Maintenance Manual

THDC / THDCP - 954 / 955 / 974

DEATH OR SERIOUS INJURY MAY RESULT FROM IMPROPER
OPERATION OF THIS MACHINE

D OPERATOR MUST BE TRAINED AND KNOWLEDGEABLE OF

THE OPERATOR’S GUIDE, SAFETY MANUAL, AND OSHA
STANDARD SECTION 29 CFR 1910.178 FOR POWERED
INDUSTRIAL TRUCKS.
D CAPACITY IS WITH MAST IN VERTICAL POSITION AND
LOAD RETRACTED.
D CAPACITY GREATLY DECREASES WITH TILTING, HIGH
LOAD LIFTING, ACCELERATION, BRAKING, SHARP
TURNING, HIGH WIND VELOCITY, AND POOR YARD
CONDITIONS.
D TILT (MAST AND LOAD OUT) ONLY WHEN LOAD IS OVER
A STACK.
D VISIBILITY MAY BE IMPAIRED BY STRUCTURAL
DESIGN. (ALWAYS LOOK IN DIRECTION OF TRAVEL;
DO NOT RELY ON MIRRORS.)
D DO NOT OPERATE WITH BYSTANDERS PRESENT.
D ALWAYS TRAVEL WITH LOAD IN LOWEST POSSIBLE
POSITION THAT ALLOWS GOOD VISIBILITY.
D ALWAYS WEAR SEAT BELT WHILE MACHINE IS IN
OPERATION.
D DO NOT ATTEMPT TO JUMP FROM MACHINE IN EVENT OF
TIP OVER. REMAIN SEATED WITH SEAT BELT FASTENED.

TAYLOR MACHINE WORKS, INC.

650 NORTH CHURCH AVENUE
LOUISVILLE, MISSISSIPPI 39339-2017 3374 715

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 CAUTION
Observe The Following Precautions For Maximum Safety Of Machine Operation

1. Only trained and responsible operators shall be permitted to handle loads with this truck.
2. Operate the truck from the operator’s seat only. Do not allow riders.
3. Test hydraulic controls for proper response before using the machine.
4. Know your load. Do not attempt to lift or transport loads in excess of rated capacity.
5. When the load obstructs the view, operate the truck in the reverse range.
6. Do not stand or work under an elevated load.
7. Transport the load low and tilted back.
8. Avoid sudden stops with a load.
9. Center the load to evenly distribute the weight.
10. Back down a ramp in excess of 10 percent when loaded.
11. Do not move the truck until the air system reaches recommended pressure. Air pressure is
required for the service brakes.
12. Have defects repaired immediately. Do not operate a truck with damaged or defective sys-
tems.
13. When leaving truck, lifting mechanism shall be fully lowered, controls shall be neutralized, pow-
er shut off, parking brake set, and key removed. Block wheels if on incline.
 LIMITED WARRANTY

Products manufactured by Taylor Machine Works, Inc. (“Taylor”) and sold are warranted by Taylor to be free from
defects in material and workmanship, under normal use and service, when Taylor products are operated at or
below rated capacity* in accordance with operating instructions.
This warranty is limited to repair or replacement, (as Taylor may elect, and at an establishment authorized by
Taylor) of such parts as shall appear to Taylor upon inspection to have been defective in material or
workmanship.
This warranty period shall begin on the delivery date of the product to the Purchaser and end on the earlier of
twelve (12) months or two thousand (2000) hours. During the first six (6) months or one thousand (1000) hours,
Taylor will provide genuine Taylor parts, labor, and travel time to replace or repair any part furnished by Taylor and
found to be defective in material and workmanship. If a defect in material and workmanship is found during the
first six (6) months and/or one thousand (1000) hours whichever occurs first of the warranty period, Taylor will
replace lubricating oil, filters, antifreeze, and other service items made unusable by the defect. In the second six
(6) months and/or second one thousand (1000) hours after the delivery date of the truck, Taylor will approve parts
only. Only genuine Taylor parts provided by Taylor’s Sudden Service, Inc. will be used during the warranty period.

THE FOLLOWING ITEMS ARE NOT COVERED BY THIS WARRANTY:

1. Normal maintenance services and parts or supplies used therein including, without limitation, en-
gine tune-up, wheel alignment, brake and linkage adjustment, lubrication services, tightening and
adjusting such as bolts, screws, hoses, fittings, etc., replacement of fuses, bulbs, filters, tune-up
parts, fluids and brake and clutch linings, glass; shop supplies such as rags, oil dry, hand soaps,
degreasers, cleaning solutions including brake clean, etc.; and adjustments which are a part of
the required or recommended predelivery inspection and periodic inspections in accordance with
Operator’s Manual. Electrical components including wiring will be excluded after the first six (6)
months or one thousand (1000) hours whichever occurs first.
2. Normal deterioration of appearance due to use and exposure; or conditions resulting from mis-
use, negligence, or accident.
3. Any product on which any of the required or recommended periodic inspections or services have
not been made.
4. Any parts or accessories, installed on the product which were not manufactured or installed by
Taylor whether or not such parts or accessories were selected, recommended or installed by Tay-
lor (including without limitation, engines, tires, batteries, air conditioners, air dryers, etc.). Such
parts or accessories shall be covered by the warranties given by the manufacturers thereof and
any claim thereof shall be made to such manufacturers.
5. Loss of time, inconvenience, loss of equipment use, other consequential damages or other mat-
ters not specifically included.
Taylor parts and assemblies which are furnished and installed under this warranty are themselves within
the coverage of the machine warranty and are covered only for the duration of the original machine
warranty period.
NOTE: All International warranty parts shipments are F.O.B. point of debarkation, duties, tariffs, or local
taxes excluded.
This warranty is expressly in lieu of any other warranties, expressed or implied, including any warranty of
merchantability or fitness for a particular purpose.
Replacement parts are warranted for ninety (90) days to be free from defects in material or workmanship. Parts
only, no labor.
Taylor Machine Works, Inc. does not authorize any person to create (for Taylor) any other obligation or liability in
connection with Taylor products.
*For example, a machine rated capacity at any stipulated load center is the rated lift capacity at less than
load center. That is, a machine rated at 20,000 pounds at 24-inch load center connotes 20,000 pounds
is the maximum lift capacity even though the load center may be less than 24-inches. Subjecting Taylor
products to conditions or loads exceeding those stipulated is justification for immediate cancellation of
warranty for products involved.

TAYLOR MACHINE WORKS, INC.

650 North Church Avenue
Louisville, Mississippi 39339
(662) 773-3421 / Fax 662-773-9146
TMW-057-3 (7/99)
 Introduction

This manual is to be used as a guide for lubrication and maintenance as well as general equipment care.
A separate section is provided to discuss each major component or system. This method of presenting
the maintenance instructions enables Taylor Machine Works, Inc. to assemble a maintenance manual with
explicit instructions on the exact equipment installed on the machine.
No single rule in the booklet can be followed to the exclusion of others. Each rule must be considered in
light of the other rules, the knowledge and training of the man (operator), the limitations of the machine,
and the workplace environment.
Warnings and cautions are included to reduce the probability of personal injury, when performing mainte-
nance procedures which if improperly performed could be potentially hazardous. Failure to comply with
these warnings and cautions can result in serious injury and possible death.
All circumstances and conditions under which service will be performed cannot be anticipated. Do not
perform any service if you are unsure that it can be done safely. Contact your Taylor Dealer or Taylor
Machine Works, Inc. if you have questions about the proper service techniques.

WARNING: Operating this powered industrial truck when it is in need of repair can result in
death or serious injury to the operator or other personnel or cause severe property damage.
Machine checks must be performed daily:
1. before the machine is placed in service,
2. by qualified, trained, and skilled personnel who have proper tools and knowledge, and
3. in accordance with the Operator’s Guide, Maintenance Manual and Safety Check booklet.

Maintenance Manual

Operators Guide

! .
! .

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

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

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

THDC-954
THDC - 955
/ THDCP (6/99)
- 954 / 955 / 974 (Rev. 06/03) Intro
 WARNING: Use only genuine Taylor replacement parts. Lesser quality parts may fail,
resulting in property damage, personal injury or death.
Maintenance and / or service personnel who find it necessary to operate this machine, even for a short
period of time, must fully understand all operational literature including:
• OSHA operating rules found in 29 CFR 1910.178; Appendix A in Safety Check
• ANSI B56.1 rules for operating a powered industrial truck; Appendix B in Safety Check
• The Operator’s Guide for the machine
• The manufacturer’s Safety Booklet
• The manufacturer’s Safety Video
• The manufacturer’s Service Bulletins
• The content and meaning of all machine decals

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

Intro THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)


Safety First
Important Safety Instructions
Observe these rules. They are recognized as
practices that reduce the risk of injury to yourself
and others, or damage to the container handling
truck or load.
This manual contains maintenance and service
procedures for filling, lubricating, removing, repair-
ing, and installing various components comprising
a container handling truck. Because of the size
and weight of the container handling truck, and
high pressures in some of the components and
systems, improperly performing service on the
truck can be dangerous.
Warnings and cautions are included to reduce the
probability of personal injury, when performing
maintenance procedures which if improperly
performed could be potentially hazardous. Failure
to comply with these warnings and cautions can
result in serious injury and possible death.
No single rule in the booklet can be followed to
the exclusion of others. Each rule must be con-
sidered in light of the other rules, the knowledge
and training of the man (operator / maintenance),
the limitations of the machine, and the workplace
environment.
Report all mechanical problems to mechanics and
supervisors.
Proper Training:
Taylor Machine Works, Inc. publishes Safety
Check, TMW-072 a booklet citing some safety
precautions to observe during lift truck operation.
One copy is shipped with each lift truck; additional
copies are available at a nominal fee from the
authorized Taylor dealer from which the equip-
ment was initially purchased.
Minimum Required Personnel Safety Equipment
1. Hard Hat
2. Safety Shoes
3. Safety Glasses
4. Heavy Gloves
5. Hearing Protection
6. Reflective Clothing
Failure to follow the safety precautions outlined in
this manual can create a dangerous situation.
Some of the common ways this can occur are as
follows:
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Safety
1. Use of hoisting devices not capable of
supporting the weight of the component being
lifted.
2. Improper attachment of slings to heavy
components being hoisted.
3. Use of inadequate or rotten timbers for sup-
port or improper alignment of supporting
material.
4. Failure to securely block the wheels, when dis-
connecting or removing components that hold
the container handling truck stationary under
normal conditions.
5. Failure to read and understand the safety pre-
cautions in this manual.
WARNING: Know how to avoid accidents
such as those described in the Maintenance /
Service Accidents Section of Safety Check:
Some Maintenance / Servicing Accidents
Listed below:
1. Improperly refueling the truck.
2. Improperly checking for hydraulic leaks or
diesel fuel leaks.
3. Improperly checking the engine cooling
system.
4. Improperly checking battery fluid levels or
“jump” starting engines.
5. Putting air in a multi-piece tire and rim assem-
bly without proper tools and training.
6. Attempting to service a multi-piece tire and rim
assembly without proper tools and training.
7. Using an improperly suited chain while
performing maintenance.
8. Using the container handling truck hydraulic
system as a substitute for a fixed stand.
9. Relying on jacks or hoists to support heavy
loads.
10. Operating a truck that is damaged or in need
of repair.
11. Climbing on the mast of a forklift, on the top of
the cab, or other high places on the container
handling truck.
12. Operating a container handling truck which
has been modified without the manufacturer’s
approval. This includes the attachment, coun-
terweight, tires, etc.
Safety-1
13. Lifting people with a forklift not properly
equipped for elevating personnel.
14. Improperly using chains.
15. Improperly blocking and supporting mast, car-
riage, or attachment before repairing truck.
Maintenance / Service Personnel:
1. Keep the truck clean, free of oil, grease and
fuel.
2. Steam clean / wash the truck prior to perform-
ing maintenance. Wear anti-slip footwear
when performing maintenance procedures.
3. Use OSHA approved ladders and other proper
cleaning accessories to access hard to reach
maintenance places.
4. Keep gratings free of ice, dirt and gravel.
5. Regularly inspect and replace anti-slip mastic
on the vehicle as needed.
6. Ensure all safety decals are in place on the
vehicle.
WARNING: Remove all rings, watches,
chains, other jewelry, and all loose clothing
before working around moving parts!
WARNING: Do not operate the vehicle or
attempt to perform maintenance on the vehicle
while under the influence of alcohol, drugs, or
any other medications or substances that slow
reflexes, alter safe judgement, or cause drows-
iness.
WARNING: Never park the container
handling truck on an incline. Always park the
container handling truck on a level surface;
otherwise, the lift truck could possibly roll
resulting in possible injury to personnel or
damage to the truck or other property.
WARNING: Maintenance and service
personnel should never operate this lift truck
unless they are thoroughly familiar with Safety
Check, TMW-072 and the Operator’s Guide for
this lift truck.
WARNING: Electrical, mechanical, and
hydraulic safety devices have been installed
on this container handling truck to help protect
against personal injury and / or damage to
Safety-2
equipment. Under no circumstances should
any attempt be made to disconnect or in any
way render any of these devices inoperable. If
you discover that any safety device is mal-
functioning, Do Not operate the truck; notify
appropriate maintenance personnel immedi-
ately.
WARNING: Use only genuine Taylor
replacement parts. Lesser quality parts may
fail, resulting in property damage, personal
injury or death.
WARNING: Keep all hydraulic com-
ponents in good repair.
WARNING: Relieve pressure on the
hydraulic system before repairing or adjusting
or disconnecting.
WARNING: Wear proper hand and eye
protection when searching for leaks. Use wood
or cardboard instead of hands.
WARNING: Under no circumstances,
without prior written approval from Taylor
Machine Works, Inc. Engineering Department,
should the container handling truck be modi-
fied, i.e. adding of additional counterweights.
As per OSHA 29 CFR1910.178 (a) (4).
Container Handling Truck Lock-out / Tag-out:
The engine should be locked-out / tagged-out to
prevent it from being inadvertently started before
performing maintenance or repairs. The battery
should be locked-out / tagged-out to prevent acci-
dental activation of the starter and possible start-
ing the engine. Refer to Lock-Out / Tag-Out Pro-
cedure in the back of this section for the
procedures to be followed to perform lock-out /
tag-out.
WARNING: Turn the engine off and
remove the ignition key before entering the tire
pivot area to prevent death or serious injury
from pivoting tires.
WARNING: Deflate tires before removing
(the tires). Always remove the valve core and
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
exhaust all air from a single tire and both tires
of a dual assembly prior to removing any rim
components or wheel components such as
nuts and rim clamps. Run a piece of wire
through the valve stem to make sure the valve
stem is not damaged or plugged and all air is
exhausted.
WARNING: Serious falls and injuries can
result from improper mounting or dismounting
of the container handling truck.
Mounting and Dismounting:
1. Face the container handling truck when get-
ting on or off the truck.
2. One hand and two feet or two hands and one
foot must be in contact with the truck at all
times (3 point contact).
3. Use handrails and other grab points.
WARNING: Do not start the engine if the
ignition switch, or engine control panel has
been locked-out / tagged-out by maintenance
personnel. Doing so can result in personal
injury and / or damage to the equipment. If in
doubt, contact the maintenance supervisor.
WARNING: If maintenance requires run-
ning the engine indoors, ensure the room has
adequate flow-through ventilation!
WARNING: Never operate the container
handling truck without proper instruction.
Ignorance of operational characteristics and
limitations can lead to equipment damage,
personal injury, or death.
WARNING: Do not operate the container
handling truck without the seat belt properly
and securely fastened.
WARNING: Operating instructions, warn-
ings, and caution labels are placed on the con-
tainer handling truck to alert personnel to dan-
gers and to advise personnel of proper
operating procedures (of the lift truck). Do not
remove or obscure any warning, caution, dan-
ger, or instructional sign or label.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Traveling:
Start, stop, change direction and travel smoothly.
Slow down while turning.
Obstructions And Clearances:
Watch end clearances and overhead obstructions.
WARNING: Do not release the parking
brake or attempt to move the container han-
dling truck if the air pressure gauge indicates
that the air pressure is below 100 psi.
WARNING: Make sure all ground person-
nel know the rules and responsibilities set by
your employer. Make sure they know what you
are going to do and be sure they are clear of
the area before you move the container han-
dling truck.
WARNING: Cameras are not substitutes
for looking in the direction of and keeping a
clear view of the path of travel. Never use
them as substitutes, Always look in the path of
travel.
WARNING: Total reliance on electrical
aids can be dangerous. The responsibility for
safe operation of the container handling truck
shall remain with the operator who shall
ensure that all warning and instructions pro-
vided are fully understood and observed.
WARNING: Do not operate the container
handling truck until both forward and reverse
travel paths are clear. Do not operate the truck
with bystanders present.
WARNING: Do not move the container
handling truck until the surrounding area has
been checked and is clear of personnel and
obstructions.
WARNING: Always look in the direction
of travel and keep a clear view of the path of
travel; slow down and sound the horn at cross
aisles and other locations where vision may be
obscured.
Safety-3
 WARNING: This equipment is not electri-
cally insulated. Contact with electricity can
cause severe injury or death. Electrocution
can occur without direct contact. Do not oper-
ate this container handling truck in areas with
energized power lines or a power supply.
Check local, state and federal safety codes for
proper clearance. Use a groundman to ensure
that there is proper clearance.
WARNING: Do not allow anyone on the
container handling truck during operation.
WARNING: Do not move the container
handling truck onto a surface or area that has
not been approved for container handling
truck operation. The container handling truck
is heavy and could possibly break through an
insufficient surface and cause damage to the
truck or injury to personnel.
WARNING: Do not operate the container
handling truck over potholes and debris. Clear
the yard of obstructions.
WARNING: Avoid sudden starts and
stops.
WARNING: Serious falls or injuries can
result from riding on the container handling
truck! Do not ride on the container handling
truck.
Handling Loads:
WARNING: If any abnormal operating
condition occurs while operating the container
handling truck, move the truck to a safe park-
ing area, if possible; when safe to do so, shut
down the truck and notify the appropriate
maintenance personnel.
WARNING: Do not allow anyone near the
container handling truck - certainly not walk-
ing or standing under or beside the container
or lifting mechanism.
Safety-4
WARNING: Stacks of containers or mate-
rials can cause “blind spots” for the operator.
It is essential, for safe operation, that the
ground crew stay clear of “blind spots” and
stay within sight of the operator at all times.
Do not allow anyone to walk in the travel aisle-
ways.
WARNING: Do not move or lift container
until all four twistlocks are fully locked (green
container light illuminated). The container
could fall from the attachment causing death
or serious injury to ground personnel or physi-
cal damage to the container, container han-
dling truck or other yard equipment.
WARNING: Do not lift a loaded container
that exceeds the rated capacity of the contain-
er handling truck. Failure to do so, may result
in death, personal injury or damage to the con-
tainer handling truck.
WARNING: Do not handle unstable
loaded containers.
If the load shifts in the container, stop the truck
immediately, lower the container and adjust the
side shift until load weight is centered and proper-
ly held. If the load shift is too great for adjustment
with side shift, lower the container and rearrange
the load before attempting to move the container.
WARNING: Never move containers over
personnel or vehicles.
WARNING: Do not back away from a
rack or stack without complete release of the
container. Failure to do so, may result in death
or serious bodily injury and property damage
caused by dropping a container on the truck, a
bystander or on the ground.
WARNING: Position the container before
traveling to eliminate interference with visibili-
ty in the direction of travel.
WARNING: Use care when traveling with
or without a container.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

WARNING: Never leave the container
handling truck with a container suspended.
The load could inadvertently lower and cause
serious injury or death.
WARNING: Be exact in load placement.
Make sure the load will not tilt, fall or slide out
of position when released. Personal injury or
equipment damage can result from unstable
placement of loads.
WARNING: Do not unlatch a container
until you, the operator, have determined that it
is safe to do so. Never unlatch a container
that is not positioned securely; the container
could shift or fall.
WARNING: Do not back away from a
rack or stack with a container until it is clear of
the container below it. Failure to do so, may
result in death or serious bodily injury and
property damage caused by dropping a con-
tainer on the truck, a bystander or on the
ground.
Battery Safety:
WARNING: Lighted smoking materials,
flames, arcs, or sparks may result in battery
explosion.
1. Keep all metal tools away from battery termi-
nals.
2. Batteries contain sulfuric acid which will burn
skin on contact; wear rubber gloves and eye
protection when working with batteries.
3. Flush eyes or wash skin with water and seek
medical attention immediately in case of
contact.
4. When jump starting:
a. Do not lean over the battery while making
connection.
b. First, connect the positive (+) terminal of
the booster battery to the positive (+)
terminal of the discharged battery.
c. Then, connect the negative (-) terminal of
the booster battery to the engine or body
ground (-). Never Cross Polarity of
Terminals.
d. Disconnect cables in exact reverse order.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Lock-Out / Tag-Out Procedure
Purpose. This procedure establishes the mini-
mum requirements for lock-out / tag-out of energy
sources that could cause injury to personnel. All
employees shall comply with the procedure.
Responsibility. The responsibility for seeing that
this procedure is followed is binding upon all
employees. All employees shall be instructed in
the safety significance of the lock-out / tag-out
procedure by (designated individual). Each new
or transferred affected employee shall be
instructed by (designated individuals) in the pur-
pose and use of the lock-out / tag-out procedure.
Preparation for Lock-Out / Tag-Out. Employees
authorized to perform lockout / tagout shall be cer-
tain as to which switch, valve, or other energy iso-
lating devices apply to the equipment being
locked out / tagged out. More than one energy
source (electrical, mechanical, or others) may be
involved. Any questionable identification of
sources shall be cleared by the employees with
their supervisors. Before lock-out / tag-out com-
mences, job authorization should be obtained.
Sequence of Lock-Out / Tag-Out Procedure
1. Notify all affected employees that a lock-out /
tag-out is required and the reason therefor.
2. If the equipment is operating, shut it down by
the normal stopping procedure.
3. Operate the switch, valve, or other energy iso-
lating device so that the energy source(s)
(electrical, mechanical, hydraulic, etc.) is dis-
connected or isolated from the equipment.
Stored energy, such as that in capacitors,
springs, elevated crane members, rotating fly-
wheels, hydraulic systems, and air, gas,
steam, or water pressure, etc. must also be
dissipated or restrained by methods such as
grounding, repositioning, blocking, bleeding-
down, etc.
4. Lock-out / tag-out the energy isolating devices
with an assigned individual lock / tag.
5. After ensuring that no personnel are exposed
and as a check on having disconnected the
energy sources, operate the push button or
other normal operating controls to make cer-
tain the equipment will not operate.
CAUTION: Return operating controls to
neutral after the test.
Safety-5
6. The equipment is now locked out / tagged out.
Restoring Equipment to Service
1. When the job is complete and equipment is
ready for testing or normal service, check the
equipment area to see that no one is exposed.
2. When equipment is all clear, remove all locks /
tags. The energy isolating devices may be
operated to restore energy to equipment.
Procedure Involving More Than One Person.
In the preceding steps, if more than one individual
is required to lock-out / tag-out equipment, each
shall place his own personal lock / tag on the
energy isolating device(s). One designated indi-
vidual of a work crew or a supervisor, with the
knowledge of the crew, may lock-out / tag-out
equipment for the whole crew. In such cases, it
shall be the responsibility of the individual to carry
out all steps of the lock-out / tag-out procedure
and inform the crew when it is safe to work on the
equipment. Additionally, the designated individual
shall not remove a crew lock / tag until it has been
verified that all individuals are clear.
Rules for Using Lock-Out / Tag-Out Procedure.
All equipment shall be locked out / tagged out to
protect against accidental or inadvertent operation
when such operation could cause injury to person-
nel. Do not attempt to operate any switch, valve,
or other energy isolating device bearing a lock /
tag.

