. Pivot Pin
washers.
58
Pivot eye and bearing service

Bearing removal
1. Remove 16 cap screws (5, Figure 50-75) and
locknuts (6).
2. Remove bearing retainers (2).
3. Setup an appropriate tool to press spherical
bearing (4) from pivot eye (1).
4. Inspect all parts for excessive wear and
damage. Replace parts as required.
Spherical bearing O.D.:
266.67 - 266.70 mm (10.4988 - 10.5000 in.)
Spherical bearing I.D.:
177.77 - 177.80 mm (6.9990 - 7.0000 in.)
NOTE: If bearing carrier (3) is damaged or worn,
refer to "Pivot eye repair" for the repair procedure.
Bearing installation
1. Set up an appropriate tool to press spherical
bearing (4) into pivot eye (1). Ensure that the
bearing is centered and properly installed in the
pivot eye to allow proper lubrication.
2. Install bearing retainers (2) using cap screws (5)
and locknuts (6). Tighten the cap screws to the
standard torque.
FIGURE 50-75. PIVOT EYE BEARING

INSTALLATION
1. Pivot Eye 4. Spherical Bearing

2. Bearing Retainer 5. Cap Screw
3. Bearing Carrier 6. Locknut
59
Pivot eye repair 4. Inspect the pivot eye bore for excessive wear
and damage. Replace the pivot eye if
necessary.
Pivot eye bore (new):
292.023 ± 0.013 mm (11.4969 ± 0.0005 in.)
The pivot eye weighs approximately 385 kg (850
lb). Ensure that the lifting device has sufficient 5. Setup an appropriate tool to press the bearing
capacity for lifting the load. carrier into the pivot eye bore.
1. Attach an appropriate lifting device to pivot eye NOTE: With parts of the correct size, the fit of the
(4, Figure 50-76). bearing carrier into the pivot eye bore may be 0.025 -
0.080 mm (0.001 - 0.003 in.) interference fit. Freezing
2. Remove cap screws (2) and flat washers (3). the bearing carrier will ease installation.
Remove pivot eye (4) from rear axle housing
(1).
The lubrication groove in the outer diameter of

the bearing carrier must be aligned with the
lubrication fitting hole in the pivot eye.
6. Press the bearing carrier into the bore. Ensure
that the carrier is pressed fully into the pivot eye
bore and flush with the sides to allow proper
lubrication.
7. Install spherical bearing (4, Figure 50-75) into
the pivot eye. Refer to "Bearing installation".
8. Ensure that the mating surfaces of rear axle
housing (1, Figure 50-76) and pivot eye (4) are
clean and not damaged.
9. Attach an appropriate lifting device to pivot eye
(4). Lift the pivot eye into position on the front of
the rear axle housing. All capscrew (2) threads
FIGURE 50-76. PIVOT EYE ATTACHMENT and flat washers (3) must be lubricated with
simple lithium base chassis grease (multi-
1. Rear Axle Housing 3. Flat Washer purpose EP NLGI) before installation. Insert
2. Capscrew 4. Pivot Eye several cap screws (2) and flat washers (3) to
align the parts. Remove the lifting device.
3. Setup an appropriate tool to press the bearing 10. Install the remaining cap screws and flat
carrier out of the pivot eye bore. washers. Tighten the cap screws alternately
Bearing carrier I.D. (new): until the pivot eye is properly seated, then
266.660 ± 0.013 mm (10.4984 ± 0.0005 in.) tighten the cap screws to 2 630 ± 263 N·m
(1,940 ± 194 ft lb).
Bearing carrier O.D. (new):
292.160 ± 0.013 mm (1.5023 ± 0.0005 in.)
60
NOTES
61
960E Dump truck

© 2011 KOMATSU
All Rights Reserved
62
CEN50030-00
DUMP TRUCK
960E

960E-1K A50003 and up

Brake system
Removal and installation of brake valve ............................................................................................................... 3
Disassembly and assembly of brake valve ........................................................................................................... 4
Removal and installation of dual relay valve ........................................................................................................11
Disassembly and assembly of dual relay valve .................................................................................................. 13
Removal and installation of brake manifold ........................................................................................................ 15
Disassembly and assembly of brake manifold.................................................................................................... 16
Removal and installation of brake accumulator .................................................................................................. 17
Disassembly and assembly of brake accumulator.............................................................................................. 18
Disassembly and assembly of wheel brake ........................................................................................................ 21
Removal and installation of rear brake assembly ............................................................................................... 33
Removal and installation of parking brake .......................................................................................................... 35
Disassembly and assembly of parking brake...................................................................................................... 37
1
NOTES
2
Removal and installation of brake valve 5. Remove the access panel at the front of the
operator cab.
Removal
6. Tag and remove all hydraulic lines from the
NOTE: If the brake valve is to be removed from the brake valve. Plug all lines and ports to prevent
truck, additional equipment will be required as possible contamination. Remove all valve
outlined in the disassembly and assembly fittings except the fitting at port “PX”.
procedures. Minor repairs and service adjustment 7. Disconnect the retarder pedal harness.
may not require the removal of the brake valve.
8. Remove capscrews (1, Figure 50-2) and
lockwashers (2) that secure brake valve (3) to
the mounting structure.
9. Slide the brake valve assembly downward and
remove it from the cab. Move the brake valve
Before disconnecting pressure lines, replacing assembly to a clean work area for disassembly.
components in the hydraulic circuits, or installing
test gauges, always depressurize the steering
accumulators and the brake accumulators.
1. Shut down the truck. For the proper shutdown
procedure, refer to Index and foreword section
2. Open bleed down valves (1 Figure 50-1) on
brake manifold (2) to depressurize the brake
accumulators.
switch ON, engine off) and apply the service
brake pedal. The service brake light should not
come on.
4. Close the bleed down valves by rotating them
clockwise.
FIGURE 50-2. BRAKE VALVE REMOVAL

1. Capscrews 3. Brake Valve
2. Lockwashers Assembly

2. Brake Manifold
3
Installation Disassembly and assembly of brake

1. Place brake valve assembly (3, Figure 50-2) valve
into position in the cab and secure it with
Disassembly
capscrews (1) and lockwashers (2). Tighten the
capscrews to the standard torque. 1. If not already removed, remove electronic
2. Remove the plugs from the brake valve retarder pedal (16, Figure 50-3) from the brake
assembly and hydraulic lines. Install all fittings pedal by removing pivot shaft (8).
and connect the lines securely to the brake NOTE: During disassembly, precision machined parts
valve assembly. should be ink marked or tagged to ensure proper
3. Connect the retarder pedal harness to the truck reassembly and minimize adjustment time. All items
harness. must be placed back into the bores from which they
4. With the engine off and the key switch OFF, were removed.
open both brake accumulator bleed down 2. Match mark each section of the brake valve
valves (1, Figure 50-1) on brake manifold (2). before disassembly.
Precharge both brake accumulators to 9 650 3. Remove plugs from all ports of the brake valve.
kPa (1,400 psi). Refer to Testing and adjusting Rotate the valve over a suitable container and
section Accumulators and suspensions for allow the oil to drain.
the accumulator charging procedure. 4. Place the brake valve in an upright position and
NOTE: For best performance, charge the secure it in a vice.
accumulators in the temperature conditions that the 5. Remove spring pivots (18) and (20), and spring
vehicle is expected to operate in. During the (19).
precharge, allow the temperature of the nitrogen gas 6. Remove brake pedal actuator (17) by removing
to come into equilibrium with the ambient retainer clips (2), then removing pivot shaft (3)
temperature. with a punch and hammer.
5. Close both accumulator bleed down valves after 7. Remove four button head allen screws (3,
the accumulators have been properly charged. Figure 50-4) that secure boot retainer plate (4).
6. Before checking the brake valve operation, the 8. Remove boot retainer plate (4), boot (2), and
steering accumulators must have the proper actuator cap (1) as an assembly by grasping the
nitrogen precharge. Refer to Testing and boot and gently lifting it from the valve body.
adjusting section Accumulators and
suspensions for the accumulator charging 9. Loosen the locknuts on actuator plunger (2,
procedure. Figure 50-5). Loosen the socket head capscrew
from adjustment collars (1).
7. Start the engine. Partially apply the brakes and
open the plug at each wheel to the bleed air 10. Unscrew and remove the adjustment collars.
from brake lines and brakes. Close the plug 11. Remove two socket head capscrews (5, Figure
after the bubbles disappear. Refer to Tesing and 50-4) that retain actuator base (6) to the valve
adjusting section Brake system for additional body.
information on bleeding the brakes.
12. Remove the actuator base from the valve body.
8. Check for oil leaks at the brake valve.
13. Remove the valve body from the vice.
4
FIGURE 50-3. BRAKE VALVE WITH RETARD PEDAL

1. Brake Valve 9. Shim 17. Brake Pedal Actuator
2. Retainer Clip 10. Jam Nut 18. Spring Pivot (Lower)
3. Pivot Shaft 11. Capscrew 19. Spring
4. Bushings 12. Pedal Structure 20. Spring Pivot (Top)
5. Shims 13. Pad 21. Set Screw
6. Retainer Clip 14. Nut 22. Jam Nut
7. Nylon Bearing 15. Capscrew
8. Pivot Shaft 16. Electronic Retarder Pedal
5
17. Remove O-ring (23) from the counterbore in the

base of the valve body. Discard the O-ring.
18. With the controller upright on the work bench,
hold the valve with one hand and push "B1"
actuator plunger (2) down with the other hand
until regulator sleeve (14) becomes loose.
19. Repeat the Step 19 to loosen the "B2" regulator
sleeve.
20. Turn the valve on its side on the work bench and
remove both regulator sleeves (14) from the
valve body.
NOTE: Throughout the following steps, it is important
to keep the circuits and circuit components identified
as to which side of the unit they came from. For a
given circuit, all the components have a tolerance
stack which could vary. Keep the "B1" and "B2" parts
separate.
21. Remove regulator spools (8), reaction plungers
(16) and (17), and spool return springs (15) from
regulator sleeves (14).
22. Remove plunger return springs (4), regulator
springs (5) and (6), and spring seats (7) from
FIGURE 50-4. ACTUATOR CAP & BOOT
the valve body.
1. Actuator Cap 5. Capscrew
23. Remove actuator plungers (2) by pushing down
2. Boot 6. Actuator Base
(toward the bottom of the valve) on the actuator
3. Capscrew 7. Threaded Insert
plunger with your hand until the actuator plunger
4. Retainer Plate
slides out.
24. Remove Glyde ring assembly (3) from the
14. Remove four allen screws (27, Figure 50-5) and actuator plunger.
washers (28) from the base of the valve. 25. Remove O-rings (10), (12), and (13), and teflon
15. Remove base plate (25). backup rings (9) and (11) from the regulator
sleeves. Discard the O-rings and backup rings.
16. With the valve upright, retaining plug (24) should
fall out. If the retaining plug does not fall out, 26. Remove wiper seals (18), poly-pak seals (20),
lightly tap the valve body to dislodge the plug. and orange backup rings (19) from the actuator
section of the valve. Discard the seals and
NOTE: Spools (8), reaction plungers (16) and (17), backup rings.
and spool return springs (15) may fall out at this time.
Keep the parts separate so they can be installed in
the same bores from which they were removed.
6
FIGURE 50-5. BRAKE VALVE COMPONENTS

1. Adjustment Collar 8. Regulator Spool 15. Spool Return Spring 22. Set Screw Orifice Plug
2. Actuator Plunger 9. Backup Ring 16. Reaction Plunger (B1) 23. O-Ring
3. Glyde Ring Assembly 10. O-Ring 17. Reaction Plunger (B2) 24. Retaining Plug
4. Plunger Return Spring 11. Backup Ring 18. Wiper Seal 25. Base Plate
5. Regulator Springs 12. O-Ring 19. Backup Ring 26. Washer
6. Regulator Springs 13. O-Ring 20. Poly-Pak Seal 27. Allen screw
7. Spring Seats 14. Regulator Sleeve 21. Valve Body
7
Cleaning and inspection Assembly

1. Clean all metal parts with solvent and air dry. Actuator base threaded inserts
2. Inspect spring pivots (18) and (20, Figure 50-3)
1. If any threaded inserts (7, Figure 50-4) were
for wear. If any wear is apparent, replace the
removed from actuator base (6), position the
spring pivots.
actuator base upside down on the work bench
3. Inspect plunger (2, Figure 50-5) for wear on the and support it directly under each of the four
sides where it moves through the seals. If axial mounting holes.
grooves are seen or if any wear is apparent,
2. Install the threaded inserts into the actuator
replace the plunger.
base by tapping lightly with a small hammer until
4. Place regulator spool (8) into its sleeve (14). the insert flanges become flush with the
Push the spool lightly through the sleeve. The actuator base. To avoid breaking the base,
spool must be able to move freely and smoothly make sure that the base is supported.
the entire length of the sleeve. If it cannot, it
3. Thoroughly clean the actuator base and set it
must be replaced. Never replace just the spool
aside.
or sleeve. They must be replaced as a matched
set.
Boot and cap
5. Inspect each spring carefully for cracks and
4. Examine boot (2) for any cracks, tears, or other
breaks. Any spring with a crack or break must
damage. If damage is evident, the boot must be
be replaced. Also, if the valve was not reaching
replaced.
proper regulated pressure, replace all regulator
springs. 5. If damaged, remove the boot from actuator cap
(1) and discard the old boot. Thoroughly clean
6. Inspect threaded inserts (7, Figure 50-4) in
the sides of the cap by using a knife or suitable
actuator base (6). If any of the threads are
scraper to scrape the lip where the cap contacts
damaged, the inserts must be replaced.
the boot. Clean the cap thoroughly to remove all
7. Lubricate all parts with a thin coat of clean type adhesive or particles of the old boot.
C-4 hydraulic oil. Take care to keep the
6. Apply a thin bead of Loctite® Prism 410 onto the
components protected from contamination.
upper sides of the cap. Apply the bead to the
two long sides only. Do not apply it to the
rounded ends. The rounded ends must not be
sealed to allow the boot to “breathe”.
7. Carefully position the cap into the new boot
groove. Wipe off any excess glue.
8. Position the boot so that it conforms to the
contour of the cap, then set it aside. The
adhesive requires about 30 minutes to cure.
8
Valve body seal installation Regulator sleeve O-Ring installation

9. Install poly-pak seal (3, Figure 50-6) in the seal 14. Install O-ring (2, Figure 50-7) onto the smallest
groove first. Position the seal in the groove so groove (on the top) of regulator sleeve (3).
that the internal O-ring inside the poly-pak seal Install O-ring (5) onto the middle groove on the
is facing down toward the bottom of the valve. regulator sleeve. Install O-ring (6) onto the
10. Make sure that the internal O-ring is still seated largest groove (on the bottom) on the regulator
inside the poly-pak seal and did not get sleeve.
dislodged during installation. Position the poly- 15. Install split nylon backup ring (4) onto each side
pak seal to the bottom of the groove. of O-ring (5) located in the middle of the
11. Install orange backup ring (4) on top of the poly- regulator sleeve.
pak seal. Start it by hand and then continue to 16. Install one split nylon backup ring behind O-ring
work into the groove either by hand or by using (2) located at the top end of the sleeve. (This O-
an O-ring installation tool. ring is the smallest of the three O-rings.)
12. Install wiper seal (5) in the top counterbore. Position the backup ring so that it is next to the
Position the seal in the groove so that the top of the regulator sleeve. The top of the sleeve
register lip is facing up toward the actuator. is the end with the smallest outside diameter.
13. Repeat Steps 9 - 12 for the second bore. 17. Repeat Steps 14 - 16 for the second regulator
sleeve.
FIGURE 50-7. SLEEVE SEAL PLACEMENT

1. Backup Ring 4. Backup Ring
2. O-Ring 5. O-Ring
3. Regulator Sleeve 6. O-Ring
FIGURE 50-6. VALVE BODY SEAL INSTALLATION
1. Actuator Plunger 4. Backup Ring

2. Valve Body 5. Wiper Seal
3. Poly-Pak Seal 6. Actuator Base
9
Actuator plunger O-ring installation 23. Install the plunger return spring (4), regulator
springs (5) and (6), and spring seat (7) into the
18. Install an O-ring (3, Figure 50-5) into the O-ring
appropriate circuit. If spring seat does not seat
groove located at the large diameter end of
correctly on top of the control spring, lightly
actuator plunger (2).
shake the valve to correctly position the spring
19. Install a split Glyde ring (3) over the O-ring. seat.
Twist and squeeze the split Glyde ring into a
24. Lightly lubricate regulator spool (8). Install the
small circle before installing it to ensure a tight
regulator spool into the regulator sleeve (14).
fit over the O-ring.
The spherical end of the spool should be at the
20. Repeat Steps 18 and 19 for the second plunger. top of the regulator sleeve. The top of the sleeve
is the end with the smallest outside diameter.
Assembly of valve
25. Push the spool lightly through the sleeve. The
NOTE: Start with either side (circuit) of the valve and spool must move freely and smoothly the entire
build that side complete through Step 24 before length of the sleeve. If it cannot, the spool must
starting on the other side (circuit). Be careful to be replaced. Never replace just the spool or
assemble components into the circuit from which they sleeve. They must be replaced as a matched
were removed. set.
21. Lightly lubricate actuator plunger Glyde ring (3, 26. Remove the spool from sleeve before installing
Figure 50-5). Install “B1” actuation plunger (2) the sleeve into the valve body.
into the “B1” circuit.
27. Lightly lubricate O-rings (10), (12) and (13) on
NOTE: Be careful not to damage or cut the Glyde ring the regulator sleeve.
during installation. Observe the Glyde ring assembly
28. Install the regulator sleeve assembly into the
through the tank port as the plunger is being installed.
correct circuit in the valve. Make sure that the
It may be necessary to work Glyde ring (3, Figure 50-
spring seat is correctly seated in the regulator
8) past sharp edges (4) in valve body (2) to prevent
spring before installing the regulator sleeve
damage to the seal. Ensure that the actuation
assembly. Push the sleeve into the bore until the
plunger (1) is completely seated and bottomed.
sleeve retaining flange at the base of the sleeve
contacts the valve body.
22. Repeat Step 21 for the “B2” actuation plunger. 29. Install spool return spring (15) into regulator
spool (8).
30. Insert reaction plunger (16) or (17) into the
regulator spool.
31. Install regulator spool (8) into regulator sleeve
(14).
32. Repeat Steps 24 - 31 for the second circuit.
33. Lightly lubricate large retainer plate O-ring (23)
and install it into the counterbore in the bottom
end of the valve.
34. Install retainer plug (24) into the counterbore on
the bottom of the valve. Make sure that the
steps on the retainer plug are facing the
counterbore or toward the top of the valve.
35. Install base plate (25) on top of the retainer plug.
FIGURE 50-8. GLYDE RING INSTALLATION Install four washers (26) and allen screws (27)
1. Actuator Plunger 3. Glyde Ring Tighten the screws evenly, alternating
2. Valve Body 4. Sharp Edges diagonally, in order to evenly seat the regulator
sleeve assembly. Then tighten the screws to a
final torque of 16 - 17 N·m (140 - 150 in lb).
10
36. Install actuator base (6, Figure 50-4) on top of Removal and installation of dual relay
the valve. Position the actuator base properly valve
for correct port direction. Install and tighten two
socket head capscrews (5) to 20 - 21 N·m (180 - Removal
190 in lb).
37. Screw adjustment collars (1, Figure 50-5) onto
the top of actuator plungers (2). Screw them all
the way down until they bottom on the threads. Before disconnecting pressure lines, replacing
Brake pedal actuator to brake valve installation
test gauges, always bleed down the steering and
38. Install jam nut (22, Figure 50-3) and set screw brake accumulators.
(21) into brake pedal actuator (17).
39. Insert nylon bushings (4) into the brake pedal procedure, refer to Index and foreword section
actuator. Operating instructions.
40. Install one retainer clip (2) to one end of pivot 2. Open bleed down valves (1, Figure 50-9) on
shaft (3). brake manifold (2) to depressurize the brake
accumulators.
41. Align pedal structure (12) with brake valve (1)
and partially insert pivot shaft (3). Move the 3. To verify that the brake accumulators are
pedal structure to the “B2” side of the valve and depressurized, press the brake lock switch (key
insert shims (5) between the pedal structure and switch ON, engine off) and apply the service
the brake valve ear to fill the gap. Fully insert brake pedal. The service brake light should not
the pivot shaft. Install the remaining retainer clip. come on.
42. Assemble spring assembly (19) and install the 4. Close the bleed down valves by rotating them
complete assembly onto the brake pedal clockwise.
actuator as shown.
Install the spring assembly with the larger ball

socket end pointing to the pedal structure and
smaller end toward the valve assembly.
NOTE: When the pedal is adjusted properly, the
spring assembly will not interfere with pedal travel.
Retard pedal to brake pedal installation

43. Install nylon bearings (7) in retard pedal (16).
44. Install retard pedal (16) onto brake pedal 2. Brake Manifold
actuator (17) with pivot shaft (8). Install two
retainer clips (6).
45. With jam nut (10) loose, adjust capscrew (11)
until the roller on the retard pedal just contacts NOTE: Follow Steps 5 and 6 to remove the front
the brake pedal actuator. Tighten jam nut (10). brake circuit dual relay valve or Steps 7 - 10 to
remove the rear brake circuit dual relay valve.
46. Bench test the brake valve. Refer to Tesing and
adjusting section Brake system for the test
procedure.
11
Front brake circuit Rear brake circuit

5. Tag and remove all hydraulic lines from dual 7. Open the access hatch on the rear axle
relay valve (1, Figure 50-10). Plug all lines and housing. Remove the capscrews that secure the
ports to prevent possible contamination. duct tube to the axle housing. Remove the tube.
6. Remove two capscrews and washers that 8. Remove the wheel motor cooling air exhaust
secure the valve to the rear wall of the hydraulic duct from between the wheel motors.
brake cabinet. Remove the valve and move it to 9. Tag and remove all hydraulic lines from dual
a clean work area for disassembly. relay valve (1, Figure 50-11). Plug all lines and
ports to prevent possible contamination.
10. Remove two capscrews and washers that
secure the valve to the mounting bracket.
Remove the valve and move it to a clean work
area for disassembly.
FIGURE 50-11. DUAL RELAY VALVE -

REAR BRAKE CIRCUIT
1. Dual Relay Valve
FIGURE 50-10. DUAL RELAY VALVE - Installation

FRONT BRAKE CIRCUIT
1. Install the dual relay valve in the hydraulic brake
1. Dual Relay Valve cabinet (front brake circuit) or rear axle housing
(rear brake circuit). Install the two mounting
capscrews and lockwashers to secure the valve.
Tighten the capscrews to the standard torque.
2. Unplug all hoses and fittings and attach the
hoses to the proper valve ports.
3. Start the engine and check for leaks and proper
brake operation. Shut off the engine.
4. For the rear brake circuit dual relay valve,
reinstall the wheel motor cooling air duct
between the wheel motors. Reinstall the tube in
the axle access opening and close the hatch.
12
Disassembly and assembly of dual relay

valve
Disassembly
The parts installed in the valve body for the “B1”

and “B2” bores are identical. However, the parts
must not be interchanged between the two bores.
1. Thoroughly clean the valve to remove any dirt
accumulation. Drain the oil from all valve ports
by rotating the valve over a suitable container.
2. Use a felt tip pen to mark manifold body (1,
Figure 50-12) and valve body (2) to ensure
correct reassembly.
NOTE: As the valve is disassembled, lay out the
parts in the order of disassembly. Note the valve body
bore from which the parts are removed. The parts
must be reinstalled in the same bore from which they
are removed.
3. Secure the valve in an upright position in a vice.
4. Remove two socket head capscrews (3) that
hold manifold body (1) to valve body (2).
Remove the manifold body and discard O-rings
(18).
5. Remove plungers (16) and sleeves (17).
6. Remove the controller from the vice.
7. Remove four capscrews and washers (7) from
the base of the valve.
8. Remove sleeve retainer (6).
10. With the valve upright, plug (5) should fall out. If
not, tap the valve body lightly to dislodge it.
FIGURE 50-12. DUAL RELAY VALVE
11. Remove spools (12), reaction plungers (8) and
spool return springs (11). Keep the parts 1. Manifold Body 13. Lower Spring Seat
separate so they can be installed in the same 2. Valve Body 14. Regulator Spring
spool from which they were removed. 3. Capscrew 15. Upper Spring Seat
12. Remove and discard packing (4) from the 4. Packing 16. Plunger
counterbore in the base of the valve body. 5. Plug 17. Sleeve
6. Sleeve Retainer 18. O-Ring
13. Turn the valve on its side on the work bench and
7. Capscrews & Washers 19. Plug
remove sleeves (9) from the valve body.
8. Reaction Plunger 20. Backup Ring
14. Remove and discard seal (10), O-rings (22) and 9. Sleeve 21. O-Ring
(24), and backup rings (21) and (23). 10. Seal 22. Backup Ring
15. Remove spring seats (13) and (15) and 11. Spool Spring 23. O-Ring
regulator springs (14). 12. Regulator Spool
13
Cleaning and inspection 7. Install sleeve packing seal (10). Refer to Details
“A” and “B” in Figure 50-12 and install O-rings
1. Clean all metal parts with solvent and air dry.
(22) and (24) and backup rings (21) and (23) in
2. Apply a light film of type C-4 hydraulic oil to the grooves of sleeve (9).
plungers (16, Figure 50-12) and insert them into
8. Apply a light film of oil to the sleeve seals.
sleeves (17). The sleeves must slide smoothly
Carefully push sleeves (9) into their respective
and freely in the sleeve bores. If the parts do not
bores in the valve body until the flange at the
slide smoothly or excessive wear is apparent,
base of each sleeve contacts the valve body.
replace both the sleeve and plunger.
9. Preassemble regulator spool (12) as follows:
3. Apply a light film of oil to regulator spools (12)
and slide them into sleeves (9). The spools a. Insert spool springs (11) into the spool bore.
must slide smoothly and freely in the sleeve b. Insert reaction plungers (8) into the spool
bores. If the parts do not slide smoothly or bores and springs.
excessive wear is apparent, replace both the
sleeve and spool. 10. Install the regulator spool assemblies into their
respective sleeve bores. The spherical end
4. Inspect each spring carefully for cracks and
must be inserted toward the spring seat. Push
breaks. Any spring with a crack or break must
them into the bore until contact is made with the
be replaced. If the valve was not reaching the
lower spring seat.
proper regulated pressure, replace the regulator
springs. 11. Install sleeve retainer plug packing (4) in the
5. Lubricate all parts with a thin coat of clean type valve body.
C-4 hydraulic oil. Take care to keep the 12. Verify that spring seats (13) and (15) are
components protected from contamination. positioned properly in regulator springs (14) and
that reaction plunger (8) slides smoothly in its
bore. Install retaining plug (5) in the valve body
Assembly counterbore.
1. Install sleeves (17, Figure 50-12) in the bores in 13. Position sleeve retainer (6) on the valve body.
the top of valve body (2). Install four capscrews and washers (7). Tighten
the capscrews evenly to properly seat plug (5) in
2. Install plungers (16) in the sleeves as shown in
the counterbore. Then tighten the capscrews to
Figure 3-10.
a final torque of 16 - 17 N·m (140 - 150 in lb).
3. Apply a film of oil to O-rings (18) and position
them in the grooves on top of the valve body. 14. Tighten two capscrews (3) that hold manifold
body (1) to valve body (2) to 20 - 21 N·m (180 -
4. Position manifold body (1) on valve body (2) by
190 in lb).
aligning the marks that were made during
disassembly. 15. Install plugs (19) in the manifold body ports.
5. Secure the manifold to the valve body with two Tighten the larger plugs to 31 - 34 N·m (275 -
socket head capscrews (20). Tighten the 300 in lb). Tighten the smaller plugs (installed in
capscrews finger-tight only. the “TC1” and “TC2” ports) to 10 - 11 N·m (90 -
100 in lb).
6. Preassemble upper spring seat (15), spring (14)
and lower spring seat (13). Insert this assembly
into the bore from the bottom of the valve. Make
sure that the upper spring seat is positioned
against plunger (16). Repeat for the other bore.
14
Removal and installation of brake

manifold
Removal
NOTE: If the brake manifold is leaking oil, an O-ring
or cartridge can be replaced without removing the
manifold from the truck. Refer to "Disassembly and
assembly of brake manifold".
Before disconnecting pressure lines, replacing

test gauges, always bleed down the steering and
brake accumulators.
1. Shut down the truck. For the proper shutdown FIGURE 50-13. BRAKE MANIFOLD
1. Accumulator Bleed Down Valve (Rear Brake)
2. Accumulator Bleed Down Valve (Front Brake)
2. Open bleed down valves (1, Figure 50-13) and 3. Check Valve
(2) to depressurize the brake accumulators. 4. Pressure Reducing Valve
3. To verify that the brake accumulators are 5. Auto Apply Sequence Valve
depressurized, press the brake lock switch (key 6. Check Valve
switch ON, engine off) and applying the service 7. Load Shuttle Cartridge
brake pedal. The service brake light should not 8. Hot Oil Cartridge
come on. 9. Check Valve
4. Close the bleed down valves by rotating them 10. Brake Lock Solenoid Valve
clockwise. 11. Parking Brake Solenoid Valve
12. Auto Apply Solenoid Valve
NOTE: If the manifold must be removed from the
truck, disconnect only the hydraulic lines and wires
that are necessary to allow removal.
Installation
5. Disconnect and plug all necessary lines and
ports to prevent possible contamination. 1. Place the brake manifold into position in the
hydraulic brake cabinet. Install and tighten the
6. Remove the mounting hardware and move the
mounting hardware to the standard torque.
brake manifold to a clean work area for
disassembly. 2. Remove all plugs and connect all lines and
electrical connections to the proper locations.
3. Start the engine. Check for leaks and for proper
operation.
4. Shut off the engine and make sure that the
hydraulic tank is filled to the proper level.
15
Disassembly and assembly of brake 5. Before installing check valves (3), (6), and (9),
manifold or reducing valve (4), refer to Figure 50-14 for
proper orifice disc installation. The orifice discs
Disassembly must be installed in the direction shown for
1. Mark all plugs, valves and cartridges before proper operation.
removal to ensure proper assembly. • Check valve orifice - 1.58 mm (0.062 in.)
2. Remove the plugs, valves and cartridges as • Reducing valve orifice - 2.54 mm (0.100 in.)
needed.
6. Install all remaining cartridges in the bores from
NOTE: Check valve (3, Figure 50-12) and reducing which they were removed (See Figure 50-13).
valve (4) both have an orifice disc located below Tighten each cartridge to 34 - 36 N·m (25 - 27 ft
them. The two orifices are different sizes. Therefore, lb).
it is very important to properly match each orifice with
the correct installation location.
3. Clean all parts with an approved cleaning
solution.
4. Blow all parts dry with pressure air and protect
them from dust and any foreign matter until
installation.
5. Replace all O-rings and any other items that are
deemed unsuitable for further usage.
Assembly
1. Install new O-rings on all components that were
removed from the manifold.
2. Coat all bores, cartridges and O-rings with clean
C-4 hydraulic oil.
NOTE: Do not overtighten any cartridges or
solenoids. Damage to the cartridge may occur.
3. Install auto apply solenoid valve (12, Figure 50-
13). Tighten the cartridge to 25 - 27 N·m (18 -
20 ft lb). Tighten the solenoid nut to 5 - 7 N·m (4
- 5 ft lb).
4. Install brake lock solenoid valve (10) and
FIGURE 50-14. ORIFICE INSTALLATION
parking brake solenoid valve (11). Tighten the
cartridges to 34 - 36 N·m (25 - 27 ft lb). Tighten 1. Cartridge 3. Cavity
the solenoid nut to 7 - 9 N·m (5 - 7 ft lb). 2. Brake Manifold 4. Orifice Disc
16
Removal and installation of brake

accumulator
Removal
2. Open bleed down valves (1, Figure 50-13) and
(2) to depressurize the brake accumulators.
brake pedal. The service brake light should not
come on.
4. Close the bleed down valves by rotating them
clockwise.
5. Remove protective cover (3, Figure 50-15) from
the charging valve guard on top of the
accumulator.
6. Install a charging valve kit onto the accumulator
charging valve. Use the charging kit to release
nitrogen from the accumulator that is to be
removed. Refer to Disassembly and assembly
section General information for more
information. FIGURE 50-15. BRAKE SYSTEM ACCUMULATORS
7. Disconnect oil line (6) from the bottom hydraulic 1. Rear Brake Circuit 4. Charging Valve
port. Cap the port and hose fitting to prevent Accumulator 5. Mounting Clamps
contamination. 2. Front Brake Circuit 6. Oil Lines
8. Attach a lifting device to accumulator. Accumulator 7. Mounting Bracket
3. Protective Cover 8. R.H. Frame Rail
Installation
1. Position the accumulator on mounting bracket
Each accumulator weighs approximately 100 kg (7, Figure 50-15) with warning label visible.
(220 lb). Ensure that the lifting device has 2. Install mounting clamps and hardware. Tighten
adequate capacity for handling the load. capscrews to standard torque.
9. Remove accumulator mounting clamps (5) and 3. Install oil line (6) at bottom (hydraulic) port.
lift the accumulator off the mounting pad. Move
4. Precharge the accumulator to 690 - 827 kPa
the accumulator to a clean work area.
(100 - 120 psi). Refer to Testing and adjusting
section Accumulators and suspensions for
the accumulator charging procedure.
5. Install protective cover (3) over charging valve
on top of accumulator.
17
Disassembly and assembly of brake

accumulator
Disassembly
1. Secure accumulator shell (10, Figure 50-17)
with a chain wrench or similar device to prevent
rotation during disassembly.
2. Remove cap (14). Verify that the nitrogen has
been released and remove charging valve (11).
Remove bleed plug (2) from hydraulic port
assembly (1).
3. Use a spanner wrench to remove locking ring
(3) from the hydraulic port assembly. Use an
adjustable wrench on the flats of the hydraulic
port assembly to prevent the port assembly from
rotating.
4. Remove spacer (4) as shown in Figure 50-16.
Then push the hydraulic port assembly into the
shell.
FIGURE 50-16. SPACER REMOVAL
5. Insert a hand into the accumulator shell and

remove O-ring backup (5), O-ring (6) and metal
backup washer (7).
6. Separate anti-extrusion ring (8) from the
hydraulic port.
FIGURE 50-17. ACCUMULATOR ASSEMBLY
1. Hydraulic Port 8. Anti-Extrusion Ring

Assembly 9. Bladder Assembly
2. Bleed Plug 10. Shell
3. Locking Ring 11. Charging Valve
4. Spacer 12. O-Ring
5. O-Ring Backup 13. Locknut
6. O-Ring 14. Protective Cap
7. Metal Backup Washer 15. Port Protector*
18
7. Fold the anti-extrusion ring and remove it from 11. Fold the bladder and pull it out of the bottom of
the shell as shown in Figure 50-18. the accumulator shell using a twisting motion as
shown in Figure 50-20. A cloth may keep your
hand from slipping due to the oil film on the
bladder.
FIGURE 50-18. ANTI-EXTRUSION RING
FIGURE 50-20. BLADDER REMOVAL

8. Remove the hydraulic port from the shell as
shown in Figure 50-19.
Cleaning and inspection

1. All metal parts should be cleaned with a
cleaning agent.
2. Seals and soft parts should be wiped clean.
3. Inspect the hydraulic port assembly for damage.
Check the poppet plunger to see that it spins
freely and functions properly.
4. Check the anti-extrusion ring and soft seals for
damage and wear. Replace all worn or
damaged seals with original equipment seals.
5. After the shell has been cleaned with a
cleansing agent, check the inside and outside of
the shell. Pay special attention to the area
where the gas valve and hydraulic assembly
FIGURE 50-19. HYDRAULIC PORT REMOVAL
pass through the shell. Any nicks or damage in
this area could destroy the accumulator bladder
or damage new seals. If this area is pitted,
9. At the opposite end of the accumulator consult your Komatsu service manager.
assembly, remove locknut (13, Figure 50-17)
from the bladder valve stem.
10. Reach inside the shell at the hydraulic port end
and compress the bladder to expel as much air
as possible.
19
Assembly 14. Install O-ring (6) over the poppet assembly.

Push it into the shell fluid port until it has
1. After shell (10, Figure 50-17) has been cleaned
bottomed out against washer (7). Do not twist
and inspected, secure it in place to prevent
the O-ring.
rotation during assembly.
2. Apply 2 liters (64 oz.) of clean type C-4 15. Install O-ring backup (5) over the poppet
hydraulic oil inside the shell to lubricate and assembly. Push it until it bottoms against O-ring
provide a cushion for the bladder. (6).
3. With all gas completely exhausted from bladder 16. Insert spacer (4) with the smaller diameter of the
(9), collapse the bladder and roll it longitudinally shoulder facing the shell.
into a compact roll. To keep the bladder rolled 17. Install locking ring (3) on the poppet assembly
up, insert the gas valve core to prevent air from and tighten it. This will squeeze the O-ring into
entering the bladder. position. Use a wrench on the flats of the port
4. Insert the bladder pull rod through the valve assembly to prevent it from rotating. Tighten the
stem opening and through the shell hydraulic nut to a final torque of 373 N·m (275 ft lb).
port. Attach the bladder pull rod to the bladder
18. Release all of the nitrogen from the bladder.
valve stem.
5. With one hand, pull the bladder pull rod while 19. Install bleed plug (2) and tighten it to 14 N·m (10
feeding the bladder into the shell with the other ft lb).
hand. A slight twisting of the bladder will ease 20. Pour approximately 4 liters (1 gallon) of clean
installation. Type C-4 hydraulic oil into the accumulator
6. Once the bladder valve stem has been pulled through the hydraulic port.
through the valve stem opening in the shell, NOTE: The hydraulic oil added in Step 20 will act as
install the name plate (if used) over the valve a cushion when the accumulator is installed on the
stem and install locknut (13) by hand. truck and precharged with nitrogen.
7. Once locknut (13) is in place, remove the
21. Precharge the accumulator to 690 - 827 kPa
bladder pull rod. Tighten the nut to 76 N·m (56 ft
lb).
8. Grasp hydraulic port assembly (1) at the the accumulator charging procedure.
threaded end and insert the poppet end into the
shell. Lay the assembly inside the shell. 22. After precharging, install a plastic cover over the
hydraulic port to prevent contamination. Do not
9. Fold anti-extrusion ring (8) to enable insertion
use a screw-in type plug.
through the shell opening, then insert the ring
into the shell. Once the anti-extrusion ring has 23. Tighten cap (14) to 19 N·m (14 ft lb).
cleared the shell opening, place the ring on the
poppet assembly with the steel collar facing
toward the shell hydraulic oil port.
10. Pull the threaded end of the hydraulic port
assembly through the shell until it seats solidly
into position in the shell fluid port opening.
11. With the hydraulic port assembly firmly in place,
install the charging valve into the bladder stem.
12. Slowly pressurize the bladder with dry nitrogen.
Use a sufficient pressure of 275 - 345 kPa (40 -
50 psi) to hold the poppet assembly in place.
13. Install metal backup washer (7) over the poppet
assembly. Push the washer into the shell fluid
port until it has bottomed out on anti-extrusion
ring (8).
20
Disassembly and assembly of wheel

brake
Disassemble and reassemble the brake assembly on
a clean, dry work surface. The surface should be
wooden or, if it is metal, covered with padding to The front brake assembly weighs approximately
prevent damage to machined surfaces. Match mark 1 460 kg (3,210 lb) The rear brake assembly
individual parts for correct orientation before weighs approximately 1 820 kg (4,000 lb). Ensure
disassembly. that the lifting devices have adequate capacites
for handling the load.
FIGURE 50-21. WET DISC BRAKE ASSEMBLIES

1. Hub Adapter 5. Ring Gear 9. Separator Plates
2. Dowel Pin 6. Inner Gear 10. Piston Assembly
3. Seal Carrier 7. Friction Disc 11. Back Plate
4. Capscrew and Hardened Washer 8. Damper
21
Disassembly Front and rear wheel brakes:

NOTE: If a rear wheel brake is to be disassembled, 5. Position the brake assembly on a work surface
start with Steps 1 - 4. If a front wheel brake is to be with the ring gear retainer bars on the bottom as
disassembled, start with Step 5. shown in Figure 50-22.
Remove the brake assembly fron the truck. Refer to 6. Remove capscrews and hardened flat washers
the Disassembly and assembly section Wheels, (1, Figure 50-22) from backplate (3).
spindles and rear axle. 7. Insert a 7/8” - 9NC x 2” pusher bolt in each of
the three tapped holes in the back plate. Tighten
Rear wheel brake only: the bolts evenly to lift the back plate from ring
1. Ring gear retainer bars must be installed to gear (4). Remove and discard O-ring (2).
retain inner gear inside the brake assembly. NOTE: Note the order of the discs and dampers as
2. Remove 12-point capscrews and hardened they are removed from the brake pack.
washers (4, Figure 50-21). 8. Remove damper (5) from the top of the brake
3. Make sure that the hub and other parts are pack. Remove separator plates (6), friction discs
marked to ensure proper orientation during (7), and the remaining damper at the bottom of
reassembly. Lift hub adapter (1) from the brake the brake pack.
assembly. Note the shim packs installed at six
locations between the seal carrier and hub.
4. Remove seal carrier (3) with the oil seal and
seal assembly.
FIGURE 50-22. INITIAL DISASSEMBLY

1. Capscrew and Hardened Washer 5. Damper
2. O-Ring 6. Separator Plate
3. Back Plate 7. Friction Disc
4. Ring Gear
22
FIGURE 50-23. INNER GEAR INSTALLATION

1. Capscrew and Flat Washer 4. Ring Gear 7. Drain Plug
2. Capscrew and Lockwasher 5. Piston Housing 8. Brake Apply Pressure Ports
3. Retainer Bar 6. Inner Gear 9. Brake Wear Indicator Port
10. Turn over the brake assembly to position the

ring gear retainer bars on top as shown in
Figure 50-23.
11. Remove capscrews (1, Figure 50-23) and (2)
that attach retainer bars (3) to piston housing (5)
and inner gear (6).
12. Attach a lifting strap through retainer bars (3)
and lift inner gear (6) out of the brake assembly.
Remove the retainer bars and spacers.
23
FIGURE 50-24. PISTON/HOUSING ASSEMBLY REMOVAL
1. Capscrew and Hardened Washer 3. O-Ring

2. Piston Housing 4. Ring Gear
FIGURE 50-25. PISTON REMOVAL
1. Capscrew 5. Piston Housing

2. Spring Guide 6. Seal Assembly
3. Piston Retract Spring 7. Seal Assembly
4. Piston
13. Remove capscrews and hardened washers (1, NOTE: Capscrew (1) threads are coated with Loctite®
Figure 50-24) from piston housing (2). during assembly. A small amount of heat applied to
the piston housing may be required for easier
14. Insert a 7/8” - 9NC x 2” pusher bolt in each of
removal.
the three tapped holes in the piston housing.
Tighten the bolts evenly to lift the housing from 17. Loosen or remove the plugs that are installed in
ring gear (4). Remove and discard O-ring (3). the ports in piston housing (5). Carefully lift
15. Position the piston assembly so that piston piston (4) out of the housing. Remove seal
retract springs (3, Figure 50-25) are on top. assemblies (6) and (7).
16. Remove capscrews (1), spring guides (2), and

piston retract springs (3).
24
Cleaning and inspection 4. Inspect the piston seal assembly grooves for
damage.
5. Inspect piston retract springs (3, Figure 50-25).
Check the free height and test for height under
load. Replace the springs if they are not within
approximately 10% of specification.
If the brake wear indicator test indicates that
internal brake components are worn to the Free Height: . . . . . . . . .88.9 mm (3.50 in.)
maximum allowable limit, all friction discs, Height @ 1 000 N (225 lb) working load:
separator plates and dampers should be replaced
. . . . . . . . . . . . . . . . . . . . .74.60 mm (2.937 in.)
with new parts. Always replace seal assemblies
and O-rings with new parts. Height @ 2 669 N (600 lb) working load:
. . . . . . . . . . . . . . . . . . . . .56.46 mm (2.223 in.)
1. Clean all parts thoroughly before inspection.
2. For the rear brake assembly, remove and 6. Inspect the friction discs for warping, tooth wear,
discard the toric rings from the seal assembly in and excessive friction material wear. Replace
seal carrier (3, Figure 50-21) and back plate ithe friction discs if wear exceeds the minimum
(11). Inspect the oil seal’s polished mating allowable groove depth.
surfaces for scratches and other damage.
Disc thickness including friction material:
Inspect the contact band of the mating faces to
. . . . . . . . . . . . . . 7.7 ± 0.3 mm (0.30 ± 0.01 in.)
determine the amount of wear.
Friction material thickness (new):
A new oil seal will have a contact band . . . . . . . . . . . . . . . . . . . . . . . .1.1 mm (0.04 in.)
(dimension "A", Figure 50-26) approximately
Nominal friction material groove depth:
1.6 mm (0.06 in.) wide. As wear occurs, the
. . . . . . . . . . . . . . . . . . . . .0.63 mm (0.025 in.)
contact band will widen slightly (dimension "B")
and migrate inward until the inside diameter is Minimum allowable friction material groove
reached and the entire seal assembly must be depth:. . . . . . . . . . . . . . . . .0.25 mm (0.010 in.)
replaced. Remaining seal life can be estimated Flatness over friction material (new):
by the width of the contact band. . . . . . . . . . . . . . . . . . . . . . .0.45 mm (0.018 in.)
3. Inspect the piston housing for nicks and
7. Inspect the separator plates for warping and
scratches in the piston seal area. If any nicks or
tooth wear.
scratches cannot be removed by polishing,
replace the piston housing. Disc thickness (new):
. . . . . . . . . . . . 3.7 ± 0.1 mm (0.146 ± 0.004 in.)
Flatness (new): . . . . . . .0.5 mm (0.020 in.)
8. Inspect the dampers for warping, tooth wear

and excessive facing material wear.
Disc thickness including facing material:

. . . . . . . . . . . . 6.9 ± 0.5 mm (0.272 ± 0.020 in.)
Disc thickness, steel plate only (new):
. . . . . . . . . . . . 3.7 ± 0.1 mm (0.146 ± 0.004 in.)
Flatness, steel plate (new):
. . . . . . . . . . . . . . . . . . . . . . .0.5 mm (0.020 in.)
9. Inspect ring gear (4, Figure 50-23) for excessive

tooth wear and for nicks and scratches in the O-
ring seal grooves.
10. Inspect inner gear (6) for excessive tooth wear
and damage at the capscrew holes.
FIGURE 50-26. SEAL WEAR PROGRESSION
25
Assembly 10. Install O-ring (3, Figure 50-24) in the groove of

ring gear (4).
11. Attach lifting eyes to the piston/housing
assembly and lower it into position over the ring
gear. Install capscrews and hardened washers
The work area must be clean. Handle all parts (1). Alternately tighten the capscrews to 780
carefully to avoid damage to polished sealing N·m (575 ft lb).
surfaces.
12. Insert inner gear (6, Figure 50-27) into the
1. Check the bore of piston housing (5, Figure 50- piston/housing assembly. Orient the gear as
25) for nicks, scratches and dirt particles. shown.
Position the housing on a clean work surface
with the bore facing upward. 13. Place retainer bars (3) over the piston housing.
Attach the retainer bars to piston housing (5) by
2. Lubricate the square O-ring portion of piston
using 1” - 8NC x 4 1/2” capscrews and flat
seal assemblies (6) and (7) with type C-4
washers (1) at the ends of the retainer bars.
hydraulic oil and install the seals in the grooves
Insert the spacers, 1/2” - 13NC x 7” capscrews
in piston (4). Make sure that the seal
and lockwashers (2) to retain the inner gear.
assemblies are not twisted.
3. Lubricate the piston groove and outer piston 14. Attach lifting eyes to the piston/housing
seal rings. Install the seal ring portion of piston assembly. Turn over the assembly to place the
seal assemblies (6) and (7) in the grooves over piston housing on the bottom.
the O-ring portions. Use your fingers or a 15. Install the brake pack as follows:
smooth rounded object to push the seal ring into
a. Insert one damper (1, Figure 50-28) into the
the groove.
ring gear and inner gear with the friction
4. Install two equally spaced 1/2” - 13NC x 5” material facing piston (5).
guide studs in the housing at the piston retract
spring mount tapped holes. b. Insert one friction disc (2).
5. Lubricate the piston housing bore. Install lifting c. Install one separator plate (3).
eyes and attach an overhead hoist to piston (4). d. Continue installing the remaining friction
Position the piston over piston housing (5) with discs and separator discs, alternating each
the retract spring cavity holes aligned with the type as installed.
guide studs. Place a spring guide over each
stud to aid in alignment. e. Install remaining damper (1) on top of the last
friction disc with the friction material facing
6. Carefully lower the piston straight into the piston away from the top friction disc.
housing bore until it is seated against the
housing. If necessary, seat the piston by tapping NOTE: The brake pack contains eleven friction discs,
it with a soft mallet. ten separator plates and two dampers.
7. Assemble twelve capscrews (1), spring guides
(2) and retract springs (3). Apply Loctite® to the
capscrew threads and install the assembled
parts through the piston and into the tapped
holes in the piston housing. Tighten the
capscrews to 122 N·m (90 ft lb).
8. Test the piston for leakage. For instructions,
refer to Testing and adjusting section Brake
system.
9. After completing the piston leakage test, release
the pressure, remove the hydraulic pressure
test device, and drain the oil from the piston
apply cavity. Plug the ports to prevent
contamination.
26
FIGURE 50-27. INNER GEAR INSTALLATION

1. Capscrew and Flat Washer 4. Ring Gear 7. Drain Plug
2. Capscrew and Lockwasher 5. Piston Housing 8. Brake Apply Pressure Ports
3. Retainer Bar 6. Inner Gear 9. Brake Wear Indicator Port
FIGURE 50-28. BRAKE PACK INSTALLATION

1. Damper 3. Separator Plate 5. Piston
2. Friction Disc 4. Piston Housing
27
16. Install new O-ring (2, Figure 50-22) on back 23. Position hub adapter (2) over the inner gear.
plate (3). Install back plate (3) over ring gear Orient the hub adapter according to the marks
(4). Make sure that the back plate is oriented that were made during disassembly.
properly according to the match marks that were 24. Install capscrews and hardened washers (1) to
made during disassembly. secure the hub adapter to the inner gear.
17. For the front brake assembly, install capscrews Alternately tighten the capscrews to a final
and hardened washers (1, Figure 50-22). torque of 2 705 N·m (1,995 ft lb). Reinstall the
Alternately tighten the capscrews to a final retainer bars.
torque of 780 N·m (575 ft lb). 25. Install spacers (8) at each support plate (7)
NOTE: Before installing the front brakes on the truck, using three socket head capscrews (9) and six
check the integrity of the brake seals. Refer to flat washers.
Testing and adjusting section Brake system.
NOTE: Assembly is now complete for a front brake
assembly. For a rear brake assembly, continue with
the following steps.
Rear wheel brake only:

18. For the rear brake assembly, install three
support plates (7, Figure 50-29) and capscrews
at three equally spaced positions around the
back plate. Then install remaining capscrews
and hardened washers (1, Figure 50-22).
Alternately tighten the capscrews to a final
torque of 1 193 N·m (880 ft lb).
NOTE: Before installing the hub adapter on the rear
brake, check the integrity of the brake seals. Refer to
Testing and adjusting section Brake system.
19. Insert two shims (4) with capscews and flat
washers at six locations around the hub adapter
flange. FIGURE 50-29. HUB ADAPTER INSTALLATION
20. Make sure that the dowel pins are installed in 1. Socket Head 6. Seal Assembly
the seal carrier. Install seal carrier (3) with new Capscrew 7. Support Plate
O-rings into hub adapter (2). 2. Hub Adapter 8. Spacer
3. Seal Carrier 9. Capscrew and
21. Install each half of seal assembly (6) in the 4. Shims Flat Washer
brake assembly and the hub adapter. Refer to 5. Oil Seal
"Floating ring seal assembly and installation" for
detailed instructions.
22. Install oil seal (5) in the back plate with Loctite
648. Pack the area between the seal lips with
grease.
28
Floating ring seal assembly and installation

Failures are usually caused by combinations of
factors rather than one single cause, but many
failures have one common denominator: assembly
error! When using tri-chloroethane or any solvent,
Floating ring seals should always be installed in avoid prolonged skin contact. Use solvents only
matched pairs; that is, two new rings or two rings in well ventilated areas and use approved
that have previously run together. Never assemble respirators to avoid breathing fumes. Do not use
one new ring and one used ring, or two used rings near open flame, welding operations or other
that have not previously run together. heated surfaces exceeding 482°C (900°F). Do not
ALWAYS USE NEW TORIC RINGS! smoke around solvents.
1. Inspect the seal surfaces and mounting cavities
for rough tool marks or nicks that may damage Both ramps must be dry. Use clean, lint-free cloths
rubber seal rings. Hone them smooth and clean, or lint-free paper towels for wiping.
if required.
NOTE: Oil from adjacent bearing installations or seal
2. Remove any oil, dust, protective coating or
ring face lubrication must not get on the ramp or toric
other foreign matter from the metal seal rings,
until after both seal rings are together in their final
the toric rings, and both the housing and seal
assembled position.
ring ramps. Use tri-chloroethane #111, which is
a non-petroleum based, rapid drying solvent
that leaves no film. Allow the surfaces to dry 3. Install the rubber toric on the seal ring. Make
completely. Use clean, lint-free material such as sure that it is STRAIGHT! Make sure that the
Micro-Wipes # 05310 for cleaning and wiping. toric ring is not twisted and that it is seated
against the retaining lip of the seal ring ramp.
Use the flash line as a reference guide to
eliminate twist. The flash line must be straight
and uniform around the toric ring.
NOTE: Handle the seal carefully. Nicks and scratches

on the seal ring face can cause leaks.
FIGURE 50-30. SEAL TERMINOLOGY
1. Seal Ring 5. Seal Ring Housing

2. Rubber Toric 6. Seal Ring Face
3. Housing Retainer Lip 7. Seal Ring Ramp
4. Housing Ramp 8. Seal Ring Retainer Lip
29
4. Place the installation tool onto the seal ring with 7. Use a sight gauge to check the variation in the
the toric ring. Lower the rings into a container of seal ring "assembled height" in four places that
tri-chloroethane until all surfaces of the toric ring are 90 degrees apart.
are wet.
Height variation around the assembled ring
should not exceed 1.30 ± 0.01 mm (0.51 ± 0.05
in.) for the brake assembly floating seal or 1.14
± 0.01 mm (0.45 ± 0.04 in.) for the hub seal.
ALTERNATE PROCEDURE
5. After positioning the seal squarely over the
retaining lip, thoroughly lubricate the ring by
spraying it with tri-chloroethane #111. Do not
use Stanosol or any other liquid that leaves an
oily film or does not evaporate quickly. 8. If small adjustments are necessary, do not
push directly on the seal ring. Make any
6. With all surfaces of the toric ring wet, use the required adjustments with the installation tool.
installation tool to position seal ring and toric
ring squarely against the seal housing. Apply
sudden and even pressure to pop (push) the
toric ring under the housing retaining lip.
NOTE: The toric ring might twist if it is dry on one

spot or if there are burrs or fins on the housing
retaining lip. A bulging toric or cocked seal can
contribute to eventual failure.
30
9. The toric ring must not slip on the ramps of 10. Wipe the polished metal seal surfaces with
either the seal ring or housing. To prevent clean tri-chloroethane to remove any foreign
slippage, wait at least two minutes to let all the material or fingerprints. No foreign particles of
tri-chloroethane evaporate before further any kind should be on the seal ring faces.
assembly. Once it is correctly in place, the toric Something as small as a paper towel raveling
ring must roll on the ramps only. If correct will hold the seal faces apart and cause
installation is not obvious, repeat Steps 4 - 7. leakage.
11. Apply a thin film of clean oil on the seal faces.

Use a lint-free applicator or a clean finger to
distribute the oil evenly. Make sure no oil comes
in contact with the rubber toric rings or their
mating surfaces.
Before assembling both seals and housing
together, wait at least two minutes to let all tri-
chloroethane evaporate. Some may still be
trapped between the toric ring and the housing
ramp.
31
10. Ensure that both housings are in correct NOTE: Do not slam, bump or drop the seals together.
alignment and are square and concentric. Move High impact can damage the seal face and cause
the parts slowly and carefully toward each other. leakage.
Ensure seals are

square and concentric.
32
Removal and installation of rear brake 6. Attach a suitable lifting device to the brake/hub
assembly adapter assembly. Remove 42 capscrews (8)
and hardened washers (9) that secure brake
Removal assembly (10) to the spindle. Remove the
1. Remove the wheel motor assembly from the brake/hub adapter assembly from the spindle.
rear axle. Refer to "Removal and installation of 7. Remove O-ring seal (7) from the brake
wheel motor" in Disassembly and assembly assembly piston housing.
section Wheels, spindles and rear axle for
NOTE: For further disassembly of the brake/hub
adapter assembly, refer to "Disassembly and
assembly of wheel brake".
Installation
Ensure that the lifting devices used to remove the

components of the wheel motor assembly are
capable of handling the load safely. The seal lubricant applied during assembly and
2. Remove wheel motor (1, Figure 50-31) from installation of the wheel brake is sufficient only
transmission assembly. Refer to "Removal and for limited manual rotation that is required for
installation of electric motor" in Disassembly wheel bearing adjustment. For additional or
and assembly section Wheels, spindles and powered rotation, the spindle must be horizontal
rear axle for detailed instructions. and the brake must be filled with hydraulic oil.
3. Remove transmission (4) and wheel hub (3). 1. Remove the retaining bars from the brake
Refer to "Disassembly and assembly of wheel assembly.
motor transmission" in Disassembly and
assembly section Wheels, spindles and rear 2. Lubricate O-ring (7, Figure 50-32) with clean
axle for detailed instructions. Wheel hub hydraulic oil and install the O-ring in the brake
bearing (1, Figure 50-32) will also be removed. assembly.
4. Using three lifting eyes, carefully remove seal 3. Install the brake assembly on spindle (6). Install
carrier (4), oil seals (14) and seal assembly (5) 42 capscrews (8) and hardened washers (9).
from hub adapter (12). Remove rollpin (3) and Tighten the capscrews to 1 193 N·m (880 ft lb).
O-ring (2) from the seal carrier.
4. Lubricate O-ring (2) with clean hydraulic oil and
5. Remove O-ring (13) from hub adapter (12). install the O-ring in seal carrier (4). Also, install
rollpin (3) in the seal carrier.
5. Install each half of seal assembly (5) in hub
adapter (12) and seal carrier (4). Refer to
"Floating ring seal assembly and installation" for
6. Install oil seals (14) in the hub adapter. Note the
orientation of the seal lips. Before installation,
pack the area between the seal lips with grease.
7. Carefully install seal carrier (4) onto the spindle.
Make sure that rollpin (3) engages with the slot
in the spindle before the seal carrier is set gently
onto the shoulder of hub adapter (12).
NOTE: Do not slam, bump or drop the seals together.
FIGURE 50-31. WHEEL MOTOR ASSEMBLY High impact can damage the seal face and cause
leakage.
1. Wheel Motor 3. Wheel Hub
2. Brake Assembly 4. Transmission 8. Lubricate O-ring (13) with clean hydraulic oil
and install the O-ring in hub adapter (12).
33
9. Carefully install inner wheel hub bearing (1) 13. Measure Dimension "A" (Figure 50-32) from the
against the seal carrier. back plate to the face of the top shim.
Dimension "A" should be 47.03 ± 0.25 mm (1.85
NOTE: Do not slam, bump or drop the seals together. ± 0.01in.). Add or remove shims as required.
High impact can damage the seal face and cause
leakage. 14. To test the integrity of the brake seal:
10. Remove the capscrews and flat washers that a. Cap the brake cooling oil ports and
secure the three hub adapter spacers and pressurize the brake to a maximum of 69 kPa
plates, but do not remove the spacers or plates (10 psi) through the diagnostic port.
at this time.
b. Close off the air pressure supply and monitor
11. Install wheel hub (3, Figure 50-31) and the internal pressure for at least 15 minutes.
transmission (4). Refer to "Disassembly and
c. If the internal pressure decreases rapidly, a
assembly of wheel motor transmission" in
seal is damaged or improperly installed.
Disassembly and assembly section Wheels,
Disassemble the brake/hub adapter
spindles and rear axle for detailed instructions.
assembly until the problem is found. Replace
12. Remove the three hub adapter spacers and or reinstall the seal.
plates. Install the proper capscrews and flat
15. Install wheel motor (1, Figure 50-31). Refer to
washers into the hub adapter and into the brake
"Removal and installation of wheel motor" in
assembly back plate. Tighten the back plate
capscrews to 1 193 N·m (880 ft lb).
spindles and rear axle for detailed instructions.
FIGURE 50-32. REAR BRAKE ASSEMBLY MOUNTING

1. Wheel Hub Bearing 5. Seal Assembly 9. Hardened Washer 13. O-ring
2. O-ring Seal 6. Spindle 10. Brake Assembly 14. Oil Seal
3. Rollpin 7. O-ring Seal 11. Shims
4. Seal Carrier 8. Capscrew 12. Hub Adapter
34
Removal and installation of parking 3. To verify that the brake accumulators are
brake depressurized, press the brake lock switch (key
switch ON, engine off) and applying the service
Removal brake pedal. The service brake light should not
NOTE: Whenever possible, parking brake repairs come on.
should be performed when the wheel motor is 4. Close the bleed down valves by rotating them
removed from the truck. If repairs are necessary clockwise.
when the wheel motor is installed, a lifting device 5. If the wheel motor is installed in the rear axle
must be set up inside the rear axle housing to support housing, open the rear axle housing hatch.
the weight of the parking brake assembly when it is Disconnect the parking brake apply supply hose
removed from the wheel motor. from the parking brake.
6. Remove capscrews and lockwashers (7, Figure
50-34). Install guide studs in two of the
mounting holes to support parking brake
assembly (3) when it is removed from the wheel
motor frame.
The parking brake assembly weighs
approximately 159 kg (350 lb). Ensure that the 7. Disconnect the parking brake supply hose from
lifting device is capable of supporting the weight the parking brake. Plug and cap the hose and
of the brake assembly when removed. port to help prevent contamination.
1. Shut down the truck. For the proper shutdown 8. Slide the parking brake assembly out of wheel
procedure, refer to Index and foreword section motor frame (2) and off rotor shaft gear (4). If
Operating instructions. the wheel motor is still installed in the rear axle
housing, remove the parking brake assembly
2. Open bleed down valves (1, Figure 50-33) on from the rear axle housing.
brake manifold (2) to depressurize the brake
accumulators. 9. If the rotor shaft gear is worn, damaged, or
otherwise requires removal, perform the
following steps:
NOTE: The gear is shrink fit on the splined motor
shaft.
a. Remove capscrew and hardened flat washer
(6) from the shaft. Remove retainer plate (5).
b. Install a gear puller using the tapped holes
provided in rotor shaft gear (4).
c. Apply heat around gear hub area while
tightening the puller until gear is removed
from shaft.
2. Brake Manifold
35
FIGURE 50-34. PARKING BRAKE INSTALLATION

1. Wheel Motor Mounting 3. Parking Brake Assembly 6. Capscrew & Hardened
Flange 4. Rotor Shaft Gear Flat Washer
2. Wheel Motor Frame 5. Retainer Plate 7. Capscrew & Lockwasher
36
Installation Disassembly and assembly of parking

1. If rotor shaft gear (4, Figure 50-34) was brake
removed, install the gear before installing the
Disassembly
parking brake on the wheel motor:
1. Match mark parking brake housing (3, Figure
a. Thoroughly clean the gear and the shaft.
50-36), piston housing (4), and end cap (5).
Inspect the splines and remove any burrs
that may interfere with installation.
b. Heat the gear to 280 °C (536 °F).
Immediately install the gear on the shaft. The
gear must be fully seated against the
shoulder of the rotor shaft. The following procedure is necessary to properly
c. Install retainer plate (5), hardened flat relieve the pressure exerted by the belleville
washer and capscrew (6). Tighten the springs on the end cap. Failure to follow this
capscrew to 595 - 670 N·m (440 - 495 ft lb). procedure could result in capscrew failure and
personal injury during disassembly.
2. Install two guide studs in wheel motor frame (2)
to guide parking brake assembly (3) into 2. Loosen 12-point capscrews (10) evenly in 27
position. Ensure that the mating surfaces are N·m (20 ft lb) increments. Alternate by selecting
clean and free of burrs. a successive capscrew that is located
approximately 180 degrees from the previously
3. Lift the parking brake into position for loosened capscrew.
installation. Note the proper orientation
depending on whether the parking brake is to be Continue loosening capscrews until the spring
installed on a left or right wheel motor. (The pressure is released and the capscrews and
bleeder screw at the top of the parking brake will washers can be removed by hand.
be tilted toward the front of the truck.) 3. Remove end cap (5). Lift Belleville washers (7)
4. Slide the parking brake over the guide studs out of the counterbore of piston (6).
and rotor shaft gear (4). 4. Lift the piston/housing assembly off the dowels
5. Install capscrews and lockwashers (7). Tighten in housing (3).
the capscrews evenly to ensure that the parking 5. Remove springs (1), separator discs (12), and
brake housing is properly seated on the wheel friction discs (13).
motor. Tighten the capscrews to a final torque of 6. Remove piston (6) from piston housing (4).
300 N·m (220 ft lb). Remove and discard piston seals (8) and (9).
6. If the wheel motor is still installed in the rear
axle housing, connect the parking brake supply
hose and remove any lifting equipment.
7. Bleed the air from the parking brake apply line
and housing. Refer to the Testing and adjusting
section for the procedure.
37
Cleaning and inspection 8. A load deflection test must now be conducted to

determine whether the Belleville washers will be
1. Clean all parts thoroughly.
reused or discarded. The equipment that is
2. It is recommended that the separator discs and needed for this test are as follows:
friction discs be replaced if the friction material
on either side of either friction disc is worn to • Universal Testing Machine (UTM) -
less than 1.5 mm (0.06 in.). capacity minimum of 18 144 kgf (40,000 lbf) in
compression
3. Check the piston and piston housing bore for
scratches, nicks, pitting and other defects that • Machined flat plate
may cause seal leakage. Slight defects may be • Height stand and depth indicator with minimum
repaired by polishing. range of 25 mm (1 in.)
4. Inspect dowel pins (2, Figure 50-36). If the a. Place the Belleville washer on a clean, flat
dowel pins are grooved from excessive wear or and leveled testing machine bed.
otherwise damaged, press the dowel pins out of
parking brake housing (3). b. Put the machined flat plate on top of the
Belleville washer. Make sure that the plate
5. Check the free height of compression springs
will not slip from the Belleville washer when
(1) and test for height under load. Replace the
force is applied.
springs if they are not within approximately 10%
of specification. c. Adjust the height stand so that the depth
indicator is at zero.
Free Height: . . . . . . . . . . . . . . . 11.58 mm (0.456 in.)
Height @ 162 N (36.4 lb): . . . . . 8.89 mm (0.350 in.) d. Gradually apply force. Follow all necessary
safety precautions for operating the UTM.
The Belleville washer will start deflecting due
6. Inspect Belleville washers (7) for cracks and to compression as shown in the example in
damage. Replace any springs that are damaged Figure 50-35.
or significantly worn.
e. Note the depth indicator as it moves from
7. Measure the unsprung total height (cone height 10% to 100% compression of the cone
+ material thickness) of Belleville washers (7). It height. Record the force that is required to
must be greater than or equal to 21.16 mm deflect the Belleville washer in 10%
(0.833 in.). Discard any Belleville washers that increments up to 100% of the unsprung cone
do not meet this specification. height as shown in Table 1.
f. Repeat Steps c through e three times.
FIGURE 50-35. BELLEVILLE WASHER DEFLECTION
38
g. Average the three recorded force values i. If any of the average force values are below
from Step f for a respective deflection the minimum specified values, the Belleville
percentage. washer will not be of sufficient strength to
cause the piston to compress and hold the
h. Compare the average force values with the
disc pack. Discard the Belleville washer and
"Minimum" values in Table 1. If all of the
replace it with a new one during assembly.
average force values are above or equal to
the minimum specified values, the Belleville
washer is acceptable for use in the parking
brake assembly.
Table 1: BELLEVILLE WASHER DEFLECTION SPECIFICATIONS

Load
Percentage Deflection
Average Minimum
10% 0.94 mm (0.037 in.) 2 285 kgf (5,038 lbf) 1 828 kgf (4,030 lbf)
39
Assembly 5. Lubricate the piston seals and insert piston (6)

into piston housing (4).
NOTE: New friction discs and separator discs must
be cleaned and inspected to ensure proper parking 6. Install the piston/housing assembly over the
brake operation. If new discs are being installed, refer dowels in parking brake housing (3).
to Cleaning and inspecting new discs on page 42. 7. Place belleville washers (7) in the piston
counterbore with the convex sides facing each
1. If dowel pins (2, Figure 50-36) have been
other. See Figure 50-36.
removed, press new dowel pins into the holes in
parking brake housing (3) until they are fully 8. Place end cap (5) on the assembly and insert
seated against the shoulder. capscrews (10) with hardened washers (11). Do
not tighten the capscrews.
2. Install one separator disc (12) over the dowel
pins. Insert one compression spring (1) over
each of the dowel pins. Insert one friction disc
(13).
3. Install second separator disc (12) over the
dowel pins. Install second compression spring
The following procedure is necessary to properly
(1) over each of the dowel pins. Insert second
compress the belleville washers. Failure to follow
friction disc (13). Install remaining separator
this procedure could result in capscrew failure
disc (12) over the dowel pins.
and personal injury during assembly.
NOTE: The internal teeth of the two friction discs 9. Select three capscrews 120 degrees apart and
must be aligned and must be concentric with the pilot mark them.
diameter machined on the rear of the housing to
enable the completed assembly to be installed a. Tighten the marked capscrews to 41 N·m (30
properly. If available, a mating gear as installed on ft lb). Snug the remaining capscrews.
the wheel motor rotor shaft should be used to simplify b. Retighten the marked capscrews until the
alignment. gap between the end cap and piston housing
4. Assemble piston seal assemblies (8) and (9) on is equalized. Snug the remaining capscrews.
the piston. c. Retighten the marked capscrews in 27 N·m
a. Install the O-ring seal in the bottom of each (20 ft lb) increments until they are fully
groove. Make sure that the O-rings are not tightened to 122 N·m (90 ft lb).
twisted. d. Tighten the remaining capscrews to 122 N·m
b. If available, use an expander to expand the (90 ft lb).
outside diameter of each seal enough to 10. Install bleeder valve (17). Install a fitting in one
allow it to slide onto the piston. of the oil supply ports and attach a hydraulic
NOTE: If an expander tool is not available, the seals power source. Install an O-ring plug in the
may be heated to a maximum of 204 °C (400 °F). remaining port.
This will allow ring to be manually expanded until it 11. Slowly apply pressure and open the bleeder
will fit over piston. valve to bleed air from the piston cavity. Close
c. When each seal is over the groove, resize by the bleeder valve. Apply 2 068 kPa (300 psi) of
compressing the seal ring. Use a full circle hydraulic pressure and hold it for one minute.
clamp with any sharp edges or grooves 12. Check for oil leakage. If leakage occurs, the
covered to prevent damage to the seal parking brake assembly must be disassembled
surfaces. and repaired.
d. Install the quad ring in each seal.
40
FIGURE 50-36. PARKING BRAKE ASSEMBLY

1. Compression Spring 7. Belleville Washers 13. Friction Disc
2. Dowel Pin 8. Piston Seal Assembly 14. Adapter Gear
3. Parking Brake Housing 9. Piston Seal Assembly 15. Plug
4. Piston Housing 10. Capscrew 16. Oil Supply Port
5. End Cap 11. Hardened Washer 17. Bleeder Valve
6. Piston 12. Separator Disc 18. Piston Position Holes
41
Cleaning and inspecting new discs

A rust preventive coating is applied to separator discs
and friction discs. This coating must be removed
before installing the parking brake.
NOTE: Use a cleaner containing organic-based
solvents, such as acetone, methanol or ethanol, to
clean the coating from the discs. Water-based
cleaners, such as mild soaps and detergents, do not
adequately remove the rust preventive coating.
1. Spray or coat both sides of the disc with the
cleaner.
2. Use a cloth to quickly wipe away the coating
before the cleaner evaporates.
3. Reapply the cleaner and wipe as necessary.
FIGURE 50-37. FRICTION DISC INNER TEETH
During the manufacture of friction discs, excess 1. Adhesive
adhesive, which is used to bond the friction material 2. Excess Adhesive on Inner Tooth
to the disc, may get onto the inner teeth of the friction
disc and solidify. This adhesive may prevent the
friction disc from properly engaging the parking brake
NOTE: If a new wheel motor is installed or adapter
adapter gear.
gear (14, Figure 50-36) is replaced, clean the rust
1. Inspect the inner teeth of each friction disc. The preventive coating from the adapter gear teeth with
teeth must be free of burrs and excess an organic-based cleaning solvent as detailed
adhesive. Refer to Figure 50-37. previously. Do not install the parking brake until the
2. If adhesive is found on the teeth, use a diamond adapter gear is completely dry.
needle file (half-round, 150 grit) to slowly and
carefully remove the excess adhesive from the
inside of each affected tooth.
3. Thoroughly clean the teeth with an organic-
based cleaning solvent as detailed previously.
42
NOTES
43
960E Dump truck

© 2011 KOMATSU
All Rights Reserved
44
CEN50004-03
DUMP TRUCK
960E

960E-1 A30003 - A30026
960E-1K A50003 and up
960E-2 A30027 and up

Steering system
Removal and installation of steering control unit .................................................................................................. 3
Disassembly and assembly of steering control unit .............................................................................................. 5
Removal and installation of steering column ...................................................................................................... 10
Removal and installation of steering wheel..........................................................................................................11
Removal and installation of bleed down manifold ............................................................................................... 13
Removal and installation of flow amplifier ........................................................................................................... 15
Disassembly and assembly of flow amplifier ...................................................................................................... 15
Removal and installation of steering cylinders and tie rod .................................................................................. 18
Disassembly and assembly of steering cylinders ............................................................................................... 20
Removal and installation of steering/brake pump ............................................................................................... 21
Disassembly and assembly of steering/brake pump........................................................................................... 24
Removal and installation of steering accumulators............................................................................................. 33
Disassembly and assembly of steering accumulators ........................................................................................ 34
1
NOTES
2
Removal and installation of steering

control unit
Removal
Relieve pressure before disconnecting hydraulic

lines. Tighten all connections before applying
pressure. Hydraulic oil escaping under pressure
can have sufficient force to enter a person's body
by penetrating the skin and cause serious injury
and possibly death if proper medical treatment by
a physician familiar with this type of injury is not
received immediately.
1. Park the truck on a hard level surface. Turn the
key switch OFF and allow at least 90 seconds
completely. Turn the steering wheel in both
directions to ensure that no oil remains under
pressure. Chock the wheels
2. Remove the access cover on the front of the FIGURE 50-2. STEERING CONTROL UNIT HOSES
operator cab. 1. Brake Valve 5. "T" Port Hose
2. Steering Control Unit 6. "P" Port Hose
3. "LS" Port Hose 7. "R" Port Hose
4. "L" Port Hose
3. Clean steering control unit (7, Figure 50-1) and

surrounding area to help avoid contaminating
the hydraulic oil when any lines are opened.
4. Before disconnecting any hydraulic lines, tag all
hydraulic lines for proper identification during
installation. Disconnect hydraulic lines (3,
Figure 50-2) through (7) at the steering control
unit. Plug all hoses.
5. Remove four mounting capscrews (10, Figure
50-1), flat washers and lockwashers. Remove
steering control unit (7).
6. Place the steering control unit in a clean work
area for disassembly, if required.
7. Whenever the steering column or steering
control unit is removed for service, inspect the
splines of the steering column shaft. Refer to
FIGURE 50-1. STEERING CONTROL UNIT "Removal and installation of steering column".
1. Steering Wheel 7. Steering Control Unit
2. Button Horn 8. Bracket L.H.
3. Steering Column 9. Bracket R.H.
4. Capscrew 10. Capscrew
5. Flat Washer 11. Lockwasher
6. Lockwasher
3
Installation
1. Lubricate the splines of the steering column
shaft with a molybdenum disulphide or multi-
purpose NLGI grease.
2. Move steering control unit (7, Figure 50-1) into Serious personal injury to the operator or to
position and align it with the steering column anyone positioned near the front wheels may
shaft splines. Secure the steering control unit in occur if a truck is operated with the hydraulic
place using four mounting capscrews (10), flat steering lines improperly installed. Improperly
washers and lockwashers. installed lines can result in uncontrolled steering
3. Check for proper steering wheel rotation. and/or sudden and rapid rotation of the steering
Ensure that the steering wheel does not bind wheel as soon as the steering wheel is moved. It
and returns to the centered position after will turn rapidly and cannot be stopped manually.
rotating it 1/4 turn to the left and right. If
necessary, adjust the steering control unit and/ After servicing the steering control unit, check
or steering column to realign the steering the hydraulic steering lines for correct hook-up
column and the steering control unit. before starting the engine.
4. Tighten all capscrews to the standard torque.
Unplug and attach the hydraulic lines to their 5. Start the engine and check for proper steering
proper ports on the steering control unit. Refer function and any leaks.
to Figure 50-3.
6. Install the access cover on the front of the
operator cab.
FIGURE 50-3. VALVE PORT IDENTIFICATION

1. Steering Control Unit "L" - Left Steering
"T" - Return to Tank "R" - Right Steering
"P" - Supply from Pump "LS" - Load Sensing
4
Disassembly and assembly of steering 4. Remove end cover (4, Figure 50-5) and O-ring
control unit (2).
5. Remove the outer gear of gear wheel set (1)
Disassembly
and the O-ring between the gear set and the
NOTE: The steering control unit is a precision unit distribution plate.
manufactured to close tolerances. Therefore,
complete cleanliness is essential when handling the
valve assembly. Work in a clean area and use lint
free wiping materials or dry compressed air. Clean
type C-4 hydraulic oil should be used during
reassembly to ensure initial lubrication.
1. Allow the oil to drain from the valve ports.
2. Match mark the gear wheel set and end cover to
ensure proper relocation during reassembly.
3. Remove the end cover capscrews and washers.
Remove capscrew with rolled pin (3, Figure 50-
4). Mark the hole location of the capscrew with
rolled pin on end cover (4) to aid in reassembly.
FIGURE 50-5. END COVER REMOVAL

1. Gear Wheel Set
2. O-Ring
FIGURE 50-4. MARKING VALVE COMPONENTS

1. Valve Assembly 3. Capscrew With
2. Match Marks Rolled Pin
4. End Cover
5
FIGURE 50-6. STEERING CONTROL UNIT
1. Dust Seal 7. Bearing Assembly 13. Tube 19. End Cover

2. Housing & Spools 8. Ring 14. O- ring 20. Washers
3. Ball 9. Cross Pin 15. Distribution Plate 21. Rolled Pin
4. Threaded Bushing 10. Neutral Position Springs 16. Gear Wheel Set 22. Capscrew With Pin
5. O-ring 11. Cardan Shaft 17. O-ring 23. Capscrews
6. Kin Ring 12. Spacer 18. O-ring
6
6. Lift the inner gear off cardan shaft (11, Figure Assembly
50-6). 1. Clean all parts carefully with fresh cleaning
7. Remove cardan shaft (11), distribution plate solvent.
(15) and O-ring (14). 2. Inspect all parts carefully and make any
8. Remove threaded bushing (4) and ball (3). replacements necessary.
9. With the valve housing positioned with the spool NOTE: All O-rings, seals and neutral position springs
and sleeve vertical, carefully lift the spool should be replaced. Before reassembly, thoroughly
assembly out of the housing bore. lubricate all parts with clean type C-4 hydraulic oil.
NOTE: When assembling the spool and sleeve, only
one of the two possible matching positions of the
spring slots can be used because, in the other end of
the sleeve and spool (opposite end of the spring
If housing is not vertical when spool and sleeve slots), there are three slots in the spool and three
are removed, pin (9) may slip out of position and holes in the sleeve. These must be opposite each
trap spools inside housing bore. other upon assembly so that the holes are partly
10. Remove O-ring (5), kin ring (6) and bearing visible through the slots in the spool. Refer to Figure
assembly (7). 50-8.
11. Remove ring (8) and pin (9) and carefully push
the inner spool out of the outer sleeve.
12. Press neutral position springs (10) out of their
slot in the inner spool.
13. Use a screwdriver to remove dust seal (2,
Figure 50-7). Be careful not to scratch or
damage the dust seal bore.
FIGURE 50-8. SPOOL AND SLEEVE ASSEMBLY

1. Slots 3. Spool
2. Hole 4. Sleeve
FIGURE 50-7. DUST SEAL REMOVAL

1. Screwdriver 3. Housing
2. Dust Seal
7
FIGURE 50-9. NEUTRAL POSITION SPRING INSTALLATION
3. To install the neutral position springs, place a

screwdriver in the spool slot as shown in Figure
50-9.
4. Place one flat neutral position spring on each
side of the screwdriver blade. Do not remove
the screwdriver.
5. Push two curved neutral position springs in
between one side of the screwdriver blade and
a flat spring. Repeat for the opposite side.
Remove the screwdriver.
6. Slide the inner spool in the sleeve. Compress
the ends of the neutral position springs and
push the neutral position springs in place in the
sleeve.
7. Install cross pin (2, Figure 50-10).
8. With neutral position springs (7) centered in
spool and sleeve, install ring (3), rear bearing
race (4), thrust bearing (5) and front bearing
race (6) in that order. The chamfer on the rear
bearing must be facing away from the bearing.
9. Place dust seal (1, Figure 50-6) in position.
Using a flat iron block over the seal, tap it into FIGURE 50-10. BEARING INSTALLATION
the housing. 1. Sleeve 5. Thrust Bearing
10. Position O-ring (5) and kin ring (6) on the spool. 2. Cross Pin 6. Bearing Race
3. Ring 7. Neutral Position
4. Bearing Race (with Springs
chamfer)
8
11. Position the steering control unit so that housing 16. Position the inner gear wheel onto the cardan
(1, Figure 50-11) is horizontal. Slowly guide shaft. It may be necessary to rotate the gear
lubricated spool assembly (2) with fitted parts slightly to find the matching splines on the
into the bore using light turning movements. cardan shaft. Splines are machined to ensure
proper alignment of the cardan shaft and inner
gear wheel.
17. Lubricate O-rings (17) and (18) on both sides of
the outer gear wheel with light grease and install
them.
18. Align the outer gear wheel bolt holes with the
tapped holes in the housing and the match
marks.
19. Align cover (19), using the match marks as a
reference. Install capscrews (23) and washers
(20).
20. Install capscrew with pin (22) into the proper
hole.
21. Install the end cover. Install and tighten the
capscrews with washers hand-tight in a criss-
FIGURE 50-11. SPOOL INSTALLATION cross pattern.
1. Housing
2. Spool Assembly
The cross pin must remain horizontal when the

spool and sleeve are pushed into the bore to
prevent the pin from dropping out of the spool.
12. Install check ball (2, Figure 50-12) in hole (1).
Install and lightly tighten the threaded bushing.
13. Lubricate O-ring (3) with light grease and install
it in the groove of housing (4).
14. Install distribution plate (15, Figure 50-6) so that
the plate holes match the corresponding holes
in the housing.
15. Guide cardan shaft (11) down into the bore with FIGURE 50-12. CHECK BALL INSTALLATION
the slot in the cardan shaft aligned with cross
pin (9). 1. Hole 3. O-ring
2. Check Ball 4. Housing
9
Removal and installation of steering

column
Removal
2. Turn off the battery disconnect switch to remove
battery power.
3. Remove access cover (15, Figure 50-13) from
the front of the cab.
NOTE: Do not remove hydraulic lines from the
steering control unit unless necessary.
4. Loosen capscrews (10) on steering control unit
(7) and move it out of the way.
5. Disconnect the steering column wire harness.
6. Remove the screws that secure trim cover (14)
where the steering column enters the FIGURE 50-13. STEERING COLUMN
instrument panel. Remove the cover.
1. Steering Wheel 9. Bracket - R.H.
7. Remove capscrews (12) and brackets (8) and 2. Button Horn 10. Capscrew
(9). 3. Steering Column 11. Lockwasher
8. Remove four capscrews (4) with flat washers (5) 4. Capscrew 12. Capscrew
and lockwashers (6). Access these capscrews 5. Flat Washer 13. Nut
from the front of the cab through the access 6. Lockwasher 14. Trim Cover
opening. 7. Steering Control Unit 15. Access Cover
9. Lift the steering column from the instrument 8. Bracket - L.H.
panel.
Inspection
Whenever the steering column or steering control
unit is removed for service, inspect the splines of the
steering column shaft.
1. With the column assembly removed from the
truck, thoroughly clean the splines on the
steering column shaft. Inspect for damage and
excessive wear.
2. Use an outside micrometer or dial caliper to
measure the outside diameter of the male
splines on the steering column shaft.
Minimum diameter: 24.13 mm (0.95 in.)
3. If the splines are smaller than the minimum
diameter specification, replace the steering
column.
10
Installation Removal and installation of steering

1. Insert capscrew (10, Figure 50-13) with wheel
lockwashers (11) and flat washers (5) through
Removal
brackets (8) and (9), then through the steering
column flange. Add second flat washer (5) and 1. Park the truck on a hard, level surface. Turn the
nut (13) to each capscrew to hold the parts key switch to OFF. Chock the wheels.
together. Tighten the nuts securely. 2. Turn off the battery disconnect switch to remove
2. Slide the entire assembly down the tapered battery power from the horn circuit.
blocks until brackets (8) and (9) contact the 3. Use a pocket screwdriver to pry horn button (4,
mounting surface in the cab. Install capscrews Figure 50-14) from steering wheel (1).
(4) and (12) with flat washers (5) and 4. Disconnect horn wire (3) and set the horn button
lockwashers (6). Tighten capscrews (4) only. aside.
3. Inspect brackets (8) and (9) to see whether they 5. Remove nut (2).
contact the mounting surface evenly and are flat
and inline with the surface. If they are, tighten 6. Use a marker to make alignment marks on the
capscrews (12). If brackets are not quite steering wheel and the shaft.
parallel, install flat washers as needed between 7. Pull the steering wheel from the column. If the
the brackets and mounting surface to eliminate steering wheel will not slide off the shaft it may
any gaps. Tighten capscrews (12) to the be necessary to install a puller into the tapped
standard torque. holes (5/16" - 24NF) in the steering wheel.
4. After capscrews (4) and (12) are tightened to
the standard torque, remove nuts (13) and flat
washers (5) that were holding the steering
column to the two brackets. Do not remove
capscrews (10) from the brackets.
5. Lubricate the male splines on the end of the
steering column shaft.
NOTE: There is no lower end bearing in this steering
column assembly. Therefore, the male end of the
shaft will have to be guided into the mating female
part of the steering control unit.
6. Without removing capscrews (10) from the
holes, move steering control unit (7) into place
and start each of the capscrews.
7. Tighten four capscrews (10) to the standard
torque. FIGURE 50-14. STEERING WHEEL RETAINER
8. Ensure that the steering wheel turns properly 1. Steering Wheel 3. Horn Wire
without binding and that the steering wheel 2. Nut 4. Horn Button
returns to its centered position after rotating 1/4
turn to the left and to the right.
9. If disconnected, reconnect the hoses to the
steering control unit.
10. Connect the steering column wire harness to the
harness in the cab.
11. Install access cover (15) and trim cover (14).
11
Installation
1. A new, more relable horn contact is available.
Some trucks may have the previous horn con-
tact, which is a stick design (1, Figure 50-16).
The new horn contact uses a roller (2). Install
the new horn contact as shown in Figure 50-15.
2. Place steering wheel (1, Figure 50-14) into
position on the steering column shaft while
guiding horn wire (3) through the access hole in
the steering wheel. Align the marks on the
steering wheel and the shaft that were made
during disassembly. Align the serrations and
push the steering wheel onto the shaft.
3. Install nut (2). Tighten the nut to 81 ± 7 N·m (60
± 5 ft lb).
4. Connect horn wire (3) to horn button (4).
5. Install the horn button onto the steering wheel.
Turn on the battery disconnect switch and verify
that the horn functions properly.
FIGURE 50-15. INSTALLATION LOCATION
FIGURE 50-16. HORN CONTACTS

1. Stick Contact (XA4889) 2. Roller Contact (XA5621)
12
Removal and installation of bleed down 5. Remove the protective cover from the bleed
manifold down manifold.
6. Disconnect the wires from solenoids (6, Figure
Removal 50-18) and (15), and pressure switch (7).
7. Disconnect, identify and plug each hydraulic line
from the bleed down manifold.
Do not loosen or disconnect any hydraulic line or

component connection until engine is stopped
and the key switch has been off for at least 90
seconds. Hydraulic fluid escaping under The bleed down manifold weighs approximately
pressure can have sufficient force to enter a 170 kg (375 lb). Use a suitable lifting device that
person's body by penetrating the skin and cause has sufficient capacity to handle the load safely.
serious injury and possibly death if proper 8. Remove the mounting capscrews and the bleed
medical treatment by a physician familiar with down manifold. Clean the exterior of the
this type of injury is not received immediately. manifold before removing any components from
NOTE: It may not be necessary to remove the bleed the manifold.
down manifold from the truck for component
replacement. If the problem area has been isolated,
remove the inoperative component and replace it.
2. Open brake accumulator bleed down valves (1,
Figure 50-17) and (3) on the brake manifold in
the hydraulic brake cabinet to depressurize the
brake accumulators.
brake pedal. The service brake status light
should not come on. FIGURE 50-17. BRAKE MANIFOLD
4. Close the brake accumulator bleed down valves 1. Accumulator Bleed Down Valve
by rotating them clockwise. (Rear Brake)
2. Automatic Apply Valve
(Front Brake)
13
Installation
1. Position the bleed down manifold on the truck.
Install and tighten the mounting capscrews to
the standard torque.
2. Unplug the hydraulic lines. Install new O-rings
at the flange fittings and attach the hoses to the
proper ports (See Figure 50-18). Tighten the
connections securely.
3. Attach the electrical leads to the (6, Figure 50-
18) and (15), and pressure switch (7). If the
check valves or relief valves were removed,
install new O-ring seals before installing them in
the bleed down manifold.
4. Start the engine. Check the steering system and
brake system for proper operation and leaks.
5. Install the protective cover.
NOTE: Relief valves are factory preset. Do not
attempt to reset the relief valves or repair defective
relief valves. Replace them as a unit. The check
valves are also replaced only as units.

1. To Hoist Valve, Power Up
2. To Hoist Valve, Power Down
3. Spare Pressure Port
4. Test Port
5. To Brake System
6. Steering Accumulator Bleed Down Solenoid
7. Steering System Pressure Switch
8. Supply To Flow Amp
9. Return From Flow Amp
10. To Front Steering Accumulator
11. To Rear Steering Accumulator
12. Relief Valve, 4100 kPa (600 psi)
13. Relief Valve, 27,500 kPa (4000 psi)
14. Auto Lube Pump Supply Port
15. Hoist Up Limit Solenoid
16. Return From Hoist Pilot Valve
17. Hoist Pilot Valve, Power Down
18. Hoist Pilot Valve, Power Up
19. Return to Tank
20. Feedback Pressure to Unloader valve
21. Supply From Pump
22. Test Port (TP3)
23. Check Valve
24. Quick Disconnect Port (Supply)
25. Quick Disconnect Port (Return)
14
Removal and installation of flow amplifier Disassembly and assembly of flow

amplifier
Removal
Disassembly
NOTE: The flow amplifier valve is a precision unit
manufactured to close tolerances. Therefore,
complete cleanliness is essential when handling the
Do not loosen or disconnect any hydraulic line or valve. Work in a clean area and use lint free wiping
component connection until engine is stopped materials or dry compressed air. Use a wire brush to
and the key switch has been off for at least 90 remove foreign material and debris from around the
seconds. Hydraulic fluid escaping under exterior of the valve before disassembly. Clean
pressure can have sufficient force to enter a solvent and type C-4 hydraulic oil should be used to
person's body by penetrating the skin and cause ensure cleanliness and initial lubrication.
serious injury and possibly death if proper
1. Remove counterpressure valve plug (38, Figure
medical treatment by a physician familiar with
50-19) and O-ring (4). Remove counterpressure
this type of injury is not received immediately.
valve (39).
1. Park the truck on a hard level surface. Turn the 2. Remove relief valve plug (20) and seal (5). Use
key switch OFF and allow at least 90 seconds an 8 mm hex allen head wrench to remove relief
for the steering accumulators to depressurize valve assembly (19). Remove steel seal (6).
3. Use a 13 mm hex head allen wrench to remove
screw (11) and lockwasher (12) from end cover
(15). Use a 13 mm hex head allen wrench to
2. Before disconnecting any hydraulic lines, tag all remove screws (13) and lockwashers (14).
hydraulic lines for proper identification during Remove end cover (15).
installation. Disconnect and plug each hydraulic
4. Remove spring stop (22) and spring (30).
line from the flow amplifier.
Remove spring stop (23) and springs (28) and
(29). Remove O-rings (1) and (2) from end
cover (15).
5. Remove spring control (24) and main spool
The flow amplifier weighs approximately 29 kg (37). Remove priority valve spool (41). Remove
(64 lb). Assistance from others and use of proper spring control (24), springs (28) and (29), and
lifting techniques is strongly recommended to spring stop (23) from housing (40).
prevent personal injury. 6. Remove amplifier spool assembly (25) and set it
3. Support the flow amplifier so it does not fall. aside for further disassembly, if required.
Remove the mounting capscrews and the flow 7. Remove shock and suction valve (21) and set it
amplifier. The weight of the flow amplifier is 29 aside for further disassembly, if required.
kg (64 lb). 8. Use a 13 mm hex head allen wrench to remove
4. Move the flow amplifier to a clean work area for screw (11) and lockwasher (12) from end cover
disassembly. (16). Use a 13 mm hex head allen wrench to
remove screws (13) and lockwashers (14).
Installation Remove end cover (16).
1. Support the flow amplifier and move it into 9. Remove O-rings (1), (2) and (3). Remove spring
position. (17).
2. Install the mounting capscrews and tighten 10. Remove shock and suction valve (42) and set it
them to the standard torque. aside for further disassembly, if required.
3. Unplug the hydraulic lines. Install new O-rings 11. Remove orifice screw (27), orifice screw (33),
on the flange fittings and connect the hydraulic and check valve (34).
lines at their proper locations. Tighten the
fittings securely.
15
1. O-rings
2. O-rings
3. O-rings
4. O-ring
5. Seal
6. Seal (Steel)
7. O-ring
8. O-ring
9. O-ring
10. Pins
11. Screw
12. Lockwasher
13. Capscrews
14. Lockwashers
15. End Cover
16. End Cover
17. Spring
18. Spring
19. Relief Valve Assembly*
20. Plug
21. Shock/Suction Valve*
22. Spring Stop

23. Spring Stop
24. Spring Control
25. Amplifier Spool Assembly*
26. Name Plate
27. Orifice Screw
28. Spring
29. Spring
30. Spring
31. Orifice Screw
32. Orifice Plug
33. Orifice Screw
34. Check Valve*
35. Plug
36. Washer
37. Main Spool**
38. Plug
39. Counterpressure Valve*
40. Housing**
41. Spool**
42. Shock/Suction Valve*
* Serviced as a complete assembly

** Not serviced separately
L060124
FIGURE 50-19. FLOW AMPLIFIER COMPONENTS
16
NOTE: The flow amplifier valve is equipped with two Assembly

identical shock and suction valves (21, Figure 50-19) 1. Use clean type C-4 hydraulic oil to thoroughly
and (42) which are only serviced as complete valve lubricate each internal part before installation.
assemblies. Only O-rings (7) and (8) are replaceable.
Check valve (34) and counterpressure valve (39) are 2. Reassemble the amplifier spool assembly in
also serviced only as assemblies. reverse order.
3. Install orifice screw (27, Figure 50-19) finger-
NOTE: Disassembly of the amplifier spool assembly tight.
is only necessary if O-ring (2, Figure 50-20), spring
(9) or orifice plug (11) requires replacement. 4. Install check valve (34). Tighten the check valve
Otherwise, replace the amplifier spool assembly as a to 1 N·m (8 in lb).
complete unit. Refer to Steps 12 and 13. 5. Install orifice screw (33). Tighten the orifice
screw to 1 N·m (8 in lb).
6. Install steel seal (6), relief valve assembly (19),
seal (5), and plug (20). Tighten the plug to 2
N·m (25 in lb).
7. Install counterpressure valve assembly (39).
Install plug (38) with new O-ring (4).
8. Install both shock and suction valves (21) and
(42) as complete units.
9. Install spring stop (23) springs (28) and (29),
and spring control (24) into housing (40). Install
orifice screws (31) into main spool (37), if
removed. Install main spool (37).
10. Install amplifier spool assembly (25). Install
priority valve spool (41) and spring (30). Install
FIGURE 50-20. AMPLIFIER SPOOL ASSEMBLY spring (17).
11. Install spring control (24), springs (28) and (29),
1. Check Valve 7. Retaining Ring
and spring stop (23).
2. O-Ring 8. Inner Spool
3. Spool 9. Spring 12. Lubricate O-rings (1), (2) and (3) with molycote
4. Pin 10. Plug grease and install them on end covers (15) and
5. Pin 11. Orifice Screw (16). Install end covers (15) and (16),
6. Retaining Ring capscrews (13) and lockwashers (44). Tighten
the capscrews to 3 N·m (26 in lb). Install
screws (11) and lockwashers (12). Tighten the
12. Remove retaining ring (7, Figure 50-20), remove screws to 8 N·m (71 in lb).
pin (5). Remove plug (10) and spring (9).
Remove retaining ring (6) and pin (4) and 13. To prevent contamination, fit plastic plugs to
remove inner spool (8). each open valve port.
13. Unscrew check valve (1) and remove. Remove

O-ring (2). Remove orifice screw (11) from plug
(10).
14. Clean and inspect all parts carefully. Replace O-
ring (2), spring (9) or orifice plug (11) as needed.
17
Removal and installation of steering Installation

cylinders and tie rod NOTE: Use the sleeve alignment tool included in the
NOTE: The steering cylinders and tie rod mounting tool group to hold the bearing spacers and the
arrangements are similar. The same removal and spherical bearings in position when the pins are
installation procedures are applicable to both inserted during assembly.
components. 1. Align the bearing bore of the steering cylinder or
tie rod with the pin bores in the spindle or frame.
Removal
Insert bearing spacers (3).
key switch OFF and allow at least 90 seconds NOTE: The tie rod must be installed with the
for the steering accumulators to depressurize clamping bolts toward the rear of the truck. The
completely. Turn the steering wheel in both steering cylinders must be installed with the hydraulic
directions to ensure that no oil remains under line ports facing up.
pressure. 2. If the older style pin is being installed:
2. Chock the front and back of the rear wheels. a. Use new capscrews at each pin joint. Ensure
3. Disconnect the hydraulic and lubrication lines at that the capscrew threads and the tapped
the steering cylinders. Plug all line connections holes in the pins are free of burrs and other
and cylinder ports to prevent contamination of damage. Lubricate the threads and seats of
the hydraulic system. the capscrews with a lithium based chassis
grease (multi-purpose EP NLGI) or a rust
4. For older style pins: Remove four capscrews
preventative grease before installation.
(7, Figure 50-22), hardened washers (8) and
retainer (6) from each tie rod and steering b. Install pin (1), retainer (6), hardened washers
cylinder pin joint. (8) and four capscrews (7) at each tie rod
and steering cylinder pin joint.
For newer style pins: Remove locknut (10,
Figure 50-22), long capscrew (9) and retainer c. Tighten the capscrews to 237 ± 24 N·m (175
(6) from each tie rod and steering cylinder pin ± 18 ft lb) using the tightening sequence
joint. shown in Figure 50-21.
5. Remove pin (1) from each tie rod and steering d. After each capscrew in the pin joint has been
cylinder pin joint. Move the tie rod assembly and tightened, repeat Step c to ensure that the
steering cylinders to a clean work area. proper torque has been maintained.
Bearing spacers (3) are secured by the pin. Take

measures to prevent the spacers from falling
during removal of the pin. Damage to the spacers
and/or personal injury may result.
Bearing replacement
1. Use snap ring pliers to remove bearing seals
(5).
2. Press spherical bearing (4) out of the bore in the FIGURE 50-21. CAPSCREW TIGHTENING
steering cylinder or tie rod end. SEQUENCE
3. Press the new bearing into the bore.
4. Use snap ring pliers to install the bearing seals.
18
3. If the newer style pin is being installed: 4. Unplug and connect the hydraulic and
lubrication lines to their respective ports. Turn
a. Install pin (1), retainer (6), long capscrew (9)
the steering wheel and check for leaks and
and locknut (10) at each tie rod and steering
proper operation.
cylinder pin joint.
5. Perform the toe-in adjustment. Refer to Testing
b. Tighten each locknut to 1 017 ± 102 N·m
and adjusting section Steering, brake and
(750 ± 75 ft lb).
hoist hydraulic system for the procedure.
FIGURE 50-22. STEERING CYLINDER AND TIE ROD INSTALLATION

1. Pin 6. Retainer
2. Sleeve 7. Capscrew
3. Spacer 8. Hardened Washer
4. Spherical Bearing 9. Long Capscrew
5. Bearing Seal 10. Locknut
19
Disassembly and assembly of steering

cylinders
Disassembly 3. Pull rod (10) free of gland (8). Remove O-ring
(6) and backup ring (7). Remove snap ring (11)
1. Remove capscrews (9, Figure 50-23) and the and dust seal (12). Remove packing (13), ring
flat washers. Pull rod (10) and gland (8) out of (14) and bushing (15).
cylinder housing (1).
4. Inspect the cylinder housing, gland, piston and
2. Remove screw (2) and unscrew piston (3) from rod for signs of pitting, scoring and excessive
the rod. Remove wear ring (4), piston ring (5), wear. Clean all parts with fresh cleaning solvent.
O-ring (16) and backup ring (17) from the
piston.
FIGURE 50-23. STEERING CYLINDER ASSEMBLY
1. Housing 6. O-Ring 11. Snap Ring 16. O-Ring

2. Screw 7. Backup Ring 12. Dust Seal 17. Backup Ring
3. Piston 8. Gland 13. Packing
4. Wear Ring 9. Capscrews 14. Ring
5. Piston Ring 10. Rod 15. Bushing
20
Assembly Removal and installation of

NOTE: Lubricate the O-rings with clean Type C-4 steering/brake pump
hydraulic oil before installation.
Removal
1. Install new bushing (15, Figure 50-23), ring (14),
packing (13), dust seal (12), snap ring (11) and
O-ring (6) in gland (8).
2. Install O-ring (16), piston ring (5) and wear ring
(4) on piston (3).
3. Heat backup rings (7) and (17) in 50 - 60 °C lines. Tighten all connections before applying
(122 - 140 °F) water for 3 to 4 minutes. Install pressure.
the backup rings immediately after removing
them from the water, applying pressure evenly Hydraulic oil escaping under pressure can have
around the backup rings. sufficient force to enter a person's body by
4. Slowly push rod (10) through the top of the penetrating the skin and cause serious injury and
gland. Be careful not to damage the dust seal possibly death if proper medical treatment by a
and packing. physician familiar with this injury is not received
5. Apply Loctite No. 262 to the threads of piston immediately.
(3) and screw it onto the rod. Tighten the piston 1. Park the truck on a hard level surface. Turn the
to 294 ± 30 N·m (217 ± 22 ft lb). key switch OFF and allow at least 90 seconds
6. Apply Loctite No. 262 to the threads of screw for the steering accumulators to depressurize
(2). Tighten the screw to 59 - 74 N·m (44 - 55 ft completely. Turn the steering wheel in both
lb). directions to ensure that no oil remains under
7. Coat the piston and the rod with clean Type C-4 pressure. Chock the wheels.
hydraulic oil and carefully install the rod and 2. Drain the hydraulic tank by using the drain
gland assembly into housing (1). Ensure that located on the bottom side of the tank.
backup ring (7) and O-ring (6) are not damaged
during installation. NOTE: Be prepared to contain approximately 947
8. Install capscrews (9) with flat washers. Tighten liters (250 gallons) of hydraulic oil. If the oil is to be
the capscrews evenly to 343 ± 34 N·m (253 ± reused, clean containers must be used with a 3
25 ft lb). micron filtering system available for refill.
9. After steering cylinder is assembled, perform As an alternative to draining the hydraulic oil,
the following tests to verify that performance is install vacuum pump kit (XB0887) on the
within acceptable limits: hydraulic tank to prevent the loss of oil when
disconnecting hydraulic lines.
a. Piston leakage must not exceed 2.5 cm3/min.
(0.15 in3/min.) at 20 700 kPa (3,000 psi), port
to port. 3. Clean the steering pump and surrounding area
carefully to help avoid contamination of
b. Rod seal leakage must not exceed one drop
hydraulic oil when lines are opened.
of oil in eight cycles of operation.
c. Piston break-away force should not exceed
690 kPa (100 psi).
21
4. Disconnect supply hose (2, Figure 50-24) and Installation

steering filter hose (4) at steering/brake pump 1. Install a new O-ring on the pump mounting
(1). Disconnect case drain hose (7) and flange.
unloader feedback hose (3) from the fittings on
the pump housing. Plug all hoses and ports to 2. Ensure that the steering/brake pump splined
prevent oil contamination. coupler is in place inside the hoist pump before
installation.
5. If used, turn off vacuum pump kit (XB0887) after
all hydraulic lines have been plugged. 3. Move steering/brake pump (1, Figure 50-24)
into position. Engage the steering/brake pump
shaft with the hoist pump spline coupler.
4. Install two spacers (6) and capscrews (5). Do
not tighten the capscrews at this time.
5. Align the capscrew holes and install four pump
mounting capscrews (8). Tighten the capscrews
to the standard torque. Now tighten capscrews
(5) to the standard torque.
6. If the hydraulic tank is full of oil, install vacuum
pump kit (XB0887) on the hydraulic tank to
prevent the loss of oil when reconnecting
hydraulic lines.
7. Remove all plugs from the hoses and ports.
Install hoses (2), (3) and (4) on the steering/
brake pump with new O-rings. Tighten the
capscrews securely. Do not connect case drain
hose (7) at this time (see Step 8).
8. Remove the case drain fitting from the top of the
FIGURE 50-24. STEERING PUMP REMOVAL pump housing. Add clean C-4 hydraulic oil to
the pump through the opening until the pump
1. Steering/Brake Pump 6. Spacer housing is full. This may require 2 to 3 liters (2 to
2. Supply Hose 7. Case Drain Hose 3 qt.) of oil.
3. Unloader Feedback Hose 8. Pump Mounting
4. Steering Filter Hose Capscrews 9. Install the case drain fitting and tighten it to the
5. Capscrew 9. Hoist Pump standard torque. Connect case drain hose (7) to
the fitting.
10. If used, turn off vacuum pump kit (XB0887) and
remove the vacuum pump from the hydraulic
tank.
11. Replace the hydraulic filter elements.
The steering pump weighs approximately 113 kg
(250 lb). Use a suitable lifting device that has
sufficient capacity to handle the load safely.
6. Support steering/brake pump (1) and the rear
section of hoist pump (9). Remove two
Use only Komatsu filter elements, or elements
capscrews (5) and spacers (6) from the pump
that meet the Komatsu hydraulic filtration
mount bracket. Remove four pump mounting
specification of Beta 12 = 200.
capscrews (8).
7. Move the steering/brake pump rearward to 12. With the body down and the engine stopped, fill
disengage the drive coupler splines from the the hydraulic tank with clean C-4 hydraulic oil to
hoist pump. Remove the steering/brake pump. the upper sight glass level.
8. Clean the exterior of the pump. Move the pump
to a clean work area for disassembly.
22
13. Loosen the suction (inlet) hose capscrews at the 16. Move the hoist control lever to the FLOAT
pump to bleed any trapped air. Retighten the position.
capscrews to the standard torque. 17. Start the truck engine and operate at low idle for
two minutes. Check for leaks.
If trapped air is not bled from steering pump,

possible pump damage and no output may result.
Do not allow the engine to run with the
14. If required, top off the oil in the hydraulic tank to accumulator bleed down valves in open for
the level of the upper sight glass. longer than two minutes. Excessive hydraulic
15. Fully open brake accumulator bleed down system heating will occur.
valves (1, Figure 50-25) and (3) on the brake
manifold in the hydraulic brake cabinet to allow Do not start any hydraulic pump for the first time
the steering pump to start under a reduced load. after an oil change or pump replacement with the
truck dump body raised. The oil level in the
hydraulic tank may be below the level of the
pump(s), causing extreme pump wear during this
initial pump startup.
18. Turn off the engine. Fully close both brake

accumulator bleed down valves.
19. Verify that the oil level in the hydraulic tank is at
the upper sight glass when the engine is off and
the body is resting on the frame. If the hydraulic
oil level is not visible in the upper sight glass,
add oil as needed.
20. Start the engine and check for proper pump
operation.

(Rear Brake)
2. Automatic Apply Valve
(Front Brake)
23
Disassembly and assembly of NOTE: Stroke adjuster assembly (items 12, 13, 14,
steering/brake pump 15 and 16, Figure 50-26) must be removed before
further disassembly of the control piston.
Disassembly 8. Without disturbing jam nut (16, Figure 50-26),
unscrew gland (15) and remove the stroke
adjuster as a complete assembly.
9. Back out capscrews (1, Figure 50-28), then
remove cap (4).
When disassembling or assembling the pump, 10. Remove bias control spring (1, Figure 50-27).
choose a work area where no traces of dust, sand
or other abrasive particles which could damage Valve plate group
the unit are in the air. Do not work near welding, NOTE: Valve plate (10, Figure 50-28) is a slight press
sand blasting, grinding benches, etc. Place all fit in the pump housing.
parts on a clean surface. To clean parts which
11. Support valve plate (10) from an overhead hoist
have been disassembled, it is important that
using the lifting lug holes that are provided.
clean solvents are used. All tools and gauges
Remove four capscrews (7) from the valve
should be clean before working with these units
plate.
and new, clean, threadless rags should be used
to handle and dry parts. 12. Remove the valve plate from the pump housing
by tapping it away from the housing with a
1. Drain off excess hydraulic oil from the pump mallet until the valve plate pilot diameter is
inlet and discharge ports. It may be necessary disengaged from the case by 6 mm (0.25 in).
to loosen four valve plate capscrews (8, Figure
13. With the weight of the valve plate still
50-28) in order to pull back on the valve plate
suspended from the overhead hoist, slide the
and allow oil to seep out of the case.
valve plate back until it disengages from the
2. Thoroughly clean and dry the outside surface of driveshaft. Set the valve plate aside. Be careful
the pump housing. not to damage the wear face of the valve plate.
NOTE: Depending upon what part or parts are to be 14. To further disassemble the control piston
inspected, it may not be necessary to completely assembly, move control piston (11, Figure 50-
disassemble all components. 27) into sleeve (4) until stop pin (8) contacts the
sleeve. Use a large mallet to drive the piston
Control piston group and sleeve assembly outward from the valve
3. Remove two large plugs (24, Figure 50-26) from plate.
both sides of the pump. 15. When backup ring (5) and O-rings (6) and (7)
4. Control piston (11, Figure 50-27) must be in the are clear of the valve plate, re-extend the
“neutral” position. Control link pin (16) should be control piston. While tipping the assembly
centered in the plug opening. enough to clear the hole, pull the assembly from
5. Use snap ring pliers to remove retaining rings the valve plate.
(14) from both sides of the pin. Remove control 16. Remove pin (18) from the control piston by
link washers (15). pressing or tapping it out through the hole on
6. For handling purposes, insert a 1/4” - 20 UNC the opposite side. Stop pin (8) can be removed
capscrew into the threaded end of control link and control piston (11) can be slipped out of
pin (16). sleeve (4).
17. Remove screws (12, Figure 50-29) and
7. Use a brass rod and hammer to tap on the end
compensator block (10).
opposite the capscrew to remove control link pin
(16). 18. Remove capscrews (6, Figure 50-28) and cover
plate (8).
24
FIGURE 50-26. PUMP FRONT HOUSING

1. Driveshaft 8. Name Plate 15. Gland 22. Seal Retainer
2. Bearing 9. Plug 16. Jam Nut 23. Elbow Fitting
3. Retaining Ring 10. O-ring 17. Pin 24. Plug
4. Retaining Ring 11. Plate 18. O-ring 25. O-ring
5. Lifting Eyes 12. O-ring 19. Pin 26. Shaft Seal
6. Name Plate 13. Stem 20. O-ring
7. Drive Screw 14. O-ring 21. Housing
25
FIGURE 50-27. PUMP ROTATING GROUP

1. Bias Control Spring 8. Stop Pin 15. Washer 22. Roll Pin
2. Seal 9. Backup Ring 16. Pin 23. Roll Pin
3. Piston Ring 10. Cylinder Barrel 17. Control Link 24. Saddle Bearing
4. Sleeve 11. Control Piston 18. Pin 25. Swashblock
5. Backup Ring 12. Fulcrum Ball 19. Dowel Pin 26. Cylinder Bearing
6. O-ring 13. Piston Shoe Assembly 20. Saddle 27. Retainer
7. O-ring 14. Retaining Ring 21. O-ring 28. Retainer Spring
26
Rotating group Driveshaft group

28. Remove retaining ring (3, Figure 50-26). Use a
mallet on the tail shaft to tap driveshaft (1) out
from the front of the pump housing.
29. Remove seal retainer (22) from the pump
The rotating group weighs approximately 14 kg housing. Use a mallet to tap saddle (20, Figure
(30 lb). Be careful not to damage the cylinder 50-27) out from the inside of the pump housing.
wear face or cylinder wear plate face, bearing Saddle bearings (24) can then be easily
diameters or piston shoes. Assistance from removed. O-ring (21) may also be removed at
others and use of proper lifting techniques is this time.
strongly recommended to prevent personal injury
as well.
19. To remove the rotating group, firmly grasp Inspection
cylinder barrel (10, Figure 50-27) and pull the
assembly outward until the cylinder spline
disengages from the driveshaft spline about
63.5 mm (2.5 in.). Then rotate the cylinder barrel
one or two revolutions to break any contact Always wear safety goggles when using solvents
between piston shoe assemblies (13) and the or compressed air. Failure to wear safety goggles
wear face of swashblock (25). could result in serious personal injury.
20. Slide the rotating group off the driveshaft and 1. Clean all parts thoroughly.
out of the pump housing. Place it on a clean,
2. Replace all seals and O-rings with new parts.
protective surface with the piston shoes facing
upward. 3. Check all locating pins for damage and all
springs for cracking and signs of fatigue.
21. Mark each piston, its cylinder bore and location
in shoe retainer for ease of inspection and Control piston group
assembly.
4. Control piston (11, Figure 50-27) must slide
22. Piston/shoe assemblies can be removed
smoothly in sleeve (4).
individually or as a group by pulling upward on
5. The linkage to the cradle should operate
shoe retainer (27).
smoothly but not loosely (with slop). Check the
23. Remove fulcrum ball (12). piston and bore in the sleeve for signs of
24. If retainer springs (28) are removed, mark which scratching and galling. Polish with a fine emery,
spring came from which bore. Each spring must if needed.
be returned to its particular bore upon assembly.
25. Remove two pins (17, Figure 50-26) and pull Valve plate group
cylinder bearing (26, Figure 50-27) straight out 6. Closely examine the mating faces of valve plate
of the pump housing. (10, Figure 50-28) and cylinder barrel (10,
Figure 50-27) for flatness, scratches and
Swashblock group grooves. If the faces are not flat and smooth, the
26. Remove two pins (19, Figure 50-26). Tilt the cylinder side will “lift off” from the valve plate,
bottom of swashblock (25, Figure 50-27) resulting in delivery loss and damage to the
outward and remove the swashblock from the pump. Replace if necessary.
pump case.
27. Saddle bearings (24) can be removed by using
a very short screwdriver or back hammer to pry
them loose, or continue to the next step for
further disassembly which will make their
removal easier.
27
Rotating group A good piston shoe fit will have no end play,
but the shoe may rotate and pivot on the
7. Check all piston shoe assemblies (13, Figure
piston ball. Inspect each shoe face for nicks
50-27) for smooth action in their bores.
and scratches.
8. Check the piston walls and bores for scratches
b. Measure the shoe thickness between
or other signs of excessive wear. (The pistons
retainer (27) and the cradle. All shoes must
should not have more than a few thousandths of
have equal thickness within 0.003 mm
an inch of clearance). Replace if necessary.
(0.0001 in.). If even one piston shoe
9. The piston shoes must pivot smoothly, but the assembly (13) is out of specification, all
end play must not exceed 0.076 mm (0.003 in.). piston shoe assemblies must be replaced.
To check the end play:
c. Inspect cylinder bearing (26) and the
a. Place the square end of the piston on a matching cylinder barrel bearing mating
bench and hold it down firmly. Pull on the end
surface for galling, pitting and roughness.
of the shoe with your other hand and note the
Replace if necessary.
end play.
FIGURE 50-28. PUMP, REAR HOUSING
1. Capscrew 5. Seal 9. O-ring

2. O-ring 6. Capscrew 10. Valve Plate
3. Plug 7. Capscrew 11. Gasket
4. Cap 8. Cover Plate 12. Bearing
28
Swashblock group 11. For saddle bearing (24), compare the thickness
in the wear area to the thickness in a non-wear
10. Inspect swashblock (25, Figure 50-27) for
area. Replace the saddle bearings if the
scratches, grooves, cracks and uneven surface.
difference is greater than 0.102 mm (0.004 in.).
Replace if necessary.
12. Check the mating surface of the swashblock for
NOTE: The wear face is coated with a gray colored,
cracks and excessive wear. Replace if
epoxy-based, dry film lubricant for break-in purposes.
necessary.
Scratching or wearing of this coating is not
detrimental as long as the metal surface underneath 13. Swashblock movement in the saddle and saddle
the coating is not scored or “picked-up”. bearing must be smooth.
FIGURE 50-29. UNLOADER & COMPENSATOR CONTROLS
1. Valve Plate 8. O-Ring 15. Orifice (0.032 in.)