Safety-6 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Major Components Locations

ATTACHMENT MAST
(Section 29) (Section 27)

LIFT CYLINDER
(Section 22)

TILT CYLINDER
(Section 22)

CAB
(Section 20)

STEER AXLE
(Section 13)

FUEL TANK
(Section 2)

HYDRAULIC TANK RADIATOR

(Section 22) (Section 5)

ENGINE
(Section 1)

TRANSMISSION
(Section 9)
DRIVE AXLE
(Section 14) DRIVE SHAFT
(Section 11)

NOTE: All circuit drawings illustrate the components in de-energized states. Circuit drawings and
illustrations are drawn in the position of the operator facing forward, looking toward the mast
assembly.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

1-2 (Rev. 11/94)
 Contents

Maintenance Manual

Section

Introduction

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

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

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

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

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

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

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

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

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

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

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

Drive Axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

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

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

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

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

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

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

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

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

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

Cab Tilt System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22D

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

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

Container Attachment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

Appendices

OIL
FILTER
ELEMENT
WASHER
DRAIN PLUG
Illustration 1-1. Cummins QSM11-C330 Engine Service Points
Introduction. This engine is pressure lubricated,
generating 330 horsepower at 2100 governed rpm
and delivering 1170 ft-lbs of peak torque at 1400
rpm. Oil pressure is supplied by a gear-type lubri-
cating oil pump and controlled by a pressure regu-
lator. The filter bypass valve ensures that a sup-
ply of oil, in the event the filter becomes plugged,
is present. One full flow oil filter is incorporated in
the lubricating system to provide maximum
cleansing and filtration of the engine lubricating
oil. If additional engine information is needed,
refer to the engine operation and maintenance
manual supplied with the truck.
Checking the Lubricating Oil (Illustration 1-1).
The engine lubricating oil should be checked daily
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Section 1
Engine
OIL
DIPSTICK
OIL
FILLER
CAP
on the oil dipstick to ensure the engine has the
proper amount of oil for operation.
Changing the Oil and Filter Element (Illustration
1-1). The engine lubricating oil should be
changed monthly or every 250 hours, whichever
comes first. The oil filter should be replaced each
time the engine oil is changed. Refer to the Fuel
and Lubricant Specifications chart in the back
of this manual for the proper grade of oil to use.
WARNINGS:
S Park machine on a level surface, apply
parking brake, block wheels and Lock Out &
Tag Out while servicing machine.
1-1
S Avoid touching exhaust components while
changing the oil for severe burns could
occur.
S Some state and federal agencies in the
United States have determined that used
engine oil can be carcinogenic and can
cause reproductive toxicity. Avoid inhala-
tion of vapors, ingestion and prolonged
contact with used engine oil.
CAUTIONS:
S Dispose of oil and filter in accordance with
federal and local regulations.
S Do not use a strap wrench to tighten the oil
filter. Mechanical over-tightening may
distort the threads or damage the filter
gasket.
S Never operate the engine with the oil level
below the ADD mark or above the FULL mark
on the oil dipstick.
S Do not use excessive amounts of starting
fluid when starting the engine. The use of
too much starting fluid will cause engine
damage.
1. Operate the engine until the water tempera-
ture reaches 140˚F and then shut off the
engine.
2. Place a suitable container under the drain plug
of the oil pan. Remove the drain plug and
washer to drain the oil. Replace washer if
damaged.
3. When the oil has completely drained, reinstall
the washer and drain plug. Apply a torque of
65 ft-lbs of torque to tighten the drain plug.
4. Unscrew the spin-off type oil filter (see
Illustration 1-1). It should be possible to
unscrew the oil filter by hand; however, a band
type filter wrench may be used if necessary.
Discard the used oil filter.
5. Clean the area on the filter base that will con-
tact the gasket on the new oil filter.
6. Fill the new filter with clean engine oil
before installation.
7. Apply a light film of engine oil on the gasket of
the new filter. Screw the new filter onto the
filter base until the gasket comes in contact
with the filter base and then tighten filter 1/2 to
3/4 turn by hand only.
1-2
8. Remove the oil fill cap and fill crankcase with
oil to the FULL mark on the oil dipstick (see
Illustration 1-1).
9. Start the engine and allow to idle. Visually
check the drain plug and oil filter for leaks.
10. Shut down the engine and wait approximately
5 minutes for the oil to drain back into the oil
pan. When the engine has cooled, recheck
the oil level and add oil as necessary to bring
the oil level to the FULL mark on the oil dip-
stick.
Illustration 1-2. Drive Belt Inspection
Drive Belts (Illustration 1-2). Visually inspect the
drive belts daily. Check the belt for intersecting
cracks. Transverse cracks (across the belt width)
are acceptable. Longitudinal cracks (direction of
belt length) that intersect with transverse cracks
are not acceptable. Replace the belt if belt is
frayed or has pieces of material missing. Adjust
drive belts that have a glazed or shiny surface
which indicates belt slippage. Correctly installed
and tensioned belts will show even pulley and belt
wear. After installation of a new belt, check the
tension and adjust if necessary.
Belt damage can be caused by:
S Incorrect tension
S Incorrect size or length
S Pulley misalignment
S Incorrect installation
S Severe operating environment
S Oil or grease on the belts
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 ered used if it has been in operation for 10 min-
utes or longer. If the used belt tension is less than
the minimum tension value, tighten the belt to the
maximum tension value. To obtain the proper belt
tension value, use an appropriate belt tension
gauge. Perform the following procedures to
adjust the tension of the belt.

CAUTION: Do not adjust belt tension to

the maximum value with the adjusting screw.
Belt tension can increase when the locknut is
tightened and cause reduced belt and bearing
life.
1. Loosen the idler pulley shaft locknut.
2. Adjust the belt to the correct tension by turning
the adjusting screw clockwise until the proper
belt tension is obtained (see Caution above).
3. Tighten the idler pulley shaft locknut to a
torque value of 140 ft-lbs (190 N⋅m).
4. Check the belt tension again to make sure the
belt is adjusted to the correct value.
Alternator Drive Belt Tension (Illustration 1-4).
The tension of the alternator drive belt should be
60 - 120 ft-lbs (270 - 530 N⋅m) for a used belt and
Illustration 1-3. Fan Drive Belt
150 ft-lbs (670 N⋅m) for a new belt. A belt is con-
sidered used if it has been in operation for 10 min-
ADJUSTMENT utes or longer. If the used belt tension is less than
LINK LOCKING the minimum tension value, tighten the belt to the
CAPSCREW maximum tension value. To obtain the proper belt
ADJUSTING
SCREW LOCKNUT tension value, use an appropriate belt tension
gauge. Perform the following procedures to
adjust the tension of the belt:
1. Loosen the adjusting screw locknut.
2. Loosen the adjustment link locking capscrew.
3. Loosen the pivot capscrew and nut.
4. Adjust the belt to the correct tension by turning
the adjusting screw clockwise until the proper
belt tension is obtained.
5. Tighten the adjusting screw locknut against
PIVOT CAPSCREW the retainer.
AND NUT
6. Tighten the adjustment link locking capscrew
Illustration 1-4. Alternator Drive Belt to a torque value of 60 ft-lbs (80 N⋅m).

Fan Drive Belt Tension (Illustration 1-3). The 7. Tighten the pivot capscrew and nut to a torque
tension of the fan drive belt should be 200 - 240 value of 35 ft-lbs (47 N⋅m).
ft-lbs (890 - 1070 N⋅m) for a used belt and 300 Engine Cleaning. The engine must be steam
ft-lbs (1330 N⋅m) for a new belt. A belt is consid- cleaned every 6 months or 1500 hours, whichever

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 1-3

comes first. If steam is not available, use a sol-
vent to wash the engine. When cleaning the
engine, protect all electrical components, open-
ings and wiring from the full force of the cleaner
spray nozzle.
WARNING: When using a steam cleaner,
wear protective clothing and safety glasses or
a face shield. Hot steam will cause serious
personal injury.
Checking Engine Mounting Bolts. The engine
mounting bolts should be checked for the
appropriate torque every 6 months or 1500 hours,
whichever comes first. The torque value of the
engine mounting bolts is 380 ft-lbs. Inspect the
rubber mounts for deterioration and age harden-
ing. Replace any broken or lost bolts and dam-
aged rubber mounts.
Cummins QSM11-C330 Engine General Infor-
mation
Oil Pressure (normal) 28 - 35 psi
Oil Capacity
39.2 quarts
(includes filter change)
High RPMs (no load) 2250 rpm
Low RPMs 750 rpm
NOTES:
S Setting high rpms under no load conditions to
2250 rpm ensures that the engine will have
2100 rpms under a loaded condition.
S Some special applications may use engine
speed settings that are different from the stan-
dards shown. The proper settings are perma-
nently stamped on a metal tag affixed to the
engine.
Calibration Of Electronic Accelerator Pedal To
ECM Of Engine. The Cummins QSM11 engine
uses an electronic accelerator to control engine
speed. Each time the accelerator pedal is
changed, disconnected and the ignition switch is
turned on, or ECM (Electronic Control Module) is
changed out, the accelerator pedal must be cali-
brated to the ECM. Calibration procedures are as
follows:
1. Apply the parking brake, place the shifter in
neutral, and turn the ignition switch to the Igni-
1-4
tion position (first click).
2. Cycle the accelerator pedal through its full
range of travel three times.
3. Turn the ignition switch to the Off position for
30 seconds.
Diagnostic Lights (Illustration 1-5). The diagnos-
tic lights, located on the right side of the dash, are
used to alert the operator of engine related prob-
lems. At initial power up, all 3 lights will be illumi-
nated for 2 seconds. After 2 seconds, the red
light will turn off. After 2.5 seconds, the yellow
light will turn off. After 3 seconds from power up,
the blue light will turn off. Each light’s function is
listed as follows:
1. Blue Light. This light will begin to flash at
approximately 230 hours, indicating routine
maintenance is forthcoming. This light illumi-
nates at approximately 250 hours when rou-
tine maintenance is required. To reset this
light, perform the following procedures to reset
the blue light:
a. Toggle the diagnostic switch (located
inside the dash on the right side) to the ON
position.
b. Turn the ignition key to its accessory posi-
tion (first click).
c. Allow all the diagnostic lights to complete
the flash sequences prior to starting proce-
dure 4.
d. Fully depress the accelerator pedal and
hold for more than 3 seconds.
e. Fully depress the accelerator pedal twice
(each time less than 1 second).
f. Fully depress the accelerator pedal and
hold for more than 3 seconds.
NOTE: Procedures d. through f. must be com-
pleted within 30 seconds.
g. The blue light will flash three quick flashes
signifying that the ECM has responded to
the reset command.
h. Toggle the diagnostic switch to the OFF
position.
i. Turn the ignition switch to the OFF posi-
tion. Allow the ignition switch to remain off
for a minimum of 30 seconds before turn-
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 ing the ignition switch back on to confirm
that the blue light has been reset.
2. Yellow Light (System Fault). This light illumi-
nates during a non-fatal system error. The
engine can still be run, but the fault should be
corrected as soon as possible.
NOTE: In the diagnostic mode, the yellow light
will flash after the red light completes the three-
digit fault code.
3. Red Light (Engine Shutting Down). This light
illuminates when the engine needs to be shut
off before permanent damage occurs to the
engine. Should the red light illuminate while
operating, the fault can be engine disabling
after approximately 32 seconds. Should the
engine shut down due to the severity of the
fault, it can be restarted and will run for
approximately 32 seconds. The engine will
run for approximately 32 seconds each time it
is restarted. There are no limits on the num-
ber of times the engine may be restarted.
NOTES:
S The engine should be shut off as soon as it
can be shut off safely. The engine should not
be run until the fault is corrected.
S This light is also used to flash out the fault
code number in the diagnostic mode.
BLUE YELLOW RED
LIGHT LIGHT LIGHT
Illustration 1-5. Diagnostic Lights
Diagnostic Fault Codes (Illustration 1-5). If the
red light (Engine Shutting Down) or yellow light
(System Fault) light comes on when the engine is
running, it means a fault code has been recorded.
The light will remain on as long as the fault exists.
The severity of the fault will determine the light
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
that will come on. Only active fault codes can be
viewed by use of the diagnostic lights. To view
inactive fault codes, a laptop computer equipped
with Cummins Insite software is required.
To view active fault codes, perform the following:
1. Turn off the engine.
2. Toggle the diagnostic switch (located inside
the dash on the right side) to the ON position.
3. Turn the ignition key to its accessory position
(first click). If no active fault codes are record-
ed, the yellow light (System Fault) and red
light (Engine Shutting Down) will illuminate
and stay on. If active fault codes are record-
ed, the yellow light and red light will illuminate
momentarily, and then the red light will begin
to flash the three-digit code of the recorded
fault(s).
4. The fault code will flash in the following
sequence:
a. First, the yellow light will flash beginning
the sequence. There will be a short 1 or 2
second pause after which the red light will
flash the first, second, and third digits of
the recorded fault code. There will be a 1
or 2 second pause between each number
of the code. When all three digits of the
fault code have flashed, the yellow light will
illuminate again and repeat the sequence
until the fault is cleared or the Diagnostic
switch is toggled to the OFF position.
Example:
Fault Code 432
4 flashes, pause
3 flashes, pause
2 flashes
b. If multiple fault codes have been stored,
the first fault code must be cleared before
the second fault code can be displayed.
Fault Code Information. All fault codes identified
in bold print on the preceding fault code informa-
tion chart deal with engine and transmission
protection systems external to the Cummins
QSM11 engine. Fault code #151 can be caused
by both engine and external components.
Contact Taylor Machine Works Sudden Service
Department for additional assistance if needed.
1-5
QSM11 Fault Code Information
Fault Code - Light Failure Description Failure Results
111 - Red Error internal to the ECM related to memory The engine will not start.
hardware failures or internal ECM voltage sup-
ply circuits.
115 - Red No engine speed signal detected at both The engine will die and will not start.
engine position sensor circuits.
121 - Yellow No engine speed signal detected from one of None on performance.
the engine position sensor circuits.
122 - Yellow High voltage detected on the intake manifold Derate in power output of the engine.
pressure circuit.
123 - Yellow Low voltage detected on the intake manifold Derate in power output of the engine.
pressure circuit.
131 - Red High voltage detected at the throttle position Severe derate (power and speed). Limp home
signal circuit. power only.
132 - Red Low voltage detected at the throttle position Severe derate (power and speed). Limp home
signal circuit. power only.
133 - Red High voltage detected at the remote throttle None on performance if remote throttle is not
position signal circuit. used.
134 - Red Low voltage detected at the remote throttle None on performance if remote throttle is not
position signal circuit. used.
135 - Yellow High voltage detected at the oil pressure cir- No engine protection for oil pressure.
cuit.
141 - Yellow Low voltage detected at the oil pressure cir- No engine protection for oil pressure.
cuit.
143 - Yellow Oil pressure signal indicates oil pressure is Progressive power and speed derate with
below the low oil pressure engine protection increasing time after alert. Engine will shut
limit. down 30 seconds after red light starts flashing.
144 - Yellow High voltage detected at the coolant tempera- Possible white smoke. Fan will stay on if con-
ture circuit. trolled by the electronic control module (ECM).
No engine protection for coolant temperature.
145 - Yellow Low voltage detected at the coolant tempera- Possible white smoke. Fan will stay on if con-
ture circuit. trolled by the electronic control module (ECM).
No engine protection for coolant temperature.
147 - Red A frequency of less than 100 Hz was detected Calibration dependent power and speed
at the frequency throttle signal pin of the derate.
actuator harness connector at the ECM.
148 - Red A frequency of more than 100 Hz was Calibration dependent power and speed
detected at the frequency throttle signal pin of derate.
the actuator harness connector at the ECM.
151 - Red Coolant temperature signal indicates coolant Progressive power derate with increasing time
temperature is above 104_C (220_F). after alert. Engine will shut down 30 seconds
after red light starts flashing.
153 - Yellow High voltage detected at the intake manifold Possible white smoke. Fan will stay on if con-
temperature circuit. trolled by the electronic control module (ECM).
No engine protection for coolant temperature.
154 - Yellow Low voltage detected at the intake manifold Possible white smoke. Fan will stay on if con-
temperature circuit. trolled by the electronic control module (ECM).
No engine protection for coolant temperature.

1-6 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Fault Code - Light Failure Description
155 - Red Intake manifold temperature signal indicates
temperature is above 87.8_C (190_F).
187 - Yellow Low voltage detected on the ECM voltage
supply line to some sensors (VSEN2 supply).
211 - None Additional OEM or Vehicle diagnostic codes
have been logged. Check other ECM’s for
diagnostic codes.
212 - Yellow High voltage detected at the oil temperature
circuit.
213 - Yellow Low voltage detected at the oil temperature
circuit.
214 - Red Oil temperature signal indicates oil tempera-
ture is above 123.9_C (255_F).
219 - Blue Low oil level was detected in the Centinelt
makeup oil tank.
221 - Yellow High voltage detected at the ambient air pres-
sure circuit.
222 - Yellow Low voltage detected at the ambient air pres-
sure circuit.
223 - Yellow Incorrect voltage detected at the Centinelt
actuator circuit by the ECM.
227 - Yellow High voltage detected on the ECM voltage
supply line to some sensors (VSEN2 supply).
234 - Red Engine speed signal indicates engine speed is
greater than 2730 rpm.
235 - Red Coolant level signal indicates coolant level is
below the normal range.
237 - Yellow Duty cycle of the throttle input signal to the pri-
mary or secondary engine for multiple unit
synchronization is less than 3% or more than
97%.
241 - Yellow The ECM lost the vehicle speed signal.
242 - Yellow Invalid or inappropriate vehicle speed signal
detected. Signal indicates an intermittent con-
nection or VSS tampering.
245 - Yellow Less than 6 VDC detected at fan clutch circuit
when on. Indicates an excessive current draw
from the ECM or faulty ECM output circuit.
254 - Red Less than 6 VDC detected at FSO circuit when
on. Indicates an excessive current draw from
the ECM or a faulty ECM output circuit.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Failure Results
Progressive power derate with increasing time
after alert. If Engine Protection Shutdown fea-
ture is enabled, engine will shut down 30 sec-
onds after red light starts flashing.
The engine will run derated. No engine
protection for oil pressure and coolant level.
None on engine performance.
No engine protection for oil temperature.
No engine protection for oil temperature.
Progressive power derate with increasing time
after alert. If Engine Protection Shutdown fea-
ture is enabled, engine will shut down 30 sec-
onds after red light starts flashing.
None on performance. Centinelt is deacti-
vated.
Derate in power output of the engine.
Derate in power output of the engine.
None on performance. Centinelt is deactiva-
ted.
The engine will run derated. No engine
protection for oil pressure and coolant level.
Fuel shutoff valve closes until engine speed
falls to 2184 rpm.
Engine will shut down 30 seconds after red
light starts flashing. Add coolant as required.
All engines (primary and secondary) are shut
down with increasing time after alert if hard-
coupled. Only secondary engines are shut
down with increasing time after alert if soft-
coupled.
Engine speed limited to Maximum Engine
Speed without Vehicle Speed Sensor parame-
ter value Cruise Control, Gear-Down Protec-
tion and Road Speed Governor will not work
(automotive only).
Engine speed limited to Maximum Engine
Speed without Vehicle Speed Sensor parame-
ter value Cruise Control, Gear-Down Protec-
tion and Road Speed Governor will not work
(automotive only).
Then fan may stay on at all times.
The ECM turns off the FSO supply voltage.
The engine will shut down.
1-7
 Fault Code - Light Failure Description Failure Results
255 - Yellow Externally supplied voltage detected going to None on performance. Fuel shutoff valve
the fuel shutoff solenoid supply circuit. stays open.
285 - Yellow The ECM expected information from a multi- At least one multiplexed device will not oper-
plexed device but did not receive it soon ate properly.
enough or did not receive it at all.
286 - Yellow The ECM expected information from a multi- At least one multiplexed device will not oper-
plexed device but only received a portion of ate properly.
the necessary information.
287 - Red The OEM vehicle electronic control unit The engine will only idle.
(VECU) detected a fault with its throttle pedal.
288 - Red The OEM vehicle electronic control unit The engine will not respond to the remote
(VECU) detected a fault with its remote throttle.
throttle.
293 - Yellow High voltage detected at the OEM temperature No engine protection for OEM temperature.
sensor signal pin of the 31-pin OEM connec-
tor.
294 - Yellow Low voltage detected at the OEM temperature No engine protection for OEM temperature.
sensor signal pin of the 31-pin OEM connec-
tor.
295 - Yellow An error in the ambient air pressure sensor The engine is derated to no air setting.
signal was detected by the ECM.
297 - Yellow High voltage detected at the OEM pressure No engine protection for OEM pressure.
sensor signal pin of the 31-pin OEM connec-
tor.
298 - Yellow Transmission’s temperature exceeds 245_F. Engine will shut down 30 seconds after the red
light begins flashing.
299 - Yellow Engine shutdown by device other than key- No action taken by the ECM.
switch before proper engine cool down result-
ing in filtered load factor above maximum shut-
down threshold.
311 - Yellow Current detected at No. 1 injector when the Current to the injector is shut off.
voltage is turned off.
312 - Yellow Current detected at No. 5 injector when the Current to the injector is shut off.
voltage is turned off.
313 - Yellow Current detected at No. 3 injector when the Current to the injector is shut off.
voltage is turned off.
314 - Yellow Current detected at No. 6 injector when the Current to the injector is shut off.
voltage is turned off.
315 - Yellow Current detected at No. 2 injector when the Current to the injector is shut off.
voltage is turned off.
319 - Blue Real time clock lost power. None on performance. Data in the ECM will
not have accurate time and date information.
321 - Yellow Current detected at No. 4 injector when the Current to the injector is shut off.
voltage is turned on.
322 - Yellow No current detected at No. 1 injector when the Current to the injector is shut off.
voltage is turned on.
323 - Yellow No current detected at No. 5 injector when the Current to the injector is shut off.
voltage is turned on.
324 - Yellow No current detected at No. 3 injector when the Current to the injector is shut off.
voltage is turned on.

1-8 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Fault Code - Light Failure Description
325 - Yellow No current detected at No. 6 injector when the
voltage is turned on.
331 - Yellow No current detected at No. 2 injector when the
voltage is turned on.
332 - Yellow No current detected at No. 4 injector when the
voltage is turned on.
341 - Yellow Severe loss of data from the ECM.
343 - Yellow Internal ECM error.
349 - Yellow A frequency greater than calibrated threshold
was detected at the tailshaft governor signal of
the 31-pin OEM connector.
352 - Yellow Low voltage detected on the ECM voltage
supply line to some sensors (VSEN1 supply).
386 - Yellow High voltage detected on the ECM voltage
supply line to some sensors (VSEN1 supply).
387 - Yellow High voltage detected on the ECM voltage
supply line to the throttle(s) (VTP supply).
415 - Red Oil pressure signal indicates oil pressure is
below the very low oil pressure engine protec-
tion limit.
418 - Blue Water has been detected in the fuel filter.
419 - Yellow An error in the intake manifold pressure sen-
sor signal was detected by the ECM.
422 - Yellow Voltage detected simultaneously on both the
coolant level high and low signal circuits OR
no voltage detected on both circuits.
426 - None Communication between the ECM and the
J1939 data link has been lost.
428 - Yellow High voltage detected at water-in-fuel sensor.
429 - Yellow Low voltage detected at water-in-fuel sensor.
431 - Yellow Voltage detected simultaneously on both the
idle validation off-idle and on-idle circuits.
432 - Red Voltage detected at idle validation on-idle cir-
cuit when voltage at throttle position circuit
indicates the pedal is not at idle OR voltage
detected at idle validation off-idle circuit when
voltage at throttle position circuit indicates the
pedal is at idle.
433 - Yellow Voltage signal at intake manifold pressure cir-
cuit indicates high intake manifold pressure
but other engine characteristics indicate intake
manifold pressure must be low.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Failure Results
Current to the injector is shut off.
Current to the injector is shut off.
Current to the injector is shut off.
Possible no noticeable performance effects
OR engine dying OR hard starting. Fault infor-
mation, trip information, and maintenance
monitor data may be inaccurate.
Possible none on performance or severe
derate.
Calibration dependent power and speed
derate.
The engine is derated to no air setting.
The engine is derated to no air setting.
The engine will only idle.
Progressive power derate with increasing time
from alert. Engine will shut down 30 seconds
after red light starts flashing.
Possible white smoke, loss of power, or hard
starting.
The engine is derated to no air setting.
Engine will shut down 30 seconds after red
light starts flashing. Disconnected or loose
plug at coolant sensor, defective coolant sen-
sor, or loose or broken wire between sensor
and ECM.
None on performance. J1939 devices may
not operate.
None on performance.
None on performance.
None on performance.
The engine will only idle.
Derate to no air setting.
1-9
 Fault Code - Light Failure Description
434 - Yellow Supply voltage to the ECM fell below 6.2 VDC
for a fraction of a second OR the ECM was not
allowed to power down correctly (retain battery
voltage for 30 seconds after key off).
435 - Yellow An error in the oil pressure sensor signal was
detected by the ECM.
441 - Yellow Battery voltage is below the normal operating
level.
442 - Yellow Battery voltage is above the normal operating
level.
443 - Yellow Low voltage detected on the ECM voltage
supply line to the throttle(s) (VTP supply).
489 - Yellow Auxiliary speed frequency on input pin indi-
cated that the frequency is below a calibration
dependent threshold.
527 - Yellow Less than 17.0 VDC detected at the dual out-
put A signal pin of the 31-pin OEM connector.
528 - Yellow Less than 17.0 VDC detected at the dual out-
put B signal pin of the 31-pin OEM connector.
529 - Yellow Less than 17.0 VDC detected at the dual out-
put B signal pin at the ECM.
551 - Yellow No voltage detected simultaneously on both
the idle validation off-idle and on-idle circuits.
581 - Yellow High voltage detected at the fuel inlet restric-
tion sensor signal pin.
582 - Yellow Low voltage detected at the fuel inlet restric-
tion sensor signal pin.
583 - Yellow Restriction has been detected at the fuel pump
inlet.
596 - Yellow High battery voltage detected by the battery
voltage monitor feature.
597 - Yellow ICONt has restarted the engine 3 times within
3 hours due to low battery voltage (automotive
only) OR low battery voltage detected by the
battery voltage monitor feature.
598 - Red Very low battery voltage detected by the bat-
tery voltage monitor feature.
611 - None Engine shutdown by operator before proper
engine cool down resulting in filtered load fac-
tor above maximum shutdown threshold.
951 - None A power imbalance between cylinders was
detected by the ECM.
1-10
Failure Results
Possible no noticeable performance effects
OR possibility of engine dying OR hard star-
ing. Fault information, trip information, and
maintenance monitor data may be inaccurate.
None on performance. No engine protection
for oil pressure.
Possible no noticeable performance effects
OR possibility of rough idle.
None on performance.
The engine will only idle.
The engine will only idle.
No action taken by the ECM.
No action taken by the ECM.
No action taken by the ECM.
The engine will only idle.
Fuel inlet restriction monitor deactivated.
Fuel inlet restriction monitor deactivated.
Fuel inlet restriction monitor warning is set.
Yellow light will be illuminated until high battery
voltage condition is corrected.
Yellow light will be illuminated until low battery
voltage condition is corrected. The ECM may
increase idle speed and deactivate idle decre-
ment switch if idle speedup is enabled. The
engine will run continuously if ICONt is active
(automotive only).
Red light will be illuminated until very low bat-
tery voltage condition is corrected.
No action taken by the ECM.
The engine may have rough idle or misfire.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Engine Troubleshooting (Cummins QSM11-C330)
(Illustration 1-6)
The following chart includes some of the problems 3. Has a similar trouble occurred before?
that an operator may encounter during the service 4. If the engine still runs, is it safe to continue
life of a Cummins diesel engine. Always check operation of the engine in an effort to diag-
the easiest and obvious things first, such as the nose the trouble?
master disconnect switch, the neutral start switch,
an empty fuel tank, closed fuel shut off, dead bat- Check the items most easily and inexpensively
corrected before proceeding to the more difficult,
tery or corroded terminals. Study the problem
time consuming and expensive items. After a
thoroughly before starting to work on the engine.
malfunction has been corrected, locate and cor-
Ask yourself the following questions.
rect the cause of the trouble to prevent recurrence
1. What were the warning signs preceding the of the same trouble.
trouble?
2. Has the engine been subjected to recent
repair or maintenance?
Problem Cause Correction

1. Air compressor air 1. Intake air restriction to air compres- 1. Remove restriction.
pressure rises sor is excessive.
slowly 2. Air system leaks. 2. Check for air compressor gasket,
hoses, and fitting leaks. Check for
safety pressure valve leaks. Rat-
ing must be 135 psi.
3. Carbon buildup excessive in the air 3. Check valve or cylinder head for
discharge line. carbon buildup and remove.
4. Contact a Cummins Authorized
Repair Facility.