2. O-Ring 9. Orifice (0.062 in.) 16. Compensator
3. O-Ring 10. Compensator Block 17. Screw
4. O-Ring 11. 4-Way Valve 18. Unloader Module
5. Plug 12. Screw 19. O-Ring
6. O-Ring 13. Plug
7. Plug 14. O-Ring
29
Driveshaft group Assembly

14. Remove shaft seal (26, Figure 50-26). NOTE: The procedures for assembling the pump are
15. Check bearing (2) for galling, pitting, binding basically the reverse order of the disassembly
and roughness. Replace if necessary. procedures.
16. Check the shaft and its splines for wear. NOTE: During assembly, install new gaskets, seals,
Replace parts as necessary. and O-rings.
Compensator block and unloader module 1. Apply a thin film of clean grease or hydraulic oil
17. Remove screws (17, Figure 50-29) and to the sealing components to ease the assembly
separate unloader module (18) from procedure. If a new rotating group is used,
compensator block (10). lubricate it thoroughly with clean hydraulic oil.
Apply oil generously to all wear surfaces.
18. Remove 4-way valve (11) and compensator (16)
from the compensator block. Remove all plugs Swashblock group
and orifices (9) and (15). Clean the
2. Press or tap roll pin (22, Figure 50-27) into
compensator block in solvent and inspect all
pump housing (18, Figure 50-26).
passages and orifices for obstructions.
19. Remove the valve from unloader module (18). 3. Use an arbor press to press new shaft seal (26)
Remove the plugs and clean the block into saddle (20, Figure 50-27). Install O-ring (21)
passages. If the valve is inoperative, replace the into the groove in the saddle.
entire unloader module. 4. Press four roll pins (23) into saddle (20) until
they bottom. Then press saddle bearing (24)
Stroke adjuster assembly onto the pins to locate the bearing in the saddle.
20. Measure and record dimension “A” of the stroke
adjuster assembly. See Figure 50-30.
21. Loosen jam nut (4). Separate stem (1) from
gland (3). Remove and discard O-ring (2).
22. Inspect the parts for damage and excessive Be careful not to damage the saddle bearing
wear. surfaces while installing the saddle into the pump
housing.
23. Install new O-ring (2) on stem (1) and
reassemble it to gland (3). Adjust the stem-to- 5. Use a long brass bar and a mallet (or an arbor
gland distance to dimension “A” recorded in press) to install the saddle and bearing
Step 20. Tighten jam nut (4). assembly into the pump housing. Tap or press
only on the area of the saddle that is exposed
between the saddle bearings. Do not tap on
the bearing surfaces. The saddle is fully
seated when a distinct metallic sound is heard
when installing the saddle into the pump
housing.
6. Fasten control link (17) to swashblock (25)
using link pin (16) and two retaining rings (14).
7. Ensure that both dowel pins (19) are pressed
into swashblock (25).
8. Insert the swashblock into the pump housing
until it engages in the saddle bearing. Allow the
swashblock to settle to its lowest natural
position.
FIGURE 50-30. STROKE ADJUSTER ASSEMBLY 9. Retain the swashblock by installing two pins
1. Stem 3. Gland (19, Figure 50-26) and O-rings (20). Once
2. O-ring 4. Jam Nut pinned, ensure that the swashblock strokes
smoothly in the saddle by pulling firmly on the
free end of the control link.
30
Driveshaft group
NOTE: Ensure that the punch marks on cylinder
bearing (26, Figure 50-27) will face toward the shaft
end of the pump.
10. Insert cylinder bearing (26) straight into the The assembled rotating group weighs
pump housing. Ensure that the bearing is approximately 14 kg (30 lb). Assistance from
positioned so that bearing retainer pins (17, others and use of proper lifting techniques is
Figure 6-9) can be inserted in the case and into strongly recommended to prevent personal
the bearing. injury.
11. Install O-rings (18) on pins (17). Install the pins. 21. The rotating group can now be carefully
installed over the end of the driveshaft and into
12. An arbor press is required to install bearing (2,
the pump housing.
Figure 50-26) onto driveshaft (1). Press only on
the inner race of the bearing. Press the bearing 22. When installing the rotating group, support the
until it contacts the shoulder on the driveshaft. weight of cylinder barrel (10) as the cylinder
spline is passed over the end of the driveshaft to
13. Use a 153 mm (6 in.) long sleeve with an inside
avoid scratching or damage.
diameter that is slightly larger than the retaining
ring inside diameter to press retaining ring (4) 23. Push the cylinder barrel forward until the
toward the bearing until it seats in the groove. cylinder spline reaches the driveshaft spline.
Rotate the cylinder slightly to engage the shaft
14. Place seal retainer (22) over shaft seal (26)
splines.
inside pump housing (21). Lubricate the shaft
seal with clean hydraulic oil. 24. Continue to slide cylinder barrel forward until it
encounters cylinder bearing (26). Lifting the
15. Install the entire driveshaft assembly through
driveshaft slightly helps cylinder barrel-to-
the front of the pump housing. A mallet will be
cylinder bearing engagement. Continue pushing
required to install the driveshaft through the
the cylinder forward until the piston shoes
shaft seal.
contact swashblock (25).
16. Once the driveshaft assembly is fully seated in
25. At this point, the back of the cylinder barrel
the pump housing, install retaining ring (3).
should be located approximately 6 mm (0.25 in.)
Rotating group inside the back of the pump housing.
17. Grease the mating surfaces. Place the cylinder Control piston group
assembly on a clean work bench with the valve
26. Install seal (2) and piston ring (3) into their
plate side down.
respective grooves on control piston (11).
18. Assemble the rotating group by inserting
27. Insert the control piston assembly into sleeve
retainer springs (28, Figure 50-27) into the
(4).
same spring bores in cylinder barrel (10) from
which they came. 28. While supporting the control piston, press or slip
in pin (8) and secure it with cotter or roll pin (18).
19. Slide fulcrum ball (12) over the nose of cylinder
barrel (10).
20. Place retainer (27) over the fulcrum ball and
align the holes in the retainer with the
corresponding holes (marked during
disassembly) in the cylinder barrel. Once
aligned, insert piston shoe assemblies (13) into
their corresponding holes.
31
NOTE: The order of piston sleeve seal installation Valve plate group
starts at the widest end of the sleeve. 35. Ensure that bearing (12, Figure 50-28) is in
29. Install backup ring (1, Figure 50-31), O-ring (2) place. Using assembly grease to hold the
and backup ring (3) in rearmost groove on the desired position, place gasket (11) in position on
piston sleeve. Install O-ring (4) and backup ring valve plate (10).
(5) in the remaining groove. 36. In preparation for mating to the pump housing,
support the valve plate assembly from an
overhead hoist using the lifting lug holes that
are provided.
37. Assemble one retainer ring (14, Figure 50-27)
and one washer (15) onto the threaded hole
side of pin (16). Then thread a 1/4” - 20NC
capscrew into the pin to ease holding.
38. Carefully maneuver the valve plate assembly
(supported by overhead hoist) over the
driveshaft and into the pump housing so that the
slot on control piston (11) engages control link
(17).
FIGURE 50-31. O-RING LOCATION ON PISTON 39. With the hole in the control piston lined up with
SLEEVE the hole in the link, carefully insert pin (16).
1. Backup Ring 4. O-ring
2. O-ring 5. Backup Ring
3. Backup Ring
During this next step, be careful to prevent the

NOTE: Ensure that the grooves in sleeve (4, Figure washer and retaining ring from falling into the
50-25) are at the 12 o’clock and 6 o’clock positions pump housing.
when inserted into the valve plate.
40. Install second washer (15) and retaining ring
30. Insert the piston and sleeve assembly into valve (14) onto the pin. Remove the capscrew from
plate (10, Figure 50-28). Install seal (5) in the the pin.
seal groove of control cover cap (4).
NOTE: The valve plate is a slight press fit into the
31. Insert bias control springs (1, Figure 50-27) into pump housing. Ensure that the pilot diameter on the
control piston (11). Use four capscrews (1, valve plate is aligned with the mating diameter on the
Figure 50-28) to fasten the control cover cap to pump housing before assembly.
the rear of the valve plate. Tighten the
41. Insert four capscrews (7, Figure 50-28) and
capscrews evenly to 187 N·m (138 ft lb).
alternately tighten them until the valve plate is
32. Install O-ring (10) in the rear of the valve plate. drawn up to the pump housing. Tighten the
Use four capscrews (6) to fasten cover plate (8) capscrews evenly to 330 N·m (244 ft lb).
over the opening in the valve plate.
42. Install cover plate (8) with new O-ring (9) and
33. Pull the free end of control link (17, Figure 50- capscrews (6).
27) toward the rear of the pump housing until
43. Install O-rings (2, Figure 50-29), (3) and (4) in
the open hole in the link lines up with the open
their proper locations on the top of the valve
ports on the sides of the pump case.
plate. Install compensator block (10) to the
34. Install stroke adjuster assembly (see Figure 50- valve plate with socket head capscrews (12).
30) to hold the swashblock in place. Tighten the capscrews to 21 N·m (183 in lb).
32
44. Install 4-way valve (11) and compensator (16). Removal and installation of steering
45. Install orifice (9) and plug (7) with new O-ring (8) accumulators
in the side of the compensator block. Install
Removal
orifice (15), plug (7) and O-ring (8) in the top of
the compensator block. 1. Park the truck on a hard level surface. Turn the
46. Install the remaining plugs with new O-rings.
47. Install unloader module (18) on the completely. Turn the steering wheel in both
compensator block with new O-rings (19) and directions to ensure that no oil remains under
socket head capscrews (17). Tighten the pressure. Chock the wheels.
capscrews to 10 N·m (88 in lb). 2. Remove cover (1, Figure 50-32). Disconnect the
48. Install plugs (9, Figure 50-26) and (24) and O- electrical wires from nitrogen precharge
rings (10) and (25) in the pump housing. pressure switch (10).
49. Measure the pump rotation torque. The rotation

torque should be approximately 20 N·m (15 ft
lb).
FIGURE 50-32. STEERING ACCUMULATORS

1. Cover 6. Bleed Down Manifold
2. Front Steering 7. Mounting Bracket
Accumulator 8. Oil Line
3. Rear Steering 9. Charging Valve
Accumulator 10. Nitrogen Precharge
4. Mounting Clamp Pressure Switch
5. Flow Amplifier Valve 11. Gas Valve
33
3. Remove the charging valve guard and loosen Disassembly and assembly of steering
the small hex on charging valve (9) three accumulators
complete turns. Depress the valve core until all
nitrogen pressure has been relieved. Disassembly
1. After the accumulator has been removed from
the truck, secure the accumulator body in a
vise, preferably a chain vise. If a standard jaw
vise is used, use brass inserts to protect the
Ensure that only the small swivel hex nut turns. hydraulic port assembly from damage. Clamp
Turning the complete charging valve assembly on wrench flats only when using a jaw vise to
may result in the valve assembly being forced out prevent the accumulator from turning.
of the accumulator by the nitrogen pressure 2. Remove bleed plug (12, Figure 50-35) on
inside. Wear a protective face mask when hydraulic port assembly (2). Use a spanner
discharging nitrogen gas. wrench to remove locking ring (10) from
4. Remove oil line (8) from the bottom of the hydraulic port assembly (2). Use an adjustable
accumulator that is being serviced. Plug the wrench on the flats located on the port assembly
hoses and cover the opening in the accumulator to prevent the port assembly from rotating.
to prevent possible contamination of the system.
3. Remove spacer (9), then push the hydraulic
Do not use a screw-in type plug.
port assembly into the shell.
4. Insert your hand into the accumulator shell and
remove O-ring backup (8), O-ring (7), and metal
backup washer (6). Separate anti-extrusion ring
The accumulator weighs approximately 172 kg (3) from the hydraulic port. Fold the anti-
(380 lb). Use a suitable lifting device with extrusion ring and remove it from the shell (See
adequate capacity to handle the load safely. Figure 50-33).
5. Attach a lifting device to the accumulator.
6. Loosen the capscrews and remove mounting
clamp (4).
7. Raise the accumulator until it is clear of
mounting bracket (7). Move the accumulator to
a clean work area for disassembly.
Installation
1. Lift the accumulator into position it on mounting
bracket (7, Figure 50-32). The accumulator
should be positioned to allow access to
charging valve (9).
2. Secure the accumulator to mounting bracket (7)
using mounting clamps (4), capscrews,
lockwashers and nuts. Tighten the capscrews to
the standard torque. FIGURE 50-33. ANTI-EXTRUSION RING REMOVAL
3. Connect the electrical wiring to nitrogen
precharge pressure switch (10). Reconnect oil
line (8) to the bottom of the accumulator.
4. Precharge both accumulators with pure dry
nitrogen. Refer to Testing and adjusting section
Accumulators and suspensions for the
accumulator charging procedure.
5. Check charging valve (9), precharge switch (10)
and gas valve (11) for leaks using a soap
solution.
34
5. Remove the hydraulic port from the accumulator Cleaning and Inspection
shell. 1. Clean all metal parts with a cleaning agent.
6. To prevent the bladder valve stem from twisting, 2. All seals and soft parts should be wiped clean.
secure it with an appropriate wrench applied to
3. Inflate the bladder to normal size. Wash the
the valve stem flats. Remove gas valve manifold
bladder with a soap solution. If the bladder
(14, Figure 50-35). Then remove nut (5) while
causes bubbles in the soap solution, discard the
still holding the bladder valve stem.
bladder. After testing, deflate the bladder
7. Fold the bladder and pull it out of the immediately.
accumulator shell. A slight twisting motion while
4. Inspect the hydraulic port assembly for damage.
pulling on the bladder reduces the effort
Check the poppet plunger to see that it spins
required (see Figure 50-34). If the bladder is
freely and functions properly.
slippery, hold it with a cloth.
5. Check the anti-extrusion ring and soft seals for
damage and wear. Replace all worn or
damaged seals with original equipment seals.
6. After the shell has been cleaned with a cleaning
agent, check the inside and outside of the shell.
Pay special attention to the area where the gas
valve and hydraulic assembly pass through the
shell. Any nicks or damage in this area could
destroy the accumulator bladder or damage
new seals. If this area is pitted, consult your
Komatsu Service Manager.
FIGURE 50-34. BLADDER REMOVAL DO NOT repair the housing by welding,

machining or plating to salvage a worn area.
These procedures may weaken the housing and
result in serious injury or death to personnel
when pressurized.
35
Assembly 3. With all gas completely exhausted from the

bladder, collapse the bladder and fold it
longitudinally in a compact roll.
4. Install the gas valve on the bladder.
5. Insert the bladder pull rod into the valve stem
Assemble the accumulator(s) in a dust and lint opening and out through the shell fluid port.
free area. Maintain complete cleanliness during Attach the bladder pull rod to the bladder valve
assembly to prevent possible contamination. stem.
6. With one hand, pull the bladder pull rod while
Use only nitrogen that meets or exceeds CGA feeding the bladder into the shell with the other
(Compressed Gas Association) specification G- hand. Slight twisting of the bladder will assist in
10.1 for type 1, grade F. The nitrogen should be this insertion.
99.9% pure. Use only nitrogen cylinders with 7. Once the bladder valve stem has been pulled
standard CGA number 580 connections with the through the valve stem opening in the shell,
appropriate high pressure regulator. install nut (5) by hand. Remove the bladder pull
1. After shell (4, Figure 50-35) has been cleaned rod.
and inspected, place the accumulator shell in a 8. Use a wrench to hold the bladder valve stem on
vise or on a table. the flats, then tighten nut (5) securely.
2. Thoroughly spray the inside of the accumulator 9. If removed, install pressure switch (15) into
shell with 3.1 L (106 oz.) of clean C-4 hydraulic charging valve assembly (11). Tighten the
oil to lubricate and cushion the bladder. Ensure switch to 41 ± 5 N·m (30 ± 4 ft lb). Then install
that the entire internal surface of the shell is valve assembly (11) onto gas valve manifold
lubricated. (14) and tighten it to 18 ± 4 N·m (13 ± 3 ft lb).
FIGURE 50-35. ACCUMULATOR ASSEMBLY
1. Bladder Assembly 7. O-ring 13. Warning Plate

2. Hydraulic Port Assembly 8. O-ring Backup 14. Gas Valve Manifold
3. Anti-Extrusion Ring 9. Spacer 15. Pressure Switch
4. Shell 10. Locking Ring 16. O-ring
5. Nut 11. Charging Valve Assembly
6. Metal Backup Washer 12. Bleed Plug
36
10. If removed, install charging valve assembly (11) 14. Fold anti-extrusion ring (3) to enable insertion
onto gas valve manifold (14). Then tighten into the shell. Once the anti-extrusion ring has
swivel nut (4, Figure 50-36) to 5 N·m (45 in lb). cleared the fluid port opening, place the anti-
extrusion ring on the hydraulic port assembly
If a new charging valve was installed, the valve
with the steel collar facing toward the shell fluid
stem must be seated as follows:
port.
a. Tighten swivel nut (4) to 14 N·m (10 ft lb). 15. Pull the threaded end of the port assembly
b. Loosen the swivel nut. through the shell fluid port until it seats solidly
into position on the shell fluid port opening.
c. Retighten the swivel nut to 14 N·m (10 ft lb).
16. Connect the nitrogen charging kit to the
d. Loosen the swivel nut again. charging valve. With the hydraulic port
e. Finally, tighten the swivel nut to 5 N·m (45 in assembly firmly in place, slowly pressurize the
lb). bladder using dry nitrogen and a sufficient
pressure of approximately 275 - 345 kPa (40 -
50 psi) to hold the port assembly in place so that
both of your hands are free to continue with the
assembly.
17. Install metal backup washer (6) over the
hydraulic port assembly. Push it into the shell
fluid port to bottom it out on the anti-extrusion
ring.
18. Install O-ring (7) over the hydraulic port
assembly. Push it into the shell fluid port until it
bottoms out against metal backup washer (6).
Ensure that the O-ring does not twist.
19. Install O-ring backup (8) over the hydraulic port
assembly. Push it into the shell fluid port until it
bottoms out against O-ring (7).
20. Insert spacer (9) with the smaller diameter of the
shoulder facing the accumulator shell.
FIGURE 50-36. CHARGING VALVE 21. Install locking ring (10) on the hydraulic port
assembly and tighten it securely. This will
1. Valve Cap 6. Valve Body squeeze the O-ring into position. Use an
2. Seal 7. O-ring appropriate wrench on the flats on the port
3. Valve Core 8. Valve Stem assembly to ensure that the unit does not turn.
4. Swivel Nut 9. O-ring
22. Install bleed plug (12) into the hydraulic port
5. Rubber Washer
assembly.
23. Verify that all warning labels are attached to the
shell and that they are legible. Install new labels
11. Install valve cap (1) finger-tight. Install the valve
as required.
cover and tighten the capscrews to 40 N·m (25
ft lb). 24. Precharge the accumulator to 690 - 827 kPa
12. Install new O-ring (16, Figure 50-35) on gas
valve manifold (14). Hold the bladder valve stem
the accumulator charging procedure.
with a wrench and install gas valve manifold
(14) securely. 25. After precharging is completed, install a plastic
cover over the hydraulic port to prevent
13. While holding hydraulic port assembly (2) by the
contamination. Do not use a screw-in type
threaded end, insert the poppet end into the
plug.
shell fluid port. Lay the complete assembly
inside the shell.
37
960E Dump truck

© 2011 KOMATSU
All Rights Reserved
38
CEN50005-05
DUMP TRUCK
960E

960E-1 A30003 - A30026
960E-1K A50003 and up
960E-2 A30027 and up

Suspensions
Removal and installation of front suspension ....................................................................................................... 3
Minor front suspension repairs (lower bearing and seals) .................................................................................. 10
Major front suspension rebuild.............................................................................................................................11
Removal and installation of rear suspension ...................................................................................................... 13
Disassembly and assembly of rear suspension.................................................................................................. 16
1
NOTES
2
Removal and installation of front Removal

suspension 1. Remove the front tire and rim. Refer to
Hydrair®
II suspensions are hydro-pneumatic Disassembly and assembly section Tires,
components containing oil and nitrogen gas. The oil spindles and rear axle.
and gas in the four suspensions carry the gross truck 2. Remove the front wheel hub and spindle. Refer
weight less wheels, spindles and rear axle assembly. to Disassembly and assembly section Tires,
spindles and rear axle.
The front suspension cylinders consist of two basic
components: a suspension housing attached to the 3. Remove the boot clamp and boot from the front
truck frame and a suspension rod attached to the suspension.
front spindle.
Check valves and orifice dampening holes control
suspension travel to provide good ride qualities on
haul roads under loaded and empty conditions.
Wear a face mask or goggles. Make sure that only
The front suspension rods also act as kingpins for the swivel nut turns. Turning the entire charging
steering the truck. valve assembly may result in the valve assembly
being forced out of the suspension by the gas
The suspension cylinder requires only normal care
pressure inside.
when handling as a unit. However, after being
disassembled, these parts must be handled carefully 4. Discharge the nitrogen pressure from the
to prevent damage to the machined surfaces. suspension as follows:
Surfaces are machined to extremely close tolerances a. Remove the cap from charging valve (5,
and are precisely fitted. All parts must be completely Figure 50-1).
clean during assembly.
b. Turn charging valve swivel nut (small hex) (2,
Figure 50-2) counterclockwise three full turns
to unseat the valve seal. Do not turn more
than three turns. Do not turn charging valve
body (large hex) (3).
c. Depress the valve stem until all nitrogen
pressure has been relieved.
5. After all nitrogen pressure has been relieved,
loosen valve body (3) and remove the charging
valve assembly. Discard the O-ring seal.
FIGURE 50-1. SUSPENSION CHARGING VALVE
1. Suspension Housing 4. Vent Plug

FIGURE 50-2. CHARGING VALVE INSTALLATION
2. Cap Structure 5. Charging Valve
3. Pressure Sensor Port 1. Valve Cap 3. Charging Valve Body
2. Swivel Nut (Large Hex)
(Small Hex) 4. Vent Plug
3
6. Place a suitable container under the suspension Installation

cylinder. Remove bottom drain plug (11, Figure 1. Remove all paint, rust, dirt and foreign debris
50-12) and allow the cylinder to drain from the suspension mounting surfaces.
completely. A properly charged front suspension
cylinder contains 113.5 L (30 gal) of oil.
NOTE: Front suspensions are equipped with lower
bearing retainer puller holes. If rod wiper, rod seals,
bearing, O-ring and backup ring replacement is
required, it is not necessary to remove the
suspension from the truck. Refer to "Minor front
suspension repairs (lower bearing and seals)" for
bearing retainer removal and installation.
7. If major suspension rebuild is required, continue
with the removal procedure.
8. Attach a fork truck or suitable lifting device to
the suspension. Secure the suspension to the
lifting device.
FIGURE 50-3. REMOVING DEBRIS
2. Clean and dry the mounting surfaces on both

The front suspension weighs approximately the suspension and the frame. Use a cleaning
3 374 kg (7,438 lb) with oil. Make sure that the agent that does not leave a film after
lifting device has a sufficient capacity to handle evaporation, such as isopropyl alcohol, acetone
the load. or lacquer thinner.
9. Remove upper cap screws (1, Figure 50-4). 3. Inspect the mounting surfaces of the
suspension and frame for damage or wear.
10. Remove four lower outer cap screws (4). Check for the following criteria:
11. Remove four lower cap screws (4) with spacers  Flatness of each surface must be within
(7). 0.25 mm (0.010 in.).
12. Move the suspension to a clean work area for  Surface finish must not exceed 0.635 µm
disassembly. (250 µ in.) roughness average (RA).
13. Discard the suspension mounting cap screws, If measurements are not within specifications,
washers and nuts. contact your Komatsu customer service
manager for further instructions.
4. Clean and dry all suspension mounting
hardware. Use the same cleaning agent that
was used to clean the mounting surfaces.
High tightening torque is required to load the
front suspension mounting cap screws.
Repeated tightening will result in cap screw
fatigue and damage. DO NOT reuse mounting cap
screws, washers and nuts. Replace the hardware
after each use.
Suspension mounting cap screws are specially

hardened to meet or exceed grade 8
specifications. Replace only with cap screws of
correct hardness. Refer to the appropriate parts
book for the correct part numbers.
4
High tightening torque is required to load the The use of dry threads in this application is not
front suspension mounting cap screws. recommended. Due to the high tightening forces
Repeated tightening will result in cap screw required to load these cap screws, dry threads or
fatigue and damage. DO NOT reuse mounting cap threads lubricated with anti-seize compounds
screws, washers and nuts. Replace the hardware may result in damage. Only use the approved
after each use. lubricant specified below.
Suspension mounting cap screws are specially

hardened to meet or exceed grade 8 5. Lubricate the cap screw threads, cap screw
specifications. Replace only with cap screws of head seats, washer faces and nut seats with 5%
correct hardness. Refer to the appropriate parts molybdenum-disulphide grease.
book for the correct part numbers. 6. Identify and separate the hardware according to
location on the suspension. Refer to Figure 50-
4.
FIGURE 50-4. HARDWARE IDENTIFICATION
1. Cap Screw - 1 1/2" - 6NC x 6 1/2" (G8)

2. Flat Washer - 1 1/2" (G8)
3. Nut - 1 1/2" - 6NC (G8)
4. Cap Screw - 1 3/4" - 5NC x 14 1/2" (G8)
5. Flat Washer - 1 3/4" (G8)
6. Nut - 1 3/4" - 5NC (G8)
7. Spacer
8. Shear Key
9. Part Of Frame
5
7. The hardened flat washers used on the front 8. Lift the front suspension into position on the
suspensions are punched during the frame. The weight of each front suspension
manufacturing process. Assemble the cap cylinder is approximately 3 374 kg (7,438 lb)
screws and washers and position the punched with oil.
lip away from the cap screw head to prevent 9. Install the mounting hardware and the shear
damage. Refer to Figure 50-5. key. Install the shear key flush with the side face
of the suspension.
Install one washer under each cap screw head
and one washer under each nut (where
applicable).
10. Tighten all of the hardware to 1 356 ± 136 N·m
(1,000 ± 100 ft lb) in the sequence shown in
Figure 50-7. This ensures that the suspension
has been seated properly on the frame. Use a
properly calibrated torque wrench to ensure
accuracy.
NOTE: Do not exceed 4 rpm tightening speed. Do not
hammer or jerk the wrench while tightening.
FIGURE 50-5. FLAT WASHER ORIENTATION
1. Hardened Flat Washer 2. Cap Screw

Failure to tighten all cap screws to the proper
torque and in the proper sequence could affect
the integrity of the joint.
FIGURE 50-6. SUSPENSION INSTALLATION
6
12. Charge the front suspension with dry nitrogen to

fully extend the suspension piston before
installing the front wheel hub and spindle. Refer
to Testing and adjusting section Accumulators
and suspensions.
13. Install spindle, wheel and tire. Refer to
14. Service the front suspensions. Refer to Testing
and adjusting section Accumulators and
suspensions for the oiling and charging
procedure.
15. Install the suspension boot and secure it with
the boot clamp.
Inspection
Visual inspections of the bolted joints are necessary
after the truck has been released for use. Inspect the
joints at each front suspension at the following
intervals: 8 hours, 50 hours, 250 hours, and 500
hours.
If the reference lines on the hardware (Figure 50-9
and Figure 50-11) have remained in alignment, the
trucks may remain in use.
If at least one of the cap screws has shown signs of
movement, the truck must be taken out of service.
The suspension mounting cap screws must be
removed, cleaned, and inspected. If any cap screws
FIGURE 50-7. TIGHTENING SEQUENCE MAP have any signs of damage, replace all cap screws.
Install the cap screws again according to this
installation procedure.
11. The mounting cap screws now must be loos-
ened one at time and then tightened one at time
by turning the hardware by a specified number
of degrees. This is known as angle advance.
Use the map shown in Figure 50-7 for the
proper tightening sequence. Refer to the angle
advance methods on the following pages for the
proper tightening procedures.
The capscrews at the upper mounting joint

require a different tightening procedure than the
capscrews at the lower mounting joint. It is
important to refer to the correct procedure as
each capscrew is tightened in sequence.
7
Upper mounting joint - 60° advance 5. Make new reference lines along the cap screw,
nut and frame at the rear of the joint as shown in
1. Loosen the cap screw. All other cap screws
Figure 50-9. These reference lines will be used
must remain tightened.
to verify the cap screws have maintained their
2. Tighten the cap screw to 95 N·m (70 ft lb). torque.
NOTE: Do not exceed 4 rpm tightening speed. Do not NOTE: If for any reason these fasteners need to be
hammer or jerk the wrench while tightening. checked for tightness after completing this
3. Mark a corner of the cap screw head with a procedure, replace all the hardware and repeat the
paint marker as shown in Figure 50-8. Draw a entire process.
reference line on the suspension surface next to
the marked corner on the cap screw. Draw a
reference line on the suspension 60 degrees in
advance of the marked corner on the cap screw.
4. Advance the cap screw to the 60° advance
mark. Hold the nut at the rear of the joint
stationary while tightening.
FIGURE 50-9. MAKING REFERENCE LINES

FIGURE 50-8. 60 DEGREE ADVANCE
8
Lower mounting joint - 90° advance 5. Make new reference lines along the cap screw,
nut and frame at the rear of the joint as shown in
1. Loosen the cap screw. All other cap screws
Figure 50-9. For the four cap screws with
must remain tightened.
spacers, refer to Figure 50-11. These reference
2. Tighten the cap screw to 475 N·m (350 ft lb). lines will be used to verify the cap screws have
NOTE: Do not exceed 4 rpm tightening speed. Do not maintained their torque.
hammer or jerk the wrench while tightening. NOTE: If for any reason these fasteners need to be
3. Mark a corner of the cap screw head with a checked for tightness after completing this
paint marker as shown in Figure 50-10. Draw a procedure, replace all the hardware and repeat the
reference line on the suspension surface (or entire process.
frame) next to the marked corner on the cap
screw. Draw a reference line on the suspension
surface (or frame) 90 degrees in advance of the
marked corner on the cap screw.
4. Advance the cap screw to the 90° advance
mark. Hold the nut at the rear of the joint (where
applicable) stationary while tightening.
FIGURE 50-11. MAKING REFERENCE LINES
FIGURE 50-10. 90 DEGREE ADVANCE
9
Minor front suspension repairs (lower 5. Install the spindle, wheel and tire. Refer to
bearing and seals) Disassembly and assembly section Wheels,
If only rod wiper, rod seals, bearing, O-ring and
backup rings are to be replaced, refer to the following
steps.
Lower bearing retainer removal

1. Remove the spindle, wheel and tire. Refer to
2. Remove capscrews (1, Figure 50-12), hardened
washers (2) and retainer plate (4). Install pusher
bolts into the tapped holes in the retainer flange.
3. Tighten the pusher bolts evenly and prepare to
support the lower bearing retainer as it exits the
suspension housing. Remove lower bearing
retainer (3).
4. Remove wiper seal (5), double lip seal (6),
buffer seal (7), O-ring (8), backup ring (9) and
lower bearing (10).
Lower bearing retainer installation
When installing backup rings with double lip seal

(6) and buffer seal (7), ensure that the radius is
positioned toward the seal and the white dot is
positioned away from the seal.
1. Install new buffer seal (7, Figure 50-12), double
lip seal (6) and wiper seal (5). Install retainer
plate (4).
2. Install new O-ring (8) and backup ring (9) in
their appropriate grooves in lower bearing
retainer (3). Install new lower bearing (10).
NOTE: Backup rings must be positioned toward the
flange of the bearing retainer as shown in Figure 50-
13.
3. Install temporary guide bolts to ensure bolt hole
alignment as the lower bearing retainer is FIGURE 50-12. FRONT SUSPENSION
seated. Lift lower bearing retainer (3) into place
and carefully start it into the suspension 1. Capscrew 6. Double Lip Seal
housing. 2. Hardened Washer 7. Buffer Seal
4. Install hardened washers (2) and capscrews (1). 3. Lower Bearing 8. O-Ring
Tighten the capscrews to 678 N·m (500 ft lb). Retainer 9. Backup Ring
4. Retainer Plate 10. Lower Bearing
5. Wiper Seal 11. Drain Plug
10
Major front suspension rebuild Assembly

NOTE: All parts must be completely dry and free of
Disassembly
foreign material. Lubricate all interior parts with clean
NOTE: Contact your Komatsu distributor for any Hydrair II suspension oil. Refer to Testing and
Hydrair II suspension repair information that is not adjusting section Accumulators and suspensions.
covered in this shop manual.
1. With the suspension housing and piston held in
a vertical position (end cap up), remove
capscrews (1, Figure 50-14) and hardened
washers (2). Attach a hoist to end cap structure
(16) and lift the end cap out of suspension Be careful not to damage the machined or plated
housing (6) until piston stop (12) contacts upper surfaces, O-rings or seals when installing the
bearing retainer (5). Support the lower end of piston assembly.
the piston and remove capscrews (3) and 1. Install new buffer seal (7, Figure 50-12), double
hardened washers (4). Lift the end cap and lip seal (6) and wiper seal (5). Install retainer
bearing retainer from the housing. plate (4).
2. Remove roll pin (10), nut (11), piston stop (12)
and key (13). Separate the cap and bearing.
Remove O-rings and backup rings (15).
Remove bearing (14).
3. Attach a lifting device to piston (7) and carefully
lift it out of the housing. When installing backup rings with double lip seal
4. Rotate the suspension 180 degrees. (6) and buffer seal (7), ensure that the radius is
positioned toward the seal and the white dot is
NOTE: Steel balls (9) will fall free when the housing is positioned away from the seal.
rotated.
2. Install new O-ring (8) and backup ring (9) in
5. Remove capscrews (1, Figure 50-12), hardened their appropriate grooves in lower bearing
washers (2) and retainer plate (4). Install pusher retainer (3).
bolts and remove lower bearing retainer (3).
NOTE: The backup rings must be positioned toward
6. Remove wiper seal (5), double lip seal (6),
the bearing retainer bolt flange with the concave side
buffer seal (7), O-ring (8), backup ring (9) and
toward the O-ring as shown in Figure 50-13.
lower bearing (10).
3. Install new lower bearing (10) into the lubricated
bearing retainer. Install hardened washers (2)
and capscrews (1). Tighten the capscrews to
678 N·m (500 ft lb).
4. Install new backup rings and O-rings (15, Figure
50-14) in the end cap grooves. Backup rings
must be positioned toward the flange on the end
cap.
5. Install new upper bearing (14) on upper bearing
retainer (5).
6. Slide upper bearing retainer (5) over the rod of
cap structure (16).
FIGURE 50-13. BACKUP RING REPLACEMENT

1. O-Ring 3. Lower Bearing
2. Backup Ring Retainer
11
7. Install key (13) and piston stop (12) on the cap

structure rod. Ensure that the piston stop is fully
seated against the rod shoulder. Install locknut
(11) against the piston stop. Tighten locknut
one-half turn further until the hole for rollpin (10)
is in alignment. Install the rollpin.
8. Attach a lifting device to top side of the end cap
assembly. Lower the end cap onto piston (7).
Insert steel balls (9) in the holes in the piston
before fully seating the bearing on top of the
piston. A small amount of petroleum jelly will
prevent the balls from dropping out during
assembly.
9. Install upper bearing retainer (5) onto the piston
rod. Secure the bearing in place with new
capscrews (3) and hardened washers (4).
Tighten the capscrews to 678 N·m (500 ft lb).
NOTE: Always use new capscrews (3, Figure 50-14)
during assembly. Used capscrews will be stressed
and fatigued because of loads imposed on these
capscrews during operation.
10. Apply a light coating of petroleum jelly to the
seals, wiper and bearings. With the suspension
housing in a vertical position, carefully lower the
piston rod and end cap assembly into the bore
of the cylinder housing to its fully retracted
position.
11. Install hardened washers (2) and capscrews (1).
Tighten the capscrews to 678 N·m (500 ft lb).
12. Install drain plug (11, Figure 50-12) and tighten
to 17 N·m (13 ft lb).
NOTE: If the suspension is to be stored, put in one
liter (two pints) of a rust preventive oil. This oil must
be drained when the suspension is put into service. FIGURE 50-14. PISTON ROD REMOVAL
13. Install the charging valve with a new O-ring. 1. Capscrew 9. Steel Ball (2 each)
Lubricate all O-rings with clean Hydrair II oil 2. Hardened Washer 10. Rollpin
before threading the charging valve into the end 3. Capscrew 11. Nut
cap. Tighten valve body (large hex) (3, Figure 4. Hardened Washer 12. Piston Stop
50-2) to 23 N·m (17 ft lb). 5. Upper Bearing 13. Key
Retainer 14. Upper Bearing
14. Pressure test the suspension. Refer to the
6. Housing 15. O-Ring and Backup
7. Piston Ring
and suspensions.
8. Mounting Holes 16. Cap Structure
15. After a successful pressure test, add
approximately 107.1 liters (28.3 gallons) of
suspension oil.
16. Apply rust preventative grease to any exposed
machined surfaces.
12
Removal and installation of rear

suspension
The Hydrair® II suspensions are hydro-pneumatic The suspension cylinder requires only normal care
components containing oil and nitrogen gas. The oil when handling as a unit. However, after being
and gas in the four suspensions carry the gross truck disassembled, these parts must be handled with
weight less wheels, spindles and final drive extreme care to prevent damage to the machined
assembly. surfaces. Surfaces are machined to extremely close
The rear suspension cylinders consist of two basic tolerances and are precisely fitted. All parts must be
components: a suspension housing attached to the completely clean during assembly.
frame and a suspension rod attached to the rear axle
housing.
FIGURE 50-15. REAR SUSPENSION
1. Suspension Cylinder 3. Mounting Pin

2. Mud Flap
13
Removal 2. Discharge the nitrogen pressure from the

suspension as follows:
a. Remove charging valve cap (1, Figure 50-
Table 1: TOOL LIST FOR SUSPENSION PIN 16).
REMOVAL
b. Loosen swivel nut (small hex) (4) on the
Part Number Description Quantity charging valve and turn it counterclockwise
three full turns to unseat the valve seal. Do
EJ2847 Pin Removal Tool 2
not turn more than three turns. Do not turn
EJ2848 Cylinder 1 valve body (large hex) (6).
EJ2849 Hand Pump 1 c. Connect the charging kit.
EJ2850 Shackle 2
MM0093 Capscrew - M16 x 2 x 70 4
Wear a face mask or goggles. Make sure that only

1. Remove capscrews, washers, and mud flap (2, the swivel nut turns. Turning the entire charging
Figure 50-15) from the suspension. valve assembly may result in the valve assembly
being forced out of the suspension by the gas
pressure inside.
3. If necessary, charge the suspension to be
removed with dry nitrogen until the rod is
exposed approximately 127 mm (5 in.).
4. Place stands or cribbing under the truck frame
at each hoist cylinder mount.
5. Open the valve on the suspension charging kit
to release nitrogen from the suspension.
Disconnect the charging kit.
6. Disconnect the lubrication lines and the
pressure sensor cable.
7. Position a fork lift under the suspension housing
above the lower mounting pin. Secure the
suspension to the fork lift.
FIGURE 50-16. CHARGING VALVE

The rear suspension weighs approximately 954
1. Charging Valve Cap 6. Valve Body kg (2,103 lb) with oil. Make sure that the lifting
2. Seal 7. O-Ring device has a sufficient capacity to handle the
3. Valve Core 8. Valve Stem load.
4. Swivel Nut 9. O-Ring
5. Rubber Washer
NOTE: The mounting arrangement for the top and
bottom pins is identical.
8. Remove locknuts (4, Figure 50-18), flat washers
(3) and shoulder bolts (2) at upper and lower
pins (5) just on the suspension cylinder to be
removed.
14
9. Install pin removal tool (1, Figure 50-17) to each

lower pin using the capscrews listed in Table 1.
Tighten the capscrews to 240 ± 24 Nm (177 ±
17 ft lb).
10. Attach both shackles (2) to cylinder (3). Do not exceed 10 tons of force when applying
pressure to the cylinder. Damage to the tool or
11. Attach each shackle to the pin removal tool, as
suspension components may result, as well as
shown.
personal injury to maintenance personnel.
12. Apply pressure to the cylinder using the hand
pump (not shown).
13. When the cylinder reaches the end of its stroke,
remove one of the shackles from the cylinder
and connect the cylinder shackle directly to the
pin removal tool. This is necessary to pull the
pin the remaining distance.
14. Remove pin (5, Figure 50-18) from the lower
mounting.
NOTE: Spacers (7) will fall free.
15. Install the tool on the upper pin and repeat the
pin removal process.
16. If it is necessary to remove the remaining rear
FIGURE 50-17. REAR SUSPENSION PIN suspension cylinder, insert the pins back into
REMOVAL TOOL the upper and lower mountings. Secure the pins
1. Pin Removal Tool 3. Cylinder using shoulder bolts (2), flat washers (3) and
2. Shackle locknuts (4), and repeat the removal process for
the remaining cylinder.
17. Remove the cylinder from the truck.
FIGURE 50-18. REAR SUSPENSION CYLINDER PIN INSTALLATION

1. Suspension Cylinder 4. Locknut 7. Spacer
2. Shoulder Bolt 5. Pin 8. Retaining Ring
3. Flat Washer 6. Sleeve 9. Bearing
15
Installation Disassembly and assembly of rear

1. Inspect mounting bore sleeves (6, Figure 50- suspension
18) and the bearing spacers for damage and
Disassembly
wear. Check the fit of the pins in the bores
before installing the suspension. Replace worn 1. Place the suspension in a fixture with the rod
or damaged parts. end down.
2. Secure the suspension to the fork lift and raise it NOTE: The fixture should allow the suspension to be
into position. The suspension assembly must be rotated 180° vertically.
retracted as far as possible before installation.
3. Position the top suspension eye and spherical
bearing between the ears on the frame, as
shown in Figure 50-18. Orient the cylinder so
that the charging valve faces the opposite
suspension cylinder, as shown in Figure 50-15. To avoid possible injury, wear a face mask or
goggles while relieving nitrogen gas pressure.
4. Lubricate all pin-to-bearing and pin-to-sleeve
contact surfaces with anti-seize compound.
Lubricating the pin surfaces aids in removal and 2. Depress the charging valve stem to ensure that
installation, as well as prevention of rust and all nitrogen gas pressure has been released
corrosion. before removing the charging valve.
5. Align the hole in pin (5, Figure 50-18) with the 3. Remove cover (16, Figure 50-19) and charging
hole in the mounting bore. Drive in the pin far valve (17). Remove and discard the charging
enough to hold the pin in position. valve O-ring.
6. Insert bearing spacer (7) and continue to drive 4. Remove pressure sensor (15).
in the pin through the spherical bearing. Insert 5. With the suspension in a vertical position (piston
the remaining spacer and continue to drive in rod down), remove drain plug (18) and allow the
the pin until the hole in the axle housing is suspension oil to drain. A properly charged rear
aligned with the hole in the pin. suspension cylinder contains 54.5 L (14.4 gal)
7. Install shoulder bolt (2), flat washer (3) and of oil.
locknut (4). If further alignment of the holes is 6. Rotate the cylinder 180 degrees. Remove
necessary, install a pin removal tool onto the capscrews (6) and washers (7). Lift piston rod
pin. Use the tool and a large pipe wrench or (9) from housing (1).
other suitable device to align the holes. Tighten 7. Remove bearing retainer (5) from the piston.
the locknut to 68 N·m (50 ft lb). Remove bearing (4). Remove the seals, the O-
8. Adjust the piston rod height until the lower ring and backup ring from bearing retainer (5).
mount bearing aligns with the bore in the rear Discard the O-ring and backup ring.
axle housing, and repeat the above procedure 8. Remove bearing (3) from the piston.
to install the bottom pin. Mounting components
10. If spherical bearings (9, Figure 50-18) require
in the top and bottom joints are identical.
replacement, remove retaining rings (8) and
9. Install the nitrogen charging kit, and add press the bearing from the cylinder bore.
nitrogen to raise the frame off the stands or
cribbing. A lifting device may also be used.
10. Connect the lubrication lines and the pressure
sensor.
11. Service the suspension. For instructions, refer to
and suspensions.
12. Install mud flap (2, Figure 50-15) with the
capscrews, flat washers, and lockwashers.
16
Cleaning and Inspection Assembly

1. Clean all parts thoroughly in fresh cleaning NOTE: Assembly must be performed in a clean, dust
solvent. Use a solvent that does not leave a film free work area. All parts must be completely clean,
after evaporation such as trichlorethylene, dry and free of rust or scale. Lubricate all interior
acetone or lacquer thinner. parts and bores with fresh suspension oil. Refer to
the Testing and adjusting section Accumulators and
suspensions.
1. If removed, install spherical bearing (9, Figure
50-18) in the eye of the piston rod and cylinder
housing.
When using cleaning agents, follow the solvent
manufacturer's instructions. 2. Install retaining rings (8) to secure the bearings.
3. Install wiper seal (12, Figure 50-19), double lip
2. Dry all parts completely using only dry, filtered seal (11), buffer seal (10), O-ring (13) and
compressed air and lint free wiping materials. backup ring (14) onto bearing retainer (5).
3. Inspect all parts for evidence of wear or NOTE: Refer to the seal installation illustration and
damage. Inspect plated surfaces for scratches, details in Figure 50-19 for proper orientation.
nicks or other defects. Replace or repair any 4. Install rod bearing (4).
damaged parts.
5. Slide piston bearing (3) onto the lubricated
NOTE: Contact your local Komatsu distributor for piston rod.
repair information and instructions not covered in this 6. With the lubricated housing (1) held in a vertical
manual. position, slide the piston assembly partially into
the housing. Slide retainer (5) onto the housing
and fasten with capscrews (6) and washers (7).
Tighten the capscrews to standard torque. Use
care during piston installation to prevent
damage to machined and chrome surfaces.
NOTE: If the suspension is to be stored, fill with one
liter (two pints) of a rust preventive oil. This oil must
be drained when the suspension is put back into
service.
7. Install a new O-ring onto the charging valve,
and install the charging valve onto the cylinder.
Tighten the large hex of the charging valve to 23
N·m (17 ft lb).
If a new charging valve is being used, tighten
the swivel nut to 15 N·m (11 ft lb), then loosen
Loosen the swivel nut again, then retighten it to
6 N·m (50 in lb). Install the valve cap finger-
tight.
8. Install the charging valve, pressure sensor, and
plugs.
9. Install cover (16) onto the suspension.
10. Pressure test the suspension. Refer to the
and suspensions.
17
FIGURE 50-19. REAR SUSPENSION ASSEMBLY

1. Housing 7. Hardened Washer 13. O-ring
2. Vent Plug 8. Mud Flap 14. Backup Ring
3. Piston Bearing 9. Piston Rod 15. Pressure Sensor
4. Rod Bearing 10. Rod Buffer Seal 16. Cover
5. Bearing Retainer 11. Rod Double Lip Seal 17. Charging Valve
6. Capscrew 12. Wiper Seal 18. Drain Plug
18
NOTES
19
960E Dump truck

© 2011 KOMATSU
All Rights Reserved
20
CEN50006-03
960E

960E-1 A30003 - A30026
960E-1K A50003 and up
960E-2 A30027 and up

Hoist circuit
Removal and installation of hoist pump ................................................................................................................ 3
Disassembly and assembly of hoist pump............................................................................................................ 5
Removal and installation of hoist valve ............................................................................................................... 13
Disassembly and assembly of hoist valve .......................................................................................................... 14
Overcenter valve manifold service...................................................................................................................... 21
Removal and installation of hoist pilot valve ....................................................................................................... 22
Disassembly and assembly of hoist pilot valve................................................................................................... 23
Removal and installation of hoist cylinders ......................................................................................................... 25
Disassembly and assembly of hoist cylinders..................................................................................................... 27
1
NOTES
2
Removal and installation of hoist pump

Removal
NOTE: The hoist pump can be removed without
removing the steering/brake pump from the truck if
desired.
1. Shut down the truck properly. Refer to Index
and foreword section Operating instructions
for the shutdown procedure.
2. If necessary, drain the hydraulic tank by using
the drain valve on the bottom of the tank.
3. Remove the rear axle blower duct to allow the
hoist pump to be lowered from the pump mount
bracket for removal. Remove the duct support
bracket.
FIGURE 50-1. HOIST PUMP REMOVAL

Always maintain complete cleanliness when 1. Pump Outlet Hoses 5. Steering/Brake Pump
opening any hydraulic connection. Ensure that all 2. Capscrews 6. Pump Mount Bracket
system lines and components are capped while 3. Hoist Pump 7. Outlet Hose
the component is removed from the truck. 4. Mounting Capscrews
4. Loosen the capscrews that secure the inlet
hoses and outlet hoses to hoist pump (3, Figure
50-1). Allow the oil to drain into a suitable 8. Remove four capscrews (2) that secure the
container. hoist pump to the front support bracket. Remove
5. Remove the inlet and outlet hoses. Cap or cover the six capscrews that secure pump mount
all lines and pump inlets and outlets to prevent bracket (6) to the pump module support.
contamination. Remove the pump mount bracket.
6. Remove the capscrews that secure the hoist 9. Ensure that the lifting and support devices are in
pump drive flange to the driveshaft. place on both pumps. Loosen (but do not
remove) the rear support bracket capscrews
holding steering/brake pump (5). Lower the
pumps, allowing the hoist pump to come down
farther than the steering/brake pump.
The hoist pump weighs approximately 140 kg 10. Remove four steering/brake pump mounting
(310 lb). The hoist pump and steering/brake pump capscrews (4). Slide the hoist pump forward to
combined weigh approximately 254 kg (560 lb). disengage the splines of coupling (9, Figure 50-
Use a suitable lifting device that can handle the 2) from the steering/brake pump.
load safely.
11. Move the hoist pump to a clean work area for
7. Attach a suitable lifting device to the hoist pump. disassembly.
Attach a support to the front end of steering/
brake pump (5) to hold it in place during removal
of the hoist pump.
3
FIGURE 50-2. HOIST PUMP INSTALLATION

1. Hoist Pump 6. Bearing Plate 11. Steering/Brake Pump 14. Compensator
2. Nut and Washer 7. O-Ring 12. Pump Case Return Adjustment
3. Dowel 8. Transition Plate Fitting (Pump Drain) 15. Unloader Adjustment
4. O-Ring 9. Coupling 13. Inlet Port 16. O-Ring
5. Capscrew 10. Capscrew 17. Nut
Installation 4. Use the capscrews, lockwashers and nuts to

attach the front support bracket to the pump
NOTE: The following procedure assumes that the
module support and to the pump. Tighten the
steering/brake pump is already installed on the truck.
capscrews to the standard torque.
1. Install O-ring (16, Figure 50-2) on transition 5. Use the capscrews, lockwashers and nuts to
plate (8). Install coupling (9) on hoist pump (1). connect the pump drive flange to the driveshaft.
Tighten the capscrews to the standard torque.
6. Tighten the capscrews for pump mount bracket
(6, Figure 50-1) to the standard torque.
The hoist pump weighs approximately 140 kg 7. Uncap the inlet and outlet hoses and attach
(310 lb). The hoist and steering pump together them to the pumps with new O-rings. Tighten
weigh approximately 254 kg (560 lb). Use a the capscrews securely.
suitable lifting or support device that can handle 8. Fill the hydraulic tank with clean hydraulic oil.
the load safely. 9. To bleed any trapped air, loosen the capscrews
2. Attach a suitable lifting device to the hoist pump. on the suction hoses at the pump, then loosen
Move the pump into position for installation. the capscrews on the pressure hoses at the
3. Lubricate the steering/brake pump spline shaft pump. Tighten all capscrews securely.
and align it with coupling (9). Install the hoist NOTE: If trapped air is not bled from steering pump,
pump onto the steering/brake pump using possible pump damage and no output may result.
capscrews (10) with hardened washers. Tighten
the capscrews to the standard torque. Raise the 10. Install the blower duct and support bracket.
pumps into position.
4
Disassembly and assembly of hoist pump 4. Remove nuts (17). Remove bearing plate (6)
with transition plate (8) and O-ring (16).
Disassembly
5. Remove the capscrews that secure the bearing
NOTE: As parts are removed, they should be laid out plate to the transition plate. Remove O-ring (7).
in a group in the same order in which they are Remove the dowels if they are damaged or if
removed. replacement of the transition plate is necessary.
1. Clean the exterior of the pump assembly 6. Remove connector plate (9, Figure 50-3). If the
thoroughly. If the steering/brake pump is connector plate is stuck, tap it lightly with a
attached, remove capscrews (10, Figure 50-2) plastic hammer to loosen it. Remove O-ring (8)
and pull the steering/brake pump free of and steel rings (10) and (14). Remove dowels
transition plate (8). Remove O-ring (16). (6) if they are damaged or if the connector plate
must be replaced.
2. Remove and inspect coupling (9). Remove and
discard the internal snap ring, if installed. 7. Remove backup ring (15), O-ring and retainer
Remove dowels (3) if they are damaged or if (16), and isolation plate (17). Grasp drive gear
replacement of the bearing plate is necessary. (12) and idler gear (11) and pull straight up and
out of the bore of gear plate (5). Remove
3. Support the pump by placing it on wood blocks
pressure plate (18) from gears.
with the input driveshaft pointing downward.
Match mark each section nearest the input drive 8. Remove gear plate (5) and pressure plate (19).
gear to aid in reassembly. Remove the steel rings, backup ring, O-ring,
and retainer, and isolation plate. Remove O-
rings (3) and (4).
FIGURE 50-3. HOIST PUMP DISASSEMBLY (Rear Section)

1. O-ring 7. Stud 13. Bearings 19. Pressure Plate
2. Bearing Plate 8. O-ring 14. Steel Ring 20. Dowels
3. O-ring 9. Connector Plate 15. Backup Ring 21. Coupling
4. O-ring 10. Steel Ring 16. O-ring and Retainer 22. Snap Ring
5. Gear Plate 11. Idler Gear 17. Isolation plate 23. O-ring
6. Dowel 12. Drive Gear (Rear) 18. Pressure Plate
5
9. Remove bearing plate (2). Remove O-ring (23) 11. Remove steel rings (13), backup ring (14), O-
and stud O-rings (1). Remove dowels (20) if ring and retainer (15), and isolation plate (17).
they are damaged or if replacement of the Remove dowels (16) if they are damaged or if
bearing plate is necessary. replacement of bearing plate (10) is necessary.
10. Remove coupling (21). Remove snap ring (22) 12. Unscrew studs (12) and remove them. Remove
if it is damaged or if replacement is necessary. flange (5). If the flange is stuck, tap it lightly with
NOTE: Disassembly of the rear pump section is now a plastic hammer to loosen it. Remove O-ring
complete. Do not remove studs (12, Figure 50-4) at (8). Remove dowels (6) if they are damaged or if
this time as the studs serve as guides for replacement of flange (5) or gear plate (7) is
disassembly. necessary.
10. Remove bearing plate (10, Figure 50-4). If the 13. Remove the steel rings, backup ring, O-ring and
bearing plate is stuck, tap it lightly with a plastic retainer. Remove drive gear (1) and idler (3)
hammer to loosen it. Remove O-rings (9) and from gear plate (7). Remove both pressure
(11). plates (18).
FIGURE 50-4. HOIST PUMP DISASSEMBLY (Front Section)
1. Drive Gear and Shaft 8. O-ring 15. O-ring and Retainer

2. Seal 9. O-ring 16. Dowel
3. Idler Gear 10. Bearing Plate 17. Isolation Plate
4. Steel Ball 11. O-ring 18. Pressure Plate
5. Flange 12. Studs 19. Plug
6. Dowel 13. Steel Rings 20. Seal
7. Gear Plate 14. Backup Ring 21. Snap Ring
6
FIGURE 50-5. PREPARATION FOR SEAL

REMOVAL
1. Flange 3. Wood Blocks
2. Bearings
14. To aid in removal of the outboard shaft seal,

place flange (1, Figure 50-5) on two small wood
blocks (3).
15. Remove inboard shaft seal (20, Figure 50-4)
and snap ring (21) from the flange bore.
16. Use a hammer and punch to tap outboard shaft
seal (2) out of the flange bore (see Figure 50-6).
Be careful not to mar, scratch or damage the FIGURE 50-6. SHAFT SEAL REMOVAL
seal bore surface or bearings.
17. After the shaft seals and snap ring have been 1. Flange 3. Bearings
removed, clean the bore thoroughly. If 2. Punch
necessary, the bore may be smoothed with
number 400 emery paper only.
7
Inspection NOTE: Installing a new bearing in the flange,

connector plates or bearing plate is not
1. Inspect the gear bores in both gear plates (2,
recommended due to close tolerances and special
Figure 50-7). During the initial break-in, the
tooling required for crimping the bearing in place to
gears cut into the aluminum gear plates. The
prevent bearing spin.
nominal depth of this cut is 0.203 mm (0.008 in.)
and should not exceed 0.381 mm (0.015 in.). 6. Inspect the flange seal bore for scratches and
gouges which may interfere with shaft seal
As the gear teeth cut into the gear plates, metal installation.
is rolled against the pressure plates. Use a knife
or sharp pointed scraper to remove the metal Assembly
that was rolled against the pressure plates.
Remove all metal chips that were broken loose. NOTE: A suitable seal press ring or plug and two
small wood blocks should be available.
The following seal installation procedures are
outlined for use with a vise, but they can be adapted
for use with a press if one is available.
When removing the rolled up metal, do not 1. Open the vise jaws wide enough to accept the
attempt to remove gear track-in grooves (1). combined thickness of the flange, wood blocks
2. Inspect the pressure plates. They should not and press ring.
show excessive wear on the bronzed side. If 2. Place the wood blocks flat against the fixed jaw
deep, curved wear marks are visible, replace of the vise. Place flange (1, Figure 50-8) against
the pressure plates. wood blocks (2) so that bearing projections (3)
3. Inspect the gears. If excessive wear is visible on are between the wood blocks and clear of the
the journals, sides, or face of the gears, or at the vise jaw.
point where the drive gear rotates in the lip seal,
replace the gears.
4. If any of the internal parts show excessive wear,
replace them. Replace all O-rings and seals.
5. Inspect the bearings. If they are worn beyond
the gray teflon into the bronze material, the
entire flange, connector plate or bearing plate
must be replaced.
FIGURE 50-8. SHAFT SEAL INSTALLATION
FIGURE 50-7. GEAR BORE INSPECTION 1. Flange 3. Bearing Projection

2. Wood Blocks
1. Gear Track-In 2. Gear Plate
Groove
8
3. Lubricate the seals with hydraulic oil. Position 9. Install steel rings (5, Figure 50-10). Lubricate
inboard shaft seal (3, Figure 50-9) with the and install backup ring (8), O-ring (7) and
metal face toward the outboard end of the retainer (6).
flange. 10. Install isolation plate (9) on the suction side of
4. Position the press ring over the seal. Ensure gear plate (1). The isolation plate has a relief
that the seal stays centered and true with the area milled on one side. Turn that side up or
bore, then start applying pressure with the vise. toward the pressure plate.
Continue pressing the seal until it just clears the
snap ring groove in the bore.
5. Install snap ring (2) so that the snap ring
opening is over weep hole (10).
6. Install outboard shaft seal (1) with the metal
face out until it just contacts snap ring (2).
7. Lubricate the threads of stud (14) with hydraulic
oil. Thread the studs into flange (5) until they are
snug.
NOTE: There are four long studs and four short
studs. Refer to Figure 50-10 for proper stud location.
8. Lubricate and install O-ring (7, Figure 50-9). If
removed, install dowels (12). Install gear plate
(13). Ensure that the recess in the gear plate will
be toward the connector plate or facing up when
the gear plate is installed.
FIGURE 50-10. PUMP REASSEMBLY
1. Gear Plate 7. O-ring

2. Drive Gear 8. Backup Ring
3. Idler Gear 9. Isolation Plate
4. Bearing 10. Relief Area
5. Steel Ring 11. Studs
6. Retainer
FIGURE 50-9. SHAFT SEAL INSTALLATION
1. Outboard Shaft Seal 8. Bearing

2. Snap Ring 9. Bearing
3. Inboard Shaft Seal 10. Weep Hole
4. Seal, Metal Face 11. Plug
5. Flange 12. Dowel
6. Steel Ball 13. Gear Plate
7. O-ring 14. Studs
9
11. With the bronze side up and milled slot (3, 14. Install the opposite pressure plate with the
Figure 50-11) facing toward the discharge side, bronze side down and the milled slot facing
slide pressure plate (2) down into the gear toward the discharge side.
bores until it rests on the backup ring and O-
ring. Do not force the plate down the gear
bores. If it gets stuck on the way down, work it
back and forth until it slides freely into place.
12. Coat the inside of gear plate (1) and the gears
with clean hydraulic oil.
NOTE: To ensure that the gear pump is correctly
timed during reassembly, place a mark on the end of
the input shaft to indicate the location of the valley
between any two gear teeth. Refer to Figure 50-14,
which illustrates gear timing.
13. With the extension end of the drive gear facing
toward the shaft seals, install the drive gear. Do
not drop the gear in the bore, as damage to
the bronze face of the pressure plate could
result. Be careful when pushing the drive gear
extension through the shaft seals. Install the FIGURE 50-11. PRESSURE PLATE INSTALLATION
idler gear.
1. Gear Plate 3. Milled Slot
2. Pressure Plate
FIGURE 50-12. HOIST PUMP ASSEMBLY (Front Section)