2. Air compressor 1. Air system leaks. 1. Block the truck’s wheels. Inspect
cycles frequently the air system for leaks with the
parking brakes applied and re-
leased. Check for leaks from the
air compressor gaskets and the air
system hoses, fittings, and valves.
2. Carbon buildup is excessive in the 2. Check for air discharge line, check
air discharge line, check valve, or valve, and cylinder head for carbon
cylinder head. buildup. Replace the air compres-
sor discharge line if required.
3. Air compressor pumping time is 3. Replace the desiccant cartridge in
excessive. the air dryer (if equipped). Check
the air compressor duty cycle.
4. Contact a Cummins Authorized
Repair Facility.

3. Air compressor 1. Carbon buildup excessive in the air 1. Refer to Correction 3. of Problem
noise is excessive discharge line. 1. of this troubleshooting chart.
continued

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 1-11

 Problem Cause Correction

3. Air compressor 2. Ice buildup in the air system com- 2. Inspect air discharge line and
noise is excessive ponents. elbow fittings for ice. Remove ice.
(Continued) 3. Contact a Cummins Authorized
Repair Facility.

4. Air compressor 1. Air compressor pumping time 1. Check air compressor duty cycle.
pumping excess excessive.
lubricating oil into 2. Carbon buildup excessive in the air 2. Refer to Correction 3. of Problem
the air system discharge line. 1. of this troubleshooting chart.
3. Contact a Cummins Authorized
Repair Facility.

5. Air compressor will 1. Air system leaks. 1. Refer to Correction 2. of Problem

not maintain ade- 1. of this troubleshooting chart.
quate air pressure 2. Contact a Cummins Authorized
(not pumping con- Repair Facility.
tinuously)

6. Air compressor will 1. Air system leaks. 1. Refer to Correction 2. of Problem

not stop pumping 1. of this troubleshooting chart.
2. Defective air governor. 2. Replace air governor.
3. Contact a Cummins Authorized
Repair Facility.

7. Alternator not 1. Alternator belt is loose. 1. Check belt tension.

charging or insuffi- 2. Battery cable or connection is 2. Check battery cables and connec-
ciently charging loose, broken or corroded (exces- tions.
sive resistance).
3. Batteries failed. 3. Check battery conditions.
4. Alternator pulley is loose on shaft. 4. Tighten pulley.
5. Contact a Cummins Authorized
Repair Facility.

8. Coolant loss - 1. Coolant level is high. 1. Check coolant level.

External 2. Radiator cap is incorrect or 2. Replace with correct radiator cap
defective. (15 psi).
3. External engine leak. 3. Visually inspect the engine and
components for seal or gasket
leaks and repair.
4. Radiator or cab heater is leaking. 4. Visually inspect the radiator, heat-
er, hoses and connections for leaks
and repair.
continued

1-12 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Problem Cause Correction

8. Coolant loss - 5. Engine is overheating. 5. Refer to Problems 9. and 10. of

External this troubleshooting chart.
(Continued) 6. Contact a Cummins Authorized
Repair Facility.

9. Coolant tempera- 1. Coolant level is low.
ture above normal
(gradual overheat)
2. Charge air cooler fins, radiator fins, 2. Inspect the charge air cooler, air
or air conditioner condenser fins
are damaged or obstructed with
debris, insects, dirt, etc.
3. Radiator hoses are collapsed,
restricted or leaking.
4. Fan drive belt or water pump belt is 4. Check belt tension and tighten if
loose.
5. Incorrect oil level.
6. Cooling fan shroud is damaged.
7. Radiator cap is incorrect or
defective.
8. Overconcentration of antifreeze
and / or supplemental coolant addi-
tives.
9. Defective water pump.
10. Defective thermostat.
1. Inspect the engine and cooling sys-
tem for external leaks. Repair as
required. Add coolant as required.
conditioner condenser, and radiator
fins. Clean or repair as required.
3. Inspect and repair radiator hoses.
necessary.
5. Add or drain engine oil as required.
6. Inspect shroud; repair or replace.
7. Replace with correct radiator cap
(15 psi).
8. Use the correct antifreeze con-
centration (refer to the engine op-
eration and maintenance manual).
9. Replace water pump.
10. Replace thermostat.
11. Contact a Cummins Authorized
Repair Facility.

10. Coolant tempera- 1. Electronic fault codes are active. 1. Refer to the QSM11 Fault Code
ture above normal Information chart in this section.
(sudden overheat) 2. Coolant temperature sensor mal- 2. Check / clean sensor and cool-
function. ant passage.
3. Coolant level is low. 3. Inspect for external leaks on
engine and radiator, and make
repairs.
4. Radiator hoses are collapsed, 4. Inspect and repair radiator hoses.
restricted, or leaking.
5. Fan drive belt is broken. 5. Replace drive belt.
6. Charge air cooler fins, radiator fins, 6. Inspect the charge air cooler, air
or air conditioner condenser fins conditioner condenser, and radiator
are damaged or obstructed with fins. Clean or repair as required.
debris, insects, dirt, etc.
7. Radiator cap is incorrect or defec- 7. Replace with correct radiator cap
tive. (15 psi).
continued

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 1-13

 Problem Cause Correction

10. Coolant tempera- 8. Defective water pump. 8. Replace water pump.

ture above normal 9. Defective thermostat. 9. Replace thermostat.
(sudden overheat)
(Continued) 10. Contact a Cummins Authorized
Repair Facility.

11. Coolant tempera- 1. Electronic fault codes are active. 1. Refer to the QSM11 Fault Code
ture below normal Information chart in this section.
2. Coolant temperature sensor mal- 2. Check / clean sensor and cool-
function. ant passage.
3. Engine operating at low ambient 3.
temperature.
4. Temperature gauge malfunction. 4. Test the gauge and replace if nec-
essary.
5. Thermostat is incorrect or malfunc- 5. Check thermostat and replace if
tioning. necessary.
6. Contact a Cummins Authorized
Repair Facility.

12. Engine accelera- 1. Electronic fault codes are active. 1. Refer to the QSM11 Fault Code
tion or response is Information chart in this section.
poor 2. Engine operating at low ambient 2.
temperature.
3. Air intake system or exhaust sys- 3. Check for loose or damaged piping
tem leaks. connections, and missing pipe
plugs. Check the turbocharger and
exhaust manifold mounting (Refer
to the Cummins Engine Operation
and Maintenance Manual.
4. Operate the engine from a tank of
4. Fuel grade is not correct or fuel high-quality fuel (refer to the Fuel
quality is poor. and Lubricant Specifications in
the Appendices).
5. Contact a Cummins Authorized
Repair Facility.

13. Engine deceler- 1. Electronic fault codes are active. 1. Refer to the QSM11 Fault Code
ates slowly Information chart in this section.
2. Accelerator pedal is sticking. 2. Check for a sticking accelerator
pedal.
3. Contact a Cummins Authorized
Repair Facility.

1-14 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Problem Cause
14. Engine difficult to 1. Electronic fault codes are active.
start or will not
start (no smoke 2. Low fuel tank level.
from exhaust)
3. Exhaust system is leaking hot air
into engine compartment.
4. Fuel shutoff valve closed.
5. Battery voltage supply to the elec- 5. Check the battery connections.
tronic control system is low, inter-
rupted, or open.
6. Fuel filter(s) are plugged.
7. Fuel connection is loose on suction 7. Tighten all fuel fittings and connec-
side of fuel pump.
8. Starting motor rotation is incorrect. 8. Check direction of crankshaft rota-
9. Engine cranking speed too slow.
10. Loose wire on master disconnect
switch.
15. Engine difficult to 1. Electronic fault codes are active.
start or will not
start (exhaust 2. Batteries have drained or are
smoke present) defective.
3. Fuel shutoff valve(s) is closed
(electronically controlled injection).
4. Fuse(s) malfunctioning.
5. Fuel filter(s) are plugged.
6. Intake air or exhaust system is
restricted.
7. Fuel grade is not correct or fuel
quality is poor.
8. Engine cranking speed too slow.
9. Hydraulic pump is dead-headed.
continued
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Correction
1. Refer to the QSM11 Fault Code
Information chart in this section.
2. Add fuel.
3. Check the exhaust plumbing for
leaks or broken components.
4. Repair fuel shutdown solenoid.
Check the fuses and the un-
switched battery supply circuit.
6. Replace fuel filter(s).
tions from fuel tank to fuel pump.
tion. Replace starting motor if nec-
essary.
9. Check engine cranking rpm. Refer
to Problem 26. of this troubleshoot-
ing chart.
10. Isolate and tighten wire.
11. Contact a Cummins Authorized
Repair Facility.
1. Refer to the QSM11 Fault Code
Information chart in this section.
2. Recharge or replace batteries.
3. Check the fuel shutoff valve and
circuit.
4. Replace the fuse(s) in the OEM
interface harness.
5. Replace fuel filter(s).
6. Check intake air and exhaust sys-
tems for restrictions. Remove
restrictions.
7. Operate the engine from a tank of
high-quality fuel (refer to the Fuel
and Lubricant Specifications in
the Appendices).
8. Check engine cranking rpm. Refer
to Problem 26. of this troubleshoot-
ing chart.
9. De-energize hydraulic circuit.
1-15
 Problem Cause Correction

15. Engine difficult to 10. Starting aid needed for cold weath- 10. Check / repair or replace cold start-
start or will not er or not working properly. ing aid if necessary.
start (exhaust 11. Contact a Cummins Authorized
smoke present) Repair Facility.
(Continued)

16. Engine noise 1. Oil supply insufficient or oil pres-
excessive sure is low.
2. Lubricating oil is thin or diluted.
3. Coolant temperature is above
normal.
4. Loose motor mount.
5. Fan belt is malfunctioning.
a. Fan belt is too loose or too
tight.
b. Fan belt is not in alignment.
6. Damaged vibration damper.
7. Drive shaft is not in phase.
1. Check oil level. Refer to Problem
36. of this troubleshooting chart.
2. Refer to the Fuel and Lubricant
Specifications in the Appendices
for the proper type of oil to use.
Refer to Problem 34. of this trou-
bleshooting chart.
3. Refer to Problem 10. of this trou-
bleshooting chart.
4. Inspect and tighten motor mounts.
5.
a. Check the tension and adjust if
needed.
b. Check pulley alignment and
adjust is necessary.
6. Check vibration damper and
replace if required.
7. Reposition drive shaft.
8. Contact a Cummins Authorized
Repair Facility.

17. Engine noise 1. Poor fuel quality. 1. Verify by operating from a tempo-
excessive (com- rary tank with good fuel. Clean
bustion knocks) and flush the fuel supply tanks,
and use the proper fuel (refer to
the Fuel and Lubricant Specifica-
tions in the Appendices).
2. Engine operating at low ambient 2.
temperature.
3. Contact a Cummins Authorized
Repair Facility.

18. Engine power out- 1. Electronic fault codes are active. 1. Refer to the QSM11 Fault Code
put low Information chart in this section.
2. Fuel suction line or fuel filter is 2. Replace fuel filter or check fuel line
restricted. for restriction and replace if neces-
sary.
continued

1-16 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Problem Cause
18. Engine power out- 3. Oil level is too high.
put low
(Continued)
4. Intake or exhaust system is
restricted.
5. Air intake or exhaust leak.
6. Air in fuel.
7. Fuel drain line restriction.
8. Fuel grade is not correct or fuel
quality is poor.
9. Engine operating above recom-
mended altitude.
19. Engine runs rough 1. Engine operating at low ambient
at idle temperatures.
2. Electronic fault codes are active.
3. Engine mounts are worn or dam-
aged.
4. Engine idle speed is set too low
(electronically controlled fuel sys-
tems).
5. Air in the fuel.
6. Fuel grade is not correct or fuel
quality is poor.
7. Overhead adjustments are incor-
rect.
20. Engine runs rough 1. Condition occurs only at idle.
or misfires
continued
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Correction
3. Check oil dipstick and oil pan
capacity. Adjust to the proper oil
level.
4. Check intake and exhaust systems
for restrictions. Remove restric-
tions.
5. Check for loose or damaged piping
connections or missing pipe plugs.
Check turbocharger and exhaust
manifold mounting.
6. Check for air in the fuel, and tight-
en fuel connections and filter.
7. Check the fuel lines for restriction.
Clear or replace the fuel lines.
8. Refer to Correction 1. of Problem
17. of this troubleshooting chart.
9. Engine power decreases at 10,000
feet above sea level.
10. Contact a Cummins Authorized
Repair Facility.
1. Refer to the Cummins Engine
Operation and Maintenance
Manual.
2. Refer to the QSM11 Fault Code
Information chart in this section.
3. Visually check engine mounts and
replace if necessary.
4. Verify the correct idle speed set-
ting.
5. Check for air in the fuel, and tight-
en fuel connections and filter.
6. Refer to Correction 1. of Problem
17. of this troubleshooting chart.
7. Measure and adjust the overhead
settings. Refer to the Cummins
Engine Operation and Mainte-
nance Manual.
8. Contact a Cummins Authorized
Repair Facility.
1. Refer to Problem 19. of this trou-
bleshooting chart.
1-17
 Problem Cause Correction

20. Engine runs rough 2. Engine operating in low ambient 2. Refer to the Cummins Engine
or misfires temperatures. Operation and Maintenance
(Continued) Manual.
3. Electronic fault codes are active. 3. Refer to the QSM11 Fault Code
Information chart in this section.
4. Fuel leak. 4. Check the fuel lines, fuel connec-
tions, and the fuel filters for leaks.
5. Fuel grade is not correct or fuel 5. Refer to Correction 1. of Problem
quality is poor. 17. of this troubleshooting chart.
6. Air in the fuel. 6. Check for air in the fuel and tighten
fuel connections and filter.
7. Fuel filter(s) are plugged. 7. Replace fuel filter(s).
8. Overhead adjustments are incor- 8. Measure and adjust the overhead
rect. settings. Refer to the Cummins
Engine Operation and Mainte-
nance Manual.
9. Engine mounts are worn or dam- 9. Visually check engine mounts and
aged. replace if necessary.
10. Contact a Cummins Authorized
Repair Facility.

21. Engine shuts off 1. Electronic fault codes are active.
unexpectedly or
dies during decel- 2. Battery voltage supply to the elec-
eration tronic control module (ECM) has
been lost.
3. Engine will not restart.
4. Fuel inlet restriction or air in the
fuel.
5. Low battery voltage.
6. Loose wire on master disconnect
switch.
7. Fuel cutoff valve is closed.
8. Fuel grade is not correct or fuel
quality is poor.
1. Refer to the QSM11 Fault Code
Information chart in this section.
2. Check the battery connections.
Check the fuses and the un-
switched battery supply circuit.
3. Refer to Problems 14. and 15. of
this troubleshooting chart.
4. Check fuel tank, fuel filter, fuel
lines, connections and fuel cooling
plate.
5. Check battery power supply cir-
cuits.
6. Isolate and tighten wire connection.
7. Check for loose wires and power to
the fuel cutoff valve solenoid.
8. Refer to Correction 1. of Problem
17. of this troubleshooting chart.
9. Contact a Cummins Authorized
Repair Facility.

1-18 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Problem Cause
22. Engine speed 1. Electronic fault codes are active.
surges at low idle
or high idle 2. Low fuel level in the tank.
23. Engine speed 1. Electronic fault codes are active.
surges under load
or in operating 2. Low fuel level in the tank.
range
24. Engine starts, but 1. Electronic fault codes are active.
will not keep run-
ning 2. Low fuel level in tank.
3. Load on hydraulic pump.
4. Air in the fuel system.
5. Fuel filter plugged or fuel waxing
due to cold weather.
6. Fuel inlet restriction.
7. Fuel grade is not correct or fuel
quality is poor.
8. Intake or exhaust system is
restricted.
9. Loose wire on master disconnect
switch.
10. Engine protection circuit is active.
11. Fuel cutoff valve is closed.
25. Engine vibration 1. Electronic fault codes are active.
excessive
2. Engine is misfiring.
3. Engine idle speed is too low.
4. Fan is loose, damaged or unbal-
anced.
continued
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Correction
1. Refer to the QSM11 Fault Code
Information chart in this section.
2. Fill fuel tank with fuel.
3. Contact a Cummins Authorized
Repair Facility.
1. Refer to the QSM11 Fault Code
Information chart in this section.
2. Fill fuel tank with fuel.
3. Contact a Cummins Authorized
Repair Facility.
1. Refer to the QSM11 Fault Code
Information chart in this section.
2. Fill fuel tank with fuel.
3. Isolate and remove restriction from
hydraulic circuit.
4. Check for air in fuel, tighten fuel
connections and tighten fuel filter.
5. Replace fuel filter. Weather condi-
tions can require fuel heater.
6. Inspect fuel line for restriction and
replace if necessary.
7. Refer to Correction 1. of Problem
17. of this troubleshooting chart.
8. Check intake and exhaust for
restriction and remove restriction.
9. Isolate and tighten wire connection.
10. Refer to the Engine Protection
System Troubleshooting chart.
11. Check for loose wires and power to
the fuel cutoff valve solenoid.
12. Contact a Cummins Authorized
Repair Facility.
1. Refer to the QSM11 Fault Code
Information chart in this section.
2. Refer to Problem 20. of this trou-
bleshooting chart.
3. Adjust idle speed.
4. Check fan. Tighten, replace or
adjust.
1-19
 Problem Cause
25. Engine vibration 5. Engine belt driven accessories
excessive malfunctioning: fan hub, alternator,
(Continued) Freon compressor or air compres-
sor.
6. Engine mounts are worn or dam-
aged.
7. Damaged vibration damper.
26. Engine will not 1. Master disconnect switch is turned
crank or cranks off.
slowly (OEM 2. Load on hydraulic pump.
electrical)
3. Battery connections are broken,
loose or corroded.
4. Low battery charge.
5. Battery rating is too low or battery
is defective.
6. Shifter is not in the neutral position. 6. Place shifter in the neutral position.
7. Circuit breaker (CB2, CB7 or
CB10; Illustration 6-16) is tripped or
defective.
8. Circuit breaker (CB1) is defective.
9. Defective truck power solenoid
(L1).
10. Defective neutral start relay (K1).
11. Defective starter solenoid (L2).
12. Defective starter.
13. Defective ignition switch (S1).
14. Defective fuel cutoff valve (L4).
15. Loose or broken wires, pins, or
plugs between any of the compo-
nents in Causes 1. thru 14.
1-20
Correction
5. Check for interference. Loosen
belt, if applicable, to isolate compo-
nent from vibration.
6. Visually check engine mounts and
replace if necessary.
7. Check vibration damper and
replace if required.
8. Contact a Cummins Authorized
Repair Facility.
1. Turn master disconnect switch on.
2. Isolate and remove restriction from
hydraulic circuit.
3. Check for damage. Replace, tight-
en or clean.
4. Check electrolyte level and specific
gravity. Recharge or replace bat-
teries.
5. Replace with correct rated battery.
7. Reset or replace circuit breaker
(CB2, CB7 or CB10).
8. Replace circuit breaker (CB1).
9. Replace truck power solenoid (L1).
10. Replace neutral start relay (K1).
11. Replace starter solenoid (L2).
12. Replace or repair starter.
13. Refer to Component 4. of the
Component Troubleshooting
chart in Section 6.
14. Refer to Fuel Solenoid Valve
found in Section 2 for proper fuel
cutoff valve operation.
15. Isolate and repair.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 Problem Cause Correction

27. Engine will not 1. Electronic fault codes are active.
reach rated speed
(rpm) 2. Engine power output is low.
3. Fuel grade is not correct or fuel
quality is poor.
4. Fuel suction line is restricted.
5. Overhead adjustments are incor-
rect.
1. Refer to the QSM11 Fault Code
Information chart in this section.
2. Refer to Problem 18. of this trou-
bleshooting chart.
3. Refer to Correction 1. of Problem
17. of this troubleshooting chart.
4. Check fuel inlet for restriction.
5. Measure and adjust the overhead
settings. Refer to the Cummins
Engine Operation and Mainte-
nance Manual.
6. Contact a Cummins Authorized
repair facility.

28. Engine will not 1. Ignition switch circuit is malfunc- 1. Check ignition key switch circuit.
shut off tioning. NOTE: Should an electrical mal-
function prevent engine shutdown,
turn the master disconnect switch
off.
2. Engine is running on fumes drawn 2. Locate and isolate the source of
into air intake. fumes.

29. Fuel consumption 1. Oil level is too high. 1. Check oil dipstick and oil pan
excessive capacity. Adjust to the proper oil
level.
2. Intake air restriction is excessive. 2. Visually inspect air filter and restric-
tion indicator. Replace air filter if
necessary.
3. Fuel leaks. 3. Visually check fuel system and
supply for leaks.
4. Contact a Cummins Authorized
Repair Facility.