1. Drive Gear and Shaft 6. Connector Plate 11. Steel Ring 16. Pressure Plate
2. Idler Gear 7. O-ring 12. Backup Ring 17. Bearings
3. Gear Plate 8. Snap Ring 13. O-ring and Retainer
4. Relief 9. Coupling 14. Dowel
5. O-ring 10. Studs 15. Isolation Plate
10
15. Install steel rings (11, Figure 50-12), backup ring 17. Lubricate O-ring (3, Figure 50-13) and install it in
(12), O-ring and retainer (13). Install the bearing plate (7). Lubricate O-rings (4) and
isolation plate so that its relief is toward the install them over studs (12). If removed, replace
pressure plate. dowel (2). Install bearing plate (7).
16. Lubricate and install O-rings (5) and (7). If 18. Repeat Steps 9, 10 and 11 for installation of the
removed, install dowel (14). Lubricate the inside steel rings, backup ring, O-ring, retainer,
diameter of bearings (17) and install connector isolation plate and pressure plate.
plate (6). Install snap ring (8) and coupling (9). 19. Lubricate the inside diameter of bearings (26).
Install O-rings (8) and (9). If removed, replace
dowel (25). Install gear plate (10). Ensure that
the relief in the gear plate is toward bearing
plate (7).
FIGURE 50-13. HOIST PUMP ASSEMBLY (Rear Section)

1. Drive Gear (Rear) 8. O-ring 15. Bearing Plate 22. Dowel
2. Dowel 9. O-ring 16. Transition Plate 23. Dowel
3. O-ring 10. Gear Plate 17. O-ring 24. O-ring
4. O-ring 11. Connector Plate 18. (Not used) 25. Dowel
5. Coupling 12. Stud 19. Coupling 26. Bearings
6. Connector Plate 13. Idler Gear 20. Nut
7. Bearing Plate 14. Capscrew 21. O-ring
11
20. Install rear drive gear (1) and idler gear (13).
The rear drive gear must be timed with the front
drive gear by lining up a tooth on the rear drive
gear with the valley of two teeth on the front
drive gear as shown in Figure 50-14.
FIGURE 50-15. CHECKING PUMP DRIVE

FIGURE 50-14. PUMP GEAR TIMING
ROTATION
1. Wrench 3. Pump
21. Repeat Steps 14 and 15 for installation of the 2. Driveshaft
remaining pressure plate, steel rings, backup
ring, O-ring and retainer, and isolation plate.
26. Lubricate the stud threads and install two
22. Lubricate and install O-ring (24, Figure 50-13) in opposite stud nuts and hardened washers.
connector plate (11). If removed, install dowel Tighten the nuts to 325 - 339 N·m (240 - 250 ft
(23). Lubricate the inside diameter of the lb).
bearing in connector plate (11). Install connector
plate (11) with flat washers and nuts. 27. Use a 45 cm (18 in.) adjustable wrench to check
the pump drive shaft rotation (See Figure 50-
23. If removed, install dowel (22). Lubricate and 15). The driveshaft will be tight but should turn
position O-ring (17) in transition plate (16). freely with a maximum torque of 7 - 14 N·m (5 -
Assemble bearing plate (15) onto the transition 10 ft lb) after the initial surge.
plate and install capscrews (14). Tighten the
capscrews to the standard torque. 28. If the shaft will not turn properly, disassemble
the pump and inspect the parts for burrs or
24. Lubricate O-ring (21) and position it on bearing foreign material that may be causing buildup or
plate (15). Install assembled bearing plate (15) interference between parts.
and transition plate (16) to connector plate (11)
and secure it with nuts (20). Tighten the nuts to 29. When the driveshaft turns properly, install the
the standard torque. remaining hardened washers and nuts. Tighten
the nuts to 325 - 339 N·m (240 - 250 ft lb).
25. Install coupling (19).
30. Install a new O-ring on the steering/brake pump
flange and install the steering/brake pump onto
transition plate (16, FFigure 50-13). Install the
capscrews and tighten them to the standard
A snap ring may have been installed previously torque.
inside coupling (19). This snap ring is not
necessary and must not be used. In some cases,
depending on tolerance stack-up, the snap ring
can cause excessive axial loading, leading to
premature pump failure.
12
Removal and installation of hoist valve 2. Shut down the truck properly. Refer to Index
Removal for the shutdown procedure.
3. Slowly move the hoist control lever to the
LOWER position until the body lowers against
the body-up retention cable to relieve hoist
cylinder pressure.
Relieve all pressure before disconnecting 4. Thoroughly clean the exterior of the hoist valve.
hydraulic lines. Tighten all connections securely 5. Disconnect and plug all hydraulic lines and
before applying pressure. ports to help prevent contamination. Mark each
hydraulic line to aid in correct installation.
Hydraulic oil escaping under pressure can have 6. Remove the capscrews and lockwashers that
sufficient force to enter a person's body by secure hoist valve (5, Figure 50-16).
penetrating the skin and cause serious injury and
possibly death if proper medical treatment by a
physician familiar with this type of injury is not
1. Make sure that there is adequate overhead The hoist valve weighs approximately 193 kg (425
clearance and raise the truck body. Secure the lb). Use a suitable lifting device that can handle
body in the raised position with the body-up the load safely.
retention cable. Refer to Index and foreword 7. Attach a lifting device to the hoist valve and
section Foreword and general information for remove it from the truck. Move the hoist valve to
the procedure. a clean work area for disassembly.
FIGURE 50-16. HOIST VALVE & PIPING (Top View)

1. Hoist Cylinder 3. Overcenter Manifold 6. Pump Drive Shaft
2. Brake/Hoist Return Oil 4. Hoist Circuit Filters 7. Hydraulic Tank
Manifold 5. Hoist Valve
13
Installation Disassembly and assembly of hoist valve

1. Attach a suitable lifting device to the hoist valve. O-ring replacement
Move the hoist valve into position on top of the
hoist pump and secure it with capscrews, nuts It is not necessary to remove the individual valve
and lockwashers. Tighten the capscrews to the sections to accomplish repairs unless the O-rings
standard torque. between the valve sections must be replaced to
prevent leakage. Loosening and retightening the
NOTE: The hoist valve must be positioned with main valve tie rod nut could cause distortion,
separator plate (8, Figure 50-17) toward the front of resulting in binding or severely sticking plungers,
the truck. poppet and spools.
To replace the O-rings between the valve sections:

1. Remove four nuts and washers (5, Figure 50-
17) from the tie rods on one end of the hoist
valve. Slide tie rods (6) from the valve and
separate the valve sections.
2. Inspect the machined sealing surfaces for
scratches and nicks. If scratches or nicks are
found, remove them by lapping on a smooth flat
steel surface with fine lapping compound.
3. Lubricate the new O-rings lightly with
multipurpose grease and install them between
the valve sections. Stack the valve sections
together, making sure that the O-rings between
the sections are properly positioned.
4. Install the four tie rods with the dished washer
between the nut and housing (See Figure 50-
FIGURE 50-17. HOIST VALVE ASSEMBLY
18).
1. Inlet Section (Rear) 4. Inlet Section (Front)
2. Spool Section (Work 5. Nuts and Washers
Ports) 6. Tie Rods
3. Spool Section 7. Tube
(Tank Ports) 8. Separator Plate
2. Install new O-rings at the flange fittings, then

connect the hydraulic lines to the hoist valve.
Tighten the flange capscrews to the standard
torque. Refer to Figure 50-16 for hydraulic line FIGURE 50-18. TIE ROD INSTALLATON
locations.
3. Connect the pilot supply lines. Tighten the
fittings securely.
4. Start the engine. Raise the body and remove
the body-up retention cable. Lower and raise
the body to check for proper operation and
leaks.
5. Check the hydraulic tank oil level and fill the
tank, if needed.
14
5. Use a torque wrench to tighten the nuts in the Disassembly of inlet section
pattern shown in Figure 50-19. Tighten the tie
NOTE: Match mark or identify each part when
rod nuts evenly in the following sequence:
removed in respect to its location or mating bore to
a. First, tighten the nuts to 20 N·m (15 ft lb) in aid in reassembly.
order 1, 4, 2, 3.
1. Disconnect tube (7, Figure 50-17) at the cover
b. Next, tighten the nuts to 43 N·m (32 ft lb) in end. Remove capscrews (14, Figure 50-20) and
order 1, 4, 2, 3. cover (13). Remove springs (12), check valves
c. Finally, tighten the nuts to 142 N·m (105 ft lb) (11), and O-rings (10).
in order 1, 4, 2, 3. NOTE: The inlet section is shown removed from the
main valve body for clarity.
2. Remove capscrews (1) and inlet cover (2).
Remove springs (3) and (5) and flow control/
main relief valve (4). Remove sleeve (6), low
pressure relief valve (7), and O-rings (8).
NOTE: If removal of the restrictor poppet in inlet
cover (2) is required, proceed to the next step.
FIGURE 50-19. TIGHTENING SEQUENCE
FIGURE 50-20. INLET SECTION DISASSEMBLY
1. Capscrew 5. Spring 9. Inlet Valve Body

2. Inlet Cover 6. Sleeve 10. O-Rings
3. Spring (Orange) 7. Secondary Low Pressure 11. Check Valves
4. Flow Control/Main Relief Relief Valve 12. Springs
Valve 8. O-Rings 13. Cover
14. Capscrews
15
3. Remove sleeve (9, Figure 50-21), backup ring Assembly of inlet section
(8), O-ring (7), backup ring (6). Remove backup 1. Discard all O-rings and backup rings. Clean all
ring (5), O-ring (4), backup ring (3) and restrictor parts in solvent and dry with compressed air.
poppet (2).
2. Inspect all springs for breaks and distortion.
4. Repeat the procedure for the opposite inlet Inspect poppet seating surfaces for nicks or
section if disassembly is required. excessive wear. All seats must be sharp and
free of nicks.
3. Inspect all bores and surfaces of sliding parts
for nicks, scores and excessive wear.
4. Inspect the poppets in their respective bore for
proper fit. Poppets should move freely through a
complete revolution without binding.
5. Inspect the fit and movement between the
sleeve and low pressure relief valve.
6. Coat all parts, including the housing bores, with
clean, type C-4 hydraulic oil. Lightly lubricate
new O-rings with a multipurpose grease.
7. If restrictor poppet (2, Figure 50-21) was
removed, reassemble it in the order shown.
8. Install check valves (11, Figure 50-20) in their
respective bores. Install springs (12).
9. Install O-rings (10) and cover (13). Install and
tighten capscrews (14) to 81 N·m (60 ft lb).
10. Install low pressure relief valve (7) in sleeve (6),
then install the assembly in housing (9). Install
flow control/main relief valve (4). Install springs
(3) and (5). Install inlet cover (2). Install and
tighten capscrews (1) to 81 N·m (60 ft lb).
Connect the tube (7, Figure 50-17) and tighten
FIGURE 50-21. RESTRICTOR POPPET REMOVAL the nuts to 34 N·m (25 ft lb).
(Inlet Cover)
1. Inlet Cover 6. Backup Ring
2. Restrictor Poppet 7. O-ring
3. Backup Ring 8. Backup Ring
4. O-Ring 9. Sleeve
5. Backup Ring
FIGURE 50-22. POPPET AND BALL

1. Poppet 3. O-Ring
2. Steel Ball
16
Disassembly of rear spool section 6. Remove plug (3) from the end of the spool.
Remove spring seat (2) and spring (11).
NOTE: It is not necessary to remove inlet sections (1,
Remove poppet (21) and spool end (15).
Figure 50-17) or (4) to disassemble spool sections (2)
or (3). NOTE: Pay special attention to poppets (12), (21)
and (22) during removal to ensure proper location
NOTE: Match mark or identify each part when
during reassembly. Poppets may be identified with a
removed in respect to its location or respect to its
colored dot (red, green or white). If the poppets are
mating bore to aid reassembly.
not color coded, use the table below and the
1. Remove the capscrews and lift spool cover (1, specified drill bit to measure the orifice diameter for
Figure 50-24) from the housing. proper identification.
2. Remove poppet (6) from the spool cover.
Remove and discard O-ring (8).
POPPET ORIFICE DRILL
NOTE: The poppet contains a small steel ball (7). Do COLOR DIAMETER SIZE
not misplace it. Red 3.556 mm (.140 in.) #28
3. Remove and discard O-rings (4) and (5).
Green 2.362 mm (.093 in.) #42
4. Remove restrictor poppet (1, Figure 50-23).
White 1.600 mm (.063 in.) #52
Remove and discard O-ring (2) and backup ring
(3), if used. Note the position of the restrictor
poppet when removed to ensure correct 7. Repeat Step 6 to disassemble the opposite end
reassembly. of spool assembly (20). Note that there is no
5. Remove spool assembly (20, Figure 50-24). plug or restrictor poppet in the opposite end and
Note the color of the lower spring (blue) to the spring is blue.
ensure proper location during reassembly. Also 8. Remove spool assembly (14). At the top end of
note the “V” groove on the top end of the spool. the spool, remove plug (3). Remove spring seat
(2) and spring (11). Remove restrictor poppet
(12) and spool end (15).
9. At the opposite end, remove plug (3), spring
seat (2) and spring (16). Remove restrictor
poppet (22) and spool end (15).
10. Remove spool cover (19) and O-rings (4), (5)
and (10). Remove poppet (18).
FIGURE 50-23. RESTRICTOR POPPET

1. Restrictor Poppet 4. O-Ring
2. O-Ring * 5. O-Ring
3. Backup Ring *
* Items 2 and 3 not used on all valves.
17
FIGURE 50-24. REAR SPOOL SECTION ASSEMBLY

1. Spool Cover 8. O-Ring 14. Spool Assembly 21. Restrictor Poppet
2. Spring Seat 9. Restrictor Poppet 15. Spool End (Green)
3. Plug 10. O-Ring 16. Spring (Blue) 22. Restrictor Poppet
4. O-Ring 11. Spring 17. O-Ring (White)
5. O-Ring 12. Restrictor Poppet 18. Poppet
6. Poppet (Red) 19. Spool Cover
7. Steel Ball 13. Spool Housing 20. Spool Assembly
18
Assembly of rear spool section NOTE: Spool assemblies (14, Figure 50-24) and (20)
are physically interchangeable. Ensure that spool
1. Discard all O-rings and backup rings. Clean all
assembly (14) is installed toward the base port of the
parts in solvent and blow dry with compressed
spool housing.
air.
2. Inspect all springs for breaks and distortion. 12. If used, install O-ring (2, Figure 50-23) and
Inspect the poppet seating surfaces for nicks backup ring (3) on restrictor poppet (1). Install
and excessive wear. All seats must be sharp the poppet in the spool housing as shown in
and free of nicks. Figure 50-24.
3. Inspect all bores and surfaces of sliding parts 13. Install new O-rings (4, Figure 50-24), (5) and
for nicks, scores and excessive wear. (10).
4. Inspect all poppets in their respective bore for 14. Install a new O-ring (and backup ring, if used)
proper fit. Poppets should move freely through a on poppet (6). Make sure that small steel ball (7)
complete revolution without binding. is installed in the poppet. Install the poppet in
5. Lubricate O-rings (4, Figure 50-24), (5) and (10) spool cover (1).
with clean hydraulic oil. Install the O-rings in 15. Position spool cover (1) over spool housing (13).
spool housing (13). Install poppet (18). Install Install and tighten the capscrews to 81 N·m (60
spool cover (19) and secure it with the ft lb).
capscrews. Tighten the capscrews to 81 N·m
(60 ft lb). NOTE: The cover must be positioned according to
the match marks that were made during disassembly.
6. Install spring (11) in spool assembly (20). Install
Do not reverse the cover position.
spring seat (2). Apply Loctite to the threads of
spool end (15). Install the spool end and tighten
it to 34 N·m (25 ft lb). Install restrictor poppet
(21). Apply Dri-loc #204 to the threads of plug
(3). Install and tighten the plug to 20 N·m (15 ft
lb).
NOTE: Poppets (12), (21) and (22) may be color
coded and must be installed in their original location.
7. Repeat Step 6 for the opposite end of spool
assembly (20). Ensure that spring (16) is blue. A
poppet and plug are not installed in the lower
end.
8. Lubricate the spool assembly and carefully
install it in the spool housing (See Figure 50-25).
Make sure that “V” groove (1) in spool assembly
(2) is positioned up as noted.
9. Install spring (11, Figure 50-24) in the top
(grooved) end of remaining spool assembly
(14). Install spring seat (2). Apply Loctite to the FIGURE 50-25. SPOOL INSTALLATION
threads of spool end (15). Install spool end and
tighten it to 34 N·m (25 ft lb). Install red 1. “V” Groove 3. Work Ports Spool
restrictor poppet (12). Apply Dri-loc #204 to the 2. Spool Assembly Section
threads of plug (3). Install and tighten the plug to
20 N·m (15 ft lb).
10. Repeat Step 9 for the bottom end of spool
assembly (14). Ensure that spring (16) is blue.
11. Lubricate the assembled spool and install it in
the spool housing (See Figure 50-25). Make
sure that “V” groove (1) in spool assembly (2) is
positioned up as noted.
19
Disassembly of front spool section 1. Remove the capscrews and lift spool cover (4,
Figure 50-26) from spool housing (1).
NOTE: It is not necessary to remove inlet sections (1,
Figure 50-17) or (4) to accomplish spool section 2. Remove and discard O-rings (5) and (6).
disassembly and repair. 3. Remove the capscrews and spool cover (9)
from spool housing (1). Remove and discard the
NOTE: Match mark or identify each spool in respect
O-rings.
to its mating bore when removed.
4. Remove springs (8). Push spools (7) out of the
housing bores.
FIGURE 50-26. FRONT SPOOL SECTION ASSEMBLY

1. Spool Housing 4. Spool Cover 7. Spool
2. Plug 5. O-Ring 8. Spring
3. O-Ring 6. O-Ring 9. Spool Cover
20
Assembly of front spool section Overcenter valve manifold service

1. Discard all O-rings. Clean all parts in solvent The overcenter valve manifold is located at the rear
and blow dry with compressed air. of the hoist valve (See Figure 50-16). Figure 50-27
2. Inspect the springs for breaks and distortion. through Figure 50-29 show the proper placement of
the O-rings and backup rings on the cavity plug, the
3. Inspect the housing bores and surfaces of the
needle valve, and the counterbalance valve.
spools for nicks, scoring and excessive wear.
4. Lubricate spools (7, Figure 50-26) with clean
hydraulic oil and reinstall them in their original
bores. Install springs (8).
5. Lubricate O-rings (5) and (6) with clean
hydraulic oil. Install the O-rings in the bottom of
the spool housing. Install bottom cover (9) and
secure it in place with capscrews. Tighten the
6. Lubricate O-rings (5) and (6) and install them in
the top of the spool housing. Install top cover (4)
and secure it in place with capscrews. Tighten
the capscrews to 81 N·m (60 ft lb).
7. If removed, install plugs (2) with new O-rings FIGURE 50-27. CAVITY PLUG
(3). 1. O-Rings 2. Backup Rings
FIGURE 50-28. NEEDLE VALVE

1. O-Rings 2. Backup Rings
FIGURE 50-29. COUNTERBALANCE VALVE

1. O-Rings 2. Backup Rings
21
Removal and installation of hoist pilot Installation

valve 1. Place hoist pilot valve (1) into position on the
Removal mounting bracket. Secure the hoist pilot valve
with mounting hardware (2).
1. Place the hoist control lever in the LOWER
position. Ensure that the body is in the fully 2. Position hydraulic lines (3) over the valve ports
resting on the frame. Release the hoist control and assemble the fittings. Tighten the hydraulic
lever to return the hoist valve spool to the line connections securely.
FLOAT position. 3. Place the hoist control lever in the spring-
2. Disconnect hydraulic lines (3, Figure 50-30) at centered position. Adjust the pilot valve spool
hoist pilot valve (1) located in the hydraulic until the centerline of the cable attachment hole
brake cabinet. Remove capscrews (5). extends 29.5 mm (1.16 in.) from the face of the
valve body.
3. Loosen and unthread jam nut (8). Unthread
sleeve (9) until cotter pin (6) and pin (10) are 4. Align the control cable eye with the pilot valve
exposed. spool hole, then insert pin (10). Secure the pin
with cotter pin (6).
4. Remove cotter pin and pin.
5. Thread sleeve (9) upward until it contacts the
5. Remove mounting hardware (2) and hoist pilot valve body. Move flange (4) into position and
valve (1). secure it capscrews (5).
6. Thread jam nut (8) against the sleeve. Tighten
the jam nut securely.
7. Start the engine and check for proper hoist
operation and leaks.
FIGURE 50-30. HOIST PILOT VALVE & PIPING

1. Hoist Pilot Valve 4. Flange 7. Control Cable 10. Pin
2. Mounting Hardware 5. Capscrew 8. Jam Nut
3. Hydraulic Tubes 6. Cotter Pin 9. Sleeve
22
Disassembly and assembly of hoist pilot 9. Remove nuts (8) and (10, Figure 50-32) and
valve remove tie rods (9). Separate the valve
housings. Remove O-ring (11). Remove the
Disassembly poppet check and spring (located on the outlet
1. Thoroughly clean the exterior of the valve. housing side of the spool housing) from the
Match mark the components to ensure proper spool housing.
reassembly.
2. Remove machine screw (15, Figure 50-32), seal
plate (16), wiper (13) and O-ring (12).
3. Remove snap ring (1), capscrews (6), cap (24),
spacer (23), and detent sleeve (22). Detent balls
(2) and (21) will fall free when the cap and
detent sleeve are removed. Separate cap (24),
spacer (23) and detent sleeve (22).
4. Carefully slide spool (14) out of spool housing
(17). Remove seal retainer (25), wiper (26) and
O-ring (27) from the spool.
5. Insert a rod in the cross holes of detent pin (3)
and unscrew it from spool (14). Exert slight
pressure against the detent pin as it disengages
and spring tension is released.
6. Remove spring seats (19), spring (4) and
spacer (5).
7. Remove relief valve (2, Figure 50-31) from
spool housing (1).
8. Match mark the inlet and outlet housings in
relation to the spool housing to ensure correct
location during reassembly.

1. Snap Ring 15. Machine Screw
2. Ball (4) 16. Seal Plate
3. Detent Pin 17. Spool Housing
4. Spring 18. Inlet Housing
5. Spacer 19. Spring Seat
6. Capscrew 20. Spring
7. Outlet Housing 21. Ball (1)
8. Nut 22. Detent Sleeve
9. Tie Rod 23. Spacer
FIGURE 50-31. RELIEF VALVE 10. Nut 24. Cap
1. Spool Housing 5. To Hoist Valve (Base 11. O-Ring 25. Seal Retainer
2. Relief Valve End) 12. O-Ring 26. Wiper
3. Supply Port 6. Return to Tank 13. Wiper 27. O-Ring
4. To Hoist Valve (Rod End) 14. Spool
23
Cleaning and inspection 9. Install new O-ring (12) and wiper (13). Install
seal plate (16) and machine screws (15).
1. Clean all parts, including the housings, in
solvent and blow dry with compressed air. 10. Install relief valve (2, Figure 50-31) with new O-
2. Inspect the seal counter bores. They must be rings in the spool housing.
free of nicks and grooves.
3. Examine springs for breaks or distortion.
4. Inspect spool (14, Figure 50-32). The spool
must be free of longitudinal score marks, nicks
or grooves.
5. Test spool (14) in spool housing (17) for proper
fit. The spool must fit and rotate freely through a
complete revolution without binding.
NOTE: Spool housing (17), spool (14), inlet housing
(18) and outlet housing (7) are not serviced
separately. If any of these parts require replacement,
the entire hoist pilot valve must be replaced.
Assembly
1. Thoroughly coat all parts, including the housing
bores, with clean type C-4 hydraulic oil.
2. If the inlet and outlet housings were removed:
a. Install check poppet (2, Figure 50-33) and
spring (3) in spool housing (1). FIGURE 50-33. HOIST PILOT VALVE
1. Spool Housing 4. O-Ring
b. Install new O-ring (4) in spool housing. Place
2. Check Poppet 5. Outlet Housing
the inlet and outlet housings on the spool
3. Spring
housing.
c. Install the tie rods and nut. Tighten the tie rod
nuts to the torques shown in Figure 50-34.
3. Install new O-ring (27, Figure 50-32) and wiper
(26). Install seal retainer (25).
4. Install spacer (5), spring seats (19), and spring
(4). Thread detent pin (3) into spool (14). Exert
slight pressure to compress the detent spring.
Tighten the detent pin to 9 - 11 N·m (84 - 96 in
lb). Install spring (20). Carefully install the spool
into the spool housing.
5. Apply grease to the cross holes of the detent pin
(3) to hold balls (2) and (21).
6. Slide detent sleeve (22) into cap (24) and place
it over a punch. Use the punch to depress ball
(21) and insert balls (2) in the cross holes.
7. While holding down ball (21), slide detent
sleeve (22) and cap (24) as an assembly over
detent pin (3). Continue to insert detent sleeve
(22) until it contacts spring seat (19). FIGURE 50-34. TIE ROD NUT TORQUE
8. Secure cap (24) in place with capscrews (6). 1. Nut 4. Tie Rod
Tighten the capscrews to 7 N·m (5 ft lb). Install 2. Tie Rod 5. Outlet Housing
spacer (23) and snap ring (1). 3. Nut
24
Removal and installation of hoist cylinders 6. Carefully lower the hoist cylinder until it lies
against the inner dual tire. Attach a suitable
Removal lifting device to the upper cylinder mounting eye.
7. Install a retaining strap or chain to prevent the
cylinder from extending while handling.
8. At the lower mount, straighten the locking plate
tabs to allow removal of the capscrews.
Remove all capscrews (1, Figure 50-36), locking
lines. Tighten all connections securely before
plate (2) and retaining plate (3).
applying pressure.
9. Carefully remove the cylinder from the frame
Hydraulic oil escaping under pressure can have pivot by pulling it outward. Move the cylinder to
sufficient force to enter a person's body by a clean area for disassembly.
penetrating the skin and cause serious injury and NOTE: Do not lose spacer (6) between the cylinder
possibly death if proper medical treatment by a bearing and frame.
physician familiar with this type of injury is not
10. Clean the exterior of the cylinder thoroughly.
1. Shut down the truck properly. Refer to Index
for the shutdown procedure.
2. Disconnect the lubrication lines to the upper and
lower bearings of the hoist cylinder.
3. Remove the flange clamps that secure the
hydraulic hoses to the hoist cylinder. Cap and
plug all lines and ports to prevent excessive
spillage and contamination.
4. Secure the cylinder to the frame to prevent
movement.
The hoist cylinder weighs approximately 1 135 kg

(2,500 lb). Some means of support is necessary
to prevent it from falling and causing injury when
removing it from the truck. Use a suitable lifting
device that can handle the load safely.
5. At the hoist cylinder upper mounting bracket,
remove nut (6, Figure 50-35), flat washer (5)
and shoulder bolt (4). Use a brass drift and
hammer to drive pivot pin (3) from mounting
bracket (1).
NOTE: Do not lose two spacers (2) between the FIGURE 50-35. HOIST CYLINDER UPPER MOUNT
cylinder bearing and mounting bracket (1).
1. Mounting Bracket 4. Shoulder Bolt
2. Spacer 5. Flat Washer
3. Pin 6. Nut
25
Installation 8. Connect the lubrication lines at the upper and

lower hoist cylinder bearings.
9. Start the engine. Raise and lower the body
several times to bleed air from the hoist
cylinders. Check for proper operation and leaks.
Install a retaining strap or chain to prevent the 10. Check the hydraulic tank oil level and fill if
cylinder from extending during handling. The necessary.
hoist cylinder weighs approximately 1 135 kg
(2,500 lb). Use a suitable lifting device that can
handle the load safely.
1. Raise the cylinder into position over the pivot
point on the frame. The cylinder should be
positioned so that the air bleed vent plug is on
top and facing toward the front of the truck.
Install spacer (6, Figure 50-36). Align the
bearing eye with the pivot point and push the
cylinder into place.
2. Install retaining plate (3), locking plate (2) and
capscrews (1). Tighten the capscrews to 298
N·m (220 ft lb). Bend the locking plate tabs over
the capscrew flats.
3. Align the hoist cylinder bearing eye with the
bore of hoist cylinder upper mounting bracket
(1, Figure 50-35).
4. Align the bolt hole in pivot pin (3) with the bolt
hole in mounting bracket (1). Install the pivot pin
through the first spacer (2), then align the
second spacer with the bore on the other side of
hoist cylinder bearing eye. Finish installing the
pin through second spacer (2).
5. Install shoulder bolt (4) through each pin.
NOTE: Do not use a flat washer under the head of
the shoulder bolt. This will ensure that the shoulder
bolt does not run out of threads when tightening.
6. Install flat washer (5) and nut (6) onto the
threaded end of each shoulder bolt. Tighten the
nuts to 339 N·m (250 ft lb).
7. Lubricate new O-rings with clean hydraulic oil
and install the O-rings in the grooves on the FIGURE 50-36. HOIST CYLINDER LOWER MOUNT
hose flange connections. Position the flange 1. Capscrew 4. Retaining Ring
clamps over the hoist cylinder ports and secure 2. Locking Plate 5. Bearing
the flange clamps with capscrews and 3. Retaining Plate 6. Spacer
lockwashers. Tighten the capscrews to the
standard torque.
26
Disassembly and assembly of hoist NOTE: As internal parts are exposed during
cylinders disassembly, protect machined surfaces from
scratches or nicks.
Disassembly
8. Rotate the cylinder housing 180 degrees.
1. If removal of the hoist cylinder eye bearings is Remove the retainer bar that was installed in
necessary, remove retaining ring (4, Figure 50- Step 6.
36) and press out bearing (5). 9. Fabricate a round disc - 318 mm (12.5 in.)
2. Mount the hoist cylinder in a fixture which will diameter x 10 mm (0.38 in.) thick with a 14 mm
allow it to be rotated 180 degrees. (0.56 in.) hole in the center. Align the disc over
3. Position the cylinder with the mounting eye on second stage cylinder (2) and first stage
cover (10, Figure 50-37) at the top. Remove cylinder (3) at the bottom of the cylinder
capscrews and flat washers (11) that secure the housing.
cover to housing (4). 10. Insert a threaded rod - 13 mm (0.50 in.)
4. Install two threaded capscrews - 22 mm (0.88 diameter x 1350 mm (53 in.) - through the top
in.) diameter x 229 mm (9 in.) length - into the and through the hole in the round disc. Thread a
two threaded holes in cover (10). Screw in the nut onto the bottom end of the threaded rod
capscrews evenly until the cover can be below the disc.
removed. Lift the cover straight up until quill
11. Screw a lifting eye into the top end of the rod.
assembly (22) is clear. Remove O-ring (12) and
Attach it to a lifting device, then lift the second
backup ring (23).
and first stage cylinders out of the housing.
5. Remove capscrews (7) and plate (5) that secure
12. Remove the lifting tools from the second and
rod bearing retainer (6) to rod (1). Remove seal
first stage cylinders.
(8).
6. Fabricate a retainer bar using a 6 x 25 x 460 13. Slide second stage cylinder (2) down inside first
mm (1/4" x 1" x 18") steel flat. Drill holes in the stage cylinder (3). Remove snap ring (9) from
bar to align with a pair of tapped holes spaced inside the first stage cylinder.
180 degrees apart in the housing. Attach the bar 14. Remove the second stage cylinder from the first
to the housing using capscrews (11). stage cylinder by sliding it out the top.
NOTE: A retainer bar is required to prevent the first 15. Remove all old bearings, O-rings, and seals
and second stage cylinders from dropping out when from the hoist cylinder parts.
the housing is inverted.
7. Rotate the cylinder assembly 180 degrees to
position the lower mounting eye at the top. Hook
a lifting device to the eye on rod (1) and lift the
rod and third stage cylinder out of the cylinder
housing. Remove cushion (25).
27
1. Rod and Third Stage 13. Bearing

Cylinder 14. Bearing
2. Second Stage Cylinder 15. Seal
3. First Stage Cylinder 16. Seal
4. Housing 17. Bearing
5. Plate 18. Buffer Seal
6. Rod Bearing Retainer 19. Bearing
7. Capscrew 20. Rod Seal
8. Seal 21. Rod Wiper
9. Snap Ring 22. Quill Assembly
10. Cylinder Head 23. Backup Ring
11. Capscrew and Flat Washer 24. Seal
12. O-Ring 25. Cushion
FIGURE 50-37. HOIST CYLINDER ASSEMBLY
28
Cleaning and inspection

NOTE: Use only fresh cleaning solvent, a lint-free
wiping cloth and dry, filtered compressed air when
cleaning and handling hydraulic cylinder parts.
Immediately after cleaning and inspection, coat all
surfaces and parts with clean Type C-4 hydraulic oil.
1. Thoroughly clean and dry all parts.
2. Inspect all parts for damage and excessive
wear.
3. If the cylinder bores or plated surfaces are
excessively worn or grooved, the parts must be
replaced or, if possible, re-plated and machined
to original specifications.
4. Check the tightness of quill assembly (2, Figure
50-38) if it has not previously been tack welded.
a. Use special tightening tool SS1143 (see
Figure 50-38 and Disassembly and assembly
section General information) to apply a
tightening torque of 1 356 N·m (1,000 ft lb) to
the quill.
b. If the quill moves, remove the quill and clean FIGURE 50-38. QUILL ASSEMBLY TIGHTENING
the threads in the cover assembly and quill.
1. Cap Assembly
c. To install the quill, refer to "Installation of the 2. Quill Assembly
quill".
5. When the cylinder assembly is dismantled,
check capscrews (7, Figure 50-37) carefully for
distress. Replace the capscrews if in doubt.
29
Installation of the quill

NOTE: Use only new seals, bearings and O-rings
during reassembly. Thoroughly lubricate all parts and
seals with hydraulic oil to aid in assembly and to
provide lubrication during initial operation.
1. Inspect plugs (3, Figure 50-39) and check balls
(4) in the quill to ensure that the plugs are tight
and the ball seats are not damaged. Refer to
"Installation of check balls and plugs in quill" on
the next page.
2. Secure cap assembly (1) in a sturdy fixture.
Ensure that the threads in the cap and the
threads on the quill are clean, dry and free of oil
and solvent.
3. Spray the mating threads of both cap assembly
(1) and quill assembly (2) with LOCQUIC®
Primer T (Komatsu part number TL8753) or
equivalent. Allow the primer to dry for three to
five minutes.
4. Apply Loctite® Sealant #277 (Komatsu part
number VJ6863) or equivalent to the mating
threads of both the cap assembly and quill
assembly.
5. Install the quill. Use SS1143 tool to tighten the
quill to 1 356 N·m (1,000 ft lb). Allow the parts
to cure for two hours before exposing the
threaded areas to oil.
NOTE: If LOCQUIC Primer T (TL8753) was not used,
the cure time will require 24 hours instead of two
hours.
6. Tack weld the quill in two places as shown in
Figure 50-39.
7. Remove all slag and foreign material from the
tack weld area before assembling the cylinder.
During future cylinder rebuilds, removal of the quill
will not be necessary unless it has loosened or is
damaged. Removal will require a break-loose force of
at least 2 712 N·m (2,000 ft lb) after the tack welds
are ground off.
FIGURE 50-39. QUILL ASSEMBLY INSTALLATION
1. Cap Assembly 3. Plug

2. Quill Assembly 4. Check Ball
30
Installation of check balls and plugs in quill 1. Use the newer plugs. Ensure that the threads in
the quill tube and on the plugs are clean, dry
Check balls (4, Figure 50-39) in the side of quill
and free of oil and solvent.
assembly (2) are held in place with threaded plugs
(3). 2. Spray the mating threads of both plugs (3,
Figure 50-39) and quill assembly (2) with
If a plug is missing and the check ball is not found in LOCQUIC Primer T (Komatsu part number
the cylinder, inspect the opposite side hoist cylinder TL8753) or equivalent. Allow the primer to dry
and the plumbing leading to the hoist valve for for 3 to 5 minutes.
damage. Also, check the hoist valve itself to see
3. Apply Loctite Sealant #277 (Komatsu part
whether the ball or plug has caused internal damage
number VJ6863) or equivalent to the mating
to the spool. Peening of the necked down sections of
threads of both plugs and the quill assembly.
the spool may result. Spool sticking may also occur.
4. Place check balls (4) in the quill tube and install
NOTE: Refer to Figure 50-40 for SS1158 plug plugs (3) with the concave side facing the ball.
installation and removal tool that can be fabricated for Use the SS1158 plug installation and removal
installing and removing the check ball plugs. tool to tighten the plugs to 95 N·m (70 ft lb).
Check the plugs during any cylinder repair to ensure Allow the parts to cure for two hours before
that they are tight. If they move, remove the plugs exposing the threaded areas to oil.
and check whether the ball seat in the quill is NOTE: If LOCQUIC Primer T (TL8753) was not used,
deformed. the cure time will require 24 hours instead of two
• If deformation of the ball seat has occurred, the hours.
quill should be replaced. 5. Stake the plug threads in two places between
• If the ball seat area is not deformed, measure the the holes, as shown in Figure 50-40, to prevent
plug thickness as shown in Figure 50-40: loosening of the plug.
Older plug: 6.35 ± 0.50 mm (0.25 ± 0.02 in.) NOTE: If removal of the plug is necessary in a later
Newer plug: 9.65 ± 0.50 mm (0.38 ± 0.02 in.) rebuild, it will be necessary to carefully drill out the
stake marks and destroy the plug. A new plug must
be installed and staked as previously detailed.
FIGURE 50-40. SS1158 PLUG INSTALLATION & REMOVAL TOOL
31
Assembly 12. Check capscrews (1, Figure 50-41) carefully for

distress. Replace the capscrews if in doubt.
1. Install seals (15, Figure 50-37) and bearing (14)
on the second stage cylinder. Install bearing 13. Lubricate capscrews (1) with a lithium based
(19), buffer seal (18), rod seal (20) and rod grease. Install capscrews and plate (2). Tighten
wiper (21) on the first stage cylinder. Lubricate the capscrews to 780 N·m (575 ft lb).
with clean Type C-4 hydraulic oil.
2. Align and slide second stage cylinder (2) inside
first stage cylinder (3). Allow the second stage
to protrude far enough to install snap ring (9) on
the inside of the first stage cylinder.
3. Mount housing (4) in the fixture with the cover
end positioned at the top. Install bearing (19),
buffer seal (18), rod seal (20) and rod wiper (21)
in the housing.
4. Install the lifting tool that was used during
disassembly in the second and first stage
cylinder assembly.
5. Install bearings (13) and (24) on first stage
cylinder (3). Lift and align this assembly over
housing (4). Lower the second and first stage
cylinders into the housing.
6. Install the retainer bar that was used during
disassembly to hold the second and first stage
cylinder in place when the housing is rotated.
Rotate the housing 180 degrees to position the
lower mounting eye at the top.
7. Install bearing (19), buffer seal (18), rod seal
(20) and rod wiper (21) in second stage cylinder
(2). FIGURE 50-41. THIRD STAGE PISTON
8. Attach a lifting device to the eye of rod (1) and 1. Capscrew 3. Piston
align it over housing (4). Install cushion (25) on 2. Plate
the rod with the chamfered corner toward the
rod eye. Lower the rod into the housing.
Lubricate the rod with hydraulic oil.
9. Rotate the housing 180 degrees to position the 14. Install O-ring (12, Figure 50-37) and backup ring
cover end at the top. Remove the retainer bar (23) on cover (10). Align and lower the cover
that was installed in Step 6. Install bearings (17) onto housing (4). Lubricate capscrews (11) and
and seal (16) on rod bearing retainer (6). install them with the flat washers. Tighten the
10. Thread two guide bolts - 100 mm (4 in.) long - in
the end of rod (1). Install seal (8) on the end of 15. If removed, install bearing (5, Figure 50-36) and
the rod. retainer rings (4) in the hoist cylinder eye.
11. Align piston rod bearing retainer (6) over the 16. After assembly is complete, Refer to Testing and
guide bolts and lower it over the end of rod (1). Adjusting section Steering, brake cooling and
Remove the guide bolts. hoist hydraulic system for the hoist cylinder
leakage test requirements.
32
NOTES
33
960E Dump truck

© 2010 KOMATSU
All Rights Reserved
34
CEN50007-02
960E

960E-1 A30003 - A30026
960E-1K A50003 and up
960E-2 A30027 and up

Operator cab
Removal and installation of operator cab.............................................................................................................. 3
Removal and installation of cab door .................................................................................................................... 6
Disassembly and assembly of cab door ............................................................................................................... 6
Adjustment of cab door ....................................................................................................................................... 13
Removal and installation of side window glass ................................................................................................... 15
Removal and installation of windshield and rear window glass .......................................................................... 17
Removal and installation of windshield wiper motor ........................................................................................... 18
Removal and installation of windshield wiper arm .............................................................................................. 19
Removal and installation of windshield wiper linkage ......................................................................................... 20
Removal and installation of operator seat........................................................................................................... 21
Removal and installation of passenger seat ....................................................................................................... 22
Removal and installation of seat belt .................................................................................................................. 23
1
NOTES
2
Removal and installation of operator cab

NOTE: Prior to cab removal or repair procedures, it
may be necessary to remove the body to provide
clearance for lifting equipment to be used. If body
removal is not required, the body should be raised
and the safety cables installed at the rear of the truck.
DO NOT attempt to modify or repair damage to
the ROPS structure without written approval from
the manufacturer. Unauthorized repairs to the
ROPS structure will void certification. If
modification or repairs are required, contact the Do not attempt to work in the deck area until the
servicing Komatsu Distributor. body safety cables have been installed.
FIGURE 50-1. CAB ASSEMBLY (FRONT VEW)
1. Access Cover 2. Lifting Eyes
3
Removal 4. Disconnect all hydraulic hoses that are routed to

the frame from the fittings on the bottom of the
NOTE: The following procedure describes removal of
hydraulic brake cabinet. Remove the rear cover
the cab as a complete module with the hydraulic
plate underneath the cab and disconnect the
brake cabinet attached. All hoses and wire harnesses
steering hoses. Cap all fittings and plug the
must be marked prior to removal for identification to
hoses to prevent contamination.
ensure correct reinstallation.
5. Disconnect the wire harnesses from cab
1. Turn the key switch to the OFF position and connector plate (1, Figure 50-2) at the rear of
allow at least 90 seconds for the steering the cab.
accumulators to depressurize completely. Turn
6. Remove cable clamps, hose clamps, grounding
the steering wheel to ensure that no pressure
straps and cables as needed for cab removal.
remains.
7. Close heater shutoff valves (1, Figure 50-3)
2. Chock the tires securely, then open the brake
located at the water pump inlet housing on the
accumulator bleed down valves on brake
right side of the engine and at the water
manifold located in the hydraulic brake cabinet.
manifold. Disconnect the heater hoses at each
Allow sufficient time for the accumulators to
valve and drain the coolant into a container.
depressurize completely.
8. Remove clamps and heater hoses from the
3. Activate the battery disconnect switches located
fittings on the underside of the deck.
on the left side of the battery box.
FIGURE 50-2. CAB ASSEMBLY (REAR VEW)

1. Cab Connector Plate 2. Cab Mounting Hardware
4
12. Check for any other hoses or wiring which may

interfere with cab removal.
13. Lift the cab assembly off the truck and move it to
a work area for further service.
14. Before the cab is lowered to the floor, place
blocking under each corner of the cab to
prevent damage to the floor pan and hoses.
Installation
1. Lift the cab assembly and align the mounting
pad holes with the tapped pads on the deck.
Insert at least one capscrew and hardened
washer at each of the four mounting pads
before lowering the cab onto the truck.
2. After the cab is positioned, install the remaining
capscrews and hardened washers (32 total).
Begin at the rear mounting pads. Tighten the
FIGURE 50-3. ENGINE - R.H. VIEW capscrews to 1 424 N·m (1,050 ft lb).
1. Heater Shutoff Valves 3. Route the wire harnesses to cab connector
plate (1, Figure 50-2). Align the cable connector
plug key with the receptacle key and push the
plug onto the receptacle. Carefully thread the
retainer onto the receptacle and tighten it
securely.
4. Remove the caps and plugs from the hydraulic
hoses and fittings. Reinstall the hoses and
Federal regulations prohibit venting air
tubes.
conditioning system refrigerants into the
atmosphere. An approved recovery/recycle 5. Reinstall any cable clamps, hose clamps,
station must be used to remove the refrigerant grounding straps and cables as needed.
from the air conditioning system. 6. Install the heater hoses and clamps on the
9. Evacuate the air conditioning system. Refer to fittings on the underside of the cab. Connect the
Structure, function and maintenance standards other end of each hose to the fittings at heater
section Cab air conditioner for the correct shutoff valves (1, Figure 50-3). Open the heater
procedure. shutoff valves.
7. Remove the caps and reinstall the air
10. Attach a lifting device to lifting eyes (2, Figure
conditioning system hoses to the compressor
50-1) provided on top of the cab.
and receiver/drier. Refer to Testing and
adjusting section Cab air conditioning for
detailed instructions about evacuation and
recharging with refrigerant.
8. Close the brake accumulator bleed down valves
The cab assembly weighs approximately 2 268 kg
on the brake manifold.
(5,000 lb). Ensure the lifting device has adequate
capacity for lifting the load. 9. Deactivate the battery disconnect switches.
NOTE: The rear portion of the cab assembly is 10. Service the hydraulic tank and engine coolant
heavier than the front portion. as required.
11. Remove cab mounting hardware (2, Figure 50- 11. Start the engine and verify proper operation of
2) from the mounting pads at each corner of the all controls. Ensure that the air conditioning
cab. system is properly recharged.
5
Removal and installation of cab door Disassembly and assembly of cab door
The cab door assemblies are mirror images of each Removing door panel
other. Each is hinged on the rear edge with a heavy
duty hinge. For repairs on the door latches or window 1. Remove hair pin clip (1, Figure 50-4) and bolt
controls, it is usually better (but not necessary) to (2) from the door check strap closest to the
remove the door from the cab and lower it to the floor door.
for service.
Removal
1. If overhead space is available, raise the body to
allow access to the door with an overhead hoist.
Secure the body in the raised position with
safety cables.
2. Lower the door glass far enough to allow
insertion of a lifting sling when the door is
removed.
3. Remove the door panel for access to the power
window motor harness connector. Disconnect
the door harness from the floor.
4. Remove the retainer clip and bolt clip from the
travel limiting strap.
5. Insert a lifting sling through the open window
and attach it to a hoist. Remove the capscrews
(a swivel socket works best) that secure the
door hinge to the cab. Lift the door from the cab.
6. Place the door on blocks or on a work bench to
protect the window glass and allow access to FIGURE 50-4. DOOR PANEL
internal components for repair.
1. Hair Pin Clip 4. Wiring Harness
Installation 2. Bolt 5. Panel Screws
3. Door Check Strap 6. Window Regulator
1. Attach a lifting sling and hoist to the door
Bracket Mounting Screw
assembly. Lift the door up to the deck and
position the door hinges on the cab.
2. Align the door hinges with the cab and install
the capscrews that secure the door to the cab. 2. Disconnect wiring harness (4) from the floor.
3. Attach the travel limiting strap with the bolt and 3. Open the door as far as possible in order to
clip that were removed previously. remove the internal door panel.
4. Connect the door harness to the receptacle 4. Before removing all door panel mounting
mounted in the cab floor. screws, support the panel to prevent the
assembly from dropping. Remove 15 panel
5. Verify proper operation of the power window screws (5).
and door latch adjustment.
6. Install the door panel. NOTE: Remove the panel screws across the top last.
7. If an adjustment is necessary to ensure tight
closure of the door, refer to "Door jamb bolt
adjustment".
8. A rubber sealer strip is mounted with adhesive
around the perimeter of the door assembly to Door glass and internal door panel will drop when
keep out dirt and drafts. This sealer strip should door panel screws are removed.
be replaced if it becomes damaged.
6
5. Carefully lower the door panel a few inches. Installing door panel
Hold the glass at the top to prevent it from 1. While supporting the window glass as shown in
dropping. Slide the door panel toward the cab to Figure 50-10 (a few inches from the top), install
disengage the window regulator roller from the the lower and upper regulator rollers in their
track on the bottom of the glass (See Figure 50- tracks. Start by moving the door panel (with the
5). Slide the panel away from the cab to window regulator) away from the cab just far
disengage the other top roller and lower roller enough to allow the rollers to enter their tracks.
from its tracks. Place the panel out of the way Then, with the rollers in the tracks, slide the
after removal. panel toward the cab. Move the panel just far
enough to allow the upper regulator roller to go
into the track on the bottom of the glass.
2. Lift up the door panel, regulator and glass to
align the screw holes in the panel with the holes
in the door frame. Install 15 panel screws (5,
Figure 50-4) that secure the panel to the door
frame.
NOTE: Install the panel screws across the top first.
3. Connect wiring harness (4) to the floor.
4. Align the door check strap opening with the
holes in the bracket and install bolt (2). Install
hair pin clip (1).
Replacing door window regulator

1. Remove the door panel. Refer to "Removing
door panel".
2. Move the inner door panel assembly to a work
area.
3. Remove four window regulator mounting
screws (6, Figure 50-4).
4. If replacing the motor assembly of the window
FIGURE 50-5. WINDOW REGULATOR ROLLER
regulator, ensure that the worm gear on the
motor is engaged properly into the regulator
gear. Ensure that the motor mounting screws
are tight.
5. Mount the window regulator to the inner panel
using four mounting screws (6). Ensure that the
screws are tight.
6. Install the door panel. Refer to "Installing door
panel".
7
Replacing door handle or latch assembly

The cab doors are equipped with serviceable latch
handle assemblies (inner and outer). The outer latch
handle assembly has a key-operated lock.
door panel".
2. Remove capscrew and nut (1, Figure 50-6) from
the inside door handle.
3. Remove four mounting screws (2) for the latch.
Remove latch assembly (4).
4. If replacing the latch assembly, proceed to Step
5.
If replacing the outside door handle, remove
three mounting screws (3) that secure the door
handle to the door panel. Install the new door
handle and three mounting screws.
NOTE: Only one screw is shown. The other two are
behind the latch assembly.
5. Install latch assembly (4) and align the
mounting holes. Install four mounting screws
(2). Ensure that they are tight.
6. Align the inside door handle and install
capscrew and nut (1).
panel".
FIGURE 50-6. DOOR LATCH
1. Capscrew and Nut 3. Mounting Screw -
2. Mounting Screws - Outside Door Handle
Latch 4. Latch Assembly
5. Window Frame
8
Replacing door assembly seal and door hinge

seal
1. The door assembly seal is glued on the door.
This seal can be replaced by peeling the seal
away from the door frame. Then use a suitable
cleaner to remove the remaining seal and glue
material.
2. The area where the door seal mounts should be
free of dirt and oil. Spread or spray a glue which
is quick drying and waterproof onto the area
where the seal is to installed.
3. Install the seal so that the corners of the seal fit
up into the corners of door frame (3, Figure 50-
7).
4. Door hinge seal (2, Figure 50-8) is glued to the
hinge. Use the same procedure as above for
this seal.
Replacing door opening seal

FIGURE 50-7. DOOR SEALS
1. Starting at the lower center of the door opening,
pull up on one end of the seal. The seal should
1. Door Opening Seal 3. Door Assembly Seal
pull loose from the cab opening lip. Pull door
opening seal (1, Figure 50-7 and Figure 50-8)
loose all the way around the opening.
2. Inspect the cab opening lip for damage, dirt, and
oil. Repair or clean the cab opening as
necessary. Remove all dirt and old sealant
Ensure that the perimeter of the opening is
clean and free of burrs.
3. Install the seal material around the door
opening in the cab. Start at the bottom center of
the cab opening and work the seal lip over the
edge of the opening. Go all the way around the
opening. Ensure that the seal fits tightly in the
corners. A soft face tool may be used to work
the seal up into the corners.
4. Continue going all the way around the opening.
When the ends of the seal meet at the bottom
center of the cab opening, it may be necessary
to trim off some of the seal.
NOTE: The ends of the seal material need to be
square-cut to assure a proper fit. FIGURE 50-8. DOOR SEALS
5. Fit both ends so that they meet squarely. Then
while holding the ends together, push them 1. Door Opening Seal 2. Door Hinge Seal
firmly into the center of the opening.
9
Removing door glass 5. Remove screws (1, Figure 50-11) at the lower
end of the window channels. It is necessary to
pull rubber felt insert (2) out of the channel to be
door panel".
able to remove the screws.
2. Lift the door glass and support it at the top of the
frame.
3. Remove two screws holding the roller track to
the bottom of the door glass (See Figure 50-9).
FIGURE 50-11. WINDOW CHANNEL

1. Screws 2. Rubber Felt Insert
FIGURE 50-9. ROLLER TRACK
6. Remove the trim material covering screws (1,
Figure 50-12) that are holding the window frame
4. Support the glass in the door frame with support to the door. Remove the screws.
block (1, Figure 50-10) as shown. Remove
screws (2) that hold the window regulator track NOTE: The screws along the bottom of the window
adapter. frame may be shorter than the screws along the top
and sides.
FIGURE 50-10. WINDOW REGULATOR TRACK

ADAPTER
FIGURE 50-12. WINDOW FRAME
1. Support Block 2. Screws
1. Screws
10
7. Lift the door glass up in window frame (1, Figure Installing door glass
50-13) so that it is near the top. While holding 1. Before installing new window glass, inspect the
the glass in place, tilt the frame out at the top. window frame. In each corner, there is an “L”
Lift the frame and glass straight up and out of shaped bracket (1, Figure 50-14) with two
the door. screws in it to hold the corners of the frame
together. Check the screws to ensure that they
are tight. Also ensure that rubber felt insert (2,
Figure 50-11) in the window channels is in good
condition. Replace it if necessary.
Window bracket (2) at the bottom of the glass 2. Slide the new window glass into the window
must clear the door frame if it is still on the glass. frame glass channels. Move the glass to the top
of the frame.
3. While holding the glass at the top of the frame,
lift the window frame and lower the assembly
into the door.
FIGURE 50-13. WINDOW FRAME

1. Window Frame 2. Window Bracket
8. Move the window glass and frame to a work

area where the glass can be removed. Slide the FIGURE 50-14. WINDOW FRAME INSPECTION
glass down and out of the window channels. 1. “L” Shaped Brackets
11
Ensure that the one channel in window frame (5,

Figure 50-6) that is next to the door latch passes
to the inside of latch assembly (4).
4. Lower the glass in the frame and support it with
support block (1,Figure 50-10).
5. Install screws (1, Figure 50-12) that secure the
window frame to the door frame.
The screws along the outer bottom of the window

frame may be shorter than the ones along the
sides and top. These screws must be used in this
area to prevent the window glass from being
scratched or cracked. See Figure 50-12.
6. Install the trim material over the top of screws
(1, Figure 50-12) that hold the window frame to
the door. Use a flat blade screwdriver to assist
with installing the trim material. See Figure 50-
15.
NOTE: Be careful not to cut the retainer lip on the trim
material.
FIGURE 50-15. INSTALLING TRIM MATERIAL
7. Install screws (1, Figure 50-11) at the lower end
of the window channels. Ensure that rubber felt
insert (2) is back in place after the screws are
installed.
8. Install the window regulator track adapter using
two screws (1, Figure 50-10). Ensure that the
nylon bushings and gaskets are installed
properly to prevent damage to the glass.
9. Lift the window glass in the frame and install the
window regulator roller track onto the adapter
(See Figure 50-9). Install the screws finger-tight,
then tighten them 1/4 to 1/2 turn only.
NOTE: If the screws for the roller track adapter do not
have built-in nylon washers, use a removable Loctite
product under the screw heads.
panel".
12
Adjustment of cab door 4. The door seal should firmly grip the paper all
along the top, front, and bottom edge of the
Door jamb bolt adjustment door. If the paper is loose all around, repeat
Over time, the door latch mechanism may wear. To Step 2. If the paper is firmly gripped, but can be
ensure proper latching of the door, the door jamb bolt removed without tearing it, open the door and
may need to be adjusted periodically. tighten the jamb bolt completely without
affecting the adjustment.
5. If the paper slips out from the door seal easily
along the top but the bottom (or vise versa), the
door itself will have to be adjusted.
a. If the seals are tight at the bottom of the door
but not at top, place a 4 x 4 block of wood at
the bottom edge of the door, below the
handle. Close the door on the wood block
and press firmly inward on the top corner of
the door. Press in one or two times, then
remove the wood block and check the seal
tension again using the paper method. Seal
compression should be equal all the way
around the door. If the seal is still loose at the
top, repeat the procedure again until seal
compression is the same all the way around.
FIGURE 50-16. DOOR JAMB BOLT ADJUSTMENT b. If the seals are tight at the top of the door but
1. Washer 3. Frame not at the bottom, place a 4 x 4 block of wood
2. Striker Bolt 4. Door Seal at the top corner of the door and press firmly
inward on the lower corner of the door. Press
in one or two times, then remove the wood
NOTE: Always check the condition of the door block and check seal compression again
assembly seal before making adjustments. using the paper method. Seal compression
should be equal all the way around the door.
• If the door closes, but not tightly enough to give a
good seal between the door seal and the cab If seal is still loose at the bottom, repeat the
skin: procedure again until seal compression is the
same all the way around.
1. Mark washer location (1, Figure 50-16) portion
of the door jamb bolt with a marker, pen, or
pencil by circumscribing the outside edge of the • If the door springs back when trying to close it,
washer onto the jamb. striker bolt (2) has probably loosened and slipped
down from where the catch can engage with the
2. Loosen striker bolt (2). Move it straight inwards
bolt.
1.5 mm (1/16 inch) and retighten the bolt.
1. Open the door and close both latches (3) and (5
3. Hold a piece of paper where door seal (4) will
on the catch until they are both fully closed.
contact the skin of the cab and firmly close the
door on the paper. 2. Transfer the center of this opening onto the skin
of the cab nearest where the door jamb bolt is
NOTE: The door latch mechanism has a double located. Use a T-square or other measuring
catch mechanism, so ensure that it latches on the equipment and mark on the cab with a pencil.
second catch.
NOTE: Release the door catch before trying to close
the door.
13
Door handle plunger adjustment

If the door handle does not function, it can either be
adjusted or replaced. The following is a procedure for
adjusting the exterior door handle plunger.
1. Determine the amount of free play in the door
release plunger by pushing in on the plunger
until it just contacts the door release
mechanism. Measure the distance that the
plunger travels from this position to where the
plunger is fully released (See Figure 50-18).
FIGURE 50-18. MEASURING TRAVEL DISTANCE

FIGURE 50-17. DOOR JAMB BOLT ADJUSTMENT OF PLUNGER
1. Cab 4. Door
2. Striker Bolt 5. Lower Latch
3. Upper Latch
door panel".
3. Remove capscrew and nut (1, Figure 50-19)
3. Loosen and vertically align (center) the door from inside release lever.
jamb bolt with the mark and tighten it firmly 4. Remove four mounting screws (2) that hold the
enough to hold it in place but still allow some latch mechanism in the door.
slippage.
5. Remove latch assembly (4). Check whether the
4. Carefully try to close door (4, Figure 50-17) and door latch mechanism works properly by
determine whether this adjustment has helped performing the following test:
the “springing” problem. If the door latches but
not firmly enough, follow the procedure in Step a. Close the latch mechanism pawls.
1. If the door latch does not catch, move the bolt b. Operate the inside door release lever to see
outward and try again. When corrected, follow whether the pawls open. If the pawls do not
the adjustment procedures in Step 1 to ensure a open, replace the door latch assembly.
good seal.
c. Close the pawls again.
By design, if both seals are in good condition, d. Press the outside door button to see whether
proper adjustment of the outside seal will the pawls open.
ensure good contact on the inside seal to
prevent dust and moisture from entering the e. If the latch mechanism operates properly,
cab. proceed to Step 6. If the latch mechanism
does not operate properly, install a new door
latch assembly then continue with Step 6.
14
6. Remove mounting screws (3) from the outside Removal and installation of side window
door handle. With the door handle removed, glass
adjust the plunger counterclockwise to increase
the height of the door handle release button. Recommended tools and supplies
Lock the plunger capscrew with the locknut. • Cold knife, pneumatic knife, or a piano wire
Apply Loctite® to prevent the screw from cutting device, long knife. Cutout tools are
loosening. available at an auto glass supply store.
• Heavy protective gloves
• Safety eyeglass goggles
• Windshield adhesives, proper cleaners, primers
and application gun
• SM2897 glass installation bumpers (6 or 7 per
window)
Recommended adhesives:
• SikaTack Ultrafast or Ultrafast II (both heated).
Vehicle can be put into service in 4 hours under
optimum conditions. Heated adhesives require a
Sika approved oven to heat adhesive to 80° C
(176° F).
• Sikaflex 255FC or Drive (unheated). Vehicle can
be put into service in 8 hours under optimum
conditions.
Sika Corporation
30800 Stephenson Hwy.
Madison Heights, MI 48071
Toll Free Number: 1-800-688-7452
Fax number: 248-616-7452
http://www.sika.com or
http://www.sikasolutions.com
FIGURE 50-19. DOOR LATCH

1. Capscrew and Nut 3. Mounting Screw - Due to the severe duty application of off-highway
2. Mounting Screws - Outside Door Handle vehicles, the cure times listed by the adhesive
Latch 4. Latch Assembly manufacturer should be doubled before a truck is
5. Window Frame moved. If the cure time is not doubled, vibration
or movement from a moving truck will weaken the
adhesive bond before it cures, and the glass may
fall off the cab.
NOTE: Install the door handle and latch assembly by
If another adhesive manufacturer is used, follow
reversing the previous steps.
that manufacturer's instructions for use,
including the use of any primers, and double the
allowances for proper curing time.
15
Removal 5. For the side windows, use six or seven glass

installation bumpers (SM2897). Space them
equally around the previously marked glass
perimeter, approximately 19 mm (0.75 in.)
inboard from where the edge of the glass will be
when it is installed.
The first concern with all glass replacement is
The rubber bumpers are used to ensure a
SAFETY! Wear heavy protective gloves and
proper adhesive installed thickness. If too thin,
safety eyeglass goggles when working with
the glass may break when the cab flexes. If too
glass.
thick, both improper sealing and the risk of glass
1. Use a cut-out tool to slice into the existing not being properly bonded are possible.
urethane adhesive and remove the window
glass. NOTE: Be careful not to place the adhesive too far
inboard, as it will make any future glass replacement
2. Carefully clean and remove all broken glass more difficult.
chips from any remaining window adhesive. The
surface should be smooth and even. Use only 6. Apply a continuous, even bead of adhesive
clean water. (approximately 10 mm (0.38 in.) in diameter) to
the cab skin at a distance of 13 - 16 mm (0.50 -
NOTE: Removal of all old adhesive is not required. 0.63 in.) inboard from the previously marked
Remove just enough to provide an even bedding final location of the glass edges from Step 2.
base. 7. Immediately install the glass. Carefully locate
3. Use a long knife to cut the remaining urethane the glass in place with the black masking side
from the opening, leaving a bed 2 - 4 mm (0.08 - toward the adhesive. Press firmly, but not
0.15 in.) thick. If the existing urethane is loose, abruptly, into place to ensure that the glass is
completely remove it. Leave the installation properly seated. Do not pound the glass into
bumpers in place, if possible. place.
8. Use a wooden prop and duct tape to hold the
Installation
glass in place for at least two hours or double
1. Clean the metal with Sika Aktivator. Allow it to the adhesive manufacturer’s curing time,
dry for ten minutes. Then paint on a thin coat of whichever time is longer.
Sika Primer 206G+P and allow it to dry for ten 9. Remove the tape or prop from the glass only
minutes. after the cure time has expired.
2. Using only the new side window(s) which are to
be bonded in place, center the new glass over
the opening in the cab. Use a permanent
marker to mark on the cab skin along all the
edges of the new glass that is to be installed. All
edges must be marked on the cab in order to
apply the adhesive in the proper location.
3. Use Sika Primer 206G+P to touch up any bright
metal scratches on the metal frame of the truck.
Do not prime the existing urethane bed. Allow it
to dry for ten minutes.
4. Use a clean, lint free cloth to apply Sika
Aktivator to the black ceramic Frit surrounding
the new window. Use a clean, dry cloth and
wipe off the Sika Aktivator. Allow it to dry for ten
minutes.
16
Removal and installation of windshield and

rear window glass
NOTE: Two people are required to remove and install
the windshield or rear window glass. One person
must be inside the cab, and the other person must be
on outside the cab.
Special tools that are helpful in removing and
installing automotive glass are available from local
tool suppliers.
Removal
NOTE: If the windshield is to be replaced, lift the
windshield wiper arms out of the way first.
1. Starting at the lower center of the glass, pull out
weatherstrip locking lip (2, Figure 50-20 or
Figure 50-21). Use a non-oily rubber lubricant
and a screwdriver to release the locking lip.
2. Remove glass (1) from weatherstrip (3) by
pushing it out from inside the cab.
FIGURE 50-20. WINDSHIELD
3. Clean all dirt and old sealant from the
weatherstrip grooves. Ensure that the perimeter 1. Glass 3. Weatherstrip
of the window opening is clean and free of 2. Locking Lip 4. Sheet Metal
burrs.
Installation
1. If the weatherstrip that was previously removed
is broken, weathered, or damaged in any way,
install a new rubber weatherstrip.
NOTE: Using a non-oily rubber lubricant or water-
based hand cleaner on the weatherstrip material and
cab opening will make the following installation
easier.
a. Install weatherstrip (3, Figure 50-20 or Figure
50-21) around the window opening. Start with
one end of the weatherstrip at the center,
lower part of the window opening and press
the weatherstrip over the edge of the
opening.
b. Continue installing the weatherstrip all
around the opening. When the ends of the
weatherstrip meet at the lower, center part of
the window opening, there must be 12.7 mm
(0.5 in.) of overlapping material.
NOTE: The ends of the weatherstrip material need to
be square-cut to assure a proper fit. FIGURE 50-21. REAR WINDOW
c. Lift both ends so that they meet squarely. 1. Glass 3. Weatherstrip
Then, while holding the ends together, force 2. Locking Lip 4. Sheet Metal
them back over the lip of the opening.
17
2. Lubricate the groove of the weatherstrip where Removal and installation of windshield
the glass is to be seated. wiper motor
3. Lower the glass into the groove along the
Removal
bottom of the window opening.
4. Two people should be used for glass 1. Remove large access cover (1, Figure 50-1)
installation. Have one person on the outside of from the front of the cab.
the cab pushing in on the glass against the 2. Disconnect the wiper motor harness connector.
opening, while one person on the inside uses a
soft flat tool (such as a plastic knife) to work the
weatherstrip over the edge of the glass all the
way around.
5. After the glass is in place, go around the
weatherstrip and push in on locking lip (2) to Some wiper linkage arms may have extremely
secure the glass in the weatherstrip. sharp edges. Wear protective gloves and long
sleeves when handling wiper linkage arms.
NOTE: If the windshield was replaced, lower the
windshield wiper arms back onto the glass. 3. While holding wiper linkage (9, Figure 50-22)
stationary, remove nut (10) and disconnect the
linkage from wiper motor (1).
4. Remove three cap screws (6), flat washers (7)
and lock washers (8) that attach the wiper motor
to plate (5). Remove the wiper motor assembly.
Installation
1. Place wiper motor (1, Figure 50-22) into position
on plate (5).
2. Install three cap screws (6), flat washers (7) and
lock washers (8). Tighten the cap screws to 8-9
N·m (71-79 in lb).
3. Align the motor output shaft with wiper linkage
(9). Install nut (10). Hold the linkage stationary
and tighten the nut to 22-24 N·m (16-18 ft lb).
4. Reconnect the wiper motor harness connector.
NOTE: In case the wiper motor operates incorrectly,
lift the wiper arms off the windshield to avoid possible
damage.
5. Verify that the wipers operate properly and park
in the proper position (See to Figure 50-24).
18
Removal and installation of windshield

wiper arm
Removal
1. Note the parked position of wiper arm (1, Figure
50-23).
2. Lift the wiper arm cover. Remove nut (2) and
washer (3).
3. Disconnect the washer hose, then remove the
wiper arm.
Installation
1. Place wiper arm (1, Figure 50-23) into the
parked position noted during removal. Install
washer (3) and nut (2). Tighten the nut to 16-20
N·m (142-177 in lb). Close the wiper arm cover.
2. Connect the washer hose to the wiper arm.
in the proper position (See to Figure 50-24).
FIGURE 50-22. WINDSHIELD WIPER

INSTALLATION
1. Wiper Motor 6. Cap Screw
2. Cap Screw 7. Flat Washer
3. Flat Washer 8. Lock Washer
FIGURE 50-23. WIPER ARM DETAIL
4. Lock Washer 9. Wiper Linkage
5. Plate 10. Nut 1. Wiper Arm 4. Cap
2. Nut 5. Washer
3. Spring Washer 6. Nut
19
Removal and installation of windshield Installation

wiper linkage 1. Place the wiper assembly into position in the
Removal wiper compartment.
2. Install cap screws (3, Figure 50-24), lock wash-
1. Remove the wiper arms. Refer to "Removal and
ers (4) and flat washers (5). Tighten cap screws.
installation of windshield wiper arm".
3. Install washer (5, Figure 50-23) and nut (6) on
2. Remove retainer (8, Figure 50-24), and discon- each wiper shaft. Tighten the nut to 18-20 N·m
nect the wiper linkage from wiper motor drive (160-177 in lb).
arm (6).
3. Remove nut (6, Figure 50-23) and washer (5)
from each wiper shaft.
4. Remove cap screws (3, Figure 50-24), lock
washers (4) and flat washers (5).
5. Remove wiper assembly from cab. Do not overtighten the nut. The threads on the
wiper shafts are easily stripped when improperly
tightened.
4. Install cap (4) over nut (6).
5. Align the linkage and attach it to wiper motor
drive arm (6, Figure 50-24) using retainer (8).
NOTE: When the motor is parked, the drive arm will
be in the 3 o’clock position as shown in Figure 50-24.
6. Install the wiper arms. Refer to "Removal and
installation of windshield wiper arm".
in the proper position.
FIGURE 50-24. PARK POSITION

A. Park Position (7°) 5. Flat Washer
1. Wiper Motor 6. Wiper Motor Drive Arm
2. Wiper Blade 7. Nozzle
3. Cap Screw 8. Retainer
4. Lock Washer 9. Hose
20
Removal and installation of operator seat 2. Install cap screws (2), flat washers (3) and lock
washers (4) that secure the riser to the floor.
Inspection Tighten the cap screws to the standard torque.
1. Inspect the seat for wear or damage. Replace 3. Connect seat harness (7).
worn or damaged parts on the seat. 4. Fasten seat belt tethers (6) to eye bolts in the
2. Inspect the seat belts and buckles for proper cab floor. Install cotter pins (5).
operation. Also check for worn or frayed fabric. 5. If the door was removed, install the door. Refer
Replace all worn or damaged parts. to the index in this chapter for door installation
3. Inspect the date of manufacture on the seat instructions.
belt. If the seat belt is over five years old,
replace the seat belt. Or, if the seat belt has
been in service for more than three years,
replace the seat belt.
4. Inspect the seat tethers. If worn or damaged,
replace the tethers.
Do not remove the handrail from the deck to

allow room to remove the operator seat from the
cab. Remove the cab door to gain clearance for
seat removal. There is a risk to personnel of
falling if the handrail is removed.
Removal
1. Disconnect the door stop strap so the door can
swing open wider. If necessary, remove the door
from the cab to allow room to remove the seat.
Refer to the index in this chapter for door
removal instructions.
2. Remove cotter pins (5, Figure 50-25) so that
seat belt tethers (6) can be disconnected from
the eye bolts in the cab floor.
3. Disconnect seat harness (7) at the cab floor.
4. Remove cap screws (2), flat washers (3) and
lock washers (4) that secure the riser to the
floor.
5. The seat weighs approximately 58 kg (128 lb).
Remove the seat from the cab. Then use a
suitable lifting device to lift the seat from the
deck down to the ground. Do not lift the seat by
using the arm rests, as they could be damaged.
FIGURE 50-25. SEAT INSTALLATION
Installation 1. Seat Assembly 5. Cotter Pin
1. The seat assembly (1, Figure 50-25) weighs 2. Cap Screw 6. Seat Belt Tether
approximately 58 kg (128 lb). Use a suitable 3. Flat Washer 7. Seat Harness
lifting device to lift the seat from the ground up 4. Lock Washer
to the deck. Place seat assembly in position in
the cab.
21
Removal and installation of passenger seat 3. Fasten seat belt tethers (2) to eye bolts in the
cab floor. Install cotter pins (3).
Inspection
4. Install the door stop strap. The strap has three
1. Inspect the seat for wear or damage. Replace holes on each end for adjustment of how wide
worn or damaged parts on the seat. the door can swing open. Install the pin in the
2. Inspect the seat belts and buckles for proper door stop strap where desired.
operation. Also check for worn or frayed fabric. 5. If disconnected, route power window wires
Replace all worn or damaged parts. through the loop in the bottom of the door stop
3. Inspect the date of manufacture on the seat strap.
belt. If the seat belt is over five years old,
replace the seat belt. Or, if the seat belt has
been in service for more than three years,
replace the seat belt.
4. Inspect the seat tethers. If worn or damaged,
replace the tethers.
Removal
1. Disconnect the door stop strap so the door can
swing open wider.
2. Remove cotter pins (3, Figure 50-26) so that
seat belt tethers (2) can be disconnected from
the eye bolts in the cab floor.
3. Remove cap screws (4), flat washers (6) and
lock washers (5) that secure the riser to the
floor.
4. The seat weighs approximately 55 kg (121 lb).
Remove the seat from the cab. Then use a
suitable lifting device to lift the seat from the
deck down to the ground.
Installation
1. Seat assembly (1, Figure 50-26) weighs
approximately 55 kg (121 lb). Use a suitable
lifting device to lift the seat from the ground up
to the deck. Place the seat assembly in position FIGURE 50-26. PASSENGER SEAT INSTALLATION
in the cab.
2. Install cap screws (4), flat washers (6) and lock 1. Seat Assembly 4. Cap Screw
washers (5) that secure the riser to the floor. 2. Seat Belt Tether 5. Lock Washer
Tighten the cap screws to the standard torque. 3. Cotter Pin 6. Flat Washer
22
Removal and installation of seat belt Installation

Inspect the date of manufacture on the seat belt. If 1. Install tether and seat belt buckle (11, Figure 50-
the seat belt is over five years old, replace the seat 28) to seat with cap screw (12). The tether belt
belt. Or, if the seat belt has been in service for more is to be positioned at a 45 degree angle. Tighten
than three years, replace the seat belt. cap screw (12) to 68 N·m (50 ft lb).
2. If required, install bracket (3, Figure 50-27) with
Removal cap screws (2) and nuts. Tighten the cap screws
1. Remove cap screw, flat washer and nut (4, to 47 N·m (35 ft lb).
Figure 50-27). Then remove shoulder belt 3. Install seat belt retractor (10, Figure 50-28) and
retractor (1). tether (9) using flat washer (7) and cap screw
2. Recline the back of the seat forward. Remove (8). The tether belt is to be positioned at a 45
screws (5, Figure 50-28). Then remove pad (4). degree angle. Tighten cap screw (8) to 68 N·m
3. Remove nut (6), cap screw (2) and then spacer (50 ft lb).
(3). Place the loose shoulder belt on the seat
cushion.
4. Remove cap screw (8), seat belt retractor (10),
flat washer (7) and tether (9) and from the seat.
It may be necessary to also remove cap screws
(2, Figure 50-27) and nuts and bracket (3).
Remove the seat belt and shoulder belt from the
seat.
5. Remove cap screw (12, Figure 50-28), seat belt
buckle (11) and the other tether.
FIGURE 50-27. SHOULDER BELT

FIGURE 50-28. SEAT BELTS
1. Shoulder Belt 3. Bracket 1. Seat 7. Flat Washer
Retractor 4. Cap Screw, Nut, 2. Cap Screw 8. Cap Screw
2. Cap Screw Flat Washer 3. Spacer 9. Tether
4. Pad 10. Seat Belt Retractor
5. Screws 11. Seat Belt Buckle
6. Nut 12. Cap Screw
23
4. While installing the top shoulder belt bracket, 6. Ensure the shoulder belt is not twisted. Slowly
ensure that the seat belt is not twisted. Install extend the shoulder belt and install shoulder
the top shoulder belt bracket to upright support belt retractor (1, Figure 50-27) to bracket (3).
with cap screw (2) and nut (6), with spacer (3) Install cap screw, nut and flat washer (4).
inside the support. Tighten nut to 68 N·m (50 ft Tighten nut to 68 N·m (50 ft lb).
lb). 7. Test the seat belt function by buckling and
5. Install top pad (4) to support bar with screws (5). unbuckling the seat belt, and fully extending it.
Also, rapidly pull on the shoulder belt to check
the locking function. Remove the cardboard
warning tag from the belt.
24
NOTES
25
960E Dump truck

© 2010 KOMATSU
All Rights Reserved
26
CEN50024-01
960E

960E-1K A50003 and up

Body and structures
Removal and installation of dump body ................................................................................................................ 3
Removal and installation of body pads ................................................................................................................. 5
Removal and installation of diagonal ladder/hood and grille assembly ................................................................ 8
Removal and installation of right deck .................................................................................................................. 9
Removal and installation of left deck................................................................................................................... 12
Removal and installation of fuel tank .................................................................................................................. 14
Removal and installation of fuel gauge sender ................................................................................................... 16
Disassembly and assembly of fuel tank breather ............................................................................................... 17
Removal and installation of hydraulic tank.......................................................................................................... 18
1
NOTES
2
Removal and installation of dump body Removal

1. Park truck on a hard, level surface and block all
the wheels.
Inspect the condition and rating of all lifting Operating instructions.
devices, slings, chains, and cables. Refer to the 3. Attach lifting cables (1, Figure 50-1) and a lifting
manufacturer's manual for correct capacities and device to the dump body and take up the slack.
safety procedures when lifting components.
Replace any questionable items. 4. Remove the mud flaps from both sides of the
dump body. Remove any electrical wiring and
Ensure that the lifting device is rated for at least a hoses that are attached to the dump body.
48 ton capacity. Slings, chains, and cables used 5. Attach chains around the upper end of the hoist
for lifting components must be rated to supply a cylinders to support them after the mounting
safety factor of approximately 2X the weight pins are removed.
being lifted. When in doubt as to the weight of 6. At the hoist cylinder upper mounting bracket,
components or any service procedure, contact remove nut (6, Figure 50-2), flat washer (5) and
the Komatsu area representative for further shoulder bolt (4). Use a brass drift and hammer
information. to drive pivot pin (3) from mounting bracket (1).
Lifting eyes and hooks should be fabricated from NOTE: Do not lose two spacers (2) between the
the proper materials and rated to lift the load cylinder bearing and mounting bracket (1).
being placed on them.
Never stand beneath a suspended load. Use of

guy ropes are recommended for guiding and
positioning a suspended load.
Before raising or lifting the body, ensure there is

adequate clearance between the body and
overhead structures or electric power lines.
FIGURE 50-2. HOIST CYLINDER UPPER MOUNT
FIGURE 50-1. DUMP BODY REMOVAL 1. Mounting Bracket 4. Shoulder Bolt

2. Spacer 5. Flat Washer
1. Lifting Cables 2. Guide Rope
3. Pin 6. Nut
3
7. Remove shoulder bolt (1, Figure 50-3), flat Inspection

washer (2) and nut (3) from both body pivot pins 1. Inspect body ears (6, Figure 50-3), the frame
(4). pivot and the pivot bushings for excessive wear
8. Attach a body pivot pin support fixture to the or damage.
bracket on the underside the dump body to aid 2. Inspect the body guide wear points. Body guide
in supporting the pin as it is removed. (2, Figure 50-4) should be centered between
9. Remove pivot pins (4) far enough to allow shims wear plates (3) with a maximum gap of 4.8 mm
(5) to drop out. Complete removal of the pins is (0.19 in.) at each side (new wear plates).
not necessary unless new pins are being
installed. If the gap becomes excessive, install new parts.
NOTE: To prevent the pivot pins from falling while

removing the dump body, use chains to secure the
pins to the truck frame.
10. Lift the dump body clear of the chassis and
move it to a work area. Block up the dump body
to prevent damage to the body guide.
FIGURE 50-4. BODY GUIDE
1. Dump Body 3. Body Guide Wear

2. Body Guide Plates
FIGURE 50-3. DUMP BODY PIVOT PINS

1. Shoulder Bolt 4. Pivot Pin
2. Flat Washer 5. Shims
3. Nut 6. Body Ear
4
Installation Removal and installation of body pads

1. Park truck on a hard, level surface and block all Removal
the wheels.
3. Attach lifting cables (1, Figure 50-1) and a lifting
device to the dump body and take up the slack. To avoid serious personal injury or death, the
body retention sling must be installed anytime
4. Lower the body over the truck frame and align
personnel are required to perform maintenance
the body pivots with the frame pivot holes.
on the vehicle with the dump body in the raised
5. Install shims (5, Figure 50-3) in both body position.
pivots, as required, to fill the outside gaps and
center the body on the frame pivot. Do not Refer to the Foreword and general information
install shims on the inside. A minimum of one section for the body retention sling installation
shim is required at the outside end of both frame procedure.
pivots.
NOTE: It is not necessary to remove the dump body
6. Align the bolt hole in pivot pin (4) with the bolt
to replace the body pads. Body pads should be
hole in the pin retainer of body ear (6). Push the
inspected during scheduled maintenance inspections
pivot pin through shims (5) and into the frame
and replaced if worn excessively.
pivot. Repeat this step for the other pivot pin.
7. Install shoulder bolt (1) through each pin. 1. Raise unloaded dump body (1, Figure 50-5) to a
height that is sufficient to allow access to all of
NOTE: Do not use a flat washer under the head of the body pads.
the shoulder bolt. This will ensure that the shoulder 2. Install the body retention sling. Refer to “Secur-
bolt does not run out of threads when tightening. ing The Body” in Section A3, General Safety &
8. Install flat washer (2) and nut (3) onto the Operating Instructions, for the body retention
threaded end of each shoulder bolt. Tighten the sling installation procedure.
nuts to 339 N·m (250 ft lb). 3. Place blocks between the body and frame.
9. Align the hoist cylinder bearing eye with the Secure the blocks in place.
bore of hoist cylinder upper mounting bracket 4. Remove mounting hardware (4).
(1, Figure 50-2).
5. Remove body pad (2) and shims (3). Note the
10. Align the bolt hole in pivot pin (3) with the bolt number of shims installed at each pad location.
hole in mounting bracket (1). Install the pivot pin The rear pad on each side should have one less
through the first spacer (2), then align the shim than the other pads.
second spacer with the bore on the other side of
hoist cylinder bearing eye. Finish installing the
pin through second spacer (2).
11. Install shoulder bolt (4) through each pin.
NOTE: Do not use a flat washer under the head of
the shoulder bolt. This will ensure that the shoulder
bolt does not run out of threads when tightening.
12. Install flat washer (5) and nut (6) onto the
threaded end of each shoulder bolt. Tighten the
nuts to 339 N·m (250 ft lb).
13. Install all mud flaps, electrical wiring and hoses
to the dump body.
5
Installation 4. All pads (except the rear pad on each side)

should contact the frame with approximately
1. Install new body pads with the same number of
equal compression of the rubber.
shims that were removed.
2. Install mounting hardware (4). Tighten the nuts A gap of approximately 1.9 mm (0.075 in.) is
to 88 N·m (65 ft lb). required at each rear pad. This can be
accomplished by using one less shim at each
3. Remove the blocks from the frame. Lower the
rear pad.
dump body onto the frame.
If pad contact appears to be unequal, refer to
"Body pad shimming procedure".
FIGURE 50-5. BODY PAD INSTALLATION
1. Dump Body 3. Shim

2. Body Pad 4. Mounting Hardware
6
Body pad shimming procedure 9. Subtract the body pad thickness of 39.7 mm
(1.56 in.) from each measurement that was
1. Park the truck on a flat, level surface.
recorded in Step 8. There will be a total of eight
2. Raise the unloaded dump body to a height that measurements “B” per side. Refer to Figure 50-
is sufficient to allow access to all of the body 6.
pads.
“A” - 39.7 mm (1.56 in.) = “B”
10. Divide each measurement “B” by the single
shim thickness of 1.5 mm (0.06 in.) to determine
the number of shims required for each mounting
location.
To avoid serious personal injury or death, the “B” / 1.5 mm (0.06 in.) = number of shims
body retention sling must be installed anytime
11. Remove one shim from the calculation for the
personnel are required to perform maintenance
most rearward body pad on both sides.
on the truck with the dump body in the raised
position. NOTE: Using half shims is allowed if necessary. Half
3. Install the body retention sling. Refer to “Secur- shims must be installed at the top of the stack.
ing The Body” in Section A3, General Safety & NOTE: The frame rail and the body bolster do not
Operating Instructions, for the body retention have to be parallel.
sling installation procedure.
4. Remove all of the body pads and shims.
5. Bolt one spacer block (XC2293) to each side of
the body. Use the pad mounting holes closest to
the front of the dump body.
6. Remove the body retention sling. Lower the
dump body onto the spacer blocks.
7. Check the dump body’s position and fit on the
truck. If there is any interference when the body
is on the spacer blocks, contact your local
Komatsu distributor to resolve the issue.
8. With the body lowered, measure the distance
from the frame rail to each pair of bolt holes at
the dump body’s pad mounting locations. There
will be a total of eight measurements “A” per
side. Refer to Figure 50-6.
FIGURE 50-6. MEASUREMENT DETAILS

1. Shims 2. Body Pad
7
Removal and installation of diagonal

ladder/hood and grille assembly
NOTE: It may be necessary to remove the dump
body to provide clearance for any lifting equipment. If
body removal is not required, the body should be
raised and properly secured.
Removal
The weight of the diagonal ladder with handrails

is approximately 294 kg (648 lb). The weight of
the hood and grille assembly is approximately
696 kg (1,535 lb). Use a lifting device with
adequate capacity to remove the components.
1. Remove the hardware that attaches the
diagonal ladder and the vertical support to the
front bumper.
2. Attach an appropriate lifting device to the ladder
and lift it off the truck.
3. Disconnect all cables, harnesses, hoses and
clamps, as needed, to allow removal of hood
and grille assembly (1, Figure 50-7).
4. Attach an appropriate lifting device to the hood
and grille assembly. FIGURE 50-7. HOOD AND GRILLE REMOVAL
5. Remove all capscrews and lockwashers (2) 1. Hood and Grille 2. Capscrews and
from the grille housing. Assembly Lockwashers
6. Loosen the radiator bumpers on both decks.
7. Lift hood and grille assembly (1) from the truck
and move it to a work area.
Installation 5. Install shims on the mounting pads, as required,

1. Use an appropriate lifting device to lift hood and to have the diagonal ladder stand vertically
grille assembly (1) into place on the truck. while the platform just touches the rubber pads
on the front of the grille.
2. Align the mounting holes with the brackets
attached to the radiator assembly. Install 6. Install the diagonal ladder mounting hardware,
capscrews and lockwashers (2) to the standard then tighten the capscrews to the standard
torque. torque.
3. Adjust and tighten the radiator bumpers on both 7. Connect all cables, harnesses, hoses and
decks so that the bumpers are just touching the clamps that were removed previously.
grille housing on both sides.
4. Use an appropriate lifting device to lift the
diagonal ladder and vertical support into
position over the mounting pads on the front
bumper. Align the mounting holes.
8
Removal and installation of right deck 5. Disconnect deck lighting harness (4). Inspect
the underside of the deck. If necessary, remove
Removal any hoses or cables that remain connected to
1. Remove the access covers from retarding grid the deck. The lighting harness and clamps do
(7, Figure 50-8). Tag and disconnect all not require removal.
electrical leads in preparation for removal.
Reinstall the access covers.
2. Disconnect and remove electrical cables from
the control cabinet.
The weight of the right deck is approximately
1 024 kg (2,258 lb). Use a lifting device with
adequate capacity to remove the component.
6. Install an appropriate lifting device to the lifting
The weight of the retarding grid is approximately eyes at each corner of the deck and take up any
2 880 kg (6,350 lb). Use a lifting device with slack. Do not attach the lifting device to the
adequate capacity to remove the component. handrails.
3. Remove retarding grid mounting hardware (3, 7. Remove deck mounting hardware (2) at the
Figure 50-9) at eight locations. deck support and the front upright.
4. Attach an appropriate lifting device to the lifting 8. Loosen the radiator bumpers on both decks.
eyes on the retarding grid. Lift the retarding grid
9. Ensure that all wiring harnesses, cables and
clear of deck structure (1) and move it to a work
hoses have been removed. Carefully lift the
area.
deck from the deck supports.
NOTE: If repairs to the grid assembly or cooling
blower are required, refer to the appropriate shop
manual section for instructions.
9
FIGURE 50-8. DECK COMPONENTS
1. L.H. Deck 5. Center Deck

2. Control Cabinet 6. R.H. Deck
3. Cab 7. Retarding Grid
4. Diagonal Ladder
10
Installation 5. Connect deck lighting harness (4) and any

hoses or cables that were disconnected from
1. Tighten the radiator bumpers on both decks.
the deck. Ensure that all electrical harnesses
Clean all deck mount mating surfaces.
and clamps are undamaged and reinstalled
2. Install an appropriate lifting device to the lifting securely. Replace any components as
eyes at each corner of the deck and take up any necessary.
slack. Do not attach the lifting device to the
6. Attach an appropriate lifting device to the lifting
handrails.
eyes on the retarding grid. Lift retarding grid (7,
3. Carefully lift and position the deck on the deck Figure 50-8) into position on deck structure (1,
supports. Ensure that any wiring harnesses, Figure 50-9).
cables and hoses that may still be attached to
7. Install retarding grid mounting hardware (3) at
the deck are moved out of the way.
eight locations. Tighten the capscrews to the
4. Install deck mounting hardware (2) at the deck standard torque.
support and the front upright. Tighten the
8. Remove the access covers from the retarding
capscrews to the standard torque.
grid. Connect all electrical leads to their correct
locations. Reinstall the access covers.
FIGURE 50-9. RIGHT DECK STRUCTURE - BOTTOM VIEW

1. Deck Structure 3. Retarding Grid Mounting Hardware
2. Deck Mounting Hardware 4. Deck Lighting Harness
11
Removal and installation of left deck Installation
Removal 1. Tighten the radiator bumpers on both decks.

Clean all deck mount mating surfaces.
eyes at each corner of the deck and take up any
handrails.
If air conditioning system components must be 3. Carefully lift and position the deck on the deck
removed, refer to Testing and adjusting section supports. Ensure that any wiring harnesses,
Cab air conditioning for instructions on cables and hoses that may still be attached to
discharging the air conditioning system before the deck are moved out of the way.
disconnecting any air conditioning lines and 4. Install deck mounting hardware (2) at the deck
servicing the air conditioning system after support and the front upright. Tighten the
installation. capscrews to the standard torque.
1. Remove the operator cab. Refer to Disassembly 5. Connect deck lighting harness (4) and any
and assembly section Operator cab for cab hoses or cables that were disconnected from
removal instructions. the deck. Ensure that all electrical harnesses
2. Disconnect deck lighting harness (3, Figure 50- and clamps are undamaged and reinstalled
10). Inspect the underside of the deck. If securely. Replace any components as
necessary, remove any hoses or cables that necessary.
remain connected to the deck. The lighting 6. Install the operator cab. Refer to Disassembly
harness and clamps do not require removal. and assembly section Operator cab for cab
installation instructions.
The weight of the left deck is approximately 707

kg (1,559 lb). Use a lifting device with adequate
capacity to remove the component.
eyes at each corner of the deck and take up any
handrails.
4. Remove deck mounting hardware (2) at the
deck support and the front upright.
5. Loosen the radiator bumpers on both decks.
6. Ensure that all wiring harnesses, cables and
hoses have been removed. Carefully lift the
deck from the deck supports.
12
FIGURE 50-10. LEFT DECK STRUCTURE - BOTTOM VIEW

1. Deck Structure 3. Deck Lighting Harness
2. Deck Mounting Hardware
13
Removal and installation of fuel tank Cleaning and inspection
Removal NOTE: If a tank has been damaged and requires

structural repair, perform such repairs before final
1. Raise the truck body and install the body up cleaning.
retention cable.
2. Loosen filler cap (5, Figure 50-11) and open
drain cock (10) to drain the fuel from the tank
into clean containers. Tighten the filler cap when
the fuel is completely drained. If a tank is to be weld repaired, special
3. Disconnect wire harness (13) and remove the precautions are necessary to prevent fire or
clamps attached to the fuel tank. Remove explosion. Consult local authorities for safety
ground wire (17). regulations before proceeding.
4. If equipped, close the inline shutoff valves. The fuel tank has drain cock (10) and a cleaning port
Remove fuel return hose (6) and fuel supply in the side that allows steam or solvent to be used for
hose (8). Cap the hoses and tank fittings to help cleaning tanks that have accumulated foreign
prevent contamination. material.
5. Remove hoist circuit filter assemblies (11) and
It is not necessary to remove the tank from the truck
steering circuit filter assembly (12) from the
for cleaning of sediment. However, rust and scale on
frame side of the tank. Support the filter
the walls and baffles may require complete tank
assembly by placing a chain over the frame rail.
removal. This allows cleaning solutions to be in
It is not necessary to remove the hydraulic
contact with all interior surfaces by rotating the tank in
hoses.
various positions.
Before a cleaning procedure of this type, all vents,
the fuel gauge sender, and hose connections must be
removed and temporarily sealed. After cleaning is
The weight of the empty fuel tank is complete, the temporary plugs can be removed.
approximately 2 056 kg (4,533 lb). Use a lifting If the tank is to remain out of service, a small amount
device with adequate capacity to remove the of light oil should be sprayed into the tank to prevent
component. rust. All openings should be sealed for rust
6. Attach a lifting device to the lifting eyes on each prevention.
side of the tank.
7. Remove lower mounting hardware (14), flat
washer (15) and rubber dampeners (16).
Remove upper mounting hardware (3) and
mounting caps (4).
8. Lift the fuel tank from the brackets and move it
to a work area.
9. Remove fuel gauge sender (9), breather (5),
and other fittings as required to perform interior
cleaning. See "Removal and installation of fuel
gauge sender" for further instructions.
14
FIGURE 50-11. FUEL TANK INSTALLATION

1. Fuel Tank 8. Fuel Supply Hose 15. Flat Washer
2. Fuel Receiver Assembly 9. Fuel Gauge Sender 16. Rubber Dampener
3. Mounting Cap 10. Drain Cock 17. Ground Wire
4. Upper Mounting Hardware 11. Hoist Circuit Filter Assemblies 18. Terminals
5. Filler Cap 12. Steering Circuit Filter Assembly 19. Sender Mounting Hardware
6. Fuel Return Hose 13. Wire Harness
7. Breather 14. Lower Mounting Hardware
15
Installation Removal and installation of fuel gauge

1. Thoroughly clean the frame mounting brackets sender
and the mounting hardware holes. Re-tap the Removal
threads if damaged.
1. Drain the fuel below the level of fuel gauge
sender (9, Figure 50-11).
2. Disconnect the wires from terminals (18).
3. Remove sender mounting hardware (19).
The weight of the empty fuel tank is Carefully remove the sender and gasket.
approximately 2 056 kg (4,533 lb). Use a lifting
device with adequate capacity to remove the Installation
component. 1. Clean the mating surfaces. Install a new gasket.
2. Attach a lifting device to the lifting eyes on each 2. Install fuel gauge sender (9) in the tank. Ensure
side of the tank. Lift the fuel tank over the frame that the float is oriented properly and moves
trunnion mounts and lower it into position. freely.
3. Install mounting caps (4, Figure 50-11) and 3. Install sender mounting hardware (19) and
upper mounting hardware (3). Do not tighten the tighten the capscrews to the standard torque.
hardware at this time.
4. Connect the wires to terminals (18).
4. Install rubber dampeners (16), flat washers (15)
5. Fill the fuel tank and check for leaks.
and lower mounting hardware (14) in the lower
mounts. Tighten the lower mounting hardware
to 420 ± 42 N·m (310 ± 31 ft lb).
5. Tighten upper mounting hardware (3) to 711 ±
72 N·m (525 ± 53 ft lb).
6. Install hoist circuit filter assemblies (11) and
steering circuit filter assembly (12) on the frame
side of the tank.
7. Connect fuel return hose (6) and fuel supply
hose (8). Install wire harness (13) and all
clamps. Open the inline shutoff valves, if
equipped.
16
Disassembly and assembly of fuel tank

breather
Disassembly
1. Remove clamp (3, Figure 50-12), cover (2) and
screen (1).
2. Remove ball cage (10), solid ball (11) and float
balls (12).
3. Unscrew end fitting (7) from body (4).
4. Remove stem (8) and valve spring (5).
Assembly
1. Clean and inspect all parts. If any parts are
damaged, replace the entire assembly.
2. Place valve spring (5) into position in body (4).
3. Insert stem (8) into end fitting (7).
4. Screw end fitting (7) into body (4). Ensure the
components are properly aligned and seated.
5. Place screen (1) and cover (2) into position on
the breather. Install clamp (3).
6. Insert the balls into ball cage (10) with solid ball
(11) on top.
7. Insert the ball cage onto the stem. A minimum
of two cage coils must be seated in the groove
on the stem. Ensure that the solid ball is able to
seat properly on the stem. If not, adjust the cage
FIGURE 50-12. FUEL TANK BREATHER
accordingly.
1. Screen 7. End Fitting
2. Cover 8. Stem
3. Clamp 9. O-Ring
4. Body 10. Ball Cage
5. Valve Spring 11. Solid Ball
6. O-Ring 12. Float Ball
17
Removal and installation of hydraulic tank

Removal
procedure, refer to Index and foreword section Be careful to avoid contact with hot oil if the ruck
Operating instructions. has been operating. Avoid spillage and
2. Thoroughly clean the outside of the hydraulic contamination.
tank and attached equipment. 4. Disconnect the hydraulic lines from the
hydraulic tank. Plug all lines and ports to
NOTE: If the oil is to be reused, clean containers
prevent possible contamination to the system.
must be used with a 3-micron filtering system
Tag each line at removal for proper identification
available for refill.
during installation.
3. Open drain valve (8, Figure 50-13) on the rear
side of the tank to drain the hydraulic tank into 5. Attach a suitable lifting device to the lifting eyes
suitable containers. Refer to the Operation and on top of the hydraulic tank. The weight of the
Maintenance Manual for the capacity of the hydraulic tank is approximately 590 kg (1,300
hydraulic tank. lb).
6. Remove capscrews (1), flat washers (2) and
mounting caps (3) that secure the hydraulic
tank to the frame. Also, remove capscrews (4),
lockwashers (5), flat washers (6) and rubber
mount (7) from the rear of the hydraulic tank.
7. Lift the hydraulic tank from the frame. Move the
hydraulic tank to a clean work area for
disassembly or repair, if necessary.
Installation
1. Lift the hydraulic tank into position on the frame.
2. Install mounting caps (3), flat washers (2) and
capscrews (1). Tighten the capscrews to 622 ±
61 N·m (459 ± 45 ft lb).
3. Install rubber mounts (7), flat washers (6),
lockwashers (5) and capscrews (4) at the rear of
the hydraulic tank. Tighten the capscrews to 622
N·m (800 ft lb).
4. Uncap the hydraulic lines and attach them to the
proper connections on the hydraulic tank.
5. Replace the breather filters, if required.
6. Close drain valve (8). and fill the hydraulic tank.
Refer to the Operation and Maintenance
Manual for the proper procedure.
7. Loosen the capscrews on the suction hoses at
the pump to bleed any trapped air. Then loosen
the capscrews on the pressure hoses at the
pump to bleed any trapped air. Tighten all
capscrews securely.
FIGURE 50-13. HYDRAULIC TANK REMOVAL
NOTE: If trapped air is not bled from the steering
1. Capscrew 5. Lockwasher pump, possible pump damage and no output may
2. Flat Washer 6. Flat Washer result.
3. Mounting Cap 7. Rubber Mount
4. Capscrew 8. Drain Valve
18
19
960E Dump truck

© 2011 KOMATSU
All Rights Reserved
20
CEN50009-02
860E
960E

860E-1K A30003 - A30030
860E-1KT A30003 - A30030
960E-1 A30003 - A30026
960E-1K A50003 - A50008

Replacement of air conditioning system components........................................................................................... 3
Diasassembly and assembly of compressor clutch .............................................................................................. 5
1
NOTES
2
Replacement of air conditioning system Expansion valve

components When removing the expansion valve from the
system, remove the insulation, clean the area and
disconnect the line from the receiver-drier. Detach the
capillary (bulb) and external equalizer tube (if
present) from their mounting locations. Remove the
expansion valve from the evaporator inlet. Expansion
Never use any lubricant or joint compound to valve service is limited to cleaning or replacing the
lubricate or seal any A/C connections. filter screen. If this is not the problem, replace the
valve. Secure the capillary and equalizer, if used, to
clean surfaces and replace or attach any insulating
Hoses and fittings material.
When replacing hoses, use the same type and ID
hose you removed. When hoses or fittings are
shielded or clamped to prevent vibration damage, Receiver-drier
ensure that these are in position or secured. The receiver-drier can not be serviced or repaired. It
must be replaced whenever the system is opened for
any service. The receiver-drier has a pressure switch
Lines to control the clutch, and should be removed and
installed onto the new unit.
Always use two wrenches when disconnecting or
connecting A/C fittings attached to metal lines.
Copper and aluminum tubing can kink or break very
easily. When grommets or clamps are used to Thermostat
prevent line vibration, ensure that these are in place A thermostat can be stuck open or closed due to
and secure. contact point wear or fusion. The thermostat
temperature sensing element (capillary tube) may be
broken or kinked closed and therefore unable to
sense evaporator temperature.
When thermostat contact points are stuck open or the
It is important to always torque fittings to the sensing element can not sense temperature in the
proper torque. Failure to do this may result in evaporator, the clutch will not engage (no A/C system
improper contact between mating parts and operation). Causes are a loss of charge in the
leakage may occur. Refer to the following torque capillary tube or a kink, burned thermostat contact or
chart for tightening specifications. just no contact. When troubleshooting, bypass the
thermostat by hot wiring the clutch coil with a fused
lead. If the clutch engages, replace the thermostat.
Fitting Size Torque
Thermostat contact points may be fused (burned)
6 14 - 20 N·m (10 - 15 ft lb) closed and the clutch will not disengage. Causes are
a faulty switch that could be due to fatigue. The
8 33 - 39 N·m (24 - 29 ft lb) thermostat must be replaced. When the clutch will not
10 36 - 42 N·m (26 - 31 ft lb) disengage you may also note that condensate has
frozen on the evaporator fins and blocked air flow.
12 41 - 47 N·m (30 - 35 ft lb) There will also be below normal pressure on the low
side of the system. Side effects can be compressor
damage caused by oil accumulation (refrigeration oil
Installation torque for the single M10 or 3/8 in. tends to accumulate at the coldest spot inside the
capscrews securing the inlet and outlet fittings onto system) and lower than normal suction pressure that
the compressor ports is 15 - 34 N·m (11 - 25 ft lb). can starve the compressor of oil.
3
Compressor Clutch pulley bearing failure is indicated by bearing

noise when the A/C system is off or the clutch is not
The compressor can fail due to shaft seal leaks (no
engaged. Premature bearing failure may be caused
refrigerant in the system), defective valve plates,
by poor alignment of the clutch and clutch drive
bearings, or other internal parts or problems
pulley.
associated with high or low pressure, heat, or lack of
lubrication. Ensure that the compressor is securely Sometimes it may be necessary to use shims or
mounted and the clutch pulley is properly aligned with enlarge the slots in the compressor mounting bracket
the drive pulley. to achieve proper alignment.
Use a mechanic's stethoscope to listen for noises Excessive clutch plate wear is caused by the plate
inside the compressor. rubbing on the clutch pulley when the clutch is not
engaged or the clutch plate slipping when the clutch
coil is energized. A gap that is too small or too large
between the plate and clutch pulley or a loss of clutch
plate spring temper are possible causes. The ideal air
When installing a new compressor, the gap between the clutch pulley and the clutch plate is
compressor must be completely drained of its oil 1.02 ± 0.043 mm (0.023 to 0.057 in.). If the gap is too
before installation. Add 207 ml (7 oz.) of new PAG wide, the magnetic field created when the clutch coil
oil to the compressor to ensure proper system oil is energized will not be strong enough to pull and lock
level. Failure to adjust the amount of oil in the the clutch plate to the clutch pulley.
compressor will lead to excessive system oil and
poor A/C performance.
Some compressors may be discarded because it

is suspected that internal components within the
compressor have seized. Ensure that the
Under no circumstances should the A/C compressor clutch is working properly before
compressor be stood upright onto the clutch discarding a compressor for internal seizure. The
assembly. Damage to the compressor clutch will normal compressor life span should be about
result, leading to premature compressor failures. twice as long as the normal life span of the
compressor clutch.
It is important to note that often times a weak clutch
Accumulator coil may be mistaken for a seized compressor. When
The accumulator can not be serviced or repaired. It a coil’s resistance has increased over time and the
must be replaced whenever the system is opened for magnetic field weakens, the coil may not be able to
any service. pull the load of the compressor. Failure of the coil to
allow the compressor shaft to be turned, may appear
as though the compressor is locked up.
Clutch Before a compressor is dismissed as being seized, a
check for proper voltage to the coil should be
Clutch problems include electrical failure in the clutch
performed. In addition, the coil should be ohm
coil or lead wire, clutch pulley bearing failure, worn or
checked for proper electrical resistance. The coil
warped clutch plate or loss of clutch plate spring
should fall within the following range:
temper. Defective clutch assembly parts may be
replaced or the whole assembly replaced. If the 12.0 ± 0.37 Ohms @ 20 °C (68 °F)
clutch shows obvious signs of excessive heat 16.1 ± 0.62 Ohms @ 116 °C (240 °F)
damage, replace the whole assembly. The temperatures specified above are roughly typical
The fast way to check electrical failure in the lead of a summer morning before first start-up and the
wire or clutch coil is to hot wire the coil with a fused heat beside an engine on a hot day. At temperatures
lead. This procedure enables you to bypass clutch in between those listed above, the correct resistance
circuit control devices. is proportionate to the difference in temperature.
4
Diasassembly and assembly of Removal of the clutch assembly

compressor clutch 1. Remove the belt guard from the front of the air
conditioning compressor.
* RECOMMENDED TOOLS FOR COMPRESSOR
CLUTCH REMOVAL AND INSTALLATION
J-9399 Thin Wall Socket
**J-9403 Spanner Wrench
**J-25030 Clutch Hub Holding Tool
Clutch Plate and Hub Assembly

J-9401
Remover
J-8433 Pulley Puller
J-9395 Puller Pilot FIGURE 50-1.

1. Belt Pulley 3. Shaft
***J-24092 Puller Legs
2. Clutch Hub/Drive Plate 4. Locknut
J-8092 Universal Handle
J-9481 Pulley and Bearing Installer 2. Remove the drive belt from compressor belt
pulley (1, Figure 50-1).
J-9480-01 Drive Plate Installer
J-9480-02 Spacer, Drive Plate Installer
* Tools are available though your local Kent-Moore dealer.

** These tools are interchangeable.
***For use on multiple groove pulleys.
Use the proper tools to remove and replace

clutch components. Using the recommended
tooling helps prevent damage to compressor
components during maintenance.
Do not drive or pound on the clutch plate, hub
assembly, or shaft. Internal damage to the
compressor may result. FIGURE 50-2.
1. Thin Wall Socket 3. Clutch Hub
2. Clutch Hub Holding Tool
3. Remove locknut (4) using thin wall socket (1,

Figure 50-2) or the equivalent. Use clutch hub
holding tool (2), spanner wrench (J-9403), or the
equivalent to hold clutch hub (3) while removing
the locknut. It is recommended that the locknut
be replaced after it has been removed.
5
FIGURE 50-3.
1. Clutch Assembly 2. Clutch Plate & Hub FIGURE 50-5.

Assembly Remover
1. Clutch Hub 2. Pulley
4. Thread clutch plate and hub assembly remover

(2, Figure 50-3) into the hub of clutch assembly 6. Inspect the friction surfaces on clutch hub (1,
(1). Hold the body of the remover with a wrench Figure Figure 50-5) and pulley (2). Scoring on
and tighten the center screw to pull the clutch the friction surfaces is normal. DO NOT replace
plate and hub assembly from the compressor. these components for this condition only.
Inspect the steel friction surface on the clutch

and ensure that it is not damaged by excessive
heat. Inspect the other components near the
clutch for damage due to heat. If signs of
excessive heat are evident, it may be necessary
to replace the compressor. Excessive heat may
cause leakage in the seals and damage to internal
components as well as external components.
FIGURE 50-4.
1. Square Key 2. Keyway in Shaft
5. Remove square key (1, Figure 50-4) from the

keyways.
6
Removal of the pulley 10. Tighten the center screw on the puller against
the shaft of the compressor to remove the
pulley.
11. Clean the pulley and pulley bearing with solvent.
Inspect the assembly for damage. Check the
bearing for brinneling, excessive looseness,
noise, and lubricant leakage. Replace the
assembly if any of these warning signs are
evident.
12. Use a multi-meter to ohm check the clutch coil.
The resistance should be as follows:
12 ± 0.37 ohms @ 20° C (68° F)
16.1 ± 0.62 ohms @ 115° C (239° F)
If the resistance of the coil is not within the
FIGURE 50-6. specifications, the clutch will not operate properly.
1. Pulley Assembly 3. Retaining Ring Pliers Remove the retaining ring and replace the coil.
2. Pulley Retainer Ring
7. Use retaining ring pliers (3, Figure 50-6) to Installation of the pulley
remove pulley retainer ring (2) from pulley (1).
8. Pry the absorbent sleeve retainer from the neck
of the compressor, and remove the sleeve.
FIGURE 50-8.
1. Bearing Installer 2. Universal Handle
1. Place the pulley assembly into position on the

compressor. Use bearing installer (1, Figure 50-
8), universal handle (2), and a hammer to lightly
tap the pulley assembly onto the compressor
until it seats. Use of the installer or the
equivalent ensures that the force driving the
bearing into position acts on the inner race of
the bearing. Applying force to the outer race of
FIGURE 50-7. the bearing will result in bearing damage.
1. Pulley Puller 3. Puller Pilot 2. Ensure the pulley rotates freely. If the pulley
2. Pulley Assembly does not rotate freely, remove the pulley and
check for damaged components. Replace any
9. Install pulley puller (1, Figure 50-7) and puller damaged components and reinstall the pulley.
pilot (3) onto the compressor, as shown. If a
3. Install the pulley retainer ring and ensure that
multiple groove pulley is used, install puller legs
the ring is properly seated.
(J-24092) onto the puller in place of the
standard legs. Extend the puller legs to the back 4. Install the absorbent sleeve into the neck of the
side of the pulley. DO NOT use the belt grooves compressor. Install the sleeve retainer.
to pull the pulley from the compressor.
7
Installation of the clutch assembly NOTE: The outer threads of installer (J-9480-01) are
left handed threads.
1. Insert square key (1, Figure 50-4) into the
keyway in the clutch hub. Allow the key to
protrude about 4.5 mm (0.18 in.) from the outer
edge of the hub. Use petroleum jelly to hold the
key in place.
FIGURE 50-10. CLUTCH GAP
5. Install locknut (4, Figure 50-1) and tighten the

FIGURE 50-9.
nut until it seats. The gap should now measure
1. Drive Plate Installer 2. Spacer 1.02 ± 0.043 mm (0.040 ± 0.017 in.). If the gap
is not within the specification, check for proper
installation of the square key.
6. Install the drive belt onto the compressor.
2. Place the clutch assembly into position on the
Ensure that the proper tension on the belt is
compressor. Align the square key with the
attained. Refer to the belt tension chart in the
keyway on the shaft.
appropriate engine manual for the proper
3. Thread drive plate installer (1, Figure 50-9) onto specifications.
the shaft of the compressor. Spacer (2) should
7. After assembly is complete, burnish the mating
be in place under the hex nut on the tool.
parts of the clutch by operating the air
4. Press the clutch onto the compressor using conditioning system at maximum load
drive plate installer (1). Continue to press the conditions with the engine at high idle. Turn the
clutch plate until a 2 mm (0.08 in.) gap remains air conditioning control ON and OFF at least 15
between the clutch friction surface and the times for one second intervals.
pulley friction surface. Refer to Figure 50-10.
8. Install the belt guard if no further servicing is
required.
8
NOTES
9
860E Dump truck

960E Dump truck
© 2011 KOMATSU
All Rights Reserved
10
CEN50021-01
DUMP TRUCK
960E

960E-1K A50003 and up

Power module
Removal and installation of power module ........................................................................................................... 3
Removal and installation of alternator..................................................................................................................11
Removal and installation of engine ..................................................................................................................... 16
Removal and installation of radiator.................................................................................................................... 17
Repairing the radiator ......................................................................................................................................... 20
1
NOTES
2
Removal and installation of power module Read and observe the following instructions before
attempting any repairs.
General
The radiator, engine and alternator assemblies are
mounted on a roller equipped subframe which is
contained within the truck's main frame. This
arrangement, referred to as a “power module”, • Do not attempt to work in the deck area until
permits removal and installation of these components the body up retention cable or sling has been
with a minimum amount of disconnect by utilizing the installed.
“roll in/roll out” feature.
• Do not step on or use any power cable as a
Although the instructions in this section are primarily handhold when the engine is running.
based upon the “rollout” method for major component • Do not open any control cabinet doors or
removal, the radiator and fan may be removed as covers, and do not touch the retarding grid
separate items. Optional equipment may also be elements, until all shutdown procedures have
installed on the truck, requiring additional removal been completed.
and installation steps not listed.
• All removal, repair and installation of
The procedures outlined in this section of the manual propulsion system electrical components and
are general instructions for power module removal cables must be performed by an electrical
and installation. It may be necessary to perform some maintenance technician who is properly
procedures in a different order or use different trained to service the system.
methods for component removal and installation, • In the event of a propulsion system
depending on the lifting equipment available. Prior to malfunction, a qualified technician must
removal or repair procedures, it may be necessary to inspect the truck and verify that dangerous
remove the body to provide clearance for lifting voltage levels are not present in the
equipment to be used. If body removal is not propulsion system before repairs are started.
required, the body should be raised and secured with
the body up retention cable or sling.
Preparation
1. Park the truck on level ground and chock the
rear wheels to prevent truck movement.
3. Tag or mark all hydraulic lines, fuel lines and
electrical connections to ensure correct hookup
at the time of power module installation. Plug all
ports and cover all hose fittings or connections
when disconnected to prevent dirt or foreign
material from entering.
4. It is not necessary to remove the radiator prior
to removal of the power module. However, the
coolant must be drained and the piping to the
brake cooling heat exchanger removed.
If removal of the radiator is desired or only
repair of the radiator is necessary, refer to
"Removal and installation of radiator" in this
section.
3
Removal 3. Remove the main alternator transition structure

(1, Figure 50-2).
a. Disconnect cables and hoses as required.
b. Cover all openings to prevent entrance of
The complete power module, including the hood foreign material.
and grille, weighs approximately 19 200 kg
(42,335 lb). Ensure the lifting device to be used
has adequate capacity.
1. If removal of the radiator is required, refer to
structures for hood and grille removal
instructions. The power module may be
removed with the hood installed if desired.
2. Open bottom drive shaft cover (2, Figure 50-1).
Disconnect pump drive shaft (3) from hydraulic
pump (1) at U-joint companion flange (4) on the
alternator.
FIGURE 50-2. MAIN ALTERNATOR BLOWER

FIGURE 50-1. HYDRAULIC PUMP DRIVE SHAFT
1. Hydraulic Pump 1. Transition Structure 2. Tube

2. Bottom Drive Shaft Cover
3. Pump Drive Shaft
4. Companion Flange
4
4. Remove engine air intake duct support rods (9, 7. Loosen clamps (5) on hump hoses (4) between
Figure 50-3). Remove any hoses and electrical the six engine air inlet ducts and air cleaner
cables attached to the center deck structure. outlet ducts.
5. Attach an overhead hoist to the center deck 8. Disconnect the inlet ducts at each of the six
structure. Remove the deck mounting hardware, turbochargers. Remove the inlet ducts from the
lift the deck from truck and move it to a storage truck. Cover the openings at the turbochargers
area. and at both ends of the tubes.
6. Disconnect the air cleaner restriction indicator
nylon tubes at the ports on the inlet ducts.
FIGURE 50-3. ENGINE AIR INLET PIPING

1. Air Cleaner Assemblies 8. T-Bolt Clamp
2. Left Middle Intake Duct 9. Duct Support Rod
3. Left Front Intake Duct 10. Right Front Intake Duct
4. Hump Hose 11. Right Middle Intake Duct
5. T-Bolt Clamp 12. Left Rear Intake Duct
6. T-Bolt Clamp 13. Right Rear Intake Duct
7. Hose
5
12. Close the water shutoff valves on the engine.