30. Fuel in coolant 1. Bulk coolant supply contaminated. 1. Check coolant supply. Drain cool-
ant and replace with non-contami-
nated coolant. Replace coolant
filter.
2. Contact a Cummins Authorized
Repair Facility.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 1-21

 Problem Cause
31. Fuel in the lubri- 1. Bulk oil supply is contaminated.
cating oil
2. Engine idle time is excessive.
32. Intake manifold air 1. Truck speed too low for adequate
temperature above cooling at high engine load.
specification 2. Cooling fan shroud is damaged.
3. Fan drive belt is broken.
4. Charge air cooler fins, radiator fins, 4. Inspect charge air cooler, radiator,
and Freon condenser fins are dam-
aged or obstructed with debris,
insects, dirt, etc. (external)
33. Lubricating oil con- 1. Verify oil consumption rate.
sumption exces- 2. External oil leaks.
sive
3. Oil does not meet specifications.
4. Crankcase ventilation system is
plugged.
34. Lubricating oil con- 1. Identify contamination.
taminated
2. Bulk oil supply is contaminated.
3. Oil sludge is excessive.
continued
1-22
Correction
1. Check oil supply. Drain oil and
replace with non-contaminated oil
and replace filters.
2. Low oil and coolant temperatures
can be caused by long periods of
engine idling (time greater than
10 minutes). Shut off the engine
rather than idle for long periods of
time.
3. Contact a Cummins Authorized
Repair Facility.
1. Reduce engine load.
2. Repair or replace shroud.
3. Check the fan drive belt and
replace belt if necessary.
and Freon condenser. Clean fins if
necessary.
5. Contact a Cummins Authorized
Repair Facility.
1. Check oil added versus hours.
2. Tighten capscrews, pipe plugs and
fittings as needed. Replace gas-
kets if necessary.
3. Change oil and replace with the
proper oil (refer to Fuel and Lubri-
cant Specifications in the Appen-
dices).
4. Check and clean crankcase
breather and vent tube.
5. Contact a Cummins Authorized
Repair Facility.
1. Perform an oil analysis to deter-
mine the contaminants.
2. Check oil supply. Drain oil and
replace with non-contaminated oil
and replace filters.
3. Refer to Problem 37. of this trou-
bleshooting chart.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 Problem Cause
34. Lubricating oil con- 4. Fuel in the oil.
taminated
(Continued)
35. Lubricating oil 1. Oil pressure switch, gauge or sen-
pressure (high) sor is malfunctioning.
2. Engine coolant temperature is too
low.
3. Oil does not meet specifications.
36. Lubricating oil 1. Electronic fault codes are active.
pressure (low)
2. Incorrect oil level.
3. External oil leaks.
4. Oil pressure switch, gauge or sen-
sor is malfunctioning.
5. Oil does not meet specifications.
6. Oil contaminated with coolant or
fuel.
7. Oil filter(s) are plugged.
37. Lubricating oil 1. Bulk oil supply is contaminated.
sludge in the
engine crankcase 2. Oil does not meet specifications.
excessive
continued
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Correction
4. Refer to Problem 31. of this trou-
bleshooting chart.
5. Contact a Cummins Authorized
Repair Facility.
1. Verify that the oil pressure switch,
gauge and sensor is functioning
properly.
2. Refer to Problem 11. of this trou-
bleshooting chart.
3. Change the oil with the proper type
of oil (refer to the Fuel and Lubri-
cant Specifications in the Appen-
dices).
4. Contact a Cummins Authorized
Repair Facility.
1. Refer to the QSM11 Fault Code
Information chart in this section.
2. Add or drain engine oil.
3. Visually inspect for oil leaks. Tight-
en the capscrews, pipe plugs, and
fittings. Replace gaskets if neces-
sary.
4. Refer to Correction 1. of Problem
35. of this troubleshooting chart.
5. Change oil and filters. Refer to
Fuel and Lubricant Specifica-
tions in the Appendices for the
proper type of oil to be used.
6. Refer to Problem 34. of this trou-
bleshooting chart.
7. Change oil and replace oil filter(s).
8. Contact a Cummins Authorized
Repair Facility.
1. Refer to Correction 2. of Problem
34. of this troubleshooting chart.
2. Change the oil with the proper type
of oil (refer to the Fuel and Lubri-
cant Specifications in the Appen-
dices).
1-23
 Problem Cause Correction

37. Lubricating oil 3. Oil drain interval is excessive. 3. Change oil and filter(s) at the
sludge in the appropriate intervals (refer to the
engine crankcase Preventive Maintenance chart in
excessive the Appendices).
(Continued) 4. Fuel grade is not correct or fuel 4. Refer to Correction 1. of Problem
quality is poor. 17. of this troubleshooting chart.
5. Crankcase ventilation system is 5. Check and clean crankcase
plugged. breather and vent tube.
6. Contact a Cummins Authorized
Repair Facility.

38. Lubricating oil tem- 1. Incorrect oil level.
perature above 2. Engine coolant temperature is
specification above normal.
3. Oil pressure switch, gauge or sen-
sor is malfunctioning.
1. Add or drain engine oil.
2. Refer to Problem 10. of this trou-
bleshooting chart.
3. Refer to Correction 1. of Problem
35. of this troubleshooting chart.
4. Contact a Cummins Authorized
Repair Facility.

39. Lubricating or 1. Bulk coolant supply contaminated. 1. Check coolant supply. Drain cool-
transmission oil in ant, flush cooling system and
the coolant replace with non-contaminated
coolant. Replace coolant filter.
2. Contact a Cummins Authorized
Repair Facility.

40. Excessive black 1. Turbocharger wheel clearance is
smoke out of specification.
2. Air intake or exhaust leaks.
3. Fuel grade is not correct or fuel
quality is poor.
4. Fuel drain line restriction.
1. Check the radial bearing clearance
and axial clearance. Inspect the
turbocharger. Repair or replace
the turbocharger if necessary.
2. Check for loose or damaged piping
connections or missing pipe plugs.
Check turbocharger and exhaust
manifold mounting.
3. Refer to Correction 1. of Problem
17. of this troubleshooting chart.
4. Check the fuel lines for restriction.
Clear or replace the fuel lines.
5. Contact a Cummins Authorized
Repair Facility.

1-24 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Problem Cause Correction

41. Excessive white 1. Electronic fault codes are active. 1. Refer to the QSM11 Fault Code
smoke Information chart in this section.
2. Engine block heater malfunctioning 2. Check electrical source and wiring
(if equipped). to cylinder block heater. Replace
block heater if necessary.
3. Coolant temperature is too low. 3. Refer to Problem 11. of this trou-
bleshooting chart.
4. Engine is cold. 4. Allow engine to warm to operating
temperature.
5. Fuel grade is incorrect or fuel 5. Refer to Correction 1. of Problem
quality poor. 17. of this troubleshooting chart.
6. Overhead adjustments are incor- 6. Measure and adjust the overhead
rect. settings. Refer to the Cummins
Engine Operation and Mainte-
nance Manual.
7. Contact a Cummins Authorized
Repair Facility.

42. Intake manifold 1. Air intake or exhaust leaks. 1. Check for loose or damaged piping
pressure (Boost) is connections or missing pipe plugs.
below normal Check turbocharger and exhaust
manifold mounting.
2. Air compressor connection is loose 2. Check the connection between the
or damaged. manifold and the air compressor.
Repair or replace if necessary.
3. Contact a Cummins Authorized
Repair Facility.

43. Turbocharger 1. Operating for extended periods 1. Refer to the Cummins Engine
leaks engine oil or under light or no load conditions. Operation and Maintenance
fuel Manual.
2. Engine oil or fuel entering turbo- 2. Remove intake and exhaust piping,
charger. and check for oil or fuel.
3. Turbocharger drain line is 3. Remove the turbocharger drain line
restricted. and check for restriction. Clean or
replace the drain line.
4. Contact a Cummins Authorized
Repair Facility.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 1-25

Cummins QSM11-C330 Diesel Engine
Engine Operating Conditions 2100 rpm
Lubrication System English Metric
Lubricating oil pressure (min. / max. at rated speed) . . . . . . . . . . . . . . psi (kPa) 15 - 35 103 - 241
Minimum for safe operation (at idle) . . . . . . . . . . . . . . . . . . . . . . . . . . . . psi (kPa) 10 69
*Lubrication oil temperature maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . ˚F (˚C) 275 135
Oil pan capacity High / Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . qt (L) 36 / 28 34 / 26.5
Total engine oil capacity with filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . qt (L) 39.2 37
Air System
Air inlet restriction, Dirty air cleaner . . . . . in H2O (mm H2O) 25 635
f ll load
full l d maximum
i
Clean air cleaner . . . . in H2O (mm H2O) 15 381
Exhaust back pressure maximum full load . . . . . . . . . . . . . . . . . . in Hg (mm Hg) 3.0 76
Max. allowable air temp. rise over ambient at turbo compressor inlet . ˚F (˚C) 30 16
Fuel System
Maximum fuel inlet restriction Dirty fuel filter . . . . . . . . . in Hg (mm Hg) 8 203
Clean fuel filter . . . . . . . . in Hg (mm Hg) 4 102
Maximum fuel drain restriction less check valves . . . . . . . . . . . . in Hg (mm Hg) 2.5 63
Maximum fuel flow (on supply side of fuel pump) . . . . . . . . . . . . . . lb/hr (kg/hr) 540 245
Cooling System
Coolant flow Normal temp. . . . . . . . . . . . . . . . . ˚F (˚C) 190 88
Full load speed . . . . . . . . gal/min (L/sec) 62 3.9
Engine coolant capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . qt (L) 13.6 12.9
Min. pressure cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . psi (kPa) 7 48
Max. pressure cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . psi (kPa) 15 103
Max. top tank temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ˚F (˚C) 212 100
Min. top tank temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ˚F (˚C) 160 71
Thermostats Start to open . . . . . . . . . . . . . . . . ˚F (˚C) 180 82
Fully open . . . . . . . . . . . . . . . . . . ˚F (˚C) 200 93
*The lubricating oil temperature range is based on the temperature measurement in the oil gallery. When measur-
ing the oil temperature in the pan, it will normally be approximately 10˚F higher than the oil gallery temperature.

1-26 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Illustration 1-6. Cummins QSM11-C330 Engine Electrical Wiring ANSI Circuit

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 1-27

1-28 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 06B-2106 SHT. 02

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 1-29

 Hoist Circuit

1-30 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Hoist Circuit

PLACE THE FOLLOWING ILLUSTRATIONS IN

FOLDER ENVELOPES:
Illustration 1-7 - CUMMINS QSM11 ECM CIRCUIT

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 1-31

 Hoist Circuit

1-32 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Section 2

Fuel System

ENGINE
CYLINDER
HEAD

FUEL
COOLER

FUEL
SOLENOID RETURN LH RH
LINE
SUPPLY
LINE

FUEL
TANK
FUEL / WATER
SEPARATOR
FILTERS FUEL
PUMP

FUEL FLOW
INDICATES FUEL SUPPLY
INDICATES FUEL RECOVERY

Illustration 2-1. Fuel System

Introduction. Fuel is drawn from the tank through
the fuel / water separator filters by the fuel pump.
From here, the fuel is sent to the fuel injectors.
Unused fuel is returned through the fuel cooler
and into the fuel tank.
Major Components (Illustration 2-1). The fuel
system consists of a fuel tank, two fuel / water
separator filters, fuel pump, fuel solenoid valve,
fuel cooler, fuel injectors and fuel lines.
Fuel Solenoid Valve (Illustration 2-1). The fuel
solenoid valve, located on the fuel pump itself,
controls the on / off flow of fuel to the fuel injec-
tors. The fuel solenoid valve is normally closed
and requires a 12 VDC signal to energize the coil,
shifting the spool to the open state. This allows
the fuel to flow to the injector pump.
Adding Fuel (Illustration 2-3). When adding die-
sel fuel to the fuel tank, make sure the fuel strain-
er is in the filler neck and free of debris. Adding
fuel with the strainer removed could lead to debris
entering the fuel tank, resulting in poor engine
performance.
Fuel Cooler (Illustration 2-1). The fuel cooler,
located inside the radiator shroud, is forced-air

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 2-1

cooled. Fuel is circulated through its tubes and
the engine fan circulates air across the cooler and
through the fins, cooling the fuel before it returns
to the fuel tank.
Changing the Fuel / Water Separator Filters
(Illustration 2-2). With the engine shut down, per-
form the following procedures to replace the fuel /
water separator filters. They should be changed
every 250 hours or more often if conditions war-
rant.
S Do not overtighten the drain valve. Overtigh-
tening may cause thread damage.
1. Provide a suitable container to catch drained
water and open the drain valve approximately
1-1/2 to 2 turns until draining occurs. Drain
each fuel / water separator filter of water until
clear fuel is visible.
2. Once the water has drained, turn the valve
clockwise to close the drain valve.

CAUTIONS:
S Dispose of used fuel / water separator filters
and drained fuel in accordance to federal ADAPTER
and local regulations.
S Mechanical tightening of the fuel / water ADAPTER
SEALING
separator filter may result in seal and / or
RINGS
cartridge damage. Tighten the fuel / water
separator filter by hand only.
1. Provide a suitable container to catch drained
fuel and use a strap wrench to remove the fuel
/ water separator filters from the filter base.
2. Clean the area around the filter heads. FUEL / WATER
SEPARATORS
3. Remove the fuel filter thread adapter sealing
rings.
4. Clean the gasket surface of the fuel filter head
with a lint free cloth.
5. Install the new thread adapter sealing rings on
the fuel filter head.
6. Fill new filters with clean fuel and lubricate the Illustration 2-2. Fuel / Water Separator Filters
filter seals with clean oil.
7. Install filters and tighten them 1/2 turn after the
seals contact the filter head surface.

General Information
Fuel Capacity 240 Gallons
Draining The Fuel / Water Separator Filters
(Illustration 2-2). The fuel / water separator filters
should be drained daily to remove water and sedi-
ments from the fuel. Perform the following proce-
dures to drain the water from the fuel / water sep-
arator filters.

CAUTIONS:
S Dispose of drained fuel in accordance to
federal and local regulations.

2-2 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 COVER PLATE

FILLER CAP FUEL LEVEL

SENDING UNIT

FUEL STRAINER

FILLER NECK

DRAIN PLUG

FUEL TANK

Illustration 2-3. Fuel Tank

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 2-3

 Section 3

Air Intake System

COTTER PIN INTERNAL PRECLEANER

FILTER CAP
INDICATOR AIR RESTRICTION
SAFETY INDICATOR
FILTER

IF EQUIPPED
SIGNAL
LINE

SAFETY
FITTING
WING
NUT

PRIMARY VACUATOR
FILTER
AIR
ASSEMBLY
CLEANER
HOUSING

INDICATES AIR FLOW

Illustration 3-1. Air Intake System Components

Introduction. The air cleaner is designed to be
serviced efficiently and quickly. Intake air enters
the air cleaner through the cap or optional pre-
cleaner. When the air reaches the filter body, a
helical ramp imparts a high-speed circular motion
to the intake air. This action separates up to 85%
of the dust from the air by centrifugal action. The
dust is then forced out the vacuator. The air then
passes through the primary and safety elements,
where it is cleaned, before entering the engine.
Major Components (Illustration 3-1). The air
cleaner consists of the primary filter element, inter-
nal filter indicator, safety element, air cleaner
housing, cap (or optional precleaner), vacuator
and an air restriction indicator.
Servicing (Illustration 3-1). If the equipment is
being operated under extremely dusty conditions,
the vacuator should be checked every day to be
certain it is not clogged. Perform the following
procedures to service the filter element and air

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 3-1

cleaner components. Overservicing of the filter 8. Re-install wing nut, washer and clip on
elements is not recommended. Filter element effi- replacement primary filter element. Re-install
ciency increases with initial operation. and secure the primary filter assembly in the
air cleaner housing.
CAUTIONS: 9. Push the reset button on the top of the air
S Normally the primary filter element should restriction indicator.
be changed after 1500 hours of operation or 10. Inspect air intake system for leaks.
when the air restriction indicator shows red.
In dusty conditions, the primary filter 11. Inspect rubber elbow, joints and clamps for
element may have to be changed more often. wear, damage and looseness.
S Replace the safety element when the internal 12. Inspect the vacuator cup joint for sealing.
filter indicator turns red, yearly or every
3000 hours, whichever comes first.
S Do Not use ether type fuels to help start the
engine for this may damage the engine.
1. When the air restriction indicator indicates ele-
ment servicing is required, remove the wing
nut and cover assembly, then remove the pri-
mary filter assembly. In high humidity situa-
tions, the air restriction indicator may indicate
a restricted condition due to moisture in the
filter element. When the element dries out, GREEN DOT
restriction levels drop back to normal. The
indicator will now have to be reset (refer to
procedure 9. to reset the indicator).
Illustration 3-2. Internal Filter Indicator
2. Check the internal filter indicator to determine
if the safety element also requires servicing.
3. If the internal filter indicator indicates a green
dot in its center (Illustration 3-2), the safety
element is good, continue to procedure 6.
4. If the internal filter indicator indicates red, the
safety filter element must be replaced.
Remove internal filter indicator, old safety filter
and replace with a new safety filter element.
5. Reset the internal filter indicator by applying
suction to window and re-install indicator.
6. Remove all dust and foreign particles from the
air cleaner components, and clean the inside
of the air cleaner housing with a damp cloth.

CAUTION: Do not use flammable liquids

to clean the inside of the air cleaner housing.
Only use a cloth dampened with water.
7. Replace the primary filter element with a new
filter element. Remove clip from the used pri-
mary filter element to release the wing nut and
washer.

3-2 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Air Intake System Troubleshooting
Problem Cause
1. Short element life 1. Improper assembly when prior ele-
(primary filter ele- ment was replaced.
ment)
2. Damaged or missing vacuator.
3. Damaged seal on the cover.
4. Damaged air cleaner body.
5. Loose system connections.
6. Loose wing nut on cover.
7. Excessively dusty environment.
8. Incorrect element used.
9. Seal on dust cover is not sealing.
2. Short element life 1. Bypassing primary filter element.
(safety element)
a. Seal of primary filter element is
not sealing.
b. Damaged primary element.
c. Loose primary filter element
wing nut.
3. Airborne contami- 1. Damaged element(s).
nants entering the
engine 2. Damaged seals or sealing sur-
faces.
3. Damaged or loose connections
between air cleaner body and
engine.
4. Incorrect element used.
4. Air restriction indi- 1. Restriction in air hose between the
cator indicates air restriction indicator and the
green condition safety fitting.
and primary filter
element is clogged 2. Air leak in air hose between the air
restriction indicator and the safety
fitting.
3. Damaged air restriction indicator.
4. Damaged safety fitting.
5. Loose system connections.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Correction
1. Properly install.
2. Replace vacuator.
3. Replace seal on the cover.
4. Replace air cleaner body.
5. Tighten system connections.
6. Tighten wing nut.
7. Replace element as needed.
8. Replace with proper element.
9. Ensure that no foreign object is
between seal and metal mating
surface.
1.
a. Replace element.
b. Replace primary filter element.
c. Tighten wing nut.
1. Replace element(s).
2. Replace damaged components.
3. Replace or repair connections.
4. Replace with proper element.
1. Remove restriction.
2. Repair or replace air hose.
3. Replace air restriction indicator.
4. Replace safety fitting.
5. Tighten connections.
3-3
 Section 4

Exhaust System
Introduction. The exhaust system is responsible
for venting exhaust gases, generated by the
engine, to the atmosphere. It also provides noise
suppression.

WARNINGS:
S Do not service exhaust system until exhaust
system is cool. Failure to do so may result
in severe burns.
S Keep all flammable materials away from
exhaust components.
S Avoid breathing toxic exhaust fumes.
S All internal combustion engines produce
carbon monoxide, which can become con-
centrated in enclosed areas. Exposure to
carbon monoxide can result in serious inju-
ries or health hazards, including death.
Properly ventilate work areas, vent exhaust
fumes, and keep shop clean and dry.
(A) Initial symptoms of carbon monoxide
poisoning include headaches, dizzi-
ness, and nausea. The smell of lift truck
exhaust means carbon monoxide is
present.
(B) If you experience initial symptoms, shut
off the lift truck engine, notify your
employer, and obtain medical attention.
S Never rely on a control device to reduce car-
bon monoxide output. Carbon monoxide
levels can change depending on mainte-
nance. Make sure carbon monoxide level
testing is included in regular maintenance
procedures and that ventilation is used as
the primary control for emissions.
Maintenance. There is minimal maintenance re-
quired on the standard exhaust system.
1. Check for leaks at all pipe connections.
2. Check for holes in the muffler and exhaust
piping.
3. Keep guard clean and in place.
4. Keep exhaust system free of debris.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 4-1

 Section 5

Cooling System
Introduction. The cooling system cools the
engine. Refer to Section 9A for transmission CAUTION: Coolant containing anti-leak
cooling and Section 15C for the wet disc brakes additives must not be used with the coolant
cooling system to find more detailed cooling infor- filter because it will clog the element.
mation on these particular systems.
Major Components (Illustration 5-5). The engine
cooling system consists of coolant, radiator /
charge air cooler, piping connecting the radiator to CUT-OFF
the engine and a water pump to circulate the cool- VALVES
ant. A coolant filter, remote mounted, is used to
filter and condition the coolant.
Operation (Illustration 5-5). When the engine is
started, the water pump draws coolant from the
radiator into the engine block. The coolant is cir-
culated through the engine and the coolant filter
until it reaches a temperature of approximately
180_F, at which point the thermostat will start to
open. This will allow coolant flow back into the top
of the radiator core. Air trapped in the coolant will
travel to the top of the deairation space by means COOLANT
of the deaeration line and an internal deaeration FILTER
stand tube. Coolant is made available from the
deaeration tank to displace the removed air by
way of the make-up line.
Coolant. The cooling system of this equipment is
protected to -34_F (-36_C) and 228_F (108.9_C).
The solution is a 50 - 50 mixture of ethylene glycol Illustration 5-1. Coolant Filter
base antifreeze to water solution. Use soft water
in the coolant mixture. It is recommended that Radiator / Charge Air Cooler (Illustration 5-4).
50% solution be maintained year round. The radiator is comprised of a deaeration tank,
core, and a charge air cooler. The deaeration
A proper coolant / SCA (Supplemental Coolant tank functions as a coolant storage tank. When
Additive) additive concentration must be main- adding coolant to the system, coolant should be
tained to prevent liner pitting, corrosion and scale added to the deaeration tank. Access to the
deposits in the cooling system. Refer to the deaeration tank is supplied through a 7 psi radia-
Cummins QSM11 Engine Operation and Mainte- tor cap located on the left side of the radiator,
nance Manual for coolant additive concentration.
above the radiator sight glasses. The radiator
The coolant additive concentration level may be coolant level is to be maintained by the coolant
tested with a coolant test kit, Taylor part number sight glasses below the 7 psi radiator cap.
1006-175.
The radiator is force-air-cooled. Access to the
core is supplied through a 15 psi radiator cap
CAUTION: Insufficient concentration of located on the right side of the radiator. When the
the coolant additives will result in liner pitting cooling system has been completely drained, the
and engine failure. 15 psi radiator cap neck will allow a quicker, more
efficient method of refilling the cooling system.
Coolant Filter (Illustration 5-1). The coolant filter
is used in the cooling system to control the water Charge Air Cooler (Illustration 5-4). The QSM11
acidity, soften the water to reduce scale formation, engine is equipped with a trubocharger. The
filter out suspended materials and add a corrosion turbocharger is driven by the exhaust from the
inhibiting chemical to the coolant which provides a engine. The exhaust turbine of the turbocharger is
protective film on the water passages. coupled to the intake turbine. The exhaust turbine
drives the intake turbine. The intake turbine com-

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 5-1

presses the intake air. The act of compressing the
intake air generates heat and causes the air mole-
cules to expand. To increase combustion efficien-
cy, a charge air cooler is integrated into the radia-
tor. The charge air cooler is an air to air cooler.
By reducing the temperature of the intake air
before it enters the piston chamber, the air
becomes denser (the air molcules get smaller).
The denser the air, the more oxygen that will be
present in the piston chamber during combustion.
The more oxygen in the chamber, the hotter the
combustion cycle becomes. This results in a more
complete burning of the fuel, emitting fewer pollu-
tants. This increase in combustion efficiency also
creates lower engine operating temperatures,
which pro-long the life of the engine and it’s com-
ponents.
Checking The Coolant Level (Illustration 5-2).
The coolant level should be checked daily with the
engine cool. The coolant level is full when the
coolant is visible at the center of the upper coolant
sight glass on the radiator. If the coolant level is
visible at the lower coolant sight glass, add cool-
ant until the coolant level is visible at the center of
the upper coolant sight glass on the radiator.
Cooling Requirements. The following require-
ments must be followed for trouble-free operation
of the cooling system.
1. Always use a properly corrosion inhibited
coolant.
2. Maintain prescribed inhibitor strength.
3. Use low silicate antifreeze with an ethylene
glycol base.
4. Always follow the manufacturer’s recommen-
dations on inhibitor usage and handling. Refer
to the engine operation and maintenance
manual for coolant requirements.
5. Do Not use soluble oil!
6. Sealer type antifreeze should Not be used.
Changing the Coolant Filter. Refer to the engine
operation and maintenance manual for the coolant
filter change interval. Perform the following proce-
dures to replace the coolant filter.
WARNING: Shut down the engine and
allow the engine to cool before changing the
coolant filter.
5-2
CAUTIONS:
S Dispose of coolant filter in accordance with
federal and local regulations.
S Do not use a strap wrench to tighten the
coolant filter. Mechanical over-tightening
may distort the threads or damage the filter
gasket.
1. Close both cut-off valves (Illustration 5-1).
2. Remove the coolant filter. It may be possible
to unscrew the coolant filter by hand; however,
a band type filter wrench may be used if nec-
essary.
3. Clean the gasket surface of the filter base.
4. Apply a light film of lubricating oil to the gasket
sealing surface of the new coolant filter.
5. Screw the new coolant filter onto the filter
base until the gasket comes in contact with the
filter base and then tighten filter 1/2 to 3/4 turn
by hand only.
6. Open the cut-off valves.
7. Start up engine and check for leaks at the
coolant filter base.
Draining / Flushing The Cooling System. The
cooling system should be drained and flushed
every 2 years or 6000 hours, whichever comes
first. The cooling system is drained by opening
the drain cock on the bottom of the radiator.
Removal of the 15 psi radiator cap will allow air to
enter the cooling passages, decreasing drain time
and ensuring that the coolant drains completely
from the system. Leave the drain cock open until
all coolant has been allowed to drain from the sys-
tem.
WARNINGS:
S Shut down the engine and allow the engine
to cool before opening the radiator cap and
the drain cock to drain the cooling system.
S Coolant should only be added to the cooling
system when the engine has been shut down
and allowed to cool. Failure to do so may
result in personal injury from heated coolant
spray.
S Dispose of coolant in accordance with
federal and local regulations.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

CAUTION: When freezing weather is
expected, any cooling system not adequately
protected by antifreeze should be drained.
Filling The Cooling System. Before starting the
engine, close the drain cock of the radiator and fill
the cooling system. Remove the 15 psi radiator
cap and fill the core of the radiator. Remove the
7 psi cap and fill the deaeration tank to the upper
sight glass. Start the engine to remove air from
the coolant. Recheck the coolant level at the sight
glasses and add coolant as required to obtain the
proper level.
WARNING: Coolant should only be added
to the cooling system when the engine has
been shut down and allowed to cool. Failure
to do so may result in personal injury from
heated coolant spray.
CAUTION: The 15 psi radiator cap is a
sealing cap. Be sure it is installed securely
after the coolant has been added.
Coolant Temperature. When the engine warms
up, the indicator for the coolant temperature
DEAERATION
COOLANT
LEVEL
SENSOR
MAKE-UP
LINE FULL LEVEL
SIGHT GLASS
Illustration 5-2. Checking The Coolant Level
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
gauge should be in the green temperature area
(180_F - 210_F). The thermostat will start to open
at approximately 180_F and fully open when the
coolant temperature reaches approximately
201_F.
General Information
Coolant Capacity 17 Gallons
Inspection. Components of the cooling system
should be checked periodically to keep the engine
operating at peak efficiency. The radiator should
be inspected externally for excessive dirt or oil
buildup. The radiator should be cleaned external-
ly as conditions warrant. The cooling system
hoses should be inspected and any hose that is
abnormally hard or soft should be replaced imme-
diately. Check the hose clamps to make sure they
are tight. All external leaks should be corrected
as soon as detected. The shroud should be tight
against the radiator core to prevent recirculation of
air which may lower cooling efficiency. Check the
fan belts for proper tension.
Drive Belt Tension. The proper tension should
be maintained on all drive belts. Refer to Drive
Belt Tension in Section 1 for the proper tension
values.
15 PSI
PRESSURE
CAP
7 PSI
PRESSURE
CAP
ADD LEVEL
SIGHT GLASS
5-3
 15 PSI PRESSURE CAP

RADIATOR / CHARGE 7 PSI PRESSURE CAP

AIR COOLER TRANSMISSION
OIL COOLER
WET DISC BRAKES
OIL COOLER

SHROUD

FAN
PLATE

FUEL
COOLER

Illustration 5-3. Cooling Components Identification

CHARGE AIR
COOLER
RADIATOR

Illustration 5-4. Radiator / Charge Air Cooler

5-4 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Illustration 5-5. Cooling System Circuit

COOLANT DEAERATION LINE

FILTER

UPPER RADIATOR
HOSE

MAKE-UP
LINE
RADIATOR
CUMMINS QSM11-C330
ENGINE

LOWER RADIATOR
HOSE

COOLANT FLOW
MAIN FLOW, THERMOSTAT OPEN
DEAERATION REMOVES UNWANTED AIR FROM COOLING CIRCUIT 05-2290
COOLANT FILTER FLOW
MAKE UP FLOW

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 5-5


Introduction. This machine incorporates a
12-volt DC electrical system. Optional equipment
selected by the customer will determine the elec-
trical equipment to be installed in addition to the
standard electrical system.
Major Components. The 12 volt DC electrical
system consists of two batteries, battery charging
alternator, voltage regulator, starter switch, starter
and starter solenoid. The remainder of the electri-
cal system consists of lights and / or gauges,
switches, circuit breakers and accessory circuits.
The above items are included as standard equip-
ment in the electrical system. Refer to Illustrations
6-1 through 6-16 for location of components and
wiring diagrams.
Batteries. This machine is equipped with two
industrial type, long life batteries. The batteries
are perishable and require servicing on a regular
basis. Batteries that are properly cared for can be
expected to give long trouble-free service. Per-
form the following procedures to maintain the bat-
teries in a serviceable condition.
WARNINGS:
S Under no circumstances allow any sparks or
open flames around batteries. No smoking.
Batteries produce a highly flammable gas
which could lead to battery explosion if
ignited.
S Never check the battery by placing a metal
object across the battery posts.
CAUTION: Overfilling cells of the battery
can cause poor performance or early failure.
1. The battery’s electrolyte level should be
checked monthly or every 250 hours, whichev-
er comes first. Add distilled water if necessary
to bring the electrolyte level to 3/8 inch above
the separator plates. Do not overfill.
2. Keep the top of the battery, terminals and
cable clamps clean. When necessary, wash
them with a solution of baking soda and water,
and rinse with clean water.
CAUTION: Do not allow the soda and
water solution to enter the battery cells.
3. Inspect the cables, clamps and hold down
bracket regularly. Replace any damaged
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Section 6
Electrical System
parts. Clean and re-apply a light coating of
grease to the terminals and cable clamps
when necessary.
NOTE: A number of devices and applications are
available on the commercial market to deter corro-
sion on battery terminal connections.
4. Check the electrical system if the battery
becomes discharged repeatedly.
5. If the battery indicator illuminates, the alterna-
tor or alternator circuit is defective.
NOTE: If the truck is to be inoperative or idle for
more than 30 days, remove the battery. The bat-
tery should be stored in a cool, dry place. The
electrolyte level should be checked regularly and
the battery kept fully charged.
Booster Battery Connection Procedure. Acci-
dentally reversing the battery connections must be
avoided. If a booster battery is to be used, first
connect the positive (+) terminal of booster battery
to the positive (+) terminal of discharged battery
and then connect the negative (-) terminal of
booster battery to engine or body ground (-)
(Refer to the decal below). Never cross polarity of
the battery terminals. Disconnect cables in the
exact reverse order from above.
DANGER
SMOKING, FLAMES, ARCS, OR SPARKS MAY RESULT IN BATTERY EXPLOSION.
KEEP METAL TOOLS AWAY FROM BATTERY TERMINALS.
BATTERY CONTAINS SULFURIC ACID WHICH WILL BURN SKIN ON CONTACT;
WEAR RUBBER GLOVES AND EYE PROTECTION WHEN WORKING WITH BATTERY.
FLUSH WITH WATER AND SEEK MEDICAL ATTENTION IN CASE OF CONTACT.
WHEN JUMP STARTING:
DO NOT LEAN OVER BATTERY WHEN MAKING CONNECTION.
FIRST CONNECT POSITIVE (+) TERMINAL OF BOOSTER BATTERY TO
POSITIVE (+) TERMINAL OF DISCHARGED BATTERY.
THEN CONNECT NEGATIVE (-) TERMINAL OF BOOSTER BATTERY TO ENGINE OR
BODY GROUND (-). NEVER CROSS POLARITY OF TERMINALS.
DISCONNECT CABLES IN EXACT REVERSE ORDER.
3375 245
Alternator. The standard alternator for the Cum-
mins QSM11-C330 engine is a 100 amp alterna-
tor. It should be expected to give long, trouble-
free service; however, the diodes and transistors
in the alternator circuit are very sensitive and can
be easily destroyed. The following precautions
6-1
should be observed when working on or around
the alternator.
Avoid grounding the output wires or the field wires
between the alternator and the regulator. Never
run an alternator on an open circuit.
Grounding an alternator’s output wires or termi-
nals, which are always hot regardless of whether
or not the engine is running or accidentally revers-
ing of the battery polarity, will destroy the diodes.
Grounding the field circuit will also result in the
destruction of the diodes. Some voltage regula-
tors provide protection against some of these cir-
cumstances; however, it is recommended that
extreme caution be used.
Illustration 6-1. Dash Panel
6-2
Never disconnect the battery while the alternator
is in operation. Disconnecting the battery will
result in damage to the diodes, caused by the
momentary high voltage and current induced by
the instantaneous collapse of the magnetic field
surrounding the field windings.
CAUTION: Accidentally reversing the
battery polarity will destroy the diodes of the
alternator circuit.
NOTE: It is normal for the alternator light to stay
on when the engine is started. Once the engine is
accelerated, the light should go out.
06-2366 SHT. 01
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 CB5 CB4 CB24 CB3 CB2
(15 (20 (15 (15 (10
amp) amp) amp) amp) amp)

GAUGES, FRONT REAR TOP IGNITION

PANEL LIGHT, WIPER WIPER WIPER SWITCH
DIAGNOSTIC
LIGHTS POWER,
& BUZZER

FRONT RIGHT SIDE

CB6 CB7 CB8 CB9 CB10

(15 (20 (15 (15 (10
amp) amp) amp) amp) amp)

WORK ECM HEATER ELECTRIC

LIGHTS POWER SHIFT
DEFROSTER

FRONT LEFT SIDE

Illustration 6-2. Dash Circuit Breakers

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 6-3

 CB13 (15 amp) DOME LIGHT, CAB FANS

CB14 (15 amp) AIR SEAT, AUTOSHIFT

CB15 (15 amp) BACK ALARM, ENABLE

RELAY, STROBE, HORN RELAY

CB16 (38 amp) AIR CONDITIONER /

HEATER UNIT

CB11 (20 amp) REAR CAB LIGHTS

CB12 (20 amp) FRONT CAB LIGHTS

AUX. LIGHTS

AUX. LIGHTS

Illustration 6-3. Cab Rear Panel Circuit Breakers

6-4 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Component Troubleshooting
Alternator. The alternator provides 13.8 - 14.4
VDC at 100 amps of power for the electrical sys-
tem and trickle charges the battery when the
engine is being operated. When the alternator is
started, it will output 6 VDC to a relay (K3), ener-
gizing the relay and taking away the ground from
the Battery light (DS3, Illustration 6-16) on the
instrument panel.
The most effective way to troubleshoot an alterna-
tor is with an ammeter on the output of the alter-
nator. Another good check is with a voltmeter
across the battery. With the engine operating at a
moderate speed, the voltmeter reading should
never exceed 15.5 VDC. If reading exceeds 15.5
VDC, the alternator is defective and requires
replacing. Should the alternator output drop
below 12 VDC, the alternator is defective and
requires replacing.
Perform the following procedures below for abnor-
mal charging system operation.
1. Insure that the undercharged condition (below
12 VDC) has not been caused by accessories
having been left on for extended periods of
time.
2. Check the drive belt for proper tension (refer to
Alternator Drive Belt Tension in Section 1).
3. Ensure that battery is good and capable of
holding a charge.
4. Inspect the wiring for defects. Check all con-
nections for tightness and cleanliness, includ-
ing the slip connectors at the alternator and
connections at the battery.
5. With the ignition switch on and all wiring har-
ness leads connected, connect a voltmeter
from:
a. alternator “BAT” terminal to ground
b. alternator #1 terminal to ground
c. alternator #2 terminal to ground
An infinity reading indicates an open circuit
between the voltmeter connection and bat-
tery. Repair if required.
6. With all accessories turned off, connect a volt-
meter across the battery. Operate engine at
moderate speed. If voltage is 15.5 VDC or
higher, replace the alternator.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Circuit Breakers. Circuit breakers are employed
in the electrical system and act similar to fuses,
protecting the electrical circuits and valuable com-
ponents from overloads which could damage
them. Perform the following troubleshooting pro-
cedures to troubleshoot a circuit breaker.
1. Turn the ignition key to the “Ignition” position.
2. If the circuit breaker is tripped, reset the circuit
breaker.
3. If the circuit breaker immediately retrips,
remove all wires from the output side (load
side) of the circuit breaker.
4. Reset the circuit breaker. If the circuit breaker
retrips, the circuit breaker is bad and must be
replaced.
5. If the circuit breaker maintains a set state, one
of the output circuits is shorted. Reconnect
the wires one by one to the output side (load
side) until the circuit breaker trips. Trouble-
shoot the circuit of the wire, that tripped the
circuit breaker, for a short.
6. Isolate and remove the short from the circuit.
Automatic 90 amp Circuit Breaker (Illustration
1-5). The automatic circuit breaker (CB1) is
located on the right side of engine. It will automat-
ically reset itself if it trips. If the circuit breaker
cannot maintain a set state, perform the following
troubleshooting procedures to troubleshoot the
automatic circuit breaker.
1. Turn the ignition key to the Off position.
2. Remove all wires from the output side (load
side) of the circuit breaker.
3. Turn the ignition key to the “Ignition” position.
If the circuit breaker retrips, the circuit breaker
is bad and must be replaced.
4. If the circuit breaker maintains a set state, one
of the output circuits is shorted. Reconnect
the wires one by one to the output side (load
side) until the circuit breaker trips. Trouble-
shoot the circuit of the wire, that tripped the
circuit breaker, for a short.
5. Isolate and remove the short from the circuit.
Single-Pole, Single-Throw 30 amp Relays
(Illustration 6-4). A relay is nothing more than an
electrically controlled switch. Relays are always
shown on electrical circuits in a de-energized
state. The internal switch, common at pin 30,
6-5
toggles between pins 87A (when de-energized)
and 87 (when energized). Pins 86 and 85 of the
relay will energize the coil of the relay. Pin 85, in
all cases, is always the ground side and pin 86, in
all cases, is always the hot side. Either signal can
be sent to the relay to energize it. Ensure that pin
85 is properly grounded, when required, and / or
that 12 VDC is present at pin 86 when it is
required.
When the relay is de-energized, the internal
switch connects pins 30 and 87A completing the
circuit of the two pins. When the relay is ener-
gized, the coil shifts the switch, connecting pins
30 and 87 completing the circuit of the two pins.
The most effective way to troubleshoot the relay is
with an ohmmeter. This can be accomplished by
removing the female spade connectors from pins
30, 87, and 87A. In a de-energized state, ensure
that pins 30 and 87A have continuity between
them. With an ohmmeter, check the resistance
between pins 30 and 87a. The ohmmeter should
indicate a reading of 0 - 40 ohms. Energize the
relay and check the resistance between pins 30
and 87. The ohmmeter should indicate a reading
of 0 - 40 ohms. If these two checks are good, the
relay is good. If one of these checks fails and 12
Normally Closed
Common Contact (when relay
Contact is de-energized)
Normally Open
Contact (when relay
is de-energized)
Illustration 6-4. SP, ST 30 amp Relay
6-6
VDC required at pin 86 was or was not present, or
ground signal at pin 85 was or was not present,
dependant on the desired state of relay (ener-
gized or de-energized), the relay is bad and must
be replaced.
Single-Pole, Single-Throw 10 amp Relays with
L.E.D.s (Illustration 6-5). A relay is nothing more
than an electrically controlled switch. Relays are
always shown on electrical circuits in a de-ener-
gized state. The positive side of the relay coil is
pin 14 while the negative side of the coil is pin 13.
Either signal, 12 VDC or ground (or both), can be
sent to the relay coil to energize the relay.
When the relay is de-energized, the internal
switch connects pins 9 and 1 completing the cir-
cuit of the two pins. When the relay is energized,
the coil shifts the switch, connecting pins 9 and 5
completing the circuit of the two pins.
When the L.E.D. is illuminated, the coil of the relay
is energized. This does not indicate that the con-
tact points of the internal switches are functioning
properly. Do not rely on the L.E.D. to give the full
operational status of the relay.
The most effective way to troubleshoot this type
relay is with an ohmmeter. This can be accom-
plished by removing the wires at relay socket ter-
minals 9, 5, and 1. In a de-energized state, en-
sure that terminals 9 and 1 have continuity
between them. With an ohmmeter, check the re-
sistance between terminals 9 and 1. The ohmme-
ter should indicate a reading of 0 - 40 ohms. En-
ergize the relay and check the resistance between
terminals 9 and 5. The ohmmeter should indicate
a reading of 0 - 40 ohms. If these two checks are
good, the relay is good. If one of these checks
fails and 12 VDC required at terminal 14 was or
was not present, or ground signal at terminal 13
was or was not present, dependant on the desired
state of relay (energized or de-energized), the
relay is bad and must be replaced.
Double-Pole, Double-Throw 10 amp Relays
with L.E.D.s (Illustration 6-6). A relay is nothing
more than an electrically controlled switch. Relays
are always shown on electrical circuits in a de-en-
ergized state. The positive side of the relay coil is
pin 14 while the negative side of the coil is pin 13.
Either signal, 12 VDC or ground (or both), can be
sent to the relay coil to energize the relay.
When the relay is de-energized, the internal
switch connects pins (9 and 1) and pins (12 and
4) completing the circuit of both sets of pins.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

5
1
14
13
Illustration 6-5. SP, ST 10 amp Relay
When the relay is energized, the coil shifts the
switch, connecting pins (9 and 5) and pins (12 and
8) completing the circuit of both sets of pins.
When the L.E.D. is illuminated, the coil of the relay
is energized. This does not indicate that the con-
tact points of the internal switches are functioning
properly. Do not rely on the L.E.D. to give the full
operational status of the relay.
The most effective way to troubleshoot this type
relay is with an ohmmeter. This can be accom-
plished by removing the wires at relay socket ter-
minals (12, 8, and 4) and terminals (9, 5, and 1).
In a de-energized state, ensure that terminals (9
and 1) and terminals (12 and 4) have continuity
between them. With an ohmmeter, check the
resistance between terminals (9 and 1) and termi-
nals (12 and 4). The ohmmeter should indicate a
reading of 0 - 40 ohms. Energize the relay and
check the resistance between terminals (9 and 5)
and terminals (12 and 8). The ohmmeter should
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
indicate a reading of 0 - 40 ohms. If these two
checks are good, the relay is good. If one of
these checks fails and 12 VDC required at termi-
nal 14 was or was not present, or ground signal at
terminal 13 was or was not present, dependant on
the desired state of relay (energized or de-ener-
gized), the relay is bad and must be replaced.
5 1
4
8
14 13
9
12
Illustration 6-6. DP, DT 10 amp Relay
Double-Pole, Double-Throw 15 amp Relays
(Illustration 6-7). A relay is nothing more than an
electrically controlled switch. Relays are always
shown on electrical circuits in a de-energized
state. The positive side of the relay coil is pin 14
while the negative side of the coil is pin 13. Either
signal, 12 VDC or ground (or both), can be sent to
the relay coil to energize the relay.
When the relay is de-energized, the internal
switch connects pins (9 and 1) and pins (12 and
6-7
4) completing the circuit of both sets of pins.
When the relay is energized, the coil shifts the
switch, connecting pins (9 and 5) and pins (12 and
8) completing the circuit of both sets of pins.
The most effective way to troubleshoot this type
relay is with an ohmmeter. This can be accom-
plished by removing the wires at relay socket ter-
minals (12, 8, and 4) and terminals (9, 5, and 1).
In a de-energized state, ensure that terminals (9
and 1) and terminals (12 and 4) have continuity
between them. With an ohmmeter, check the
resistance between terminals (9 and 1) and termi-
nals (12 and 4). The ohmmeter should indicate a
reading of 0 - 40 ohms. Energize the relay and
check the resistance between terminals (9 and 5)
and terminals (12 and 8). The ohmmeter should
indicate a reading of 0 - 40 ohms. If these two
checks are good, the relay is good. If one of
these checks fails and 12 VDC required at ter-
5 1
4 ensure that terminals (10 and 5) and (6 and 8)
8
14 13
9 these four checks are good, the relay is good. If
12
Illustration 6-7. DP, DT 15 amp Relay
6-8
minal 14 was or was not present, or ground signal
at terminal 13 was or was not present, dependant
on the desired state of relay (energized or de-en-
ergized), the relay is bad and must be replaced.
Double-Pole, Double-Throw Latching Relays
(Illustration 6-8). A relay is nothing more than an
electrically controlled switch. This type of relay is
shown in a reset state. A latching relay has a
power saving feature. It does not require the relay
coil to be energized at all times to maintain the set
state. The positive side of the relay coil is pin 14
while the negative side of the coil is pin 13 for the
set state of the relay. The internal red flag of the
relay will be visible in the small window, located at
the top of relay’s cover, indicating a set state. In a
set state, pins (10 and 5) and pins (6 and 8) of the
relay will be closed and continuity exists between
each set of pins. In a reset state, the positive side
of the relay coil is pin 12 while the negative side of
the coil is pin 9. In a reset state, pins (10 and 1)
and pins (6 and 4) of the relay will be closed and
continuity exists between each set of pins. The
internal red flag of the relay will not be visible in
the small window in the top of the relay’s cover,
indicating a reset state. A constant 12 VDC signal
is not required to set or reset the latching relay. A
momentary 12 VDC signal is required at either the
set or reset coil, depending on the desired state of
the relay, to set or reset the relay.
The most effective way to troubleshoot this type
relay is with an ohmmeter. This can be accom-
plished by removing the wires at relay socket ter-
minals (10, 1, and 5) and (6, 8, and 4). Set the
relay by applying 12 VDC to pin 14. In a set state
(the internal red flag is visible in the window),
have continuity between them. With an ohmme-
ter, check the resistance between terminals (10
and 5) and then terminals (6 and 8). The ohmme-
ter should indicate a reading of 0 - 40 ohms.
Reset the relay by applying 12 VDC to pin 12 (the
internal red flag should not be visible in the win-
dow). Check the resistance between terminals (6
and 4) and then terminals (10 and 1). The ohm-
meter should indicate a reading of 0 - 40 ohms. If
one of these checks fails and 12 VDC required at
terminals (14 or 12) was or was not present and
ground signal at terminals (13 or 9) was present,
dependant on the desired state of relay (set or
reset), the relay is bad and must be replaced.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 and orange wires. The white and orange wires
will have continuity between them only as long as
the proximity switch senses its target. The maxi-
mum targeting distance is approximately 3/8”.
The most effective way to troubleshoot the prox-
imity switch is with an ohmmeter. This can be
accomplished by disconnecting the weatherpack
connector (located approximately 3 foot from the
proximity switch), jumpering the red wires at each
end and jumpering the black wires at each end.
Target the proximity switch (the red L.E.D. should
illuminate) and check the continuity of the white
and orange wires located on the proximity switch
side of the weatherpack. The ohmmeter should
indicate a reading of 0 - 40 ohms. Remove the
target from the proximity switch and with an ohm-
meter, check the continuity between the white and
orange wires. The ohmmeter should now read
2
5 1 infinity If these two checks are good, the proximity
6 switch is good. If one of these checks fails, the
4 proximity switch is bad and must be replaced. Do
14
13 not rely on the red L.E.D. as a sole indicator that
the internal switch did, in fact, close. Always
8
check the continuity between the white and
orange wires as described above.

L.E.D.
10

12

Illustration 6-8. DP, DT Latching Relay

30mm Proximity Switches (Illustration 6-9). The

proximity switches employed on Taylor equipment
are state-of-the-art switching devices. The red
wire of the proximity switch powers the proximity
switch itself and also powers the red L.E.D. on the
cable side of the proximity switch. The black wire
is the ground side of the proximity switch while the
white wire is the common post of the internal
switch. The blue wire is the normal closed post of
the internal switch and the orange wire is the nor- RED BLUE
NC
mally open post of the internal switch. WHITE
COM.
The proximity switch will be energized when the BLACK ORANGE NO
proximity switch senses its target. Once this hap-
pens, the red L.E.D. will illuminate and the internal
switch will switch, closing the circuit of the white Illustration 6-9. Proximity Switch

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 6-9

Single-Pole, Single-Throw, Maintain Contact Exercise care not to reverse polarity because
Switches. A switch is designed with the purpose some solenoids employ internal diodes which can
of controlling an electrical circuit by completing or be destroyed when the polarity is reversed. The
opening the circuit. With an ohmmeter, check the solenoids employed on the transmission control
resistance between the contact points of the valve contain diodes. The black wire of the coil
switch. With the switch closed (completing the connects to the ground side of the circuit while the
circuit), the ohmmeter reading should indicate 0 - red wire goes to the positive side of the circuit.
40 ohms. With the switch open (opening the cir-
Diodes (Illustration 6-10). Diodes are one-way
cuit), the ohmmeter reading should be infinity. If
conductors that provide isolation. Current flow
the above checks are good, the switch is good. If
through a diode is from anode to cathode. They
any of the above checks fail, the switch is bad and
are easily proven good by using an ohmmeter.
must be replaced.
When using the ohmmeter, place the leads of the
Single-Pole, Double-Throw, Momentary Rocker ohmmeter on the opposite ends of the diode.
Switches. This type of switch operates on the Observe the ohmmeter reading. Then reverse the
principle that the circuit is closed only when the ohmmeter leads on the ends of the diode.
switch is held in the closed state. Once the switch Observe the ohmmeter reading. The ohmmeter
is released, the circuit will open. This switch is readings should indicate a higher ohm resistance
checked like an On-Off switch with the exception in one direction opposed to the other direction
that the switch must be held closed to complete because the current generated by the ohmmeter
resistance checks. is sufficient enough to forward-bias the diode.
Solenoids. A solenoid is an electrical compo-
nent. When electricity is applied to the coil, the Current Flow
solenoid will form an electromagnet. The magnet-
ic field will pull or push an armature into the coil
(based on application). The armature can be con-
nected to a switch in electrical circuits to turn the
switch on or off. An armature can also be used to
open or close valves.
Solenoids employed as electrical switches can be Cathode Anode
troubleshot with an ohmmeter. Remove the two
wires from the two larger posts of the solenoid.
Energize the solenoid. With an ohmmeter, check Illustration 6-10. Diode
the resistance between the two larger posts. The
ohmmeter should indicate between 0 - 40 ohms
nominally.
Solenoids employed as hydraulic switches are
used to open and close spools of valves. The
simplest way to prove the solenoid coil good is to
energize the solenoid and then, with a metal
object, touch the nut that secures the coil to the
cartridge. The magnetic field generated when the
coil becomes an electromagnet will be significant
enough to pull the metal object to the nut (some
solenoids employ a metal nut encased in plastic
and will require removal in order to detect the
magnetic field). This will prove the coil good; how-
ever, the armature may be stuck. If the hydraulic
circuit is still defective at this point, remove the coil
and cartridge. Now energize the coil, the arma-
ture inside the cartridge should shift. If the arma-
ture inside the cartridge did not shift and the coil is
magnetized, replace the cartridge.