Disconnect the water lines and drain the water
from the heater core. Secure the water lines
away from the engine compartment to prevent
interference during removal of the power
module.
13. Drain the coolant into clean containers for reuse
after engine installation. Refer to the Operation
and Maintenance Manual for the cooling system
capacity.
14. Disconnect and remove the piping from the
engine water pump and radiator to heat
exchanger (1, Figure 50-5).
15. Remove the upper radiator support rod at each
side of the radiator.
16. Remove the mounting hardware at the diagonal
ladder mounting pads. Disconnect wiring from
ladder light. Lift the ladder and vertical support
from the truck and move it to a storage area.
FIGURE 50-4. ENGINE EXHAUST PIPING

1. Capscrew 4. Front Exhaust Pipe
2. Lockwasher 5. Rear Exhaust Pipe
3. Nut
9. Remove the exhaust duct clamps. Remove

capscrews (1, Figure 50-4), lockwashers (2) and
nuts (3) that secure the exhaust pipes to the
turbocharger outlet flange. Remove exhaust
ducts (4) and (5). Cover the opening on the
engine exhaust outlets.
10. Disconnect the electric power cables from the
control cabinet. Disconnect all (already marked)
electrical cables, oil lines and fuel lines that
would interfere with removal of the power
module. Cover or plug all lines and their
connections to prevent entrance of dirt or FIGURE 50-5. HEAT EXCHANGER
foreign material. To simplify this procedure,
most connections use quick disconnects. 1. Heat Exchanger 6. Flat Washer
2. Cap Screw 7. Rubber Mount
11. Disconnect all ground straps between the frame 3. Flat Washer 8. Lockwasher
and subframe. Disconnect wire harnesses at 4. Nut 9. Nut
the power module subframe connectors. 5. Capscrew
6
19. The weight of the battery box assembly is

approximately 150 kg (330 lb). Attach an
appropriate lifting device to the lifting eyes on
the battery box and lift the assembly from the
front platform.
Federal regulations prohibit venting air
conditioning system refrigerants into the 20. Remove the mounting hardware that secures
atmosphere. An approved recovery/recycle front frame/subframe mount (6, Figure 50-6) to
station must be used to remove the refrigerant the main frame.
from the air conditioning system. 21. Install a safety chain around the engine
17. Refer to Testing and adjusting section Cab air subframe cross member and the main frame to
conditioning for the procedures required to prevent the power module from rolling when the
properly remove the refrigerant from the air subframe rollers are installed.
conditioning system. After the system has been 22. Remove the cap screws and caps that secure
discharged, disconnect the refrigerant hoses to the subframe mounting bushings to rear frame/
the cab at the compressor and receiver/drier. subframe mount (3) at the rear of the subframe.
NOTE: System contains HFC-134A refrigerant. 23. Check the engine and the alternator to ensure
that all cables, wires, hoses, tubing and linkages
18. Disconnect all electrical wiring from the battery
have been disconnected.
box. Remove the four mounting cap screws and
flat washers.
FIGURE 50-6. POWER MODULE REMOVAL AND INSTALLATION

1. Alternator 5. Power Module Subframe
2. Rear Power Module Lifting Eye 6. Front Frame/Subframe Mount
3. Rear Frame/Subframe Mount 7. Front Power Module Lifting Eye
4. Engine/Alternator Cradle Structure
7
Lift the power module only at the lifting points on The complete power module, including the hood
the subframe and engine/alternator cradle and grille, weighs approximately 19 200 kg
structure. Refer to Figure 50-6 and Figure 50-8. (42,335 lb). Ensure the lifting device to be used
24. Place a jack under the rear of the power

module. Raise the rear portion of engine 26. Roll the power module forward so that adequate
subframe and install subframe rollers (see clearance is provided in front of the control
Figure 50-7). Lower the rear portion of the cabinet for the lifting device to be attached to
subframe carefully until the rollers rest on the engine/alternator cradle structure (4, Figure 50-
main frame guide rail. 6) and front power module lifting eyes (7). Place
stands or a block under the front of the
NOTE: Subframe rollers are supplied in the optional subframe. Lower the hoist until the front of the
truck tool group and can be installed in the storage subframe is supported. Install a safety chain to
position after use as shown in Figure 50-7. prevent the subframe from rolling.
25. Position the hoist at front subframe lifting eyes 27. Attach lifting tool (1, Figure 50-8) to the hoist
(7, Figure 50-6). Raise the engine subframe and attach it to the engine/alternator cradle
until the engine is on a level plane. Remove the structure and front subframe lifting points as
safety chain. shown in Figure 50-8. Remove the safety chain.
28. Raise the power module slightly to determine
whether the module is on an even plane. Move
the power module straight out of truck to a clean
work area for disassembly.
FIGURE 50-8. POWER MODULE LIFTING POINTS

1. Lifting Tool 4. Engine
FIGURE 50-7. SUBFRAME ROLLERS 2. Alternator 5. Power Module
3. Lifting Points Subframe
1. Roller Assembly 3. Cap Screws
2. Subframe
8
Installation 7. Place stands or blocking under the front of the

subframe to support the power module while the
1. Inspect the main frame guide rails. Remove any
hoist is repositioned.
debris that would interfere with installation of
the power module. 8. Install a safety chain around the truck frame and
the subframe to prevent the power module from
2. Clean the main frame rear support brackets.
rolling forward.
Apply a light film of soap solution to each rubber
bushing located at the rear of the subframe. 9. Place a small block behind each rear subframe
roller to prevent rolling.
3. Check the subframe rollers. Ensure that they
roll freely and are in the “roll-out” position (see 10. Lower the hoist to allow the subframe to rest on
Figure 50-7). the stands and rollers. Remove lifting tool (1,
Figure 50-8).
11. Attach the hoist to the front lifting eyes on the
subframe.
12. Remove the small blocks behind the subframe
rollers. Remove the safety chain and slowly roll
The complete power module, including the hood
the power module into position over the main
and grille, weighs approximately 19 200 kg
frame mounts. Lower the hoist until the front
(42,335 lb). Ensure the lifting device to be used
subframe mounts are aligned and seated on the
front main frame mounts. Reinstall the safety
4. Attach a lifting device to engine/alternator cradle chain.
structure (4, Figure 50-6) and front subframe
lifting points (3, Figure 50-8). 13. Place a jack under rear of subframe to support
the power module. Raise power module just
5. Raise the power module and align the subframe
enough to permit removing the subframe rollers.
rollers within the main frame guide rails.
6. Lower the power module to the subframe guide 14. Lower the rear portion of the subframe until the
rails, relax the hoist slightly and roll the power subframe rubber bushings are seated in rear
module into truck frame as far as possible frame/subframe mounts (3, Figure 50-6) located
before the lifting chains contact the control on the main frame of the truck.
cabinet (see Figure 50-9). 15. After the subframe is seated in frame supports,
the safety chain may be removed from the front
subframe member.
16. Install the rubber bushings, cap screws,
washers and nuts in front frame/subframe
mounts (6). Tighten the cap screws to 712 Nm
(525 ft lb).
17. Install the mounting caps on rear frame/
subframe mounts (3) and secure the caps with
cap screws. Tighten the cap screws to 465 Nm
(343 ft lb).
18. Install all ground straps between the frame and
subframe. Reconnect wire harnesses at the
power module subframe connectors.
19. The weight of the battery box assembly is
approximately 150 kg (330 lb). Attach an
appropriate lifting device to the lifting eyes on
the battery box and lift the assembly onto the
FIGURE 50-9. POWER MODULE INSTALLATION front platform.
20. Install the diagonal ladder and vertical support
on the mounting pads at the front bumper.
Connect ladder light harness.
9
21. Install the four battery box mounting cap screws 27. Install the piping between heat exchanger (1,
and flat washers. Tighten the cap screws to the Figure 50-5), the engine water pump and the
standard torque. Connect all electrical wiring to radiator.
the battery box. 28. Install alternator inlet transition structure (1,
22. Install exhaust ducts (4) and (5, Figure 50-4) on Figure 50-2).
the turbocharger outlet flanges and pipes at the 29. Connect hydraulic pump drive shaft companion
frame crossmember. Install all exhaust blankets flange (4, Figure 50-1) to alternator (5). Tighten
that were removed. the cap screws to the standard torque. Install
23. Attach a hoist to the center deck structure and drive shaft guard (2).
lift it into position. Install the mounting hardware
30. Connect all remaining electrical cables, oil lines
at each mounting bracket. Tighten the cap
and fuel lines.
screws to the standard torque.
31. Connect the hoses from the cab to the receiver/
24. Install the engine air intake duct supports. drier and air conditioning compressor.
Reinstall the intake ducts between the
turbochargers and air cleaner outlet ducts (see 32. Refill the radiator with coolant and service the
Figure 50-3). Clamp the ducts securely to engine with the appropriate fluids. Refer to the
ensure a positive seal is made. Refer to Figure Operation and Maintenance Manual for the
50-10 for examples of correct installation. cooling system capacity and fluid specifications.
25. Connect the air cleaner restriction indicator 33. Move the battery disconnect switches to the run
nylon tubes at the ports on the inlet ducts. position.
26. Connect the cab heater inlet and outlet hoses 34. Recharge the air conditioning system according
and open both water shutoff valves. to the instructions in Testing and adjusting
section Cab air conditioning.
FIGURE 50-10. AIR INLET PIPING CONNECTIONS
10
Removal and installation of alternator

Removal
NOTE: The following instructions cover the removal
of the main alternator from the engine after the power
module has been removed from the truck.
The alternator weighs approximately 4 010 kg

(8,840 lb). Ensure the lifting device to be used has
adequate capacity. Lift the alternator only at the
lifting eyes on the alternator.
1. Attach a hoist with four lifting chains to four
lifting holes on top of alternator (1, Figure 50-
12).
2. Block up the rear of the engine.
3. Loosen cradle adjustment setscrews (3, Figure FIGURE 50-11. CRADLE STRUCTURE
50-11). 1. Cradle Structure 4. Subframe
4. Loosen engine-to-cradle cap screws (5, Figure 2. Jam Nut 5. Gap
50-12). 3. Adjustment Setscrew
FIGURE 50-12. ENGINE AND ALTERNATOR

1. Alternator 4. Flywheel Housing 7. Engine Mounting Cap
2. Mounting Hardware 5. Cap Screws Screws
3. Cradle Structure 6. Subframe
11
5. Remove the access screen from around the

alternator mounting flange. Reach through the
access openings and remove 12 cap screws (5,
Figure 50-13) that join flex plate (6) to flywheel
(3). Rotate the crankshaft as necessary to gain
access to each cap screw.
NOTE: Ensure that all 12 cap screws have been
removed.
6. Remove 16 cap screws (2) that secure flywheel
housing (4) to alternator housing (1).
7. Take up any slack in the hoist. Remove
alternator-to-cradle mounting hardware (2,
Figure 50-12).
8. Keep the alternator as level as possible and
move away from engine.
9. Note the location and quantity of the shims.
Keep the shims for possible reuse during
installation.
FIGURE 50-13. ALTERNATOR TO ENGINE

MOUNTING
1. Alternator Housing 6. Flex Plate

2. Cap Screws 7. Alternator Rotor
3. Flywheel
4. Flywheel Housing
5. Capscrew
12
Installation 3. Refer to Figure 50-14. Move the engine

crankshaft completely to the front of its end
travel.
a. Carefully measure Dimension “C” at four
locations, 90° apart. Record values as
positive if the flywheel is rearward of the
The following instructions must be followed to flywheel housing mounting surface, or
ensure proper alignment and engine crankshaft negative if the opposite is true.
endplay. Failure to follow these instructions can 1st measurement:___________________
result in serious damage to the engine and/or 2nd measurement:__________________
alternator. 3rd measurement:___________________
• Never pry on the engine crankshaft damper. 4th measurement:___________________
Dimension “Cavg”:______________
• Loosen or remove fan belts before measuring
crankshaft endplay to ensure that the crankshaft b. Average the four dimensions to determine
moves easily and completely. Dimension "C_avg".
• When taking measurements, always take four c. Add 1/2 (one-half) of Total Crankshaft
equally spaced readings and average them. Endplay from step 2 to Dimension “C_avg”.
• Always measure from mating surface to mating d. Record (Step 3a + Step 3c) as
surface. Measurement “C”:___________________
• A reference to crankshaft rotation - clockwise
(CW) or counterclockwise (CCW) - is the
direction of rotation when looking at the front
(damper end) of engine.
• Crankshaft end play: 0.13 - 0.38 mm
(0.005 - 0.015 in.)
SERVICE DATA - Eccentricity & Runout Limits

Description T.I.R.
Maximum Eccentricity of Flywheel 0.51 mm
Housing Bore (0.020 in.)
Maximum Face Runout of Flywheel 0.25 mm
Housing (0.010 in.)
Maximum Eccentricity of Flywheel 0.18 mm
(Coupling Assembly) (0.007 in.)
Maximum Axial Runout of Flywheel 0.25 mm
Face (Coupling Assembly) (0.010 in.)
Measuring procedure
1. Thoroughly clean the alternator housing
mounting surface, flex plate mounting surface,
flywheel mounting surface and flywheel housing
mounting surfaces. FIGURE 50-14. MEASUREMENT LOCATION
2. Mount a magnetic base on the front of the 1. Flywheel Housing “C” - Dimension “C”
engine and a dial indicator on the front of the 2. Engine Flywheel
crankshaft. Measure total crankshaft endplay.
Verify end play is within 0.13 - 0.38 mm (0.005 -
0.015 in.).
Total Crankshaft Endplay_________________
13
4. Mount a magnetic base on the front of the

alternator and the dial indicator touching the
front mounting surface of flex plate (2, Figure
50-15). Use a crowbar just behind the alternator
mounting surface to pry the rotor shaft back and
forth. Relax the pressure on the crowbar before
reading the dial indicator. Measure total
alternator end play.
a. Move alternator rotor axially toward the rear
as far as it will go. Zero the dial indicator.
b. Move the alternator axially toward the front
as far as it will go. Repeat several times.
Total Alternator Endplay_________________.
NOTE: Typical alternator end play is approximately
0.8 mm (0.031 in.).
c. Move the alternator rotor fully towards the
rear of the housing. Carefully measure
Dimension “A” at four locations, 90° apart,
and average the measurements. Record
values as positive if the flex plate is forward
of the alternator housing mounting surface,
negative if the opposite is true. Do not move
the alternator rotor. FIGURE 50-15. ALTERNATOR ENDPLAY
1st measurement:___________________
2nd measurement:___________________ 1. Alternator Housing “A” - Dimension “A”
3rd measurement:___________________ 2. Flex Plate
4th measurement:___________________
Dimension “A_avg”:____________
d. Add 1/2 (one-half) of the total alternator end
play from step 4b to Dimension “A_avg”
Measurement “A”:___________________ Flex Plate-to-Flywheel
Location “B”
e. Then add Measurement "A" to measurement
Shim Part Number Shim Thickness
"C".
Measurement “A" + "C”:_______________ 0.20 mm (0.007 in.)
f. Then add 0.10 mm (0.004 in.) to the 0.30 mm (0.011 in.)
dimension in Step 4e. 0.40 mm (0.015 in.)
Measurement 4e + 0.10 mm (0.004 in.):
_________________
g. The dimension in Step 4f is the required shim
pack. If the result is a positive number, install Alternator-to-Flywheel Housing
shim pack at location "D" (Figure 50-16). If Location “D”
the result is a negative number, install shim Shim Part Number Shim Thickness
pack at location "B". Assemble a shim pack
that matches this dimension. The shim pack 0.20 mm (0.007 in.)
is shown as (3, Figure 50-16). 0.30 mm (0.011 in.)
0.40 mm (0.015 in.)
14
Joining the alternator and engine
The alternator weighs approximately 4 010 kg

(8,840 lb). Ensure the lifting device to be used has
adequate capacity. Lift the alternator only at the
lifting eyes.
1. Use the four lifting holes provided on the
alternator. The two front lifting holes should be
equipped with some method of adjusting the
alternator to keep it horizontal.
2. Carefully move the alternator into place and line
up the alternator housing with the flywheel
housing. Short studs could be installed to help
with alignment. Install required shim pack (3,
Figure 50-16) and all 16 cap screws (2) with flat
washers. Do not tighten cap screws at this time.
3. Line up holes in flex plate (7) with holes in
flywheel (5). Start all 12 cap screws (6) with flat
washers.
4. Tighten cap screws (2) to 95 Nm (70 ft lb). Then
tighten cap screws (6) to 240 Nm (177 ft lb).
5. Install alternator-to-cradle mounting hardware
(2, Figure 50-12). Tighten to 465 Nm (345 ft lb).
6. Tighten engine-to-cradle cap screws (5) to 465
Nm (345 ft lb).
Never pry on the engine crankshaft damper.

Severe engine damage can result.
7. Re-check engine crankshaft end play. Mount a

magnetic base on the front of the engine and a
dial indicator on the front of the crankshaft.
Measure total crankshaft end play.
FIGURE 50-16. ALTERNATOR TO ENGINE
Total Crankshaft Endplay:________________ MOUNTING
8. Compare the value above to the measurement
taken before the alternator was installed on the 1. Alternator Housing 6. Capscrew
engine. 2. Cap Screw 7. Flex Plate
3. Shim Pack 8. Alternator Rotor
4. Flywheel Housing “D” - Housing Shims
5. Engine Flywheel
15
Removal and installation of engine

Removal
NOTE: Refer to previous sections for removal
The total engine crankshaft end play from Step 2 procedures for the power module, alternator, and
must equal the original measurement or 0.700 radiator assembly.
mm (0.0275 in.), whichever is smaller. If the end
play after the alternator and engine are
assembled is less than 0.700 mm (0.0275 in.) and
less than the original engine crankshaft end play,
reshimming is required.
The engine weighs approximately 10 300 kg
9. Rotate the crankshaft one full revolution and (22,700 lb). Ensure that the lifting device to be
listen for any unusual noise caused by moving used has adequate capacity.
components contacting stationary parts.
1. Disconnect any remaining wiring or hoses
10. Install the engine side cover, if removed. between the engine and subframe (6, Figure
11. Install the access cover on the alternator 50-12).
housing. 2. Remove engine mounting cap screws (7) at the
front engine mounts.
3. To ensure that the engine stays level while
lifting, attach a spreader bar with lifting straps to
the engine lifting eyes. Remove engine-to-
cradle structure cap screws (5).
4. Lift the engine from the subframe and move to
clean work area for further disassembly.
16
Service Removal and installation of radiator

Complete instructions for the disassembly, assembly Removal
and maintenance of the engine and its components
can be found in the engine manufacturer's service 1. Drain the coolant into clean containers for reuse
manual. after engine installation. Refer to the Operation
and Maintenance Manual for the cooling system
Installation capacity.
1. Align the engine with subframe (6, Figure 50- 2. If the radiator is being removed without the
12) and install engine mounting cap screws (7) complete power module, refer to Disassembly
at the front engine mounts. and assembly section Body and structures for
hood and grille removal instructions.
2. Align and install engine-to-cradle cap screws (2)
through the rear engine mounts and into cradle
structure (3), but do not tighten them at this
time.
3. Install alternator (1) on the engine. Refer to
Alternator Installation in this section. Federal regulations prohibit venting air
4. Adjust setscrew (3, Figure 50-11) to equalize conditioning system refrigerants into the
gap (5) between cradle structure (1) and atmosphere. An approved recovery/recycle
subframe (4) at the left side and right side. Lock station must be used to remove the refrigerant
the setscrew with jam nut (2). from the air conditioning system.
FIGURE 50-17. RECEIVER/DRIER LOCATION
1. Condenser 3. Receiver/Drier
2. Accumulator
17
3. Refer to Testing and adjusting section Cab air 5. Unclamp and separate all upper hoses between
conditioning for the procedures required to the radiator and the engine.
properly remove the refrigerant from the air 6. Remove outlet elbows (2) and (3, Figure 50-19)
conditioning system. at the bottom tanks. Cap all coolant lines to
NOTE: The system is charged with HFC-134A prevent contamination.
refrigerant. 7. Remove and cap the hoses from the radiator
top tank and surge tank.
a. Remove the refrigerant hose clamps and
receiver/drier (3, Figure 50-17) from the front 8. Remove the cap screws and lockwashers to
left side of the radiator shroud. Disconnect free fan guard (1, Figure 50-20) from radiator
the harness from the low pressure switch on shroud (2).
the receiver/drier. NOTE: The three-piece fan guard may be
b. Remove the clamps and disconnect inlet disassembled and removed, or the complete fan
hose (4, Figure 50-18) and outlet hose (5) at guard may be moved toward the engine to clear the
the condenser. Remove mounting hardware shroud during removal of the radiator.
(3) and remove condenser (2) from radiator
assembly (1).
c. Cap all hoses to prevent contamination.
Remove any remaining clamps attaching the
hoses and wiring to the radiator shroud.
Reposition the hoses and wiring to allow
removal of the radiator and shroud assembly.
4. Disconnect the lines at the fuel cooler. Remove
all clamps that secure the lines to the radiator.
FIGURE 50-19. RADIATOR PIPING,

1. Drain Cock 4. Radiator Mounting
2. Outlet Elbow (Front) Hardware
FIGURE 50-18. AIR CONDITIONER CONDENSER 3. Outlet Elbow (Rear)
1. Radiator Assembly 4. Inlet Hose
2. Condenser 5. Outlet Hose
3. Mounting Hardware
18
9. Attach the hoist to the radiator and take up any Installation

slack. 1. Attach a hoist to the radiator and lift it into
position on the power module subframe.
2. Install radiator mounting hardware (4, Figure
50-19) at the lower radiator mounting brackets.
Do not tighten at this time.
The radiator and shroud assembly weighs 3. Inspect the rubber bushings for upper support
approximately 2 100 kg (4,360 lb). Ensure that the rods (2, Figure 50-21) and replace them if worn
lifting device to be used has adequate capacity. or damaged.
10. Remove upper support rods (2, Figure 50-21) 4. Install the upper support rods and the mounting
and stabilizer bars (3). hardware at both ends. Do not tighten at this
11. Remove radiator mounting hardware (4, Figure time.
50-19) that secures the radiator and to the 5. Adjust the upper support rods until the radiator
power module subframe. is positioned perpendicular to the subframe
within ± 3.0 mm (0.12 in.) measured at top of
12. Ensure that all hoses and wiring harnesses
radiator. When the position is established,
have been removed. Lift the radiator slightly
tighten the upper support rod locknuts and
with the hoist and move the radiator forward
recheck the perpendicularity of the radiator.
until it is clear of the engine fan. Move the
radiator to a work area for service. 6. Tighten radiator mounting hardware (4, Figure
50-19) at the lower radiator mounting brackets
to the standard torque.
7. For added stability, stabilizer bars (3, Figure 50-
21) may be installed. Install the stabilizer bars at
the radiator brackets and subframe as shown,
then tighten the mounting hardware to the
standard torque.
8. Install fan guard (1, Figure 50-20) on radiator
shroud (2). Tighten the mounting hardware to
55 Nm (40 ft lb). (If the three-piece fan guard
was disassembled, tighten the cap screws that
clamp the pieces together to 34 Nm (25 ft lb).
9. Install the upper hoses between the radiator
and the engine. Seat the hoses fully and tighten
the clamps securely.
10. Install outlet elbows (2) and (3, Figure 50-19)
with new gaskets.
11. Install the air conditioning system components.
a. Install condenser (2, Figure 50-18), hoses (4)
FIGURE 50-20. FAN GUARD and (5), and all clamps.
b. Install a new receiver/drier (3, Figure 50-17)
1. Fan Guard 2. Radiator Shroud
and clamp the hoses. Attach the harness to
the low pressure switch.
c. Recharge the air conditioning system
according to the instructions in Testing and
adjusting section Cab air conditioning.
12. Install the hood and grille assembly. Refer to
structures for the hood and grille assembly
installation instructions.
19
13. Make sure that all coolant drains are closed, all Repairing the radiator
pipe plugs are installed, and all hoses are
connected securely. Fill the radiator with the Internal inspection
recommended mixture and amount of coolant. If desired, an internal inspection can be performed on
Refer to the Operation and Maintenance the radiator before complete disassembly. The
Manual for the filling procedure and cooling inspection involves removing tubes from the radiator
system capacity. Check for leaks and correct as core and cutting them open. This type of inspection
needed. can indicate overall radiator condition as well as
14. Start and operate the engine until the cooling coolant and additive breakdown.
system reaches normal operating temperature. To perform this inspection, remove four random tubes
Recheck for leaks during engine operation. Turn from the air inlet side of the radiator. Remove tubes
off the engine and correct any leaks. from both the top and bottom cores and near each
end of the radiator. Analyze any contaminant residue
inside the tube to determine the cause of
contamination. Flush the system before returning the
truck to service.
Contact your nearest L&M Radiator facility for further
instructions or visit the L&M website at
www.mesabi.com.
External cleaning
Many radiator shops use a hot alkaline soap, caustic
soda or chemical additives in their boil-out tanks,
which can attack solders. These tanks are generally
not recommended. Before such tanks are used for
cleaning, ensure that the cleaning solutions are
not harmful to solder. Otherwise, damage to the
radiator will result. Completely rinse the cleaned
tube or core in clean water after removing it from the
boil-out tank.
As an alternative to boil-out tanks, radiators can be
cleaned externally with a high pressure washer and
soap. In most cases, it may be best to blow out any
dry dirt with a high pressure air gun prior to washing
the core with the high pressure washer.
Pressure washers should not exceed 8 275 kPa
FIGURE 50-21. RADIATOR MOUNTING (1,200 psi). Unlike conventional cores, the spray
1. Radiator 4. Radiator Mounting nozzle can be used right up next to the core. Starting
2. Upper Support Rod Hardware from the air exit side, place the high pressure washer
3. Stabilizer Bar nozzle next to the fins. Concentrate on a small area,
slowly working from the top down. Spray straight into
the core, not at an angle. Continue washing until the
exit water is free of dirt. Repeat from the opposite
side.
20
Disassembly
To aid in removal of the tubes, clean the radiator

prior to disassembly. Heating the seals with hot
water helps to loosen the grip on the tubes.
Cleaning the radiator prior to disassembly also
reduces the risk of internal contamination. After
cleaning, spray lubricating oil at the top end of
the tubes.
FIGURE 50-23. INSTALLATION TOOL (VJ6567)
2. After the tube is loose, position installation tool

(VJ6567) at the bottom of the tube to be
removed. Refer to Figure 50-23. The upper jaw
of the installation tool should be positioned just
below the rectangular section of the tube. The
bottom jaw should rest on the seal. Squeeze the
installation tool just enough to allow the bottom
of the tube to be removed from the bottom seal.
NOTE: To ease in the removal of tubes, use the
breaker tool and installation tool simultaneously.
FIGURE 50-22. BREAKER TOOL (XA2307)
1. Start at the top row of tubes. Use breaker tool

(XA2307) to loosen the tube to be removed.
When using the breaker tool, position it at the
top or bottom of the tube. Never position it in the
middle of the tube or damage may result. Use
the breaker tool to lightly twist the tube back and
forth within the seals to loosen the grip. Refer to
Figure 50-22.
FIGURE 50-24. ANGLING TUBE DURING
3. Pull the tube from the top seal while

simultaneously twisting the tube. Angle the tube
only far enough to clear the radiator. Refer to
Figure 50-24. Removing the tube at an
excessive angle may cause damage to the tube.
4. Remove all the top tubes before removing the
bottom tubes. After all of the tubes are removed,
use pliers to remove the seals from the tanks.
Discard all seals. New seals must be used for
assembly.
21
Cleaning and inspection Assembly

1. Use a drill with a 19 mm (3/4 in.) wire brush to NOTE: For easier installation, soak the seals in hot
remove any foreign material from the tube water before installing.
holes, then wipe the holes clean.
2. Clean the inside of the tanks and tubes. In most
cases, just flushing the inside with soap and a 1. Install new tube seals onto the bottom tank and
high pressure hot water washer will be the bottom side of the center tank. Do not install
sufficient. If not, contact an L&M manufacturing seals in the top core at this time. Seals for the
facility for further instructions or visit the L&M top of the tubes do not have locking grooves;
website at www.mesabi.com. bottom tube seals do. Ensure the correct seals
are installed in the proper position.
3. Check for signs of internal blockage in the tubes
and tanks. If desired, you may cut open tubes The seal holes must be dry during installation.
for inspection. If contamination is present, the Use a rubber mallet and a flat metal plate to
tube should be analyzed. The radiator must be lightly tap the seals into place. Using excessive
properly flushed of all contaminants and force will drive the seals in too far. When
corrective action must be taken to prevent such installed properly, the seals should be slightly
contamination from occurring in the future. convex. Improperly installed seals are concave
Refer to Internal Inspection in this section. with a smaller diameter hole. Refer to Figure 50-
25.
4. Buff the tube ends with a polishing wheel and a
copper polishing compound. If any debris can 2. Use a 13 mm (1/2 in.) diameter brush to
not be removed by buffing, using an emery lubricate the seals with lube/release agent
cloth, steel wool or a wire wheel with a wire size (XA2308).
of 0.15 - 0.20 mm (0.006 - 0.008 in.) is 3. Use a spray bottle to lubricate the tube ends
acceptable. Be careful not to mar the tube ends. with the lube/release agent.
FIGURE 50-25. PROPER SEAL INSTALLATION
22
4. When installing tubes, start at one end and work 7. Center the bottom end of the tube in the bottom
toward the center. After you reach the center, seal. Push the tube downward until the formed
move to the opposite end, and again work bead on the tube is seated inside the lock ring
toward the center. If any of the tubes are difficult groove in the seal. If necessary, use installation
to install, do not force the tube. Remove the tool (VJ6567) to pull the tube downward into the
tube and determine the problem. Possible seal. The tool has a hooking device on the end
causes may be: of one of the handles for aiding in installation.
• inadequate seal/tube lubrication
8. Ensure that all tube beads are seated in their
• improperly installed seal respective bottom seals. Align and straighten all
• damaged seal or tube end tubes during the installation of each row to allow
maximum air flow through the radiator.
• tube angle excessive during installation and/
or tube not centered in seal. 9. Install tube stay ends. Install the felt air baffles
behind the front and back rows while completing
tube installation.
5. Inspect the seals and tube ends for damage
before trying to reinstall a tube. Replace as 10. After all the tubes are installed, pressure test the
necessary. radiator.
6. Working from the front of the radiator (opposite
of fan side), install the bottom row of tubes
starting with the fan side row. Pressure testing
When installing the tubes, center the top of the The radiator should be pressure tested at 103 kPa
tube in the top seal while angling the tube only (15 psi) for 30 minutes. Various methods of pressure
as much as necessary. Twist the tube while testing include the following:
applying upward force. Push the tube into the
seal until enough clearance is available to install • Pressurize the radiator and submerge into a test
the bottom end of the tube into the bottom seal. tank. Watch for leaks.
• Lay the front side of the radiator on the floor. Cap
off ports, and fill the radiator with hot water.
Pressurize the radiator and check for leaks.
• Cap off radiator ports. Install an air pressure
gauge and pressurize to 103 kPa (15 psi).
Remove the air source and monitor the pressure
gauge.
• Pressurize the radiator with air, and spray sealed
joints with soapy water.
Additional service information can be found on

the L&M Radiator website at www.mesabi.com
FIGURE 50-26. USING INSTALLATION TOOL

(VJ6567) TO INSTALL TUBE
23
960E Dump truck

© 2011 KOMATSU
All Rights Reserved
24
CEN50025-01
860E
960E

860E-1K A30003 - A30030
860E-1KT A30003 - A30030
960E-1K A50003 - A50008

Auto lubrication system
Lubrication system priming ................................................................................................................................... 2

Disassembly and assembly of lubrication pump ................................................................................................... 2
1
Lubrication system priming 3. Remove six screws (28). Remove housing

cover (29) and cover gasket (30).
The system must be full of grease and free of air
pockets to function properly. After maintenance, if the 4. Remove inlet screen (50), retaining ring (57)
primary or secondary lubrication lines were replaced, and pull shovel plug (56) from housing tube
it will be necessary to prime the system to purge (55).
entrapped air. 5. Remove two socket head screws (44). Separate
1. Fill the reservoir with lubricant, if necessary. hydraulic motor (42) from pump housing (39).
2. To purge air from the main supply line, remove 6. Remove two outlet pin nuts (46) from the pump
the main supply line at the reservoir and housing.
connect an external grease supply to the line.
3. Remove plugs from each injector group in
sequence (right front, left front, and rear axle).
4. Using the external grease source, pump grease
until it reaches the injector group. Install the
pipe plug and repeat for the remaining injector
groups.
5. Remove the caps from each injector. Connect FIGURE 50-1 LUBRICATION PUMP
an external grease supply to the zerk on the 1. Screw 30. Cover Gasket
injector. Pump until grease reaches the far end 2. Counterweight 31. O-Ring
of the individual grease hose or the joint being 3. Retaining Ring 32. Screw
greased. 4. Crankrod 33. Override Switch
5. Retaining Ring 34. Pipe Plug
6. Crank, Eccentric 35. Flow Control Valve
7. Ball Bearing 36. Orifice Fitting
8. Outlet Pin 37. Manifold
Disassembly and assembly of lubrication 9. O-Ring 38. Pressure Reducing
pump 10. Plunger Tube Valve
11. Screw 39. Housing
12. Wrist Pin Bushing 40. Pipe Plug
13. Wrist Pin Anchor 41. Gasket
14. Backup Washer 42. Hydraulic Motor
15. Cup Seal 43. Washer
16. Plunger Rod 44. Screw
Be certain to bleed steering accumulators to 17. Spring 45. O-Ring
relieve hydraulic pressure and to relieve pump 18. Steel Ball 46. Nut
outlet grease pressure before removing any 19. Plunger 47. Backup Ring
hoses or fittings. 20. Reciprocating Tube 48. O-Ring
21. Cup Seal 49. O-Ring
Disassembly 22. O-Ring 50. Inlet Strainer
1. Remove four socket head screws (32, Figure 23. Cylinder 51. Bronze Bearing
50-1). Separate manifold (37) from hydraulic 24. Ball Cage 52. O-Ring
motor (42). 25. Steel Ball 53. Backup Ring
26. O-Ring 54. O-Ring
2. Remove pipe plug (40) and drain the crankcase
27. Check Seat 55. Tube
oil from pump housing (39).
28. Screw 56. Shovel Plug
29. Cover 57. Retaining Ring
2
FIGURE 50-1. LUBRICATION PUMP
3
7. Remove the pump subassembly (items 1 Cleaning and Inspection

through 27) from the pump housing. Pushing 1. Discard all seals and gaskets. Repair kits are
the subassembly up with a 19 mm (0.75 in.) available containing all the necessary seals and
diameter wooden or plastic rod against check gaskets for reassembly. Refer to the appropriate
seat housing (27) is helpful. parts book.
8. Remove housing tube (55) from the pump 2. Clean and inspect the following parts. Replace if
housing by inserting a 19 mm (0.75 in.) excessive wear is evident:
diameter rod through the inlet holes at the
bottom of the housing tube and unscrewing it. • Ball bearing (7)
9. Remove bronze bearing (51), O-ring (52), • Crank eccentric (6)
backup washer (53), and O-ring (54) from the • Crankrod (4)
housing tube.
• Wrist pin bushings (12)
10. Remove the crankrod assembly (items 1
through 8) from the pump by unscrewing button • Plunger tube (10)
head screws (11) and pulling out wrist pin • Pump plunger & upper check parts (19, 18 & 17)
bushings (12).
• Pump cylinder (23)
11. Remove check seat (27) from reciprocating tube
• Check seat housing/lower check ball (27, 25)
(20).
• Upper bronze bearing (51)
NOTE: There is a 3/8 in. allen head socket in the
throat of the check seat housing to facilitate removal. • Housing tube (55)
12. Unscrew wrist pin anchor (13) from the • Shovel plug (56)
reciprocating tube and pull the plunger • Reciprocating tube (20)
assembly (items 8 through 19) from the tube.
13. Using a 13 mm (0.50 in.) diameter wooden or
plastic rod, push cup seal (21) and pump
cylinder (23) from the reciprocating tube.
Assembly
14. Remove pump plunger (19) from plunger rod
(16). A spanner wrench, which uses the holes in NOTE: Use Loctite® 242 (or equivalent) thread
the pump plunger, is required. locker on all torqued, threaded connections. Use
extreme care to prevent thread locker from flowing
15. Unscrew the plunger rod from plunger tube (10) into adjacent areas such as clearance fits and ball
and slide off cup seal (15), backup washer (14) check. Allow a minimum of 30 minutes cure time
and wrist pin anchor (13). before operating pump.
16. Unscrew the plunger tube from outlet pin (8). 1. Support ball bearing (7, Figure 50-1) inner race
17. To dismantle the crankrod assembly (items 1 and press crank eccentric (6) into the bore.
through 7), remove flat head screws (1) and Install small retaining rings (5).
counterweights (2). 2. Assemble the ball bearing assembly, large
18. Remove the small retaining rings (5) and press retaining rings (3), and counterweights (2) in
the crank eccentric (6) out of the ball bearing crankrod (4), and install flat head screws (1).
(7). Support the ball bearing on the inner race. Tighten to 11 - 12 N•m (100 - 110 lb in.).
3. Using new O-ring (9), install plunger tube (10)
on outlet pin (8). Tighten to 11 - 12 N•m (100 -
110 lb in.).
4
4. Assemble wrist pin anchor (13), backup washer 12. Install shovel plug (56) and retainer (57).
(14), cup seal (15) and plunger rod (16) onto the 13. Install new backup rings (47), O-rings (48 & 49),
plunger tube. Tighten to 11 - 12 N•m (100 - 110 and outlet pin nuts (46). Tighten to 41 - 47 N•m
lb in.). (30 - 35 lb ft).
5. Assemble spring (17), ball (18), and plunger 14. Install gasket (41) and motor (42) on pump
(19) on the plunger rod. Tighten the plunger to housing (39). Install washers (43) and socket
11 - 12 N•m (100 - 110 lb in.). head screws (44). Tighten to 68 - 75 N•m (50 -
6. Install reciprocating tube (20) onto wrist pin 55 lb ft).
anchor (13). Tighten to 27 - 34 N•m (20 - 25 lb
15. Install shovel plug (56) in housing tube (55).
ft).
Install retaining ring (57).
7. Install cup seal (21), O-ring (22), cylinder (23), 16. Install gasket (30), cover (29) and six self-
ball cage (24), ball (25), O-ring (26) and check tapping screws (28) on the pump housing.
seat (27) into reciprocating tube (20). Tighten
the check seat to 27 - 34 N•m (20 - 25 lb ft). 17. Using new O-rings (45), install manifold (37) on
motor (42). Install socket head screws (32).
8. Assemble the crank rod assembly to the pump
Tighten to 27 - 34 N•m (20 - 25 lb ft).
with bushings (12) and button head screws (11).
Tighten the screws to 11 - 14 N•m (100 - 125 lb 18. If removed, install pressure reducing valve (38)
in.). into manifold (37). Tighten to 27 - 34 N•m (20 -
25 lb ft).
9. Place pump subassembly (items 1 through 27)
into pump housing (39). 19. If removed, install flow control valve (35) into
manifold (37). Tighten to 27 - 34 N•m (20 - 25 lb
10. Install new O-ring (54), backup washer (53) and ft).
O-ring (52) and bronze bushing (51) into
housing tube (55). 20. If removed, install solenoid valve (33) into
manifold (37). Tighten to 20 - 27 N•m (15 - 20 lb
11. Install housing tube assembly onto pump
ft).
housing (39). Make sure that reciprocating tube
(20) is inserted through both bushings. Using a 21. With the pump assembly in its normal operating
19 mm (0.75 in.) diameter rod through the inlet position, add SAE 10W-30 motor oil to the pump
holes at bottom of tube, tighten to 27 - 34 N•m housing until the oil is level with the bottom of
(20 - 25 lb ft). pipe plug (40) hole. Install the pipe plug.
5
860E Dump truck

960E Dump truck
© 2011 KOMATSU
All Rights Reserved
6
CEN50026-01
DUMP TRUCK
960E

960E-1K A50003 and up
50 Disassembly and Assembly

Three phase wheel motor
General safety information.................................................................................................................................... 2
Handling the motor................................................................................................................................................ 3
Motor description .................................................................................................................................................. 6
Maintenance ......................................................................................................................................................... 7
Disassembling the motor .....................................................................................................................................11
Maintenance work............................................................................................................................................... 21
Assembling the motor ......................................................................................................................................... 24
Repairing the motor ............................................................................................................................................ 50
Recommended consumables ............................................................................................................................. 51
Special tools........................................................................................................................................................ 54
1
CEN50026-01 50 Disassembly and Assembly
General safety information

The wheel motor may only be set up and used in con-
junction with this documentation. Commissioning and
operation of a wheel motor may only be performed by
qualified personnel. Within the context of the safety Due to their functional characteristics and their
notes in this documentation, qualified persons are field of application, these motors can cause seri-
defined as persons who are authorized to commis- ous injury or extensive property damage if incor-
sion, ground, and label devices, systems, and circuits rectly operated, inadequately maintained, or
in accordance with established safety practices and tampered with by unauthorized or unqualified
standards. personnel.
Parts of electrical motors rotate during operation, It is mandatory that all tasks relating to transport,
and certain exposed parts of these motors con- assembly, dismantling, maintenance, and repairs
duct dangerous voltages. Unauthorized removal be carried out by qualified personnel or super-
of the cover plates, improper handling of these vised by responsible skilled technicians.
motors, incorrect operation, or inadequate main- Close attention must be paid to the following:
tenance can result in serious injury or property
damage. • The technical data and information regarding
permitted use (assembly, connection,
The persons responsible for safety must therefore environmental, and operating conditions), which
guarantee that: can be found in a number of places, including the
catalog, the order documents, the Instruction
• Only appropriately qualified personnel may work Manual, the rating plate, and the other product
on this equipment. documentation.
• These personnel always have at their disposal, • The general installation and safety specifications
among other things, this Instruction Manual and applicable to work on electrical power
all other product documentation supplied, which installations.
is relevant to the task they are performing; they
must also observe the measures specified in • Correct use of tools and lifting and handling
these documents consistently. equipment.
• All work by unqualified personnel on this • Use of personal protective gear (safety boots,
equipment or in its vicinity is prohibited. goggles, etc.).
The information in this manual does not purport to
cover all details or variations in equipment, nor to pro-
vide for every possible contingency to be met in con-
nection with installation, operation, or maintenance.
Observance of other notes on transport, assem-
bly, operation, and maintenance, as well as the
technical data (in the Instruction Manuals, in the
product documentation, and on the unit itself), is
equally indispensable to avoid malfunctions that
could cause serious injury or property damage
directly or indirectly.
2
50 Disassembly and Assembly CEN50026-01
Handling the motor
Assembled drive units (motor with drive train)

must not be suspended solely by the motor load
Incorrect suspension will result in severe per- rings.
sonal injury or substantial property damage if The motor load rings are only designed to sup-
proper precautions are not taken. Never stand port the weight of the motor, and no additional
underneath suspended loads. load is allowed to be placed on them by the
Individual motors must be suspended from the three weight of the drive train.
load rings (M30x50) provided for this purpose. See
Figure 50-1 and the dimension drawings for the
mounting positions of the load rings.
The motor weighs approximately 4 500 kg (9,921 lb).
Ensure the lifting device is capable of handling the When suspending the drive train, the information
load safely. provided in the Shop Manual must be heeded.
The weight is unevenly distributed between the sus-
pension points.
All three suspension points must be used.
Each of the three load rings and strands (e.g., 3-

strand lifting gear) must be capable of supporting
the complete motor weight.
Any auxiliary eye bolts available, e.g., on bearing
shields or anywhere else, are not designed to support
the full weight of the motor. They are only suitable for
lifting the various component parts during dismantling
and assembly.
FIGURE 50-1. MOUNTING POSITION OF THE
LOAD RINGS
1. Load Ring
2. Wheel Motor
3
Transport This transport lock must not be removed until

immediately before the motor is commissioned.
When shipped from the factory, the motor is normally
The motor is not allowed to be transported with-
transported on pallets and in frames or crates to
out the original transport lock because this can
which lifting gear can be attached.
cause incipient damage to the rolling-contact
bearings.
NOTE: The original transport lock or a mounted and
applied N-end brake must be refitted in accordance
with the instructions if the motor needs to be
Transport without N-end brake: transported again in future.
The motors have a transport lock (see Figure 50-
2) at the N-end to protect the bearings against
damage during transport.
1. Tube 4. Nut 7. Nut

2. Lashing Belt 5. Plate 8. Washer
3. Threaded Rod 6. Felt 9. Cap Screw
FIGURE 50-2. TRANSPORT LOCK
4
Storage Storage of new motors

The motors must be stored in a dry area that is not • The motors should remain on the pallet in the
susceptible to vibration. Preferably the ambient tem- condition in which they were delivered.
perature should not exceed 25C (77F) or fall below • If the transport packaging is used to store the
-10C (14F). If these bearing temperatures are motors for a period of up to 6 months, its
adhered to, a bearing regreasing has to be done prior condition must be checked (with respect to
to commissioning after a storage period of greater damage in transit or during handling, etc.).
than 2 years.
• If the motors are to be stored for longer than 6
NOTE: If the motors are stored between 25C (77F) months, long-term packaging must be provided.
and 80C (176 F) or between -40C (-40F) and • Long-term packaging can be used for up to 2
-10C (14F), a bearing regreasing has to be done years. The motors must be packed by
prior to commissioning after a storage period greater appropriately qualified personnel in accordance
than 6 months. with recognized guidelines, as well as local
conditions.
NOTE: The ambient temperature may not exceed
80C (176F) or fall below -40C (-40F). • The corrosion protection on bright installation
surfaces must be inspected and replaced if
necessary.
• Please consult Komatsu if the motors are to be
stored for longer than 2 years.
• The rotor of the stored motor must be turned by
The transport lock must be fitted if vibrations hand once every 2 years. The packaging and the
cannot be ruled out. transport locks must be removed for this purpose.
Under no circumstances must the motor be
allowed to rotate, even a negligible amount, while • After rotating the rotor shaft a few turns, remount
the transport lock is fitted, as this could damage the transport lock with the rotor in a different
position. Then pack the motor again properly.
both the transport lock and parts of the motor.
Storage of used motors
• Used motors should be stored on a pallet or
another wooden base.
• In the case of extended idle periods, suitable
corrosion prevention, conservation, packaging
and drying measures have to be taken, e.g.,
drying out the motors, sealing them in plastic film
and adding silica gel.
• Motor servicing and cleaning are recommended
prior to extended idle or storage periods.
• The motors can then be stored in the same way
as new motors.
5
Motor description
This quasi-enclosed motor is forced ventilated and
open circuit air-cooled. Air enters radially, or axially if
additional air covers are used. The air outlets are
located both at D- and N-end (see Figure 50-3 and
Figure 50-4).
FIGURE 50-3. 960E ELECTRIC MOTOR
1. Road Survey 4. Inspection Area

2. Physical Barrier 5. Fuel Survey Area
3. Fuel Car / Pump 6. Intersection Survey
FIGURE 50-4. LONGITUDINAL SECTION THROUGH THE MOTOR
6
Maintenance The standard 5 safety rules are:
All maintenance work on the motor must be carried • Isolate.

out with the utmost care.
• Secure against switching on again.
In particular, care should be taken to ensure that: • Verify that the equipment is not live.
• All essential safety precautions are heeded • Ground and short-circuit (for voltages above
• No impurities get into the motor 1000V).
• No parts are forgotten inside the motor • Erect barriers around or cover adjacent active
parts.
• No tools are left inside the motor
The specified maintenance intervals and the instruc-
• All technical specifications (screw retainers, tions for repair and part replacement must always be
tightening torques, etc.) are complied with observed.
If these warnings are ignored, danger to persons or
Only spare parts approved by Komatsu may be used.
motor faults cannot be ruled out.
Safety guidelines
If tightening torques are specified for nuts and
screws in the text of this manual, use a torque
wrench to tighten them finally.
Please adhere strictly to the general safety proce- Do not use an air wrench or an impact screw-
dures of this Instruction Manual and the notes on driver.
permissible use and special knowledge required
for work on electrical power installations.
Improper handling of the motors and tools may

result in death, serious injury, and/or extensive
property damage.
• All assembly, dismantling, and maintenance work
and repairs must be performed by appropriately
qualified personnel.
• Before beginning any work on the motors, ensure
that the vehicle cannot move and that the motor
is resting securely on its base.
• Before opening active parts of the motor, take
special care to ensure that the motor is isolated in
accordance with regulations. This applies
especially to dismantling and installing the motor
in the vehicle and after performing tests on the
motor.
7
Maintenance intervals Maintenance work on the installed motor

Careful and regular maintenance is necessary to If screw connections can be tightened:
detect and eliminate possible problems before exten- • Open the screw connection and clean the thread.
sive damage can occur.
• Replace the screw retainer and assemble the
The maintenance intervals given in this manual are screw connection again.
valid for typical working conditions. Special working
conditions and/or legal and official regulations may Checking for external damage
necessitate more frequent maintenance.
• Inspect the motor for external damage of
In the case of malfunctioning or unusual operating mechanical origin (visual inspection of all
conditions that could indicate electrical or mechanical accessible parts).
overloading of the motor, the appropriate mainte- • Dismantle damaged parts and either repair the
nance work and tests should be performed without damage or replace with new parts.
delay.
• Touch up damaged painted parts as described
The motor should be visually inspected in the course (see “Stator inspection” on page 21).
of all maintenance work. See “Checking for external
• Remove coarse impurities (leaves, paper, etc.)
damage” on page 8 and see “Regreasing the bear- from the air outlet area.
ings” on page 9, which specify that damaged or miss-
ing parts must be replaced or replaced in accordance Checking the connections
with assembling the motor (see “Assembling the
motor” on page 24). • Check that all screw connections for the
connecting leads are securely attached and
If the motor has been removed and completely or retighten them where necessary.
partially dismantled because of necessary repairs, all • Check the connecting leads for damage and,
maintenance work described in dismantling the motor where necessary, replace them.
(see “Disassembling the motor” on page 11) that is
possible in this state of dismantling should also be Checking the interior of the motor for water
performed.
• To check for water inside the motor, remove the
plug from the bearing shield. Allow any water to
drain. Clean the drain hole. Reinstall the plug.
• To check for water in the bottom of the terminal
box, remove the screw. Allow any water to drain.
Clean the drain hole. Apply activator
(Loctite7471) to the screw threads and allow it
to dry. Coat the screw threads with Loctite243.
Insert the screw, tighten to 40 N·m (29.5 ft lb).
Maintenance intervals Maintenance work
• Check for external damage

After every 6000 hours or once every • Check the connections
year for minor service • Clean the drain holes
• Regrease the bearings with rolling-contact bearing grease
On the disassembled, dismantled, and cleaned motor:

• Replace the bearing (D-end)
• Replace the bearing (N-end)
After every 30,000 hours or once every 5
• Check the insulation of the stator winding, insulation resistance
years for general service
greater than 2 M ohms
• After cleaning: Insulation resistance 10 M ohms
• Check the winding resistances
8
Regreasing the bearings Applying grease to the bearings
It is generally known that compression of grease

The bearings run at high circumferential speeds
can pose serious risks, especially at storage tem-
in a wide temperature range. Extreme cleanliness
peratures below 10C (50F) Partial or total filling
is essential, especially when the bearings are
with grease which is still stiff impedes the move-
regreased, to ensure that they function correctly.
ment of the rolling elements or balls, which are
under no pressure when the system starts up. If • The grease, grease gun, and grease nipple must
these rolling elements accelerate rapidly in the be clean; wipe them with a lint-free cloth if
drive train area, this can cause damage, espe- necessary.
cially to the raceways, as the film of lubrication
• Regrease the bearing (D-end) with rolling-contact
can partially break up. bearing grease.
The rolling-contact bearing manufacturers therefore
• Regrease the bearing (N-end) with rolling-contact
strongly recommend the following: bearing grease.
• Use only approved, clean rolling-contact bearing This ensures that the grease is evenly distributed
grease from original containers. without force and that the damage to the rolling ele-
• Do not overlubricate the bearings. ments or the raceways described above cannot
occur.
• Avoid regreasing the bearings when they are very
cold. Lubrication should preferably be topped off
while the wheel motors are still warm.
• Heed and comply with the specified regrease
quantities for the D- and N-end.
• Under all circumstances, even if the grease has
been stored at above 10C (50F), run the vehicle
at appropriately low speeds for a few kilometers
after regreasing (e.g., driving in the repair shop).
This ensures that the grease is evenly distributed
without force and that the damage to the rolling ele-
ments or the raceways described above cannot
occur.
The used grease chambers can hold up to five

regrease charges.
9
Checking the interior of the motor for water

Check whether there is water inside the motor: Check the bottom of the terminal box for water:
1. Check the drain hole in the bearing shield (2) 1. Remove the screw (1).
(N-end). 2. Clean the drain hole and allow the water to
2. Remove the plug (3). drain out.
3. Clean the drain hole. 3. Apply activator (Loctite7471) to the thread of
the screw (1) and allow it to dry.
4. Coat the threads of the screw with
Loctite243, insert it and tighten to 40 N·m
(29.5 ft lb).
FIGURE 50-5. CHECKING THE INTERIOR OF THE MOTOR FOR WATER

1. Screw 2. Bearing Shield 3. Plug
10
Disassembling the motor NOTE: In order to ensure that the dismantling and
assembly tools can be used correctly, the threaded
Horizontal removal (and installation) of the rotor and holes required in the motor for dismantling and
the bearing shield (D-end) is the most practical assembly must be recut and cleaned after removing
method. To do this, slip two bushings onto the end of the sealed screws.
the shaft at the D-end and hold the rotor horizontal
using a special crane hook. In this way, the rotor can
be moved in and out (See “Disassembling the rotor”
on page 14).
If you suspend shafts vertically: The centering

holes in the ends of the shaft (DIN 332) are pro-
vided with a set-back thread, i.e., eye bolts con-
forming to DIN 580 are unsuitable because only a
few turns of the thread would be engaged, and
other suitable elements with a length of engage-
ment greater than 0.8 of the thread diameter must
consequently be employed.
Before forcing a part out of the centering holes, it

is advisable to replace the fastening screws with
very long screws that are capable of supporting
the part after it has been removed.
When dismantling individual parts, take special

care to ensure that sensitive built-on accessories
(grease nipples, etc.) are protected against dam-
age.
11
Removing the coupling

1. Mount the attachment (1, Figure 50-6) and (2)
for pressing off the coupling.
2. Connect the hydraulic unit (2) radially to the
G1/4 in. threaded holes in the coupling. The attachment should not be subjected to pres-
3. Mount the attachment for the compression sure. Ensure a sufficient clearance (at least
device so that it holds the coupling (3) when it equivalent to the press-on distance of the cou-
comes out in axial direction. pling). The coupling must be secured by extend-
ing the piston of the pressure cylinder to the
4. Expand the coupling using the hydraulic unit so
maximum press-on distance and locking it with
that it comes out.
the nut. This prevents the coupling from coming
5. Starting at 60 000 kPa (8,700 psi), gradually out. When the axial pressure on the pressure
increase the pressure by about 20 000 kPa gauge rises, the coupling has been released.
(2,900 psi), waiting at least 2 minutes between
each step. These pauses are designed to allow
the liquid to flow into the interface. 6. Release the hydraulic cylinder and remove the
coupling.
Maximum gap oil pressure: 173 778 kPa
(25,200 psi).
Owing to the 1:50 gradient, the coupling has an

axial force component. This means that the high
Building up the pressure too quickly or exceed-
oil pressure would force it to come out in the
ing the maximum gap oil pressure can result in
axial direction when the shrink fit is loosened.
permanent deformation (bulging) of the hub hole
Risk of injury.
or the shaft seat, rendering the motor coupling or
the rotor useless.
FIGURE 50-6. PRESSING OFF THE COUPLING

1. Pump 5. Piston Cylinder
2. Hydraulic Unit 6. Collar Nut
3. Coupling 7. Threaded Rod
4. Thrust Plate
12
Removing the gear wheel

1. Mount the attachment (1, Figure 50-6) and (2)
for pressing off the gear wheel.
2. Connect the hydraulic unit (2) radially to the
G1/4 in. threaded holes in the gear wheel. The attachment should not be subjected to pres-
sure. Ensure a sufficient clearance (at least
3. Mount the attachment for the compression
equivalent to the press-on distance of the cou-
device so that it holds the gear wheel (3) when it
pling). The coupling must be secured by extend-
comes out in axial direction.
ing the piston of the pressure cylinder to the
4. Expand the gear wheel using the hydraulic unit maximum press-on distance and locking it with
so that it comes out. the nut. This prevents the coupling from coming
5. Starting at 60 000 kPa (8,700 psi), gradually out. When the axial pressure on the pressure
increase the pressure by about 20 000 kPa gauge rises, the coupling has been released.
(2,900 psi), waiting at least 2 minutes between
each step. These pauses are designed to allow
the liquid to flow into the interface. Maximum 6. Release the hydraulic cylinder and remove the
gap oil pressure: 184 780 kPa (26,800 psi). gear wheel.
Building up the pressure too quickly or exceed- Owing to the 1:50 gradient, the coupling has an
ing the maximum gap oil pressure can result in axial force component. This means that the high
permanent deformation (bulging) of the hub hole oil pressure would force it to come out in the
or the shaft seat, rendering the motor coupling or axial direction when the shrink fit is loosened.
the rotor useless. Risk of injury.
FIGURE 50-7. PRESSING OFF THE GEAR WHEEL

1. Pump 5. Piston Cylinder
2. Hydraulic Unit 6. Collar Nut
3. Gear Wheel 7. Threaded Rod
4. Thrust Plate
13
Disassembling the rotor

1. Remove the screws (8, Figure 50-8) and the
clips (9).
2. Disconnect the lubricant hose (10) on the screw
connection (4) from the bearing shield (13) (D-
end).
NOTE: The screw connection (4) in the bearing
shield (13) (D-end) must not be disconnected.
NOTE: Protect the ends of the regreasing hose and
the openings in the bearing shield from
contamination.
3. Loosen and remove the screws (5) and washers
(6) on the bearing shield (13) (D-end).
4. Carefully withdraw the temperature sensors (3)
from the bearing shield (12) (D-end).
5. Remove the thermo-lubricant (TEGO Z thermo-
lubricant) from the temperature sensors.
6. Remove the screws (7).
7. Force the bearing shield (13) (D-end) off the
stator frame (12) using three jack screws (not
shown).
8. Make suitable provision for setting down the
rotor.
9. Mount the lifting tool as shown, see Figure 50-8.
10. Using the lifting tool withdraw the complete rotor
(2) with the bearing shield (13) axially (to D-end)
from the bearing (11) or the stator frame (12).
14
FIGURE 50-8. WITHDRAWING THE COMPLETE ROTOR AT THE D-END

FROM THE STATOR FRAME
1. Lifting Tool 6. Washer 11. Stator Frame
2. Rotor 7. Screw 12. Bearing Shield
3. Temperature Sensor 8. Screw 13. Insertion Bushing
4. Screw Connection 9. Clip 14. Tension Screw
5. Screw 10. Lubricant Hose 15. Washer
11. Remove the attachment. NOTE: After withdrawing the rotor, determine the
correct suspension point and mark it on the lifting
tool.
12. Carefully set down the rotor so that it rests
safely on the core assembly.
If the correct suspension point (taking into NOTE: Care should be taken to avoid bending rotor
account the centers of gravity of the rotor, bear- assembly’s electric steel sheets.
ing shield, bearing, and crane hook) has not yet NOTE: Consult Komatsu if electric steel sheets are
been determined when dismantling for the first bent.
time, the rotor must be specially supported and
guided to avoid damage—in particular to the
winding—when withdrawing it.
15
FIGURE 50-9. PULLING THE OUTER

LABYRINTH RING (D-END) OFF THE SHAFT
1. Collar Nut 8. Screw
2. Collar Nut 9. Labyrinth Ring
3. Pull Rod 10. Shaft
4. Bearing Cartridge 11. Piston Cylinder FIGURE 50-10. PULLING THE BEARING
Cover 12. Universal Extraction SHIELD (D-END) AND THE BEARING
5. Screw Plate OFF THE SHAFT
6. O-Ring 13. Mounting Spindle
7. Grease Chamber 1. Collar Nut 4. Bearing Shield
2. Collar Nut 5. Bearing
3. Pull Rod 6. Shaft
13. Remove the screws (8) and the bearing car- The position of the (inner) labyrinth ring (4, Figure 50-
tridge cover (4). 11) on the circumference in relation to the shaft, and
14. Mount the attachment as shown, see Figure 50- the drive end on the labyrinth ring to which it belongs
9. (D- or N-end), must be marked on the labyrinth ring
and the shaft on the motor side prior to pulling off the
NOTE: All threaded holes provided in the bearing labyrinth ring.
cartridge cover must be used for threaded rods when
mounting and withdrawing the attachment. NOTE: If the position and the drive end are not
marked, or if the labyrinth rings are inverted, the rotor
must be balanced after the (inner) labyrinth rings (4)
15. Pull the labyrinth ring (outer) (9) off the shaft have been reassembled.
using the attachment. 21. Mount the puller as shown, see Figure 50-11.
16. Remove the attachment. Pull the inner labyrinth ring (4) off the shaft.
17. Loosen screws (5) and remove the cover of the NOTE: All threaded holes provided in the inner
used grease chamber (7). labyrinth ring must be used for threaded rods when
mounting and withdrawing the puller.
18. Remove the O-rings (6).
22. Remove the attachment.
19. Mount the attachment as shown in Figure 50-10,
and use it to pull the bearing shield (4) and the
deep-groove ball bearing (5) off the shaft (6).
16
23. Mount the puller tool as shown, see Figure 50-

12.
24. Using the puller, pull the bearing (4) out of the
bearing shield (5).
26. Remove the grease chamber separating ring (6)
using snap ring pliers.
NOTE: Inspect the grease chamber separating ring
for damage. Replace it with a new part if damaged.
FIGURE 50-11. PULLING THE INNER
LABYRINTH RING (D-END) OFF THE SHAFT 27. Remove O-ring (7).
1. Collar Nut 6. Universal Extraction
2. Collar Nut Plate
3. Pull Rod 7. Threaded Spindle
4. Labyrinth Ring 8. Shaft
5. Piston Cylinder
FIGURE 50-12. PRESSING THE BEARING (D-