6-10 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Refer to Illustration 6-16 for component reference

Component Problem Correction

1. Battery 1. Low voltage. 1.

a. Low electrolyte level. Check
electrolyte level in battery, fill
with distilled water as required,
and recharge battery.
b. Alternator output is bad. Refer
to the Alternator troubleshoot-
ing section below.
c. Loose, broken, or corroded
wires. Repair or replace wires.
d. Ensure that low voltage condi-
tion has not been caused by
accessories having been left
on for extended periods of
time.

2. Alternator 1. Low output voltage (voltage is 1.

below 12 VDC).
a. Ensure drive belts are tight.
b. Inspect the wiring for defects.
Check all connections for tight-
ness and cleanliness, includ-
ing the slip connectors at the
alternator and connections at
the battery.
c. Defective alternator. Replace
alternator.
2. High output voltage (voltage 2. Defective alternator. Replace
exceeds 15.5 VDC). alternator.

3. Battery Disconnect 1. When key switch is in the ON
Switch position, contact points of switch
do not close.
2. When key switch is in the OFF
position, contact points of switch
do not open.
1. Remove wires from the switch,
turn the switch on. With an ohm-
meter, check the resistance across
the contact points. The ohmmeter
reading should indicate 0 - 40
ohms.
2. Remove wires from the switch,
turn the switch off. With an ohm-
meter, check the resistance across
contact points. The ohmmeter
reading should indicate infinity.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 6-11

 Component Problem Correction

4. Ignition Switch 1. Ignition switch (S1) does not close 1. On the back of the ignition switch
(accessory position). (S1), at the B terminal, check for
12 VDC from circuit breaker
(CB2). Ensure that the battery
disconnect switch (S54, Illustration
1-6) is in the On position. If 12
VDC is not present, ensure that
circuit breaker (CB2) is set.
Ensure that Deutsch connector
(EC1) is not loose or that pin 6 or
11 is backed out of this connector.
Ensure that all battery cables are
connected to the terminals of the
batteries. Ensure that the batter-
ies are charged. Ensure that cir-
cuit breaker (CB1) can maintain a
set state. If 12 VDC is present at
the B terminal, turn the key to the
ignition position, at the I terminal,
you should see 12 VDC; if not,
remove the wire from the I termi-
nal and recheck voltage. If 12
VDC is now present, there is a
short between the ignition switch
(S1) and the truck power solenoid
(L1); isolate and repair short. If 12
VDC is not present and 12 VDC
was present at the B terminal,
replace the ignition switch (S1).
2. Ignition switch (S1) does not close 2. The truck is equipped with an anti-
(start position). restart ignition switch (S1).
Should the truck fail to start on the
first attempt, the key must be
turned fully off to reset the ignition
switch, allowing the B (Battery)
and S (Start) contacts to close
when the ignition switch is turned
to the Start position. This is a
momentary position that should
only make contact when the key is
fully turned. On the back of the
ignition switch (S1), ensure that 12
VDC is present at the B terminal.
If 12 VDC is not present, ensure
that circuit breaker (CB2) is set.
Ensure that Deutsch connector
(EC1) is not loose or that pin 7 is
backed out of this connector.
continued Ensure that all battery cables are
(continued)

6-12 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Component Problem Correction

4. Ignition Switch (Continued)

(Continued) connected to the terminals of the
batteries. Ensure that the batter-
ies are charged. Ensure that cir-
cuit breaker (CB1) can maintain a
set state. If 12 VDC is present,
turn the ignition switch (S1) to the
Start position. Check the S termi-
nal of the ignition switch for 12
VDC. If not present, remove the
wire from the S terminal; turn the
ignition switch to the Start position
and check for 12 VDC at the S ter-
minal. If 12 VDC is present, the
ignition switch is good.

5. Wires 1. Wire has lost continuity. 1. Isolate the wire from the circuit
(ohm out the wire). Ohms will vary
according to the length of the wire.
Expect to see low ohms if wire is
good.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 6-13

Electrical System Troubleshooting gauge indicates above 75 psi, remove wire #31
from the low air pressure switch (S13). If the low
Some of the components described in this section
air light (DS7) does not go out, wire #31 is shorted
are optional equipment.
out.
Eng Oil light (DS1, Illustration 6-16). The engine
Brake Fault light (DS8, Illustration 6-16) (if
oil light will illuminate when engine oil pressure
equipped). There are three signals in parallel
switch (S17, Illustration 1-6) has closed. The
capable of illuminating the brake fault light (DS8).
engine oil pressure switch will close between 7 -
10 psi on falling engine oil pressure. It is imperative that the technician understand how
these switches work to isolate the source of the
Battery light (DS3, Illustration 6-16). When the
failure. The simplest way to troubleshoot is to
battery light illuminates, it lets the operator know
remove the signal wire #32 from the switches
that there is a problem with the alternator. Refer
(S23, S24, and S27), one switch at a time. Start
to the Component Troubleshooting of the Alter-
the engine and see if the brake fault light (DS8) is
nator found earlier in this section.
illuminated. By removing the signal wire #32 from
Seat Belt light (DS4, Illustration 6-16). The seat the switch (S23, S24, or S27), the switch will be
belt light (DS4) will only illuminate when the key is eliminated from the circuit. Once the defective
in the ignition position and the seat belt is unfas- circuit has been removed, the brake fault light
tened. With the seat belt fastened, the seat belt (DS8) will not illuminate. Next, the technician
switch (S18) will send a ground through wire #38, must determine if the switch is bad or if the circuit,
energizing the seat belt relay (K2) and breaking the switch (S23, S24, or S27) is monitoring, is at
the contact between pins #30 and #87A of relay fault.
(K2), removing the ground from the seat belt light
Troubleshoot the switches (S23, S24, and S27) as
(DS4).
follows:
Shift Fail light (DS6, Illustration 6-16, if equipped
1. The power cluster overstroke indicator switch
with APC 70). The shift fail light (DS6) is con-
(S27) is located on the end cover between the
trolled by the APC 70 and will illuminate only when
shell assembly and the tube cylinder of the
the operator has attempted an improper shifting
power cluster. The overstroke indicator switch
procedure. The only purpose of this light is to let
is a normally open switch. A visual inspection
the operator know that he or she is outside of the
of the switch will confirm overstroke condition.
operating parameters.
The brass colored indicator rod will be protrud-
Low Air light (DS7, Illustration 6-16). The low air ing from the end cover approximately 3/4” to
light (DS7) will illuminate when the air pressure 1”. The indicator rod must be physically
falls below 75 psi. The low air pressure switch reseated. The most common cause of the
(S13), a normally closed switch, will close when brake fault light (DS8) illuminating is when an
the air pressure drops below 75 psi, sending overstroke condition has occurred.
ground through wire #31 (Illustration 6-16) com-
2. The brake coolant temperature switch (S24,
pleting the circuit to the low air light (DS7). In
Illustration 6-16) is located in the brake cooling
addition to the low air light being illuminated, an
valve. The brake coolant temperature switch
audible alarm will be heard from the low air / shut
is a normally open switch that will close at
down buzzer (LS5). When the air pressure drops
190_F. The simplest way to check this switch
to 60 psi, the parking brake valve will pop out,
is to turn the truck off and allow the truck to
applying the parking brake, closing the parking
cool. With an ohmmeter, measure the resist-
brake switch (S11). As a result, this will energize
ance between the posts on the switch and the
the brake saver relays (K23 and K31, Illustration
chassis ground. The ohmmeter reading
9C-2), taking away the 12 VDC signal from the
should indicate infinity (open circuit). If the
forward and reverse solenoids of the control valve
ohmmeter reading indicates a short, then the
that is located on the transmission. This inhibits
brake coolant temperature switch (S24) must
the operator from driving through the brakes. The
be replaced. Care must be taken to insure
air pressure gauge in the instrument panel will
that a good chassis ground is obtained.
assist in determining if the low air switch (S13) is
defective, if a short exists on wire #31, or if a low 3. The brake coolant pressure switch (S23,
air pressure problem exists. If the air pressure Illustration 6-16) is located in the brake man-

6-14 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 ifold valve. The brake coolant pressure switch
is a normally closed switch that will open at
10 psi. The purpose of this switch is to moni-
tor for a low pressure problem in the brake
cooling circuit. When the pressure drops
below 10 psi, the switch will then close com-
pleting the electrical circuit to the brake fault
light (DS8). It must now be determined if the
switch (S23) is defective or if a low pressure
problem exists in the brake cooling circuit.
There is a pressure test coupling (pressure
check) located on the brake cooling manifold
at port A. Plug a pressure gauge into the test
port and with the engine running, observe the
gauge reading. The maximum pressure
observed should be no more than 600 psi (the
pressure will be between 0 and 600 psi).
Remember it takes 10 psi to open the switch.
If the pressure indicated is above 10 psi, the
brake coolant pressure switch (S23) is defec-
tive and must be replaced.
If all three of the switches, described above, have
been proven to be good and the brake fault light is
still illuminated, there is a short on the signal wire
#32. Isolate and remove the short.
Front Wiper Circuit (Illustration 6-16). The front
wiper circuit is comprised of a circuit breaker
(CB4), wiper switch (S7) and wiper motor (B1). 12
VDC power is supplied from circuit breaker (CB4)
to the B (Battery) posts of the wiper switch (S7).
There are 6 posts on the back of the wiper switch
(S7). The P (Park) post of the wiper switch is
used for parking the wiper motor (B1). When the
wiper switch is turned off, 12 VDC will be present
at the P post. When the wiper switch is turned on,
12 VDC will be present at the L (Low) or H (High)
post of the wiper switch (depending on desired
speed). 12 VDC will be present at the W (Wash-
er) post of the wiper switch (S7) when the wiper
switch is depressed. Five wires are used on the
wiper motor (B1). The black wire of the wiper
motor is used for ground. The blue wire of the
wiper motor (B1) is is used for high speed. The
yellow wire of the wiper motor (B1) has a constant
12 VDC supply to it at all times while the key is at
the accessory position. The red wire of the wiper
motor (B1) is used for low speed. In this applica-
tion, 12 VDC will be applied to the red wire when
the wiper switch (S7) is in the Low position. The
green wire of the wiper motor (B1) is used to drive
the wiper motor to the Park position when the wip-
er switch (S7) is turned off. There will be 12 VDC
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
present on the green wire when the wiper switch
(S7) is in the Park position.
Top and Rear Wiper Circuits (Illustration 6-16).
The top and rear wiper circuits are comprised of a
circuit breakers (CB3 and CB24), wiper switches
(S8 and S9) and wiper motors (B8 and B9). 12
VDC power is supplied from circuit breaker (CB3)
to the B (Battery) post of the wiper switch (S8)
while 12 VDC power is supplied from circuit break-
er (CB24) to the B (Battery) post of the wiper
switch (S9). There are 5 posts on the back of the
wiper switches (S8 and S9). The P (Park) post of
the wiper switches are used for parking the wiper
motor (B9 and B8). When the wiper switches are
turned off, 12 VDC will be present at the P post.
When the wiper switches are turned on, 12 VDC
will be present at the L (Low) post or H (High) post
of the wiper switches, contingent on the speed
selected. 12 VDC will be present at the W (Wash-
er) post of the wiper switches (S8 or S9) when the
wiper switch is depressed. With the wiper switch
(S8 or S9) turned off, 12 VDC is applied at the P
terminal of the wiper motor (B9 or B8) to drive the
wiper motor to the Park position. With the wiper
switch (S8 or S9) in the Low position, 12 VDC is
applied to the L terminal of the wiper motor (B9 or
B8) for low speed. With the wiper switch (S8 or
S9) in the high speed position, 12 VDC is applied
to the H terminal of the wiper motor (B9 or B8) for
high speed. The wiper motors (B9 and B8) utilize
chassis ground.
Defroster Fan Motors (B2 and B4, Illustration
6-16). The front defroster (B2) and the rear
defroster (B4) fan motors are controlled by
defroster switch (S6). Defroster switch (S6) is
powered by circuit breaker (CB9). There is a
diode between circuit breaker (CB9) and defroster
switch (S6). Its purpose is to prevent an induced
voltage generated by the defroster fan motors (B2
and B4), which could prolong engine shut down,
after the ignition switch (S1) is turned to the Off
position. With the defroster switch (S6) in the Low
position, 12 VDC will be present on wire #40A for
the front defroster motor (B2) or on wire #40 for
the rear defroster motor (B4). With the defroster
switch (S6) in the High position, 12 VDC will be
present on wire #41A for the front defroster motor
(B2) or wire #41 for the rear defroster motor (B4).
Both defroster motors (B2 and B4) utilize chassis
ground.
Heater Fan Motor (B5, Illustration 6-16). The
heater fan motor (B5) is controlled by heater
6-15
switch (S5). Heater switch (S5) is powered by cir-
cuit breaker (CB8). There is a diode between cir-
cuit breaker (CB8) and heater switch (S5). Its pur-
pose is to prevent an induced voltage generated
by the heater fan motor (B5), which could prolong
engine shut down, after the ignition switch (S1) is
turned to the Off position. With the heater switch
(S5) in the Low / High position, 12 VDC will be
present on wire #43 to the heater fan motor (B5)
for low speed operation. With the heater switch
(S5) in the High position, 12 VDC will be present
on wire #44 to the heater fan motor (B5) for high
speed operation. The heater fan motor (B5) is
connected to the chassis ground by wire #11. The
heater fan motor (B5) will circulate air through a
heater coil (which is heated by the engine coolant)
and into the cab.
Air Conditioner / Heater Unit (B7, Illustration
6-16). The air conditioner / heater unit (B7) is
powered by circuit breaker (CB16). Two power
wires #72 are sent from the circuit breaker (CB16)
to the air conditioner / heater unit (B7). This is
required to deliver the sufficient amperage to the
air conditioner / heater. All controls to the air con-
ditioner / heater unit (B7) are internal to the air
conditioner / heater unit (refer to Section 20A for
additional information on the air conditioner / heat-
er unit).
Forward Alarm (LS4, Illustrations 6-16, 9C-2, and
29-30). The forward alarm circuit is designed to
emit an audible alarm when the shifter is in the
forward position and the forward alarm circuit has
been activated. The forward alarm circuit is con-
trolled by two switches, the forward alarm key
switch (S14) and the forward alarm toggle switch
(S10). The forward alarm mode key switch (S14)
is an on and off switch. When the forward alarm
mode key switch (S14) is in the Automatic Posi-
Refer to Illustration 6-16 for component reference
Problem Cause
1. Eng Oil light (DS1) 1. Engine oil pressure is below 7 - 10 1. Refer to Problem 36. in the
is illuminated. psi.
2. Defective engine oil pressure
switch (S17).
3. There is a short on wire #4.
6-16
tion, the contacts of the switch are closed. When
the forward alarm mode key switch (S14) is off
(Operator Controlled Mode), the contacts of the
switch are open. With the forward alarm mode
key switch (S14) turned to the Automatic Position,
the forward alarm (LS4) will always be energized,
sounding an audible alarm any time the shifter is
placed in the forward position. With the forward
alarm override switch (S14) turned to the Operator
Controlled position, the forward alarm toggle
switch (S10) can activate the forward alarm circuit
when the shifter is in the forward position. This
allows the operator to determine when or when
not to use the forward alarm circuit. With the shift-
er in the forward position, 12 VDC is sent on wire
#306 to pin 14 of forward relay (K17). Ground to
energize K17 is supplied by either S10 or S14. 12
VDC is supplied by circuit breaker (CB19) at all
times to pin 9 (common pin) of K17. When K17
energizes, the 12 VDC at pin 9 will pass out pin 5
to LS4 (forward alarm unit), energizing it.
WARNING: See the information in the
Operator’s Guide and Safety Check concerning
selecting the appropriate mode of operation.
Reverse Alarm (LS3, Illustration 6-16). The
reverse alarm circuit is designed to emit an audi-
ble alarm when the shifter is in the reverse posi-
tion. The reverse alarm circuit is controlled by the
shifter. With the shifter in the reverse position,
relay (K18) is energized. Circuit breaker (CB15)
will supply 12 VDC to pin #30 of relay (K18).
When relay (K18) energizes, the 12 VDC present
at pin #30 will pass out pin #87 through wire #39,
energizing the reverse alarm (LS3). Any time 12
VDC is present on wire #319 at relay (K18), pin
#86, the reverse alarm (LS3) should be energized.
Correction
Engine Troubleshooting chart in
Section 1.
2. Replace engine oil pressure
switch (S17).
3. Isolate and repair short.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 Problem Cause Correction

2. Battery light (DS3) is 1. Charge indicator relay (K3) is
illuminated. defective.
2. Defective alternator.
3. There is a short on wire #34.
4. Wire #5 is open or shorted.
1. Replace charge indicator relay
(K3). Refer to Alternator of the
Component Troubleshooting.
2. Replace alternator.
3. Isolate and repair wire.
4. Isolate and repair wire.

3. Seat Belt light (DS4) 1. Seat belt is unfastened. 1. Fasten seat belt.
is illuminated.

4. Seat Belt light (DS4) 1. Seat belt relay (K2) is defective. 1. Refer to the Component Trouble-
is illuminated with shooting found earlier in this sec-
the seat belt fas- tion.
tened.
2. Wire #35 from Seat Belt light 2. Isolate and repair short.
(DS4) to seat belt relay (K2) has a
short on it.
3. Wire #38 or #35 from the enable 3. Isolate and repair.
relay (K20) is open.
4. Defective seat belt switch (S18). 4. Replace seat belt.

5. Shift Fail light (DS6) 1. Shift request is outside of shifting 1. Operate truck correctly (refer to
is illuminated. parameters. the Operator’s Guide for proper
(if equipped with shifting operations).
APC-70)

6. Low Air light (DS7) 1. Air pressure is below 75 psi. 1. Locate and repair leak (check all
is illuminated and fittings, hoses, seals, air tank, ser-
buzzer (LS5) is vice brake valve, de-clutch valve
energized. and brake actuators).
2. Wire #31 is shorted between the 2. Isolate and repair short. A good
low air pressure switch (S13) and indication of this problem will be
Low Air light (DS7). the air pressure gauge on the
instrument panel shows good air
pressure.

continued

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 6-17

 Problem Cause Correction

9. Low Air light (DS7) 3. Defective low air pressure switch 3. Allow truck to build air pressure,
is illuminated and (S13). shut down engine, and with an
buzzer (LS5) is ohmmeter read across each termi-
energized. nal of the low air pressure switch
(Continued) (S13) to chassis ground. Ohmme-
ter readings on one terminal
should be 0 - 40 ohms while the
other terminal’s ohmmeter reading
should be infinity. If the air pres-
sure gauge, located on the instru-
ment panel, shows good air pres-
sure and the ohmmeter readings
are not as described above,
replace low air pressure switch
(S13).

7. Brake Fault light 1. Overstroke indicator switch (S27)
(DS8) is illuminated is overstroked.
2. Brake coolant pressure switch
(S23) is defective.
3. Brake coolant pressure is below
10 psi.
a. Leak in brake cooling circuit.
b. Defective pressure relief valve
in port 3 of the brake manifold
valve.
4. Brake coolant temperature switch
(S24) is defective.
5. Brake coolant temperature
exceeds 190_F.
6. There is a short on wire #32.
1. Visually inspect the overstroke
indicator switch (S27). If an over-
stroked condition has occurred, a
brass colored indicator rod will be
protruding from the end cover of
the power cluster approximately
3/4” to 1”. To reset, push the indi-
cator rod back into the end cover.
2. Refer to the Electrical System
Troubleshooting of the Brake
Fault light found earlier in this
section.
3.
a. Isolate leak and repair.
b. Replace the 175 psi pressure
relief valve in the brake man-
ifold valve at port 3.
4. Refer to the Electrical System
Troubleshooting of the Brake
Fault light found earlier in this
section.
5. Refer to Problem 1. in the Wet
Disc Brakes Cooling System
Troubleshooting chart in Section
15C.
6. Isolate and repair

6-18 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Problem Cause Correction

8. Left turn lamp (DS9) 1. The left turn lamp (internal to DS9) 1. Replace left turn lamp bulb.
will not illuminate is burned out.
when the turn signal
is activated for a left 2. Circuit breaker is tripped (this will 2. Reset circuit breaker.
turn affect DS11 as well).
(if equipped) 3. Defective flasher (this will affect 3. Replace flasher.
DS11 as well).
4. Defective turn switch (left side). 4. Replace turn switch.
The turn switch is mounted on the
steering column.
5. Loose or broken wire. 5. Check all connections or repair
wire.

9. Park Brake light 1. Parking brake is applied. 1. Release parking brake.

(DS10) is illumi-
2. Park brake switch (S11) is defec- 2. Replace park brake switch (S11).
nated
tive.
3. Air pressure is below 60 psi. 3. Refer to Problem 3. in the Brake
Control System Troubleshoot-
ing chart in Section 15.

10. Right turn lamp 1. The right turn lamp (internal to 1. Replace right turn lamp bulb.
(DS11) will not illu- DS11) is burned out.
minate when the
turn signal is acti- 2. Circuit breaker is tripped (this will 2. Reset circuit breaker.
vated for a right turn affect DS9 as well).
(if equipped) 3. Defective flasher (this will affect 3. Replace flasher.
DS9 as well).
4. Defective turn switch (right side). 4. Replace turn switch.
The turn switch is mounted on the
steering column.
5. Loose or broken wire. 5. Check all connections and repair
wire if necessary.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 6-19

6-20 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 Illustration 6-11. Truck Layout Wiring Diagram

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 6-21

6-22 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 06-2366 SHT. 03

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 6-23

 Hoist Circuit

6-24 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Illustration 6-12. Truck Control ANSI Diagram

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 6-25

6-26 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 06-2366 SHT. 10

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 6-27

 Hoist Circuit

6-28 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Illustration 6-13. Main Control Junction Box

06-2366 SHT. 06

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 6-29

Illustration 6-14. Cab Rear Panel Harness

I-1-29-0640

6-30 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Hoist Circuit

PLACE THE FOLLOWING ILLUSTRATIONS IN

FOLDER ENVELOPES:
Illustration 6-15 - 06 2366 SHT. 10 (Truck Control ANSI)
Illustration 6-16 - 06 2366 SHT. 9 (ANSI)

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 6-31

6L-Auxiliary Lighting
 Section 6L

Auxiliary Lighting
Introduction. The high intensity discharge
(H.I.D.) lighting system, if equipped, provides the WARNINGS:
user several times the output of incandescent or S The H.I.D. lighting system operates under
halogen lamps, utilizing the same levels of input high voltage. Disconnect all input power to
energy. the ballast assembly before attempting any
service. Failure to observe this warning may
H.I.D. Lights (Illustration 6L-1). The lighting unit
result in personal injury or death.
is comprised of a bulb, ballast and a starter,
located in the ballast. The bulb contains a gas- S All electrical work should be performed only
eous environment and houses the arc. The start- by qualified service technicians.
er will boost the voltage from the ballast, creating
an arc inside the bulb. The ballast will then pro-
vide high voltage to maintain the arc. At initial
startup, the lighting unit can draw a maximum of
20 amps. Once the lighting unit has illuminated, it
can draw a maximum of 3.18 amps (steady state).
H.I.D. Lighting System Maintenance. The H.I.D.
lighting system is a long life, self-sustaining lamp
that requires little or no regular maintenance.
Some operating environments, however, may
require periodic cleaning of excess dirt or debris
from the lense, and periodic checks of the cables
and connections for signs of damage or wear. If
the H.I.D. lighting system fails to operate properly,
refer to the H.I.D. Lighting System Troubleshoot- BULB BALLAST
ing chart. (STARTER)

Illustration 6L-1. H.I.D. Work Lights

H.I.D. Lighting System Troubleshooting (Illustration 6L-1)

Problem Cause Correction

1. H.I.D. light does 1. Bulb burned out. 1. Disconnect power, replace bulb,
not illuminate reconnect power and check light
for illumination.
2. Blown fuse. 2. Check fuse and replace if neces-
sary.
3. Loose or broken wire. 3. Check electrical connections and
wire. Repair as required. Should
wire require replacing, replace with
a wire of the same gauge.
4. Defective ballast. 4. Disconnect power, replace ballast
assembly, reconnect power and
check light for illumination.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 6L-1


SPREADER / BRAKE
PUMP
CHARGING
DIPSTICK
BREATHER
FULL
LOW
FLEX PLATE
FILLER CAP
CONTROL
VALVE
Illustration 9-1. TC-36 Transmission
Introduction. The TC-36 transmission is a pow-
ershift transmission which provides three speeds
forward and three speeds reverse. Both direction
and speed range are controlled by a roll shift
mechanism attached to the steering column. The
transmission can be neutralized during braking by
a de-clutch feature (refer to Section 15 for
de-clutch operation).
Operation. With the engine running, the trans-
mission’s converter charging pump draws oil from
the transmission sump through the oil sump
screen and directs it through the pressure regulat-
ing valve and oil filter. The pressure regulating
valve maintains pressure to the transmission con-
trol valve for actuating the direction and speed
clutches. This requires only a small amount of oil.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Section 9
Transmission
MAIN
PUMP PUMP
OIL SCREEN
PLUG
OIL SCREEN
DRAIN PLUG
DE-CLUTCH VALVE
The remaining oil is directed through the torque
converter circuit to the oil cooler and returns to the
transmission for positive lubrication. After enter-
ing the converter housing, the oil is directed
through the stator support to the converter blade
cavity and exits in the passage between the tur-
bine shaft and converter support. The oil then
flows out of the converter to the oil cooler. After
leaving the cooler, the oil is directed back to the
transmission.
The torque converter turbine receives fluid at its
center. The reaction member of the torque con-
verter takes the fluid which is exhausting from the
inner portion of the turbine and changes its direc-
tion to allow correct entry for recirculation into the
impeller element.
9-1
 REVERSE CAUTION: Dispose of filters in accor-
dance with federal and local regulations.
2ND
NOTE: It is recommended that filter elements be
changed after 50 and 100 hours of operation on
1ST new and rebuilt or repaired transmissions.
1. Make certain filters are cool to the touch, then
FORWARD provide a suitable container to catch any
draining oil, and unscrew filter and dispose of
filter properly.
2. Apply an even film of fresh oil on the gasket
surface of the replacement filter elements.
Then thread each filter onto the filter head
assembly.
Illustration 9-2. Transmission Control Valve
3. Hand tighten each filter element 3/4 turn past
Transmission Control Valve (Illustration 9-2). point where gasket first contacts filter head
The transmission control valve directs oil, under surface.
pressure, to the desired directional and speed 4. Refer to Filling The Transmission for adding
clutch. The directional and speed clutch assem- oil to the transmission.
blies are mounted inside the transmission case
and are connected to the output shaft of the con-
verter either by direct gearing or drive shaft. The
purpose of the directional or speed clutches is to FILTER
direct the power flow through the gear train to pro- HEAD
vide the desired speed range. Refer to Section ASSEMBLY
9C for electrical operation of the transmission con-
trol valve.
Oil Level Check (Illustration 9-1). The oil level
should be checked daily, with the oil at normal
operating temperature (180_F to 200_F+) and the
engine operating at low idle. The oil level should
be up to the FULL mark on the dipstick. The dip-
stick is located inside the right engine hood door,
beside the filler cap. FILTER
ELEMENTS
Changing The Filter Elements (Illustration 9-3).
The oil filter elements, located on the left side of
the truck below the engine access door, should be
changed every 500 hours. The interval above is
based on normal environmental condition, exces-
sive dust may require a more frequent filter
change interval. Perform the following procedures
to change the filter elements: Illustration 9-3. Transmission Oil Filter Element

Changing The Oil (Illustration 9-1). The transmis-

WARNING: Park machine on a level sur- sion oil should be changed every 1000 hours.
face, apply parking brake, block wheels and The oil should be drained with oil at a temperature
Lock Out & Tag Out while servicing machine. of 150_F to 200_F.

9-2 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 4. Reinstall the breather.
WARNING: Park machine on a level sur-
General Information
face, apply parking brake, block wheels and
Lock Out & Tag Out while servicing machine. Oil Pressure (low idle) 240 psi
Oil Pressure (high idle) 310 psi
CAUTION: Dispose of oil and filter in Oil Temperature 180 - 250_F
accordance with federal and local regulations. (82.2 - 121_C)
Perform the following procedures to change the Oil Capacity 40 Quarts
transmission oil: Transmission Stall Speed 1990 rpm±50
1. Provide a suitable container and remove the rpm
drain plug to drain the oil.
2. Remove the oil screen and gasket.
3. Clean the oil screen thoroughly.
4. Use a new gasket and reinstall the oil screen.
Tighten the oil screen to 10 to 15 ft-lbs.
5. Refer to Changing The Filter Elements for
procedures to change the filter elements.
6. Reinstall the drain plug.
7. Refer to Filling The Transmission, located
below, for adding oil to the transmission.
Filling The Transmission (Illustration 9-1). Per-
form the following procedures to fill the transmis-
sion with oil:
1. With engine shut down, fill the transmission to
the FULL mark on the dipstick.
2. Operate the engine and check for leaks.
When the oil temperature reaches +180_F to
+200_F and the engine is operating at low
idle, make a final oil check and add oil to bring
the oil level to the FULL mark on the dipstick.
Cleaning The Transmission Breather (Illustra-
tion 9-1). The breather should be checked every
1500 hours of operation for restriction. The preva-
lence of dirt and dust will determine the frequency
at which the breather requires cleaning. Perform
the following procedures to clean the transmission
breather:
1. Clean the area around the breather before
removing it.
NOTE: Care must be exercised when removing
the breather to avoid damaging the breather.
2. Remove the breather.
3. Wash the breather thoroughly in solvent and
dry it with compressed air.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 9-3

 PORT AR
PORT S CHARGE CONVERTER IN
PUMP PRESSURE PRESSURE
240 - 310 PSI

PORT AQ CONVERTER
OUT TO COOLER

PORT R CONVERTER
OUT PRESSURE (25
PSI MIN. @ 2000 RPM - PORT J OIL COOLER
70 PSI MAX. @ RATED, TEMPERATURE
NO LOAD GOVERNED SWITCH (245˚F N.C.)
RPM) LOCATION

PORT RC MODULATED
REVERSE CLUTCH
PRESSURE 240 - 310 PSI

PORT K
FULL OIL LEVEL *

PORT L
LOW OIL LEVEL *

PORT FC MODULATED
FORWARD CLUTCH
PRESSURE 240 - 310 PSI * OIL LEVEL SHOULD BE CHECKED AT
OPERATING TEMPERATURE WITH THE
TRANSMISSION IN THE NEUTRAL POSITION

Illustration 9-4. Transmission Check Points

9-4 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 PORT S
PORT H PORT AR

TRANSMISSION
OIL FILTERS

PORT AQ

PORT AD PORT J
PORT R

PORT AH

TRANSMISSION
OIL COOLER

INDICATES HYDRAULIC FLUID FLOW

Illustration 9-5. Transmission Fluid Flow

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 9-5

Transmission Troubleshooting
Electrical / Mechanical Checks. Prior to check-
ing any part of the system from a hydraulic stand-
point, the following electrical / mechanical checks
should be made.
1. Ensure that the proper solenoids on control
valve are energized. When the solenoids are
energized they become magnetized. A mag-
netic field can be checked at the nut that holds
the solenoid to the cartridge. An effective way
to accomplish this is with a metal wrench.
Some solenoids employ a metal nut, encased
in plastic, which will require removal to detect
a magnetic field.
2. Ensure that the de-clutch valve is not engaged
nor sticking.
Hydraulic Checks. Before checking the torque
converter, transmission, and associated hydraulic
system for pressures and rate of flow, it is essen-
tial that the following preliminary checks be made.
NOTE: Do not attempt these checks with cold oil.
1. Check the oil level in the transmission. This
should be done with the oil temperature
between +180°F and +200°F, and the engine
operating at idle.
Problem Cause
2. Work the machine to bring the oil temperature
up to the operating range (refer to step 1.
above).
NOTE: If the machine cannot be worked, the con-
verter can be stalled to bring the temperature up
to the operating range. Perform the following pro-
cedures to stall the converter.
3. With the right service brake pedal applied,
move the shifter to the forward position and
third gear selected.
4. Continue to apply the brakes and accelerate
the engine approximately one-half to three-
quarter throttle for 30 seconds, let off accelera-
tor for 10 seconds.
5. Repeat step 4. until the desired converter out-
let temperature is reached.
CAUTION: Full throttle stall speeds for an
excessive length of time will overheat the
converter.
6. When checking the pressures, always check
the charge pump and converter out pressures
first.
Correction

1. Low Clutch Pres- 1. Low oil level. 1. Fill to proper level.

sure at Port S
2. Clutch pressure regulating valve 2. Clean valve spool and housing.
(Also Port RC in
Reverse and Port spool stuck open.
FC in Forward; all 3. Defective charging pump (240 - 3. Replace pump.
three must be 310 psi normal operating
checked in order to pressure).
diagnose problem).
Refer to Illustration 4. Broken or worn clutch shaft or pis- 4. Replace sealing rings or clutch
9-4 for port loca- ton sealing rings. shaft.
tions. 5. Clutch piston bleed valve stuck 5. Clean bleed valves thoroughly.
open.

2. Low Converter 1. Low oil level. 1. Fill to proper level.

Charging Pump
Output at Port S 2. Suction screen plugged. 2. Clean suction screen.
(refer to Illustration 3. Air leaks at pump intake hose and 3. Tighten all connections or replace
9-4 for port loca- connections or collapsed hose. hose if necessary.
tions)
4. Defective oil pump. 4. Replace pump.
continued

9-6 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Problem Cause Correction

2. Low Converter 5. Clogged transmission filters. 5. Replace transmission filters.

Charging Pump
Output at Port S 6. Defective pressure regulator. 6. Replace or rebuild pressure
(refer to Illustration regulator.
9-4 for port loca-
tions) (Continued)

3. Noisy Converter 1. Worn coupling gears. 1. Replace coupling gears.

2. Worn oil pump. 2. Replace oil pump.
3. Worn or damaged bearings. 3. A complete disassembly will be
necessary to determine which
bearing is faulty.
4. Low charge pump pressure. 4. Refer to Problem 2. of this trouble-
shooting chart.
5. Excessive internal leakage in con- 5. Rebuild or replace transmission.
verter.

4. Overheating 1. Low oil level. 1. Fill to proper level.

2. Oil cooler vents are restricted.
3. Worn transmission bearing.
4. Worn oil sealing rings.
5. Worn oil pump.
6. Pump suction line taking air.
7. Open circuit between the engine
ECM (Electronic Control Module)
and transmission temperature
sender.
8. Defective transmission tempera-
ture sender.
2. Clean oil cooler.
3. Replace or rebuild transmission.
4. Remove, disassemble and rebuild
converter assembly.
5. Replace oil pump.
6. Check connections, tighten
securely.
7. Isolate and repair.
8. Replace transmission temperature
sender.

5. Lack of Power
1. Low engine RPM at converter
stall.
2. Worn oil sealing rings.
3. Worn oil pump.
4. Low oil level.
5. Restriction in hydraulic circuit.
1. Tune engine and check governor.
2. Remove, disassemble and rebuild
converter assembly.
3. Replace oil pump.
4. Fill to proper level.
5. Remove restriction.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 9-7

 Problem Cause Correction

6. No Forward 1. Defective shifter circuit. 1. Perform electrical check to ensure

2. Defective brake saver relay (K31,
Illustration 9C-2) or circuit.
3. Defective solenoid or cartridge in
control valve.
4. Reverse clutch pack plates are
fused together.
5. Defective regulators in the modu-
lator valve.
6. Spools are sticking in control valve 6. Clean or replace defective parts.
body.
electrical signal has energized
solenoid. Refer to the Testing of
Electrical Components proce-
dures in Section 9C.
2. Refer to the Testing of Electrical
Components procedures in
Section 9C to troubleshoot circuit.
3. Swap the Forward and Reverse
cartridges and solenoids; if the
fault changes from Forward to
Reverse, the solenoid or cartridge
is bad. To determine which is bad,
switch the solenoids only. If the
fault did change, replace the
defective solenoid. If fault did not
change, replace cartridge.
4. Place the transmission in the neu-
tral position and rev up the
engine. If the truck tries to move
in reverse, clutch plates are fused
together. Replace or rebuild
transmission.
5. Replace the modulator valve.

7. No Reverse 1. Defective shifter circuit. 1. Perform electrical check to ensure

2. Defective brake saver relay (K23,
Illustration 9C-2) or circuit.
3. Defective solenoid or cartridge in
control valve.
continued
electrical signal has energized
solenoid. Refer to the Testing of
Electrical Components proce-
dures in Section 9C.
2. Refer to the Testing of Electrical
Components procedures in
Section 9C to troubleshoot circuit.
3. Swap the Forward and Reverse
cartridges and solenoids; if the
fault changes from Reverse to
Forward, the solenoid or cartridge
is bad. To determine which is bad,
switch the solenoids only. If the
fault did change, replace the
defective solenoid. If fault did not
change, replace cartridge.

9-8 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Problem Cause
7. No Reverse 4. Forward clutch pack plates are
(Continued) fused together.
5. Defective regulators in the modu-
lator valve.
6. Spools are sticking in control valve 6. Clean or replace defective parts.
body.
8. No Forward or 1. Shifter or input to Shifter is bad.
Reverse
2. Parking brake switch (S11,
Illustration 9C-2) in parking brake
valve is bad.
3. 12 VDC power on Wire #29
(Illustration 9C-2).
4. De-clutch valve is stuck or
engaged.
5. Defective brake saver relays (K23
and K31).
6. Low charge pump pressure.
7. Low converter out pressure.
8. Drive shaft in truck is missing.
9. Vibration 1. Defective differential.
2. Output shaft in transmission is
loose.
3. Transmission mount is loose.
4. Engine mount is loose.
5. Excessive backlash in differential.
continued
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Correction
4. Place the transmission in the neu-
tral position and rev up the
engine. If the truck tries to move
in forward, clutch plates are fused
together. Replace or rebuild
transmission.
5. Replace the modulator valve.
1. Refer to the Testing of Electrical
Components procedures in
Section 9C.
2. Replace parking brake switch.
3. Refer to Testing of Electrical
Components in Section 9C.
4. Disconnect the linkage from the
inching valve to ensure that inch-
ing valve is not engaged. Push
spool in and out to ensure that the
spool is not stuck.
5. Replace brake saver relays (K23
and K31).
6. Refer to Problem 2. of this trouble-
shooting chart.
7. Refer to Problem 2. of this trouble-
shooting chart.
8. Ensure that the drive shaft is
assembled to the transmission
and drive axle.
1. Repair differential.
2. Repair or tighten output shaft.
3. Repair or tighten transmission
mount.
4. Repair or tighten engine mount.
5. Repair differential.
9-9
 Problem Cause
9. Vibration 6. Plates inside transmission are
(Continued) sticking or slipping.
7. Defective de-clutch valve.
8. Defective torque converter.
9. Defective charge pump.
10. Drive shaft is out-of-phase.
11. Loose or missing universal joints.
12. Defective universal joints.
13. Accessory pumps, located on the 13. Replace or tighten.
back of the transmission, are cavi-
tating or loose.
14. Low hydraulic oil in transmission.
15. Transmission is overheating.
16. Drive axle loose.
17. Tread pattern on tires.
9-10
Correction
6. Repair or replace engine clutch
wear or plates.
7. Replace de-clutch valve.
8. Repair or replace converter.
9. Repair or replace charge pump.
10. Correct drive shaft to be in phase.
11. Tighten or replace.
12. Replace universal joints.
14. Add hydraulic oil to the recom-
mended level.
15. Troubleshoot and repair transmis-
sion.
16. Tighten and re-torque drive axle.
17. Change tread pattern.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
9A-Transmission Cooler
 Section 9A

Transmission Cooler

COOLER OUTLET
PRESSURE HOSE

PORT AQ

PORT AH

TRANSMISSION

OIL COOLER

COOLER INLET
INDICATES HYDRAULIC FLUID FLOW
PRESSURE HOSE

Illustration 9A-1. Transmission Oil Cooler Hose Flow Diagram

Introduction. The transmission oil cooler Whenever the cooler hoses have been discon-
employs a forced air cooled method of cooling the nected and then reconnected, operate the engine
transmission oil. up to normal operating temperature and check the
transmission oil cooler hoses connections for
Transmission Oil Cooler Maintenance. The
leaks.
transmission oil cooler should be cleaned exter-
nally as conditions warrant.
CAUTION: Make certain used filter and
drained oil are disposed of in accordance with
CAUTION: In the event of transmission
federal and local regulations.
failure requiring a new or rebuilt transmission,
in order for warranty to be valid, the transmis-
sion oil cooler, transmission filter, and hoses
from the transmission to the transmission oil
cooler must be replaced. It is impossible to
back flush the transmission oil cooler to
remove all contaminants from the core.

THDC / THDCP - 954 / 9A-1

955 / 974 (Rev. 06/03)
9A-2 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
9C-Transmission Controls

Illustration 9C-1. Electric Shifter
Introduction. This truck utilizes an electrically
operated transmission shifting system; therefore,
no mechanical linkage is needed. The following
procedures are to be used to test the transmission
controls. If service becomes necessary, refer to
the following electrical components testing proce-
dures.
WARNING: Before servicing truck, park
the truck on level ground and block the
wheels.
Testing of Electrical Components
1. Turn ignition switch to the “Accessory” posi-
tion.
2. Ensure that the parking brake is not applied.
3. Check for 12 VDC power input to shifter
at the plug located underneath the instrument
panel, near steer column, input pin 1.
NOTE: If unable to locate input power to the shift-
er, the truck will not start.
4. Troubleshoot, as follows, to find the source of
shifter input power failure:
a. Circuit breaker (CB10 or CB2, Illustration
9C-2, 6-16), located in the instrument pan-
el, is tripped or bad.
b. Truck power solenoid (L1, see Illustration
1-6) failed to energize or is bad.
c. Ignition switch (S1, see Illustration 6-16) is
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Section 9C
Transmission Controls (Electric Shift)
bad or is not fully in the accessory position.
d. Circuit breaker (CB1, see Illustration 1-6),
located in the engine compartment, is
tripped or bad.
e. A loose or broken wire between any of the
above components.
5. Troubleshoot the circuit breakers by referring
to the Components Troubleshooting of the
Circuit Breakers in Section 6.
6. If 12 VDC power is present, proceed with the
following procedures (see Illustrations 9C-2
and 9-2).
a. With shifter in Forward First Gear, find the
control valve located on transmission.
Three solenoids will be energized if shifter
is functioning properly. Touch the nut
located at the top of the solenoid with a
metal object. The metal object will be
pulled toward the solenoid due to a mag-
netic field that will be present if the sole-
noid is energized. Some solenoids employ
a metal nut, encased in plastic, which will
require removal to detect a magnetic field.
Exercise care not to reverse the polarity of
the solenoid because the solenoid con-
tains internal diodes which will be
destroyed if the polarity of the solenoid is
reversed. Two signals are required to
energize the Forward solenoid: 12 VDC
from the electric shifter, through the for-
ward brake saver relay and ground. If the
Forward solenoid did not energize, it must
be determined if one of the signals is miss-
ing or if the coil is bad.
NOTE: Earlier model trucks broke the ground
through the brake saver relays to the solenoids of
the transmission control valve. It is important that
the technician consider this possibility when trou-
bleshooting the electric shift forward and reverse
circuits.
b. Unplug the weatherpack connector of the
Forward solenoid. With a trouble light
grounded to the chassis, make contact
with the hot wire of the weatherpack on the
shifter side. Light will illuminate if there is
a good ground through the trouble light
and 12 VDC is present. If trouble light fails
to illuminate, troubleshoot the circuit back
9C-1
 towards the shifter. If 12 VDC is present, bleshooting the electric shift forward and reverse
continue to troubleshoot as follows. circuits.
c. Re-connect the weatherpack connector a. Unplug the weatherpack connector of the
and make contact with the ground side of Reverse solenoid. With a trouble light
the Forward solenoid with the trouble light. grounded to the chassis, make contact
Light should not illuminate. If it does illumi- with the hot wire of the weatherpack on the
nate, ground to the coil is missing. shifter side. Light will illuminate if there is
d. If 12 VDC plus ground is present at the a good ground through the trouble light
solenoid and it does not energize, the sole- and 12 VDC is present. If trouble light fails
noid is bad and needs replacing. to illuminate, troubleshoot the circuit back
towards the shifter. If 12 VDC is present,
7. The energized solenoids for Forward First continue to troubleshoot as follows.
Gear are Forward, First, and Second.
b. Reconnect the weatherpack connector and
8. If all three of the solenoids are energized, make contact with the ground side of the
place the shifter in Forward Second and Reverse solenoid with the trouble light.
repeat procedure 6. again for Forward Light should not illuminate. If it does illumi-
Second. nate, ground to the coil is missing.
NOTE: Electrical operation of all the solenoids is c. If 12 VDC plus ground is present at the
easily confirmed when the magnetic field is solenoid and it does not energize, the sole-
detected by touching the nut that secures the coil noid is bad and needs replacing.
to the cartridge of the desired solenoid.
13. With the shifter in Neutral and Third Gear
9. The energized solenoids are Forward and selected, ensure that there are no energized
Second. solenoids at this point.
10. If all solenoids are energized, place the shifter 14. If shifting failure is still experienced, the prob-
in Forward Third and repeat procedure 6. lem is not electrical.
again for Forward Third.
11. The energized solenoid for Forward Third is
“Forward”. Only the Forward solenoid is ener-
gized because the highest gear selected will
always be spring applied and does not require
a solenoid operated spool to apply it.
12. If the solenoid energized, place the shifter in
Reverse. Check and ensure that the Reverse
solenoid is energized, and that the Forward
solenoid is NOT energized. There is no need
to check any of the gear select solenoids at
this point, they have been proven to be oper-
ating properly. Two signals are required to
energize the Reverse solenoid: 12 VDC from
the electric shifter through the reverse brake
saver relay and ground. If the Reverse sole-
noid did not energize, you must determine if
one of the signals is missing or if the coil is
bad.
NOTE: Earlier model trucks broke the ground
through the brake saver relays to the solenoids of
the transmission control valve. It is important that
the technician consider this possibility when trou-

9C-2 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Electric Shift Troubleshooting (Illustration 9C-2)

Problem Cause Correction

1. No Forward 1. Parking brake is applied. 1. Disengage parking brake.

2. Shifter to rear panel harness 2. Ensure that shifter to rear panel
plug (PC1) is loose or pin 2 is harness plug (PC1) has good con-
backed out of plug. nection and all pins are seated.
3. Weatherpack at control valve to the 3. Ensure weatherpack has good
forward solenoid is loose or pin is connection and all pins are seated.
backed out of weatherpack.
4. Panel harness connector (RPC1 or 4. Ensure panel harness connector
PC7) is loose or pin of connector is (RPC1 or PC7) has good connec-
backed out. tion and all pins are seated.
5. Faulty solenoid on the forward car- 5. Replace solenoid.
tridge located on the control valve.
6. Defective shifter. 6. Disconnect the shifter to rear panel
harness plug (PC1). Jumper pin 1
of plugs together. This jumper
allows input power (12 VDC) to the
shifter. Turn the ignition switch to
the accessory position. Shift the
shifter to the Forward position. On
the shifter side of the plug, check
for 12 VDC coming out of the shift-
er at pin 2. If 12 VDC is present,
the shifter is good.
7. Defective forward brake saver 7. Replace forward brake saver
relay (K31). relay (K31).
8. Shifter to rear panel harness 8. Isolate and repair wiring.
wire #312 (forward) is broken or
loose at the forward brake saver
relay (K31).
9. Forward brake saver relay (K31) to 9. Isolate and repair wiring.
terminal strip (located in rear panel
of cab) wire #352 is broken or
loose at the terminal strip.
10. Rear panel to main junction box 10. Isolate and repair wiring.
(located on the front of truck) har-
ness wire #306 (forward) is broken
or loose at the terminal strip in the
rear panel.
11. Transmission harness wire #306 11. Isolate and repair wiring.
(forward) is broken or loose at the
terminal strip in the main junction
box.
continued

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 9C-3

 Problem Cause Correction

1. No Forward 12. Transmission harness wire #344 12. Isolate and repair wiring.
(Continued) (forward solenoid, ground side) is
broken or loose at the terminal strip
in the main junction box.