END) OUT OF THE BEARING SHIELD
1. Piston Cylinder 6. Grease Chamber
2. Cross Beam Separating Ring
3. Thrust Plate 7. O-Ring
4. Bearing 8. Pipe
5. Bearing Shield 9. Collar Nut
10. Threaded Spindle
17
28. Remove two screws (1) and replace them with

M20 grub screws of a sufficient length.
29. Remove plug (2) and screw in a suitable lift ring.
Suspend the bearing shield (3) (N-end) from the
crane.
30. Remove the remaining screws (1).
31. Remove plug (4), insert the jack screws, and
press the bearing shield out of the centering
hole in the stator frame.
32. Unthread the bearing shield from the grub
screws, remove the grub screws, and reinsert
plug (2).
33. Remove cover (10) (N-end); to do this, loosen
the screws (11) and remove the cover.
34. Remove O-rings (12 and 13).
35. Mount the attachment as shown, see Figure 50-
13.
36. Using attachment, press the bearing outer ring
with the cage and the rolling element (N-end)
out of the bearing shield (3) (N-end). FIGURE 50-13. PRESSING THE BEARING
OUTER RING WITH THE CAGE AND THE
37. Remove the attachment again. ROLLING ELEMENT (N-END) OUT OF THE
38. Remove O-rings (12). BEARING SHIELD
1. Screw 10. Cover
39. Remove the grease chamber separating ring
2. Plug 11. Screw
(14) (N-end) using snap ring pliers.
3. Bearing Shield 12. O-Ring
NOTE: Inspect the grease chamber separating ring 4. Plug
13. O-Ring
for damage. Replace it with a new part if damaged. 5. Cross Beam
14. Grease Chamber
6. Piston Cylinder
Separating Ring
7. Collar Nut
8. Threaded Spindle 15. Thrust Plate
9. Pipe
18
Removing the rubber seals and the air baffles
FIGURE 50-14. REMOVING THE RUBBER SEALS AND THE AIR BAFFLES
1. Screw 3. Rubber Seals
2. Air Baffle (N-End) 4. Air Baffle (D-End)
The rubber seals must be removed only for essential

cleaning or repair work on the cooling air pipes or
prior to dismantling the air baffles.
1. Remove the rubber seals (3) from the cooling
air pipes at both ends. Before loosening the screws (1), take steps to
NOTE: All silicone residue on the cooling air pipes prevent the air baffles (2 and 4) from falling off.
must be completely removed. 3. Dismantle the air baffles (2 and 4) individually.
Do this carefully by loosening the screws (1)
NOTE: New rubber seals (3) must always be used for
and remove the baffles.
assembly.
2. If the air baffles need to be dismantled, the posi-
tion of each plate (2 and 4) (N- and D-ends)
must be marked to facilitate subsequent reas-
sembly.
19
Removing the bearing and labyrinth ring NOTE: If the position and the drive end are not
marked, or if the labyrinth rings are inverted, the rotor
must be balanced after the (inner) labyrinth rings (8)
1. Mount the attachment as shown, Figure 50-15 have been reassembled.
and use it to pull the bearing inner ring (9) (N- 3. Mount the puller tool as shown in Figure 50-16
end) off the shaft (10). and use it to pull off the inner labyrinth ring (8).
2. The position of the (inner) labyrinth ring (8) on
the circumference in relation to the shaft, and NOTE: All threaded holes provided in the inner
the drive end on the labyrinth ring to which it labyrinth ring must be used for threaded rods when
belongs (D- or N-end), must be marked on the mounting and withdrawing the attachment.
labyrinth ring and the shaft on the motor side 4. Remove the attachment.
prior to pulling off the labyrinth ring.
FIGURE 50-15. BEARING INNER RING

FIGURE 50-16. INNER LABYRINTH RING
1. Bearing Cartridge 6. Screw 1. Collar Nut 6. Piston Cylinder
2. Piston Cylinder 7. Screw 2. Pull Rod 7. Shaft
3. Separator/Extractor 8. Labyrinth Ring 3. Collar Nut 8. Labyrinth Ring
4. Collar Nut 9. Bearing Inner Ring 4. Threaded Spindle
5. Threaded Spindle 10. Shaft 5. Extraction Plate
20
Maintenance work Stator inspection

The following items are recommended, depending on Perform the following checks:
the nature of fouling: 1. Inspect the motor for external damage of
• Mechanical agents: brushes or wooden rods. mechanical origin.
2. Touch up damaged painted parts.
• Compressed air at a maximum pressure of 500
kPa (72.5 psi). 3. Check that the mating and seat surfaces of all
parts are in perfect condition.
4. Check the connecting leads. See “Replacing
defective connecting leads” on page 50 for
damage and, where necessary, replace them.
5. Check the stator winding, including the coil con-
When cleaning with compressed air, ensure that nector, for mechanical and electrical damage
suitable exhaust devices and personal protection and repair as necessary (See “Repairing the
equipment are employed (protective goggles, stator winding insulation” on page 51).
respiratory filter or similar).
Checking the winding resistances (only in the
• For chemical cleaning agents (See “Chemical event of a fault)
cleaning agents” on page 51) and safety
information, see “Chemical cleaning agents for Using 10 amps DC, measure the winding resistance
outdoor use and for cleaning mechanical parts” values between pairs of terminals.
on page 52.
1. Apply test voltage between the following termi-
nals:
• U–V/U–W/V–W
• U1 – V1 / U1 – W1 / V1 – W1
When using such agents, strict attention must be
paid to the characteristic values stated in the
material safety sheet applicable to the cleaning 2. The following resistances must be measured at
agent used. 20C (68F):
• 35.32 milliohms ± 5%
Cleaning
• If severely fouled, the stator and rotor cooling
ducts must be cleaned using a suitable flexible Rotor inspection
shaft and a brush, then blown out with
compressed air. Blowing out suffices if they are Perform the following checks:
only slightly dirty.
1. Check the shaft, core assembly, and cage wind-
• Use the above chemical agent to remove greasy ing for mechanical damage.
layers from the surfaces of parts. Then allow
2. Check all soldered joints, particularly for discol-
them to dry.
oration that could be an indication of thermal
• For cleaning dirty windings, see “Chemical overloading (short-circuiting).
cleaning agents for windings” on page 52.
• For cleaning the drain holes, see “Checking the
interior of the motor for water” on page 10.
21
Testing the insulation High-voltage test
During the measurement, and immediately after- The insulation resistances must be checked prior
wards, some of the terminals are at hazardous to every high-voltage test.
voltage levels and must not be touched. Such Apply an AC test voltage step by step between
work must be carried out by qualified personnel. the winding and the motor frame.
The safety regulations must be strictly observed. Required values
Ground the motor frame. Do not touch the wind-
ing and terminals until they are grounded. The required insulation resistance, the AC test volt-
age to be applied, and the duration of the test depend
on the condition of the stator to be tested.
Checking the insulation resistance of the stator Winding in actual condition:
windings when the motor is cold
• Uncleaned or following minor repairs that do not
Measure the insulation resistance with 500 VDC affect the main insulation.
applied between each of the following terminals and
the stator frame:
Insulation resistance test
• U / V / W / U1 / V1 / W1
Resistance measurement with 500 VDC
NOTE: The insulation resistance of clean windings is Resistance: greater than 2 ohms
highly temperature sensitive; it drops to half its
previous value for every 100°C (180°F) rise in
temperature. In other words, if the temperature rises
50°C (90°F) (e.g., from 25°C [77°F] to 75°C [167°F]), High-voltage test
the resistance drops to about 1/30th of its initial AC test voltage 50/60 Hz
value.
Test voltage/duration: 2500 V/1 min.
Winding with partial reinsulation (see “Repairing

the stator winding insulation” on page 51):
• A combination of old and new insulation, and at
least after cleaning the old insulation.
Resistance: greater than 10 ohms
High-voltage test
AC test voltage 50/60 Hz
22
New condition: Work on the bearings

• Winding replaced. Replace the bearings during general service after
30,000 hours or 5 years, whichever is sooner. It is
also recommended that the bearings be replaced
Insulation resistance test whenever the rotor is removed, even after only a few
thousand miles.
High-voltage test
Commissioning:
Allowed once on initial start-up.
High-voltage test
Test voltage/duration: 4000 V/5 sec.
23
Assembling the motor NOTE: All shrunk-on parts must be fastened in the
end position until they are properly seated (cooled
Important general instructions down).
• Always replace locking and sealing elements. • To reassemble the motor, reverse the dismantling
procedure. If the motor has been partially
• Screws secured with Loctite must never be dismantled for maintenance purposes, only the
reused. They must always be replaced with new necessary steps outlined in this chapter need to
screws. be performed (in their logical order).
• All mating and seat surfaces must be cleaned • Horizontal installation of the rotor is the most
carefully and must be undamaged. Unless practical method. To do this, the rotor is held
otherwise specified in this manual, these surfaces horizontal at the shaft end (D-end) using a special
must be dry. crane hook, in the same way as for dismantling,
• All locking agent residue must be completely and can be moved in. .
removed from threaded holes prior to mounting NOTE: Care should be taken to ensure that no
the motor. The threads must be recut if contact occurs between the rotor and the stator
necessary. Any chips which are produced as a
winding when the rotor is moved in.
result of cutting and any locking agent residue
must be removed thoroughly and completely. • Lubricant quantity: When installing new rolling-
• Utmost care and cleanliness are vita, particularly contact bearings, the accessible spaces in these
in the case of bearings. Protect greased, exposed bearings should be completely filled with rolling-
bearings, and labyrinth rings, etc., against fouling, contact bearing grease.
by covering them up if necessary.
• When tightening screws, use a torque wrench
that has been calibrated with ± 10% accuracy.
NOTE: In the case of bearing parts assembled when
warm, the assembly temperature must not exceed After installing new rolling-contact bearings,
100? (212F). these bearings must first be run in on the fully
assembled motor (see “Running in the bearings”
• The rotor must be rebalanced if parts of it have on page 46 for the appropriate procedure).
been replaced or modified. See “Assembling the
rubber seals and the air baffles” on page 25.
If the bearings are not run in, they could overheat
• Use suitable heating devices with temperature the first time the motor accelerates to high
control to heat up shrink-on components, for speeds, possibly leading to bearing failure and
example induction equipment or an oil bath. other consequential damage.
These devices guarantee uniform heating and
prevent the components from becoming too hot.
24
Assembling the rubber seals and the air baffles
NOTE: Assembly sequence: 3. Apply activator (Loctite 518) to the threads

Air baffles (2 and 4) (N-end and D-end) of the screws (1), then coat threads with Loc-
Rubber seals (3) (N-end and D-end) tite243.
1. Remove all sealant residue from the surfaces of 4. Arrange the individual air baffles (2 and 4) (N-
the stator frame and the air baffles. Then clean end and D-end) in the correct positions as
with cleaning agent (Loctite7063). marked at the time of dismantling.
5. Insert the screws (1) and tighten to 20 N·m
NOTE: The drying time must always be observed.
(14.8 ft lb).
2. Apply a zigzag bead of sealant (Loctite518)
6. Assemble the rubber seals:
to the surfaces of the stator frame (5) and the air
baffles (2 and 4) (N-end and D-end). Use a suffi- NOTE: All dismantled rubber seals must always be
cient quantity to completely coat all surfaces, so replaced.
that sealant (Loctite7471) is evenly pressed
out at the edges when the air baffles are assem-
bled.
FIGURE 50-17. ASSEMBLING THE RUBBER SEALS AND THE AIR BAFFLES
1. Screw 4. Air Baffle (D-End)
2. Air Baffle (N-End) 5. Stator Frame
3. Rubber Seal
25
7. Remove all sealant residue from the pipe ends 9. Slip the rubber seals (3) onto the pipe ends
completely. Clean the ends of the air outlet while turning them at the same time. They
pipes (at the stator core assembly) with a cloth should be fitted with the following gap between
soaked with alcohol (min. cleaning depth from the outer edge of the sealing lips and the sur-
the pipe end is 25 mm [0.98 in.]). face of the bearing shield on the stator frame: D-
end = min. 23 mm (0.91 in.) / max. 24 mm (0.94
8. Coat the outer surface (min. depth 15 mm [0.59
in.), N-end = min. 108 mm (5.25 in.) / max. 109
in.]) and the end face of the pipes and the inside
mm (4.29 in.).
of the rubber seals (3) evenly with a layer of
sealant (Elastosil N199). NOTE: This installation gap for the rubber seals (3) is
essential to ensure proper ventilation of the motor.
NOTE: The sealant (Elastosil N199) serves as
adhesive.
The specified vulcanizing time for the sealant

(Elastosil N199) must always be observed before
assembling the bearing shields. Failure to do so
could cause the rubber seals (3) to become dis-
placed.
26
Assembly after special repair work

NOTE: Remove any balancing weights prior to
balancing the rotor. Remove any burrs and clean the
NOTE: The inner labyrinth rings (1) at both ends
slots.
must always be assembled in the correct positions as
marked at the time of dismantling. They must also be 1. The slots for the balancing weights (2) are
assembled with the correct orientation. located in the labyrinth rings (1) (D-end and N-
end).
NOTE: The assignment of the (inner) labyrinth rings
must correspond to the D- and N-end markings. 2. Apply activator (Loctite7091) to the threads
of the screws (3), then coat threads with Loctite
If parts of the rotor have been replaced or modified: 272.
• Dynamically balance the rotor assembly (5) with 3. Insert new weights (2) into the slots and brace
all its parts (4 through 11) assembled. them with screws (3).
Balance quality Q = 1.5 acc. to VDI 2060.
4. Tighten the screws (3) to 7 N·m (5 ft lb).
5. The weights should be nicked on the sides with
a dull chisel to hold them in place.
FIGURE 50-18. ROTOR AND LABYRINTH RING ASSEMBLY

1. Labyrinth Ring 5. Rotor Assembly 9. Trapezoid
2. Balancing Weight 6. Shaft 10. Sheets
3. Screws 7. Collar 11. Collar
4. Plate 8. Cage Ring
27
Bearing installation (D-end)

Assembling the bearing 2. Fill the grease chambers in the bearing shield
(1) with rolling-contact bearing grease (Shell
1. Prior to assembling the bearing (19, Figure 50-
RETINAX LX2).
19), press rolling-contact bearing grease (Shell
RETINAX LX2) through the regreasing hole in 3. Assemble the grease chamber separating ring
the bearing shield (1) until 5 cm (2 in.) of grease (6) using snap ring pliers.
emerges at the bearing seat. Remove any
excess grease.
FIGURE 50-19. PREPARATORY MEASURES FOR ASSEMBLING THE BEARING

1. Bearing Shield 8. Labyrinth Surfaces 15. Sealant (Atmosit Compact
2. Connector 9. Labyrinth Ring Sealant Art. No. 112)
3. Flexible Tube 10. Grease Chamber Detail Filled 16. Used Grease Chamber
4. Complete (100%) Supply Line With Grease And Ground Off 17. Bearing Cartridge Cover
Filled With Grease With Template 18. Labyrinth Surfaces
5. O-Ring 11. Flood Chamber 19. Bearing
6. Grease Chamber Separating 12. Sealant (Atmosit Compact 20. Labyrinth Ring
Ring Sealant Art. No.112) 21. Used Grease Chamber Cover
7. Bearing Completely Filled 13. Flood Chamber 22. Screw
With Grease 14. Grease Chamber 70% Full
28
NOTE: Be careful to assemble the grease chamber 5. Coat the cleaned bearing seat with mounting
separating ring (6) in exactly the right position. fluid (LHMF 300).
The opening of the grease chamber separating ring 6. Completely fill the bearing (19) with rolling-con-
(6) must be facing the underside of the motor. The tact bearing grease (Shell RETINAX LX2).
motor underside varies according to the motor type. 7. Mount the attachment. See Figure 50-20.
Inspect the grease chamber separating ring for dam- 8. Insert bearing (19) into the hole in bearing
age. Replace it with a new part if damaged. shield (1) and press it in as shown in Figure 50-
20. Maximum pressure: 10 000 kPa (1,450 psi).
NOTE: The complete grease supply line (regreasing
duct) must be filled (100%) with rolling-contact 9. Remove the attachments.
bearing grease (Shell RETINAX LX2). 10. Check the bearing insulation (bearing shield/
4. Prior to assembling the bearing (19), insert the bearing outer ring) using an insulation resis-
O-ring (5) into the bearing shield (1). (Refer also tance tester:
to the instructions provided below.) Apply drops
of super-fast-setting glue (Sicomed 99) to the O- • Insulation resistance R greater than 10 M
ohms
ring (5) if necessary.
• DC test voltage U = 250 V
FIGURE 50-20. PRESSING THE BEARING (D-END) INTO THE BEARING SHIELD
1. Bearing Shield 4. Piston Cylinder 7. Collar Nut
2. Retaining Plate 5. O-Rings 8. Thrust Plate
3. Pipe 6. Mounting Spindle 9. Bearing
29
Installing the cover 13. Fill grease chamber with bearing grease to 70%.
11. Coat the sealing face of the used grease cham- See Figure 50-19.
ber cover (21, Figure 50-19) evenly with a thin 14. Install the used grease chamber cover (21) in
layer of sealant (Atmosit Compact sealant, Art. the bearing shield (1) together with the O-rings
No. 112) so that complete sealing is ensured. (5).
NOTE: There must be no sealant residue in the holes 15. Apply activator (Loctite7471) to the threads of
or on the threads. the screws (22) and allow them to dry.
12. To install the used grease chamber cover (21) 16. Coat the threads of the screws with
and the O-rings (5), coat the following parts Loctite243, insert the screws, and tighten to
evenly with a thin layer of rolling-contact bearing 40 N·m (29.5 ft lb).
grease (Shell RETINAX LX2):
• Used grease chamber cover (21):
• O-ring slot and centering holes
• O-rings (5)
• Labyrinth surfaces 0.5–1.0 mm (0.02 in.–0.04
in.) thick.
30
Bearing installation (N-end)

Assembling the bearing 2. Fill the grease chambers in the bearing shield
(3) with rolling-contact bearing grease (Shell
1. Prior to assembling the bearing (17, Figure 50-
RETINAX LX2).
21), press rolling-contact bearing grease (Shell
RETINAX LX2) through the regreasing hole in 3. Assemble the grease chamber separating ring
the bearing shield (3) until 5 cm (2 in.) of grease (16) using snap ring pliers.
emerges at the bearing seat. Remove any
excess grease.
FIGURE 50-21. PREPARATORY MEASURES FOR ASSEMBLING THE BEARING

1. Grease Chamber Filled With 8. Gap Between Cage And 15. Complete Grease Supply Line
Grease And Ground Off With Outer Ring (Spaces) Filled Filled With Grease
Template With Grease 16. Grease Chamber Separating
2. Inner Labyrinth Ring 9. Bearing Ring
3. Bearing Shield 10. Grease Chamber 70% Full Of 17. Bearing
4. Tachometer Disk Grease
5. Labyrinth Cover 11. Labyrinth Surfaces
6. Cover 12. Sealant
7. O-Ring 13. Flexible Tube
14. Connector
31
NOTE: Be careful to assemble the grease chamber 7. Mount the attachment as shown in Figure 50-
separating ring (16) in exactly the right position. 22.
The opening of the grease chamber separating ring 8. Insert the outer ring and the set of rolling ele-
(16) must be facing the underside of the motor. The ments of bearing (9) carefully into the hole in the
motor underside varies according to the motor type. bearing shield (3) and press them in as shown
in Figure 50-22. Maximum pressure: 3 103 kPa
Inspect the grease chamber separating ring for dam- (1,450 psi).
age. Replace it with a new part if damaged.
NOTE: The complete grease supply line (15)
10. Check the bearing insulation (bearing shield/
(regreasing duct) must be filled (100%) with rolling-
bearing outer ring) using an insulation resis-
contact bearing grease (Shell RETINAX LX2).
tance tester:
• Insulation resistance R greater than 10 M
4. Prior to assembling the bearing outer ring with ohms
the set of rolling elements (9), insert O-ring (7)
into bearing shield (3) (refer also to the instruc- • DC test voltage U = 250 V
tions provided below). Apply drops of super-
fast-setting glue (Sicomed 99) to the O-ring (7) if
necessary.
5. Coat the cleaned bearing seat with mounting
fluid (LHMF 300).
6. Coat bearing (9), the rolling elements, and the
cage pocket between the rolling elements with a
1 mm (0.04 in.) thick layer of rolling-contact
bearing grease (Shell RETINAX LX2). Fill the
gap between the cage and the outer ring with
rolling-contact bearing grease (Shell RETINAX
LX2).
32
Installing the cover 15. Fill grease chamber with bearing grease to 70%
(refer to Figure 50-21).
11. Position O-rings (7) on the cover (6, Figure 50-
21). 16. Install (6, Figure 50-21) in bearing shield (3)
together with O-rings (7).
12. To install cover (outer) (6, Figure 50-21) and O-
rings (7), coat the following parts with a 0.2–0.5 17. Apply activator (Loctite7471) to the threads
mm (0.01–0.02 in.) thick layer of rolling-contact of the screws (4) and allow them to dry.
bearing grease (Shell RETINAX LX2):
18. Coat the threads of the screws with
13. O-rings (7) Loctite243, insert the screws and tighten to
14. Corresponding seats of the O-rings on the cover 40 N·m (29.5 ft lb).
(outer) (6, Figure 50-21)
FIGURE 50-22. PRESSING THE BEARING OUTER RING WITH ITS CAGE (N-END)
INTO THE BEARING SHIELD
1. Housing 5. Pipe 9. Bearing
2. Housing 6. Collar Nut 10.Piston Cylinder
3. Bearing Shield 7. O-Ring 11.Thrust Plate
4. Screw 8. Threaded Spindle 12.Retaining Plate
33
Assembling the bearing shield (N-end) at the stator frame

1. Roughen the flange faces and the centering 3. Coat the surfaces of the labyrinth rings (4) of the
surfaces of the bearing shield (2, See Figure 50- bearing shield (2) (N-end) with a 0.2–0.5 mm
23) and the stator frame (1) with emery cloth (0.01–0.02 in.) thick layer of grease (Shell RET-
(grain 100–120). INAX LX2).
2. Clean the flange faces and the centering sur-
faces of the stator frame (1) and the bearing
shield (2) with cleaning agent (Loctite7063)
(using a clean cloth in each case); always
observe the drying time.
FIGURE 50-23. BEARING SHIELD

1. Stator Frame 3. Screw
2. Bearing Shield 4. Labyrinth Rings
34
4. Apply a zigzag circular bead of sealant (Loctite 6. Coat the threads of the screws with Loctite
518) to the flange face of bearing shield (2). 243, insert the screws step by step in the
Use a sufficient quantity of sealant (Loctite order shown in Figure 50-24 and tighten to 360
518), so that the joint is completely filled after N·m (265.5 ft lb).
assembly and sealant (Loctite 518) is evenly NOTE: Be careful not to exceed 15 minutes between
pressed out.
starting to apply sealant (Loctite 518) and
5. Apply activator (Loctite7471) to the threads tightening the screws.
of screws (3) and allow them to dry.
FIGURE 50-24. TIGHTENING SEQUENCE FOR THE BEARING SHIELD (N-END)
35
Installing the bearing

NOTE: All shrunk-on parts must be fastened in the
end position until they are properly seated (cooled
down).
NOTE: The inner labyrinth rings (4) at the D- and N-
Hot parts – burn hazard. end must always be assembled in the correct
When working with hot parts, ensure that suitable positions as marked at the time of dismantling. They
personal protection equipment is employed (pro- must also be assembled in the correct orientation.
tective clothing, gloves, etc.).
NOTE: The assignment of the inner labyrinth rings
1. Heat the labyrinth ring (D-end) (6, Figure 50-25) must correspond to the D- and N-end markings.
to approximately 220C (430F slip it onto the
NOTE: The rotor balance must be checked if parts of
shaft (5) up to the stop, and hold it in position for
the rotor have been replaced or modified.
a short time using the attachment. Remove the
attachment. 3. Coat the cleaned bearing seat on the shaft with
mounting fluid (LHMF 300).
2. Mount the attachment on the labyrinth ring (2,
Figure 50-21) (N-end). Heat the unit to approxi- 4. Heat bearing inner ring (9, Figure 50-22) (N-
mately 220C (430F slip it onto the shaft (5) end) to approximately 100C (212F), slip it onto
up to the stop, and hold it in position using the shaft (5) up to the stop, and hold it in position
attachment. under a constant axial pressure.
NOTE: All shrunk-on parts must be fastened in the
end position until they are properly seated (cooled).
FIGURE 50-25. SHRINKING THE LABYRINTH RING ONTO THE SHAFT (D-END)
1. Threaded Spindle 3. Piston Cylinder 5. Shaft
2. Collar Nut 4. Pressure Case 6. Outer Labyrinth Ring
36
5. After cooling down, coat the surfaces of laby-

rinth rings (6) with a 0.2–0.5 mm (0.01–0.02 in.)
thick layer of bearing grease (Shell RETINAX
LX2).
6. Coat the surfaces of the labyrinth rings of the
bearing shield (D-end) (5) with a 0.2–0.5 mm
(0.01–0.02 in.) thick layer of grease (Shell RET-
INAX LX2).
7. Coat the cleaned bearing seat on the shaft with
mounting fluid (LHMF 300).
8. Mount the attachment as shown in Figure 50-
26.
9. Using the attachment, press the bearing shield
FIGURE 50-26. BEARING SHIELD
(D-end) (5) onto the shaft.
INSTALLATION
10. Remove the attachment. 1. Threaded Spindle 4. Pressure Case
2. Collar Nut 5. Bearing Shield
3. Piston Cylinder
37
Installing the rotor

NOTE: Check the rotor for damage prior to installing 3. Roughen the flange faces and the centering
it. The electric steel sheets of the rotor must not be surfaces of bearing shield (2) and stator frame
bent. (4) with emery cloth (grain 100–120).
Consult Komatsu if electric steel sheets are bent. 4. Clean the flange faces and the centering sur-
faces of the stator frame (4) and the bearing
shield (2) with cleaning agent (Loctite 7063)
1. Mount the attachment as shown in Figure 50- (using a clean cloth in each case); always
27. observe the drying time.
2. Attach the crane hook (1, Figure 50-27) and an 5. Apply a zigzag circular bead of sealant (Loctite
insertion bushing (5) to the end of the shaft (D- 518) to the flange face of the bearing shield
end), and secure them to the shaft with a ten- (2). Use a sufficient quantity of sealant (Loctite
sion screw (6) and a strain washer (7). Position 518), so that the joint is completely filled after
the lifting gear above the marked center of grav- assembly and sealant (Loctite518) is evenly
ity so that the rotor remains horizontal while it is pressed out.
being inserted.
FIGURE 50-27. INSERTING THE ROTOR AT THE D-END INTO THE STATOR FRAME
1. Crane Hook 4. Stator Frame 7. Strain Washer
2. Bearing Shield 5. Insertion Bushing
3. Screw 6. Tension Screw
38
6. Insert the rotor carefully so as not to damage 9. The tightening sequence shown in Figure 50-28
the windings, the core assemblies, or the bear- must be followed. Tighten the screws to 180
ing (N-end). N·m (132.8 ft lb).
7. Apply activator (Loctite7471) to the threads NOTE: Be careful not to exceed the permissible
of screws (3) and allow them to dry. assembly time of 15 minutes between starting to
8. Coat the threads of the screws with (Loctite apply sealant (Loctite 518) and tightening the
243 and insert. screws.
10. Remove the crane hook.
FIGURE 50-28. TIGHTENING SEQUENCE FOR THE BEARING SHIELD (D-END)
39
Installing the labyrinth ring

1. Coat the cleaned labyrinth ring seat on the shaft NOTE: All shrunk-on parts must be fastened in the
with mounting fluid (LHMF 300). end position until they are properly seated (cooled
down).
3. Maintain an axial press force of 314 kN (32 t)

(35 short tons) for cooling.
Hot parts – burn hazard. NOTE: There must be no gap between the outer
When working with hot parts, ensure that suitable labyrinth ring and the bearing.
personal protection equipment is employed (pro-
tective clothing, gloves, etc.).
2. Heat the outer labyrinth ring (6, Figure 50-29) to
approximately 200C (390F), slip it onto the
shaft (5) up to the stop, and hold it in position
using the attachment as shown in Figure 50-29.
FIGURE 50-29. SHRINKING THE LABYRINTH RING (OUTER) ONTO THE SHAFT (D-END)
1. Threaded Spindle 3. Piston Cylinder 5. Shaft
2. Collar Nut 4. Pressure Case 6. Outer Labyrinth Ring
40
4. Mount the bearing cartridge cover (1, Figure 50- 8. Mount labyrinth cover (N-end) (3, Figure 50-31)
30) (D-end) on the used grease chamber cover on the bearing shield (1).
(2). 9. Coat the labyrinth slots on cover (3) with a 0.2–
5. Coat the sealing face of the used grease cham- 0.5 mm (0.01–0.02 in.) thick layer of rolling-con-
ber cover (2) evenly with a thin layer of sealant tact bearing grease (Shell RETINAX LX2).
(Atmosit Compact sealant, Art. No. 112), so that
10. Coat the sealing face of labyrinth cover (3)
complete sealing is ensured.
evenly with a thin layer of sealant (Hylomar SQ
NOTE: There must be no sealant residue in the holes 32M), so that complete sealing is ensured.
or on the threads.
NOTE: There must be no sealant residue in the holes
6. Install the bearing cartridge cover (1) (D-end). or on the threads.
Apply activator (Loctite7471) to the threads
11. Install the labyrinth cover (N-end) (3). Apply acti-
of the screws (3) and allow them to dry.
vator (Loctite 7471) to the threads of the
7. Coat the threads of the screws with Loctite screws (2) and allow them to dry.
243, insert the screws, and tighten to 20 N·m
(14.8 ft lb). 12. Coat the threads of the screws with Loctite
243, insert the screws, and tighten to 20 N·m
(14.8 ft lb).
FIGURE 50-30. MOUNTING BEARING

CARTRIDGE COVER (D-END)
1. Bearing Cartridge Cover
2. Used Grease Chamber Cover
3. Screw
FIGURE 50-31. MOUNTING THE LABYRINTH

COVER (N-END)
1. Bearing Shield 3. Labyrinth Cover
2. Screw
41
Installing accessories (D- and N-end)

1. Lay the lubricant hoses (1) and (2) as shown in
Figure 50-32. 6. Fill the locating hole of the temperature sensors
2. Fasten them with screws (8), clips (9), and (7) with thermo-lubricant (TEGO Z thermo-lubri-
cable ties (10), and connect them to the screw cant), so that lubricant is pressed out of the hole
connections (3). when the sensor is inserted.
3. Apply activator (Loctite7471) to the threads 7. Insert the temperature sensors (7) into the bear-
of the screws (8) and allow them to dry. ing shields (4) and (11) with thermo-lubricant
(TEGO Z thermo-lubricant).
4. Coat the threads of the screws with Loctite
243, insert the screws, and tighten. 8. Apply activator (Loctite7471) to the threads
of the screws (5) and allow them to dry.
5. Completely fill the lubricant hose (1) with rolling-
contact bearing grease (Shell RETINAX LX2). 9. Coat the threads of the screws (5) with Loctite
243, insert the screws with washers (6), and
tighten to 8 N·m (5.9 ft lb).
42
FIGURE 50-32. ASSEMBLING THE BUILT-ON ACCESSORIES (D- AND N-END)

1. Lubricant Hose 5. Screw 9. Clip
2. Lubricant Hose 6. Washer 10. Cable Tie
3. Screw Connection 7. Temperature Sensor 11. Bearing Shield
4. Bearing Shield 8. Screw
43
10. Install the stator temperature sensor (4, a. Fill the locating hole with thermo-lubricant
Figure 50-33) in the stator frame (6) (only nec- (TEGO Z thermo-lubricant), so that when
essary if the temperature sensor (4) is temperature sensor (4) is inserted, it is com-
replaced): pletely filled up to the O-ring seal.
b. Insert temperature sensor (4) into stator
frame (6) with thermo-lubricant (TEGO Z
thermo-lubricant).
FIGURE 50-33. INSTALLING STATOR TEMPERATURE SENSOR

1. Screw 4. Temperature Sensor 7. O-Ring
2. Washer 5. Retaining Plate 8. Nut
3. Strain Washer 6. Stator Frame 9. Screw
44
11. Apply activator (Loctite 7471) to the threads 13. Mount the cover (1) (N-end):
of the screws (2, Figure 50-34) and allow them
a. Apply activator (Loctite 7471) to the
to dry.
threads of the screws (2 and 4) and allow
12. Coat the threads of the screws (2) with Loctite them to dry.
243, insert the screws with washers (3), and
b. Coat the threads of the screws with Loctite
243. Mount cover (1) (N-end), insert the
screws (2) and (4) with the washers (3) and
FIGURE 50-34. INSTALLING COVER (N-END)

1. Cover 3. Washer
2. Screw 4. Screw
45
Running in the bearings

NOTE: The temperatures must be continuously
monitored when the bearings are run in. Speed [rpm] Time [min]
A rapid temperature rise represents a serious threat 1500 30
to the motor bearings and the motor. 2000 30
2500 30
In this case, the motor must be switched off
immediately. 3000 30
Until both temperatures
The procedure for running in the bearings is as fol- 3550
stabilize or drop by 2K
lows:
1. The motor must be operated at no load for 30
minutes at a speed of 1500 rpm (either exter-
nally driven or connected to an inverter or con-
verter).
2. The speed must subsequently be increased in
steps of 500 rpm and the motor operated for a
period of 30 minutes at each speed until the
maximum speed is reached.
3. The maximum speed must be maintained until
both bearing temperatures do not increase any
more or drop by 2K.
The bearings have now been run in and can be oper-
ated at maximum speed.
46
Installing the gear wheel 7. Start by increasing the inward pressure (with
1. Clean the shaft seat, flange face, and hub hole hydraulic press) to 60 000 kPa (8,700 psi).
thoroughly and check them for damage. Then gradually increase it by approximately
20 000 kPa (2,900 psi) at a time, waiting at
2. Slip the gear wheel (3) onto the shaft (5). least two minutes between each step.
3. Measure the press-on distance of the gear Maximum gap oil pressure: 189 606 kPa
wheel on the shaft during assembly. Measuring (27,500 psi)
accuracy must be within 0.1 mm (0.01 in.).
Maximum inward pressure (hollow piston cylin-
Minimum press-on distance: 15.4 mm (0.60 in.) der and pump): 186 158 kPa (27,000 psi).
Maximum press-on distance: 18.4 mm (0.72 in.)

35. Building up the pressure too quickly or exceed-
5. Remove the plugs and connect the hydraulic
unit (2) to the G1/4 in. threaded holes in the
gear wheel (N-end).
the rotor useless.
NOTE: Use glycerin for pressing on. Take account of 8. Maintain the axial force inward (using hollow
the ambient conditions. See “Press for expanding the piston cylinder and pump) and gradually reduce
coupling” on page 54. the pressure inward (with hydraulic press) to
NOTE: A gauge can be used to display when the zero. After about 10 minutes, reduce the axial
coupling is floating and the axial force can be force inward (using hollow piston cylinder and
increased. The coupling is floating if the pointer pump) to zero as well.
moves very slightly in both directions. 10. Remove the attachments and allow the glycerin
6. Apply axial force using a compression device to drain from the shaft.
(hollow piston cylinder and pump) while at the 11. Seal the connecting threads of the coupling with
same time gently expanding the coupling hub plugs (4).
using a hydraulic press. Gradually increase the
axial and radial force until the coupling hub is 12. If the motor is not to be operated right away,
flush against the shaft end face. Note that the ensure that the gear wheel and the rotor of the
maximum axial pressure is 175 kN (17.8 t) (19.4 motor are secured again with the transport lock
short tons). elements as described (see “Storage” on
page 5.)
FIGURE 50-35. PRESSING ON THE GEAR WHEEL

1. Pump 4. Plug 7. Collar Nut
2. Hydraulic Unit 5. Shaft 8. Threaded Rod
3. Gear wheel 6. Piston Cylinder
47
Installing the coupling 7. Start by increasing the inward pressure (with

1. Clean the shaft seat, flange face, and hub hole hydraulic press) to 60 000 kPa (8,700 psi).
thoroughly and check them for damage. Then gradually increase it by approximately
20 000 kPa (2,900 psi) at a time, waiting at
2. Slip the coupling (3) onto the shaft (5). least two minutes between each step.
3. Measure the press-on distance of the coupling Maximum gap oil pressure: 172 369 kPa
on the shaft during assembly. Measuring accu- (25,000 psi)
racy must be within 0.1 mm (0.01 in.).
Maximum inward pressure (hollow piston cylin-
Minimum press-on distance: 12.6 mm (0.50 in.) der and pump): 68 948 kPa (10,000 psi).
Maximum press-on distance: 14.7 mm (0.58 in.)

36. Building up the pressure too quickly or exceed-
5. Removing plugs (4) and connect the hydraulic
unit (2) to the G1/4 in. threaded holes in the
coupling (D-end).
the rotor useless.
NOTE: Use glycerin for pressing on. Take account of 8. Maintain the axial force inward (using hollow
the ambient conditions. see “Press for expanding the piston cylinder and pump) and gradually reduce
coupling” on page 54. the pressure inward (with hydraulic press) to
NOTE: A gauge can be used to display when the zero. After about 10 minutes, reduce the axial
coupling is floating and the axial force can be force inward (using hollow piston cylinder and
increased. The coupling is floating if the pointer pump) to zero as well.
moves very slightly in both directions. 10. Remove the attachments and allow the glycerin
6. Apply axial force using a compression device to drain from the shaft.
(hollow piston cylinder and pump) while at the 11. Seal the connecting threads of the coupling with
same time gently expanding the coupling hub plugs (4).
using a hydraulic press. Gradually increase the
axial and radial force until the coupling hub is 12. If the motor is not to be operated right away,
flush against the shaft end face. Note that the ensure that the coupling and the rotor of the
maximum axial pressure is 160 kN (16.3 t) (17.8 motor are secured again with the transport lock
short tons). elements as described (see “Storage” on
page 5.)
FIGURE 50-36. PRESSING ON THE COUPLING

1. Pump 4. Plug 7. Collar Nut
2. Hydraulic Unit 5. Shaft 8. Threaded Rod
3. Coupling 6. Piston Cylinder
48
Assembly conditions and instructions

The following checks must be performed: During and after installation, verify that:
1. Test the insulation resistance of the windings • All fastening screws, connecting elements, and
after extended periods in storage or extended electrical connections of all the connections made
idle periods (see “Testing the insulation” on are tightened to the specified torques and locked
page 22). in the required way.
2. Visual inspection of the complete motor (if • The uniform bonding connections have been
accessible) for abnormalities prior to starting properly made.
any installation work on the motor:
• The flow of cooling air is unrestricted.
• Has any shipping damage occurred? • The drain hole has been opened at the bottom.
• Are any parts loose? • If the motor is started up after a storage period of
• Are any screws, bolts, etc., missing? 2 years or more, the bearings must be regreased
(see “Regreasing the bearings” on page 9).
3. The connecting leads must not be damaged.
The drainage opening for the bearing seal at the D-
4. Leads must always be laid so that they cannot
end must permit free outflow on the underside of the
be pinched or come into contact with rotating
housing.
parts (risk of short-circuits). The maximum per-
missible temperature of the connecting leads is NOTE: If the motors have been stored between 25C
180C (356F). (77F) and 80C (176 F) or between -40C (-40F)
5. Some parts of the frame of electrical motors can and -10C (14F), a bearing regreasing has to be
likewise reach temperatures in excess of 100C done prior to commissioning (see “Regreasing the
(212F). Temperature-sensitive parts, such as bearings” on page 9) after a storage period of greater
ordinary cables or electronic components, must than 6 months.
therefore not rest on them or be attached to
them.
6. The cooling air must flow in and out unre-
stricted. Warm exhaust air must not be drawn in
again. Sufficient clearances must be provided in
front of the air inlets and outlets. The air flow
must be constantly available.
7. An appropriately designed control and speed
monitoring system must be used to ensure that
the maximum speed is not exceeded.
49
Repairing the motor 5. Screw the cable lug onto the terminal post insu-
lator (9). Apply activator (Loctite 7471) to the
For special consumables and tools, see “Recom-
threads of screws (2) and allow them to dry.
mended consumables” on page 51 and see “Special
tools” on page 54. In the case of fasteners, the asso- 6. Coat threads of the screws with Loctite 243,
ciated consumables and tightening torques are also insert the screws with lock washers (1) and
provided in brackets. washers (10), and tighten to 92 N·m (67.9 ft lb).
NOTE: Apply the Loctite 243 carefully so that it
Replacing defective connecting leads
does not run between connecting bars (5) and the
cable lugs of connecting leads (6).
1. Loosen screws (3) and remove the terminal box
cover (4). 7. Screw the cable glands into the terminal box.
Maintain the order in Figure 50-37:
2. Loosen screw (2), lock washer (1) and washer
(10), then pull the lead out of the screw connec- a. Tighten gland (8) to 20 N·m (14.8 ft lb).
tion.
b. Tighten gland (7) to 20 N·m (14.8 ft lb).
3. Clean the terminal box with a cleaning agent
8. Check the sealing faces of terminal box cover
(see “Chemical cleaning agents” on page 51)
(4) and the terminal box in the stator frame for
and blow it out with compressed air.
damage. Clean them using a cleaning agent
(see “Chemical cleaning agents” on page 51)
and coat the flange face of the terminal box in
the stator frame evenly with a thin layer of seal-
ant (Atmosit Compact sealant, Art. No. 112).
When working with compressed air, ensure that 9. Install the terminal box cover (4). Apply activator
suitable personal protection equipment is used
(Loctite 7471) to the threads of screws (3)
(protective clothing, goggles, gloves etc). All
and allow them to dry.
safety guidelines and regulations must be care-
fully observed. 10. Coat the threads of the screws with Loctite
4. Insert the new lead through the corresponding 243, insert the screws with strain washers,
entry hole in the terminal box (see Figure 50- and tighten to 20 N·m (14.8 ft lb).
37). NOTE: It is recommended that you ask your local
Komatsu Service Center to perform terminal post
insulator replacements.
FIGURE 50-37. REPLACING THE CONNECTING LEAD

1. Lock Washer 5. Connecting Bar 9. Post Insulator
2. Screw 6. Connecting Lead 10. Washer
3. Screw 7. Cable Gland
4. Terminal Box Cover 8. Cable Gland
50
Repairing the stator winding insulation Recommended consumables

The vacuum impregnation means that the windings The following are consumables recommended for
form a single unit with the associated coil connectors. disassembling and assembling the motor.
It is recommended that you ask your local Komatsu
Service Center to perform winding repairs.
If a winding or a coil connector is seriously damaged,
the winding must be completely replaced. Partial
repair of a winding is not possible. The "responsible person" is obliged to instruct
his or her employees in safety matters if ever
they use substances involving a hazard to health
or the environment (cleaning agents, lubricants,
adhesives, paint coatings, etc).
Hot parts – burn hazard.

When working with hot parts, ensure that suitable
personal protection equipment is employed (pro-
tective clothing, gloves, etc).
Chemical cleaning agents

Generally approved cleaning agents
• White spirit 155/185/Shell
• Kerosene/Shell
• Methylated spirit (ethanol)
• Loctite7063 cleaning agent
The information given in the material safety data

sheet pertaining to the chemical cleaning agent
used must be adhered to at all times when the
cleaning agent is used. The material safety data
sheet must be requested at the time the cleaning
agent is purchased.
51
Chemical cleaning agents for outdoor use and for Chemical cleaning agents for windings
cleaning mechanical parts
High-boiling petroleum fractions:
Solvent based cleaning agents:
• White spirit 155/185/Shell
• Alcohols (methylated spirit, propanol, butanol)
• Kerosene/Shell
• Acetone
• Ascal UM/Brenntag, D-45403 Muhlheim/Ruhr
• White spirit 155/185/Shell Aliphatic hydrocarbon mixtures (free of aromatics):
• Aral 4005/Aral
• Aral 4005/Aral
• Rivolta S.L.X/Bremer u. Leguil, D-47051 Isoaliphatic hydrocarbon mixtures (free of aromatics):
Water based cleaning agents for outdoor use with
ionic and anionic surfactants: • Rivolta S.L.X TOP/Bremer u. Leguil, D-47051
• Haku 1025/920/Kluthe, D-69008
• Low surface-tension water (e.g., 1 to 2% dish
washing liquid) • WBC 16/Biesterfeld, D-90453
Alkaline detergents for outdoor use, not suitable for Alcohol based cleaning agent:
cleaning motors with unprotected surfaces:
• Methylated spirit
• Flamil 4/Flore Chemie
NOTE: When applied to the insulation system, the pH
value must not be higher than 9 and the application Chemical cleaning agents for windings with
time must not exceed 30 minutes. Subsequent severe damage and for oily windings
rinsing with clean water is necessary. Aqueous, alkaline cleaning agents:
Hydrochloric acid detergents for outdoor use, not
• Flamil 4/Flore Chemie
suitable for cleaning motors with unprotected sur-
faces: NOTE: When applied to the insulation system, the pH
value must not be higher than 9 and the application
NOTE: When applied to the insulation system, the pH time must not exceed 30 minutes (for oily windings)
value must not be lower than 2 and the application or 2 to 3 hours (for windings with severe fouling).
time must not exceed 30 minutes. Subsequent Subsequent rinsing with clean water is necessary.
rinsing with clean water is necessary.
The windings should then be dried in an oven for 12
hours at 110–120C (230–248F).
Chemical cleaning agents for flange faces
• Loctite7063 cleaning agent/Loctite, D-81905
NOTE: The drying time of greater than 1 minute at an
ambient temperature of greater than 20C (68F)
must always be observed.
52
Rolling-contact bearing grease Paints for refinishing the painted parts or

• Shell RETINAX LX2 rolling-contact bearing touching up damaged parts
grease/Shell (See “Stator inspection” on page 21.)
Assembly/disassembly agents for bearing NOTE: When touching up painted parts, first remove
seat any loose, damaged, old paint. The surface to be
• Altemp Q NB 50 assembly paste primed or painted must be free of dirt, dust, and
grease and roughened with emery paper (grain 80).
• LHMF 300 mounting fluid from SKF (for installing
rolling-contact bearings and joining interference
fits)
Description
• LHMF 900 mounting fluid from SKF (for removing
bearings and detaching interference fits)
Primer coat [coat thickness: 60 µm (0.002 in.)]:
Sealants for joining parts or gaps Epoxy resin two-component primer, RAL 3012
• Hylomar SQ 32M sealant beige-red

• Loctite type 518 sealant/Loctite Epoxy resin two-component hardener; mixing ratio
• Atmosit Compact sealant, Art. No. 112 5:1% by weight
Suitable for overcoating after oven drying, 60°C
• Elastosil N199 sealant/Wacker Chemie, D-81 737
(140F)/30 minutes after cooling.
NOTE: The vulcanizing time of greater than 24 hours Dry at room temperature for 24 hours.
at an ambient temperature of greater than 20C
(68F) must always be observed for this sealant
(Elastosil N199). Top coat [coat thickness: 60 µm (.002 in.)]:
Two-component PUR AY thixotropic paint, RAL
Locking agents for connecting elements
9011 graphite black
• Loctite7471 activator/Loctite
Two-component PUR AY hardener; mixing ratio
NOTE: The drying time of greater than 2 minutes at 9:1% by weight
an ambient temperature of greater than 20C (68F)
Suitable for overcoating after oven drying, 15 min-
must always be observed for 7471 activator (H6.1).
utes drying time at 80C (176F)/30 minutes after
• Loctite243 adhesive/Loctite
cooling.
• Loctite272 adhesive/Loctite Dry at room temperature for 24 hours.
• Loctite7091 activator/Loctite
NOTE: 7091 activator does not require any drying
time.
• Sicomed 99/Sichel Werke
Anti-corrosion agent
• Tectyl 506 brown/Valvoline
Assembly paste for temperature sensors

• TEGO Z thermo-lubricant, Semco cartridge
53
Special tools Press for expanding the coupling

The following are attachments and special tools rec-
ommended for disassembling and assembling the Description Part Number
motor.
Pressure-oil hydraulic unit up to
280 MPa (40,600 psi), for connec-
Mounting devices for inserting and with- tion to G1/4 in. threaded hole in the
drawing the rotor horizontally
coupling (e.g., hydraulic unit type
PML 162-1 -2800 from E.P.P. HY-
Description Part Number POWER
Insertion brush
Strain washer NOTE: Use oil for pressing off (viscosity approx.
900 mm2/s, for example, LH DF 900 dismounting
Tension screw
fluid.
NOTE: Use glycerin for pressing on. Water-free and
ultra-pure glycerin attracts water strongly and must
therefore be protected against ingress of air. Vessels
and containers of the pressure pump that are used
for glycerin must always be kept tightly sealed. The
usability of the glycerin must be checked regularly
with the aid of reaction paper. Where necessary, the
contents of the pressure pump must be replaced.
Ambient conditions for using glycerin:

Minimum ambient temperature: 18C (64.4F)
There is a risk of crystallization at temperatures less
than 18C (64.4F).
54
Compression devices for pressing on or for support while pressing off
Description Part Number
Hollow piston cylinder (with associated hand pump, pressure gauge and supply
lines), cylinder type CMF 30N50 from E.P.P. HY-POWER, D-90427
(outer Ø = 115 mm (4.53 in.) / inner Ø = 34 mm (1.34 in.) (continuous) / length =
160 mm (6.3 in.) / stroke = 50 mm (1.97 in.), force = 341 kN (76,659.8f lbf)
Pump type PML 162 from

E.P.P. HY-POWER, D-90427
Threaded spindle M20x450; thread lengths: 30 mm (1.18 in.) / 200 mm (7.87 in.)
Threaded spindle M30x450; thread lengths: 50 mm (1.97 in.) / 200 mm (7.87 in.)
Mounting spindle, length = 450 mm (5.905 in.),

UNC 1 1/4 in.-7-2B/60 mm (2.36 in.), M30/210 mm (8.27 in.)
Collar nut M30 to DIN 6331
Collar nut M20 to DIN 6331
Pressure case (D-end, type A),

outer Ø = 200 mm (7.87 in.), length = 350 mm (13.78 in.) / inner Ø = 182 mm
(7.17 in.), length = 325 mm (12.8 in.) / centering hole Ø = 34 mm (1.34 in.)
Pressure case (transmitter wheel, N-end),

outer Ø = 190 mm (7.48 in.), length = 335 mm (13.19 in.) / inner Ø = 172 mm
(6.77 in.), length = 310 mm (12.20 in.) / centering hole Ø = 34 mm (1.34 in.)
Pressure case (brake disk hub, N-end),

outer Ø = 180 mm, (7.09 in.) length = 90 mm (3.54 in.)/
inner Ø = 160 mm (6.3 in.), length = 75 mm (2.95 in.)/
centering hole Ø = 34 mm (1.34 in.)
Thrust plate (type A), outer Ø = 195 mm (7.68 in.) /

threaded centering hole M20 /
thickness = 20 mm (0.79 in.)
Pipe (type D)
Thrust plate (type A), outer Ø = 230 mm (9.06 in.)/

55
Thrust plate, outer Ø = 350 mm (13.78 in.) (D-end: 317 mm (12.48 in.),
N-end: 287 mm (11.3 in.), centering hole 20.5 mm (0.81 in.)
Thrust plate, outer Ø = 200 mm (7.87 in.)/

centering hole Ø = 31 mm (1.22 in.)/ thickness = 20 mm (0.79 in.)
Retaining plate (type A), outer Ø = 285 mm (11.22 in.) /

Ring for assembling labyrinth ring
56
Pulling units with cross beam or disk

(For screwed-in threaded pull rods, axial force optionally from W3 or from own, central threaded spindle, suitable
for shaft centering hole DIN 332-DS M30):
Universal extraction plate,

outer Ø = 425 mm (16.73 in.) / inner Ø = 31 mm (1.22 in.) / thickness = 30 mm
(1.18 in.)
Three pull rods M8x450 /

thread lengths 15 mm (0.59 in.) / 150 mm (5.9 in.)
Six pull rods M12x600 (DIN 668,

min tensile strength = 10.9) /
thread lengths 40 mm (1.58 in.) / 200 mm (7.87 in.)
Six collar nuts M8 to DIN 6331 –
Six collar nuts M12 to DIN 6331 –
Cross beam (type A), outer Ø= 368 mm (14.49 in.), width = 80 mm (3.15 in.),
thickness = 110 mm (4.33 in.) / inner Ø = 328 mm (12.91 in.), depth = 60 mm
(2.36 in.) / centering hole = 21 mm (0.83 in.)
Aids Extraction devices
Description Part Number Description Part Number
Jack screws M16x120 Separator/extractor, Kukko

extractor set
Jack screws M12x120
Jack screws M20x120
57
960E Dump truck

© 2011 KOMATSU
All Rights Reserved
58
CEN50031-00
DUMP TRUCK
860E
960E

860E-1K A30003 - A30030
860E-1KT A30003 - A30030
960E-1K A50003 and up

Main blower
Removing the main blower motor ......................................................................................................................... 2
Disassembling the main blower motor .................................................................................................................. 8
Assembling the main blower motor..................................................................................................................... 10
Installing the main blower motor ......................................................................................................................... 13
1
Removing the main blower motor 2. Remove three capscrews, washers and nuts (3)
and baffle (4) from the smaller inlet box.
1. Remove 16 capscrews and washers (1) and
cover (2) from both inlet boxes.
FIGURE 50-3. REMOVING THE BAFFLE

FIGURE 50-1. REMOVING THE INLET BOX
3. Capscrew, Washer and Nut 4. Baffle
COVERS
1. Capscrew and Washer 2. Cover
3. Remove four capscrews, washers and nuts (5)

and baffle (6) from the larger inlet box.
FIGURE 50-2. REMOVING THE INLET BOX

COVERS FIGURE 50-4. REMOVING THE BAFFLE
1. Capscrew and Washer 2. Cover
5. Capscrew, Washer and Nut 6. Baffle
2
4. Loosen, but do not remove, nine capscrews (7) 5. Remove any clamps (9) that are retaining the
that secure each inlet box (8) to the motor electrical harness to the inlet box.
mounting frame.
FIGURE 50-7. REMOVING HARNESS CLAMPS

FIGURE 50-5. LOOSENING THE FAN HOUSING
9. Clamp
7. Capscrew 8. Inlet Box
6. Attach a suitable lifting chain and hoist to lifting

eyes (10). Lift the entire main blower assembly
and remove the pallet.

FIGURE 50-8. LIFTING THE BLOWER ASSEMBLY
10. Lifting Eyes
3
7. Put a piece of plywood under the blower 11. Remove eight nuts, lockwashers and washers
assembly. Lower the blower assembly onto the (13) and inlet cone (14) from both inlet boxes.
plywood.
8. Install another lifting chain at lifting points (11)
as shown. Lift the blower assembly and
continue to carefully turn over the blower
assembly.
FIGURE 50-11. REMOVING THE INLET CONES
13. Nut, Lockwasher and Washer 14. Inlet Cone
FIGURE 50-9. TURNING OVER THE BLOWER

ASSEMBLY
11. Lifting Points
10. Place several 6 inch wood blocks (12) under the

motor mounting frame. Lower the blower
assembly onto the wood blocks.
FIGURE 50-12. REMOVING THE INLET CONES
13. Nut, Lockwasher and Washer 14. Inlet Cone
FIGURE 50-10. POSITIONING WOOD BLOCKS
12. Wood Blocks
4
12. Remove four capscrews and washers (15) and 14. Remove capscrews and washers (18), two inner
both halves of adjustment ring (16) from the covers (19) and outer cover (20) from the motor.
smaller inlet box.
FIGURE 50-15. REMOVING THE MOTOR COVERS

FIGURE 50-13. REMOVING THE ADJUSTMENT
RING 18. Capscrew and Washer 20. Outer Cover
19. Inner Cover
15. Capscrew and Washer 16. Adjustment Ring
15. Remove capscrews and washers (21) and cover

13. Remove all capscrews, lockwashers, washers (22) from the motor.
and locknuts (17) that secure both fan housings
to the inlet boxes.
FIGURE 50-16. REMOVING THE MOTOR COVERS

FIGURE 50-14. REMOVING THE FAN HOUSING 21. Capscrew and Washer 22. Cover
HARDWARE
17. Capscrew, Lockwasher, Washers and Locknut
5
16. Remove capscrews, washers and nuts (23) and 18. Remove two grease pipes (26) from the bottom
four support bars (24). of the motor.
FIGURE 50-17. REMOVING THE SUPPORT BARS FIGURE 50-19. REMOVING THE GREASE PIPES
23. Capscrew, Washer and Nut 24. Support Bar 26. Grease Pipe
17. Remove two grease pipes (25) from the top of 19. Draw a match mark across each of the motor
the motor. mounting feet and the mounting frame for later
installation.
20. Remove four capscrews, washers, lockwashers
and nuts (27) that secure the motor to the
mounting frame.
FIGURE 50-18. REMOVING THE GREASE PIPES

25. Grease Pipe
FIGURE 50-20. REMOVING THE MOTOR

MOUNTING HARDWARE
27. Capscrew, Washer, Lockwasher and Nut
6
21. Attach a lifting bolt and a suitable lifting chain 23. Attach a lifting bolt and a suitable lifting chain
and hoist to the motor as shown. Lift the motor and hoist to the motor as shown. Lift the motor
slightly and move it against the fan housing in slightly and move it against the other fan
the direction indicated. This will provide housing in the direction indicated. This will
additional clearance between the impeller on provide additional clearance between the
the motor shaft and fan housing. impeller on the motor shaft and fan housing.
FIGURE 50-21. MOVING THE MOTOR FIGURE 50-23. MOVING THE MOTOR
22. Attach two lifting bolts (28) and a suitable lifting 24. Attach lifting bolt (30) and a suitable lifting chain
chain and hoist to fan housing (29) as shown. and hoist to fan housing (31) as shown. Lift the
Lift the fan housing from the inlet box. Be careful fan housing from the inlet box. Be careful not to
not to catch the inlet cone mounting studs on catch the adjustment ring mounting lip on the
the inlet box during removal. inlet box during removal.
FIGURE 50-22. REMOVING THE FAN HOUSING

28. Lifting Bolts 29. Fan Housing FIGURE 50-24. REMOVING THE FAN HOUSING
30. Lifting Bolt 31. Fan Housing
7
25. Attach a lifting bolt and a suitable lifting chain Disassembling the main blower motor
and hoist to the motor. Lift the motor and
impellers from the motor mounting frame. 1. Note the pattern of safety wire (1) for later
installation. Cut and remove the safety wire.
26. Set the motor on 6 inch wood blocks (32) as
shown. Do not allow impellers (33) to rest on the
ground.
FIGURE 50-26. REMOVING THE SAFETY WIRE

1. Safety Wire
FIGURE 50-25. REMOVING THE MOTOR
32. Wood Blocks 33. Impeller
2. Remove four special capscrews (2) and
retaining plate (3) from the motor shaft.
FIGURE 50-27. REMOVING THE RETAINING

PLATE
2. Capscrew 3. Retaining Plate
8
3. Install three pusher bolts (4) in hub bushing (5). 7. Repeat Steps 1 - 6 for the impeller and bearing
Tighten the pusher bolts evenly to remove the housing on the other end of the motor.
bushing and square key from the motor shaft. 8. Attach a puller to bearing (9) and remove it from
4. Remove the impeller from the motor shaft. the motor shaft. Repeat for the bearing on the
other end of the motor.
FIGURE 50-28. REMOVING THE HUB BUSHING

4. Pusher Bolts 5. Hub Bushing FIGURE 50-30. REMOVING THE BEARINGS
9. Bearing
5. Draw a match mark across bearing housing (6)
and the motor housing for later installation.
6. Remove three inner capscrews (7) and four 9. Install lifting device (10) and a suitable hoist on
outer capscrews (8). Remove bearing housing the motor shaft. Remove rotor (11) from the
(6). motor housing and set it on wood blocks.
FIGURE 50-29. REMOVING THE BEARING FIGURE 50-31. REMOVING THE ROTOR
HOUSING
6. Bearing Housing 8. Outer Capscrew 10. Lifting Device 11. Rotor
7. Inner Capscrew
9
Assembling the main blower motor 4. Install lifting device (1) and a suitable hoist on
the motor shaft. Carefully install rotor (2) in the
1. Balance test the rotor. motor housing.
2. When the balance test for the rotor is complete,
balance test the impellers. Install the impeller,
square key, hub bushing, retaining plate and
four capscrews on both motor shafts.
Balance test the impellers at full operating
speed. The residual unbalance must be less
than 0.36 oz-in.
FIGURE 50-33. INSTALLING THE ROTOR

1. Lifting Device 2. Rotor
5. Use an appropriate cleaner and a clean cloth to

clean both ends of the motor shaft.
FIGURE 50-32. BALANCE TESTING THE 6. Clean the old grease from the four grease
IMPELLERS pipes.
7. Pack the new bearings with the appropriate
grease. Do not reuse the old bearings.
3. Remove the four capscrews, retaining plate,
hub bushing, square key and impeller from both
motor shafts.
10
8. Press one bearing (3) onto both of the motor 11. Install impeller (7) and the square key on the
shafts. To fit onto the motor shafts, the bearings motor shaft.
may need to be heated prior to installation.
12. Apply anti-seize compound to the motor shaft,
hub bushing and four special capscrews (10).
Install hub bushing (8) on the motor shaft.
Ensure that the capscrew holes are aligned.
FIGURE 50-34. INSTALLING THE BEARINGS

3. Bearing
FIGURE 50-36. INSTALLING THE IMPELLER AND

HUB BUSHING
9. Install bearing housing (4). Ensure that the
match marks on the bearing housing and the 7. Impeller 8. Hub Bushing
motor housing are aligned.
10. Install three inner capscrews (5) that hold the
thrust plate in place against the bearing, then 13. Install retaining plate (9) and four special
install four outer capscrews (6) that secure the capscrews (10) on the motor shaft. Tighten the
bearing housing to the motor housing. capscrews alternately until a final torque of 40
N·m (29 ft lb) is reached.
FIGURE 50-35. INSTALLING THE BEARING

HOUSING FIGURE 50-37. INSTALLING THE RETAINING
4. Bearing Housing 6. Outer Capscrew PLATE
5. Inner Capscrew 9. Capscrew 10. Retaining Plate
11
NOTE: The special capscrews have Del-loc clips 15. Install a new length of 0.041 in. stainless steel
under their heads that must be used to install the safety wire (11) at the ends of both motor shafts
safety wire on the end of the motor shaft. in the pattern shown.
a. Use the holes in the Del-loc clips to install the
wire. Keep the wire as taut as possible.
b. Route the wire so that it will tighten if the cap-
screws loosen.
c. Twist the ends of the wire together (at least
six twists) and cut off the excess wire.
FIGURE 50-38. SPECIAL CAPSCREWS
14. Repeat Steps 9 - 13 for the bearing housing and

impeller on the other end of the motor.
FIGURE 50-39. INSTALLING THE SAFETY WIRE

11. Safety Wire
12
Installing the main blower motor 4. Move the motor as far as possible toward the
larger inlet box.
1. Attach a lifting bolt and a suitable lifting chain
and hoist to the motor. Lift the motor and 5. Attach two lifting bolts (3) and a suitable lifting
impellers onto the motor mounting frame. chain and hoist to fan housing (4) as shown.
Ensure that the motor is oriented correctly with Lower the fan housing over the impeller and
the double impeller in the larger inlet box. onto the inlet box. Be careful not to catch the
inlet cone mounting studs on the inlet box
2. Move the motor as far as possible toward the during installation.
smaller inlet box.
3. Attach lifting bolt (1) and a suitable lifting chain
and hoist to fan housing (2) as shown. Lower
the fan housing over the impeller and onto the
inlet box.
FIGURE 50-41. INSTALLING THE FAN HOUSING

3. Lifting Bolts 4. Fan Housing
6. Move the motor so that the match marks across

each of the motor mounting feet and the
FIGURE 50-40. INSTALLING THE FAN HOUSING
mounting frame are aligned.
1. Lifting Bolt 2. Fan Housing
13
7. Install four capscrews, washers, lockwashers 10. Install two short grease pipes (7) at the top of
and nuts (5) that secure the motor to the the motor.
mounting frame. Tighten the nuts to 236 N·m
(174 ft lb).
FIGURE 50-44. INSTALLING THE GREASE PIPES

7. Grease Pipe
FIGURE 50-42. INSTALLING THE MOTOR
MOUNTING HARDWARE
5. Capscrew, Washer, Lockwasher and Nut 11. Install four support bars (8) and capscrews,
washers and nuts (9).
a. Tighten the larger 1/2 in. capscrews to 122
8. Pack the four grease pipes with the appropriate N·m (90 ft lb).
grease.
b. Tighten the smaller 3/8 in. capscrews to 49
9. Install two long grease pipes (6) at the bottom of
N·m (36 ft lb).
the motor.
FIGURE 50-45. REMOVING THE SUPPORT BARS

FIGURE 50-43. INSTALLING THE GREASE PIPES
8. Support Bar 9. Capscrew, Washer
6. Grease Pipe
and Nut
14
12. Install cover (10) and capscrews and washers 14. Install all capscrews, lockwashers, washers and
(11) on the motor. Tighten the capscrews to 49 locknuts (15) that secure both fan housings to
N·m (36 ft lb). the inlet boxes. Tighten the capscrews to 49
N·m (36 ft lb).

COVERS FIGURE 50-48. INSTALLING THE FAN HOUSING
10. Cover 11. Capscrew and HARDWARE
Washer 17. Capscrew, Lockwasher, Washers and Locknut
13. Install outer cover (12), two inner covers (13),

and capscrews and washers (14) on the motor. 15. Install both halves of adjustment ring (16) and
Tighten the capscrews to 49 N·m (36 ft lb). four capscrews and washers (17) in the smaller
inlet box.

COVERS FIGURE 50-49. INSTALLING THE ADJUSTMENT
RING
12. Outer Cover 14. Capscrew and
13. Inner Cover Washer 16. Adjustment Ring 17. Capscrew and
Washer
15
16. Install inlet cone (18) and eight nuts, 17. Attach a suitable lifting chain and hoist to lifting
lockwashers and washers (19) in both inlet eyes (20). Lift the entire main blower assembly
boxes. and turn it over onto the pallet.
FIGURE 50-52. LIFTING THE BLOWER

FIGURE 50-50. INSTALLING THE INLET CONES
20. Lifting Eyes
18. Inlet Cone 19. Nut, Lockwasher
and Washer
18. Install any clamps (21) that retain the electrical

harness to the larger inlet box.
FIGURE 50-51. INSTALLING THE INLET CONES
18. Inlet Cone 19. Nut, Lockwasher

and Washer
FIGURE 50-53. INSTALLING HARNESS CLAMPS

21. Clamp
16
19. Tighten nine capscrews (22) that secure each 20. Install baffle (24) and four capscrews, washers
inlet box (23) to the motor mounting frame to and nuts (25) in the larger inlet box.
122 N·m (90 ft lb).
FIGURE 50-56. INSTALLING THE BAFFLE

FIGURE 50-54. LOOSENING THE FAN HOUSING 24. Baffle 25. Capscrew, Washer
and Nut
21. Install baffle (26) and three capscrews, washers

and nuts (27) in the smaller inlet box.

22. Capscrew 23. Inlet Box FIGURE 50-57. INSTALLING THE BAFFLE
26. Baffle 27. Capscrew, Washer
and Nut
17
22. Install cover (28) and 16 capscrews and

washers (29) on both inlet boxes.
FIGURE 50-58. INSTALLING THE INLET BOX

COVERS
28. Cover 29. Capscrew and
Washer
FIGURE 50-59. INSTALLING THE INLET BOX

COVERS
28. Cover 29. Capscrew and
Washer
18
NOTES
19
860E Dump truck

860E Dump truck
© 2011 KOMATSU
All Rights Reserved
20
CEN50032-00
DUMP TRUCK
860E
960E

860E-1K A30003 - A30030
860E-1KT A30003 - A30030
960E-1K A50003 and up

Retarding grid
Removing the grid blower motor ........................................................................................................................... 2
Disassembling the grid blower motor.................................................................................................................... 4
Assembling the grid blower motor......................................................................................................................... 6
Installing the grid blower motor ............................................................................................................................. 8
Removing a grid element .....................................................................................................................................11
1
Removing the grid blower motor 2. Remove four screws (3). Remove both halves
of collar (4).
1. Remove four capscrews, washers and nuts (1)
that secure the shaft guard to the frame.
Remove shaft guard (2).
FIGURE 50-2. REMOVING THE COLLAR
3. Screw 4. Collar
FIGURE 50-1. REMOVING THE SHAFT GUARD
1. Capscrew, Washer and Nut 2. Shaft Guard
FIGURE 50-3. REMOVING THE COLLAR
4. Collar
2
3. Move both O-rings (5) off the coupling hubs. Pry 5. Remove four capscrews, lockwashers, washers
both halves of coupling grid (6) from the and nuts (8) that secure the motor to the frame
coupling.
FIGURE 50-6. REMOVING THE MOUNTING

FIGURE 50-4. REMOVING THE COUPLING GRID HARDWARE
5. O-Ring 6. Coupling Grid 8. Capscrew, Lockwasher, Washer and Nut
4. Remove setscrew (7) from the coupling hub on 6. Attach a suitable lifting chain and hoist to the
the motor shaft only. lifting eye on top of the motor. Lift the motor from
the frame.
FIGURE 50-5. REMOVING THE HUB SETSCREW

FIGURE 50-7. LIFTING THE MOTOR
7. Setscrew
3
7. Mark the locations of each shim set for later Disassembling the grid blower motor
installation. Remove shims (9).
1. Remove grease pipe (1).
2. Remove four capscrews (2) and fan cover (3).
FIGURE 50-8. REMOVING THE SHIMS
9. Shims FIGURE 50-10. REMOVING THE FAN COVER
1. Grease Pipe 3. Fan Cover

2. Capscrew
8. Remove coupling hub (10), the O-ring and the

square key from the motor shaft.
3. Remove two screws (4) and cooling fan (5). A
pry bar and an assistant may be necessary.
FIGURE 50-9. REMOVING THE COUPLING HUB

10. Coupling Hub FIGURE 50-11. REMOVING THE COOLING FAN
4. Screw 5. Cooling Fan
4
4. Draw a match mark across non-drive end 7. Draw a match mark across drive end bearing
bearing housing (6) and the motor housing for housing (9) and the motor housing for later
later installation. installation.
5. Remove three inner capscrews (7) and four 8. Remove three inner capscrews (10) and four
outer capscrews (8). outer capscrews (11).
FIGURE 50-12. REMOVING THE BEARING FIGURE 50-14. REMOVING THE BEARING
HOUSING (NON-DRIVE END) HOUSING (DRIVE END)
6. Bearing Housing 8. Outer Capscrew 9. Bearing Housing 11. Outer Capscrew
7. Inner Capscrew 10. Inner Capscrew
6. Attach a suitable lifting chain and hoist to the 9. Attach a suitable lifting chain and hoist to the
bearing housing. Tap the bearing housing loose bearing housing. Tap the bearing housing loose
from the motor housing and remove it. from the motor housing and remove it.
FIGURE 50-13. LIFTING THE BEARING HOUSING FIGURE 50-15. LIFTING THE BEARING HOUSING
5
10. Attach a puller to bearing (12) and remove it Assembling the grid blower motor
from the motor shaft. Repeat for the bearing on
1. Use an appropriate cleaner and a clean cloth to
the other end of the motor.
clean both ends of the motor shaft.
2. Clean the old grease from both grease pipes.
3. Pack the new bearings with the appropriate
grease.
4. Press bearings (1) onto each end of the motor
shaft. To fit onto the motor shaft, the bearings
may need to be heated prior to installation.
5. Move thrust plate (2) against the back of both
bearings. Ensure that the three capscrew holes
in the thrust plate will be aligned with the inner
capscrew holes of the bearing housing.
FIGURE 50-16. REMOVING THE BEARINGS

(NON-DRIVE END)
12.Bearing
FIGURE 50-18. INSTALLING THE BEARINGS
1. Bearing 2. Thrust Plate
FIGURE 50-17. REMOVING THE BEARINGS

(DRIVE END)
12.Bearing
6
6. Attach a suitable lifting chain and hoist to the 9. Attach a suitable lifting chain and hoist to the
bearing housing. Install the bearing housing on bearing housing. Install the bearing housing on
the motor shaft. the motor shaft.
FIGURE 50-19. LIFTING THE BEARING HOUSING FIGURE 50-21. LIFTING THE BEARING HOUSING
7. Ensure that the match marks on bearing 10. Ensure that the match marks on bearing
housing (3) and the motor housing are aligned. housing (6) and the motor housing are aligned.
8. Install three inner capscrews (4) that hold the 11. Install three inner capscrews (7) that hold the
thrust plate in place against the bearing, then thrust plate in place against the bearing, then
install four outer capscrews (5) that secure the install four outer capscrews (8) that secure the
bearing housing to the motor housing. bearing housing to the motor housing.
FIGURE 50-20. INSTALLING THE BEARING FIGURE 50-22. INSTALLING THE BEARING
HOUSING (DRIVE END) HOUSING (NON-DRIVE END)
3. Bearing Housing 5. Inner Capscrew 6. Bearing Housing 8. Inner Capscrew
4. Outer Capscrew 7. Outer Capscrew
7
12. Install cooling fan (9) and two screws (10). Installing the grid blower motor
NOTE: Clean the grease from both the motor shaft
and fan shaft before beginning the assembly
procedure.
1. Install the square key, O-ring and coupling hub
(1) on the motor shaft.
FIGURE 50-23. INSTALLING THE COOLING FAN
9. Cooling Fan 10. Screw
13. Install fan cover (11) and four capscrews (12). FIGURE 50-25. INSTALLING THE COUPLING HUB
14. Install grease pipe (13). 1. Coupling Hub
2. Attach a suitable lifting chain and hoist to the

lifting eye on top of the motor. Lift the motor onto
the frame.
FIGURE 50-24. INSTALLING THE FAN COVER
11. Fan Cover 13. Grease Pipe

12. Capscrew
FIGURE 50-26. LIFTING THE MOTOR
8
3. Install four capscrews, lockwashers, washers

and nuts (2) loosely. Then have an assistant use
a pry bar to raise each of the motor mounts in
turn and install shims (3).
Ensure that each shim pack is installed in its Motors with a coupling must be aligned so that
original location. If new shims are being used, the center lines of the shafts run in parallel
ensure that the original thicknesses of shims are without any offset. Accurate alignment and rigid
installed at each location. mounting are essential. Refer to Figure 50-28.
FIGURE 50-28. SHAFT ALIGNMENT

SPECIFICATIONS
Acceptable parallel alignment (A) =
0.1 mm (0.004 in.)
Acceptable angular alignment (C) =
0.004 in./ft (radius to dial indicator = 1 ft)
FIGURE 50-27. INSTALLING THE SHIMS
2. Capscrew, Lockwasher, 3. Shims

Washer and Nut 4. Check that the centerlines of the motor shaft
and fan shaft are parallel. If not, add or remove
shims under the motor as needed and recheck.
FIGURE 50-29. CHECKING SHAFT ALIGNMENT
9
5. Install pusher bolts (4) at all four motor mounts 7. Tighten the motor mounting hardware to the
as shown. Use the pusher bolts to make fine standard torque.
adjustments to the position of the motor on the 8. Pack both halves of the collar and both halves
frame in order to achieve the acceptable of the coupling grid with the required grease.
angular alignment between the coupling hubs.
There must be a 3.18 mm (0.125 in.) gap
between the coupling hubs.
FIGURE 50-32. APPLYING GREASE
FIGURE 50-30. INSTALLING PUSHER BOLTS

4. Pusher Bolt 9. Install both halves of coupling grid (6) on the
coupling hubs. Slide O-rings (7) back onto both
coupling hubs.
6. When the proper alignment is achieved, apply
Loctite to setscrew (5) and install the setscrew
in the coupling hub.
FIGURE 50-33. INSTALLING THE COUPING GRID
6. Coupling Grid 7. O-Ring
FIGURE 50-31. INSTALLING THE SETSCREW

5. Setscrew
10
10. Install both halves of collar (8) over the coupling Removing a grid element
grid. Ensure that both O-rings are properly
seated in the collar grooves. Install and tighten NOTE: There are two banks of elements in the grid
four screws (9) to the standard torque. box. One bank can be accessed from each side of
the grid box. Only remove the covers on the
NOTE: There is an alignment tab on the inner race of appropriate side.
both collar halves to ensure proper positioning over
1. Remove 14 capscrews (1) and side cover (2).
the coupling grid.
FIGURE 50-34. INSTALLING THE COLLAR

FIGURE 50-36. REMOVING THE SIDE COVER
8. Collar 9. Screws
1. Capscrew 2. Side Cover
11. Install shaft guard (10). Install four capscrews,

washers and nuts (11) that secure the shaft 2. Remove 12 capscrews (3) and top cover (4).
guard to the frame.
FIGURE 50-37. REMOVING THE TOP COVER

FIGURE 50-35. INSTALLING THE SHAFT GUARD 3. Capscrew 4. Top Cover
10. Shaft Guard 11. Capscrew, Washer
and Nut
11
3. Remove three capscrews and washers (5) and 5. If necessary, loosen pusher bracket (9).
bracket (6) from the desired grid element.
NOTE: It may be necessary to loosen the bracket of
an adjacent element to allow the desired element to
slide out more easily.
FIGURE 50-40. LOOSENING THE PUSHER

BRACKET
9. Pusher Bracket
FIGURE 50-38. REMOVING THE TOP BRACKET
5. Capscrew and Washer 6. Bracket

6. Slide grid element (10) out of the grid box.
4. Remove two capscrews and washers (7) and

bus bars (8) as required.
FIGURE 50-41. REMOVING THE GRID ELEMENT
10. Grid Element
FIGURE 50-39. REMOVING THE BUS BARS
7. Capscrew and Washer 8. Bus Bar
12
NOTES
13
860E Dump truck

960E Dump truck
© 2011 KOMATSU
All Rights Reserved
14
CEN50033-00
DUMP TRUCK
860E
960E

860E-1K A30003 - A30030
860E-1KT A30003 - A30030
960E-1K A50003 and up

Control cabinet
Draining and filling the IGBT coolant system ........................................................................................................ 3
Removing and installing the IGBT coolant pump assembly.................................................................................. 7
1
NOTES
2
Draining and filling the IGBT coolant

system
NOTE: The following procedure is for draining and
refilling the coolant used in the IGBT drive system for
haul trucks. This is only a guideline for draining and
This equipment contains hazardous voltages. All
refilling the system when required. The technician
warnings and hazard labels must be read and
must be familiar with the maintenance, operation and
obeyed carefully before any kind of installation,
safety procedures of the IGBT electrical equipment.
commissioning, service or repair action is taken.
Violating these instructions can cause severe
damage to the machine or cause the death of the
Required tools/materials operator or service personnel.
• Standard hand tools required for IGBT drive
system work To verify that the system is safe to work on:
• Laptop computer with SIBAS® • Turn off the engine using the proper
shutdown procedure.
• Storage container for drained coolant - 25 liters
(6.5 gallons) • Follow the proper lock out / tag out
procedures for site.
• Graduated plastic jar
• Allow the system to completely power down.
• Funnel with filter/strainer
• Wait five minutes before opening the control
• Strainer - mesh size 30 or finer, opening size 517 cabinet doors.
microns (0.0203 in.) or less
• Use a high voltage probe to check that the DC
• Coolant mixture of Antifrogen N with proper bus to ground is 0 volts.
concentration
• Begin work only after confirming that the
• Cleaning rags system is safe to work on.
• Hose (20 mm inside diameter)
• Male quick disconnect coupling (XA5815)
Coolant mixture specification

(distilled water : Antifrogen N)
This procedure is meant for individuals who
Standard coolant concentration - 56:44 already have a high level of experience working
on the IGBT drive system for haul trucks. To
Cold weather concentration - 40:60
ensure that the work is done safely, only trained
technicians may perform the following
procedure.
NOTE: When working with Antifrogen N, download

the safety data sheet at:
http://www.antifrogen.clariant.com/C12576720021BF8F/
vwWebPagesByID476E64D6AFF66438C12576FE002F8588
3
Draining and filling the coolant

NOTE: Park the truck inside a shop to avoid
excessive coolant contamination and cold weather
when performing this procedure.
1. Verify that the power is off and the necessary
safety precautions have been followed before
performing any work. Refer to the warnings on
the previous page.
2. Remove the top cover from the control cabinet.
Remove radiator fill cap (1, Figure 50-1) from
the top of the radiator expansion tank.
3. Make a drain hose by attaching male quick
disconnect coupling (1, Figure 50-2) to the end
FIGURE 50-2. DRAIN HOSE ASSEMBLY
of hose (2). The hose must be long enough to
easily reach the storage container. 1. Male Quick Disconnect Coupling
4. Open the left hand inverter compartment door. 2. Hose (20 mm inside diameter)
Remove the lowest female quick disconnect
coupling (1, Figure 50-3) from the storage
position on the inverter modules.
NOTE: The system must be drained from the lowest
point possible. Gravity will help to drain the system.
FIGURE 50-3. LEFT HAND INVERTER

COMPARTMENT
1. Female Quick Disconnect Coupling
FIGURE 50-1. RADIATOR EXPANSION TANK
1. Radiator Fill Cap
4
NOTE: Coolant will flow as soon as the male quick 7. Use funnel (1, Figure 50-5) with the specified
disconnect coupling is connected to the female quick size of strainer to refill the system with the
disconnect coupling. Have the storage container appropriate coolant mixture as shown in
ready on the other end of the hose to catch the Figure 50-5.
drained coolant. A valve may be installed on the end
of the drain hose if desired.
5. Connect male quick disconnect coupling (1,
Figure 50-4) on the drain hose to female quick
disconnect coupling (2). Allow the coolant to
drain into the storage container.
6. After all of the coolant has been drained,
disconnect the drain hose and reinstall the
female quick disconnect coupling to the storage
position on the inverter modules.
FIGURE 50-5. FILLING THE RADIATOR
1. Funnel with Strainer
8. Check the coolant level sight gauges while

filling the radiator. When lower sight gauge (1,
Figure 50-6) is full (the ball is floating at the top)
and upper sight gauge (2) is half-full (the ball is
floating in the middle), the system is filled to the
correct capacity.
FIGURE 50-4. ATTACHING THE DRAIN HOSE
1. Male Quick Disconnect Coupling

2. Female Quick Disconnect Coupling
NOTE: The coolant mixture must be changed at

every 25,000 hour interval or, if contaminated, after
draining the system. Otherwise, the drained coolant
can be reused. The total volume of the radiator and
expansion tank is 25 liters (6.5 gallons).
FIGURE 50-6. COOLANT LEVEL SIGHT GAUGES
1. Lower Sight Gauge

2. Upper Sight Gauge
5
9. Check for coolant leaks and clean any coolant 16. Stop the engine. Wait for five minutes, then
spills. remove the radiator fill cap to release the air.
10. Install the radiator fill cap. Close all 17. Check the coolant level in the sight gauges. Add
compartment doors. coolant if necessary. Install radiator fill cap.
NOTE: The ST inverter must be run at different 18. Start the engine again and perform the following
stages (70Hz, 80Hz and 100Hz) in order to purge air steps while the engine operates at low idle:
from the system. Please perform the following steps
a. Select Application – connector, type
very carefully.
“STS14.MIN”, then press <enter>.
11. Start the engine and operate the engine at low
b. Change “STS14.MIN” to 100 Hz.
idle for 20 minutes.
c. Select Application – Connector, type
12. Connect a laptop computer with Sibas to the
“STS17.INL” (or “STS14. MAX” if an ST high
truck. Verify that the DC bus voltage is higher
power module is installed), then press
than 1000V. Also, check the coolant
<enter>.
temperature and check for logged system faults
while the engine is operating. d. Change “STS17.INL” (or “STS14. MAX”) to
100 Hz.
13. Stop the engine. Wait for five minutes, then
remove the radiator fill cap to release the air. e. Run the ST inverter to 100Hz for 20 minutes.
14. Check the coolant level in the sight gauges. Add f. Check the coolant temperature and check for
coolant if necessary. Install the radiator fill cap. logged system faults.
NOTE: The proper coolant level depends on the 19. Stop the engine. Wait for five minutes, then
coolant temperature. The temperature can be remove the radiator fill cap to release the air.
checked through Sibas (user/variables/ 20. Check the coolant level in the sight gauges. Add
temperatures). If the coolant temperature is between coolant if necessary. Install radiator fill cap.
20° C and 30° C, the coolant level must be in the
middle of the top sight gauge (see Figure 6). During 21. Check for coolant leaks. Install the top cover on
operation, the coolant level will change depending on the control cabinet.
the temperature. It may not be necessary to add
NOTE: For information about proper disposal of
coolant to the system unless a low level warning
Antifrogen N, download the safety data sheet at:
code is triggered by SIBAS®.
15. Start the engine and perform the following steps vwWebPagesByID476E64D6AFF66438C12576FE002F8588
while the engine operates at low idle:
a. Select Application – connector, type
“STS14.MIN”, then press <enter>.
b. Change “STS14.MIN” to 80 Hz.
c. Select Application – Connector, type
“STS17.INL” (or “STS14. MAX” if an ST high
power module is installed), then press
<enter>.
d. Change “STS17.INL” (or “STS14. MAX”) to
80 Hz.
e. Run the ST inverter to 80Hz for 20 minutes.
f. Check the coolant temperature and check for
logged system faults.
6
Removing and installing the IGBT coolant

pump assembly
NOTE: The following procedure is for replacing the
coolant pump assembly that is used in the IGBT drive
system for haul trucks. This is only a guideline for
This equipment contains hazardous voltages. All
removing and installing the coolant pump assembly
warnings and hazard labels must be read and
when required. The technician must be familiar with
obeyed carefully before any kind of installation,
the maintenance, operation and safety procedures of
commissioning, service or repair action is taken.
the IGBT electrical equipment.
Violating these instructions can cause severe
Required tools/materials damage to the machine or cause the death of the
operator or service personnel.
• Standard hand tools required for IGBT drive
system work To verify that the system is safe to work on:
• Cleaning rags
• Turn off the engine using the proper
shutdown procedure.
• Follow the proper lock out / tag out
procedures for site.
• Allow the system to completely power down.
• Wait five minutes before opening the control
cabinet doors.
• Use a high voltage probe to check that the DC
bus to ground is 0 volts.
• Begin work only after confirming that the
system is safe to work on.
This procedure is meant for individuals who

already have a high level of experience working
on the IGBT drive system for haul trucks. To
ensure that the work is done safely, only trained
technicians may perform the following
procedure.
NOTE: When working with Antifrogen N, download

the safety data sheet at:
vwWebPagesByID476E64D6AFF66438C12576FE002F8588
7
Removal 2. Coolant pump assembly (1, Figure 50-7) is

located behind the radiator near auxiliary
NOTE: Park the truck inside a shop to avoid
transformer (2). Remove the cover panels to
excessive coolant contamination and cold weather
access the coolant pump assembly.
when performing this procedure.
3. Drain the coolant from the system. Refer to
1. Verify that the power is off and the necessary "Draining and filling the IGBT coolant system".
safety precautions have been followed before
performing any work. Refer to the warnings on
the previous page.
FIGURE 50-7. COMPONENT LOCATION
1. Coolant Pump Assembly 2. Auxiliary Transformer
4. After the coolant is completely drained, open

the electrical box cover and disconnect the
power leads from the motor junction box
(Figure 50-8).
5. If necessary, remove auxiliary transformer (2,
Figure 50-7).
6. Remove the mounting cap screws for the pump
and motor.
7. Disconnect both hoses from the pump.
NOTE: Some coolant may leak from the pump and
hoses during removal. Have some cleaning rags
ready to absorb any spilled coolant.
FIGURE 50-8. MOTOR JUNCTION BOX
8
8. Remove the coolant pump assembly from the h. Select Application – Connector. Type
control cabinet. An appropriate lifting device “STS14.MIN”, then press <enter>.
may be necessary.
i. Change “STS14.MIN” to 20 (Hz), then press
9. Place the new coolant pump assembly on the <enter>.
mounting pads. Check that the hoses are the
correct length for the new pump. If necessary, j. Select Application – Ignore, then press
cut the hoses to length or replace the hoses. <enter>.
10. Connect both hoses to the correct ports on the k. Select the "UDP bit" check box, then press
pump. Do not tighten the hose connections at <enter>.
this time. l. Select Application – Connector.
11. Install the mounting cap screws, adjust the m.For standard ST inverters, change
hoses, then tighten the mounting capscrews “STS17.INL” to 20 (Hz), then press <enter>.
and hose connections. For high power ST inverters, change
12. Reconnect the power leads to their correct “STS14.INL” to 20 (Hz), then press <enter>.
locations on the motor junction box (Figure 50- n. Select Application – Connector. Type
8), then install the electrical box cover. "$BSTOPST", then press <enter>.
13. Refill the system with coolant. Refer to "Draining o. Change $BSTOPST to 0. This will enable the
and filling the IGBT coolant system". ST inverter.
14. To verify correct rotation of the pump shaft, use p. Verify the correct rotation of the pump shaft
the following procedure: as indicated by the arrow (counterclockwise
a. Connect a laptop computer with SIBAS® rotation as viewed looking into the motor’s
monitor to the drive system and turn the key shaft end).
switch to ON to supply 24V power. Do not q. Select Application – Buffer, then press
start the engine. <delete>. Type DOC23.IN, then press
b. Select Application – Buffer – Edit. Type <enter>. This will enable the ST inverter.
“DOC23.IN”, then press <enter>. If the mes- r. Stop and then restart the engine. Verify that
sage "bad switch position" is displayed, con- the main blower and coolant pump operate
firm that the BCD switch on the ZR card is normally.
set to 7.
15. After the pump rotation test is finished, check
c. DOC23.IN should be "0". Change the value the coolant level. Refer to "Draining and filling
to "1", then press <enter>. This will disable the IGBT coolant system".
ST inverter.
16. Install the cover panels.
d. Select Application – Buffer – Release.
NOTE: For information about proper disposal of
e. Select check boxes ZR,INVA, and INVB only, Antifrogen N, download the safety data sheet at:
then press <enter>.
f. Verify that the alternator cutoff switch on the vwWebPagesByID476E64D6AFF66438C12576FE002F8588
diagnostic panel is in ON position (turned in
the clockwise direction), then turn the key
switch to OFF. NOTE: After a new coolant pump has been installed,
check the pump daily for leakage. Newly installed
g. Start the engine and operate the engine at pumps occasionally leak for a short time. If any
low idle. Go to Ready, and verify that greater leakage does not stop completely after a few days,
than 1000V of DC bus voltage is present replace the coolant pump with another new pump.
($UDAIO > 1000VDC).
9
860E Dump truck

960E Dump truck
© 2011 KOMATSU
All Rights Reserved
10
CEN90001-00
960E

960E-1 A30003 - A30026
960E-1K A50003 and up
960E-2 A30027 and up

Hydraulic circuit diagrams
Steering, hoist and brake cooling hydraulic circuit diagram ....................................................................... EM7616
Brake hydraulic circuit diagram.................................................................................................................. EM7623
1
CEN90001-00 90 Diagrams and drawings
NOTES
2
EM7616-0 JUN 08
HYDRAULIC SCHEMATIC
960E
A30001 & UP / A50003 & UP
EM7623-0 JUN 08
BRAKE SCHEMATIC
960E
A30001 & UP / A50003 & UP
90 Diagrams and drawings CEN90001-00
NOTES
3
960E Dump truck

© 2009 KOMATSU
All Rights Reserved
4
CEN90006-00
960E

960E-1K A50003 and up

Electrical circuit diagrams
Electrical circuit diagram - index & symbols................................................................................................XS6901
Electrical circuit diagram - circuit locator.....................................................................................................XS6902
Electrical circuit diagram - component locator ............................................................................................XS6903
Electrical circuit diagram - component locator ............................................................................................XS6904
Electrical circuit diagram - battery box ........................................................................................................XS6905
Electrical circuit diagram - 24V power distribution & circuit protection........................................................XS6906
Electrical circuit diagram - key switch and shutdown delay ........................................................................XS6907
Electrical circuit diagram - engine start circuits...........................................................................................XS6908
Electrical circuit diagram - engine control wiring.........................................................................................XS6909
Electrical circuit diagram - engine control circuits .......................................................................................XS6910
Electrical circuit diagram - oil reserve wiring............................................................................................... XS6911
Electrical circuit diagram - wheel motor sensor wiring ................................................................................XS6912
Electrical circuit diagram - alternator and front speed sensors ...................................................................XS6913
Electrical circuit diagram - brake lock circuits .............................................................................................XS6914
Electrical circuit diagram - warning indicators.............................................................................................XS6915
Electrical circuit diagram - cab radio wiring.................................................................................................XS6916
1
Electrical circuit diagram - right hand lower dash wiring ............................................................................ XS6917
Electrical circuit diagram - auto lube circuits .............................................................................................. XS6918
Electrical circuit diagram - electronic dash display..................................................................................... XS6919
Electrical circuit diagram - heater control wiring......................................................................................... XS6920
Electrical circuit diagram - work lights and horn......................................................................................... XS6921
Electrical circuit diagram - retard and backup lights................................................................................... XS6922
Electrical circuit diagram - operator drive system controls......................................................................... XS6923
Electrical circuit diagram - window and wiper controls............................................................................... XS6924
Electrical circuit diagram - turn signal and clearance lights ....................................................................... XS6925
Electrical circuit diagram - head light and fog light wiring .......................................................................... XS6926
Electrical circuit diagram - operator cab instrument lights.......................................................................... XS6927
Electrical circuit diagram - diagnostic ports and dispatch wiring ................................................................ XS6928
Electrical circuit diagram - interface module wiring .................................................................................... XS6929
Electrical circuit diagram - interface module sensors................................................................................. XS6933
Electrical circuit diagram - VHMS / Orbcom module wiring........................................................................ XS6934
Electrical circuit diagram - can network wiring ........................................................................................... XS6935
Electrical circuit diagram - payload meter III circuits .................................................................................. XS6936
Connectors table and arrangement drawing ................................................................................................ HE490
2
XS6901-0 APR 09
ELECTRICAL SCHEMATIC
INDEX & SYMBOLS
960E-1K
A50003 & UP
Sheet 01 of 36
XS6902-0 APR 09
CIRCUIT LOCATOR
960E-1K
A50003 & UP
Sheet 02 of 36
XS6903-0 APR 09
COMPONENT LOCATOR
960E-1K
A50003 & UP
Sheet 03 of 36
XS6904-0 APR 09
COMPONENT LOCATOR
960E-1K
A50003 & UP
Sheet 04 of 36
XS6905-0 APR 09
BATTERY BOX
960E-1K
A50003 & UP
Sheet 05 of 36
XS6906-0 APR 09
24V POWER DISTRIBUTION & CIRCUIT PROTECTION
960E-1K
A50003 & UP
Sheet 06 of 36
XS6907-2 DEC 09
KEY SWITCH & SHUTDOWN DELAY
960E-1K
A50003 & UP
Sheet 07 of 36
XS6908-1 SEP 10
ENGINE START CIRCUIT
960E-1K
A50003 & UP
Sheet 08 of 36
XS6909-2 APR 10
ENGINE WIRING
960E-1K
A50003 & UP
Sheet 09 of 36
XS6910- 3 JUL 10
ENGINE WIRING
960E-1K
A50003 & UP
Sheet 10 of 36
XS6911-0 APR 09
RESERVE OIL SYSTEM
960E-1K
A50003 & UP
Sheet 11 of 36
XS6913-0 APR 09
ALTERNATOR & FRONT SPEED SENSORS
960E-1K
A50003 & UP
Sheet 13 of 36
XS6914-0 APR 09
BRAKE LOCK CIRCUITS
960E-1K
A50003 & UP
Sheet 14 of 36
XS6915-1 OCT 09
WARNING INDICATORS
960E-1K
A50003 & UP
Sheet 15 of 36
XS6916-0 APR 09
CAB RADIO
960E-1K
A50003 & UP
Sheet 16 of 36
XS6917-0 APR 09
R.H. LOWER DASH SWITCH CIRCUITS
960E-1K
A50003 & UP
Sheet 17 of 36
XS6918-0 APR 09
AUTO LUBE CONTROL CIRCUITS
960E-1K
A50003 & UP
Sheet 18 of 36
XS6919-0 APR 09
ELECTRONIC DISPLAY PANEL
960E-1K
A50003 & UP
Sheet 19 of 36
XS6920-0 APR 09
HEATER/AIR CONDITIONER CONTROLS
960E-1K
A50003 & UP
Sheet 20 of 36
XS6921-1 SEP 09
WORK LIGHTS & HORN
960E-1K
A50003 & UP
Sheet 21 of 36
XS6923-0 APR 09
OPERATOR DRIVE SYSTEM CONTROLS
960E-1K
A50003 & UP
Sheet 23 of 36
XS6924-0 APR 09
WINDOW & WIPER CONTROLS
960E-1K
A50003 & UP
Sheet 24 of 36
XS6925-2 FEB 10
TURN SIGNAL & CLEARANCE LIGHTS
960E-1K
A50003 & UP
Sheet 25 of 36
XS6926-0 APR 09
FOG LIGHTS & HEADLIGHTS
960E-1K
A50003 & UP
Sheet 26 of 36
XS6927-0 APR 09
OPERATOR CAB OPTION SWITCHES
960E-1K
A50003 & UP
Sheet 27 of 36
XS6928-0 APR 09
DIAGNOSTIC PORTS/DISPATCH SYSTEM
960E-1K
A50003 & UP
Sheet 28 of 36
XS6929-0 APR 09
INTERFACE MODULE WIRING
960E-1K
A50003 & UP
Sheet 29 of 36
XS6930-0 APR 09
960E-1K
A50003 & UP
Sheet 30 of 36
XS6932-0 APR 09
960E-1K
A50003 & UP
Sheet 32 of 36
XS6933-0 APR 09
INTERFACE MODULE SENSOR WIRING
960E-1K
A50003 & UP
Sheet 33 of 36
XS6934-0 APR 09
VHMS & ORBCOMM MODULES
960E-1K
A50003 & UP
Sheet 34 of 36
XS6935-0 APR 09
CAN NETWORK WIRING
960E-1K
A50003 & UP
Sheet 35 of 36
XS6936-0 APR 09
PAYLOAD METER CIRCUITS
960E-1K
A50003 & UP
Sheet 36 of 36
Auxilliary control cabinet Operator cab Hydraulic brake cabinet
Number Number
Connector No. Description Location Item No. Connector No. Description Location Item No.
of pins of pins
Main frame AAT
ABA
2
2
Ambient air temperature sensor connector
Auto brake apply solenoid connector
W8
R3
19
2
CN801
CN802
16
3
Engine sub module connector
Engine coolant level switch connector
V6
V3
25
34
BLS 2 Brake lock solenoid connector R4 3 CN803 2 Engine temperature sensor connector W5 33
BPS 2 Brake pressure sensor connector M5 4 CN807 5 Pre-lube relay connector U6 28
CAN1A 3 CAN 1939 - network F3 10 CN808 9 Engine ECM / sub module connector V6 26
CN008 5 Wiper relay - high speed K7 24 CN810 2 Pre-lube pressure switch connector T8 27
CN009 5 Wiper relay - low speed K6 23 CN812 4 A/C receiver drier switch connector X4 35
CN01 31 Cab interface - operator controls J3 1 CN825 3 CAN 1939 - CAB F4 43
CN02 31 Cab interface - cab dash J3 2 CN826 4 Fuel pre-filter engine harness W6 31
CN021 12 Steering column connector K6 25 CN850 3 CAN RPC - VHMS F2 1
CN022 4 Speed control module K6 26 CNP1 8 Dash panel - 1 connector I5 33
CN03 31 Cab interface - cab dash J3 3 CNP2 8 Dash panel - 2 connector I5 34
CN04 23 Cab interface - cab overhead K3 4 DB1P1 3 Diode board 1 connector - P1 C2 12
CN05 3 CAN link connector - dash K5 22 DB1P2 6 Diode board 1 connector - P2 C3 13
CN06 18 Cab interface - cab center console K1 5 DB1P3 12 Diode board 1 connector - P3 B3 14
CN07 31 Cab interface - cab diagnostic center J1 6 DB1P4 15 Diode board 1 connector - P4 C2 15
CN08 8 Shifter connector K4 18 DB1P5 6 Diode board 1 connector - P5 B3 16
CN13 3 Retard pedal connector K5 21 DIAG 1 9 Diagnostic plug - 1 - drive system H1 7
CN14 4 Heater module connector K5 20 DIAG 2 6 Diagnostic plug - 2 - quantum I1 8
CN16 6 Wiper motor connector K5 19 DIAG 3 9 Diagnostic plug - 3 - drive system H1 9
CN1XA 24 Drive system interface connector - 1XA D2 36 DIAG 4 3 Diagnostic plug - 4 - cense I1 10
CN1XB 10 Drive system interface connector - 1XB C3 37 DIAG 5 9 Diagnostic plug - 5 - interface module H1 11
CN1XC 10 Drive system interface connector - 1XC D2 38 DIAG 6 9 Diagnostic plug - 6 - VHMS H3 12
CN1XD 46 Drive system interface connector - 1XD D2 39 DIAG 7 9 Diagnostic plug - 7 - payload I1 13
CN1XE 46 Drive system interface connector - 1XE D2 40 DIAG 8 9 Diagnostic plug - 8 - dispatch H3 14
CN1XK 10 Drive system interface connector - 1XK C3 41 EM3 41 Interface module connector 3 A6 19
CN1XM 46 Drive system interface connector - 1XM C2 42 FPF-LP 2 Fuel pre-filter low pressure connector T6 29
CN20 10 Display mode - 1 switch connector I5 27 FPF-WIF 2 Fuel pre-filter water in fuel connector T6 30
CN21 10 Display mode - 2 switch connector I6 28 HLS 2 Hoist limit solenoid connector W9 11
CN22 10 Fog light switch connector I6 29 HPS1 2 Hoist pressure sensor - 1 T9 24
CN23 10 Backup light switch connector I6 30 HPS2 2 Hoist pressure sensor - 2 T9 23
CN24 10 Ladder light switch connector I6 31 IM1 41 Interface module connector 1 A5 17
CN240 23 Brake cabinet wiring connector M5 1 IM2 41 Interface module connector 2 A6 18
CN246 3 Inclimometer connector - 246 A5 11 LBPS 3 Low brake pressure switch connector P1 5
CN250 2 Shifter current limit resistor K3 17 LSPSW 3 Low steering pressure switch connector W9 10
CN250 10 Headlight switch connector I6 32 ORBCOMMCNA 14 Orbcomm connector CN-A B7 20
CN32 10 Speed control switch connector I5 35 ORBCOMMCNB 10 Orbcomm connector CN-B C7 21
CN33 10 Traction control switch connector I4 36 P04 3 CAN RPC - CAB F2 2
CN34 10 Grid dry control switch connector I4 37 PBAPS 3 Parking brake apply pressure switch connector R3 8
CN35 10 HI vold DC power switch connector I4 38 PBRPS 3 Parking brake release pressure switch connector Q1 10
CN36 10 Hazard light switch connector I5 40 PBS 2 Parking brake solenoid connector R4 9
CN39 10 Brake lock switch connector I5 39 PLMCN264 10 Payload meter connector 264 A5 22
CN501 4 Left wheel speed sensor connector W8 7 RB1P1 6 Relay board 1 connector - P1 B2 23
CN502 8 Left frame / hood light connector W3 1 RB1P3 10 Relay board 1 connector - P3 A2 24
CN503 5 Left engine service lights connector X4 6 RB3P1 5 Relay board 3 connector - P1 A2 25
CN504 5 Right engine service lights connector T5 37 RB3P2 2 Relay board 3 connector - P2 B2 26
CN507 4 Right wheel speed connector T6 32 RB3P4 9 Relay board 3 connector - P4 A2 27
CN511 5 Auto lube pump connector X3 2 RB3P5 2 Relay board 3 connector - P4 A2 28
CN512 3 Auto lube level connector X3 5 RB4P1 8 Relay board 4 connector - P1 A3 29
CN515 8 Right frame / hood lights connector T3 36 RB4P3 8 Relay board 4 connector - P3 A4 30
CN535 3 Ladder light switch connector X3, T4 3 RB4P4 2 Relay board 4 connector - P4 A4 31
CN536 3 Engine shutdown switch connector X4, T4 4 RB5P1 6 Relay board 5 connector - P1 B2 32
CN58 10 Right door window motor K2 41 RB5P3 4 Relay board 5 connector - P3 C2 33
CN59 10 Left door window motor K2 42 RB5P4 6 Relay board 5 connector - P4 C2 34
CN707 2 Left front brake temperature sensor connector V9 15 RB5P5 6 Relay board 5 connector - P5 B2 35
CN708 2 Right front brake temperature sensor connector V10 16 SBDPS 2 Service brake degrade pressure switch connector M4 6
CN709 2 Left rear brake temperature sensor connector W11 17 SBDPSW 3 Steering bleed down pressure switch connector W8 8
CN71 10 Right window switch K3 15 SBDS 2 Steering bleed down solenoid connector W8 9
CN710 2 Right rear brake temperature sensor connector V10 18 SBPS 2 Service brake pressure switch connector R5 7
CN711 2 Hydraulic tank temperature sensor connector V9 14 SPS 2 Steering pressure sensor connector W9 12
CN712 3 Hydraulic tank level sensor connector V9 13 VHMSCN1 20 VHMS connector - CN1 B7 3
CN72 10 Left window switch K3 16 VHMSCN2A 18 VHMS connector - CN2A B7 4
CN721 10 Left rear speed sensor connector W13 20 VHMSCN2B 12 VHMS connector - CN2B B7 5
CN722 10 Right rear speed sensor connector T12 21 VHMSCN3A 18 VHMS connector - CN3A B7 6
CN730 6 Fuel tank connector T9 22 VHMSCN3B 12 VHMS connector - CN3B C7 7
VHMSCN4A 14 VHMS connector - CN4A B7 8
VHMSCN4B 10 VHMS connector - CN4B F6 9
HE490-0 FEB 10
CONNECTOR TABLE & ARRANGEMENT
960E-1K
A50003 - UP
NOTES
3
960E Dump truck

© 2009 KOMATSU
All Rights Reserved
4
CEN90007-00
960E

960E-1K A50003 and up

Electrical circuit diagrams - drive system
Electrical circuit diagram - AC drive system ................................................................................................ HE489
Electrical circuit diagram - index & symbols................................................................................................ Sheet 1
Electrical circuit diagram - legend ............................................................................................................... Sheet 2
Electrical circuit diagram - legend ............................................................................................................... Sheet 3
Electrical circuit diagram - system overview ............................................................................................... Sheet 4
Electrical circuit diagram - rectifier bridge and DC link ............................................................................... Sheet 5
Electrical circuit diagram - DC link, three phase ST.................................................................................... Sheet 6
Electrical circuit diagram - PWM inverter 1, chopper 1, 2, motor 1 ............................................................. Sheet 7
Electrical circuit diagram - PWM inverter 2, chopper 3, 4, motor 2 ............................................................. Sheet 8
Electrical circuit diagram - auxiliary power & control, main blower & grid box motor .................................. Sheet 9
Electrical circuit diagram - auxiliary power & control, water pump, inner radiator & inner
circulating blower fan motors ............................................................................................................. Sheet 10
Electrical circuit diagram - alternator field regulator.................................................................................. Sheet 11
Electrical circuit diagram - control power distribution field regulator ......................................................... Sheet 12
Electrical circuit diagram - control power distribution 24VDC ................................................................... Sheet 13
Electrical circuit diagram - gate unit power supply 24VDC ....................................................................... Sheet 14
1
Electrical circuit diagram - TCU 24VDDC power.......................................................................................Sheet 15

Electrical circuit diagram - diagnostics box overview ................................................................................Sheet 16
Electrical circuit diagram - diagnostics panel ............................................................................................Sheet 17
Electrical circuit diagram - A100 SIBASØ 32 circuits .................................................................................Sheet 18
Electrical circuit diagram - A100 SIBASØ 32 circuits, C003 output measuring amplifier ...........................Sheet 19
Electrical circuit diagram - A100 SIBASØ 32 circuits, C011 output measuring amplifier ...........................Sheet 20
Electrical circuit diagram - A100 SIBASØ 32 circuits, C019 binary output 36V .........................................Sheet 21
Electrical circuit diagram - A100 SIBASØ 32 circuits, G011 central processor (ZR)..................................Sheet 24
Electrical circuit diagram - A100 SIBASØ 32 circuits, G095 multifunction I/O ...........................................Sheet 25
Electrical circuit diagram - A100 SIBASØ 32 circuits, G103 binary 24V input ...........................................Sheet 26
Electrical circuit diagram - A100 SIBASØ 32 circuits, G119 binary 24V input............................................Sheet 28
Electrical circuit diagram - A100 SIBASØ 32 circuits, G143 input temperature sensor PT100..................Sheet 31
Electrical circuit diagram - A100 SIBASØ 32 circuits, G151 input temperature sensor PT100..................Sheet 32
Electrical circuit diagram - A100 SIBASØ 32 circuits, G163 start up 24V ..................................................Sheet 33
Electrical circuit diagram - A100 SIBASØ 32 circuits, L055 U/F converter ................................................Sheet 34
Electrical circuit diagram - A100 SIBASØ 32 circuits, L079 analog input/output card................................Sheet 37
Electrical circuit diagram - A100 SIBASØ 32 circuits, L087 analog input/output card ...............................Sheet 38
Electrical circuit diagram - A100 SIBASØ 32 circuits, L115 output pulse amplifier card ............................Sheet 41
Electrical circuit diagram - A100 SIBASØ 32 circuits, L155 input temperature sensor PT100...................Sheet 46
Electrical circuit diagram - A100 SIBASØ 32 circuits, L163 input temperature sensor PT100...................Sheet 47
Electrical circuit diagram - plug monitoring / dome lights auxiliary box ....................................................Sheet 48
Electrical circuit diagram - remote end .....................................................................................................Sheet 49
Electrical circuit diagram - cable list ..........................................................................................................Sheet 50
2
1 1 of 1
2 1 of 2
3 2 of 2
4 1 of 47
5 2 of 47
6 3 of 47
7 4 of 47
8 5 of 47
9 6 of 47
10 7 of 47
11 8 of 47
12 9 of 47
13 10 of 47
14 11 of 47
15 12 of 47
16 13 of 47
17 14 of 47
18 15 of 47
19 16 of 47
20 17 of 47
21 18 of 47
22 19 of 47
23 20 of 47
24 21 of 47
25 22 of 47
26 23 of 47
27 24 of 47
28 25 of 47
29 26 of 47
30 27 of 47
31 28 of 47
32 29 of 47
33 30 of 47
34 31 of 47
35 32 of 47
36 33 of 47
37 34 of 47
38 35 of 47
39 36 of 47
40 37 of 47
41 38 of 47
42 39 of 47
43 40 of 47
44 41 of 47 1/1
45 42 of 47
HE489 SEP 09
46 43 of 47
ELECTRIC SCHEMATIC
47 44 of 47 INDEX AND SYMBOLS
48 45 of 47 960E-1K
49 46 of 47 A50003 - UP
50 47 of 47 SHEET 1 OF 50
1/2
HE489 SEP 09
ELECTRIC SCHEMATIC
LEGEND
960E-1K
A50003 - UP
SHEET 2 OF 50
2/2
HE489 SEP 09
ELECTRIC SCHEMATIC
LEGEND
960E-1K
A50003 - UP
SHEET 3 OF 50
1 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
SYSTEM OVERVIEW
960E-1K
A50003 - UP
SHEET 4 OF 50
2 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
RECTIFIER BRIDGE AND DC LINK
960E-1K
A50003 - UP
SHEET 5 OF 50
3 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
DC LINK, 3-PHASE ST MODULE
960E-1K
A50003 - UP
SHEET 6 OF 50
4 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
PWM INVERTER 1, CHOPPER 1, 2
960E-1K
A50003 - UP
SHEET 7 OF 50
5 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
PWM INVERTER 2, CHOPPER 3, 4
960E-1K
A50003 - UP
SHEET 8 OF 50
6 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
AUX PWR & CNTRL MAIN BLOWER &
GRID BOX MOTOR
960E-1K
A50003 - UP
SHEET 9 OF 50
7 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
AUX PWR & CNTRL WATER PUMP, INNER RADIATOR
& INNER CIRCULATING BLOWER FAN MOTORS
960E-1K
A50003 - UP
SHEET 10 OF 50
8 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
FIELD REGULATOR
960E-1K
A50003 - UP
SHEET 11 OF 50
9 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
CONTROL POWER DISTRIBUTION
960E-1K
A50003 - UP
SHEET 12 OF 50
10 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
CONTROL POWER DISTRIBUTION
960E-1K
A50003 - UP
SHEET 13 OF 50
11 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
GATE UNIT POWER SUPPLY
960E-1K
A50003 - UP
SHEET 14 OF 50
12 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
TCU 24V POWER
960E-1K
A50003 - UP
SHEET 15 OF 50
13 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
DIAGNOSTICS BOX OVERVIEW
960E-1K
A50003 - UP
SHEET 16 OF 50
14 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
DIAGNOSTICS PANEL
960E-1K
A50003 - UP
SHEET 17 OF 50
15 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
A100 SIBAS 32 CIRCUITS
SIBAS OVERVIEW LAYOUT
960E-1K
A50003 - UP
SHEET 18 OF 50
16 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
C003 OUTPUT MEASURING AMPLIFIER
960E-1K
A50003 - UP
SHEET 19 OF 50
17 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
C011 OUTPUT MEASURING AMPLIFIER
960E-1K
A50003 - UP
SHEET 20 OF 50
18 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
C019 BINARY OUTPUT 36V
960E-1K
A50003 - UP
SHEET 21 OF 50
19 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
960E-1K
A50003 - UP
SHEET 22 OF 50
20 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
960E-1K
A50003 - UP
SHEET 23 OF 50
21 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
G011 CENTRAL PROCESSOR (ZR)
960E-1K
A50003 - UP
SHEET 24 OF 50
22 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
G095 MULTIFUNCTION I/O
960E-1K
A50003 - UP
SHEET 25 OF 50
23 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
G103 BINARY 24V INPUT
960E-1K
A50003 - UP
SHEET 26 OF 50
24 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
960E-1K
A50003 - UP
SHEET 27 OF 50
25 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
960E-1K
A50003 - UP
SHEET 28 OF 50
26 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
960E-1K
A50003 - UP
SHEET 29 OF 50
27 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
960E-1K
A50003 - UP
SHEET 30 OF 50
28 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
G143 INPUT TEMPERATURE SENSOR PT100
960E-1K
A50003 - UP
SHEET 31 OF 50
29 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
G151 INPUT TEMPERATURE SENSOR PT100 (OPT.)
960E-1K
A50003 - UP
SHEET 32 OF 50
30 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
G163 START UP 24V
960E-1K
A50003 - UP
SHEET 33 OF 50
31 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
L055 U/f CONVERTER
960E-1K
A50003 - UP
SHEET 34 OF 50
32 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
L063 U/f CONVERTER
960E-1K
A50003 - UP
SHEET 35 OF 50
33 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
L071 U/f CONVERTER
960E-1K
A50003 - UP
SHEET 36 OF 50
34 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
L079 ANALOG INPUT/OUTPUT CARD
960E-1K
A50003 - UP
SHEET 37 OF 50
35 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
960E-1K
A50003 - UP
SHEET 38 OF 50
36 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
960E-1K
A50003 - UP
SHEET 39 OF 50
37 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
960E-1K
A50003 - UP
SHEET 40 OF 50
38 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
L115 OUTPUT PULSE AMPLIFIER CARD
960E-1K
A50003 - UP
SHEET 41 OF 50
39 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
960E-1K
A50003 - UP
SHEET 42 OF 50
40 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
960E-1K
A50003 - UP
SHEET 43 OF 50
41 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
960E-1K
A50003 - UP
SHEET 44 OF 50
42 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
960E-1K
A50003 - UP
SHEET 45 OF 50
43 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
L155 INPUT TEMPERATURE SENSOR PT100
960E-1K
A50003 - UP
SHEET 46 OF 50
44 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
L163 INPUT TEMPERATURE SENSOR PT100
960E-1K
A50003 - UP
SHEET 47 OF 50
45 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
PLUG MONITORING / DOME LIGHTS AUX. BOX
960E-1K
A50003 - UP
SHEET 48 OF 50
46 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
CONNECTOR CODING
REMOTE END
960E-1K
A50003 - UP
SHEET 49 OF 50
47 / 47
HE489 SEP 09
ELECTRIC SCHEMATIC
CABLE LIST
960E-1K
A50003 - UP
SHEET 50 OF 50
NOTES
3
960E Dump truck

© 2009 KOMATSU
All Rights Reserved
4
®
www.komatsuamerica.com
Komatsu America Corp.

Copyright 2011 Komatsu
2300 N.E. Adams Street Peoria, IL 61639
Printed in USA
Phone: 309-672-7577 Fax: 309-672-7072

Shop Manual: Dump Truck A50003 - A50010

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CEBM022601

SERIAL NUMBERS A50003 - A50010

DUMP TRUCK 1SHOP MANUAL

Machine model Serial number

00 Index and foreword

Composition of shop manual

Section Title Form Number

Shop Manual, contents binder, binder label and tabs CEBM022601 

00 Index and foreword

10 Structure, function and maintenance standard

20 Standard value table

30 Testing and adjusting

IGBT haul truck SIBAS® user manual, part 1 CEN30021-02

50 Disassembly and assembly

90 Diagrams and drawings

00 Index and foreword

10 Structure, function and maintenance standard

Control power filter ..................................................................................................................10

Main alternator ........................................................................................................................ 33

24V / 15V power supply ..........................................................................................................60

20 Standard value table

30 Testing and adjusting

A/C drive belt checkout procedure .......................................................................................... 15

Energy Usage data..................................................................................................................29

Fault Code A197: Right rear hydraulic oil temperature is high................................................35

Fault Code A260: Parking brake failure .................................................................................... 4

Fault Code A353: Overload on output 1J ................................................................................31

35 L3C DSP A: Time slice overflow T1 ................................................................................... 30

90 L3C DSP T: Initialization fault detected by DSP .................................................................32

154 L3B IO: Trolley line overcurrent........................................................................................ 39

228 L3D UWSB1: Limit 5 overcurrent phase W ......................................................................18

286 L3D UWSB2: Limit 5 overcurrent phase V1..................................................................... 50

346 L3C HL: Gate unit power supply B defective....................................................................31

403 L2A IUW: DC Link voltage out of range in propel............................................................... 6

451 L1A TMP: SIBAS® Temperature > warning limit................................................................5

553 L3A TMP: Inverter B module temperature < low limit.......................................................64

50 Disassembly and assembly

Removal and installation of parking brake .............................................................................. 35

Removal and installation of dump body ....................................................................................3

90 Digrams and drawings

Electrical circuit diagram - legend .................................................................................. Sheet 2

Electrical circuit diagram - A100 SIBAS® 32 circuits, L123 output pulse

960E Dump truck

DUMP TRUCK 1SHOP MANUAL

Machine model Serial number

00 Index and foreword

NON-OEM PARTS IN CRITICAL SYSTEMS

Replacement parts manufactured and supplied by unauthorized sources may not be

Foreword A product identification plate is located on the frame

How to read the shop manual

Composition of shop manual

00. Index and foreword

10. Structure, function and maintenance standard

20. Standard value table

30. Testing and adjusting

50. Disassembly and assembly

90. Diagrams and drawings

Revision and distribution

This “ALERT” symbol is used with the signal words,