2. No Reverse 1. Parking brake is applied. 1. Disengage parking brake.

2. Shifter to rear panel harness 2. Ensure that shifter to rear panel
plug (PC1) is loose or pin 5 is harness plug (PC1) has good con-
backed out of plug. nection and all pins are seated.
3. Weatherpack at control valve to the 3. Ensure weatherpack has good
reverse solenoid is loose or pin is connection and all pins are seated.
backed out of weatherpack.
4. Panel harness connector (RPC1 or 4. Ensure panel harness connector
PC7) is loose or pin of connector is (RPC1 or PC7) has good connec-
backed out. tion and all pins are seated.
5. Faulty solenoid on the reverse car- 5. Replace solenoid.
tridge located on the control valve.
6. Defective shifter. 6. Disconnect the shifter to rear panel
harness plug (PC1). Jumper pin 1
of plugs together. This jumper
allows input power (12 VDC) to the
shifter. Turn the ignition switch to
the accessory position. Shift the
shifter to the Reverse position. On
the shifter side of the plug, check
for 12 VDC coming out of the shift-
er at pin 5. If 12 VDC is present,
the shifter is good.
7. Defective reverse brake saver 7. Replace reverse brake saver
relay (K23). relay (K23).
8. Shifter to rear panel harness 8. Isolate and repair wiring.
wire #319 (reverse) is broken or
loose at the reverse brake saver
relay (K23).
9. Reverse brake saver relay (K23) to 9. Isolate and repair wiring.
terminal strip (located in rear panel
of cab) wire #354 is broken or
loose at the terminal strip.
10. Rear panel to main junction 10. Isolate and repair wiring.
box (located on the front of truck)
harness wire #307 (reverse) is bro-
ken or loose at the terminal strip in
the rear panel.
continued

9C-4 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Problem Cause
2. No Reverse 11. Transmission harness wire #307
(Continued) (reverse) is broken or loose at the
terminal strip in the main junction
box.
12. Transmission harness wire #345
(reverse solenoid, ground side) is
broken or loose at terminal strip in
the main junction box.
3. No Forward or 1. Parking brake is applied.
Reverse
2. Shifter harness connector (PC1,
RPC1 or PC7) is loose or pins of
connector are backed out.
3. Panel harness plug (RPC1 or PC7) 3. Ensure panel harness plug has
is loose at panel harness connec- good connection and all pins are
tion or pins of connector have seated.
backed out.
4. Defective park brake pressure
switch (S11).
5. Forward and reverse brake saver
relays (K31 and K23) are ener-
gized.
6. Defective shifter.
7. Circuit breaker (CB2 or CB10) is
tripped or defective.
8. Truck power solenoid (L1) is defec- 8. Replace truck power solenoid.
tive.
9. Defective ignition switch (S1).
10. Loose, broken, or shorted wires
between any of the above compo-
nents.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Correction
11. Isolate and repair wiring.
12. Isolate and repair wiring.
1. Disengage parking brake.
2. Ensure shifter harness connector
(PC1, RPC1 or PC7) has good
connection and all pins are seated.
4. Replace park brake pressure
switch (S11) in parking brake.
Pressure switch (S11), if closed,
will send 12 VDC to the forward
and reverse brake saver relays
(K31 and K23), energizing both
relays, breaking the current path
from the shifter to the Forward and
Reverse solenoids. This is a valu-
able troubleshooting aid because it
affects both Forward and Reverse.
5. 12 VDC is present on wire #29
from park brake pressure switch
(S11).
6. Replace shifter.
7. Reset or replace circuit breaker.
9. Replace ignition switch.
10. Isolate and repair.
9C-5
 Problem Cause
4. Truck Stays in First 1. Defective shifter.
Gear Only
2. Shifter to rear panel harness wire
#314 (first gear) has 12 VDC on it
all the time.
3. Rear panel to main junction box
wire #304 (first gear) has 12 VDC
on it at all times.
5. Truck Stays in 1. Shifter to rear panel harness con-
Third Gear Only nector (PC1) is loose or pins 3 and
4 of connector are backed out.
2. The ground wires #311 for the first
and second gear solenoids are not
properly grounded to the terminal
strip.
3. Rear panel to main junction box
harness wire #304 (first gear) and
wire #305 (second gear) have
been cut or broken.
4. Main junction box to transmission 4. Isolate and repair wires.
harness wires #311 or #304 (first
gear) and wires #311 or #305 (sec-
ond gear) have been cut or broken.
5. Second gear solenoid or cartridge
is bad.
6. No First Gear 1. Weatherpack from the transmission 1. Ensure weatherpack has good
harness to the control valve for the connection and all pins are seated.
first gear solenoid is loose or dis-
connected.
continued
9C-6
Correction
1. Disconnect the shifter to rear panel
harness plug (PC1). Jumper pin 1
of plugs together. This jumper
allows input power (12 VDC) to the
shifter. Turn the ignition to the
accessory position. Roll the shifter
to the First gear position. On the
shifter side of the plug, check for
12 VDC coming out of the shifter at
pins 3 and 4. If 12 VDC is present,
roll the shifter to 2nd gear position.
12 VDC will no longer be present
on pin 3, 12 VDC will be present on
pin 4. If these checks are good,
the shifter is good.
2. Isolate and remove the 12 VDC.
3. Isolate and remove the 12 VDC.
1. Ensure that shifter to rear panel
harness connector (PC1) has good
connection and all pins are seated.
2. Reseat the wires at the terminal
strip.
3. Isolate and repair wires.
5. Refer to the Problem 7. in this trou-
bleshooting section.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 Problem Cause Correction

6. No First Gear 2. Shifter to rear panel harness con- 2. Ensure shifter to rear panel har-
(Continued) nector (PC1) is loose or pin 3 of ness connector (PC1) has good
connector is backed out. connection and all pins are seated.
3. Defective solenoid on the first gear 3. Replace first gear solenoid.
cartridge located on the control
valve.
4. Defective shifter. 4. Disconnect the shifter to rear panel
harness plug (PC1). Jumper pin 1
of plugs together. This jumper
allows input power (12 VDC) to the
shifter. Turn the ignition switch to
the accessory position. Roll the
shifter to the First gear position.
On the shifter side of the plug,
check for 12 VDC coming out of
the shifter at pin 3. If 12 VDC is
present, the shifter is good.
5. Shifter to rear panel harness wire 5. Isolate and repair wire.
#314 (first gear) has been cut or
broken.
6. Rear panel to main junction 6. Isolate and repair wire.
box harness wire #304 has been
cut or broken.
7. Main junction box to transmission 7. Isolate and repair wire.
harness wires #304 (first gear) or
#311 have been cut or broken.
8. Wire #311 is not grounded properly 8. Reseat the wires at the terminal
at the terminal strip in main junction strip.
box.

7. No Second Gear 1. Weatherpack from the transmission 1. Ensure weatherpack has good
(This failure can- harness to the control valve for the connection and all pins are seated.
not occur by itself. second gear solenoid is loose or
To have no second disconnected.
gear, means first
gear has also 2. Shifter to rear panel harness con- 2. Ensure shifter to rear panel har-
failed. Should nector (PC1) is loose or pin 4 of ness connector (PC1) has good
second gear sole- connector is backed out. connection and all pins are seated.
noid fail, the only 3. Defective solenoid on the second 3. Replace second gear solenoid.
gear available will gear cartridge, located on the con-
be third gear.) trol valve.

continued

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 9C-7

 Problem Cause Correction

7. No Second Gear 4. Defective shifter. 4. Disconnect the shifter to rear panel

(This failure can- harness plug (PC1). Jumper pin 1
not occur by itself. of plugs together. This jumper
To have no second allows input power (12 VDC) to the
gear, means first shifter. Turn the ignition switch to
gear has also the accessory position. Roll the
failed. Should shifter to the First gear position.
second gear sole- On the shifter side of the plug,
noid fail, the only check for 12 VDC coming out of
gear available will the shifter at pins 3 and 4. If 12
be third gear.) VDC is present, roll the shifter to
(Continued) 2nd gear position. 12 VDC will no
longer be present on pin 3, 12 VDC
will be present on pin 4. If these
checks are good, the shifter is
good.
5. Shifter to rear panel harness wire 5. Isolate and repair wire.
#315 (second gear) has been cut
or broken.
6. Rear panel to main junction box 6. Isolate and repair wire.
harness wire #305 has been cut or
broken.
7. Main junction box to transmission 7. Isolate and repair wire.
harness wires #305 (second gear)
or #311 have been cut or broken.
8. Wire #311 is not grounded properly 8. Reseat the wires to the terminal
at the terminal strip in main junction strip.
box.

9C-8 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Problem Cause
8. No Third Gear 1. Defective shifter.
2. 12 VDC is present on wire #315 of
the panel harness.
3. 12 VDC is present on wire #305
of the transmission harness.
4. Third gear has been blocked out.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Correction
1. Disconnect the shifter to rear panel
harness plug (PC1). Jumper pin 1
of plugs together. This jumper
allows input power (12 VDC) to the
shifter. Turn the ignition switch to
the accessory position. Roll the
shifter to the Third gear position.
On the shifter side of the plug,
check for 12 VDC coming out of
the shifter at pin 4. If 12 VDC is
present, the shifter is defective or
3rd gear is blocked out (refer to
Cause 4. of Problem 8. of this trou-
bleshooting chart).
2. Isolate and remove 12 VDC from
wire.
3. Isolate and remove 12 VDC from
wire.
4. To block out third gear, all that is
required is to keep the Second
gear cartridge solenoid, located on
the control valve, energized all the
times.
9C-9
 Hoist Circuit

9C-10 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Illustration 9C-2. Electric Shift ANSI Wiring Circuit

GEAR SELECT SOLENOIDS ENERGIZED

FWD 1ST FWD, 1ST, 2ND
FWD 2ND FWD, 2ND
FWD 3RD FWD
NEUTRAL 1ST 1ST, 2ND
NEUTRAL 2ND 2ND
NEUTRAL 3RD 0
REV 1ST REV, 1ST, 2ND
REV 2ND REV, 2ND
REV 3RD REV

09C-2250 SHT. 02

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 9C-11

 Hoist Circuit

9C-12 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Automatic Powershift Control

Introduction. The APC 70 module (an optional HARNESS

device) is a state-of-the-art microprocessor which PIN WIRE# FUNCTION
has been programmed to automatically shift the
transmission. A1 1 BATTERY Power (wire #301)
B1 2 BATTERY GROUND (wire #11)
APC 70 Module (Illustration 9C-3, if equipped). C1 3 Shift Fail Light Return (wire #308)
The APC 70 module continuously monitors the D1 4 Processor Output for Solenoid #1
ground speed, shifter position, and engine speed, (wire #304)
which it uses to shift the transmission automatical- E1 5 Processor Output for Solenoid #2
ly. The APC 70 module is mounted on the dash. (wire #305)
F1 6 Processor Output for Forward
The APC 70 allows directional changes only in 1st
Solenoid (wire #306)
gear and at a vehicle speed of less than 2 mph G1 7 Processor Output for Reverse
(3.2 km/h), and only allows transmission engage- Solenoid (wire #307)
ment in forward or reverse if engine speed is H1 8 Not Used In This Truck
under 1000 rpm. It prevents torque converter and J1 9 Not Used In This Truck
transmission overspeeding by only allowing a K1 10 Signal from Processor to Shift Fail
downshift if the resulting turbine speed does not Light Supply (wire #310)
exceed a pre-set value in 2nd or 3rd gear. A2 11 BATTERY Power (wire #301)
The APC 70 works in conjunction with the roll B2 12 Signal Ground for sensors (wires #348)
shifter (located on the steering column). It will C2 13 Forward Input to processor (wire
automatically upshift and downshift to the highest #352)
D2 14 Reverse Input to processor (wire
gear that is selected at the shifter. If second gear
#354)
is selected at the roll shifter, the APC 70 will shift
E2 15 Shifter Input to processor Solenoid #2
between 1st and 2nd gears. To allow manual (active in 1st and 2nd gear, wire #315)
shifting, the auto / manual switch must be placed F2 16 RS232 Receive Input
in the manual position. The processor can be G2 17 Not Used In This Truck
bypassed in the event of processor failure with a H2 18 Not Used In This Truck
jumper plug supplied with the truck. To bypass J2 19 Not Used In This Truck
the processor, disconnect the harness from the K2 20 Not Used In This Truck
processor and plug the jumper plug into the con- A3 21 Engine speed hot (inductive pickup,
nector of the harness. wire #321)
B3 22 Used for travel alarm systems / shift
inhibit
CAUTION: Should any truck, equipped with C3 23 Transmission speed (inductive pickup,
an APC 70 module, require welding on its struc- wire #323)
tural members, the metri-pack connector must D3 24 Not Used In This Truck
be unplugged from the APC 70 module prior to E3 25 Shifter Input to processor Solenoid #1
any welding. Failure to comply with this caution (active in 1st gear, wire #314)
may lead to damage to the APC 70 module. F3 26 Used for travel alarm systems
G3 27 RS232 Transmit Output
Display Mode Switch. The display mode switch H3 28 Not Used In This Truck
“M” is located on the front panel (see Illustration J3 29 Manual / automatic mode select (wire
9C-3). When the switch is depressed, the display #309)
will show new information. When the APC 70 has K3 30 Not Used In This Truck
been powered, the normal display (gear position)
is shown. If the switch is depressed, the vehicle Harness Connector Pin and Wire Assignments
speed is displayed in kilometers per hour,
depressing it once again displays the vehicle If the switch is depressed and held during power
speed in miles per hour, and depressing it once up of the APC 70, the self test mode is selected.
more displays the shift lever position. Control of The APC 70 must be powered down and then
the transmission remains no matter what screen is powered up again to reset and resume normal
displayed. shifting operation.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 9C-13

 block the wheels in both directions to prevent
WARNING: Death or serious injury could movement of the truck and Lock Out & Tag Out
result from a runaway truck. Park the truck on the truck.
a hard, level surface, apply the parking brake,

Display Selector Switch Operation

Normal Display Speed Display

Speed Display Input monitoring
showing gear position expressed in
expressed in km/h reflects the inputs
and error messages turbine RPM

RED (F) LED Lit when the APC 70 is in the reset condition

YELLOW (T) Lit to indicate test modes and faults

LED

Illustration 9C-3. APC 70 Module

9C-14 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Diagnostic Codes
APC 70 Normal Display Transmission Status (Display 1)
The normal display indicates the processor output to the transmission.
FWD 1st NEUT 1st REV 1st
processor is processor is processor is
in fwd 1st in net. 1st in rev 1st
gear gear gear

FWD 2nd NEUT 2nd REV 2nd

processor is processor is processor is
in fwd 2nd in net. 2nd in rev 2nd
gear gear gear

FWD 3rd NEUT 3rd REV 3rd

processor is processor is processor is
in fwd 3rd in net. 3rd in rev 3rd
gear gear gear

Vehicle Speed Display Ground Speed Expressed In km/h (Display 2)

In order to get the vehicle’s speed displayed, the display mode switch must be depressed
once. The display will indicate the vehicle’s speed expressed in kilometers per hour (km/h).

Possible codes:

indicated vehicle speed indicated vehicle speed

is 6.65 - 6.75 km/h is 11.5 - 12.5 km/h

Vehicle Speed Display Ground Speed Expressed In mph (Display 3)

In order to get the vehicle’s speed displayed (expressed in mph), the display mode switch must
be depressed once again. The display will indicate the vehicle’s speed expressed in mile per
hour (mph).

Possible codes:

indicated vehicle speed indicated vehicle speed

is 6.65 - 6.75 mph is 11.5 - 12.5 mph

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 9C-15

 Diagnostic Codes (continued)
Shift Lever Position Display (Display 4)
In order to get the shift lever position display, the display mode switch must be depressed once
more. This display indicates control signals from the shifter to the processor.

Possible codes:
FWD 1st NEUT 1st REV 1st
shifter is in shifter is in shifter is in
fwd 1st net. 1st rev 1st

FWD 2nd NEUT 2nd REV 2nd

shifter is in shifter is in shifter is in
fwd 2nd net. 2nd rev 2nd

FWD 3rd NEUT 3rd REV 3rd

shifter is in shifter is in shifter is in
fwd 3rd net. 3rd rev 3rd

Self Test Mode

Principally, there are no specific devices required for first level troubleshooting as the APC 70
incorporates several self-test features assisting in this process. However, use of digital multi-
meters and simple tools such as an indicator lamp will be required to pinpoint exact causes of
problems. More in-depth troubleshooting and system tuning involves use of an IBM Compat-
ible PC with appropriate software.
To obtain the self test mode, the mode button must be depressed and held down 3 - 5 seconds
during start up of the truck, and then released.

CAUTION: If the mode button is depressed and held more than 10 seconds, the
APC 70 module will default to a programming mode and the APC 70 will then have
to be sent to Taylor Machine Works, Inc. for re-programming.
NOTE: Shutting down the truck leaves the self test mode of the APC 70.
The test modes of the self test mode are the turbine speed monitor, engine speed monitor,
speed ratio monitor, battery voltage monitor, input test, and output test. These test modes are
described below.

9C-16 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Self Test Mode (continued)
Turbine Speed (Must be in Self Test Mode, Display 1)
In order to get the turbine speed displayed, the mode switch must be depressed once. After
releasing the mode button, the display will show the turbine speed RPM (input RPM of the
transmission). If no dot is visible on the display, the value must be multiplied by 10 in order to
get the correct value. If a dot is visible, the value must be multiplied by 100 in order to get the
correct value.

Possible codes:

this segment is flashed when the turbine speed mode has been selected
and followed by the turbine speed

indicated turbine indicated turbine

speed is 630 RPM speed is 1400 RPM

Engine Speed (Must be in Self Test Mode, Display 2)

In order to get the engine speed displayed, the mode switch must be depressed once again.
After releasing the mode button, the display will show the engine speed RPM. If no dot is vis-
ible on the display, the value must be multiplied by 10 in order to get the correct value. If a dot
is visible, the value must be multiplied by 100 in order to get the correct value.

Displayed Mode:

this segment is flashed when the engine speed mode has been selected
and followed by the engine speed

indicated turbine indicated turbine

speed is 750 RPM speed is 2200 RPM

Speed Ratio (Display 3)

In order to get the speed ratio displayed, the mode switch must be depressed once again.
After releasing the mode switch, the speed ratio in the converter will be displayed.
turbine speed
speed ratio = <1
engine speed
Displayed Modes:

this segment is flashed this segment indicates the

when the speed ratio has speed ratio must be less
been selected and is than 1
followed by

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 9C-17

 Self Test Mode (continued)
Upshift Speed Ratio (Display 4)
In order to get the upshift speed ratio displayed, the mode switch must be depressed once
again. After releasing the mode switch, the upshift speed ratio mode display will be shown and
then the upshift speed ratio in the converter will be displayed.

Displayed Modes:

this segment is flashed this segment indicates the

when the upshift speed upshift speed ratio
ratio has been selected
and is followed by

Downshift Speed Ratio (Display 5)

In order to get the downshift speed ratio displayed, the mode button must be depressed once
again. After releasing the mode switch, the downshift speed ratio in the converter will be dis-
played.
Displayed Modes:

this segment is flashed this segment indicates the

when the downshift speed downshift speed ratio
ratio has been selected
and is followed by

Battery Voltage (Display 6)

In order to get the battery voltage displayed, the mode switch must be depressed once again.
After releasing the mode switch, the display will show the battery voltage displayed in Volts. If
no dot is visible on the display, the value displayed will have a fractional amount from below
.5 V. If a dot is visible, the value displayed will have a fractional amount above .5 V.

Possible codes:

this segment is illuminated when the battery voltage has been selected

indicated battery voltage indicated battery voltage

is 13.0 - 13.4 V is 13.5 - 13.9 V

9C-18 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Self Test Mode (continued)
Input Test (Display 7)
In order to get the input checking display, the mode switch must be depressed once again.
Instead of showing gear positions and gear direction, the display screen will show the active
inputs. Vehicle operation is possible, the technician can follow the sequence of inputs and thus
verify the wiring of the vehicle. Each segment of the display indicates a specific input.
Different segments can be switched on simultaneously if different inputs are activated simulta-
neously.
Displayed Mode:

this segment is flashed when the input test has been selected

Followed by the possible codes below:

FWD Input
this segment is illuminated when the roll shifter is in the fwd position,
12 VDC will be present on wire 352 and on pin C2 of the harness
connector to the APC 70
REV Input
this segment is illuminated when the roll shifter is in the rev position,
12 VDC will be present on wire 354 and on pin D2 of the harness
connector to the APC 70

TV1 Input
this segment is illuminated when the shifter is in 1st gear, 12 VDC will be
present on wire 314 and on pin E3 of the harness connector to the APC
70
TV2 Input
this segment is illuminated when the shifter is in 2nd gear, 12 VDC will
be present on wire 315 and on pin E2 of the harness connector to the
APC 70

Manual / Automatic Switch

this segment is illuminated when the operator has requested manual
shifting mode, 12 VDC will be present on wire 309 and on pin J3 of the
harness connector to the APC 70

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 9C-19

 Self Test Mode (continued)
Output Test (Display 8)
The output test is only valid with the engine not running. If the mode button is depressed while
driving or if a speed sensor fault is detected, the output test will be skipped. The APC 70 gives
information about the status of the outputs. The possible states are: G (good), S (short-circuit
with ground), and O (open load, output is not connected or has a short-circuit to the battery
plus). The APC 70 tests each output sequentially. The left side of the display gives informa-
tion about which output is tested while the right side gives the status of the output. To exit this
final self test mode, the ignition switch must be turned off.
Displayed Mode:

this segment is flashed when the output test has been selected

Possible codes:
Output 1 Output 2 Output 3
wiring and wiring and wiring and
coil for TVF coil for TVR coil for TV1
is good is good is good

Output 1 Output 2 Output 3

wiring or wiring or wiring or
coil for TVF coil for TVR coil for TV1
is shorted is shorted is shorted

Output 1 Output 2 Output 3

wiring or wiring or coil wiring or coil
coil for TVF for TVR is for TV1 is
is open open open

Output 8
Output 4 wiring and
wiring and NOT USED bulb for shift
coil for TV2 fail light is
is good good
Output 4 Output 8
wiring or coil wiring or
NOT USED bulb for shift
for TV2 is
shorted fail light is
good
Output 8
Output 4 wiring or
wiring or coil NOT USED bulb for shift
for TV2 is fail light is
open good

9C-20 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Fault Codes
In order to find out which fault was last detected, hold down the mode switch “M” for more than 2 seconds
for the normal display mode. The display will then show, alternately the fault area and the fault type. If
several faults coexist, only the severest one is shown. When this fault display is active, the T-LED will be
blinking to focus the technician’s attention of the current problems.
Listed below are the faults listed in the order of severity (severest fault on top) along with displayed
codes:

Fault Fault Area Fault Type

Direction outputs - one of the outputs has

shorted out to ground

Direction outputs - one of the outputs has

shorted out to a positive voltage

Direction outputs - one of the outputs has

opened

MRS speed sensor failure - open circuit

(TC20000 transmission only)

MRS speed sensor failure - short circuit

(TC20000 transmission only)

Inductive speed sensor failure (transmission or

engine)

Analog (Modulator) output - open connection

Analog (Modulator) output - short circuit

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 9C-21

 Fault Fault Area Fault Type

Digital output - short circuit

Digital output - other fault

Incorrect input pattern

Battery voltage - too low

12 VDC input voltage - too high

12 VDC / 24 VDC input voltage missing

Processor Failure
(Internal problem - replace)

9C-22 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Illustration 9C-4. Electric Shift With APC 70 ANSI Wiring Circuit

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 9C-23

9C-24 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 100 Ohm, 1.5 Kw RESISTOR
REQUIRED FOR V28 AND BELOW
MODEL APC PROCESSORS

09F-0038 SHT. 02

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 9C-25

 Hoist Circuit

9C-26 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Section 11

Drive Shaft

TRANSMISSION
TO AXLE
DRIVE SHAFT

SPLINES
CROSS
ASSEMBLY
CENTERLINES MUST
BE PARALLEL

Illustration 11-1. Transmission to Axle Drive Shaft

Introduction. The drive shaft connects the trans-
mission to the drive axle. It is important to always
have the transmission in phase with the drive axle
(See the note below).
Lubrication (Illustration 11-1). The drive shaft,
universal joints and slip joints should be greased
monthly or every 250 hours, whichever comes
first.
NOTE: When the transmission to axle drive shaft
is installed, the cross assemblies, on the drive
shaft, must be aligned as shown in Illustration
11-1. If the flanges are not aligned, reposition the
splines to bring the flanges into alignment.

If this is not followed, the drive shaft will be out of

phase, and vibration and noise may occur.
Drive Shaft Bolts Inspection (Illustration 11-1).
The bolts, which connect the drive shaft to the
brake disc and drive axle, should be checked for
tightness every 6 months or 1500 hours, whichev-
er comes first. If tightening is required, apply a
torque value of 110 ft-lbs to the bolts.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 11-1

 Section 13

Introduction. The steer axle is mounted to the
frame with two pivot pins. The pivot pins are an
integral part of the axle. Pivot pin bushings are
installed on the front and rear pivot pins. All rou-
tine maintenance can be accomplished with the
steer axle connected to the frame.
Lubrication. Refer to the Lubrication section in
the Appendices for information on lubricating the
steer axle.
WARNING: Before checking or servicing
the steer axle, park on level ground, apply the
parking brake, block the wheels, shut down
the engine, and Lock Out & Tag Out the truck.
Steer Axle
Mounting Bolts Check (Illustration 13-1). The
mounting bolts of the steer axle should be
checked for tightness every 6 months or 1500
hours of operation, whichever comes first. If the
mounting bolts require torquing, remove the
mounting bolts, clean bolts, apply LoctiteR to the
threads of the bolts and torque bolts to 405-450
ft-lbs.
Steer Cylinder Mounting Bolts (Illustration 13-1).
The cylinder mounting bolts should be checked for
tightness every 6 months or 1500 hours of opera-
tion, whichever comes first. If there is any evi-
dence of threading or movement of the steer cylin-
der, then remove the mounting bolts, clean bolts,
apply LoctiteR to the threads of the bolts and
torque bolts to 405-450 ft-lbs.

STEER AXLE
MOUNTING BOLT

STEER CYLINDER
MOUNTING BOLT

Illustration 13-1. Steer Axle

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 13-1

 Section 14

Drive Axle

1. AXLE HOUSING OIL BLEEDER VALVE

LEVEL CHECK / FILL
PLUG
2. HUB CHECK PLUG BRAKE COOLING
3. HUB DRAIN PLUG INPUT PORT
4. DRIVE AXLE 6
5. AXLE HOUSING DRAIN
PLUG
6. BREATHER 1
7. FORCED COOLING
DRAIN PLUG

HIGH PRESSURE
BRAKE APPLY PORT
BRAKE
COOLING
4 OUTPUT
PORT

5
7

POSITION PLUG HERE TO FILL

OR CHECK LEVEL

POSITION PLUG
HERE TO DRAIN

Illustration 14-1. Drive Axle with Wet Disc Brakes

Introduction. The drive axle is equipped with
double reduction gearing. The first gear reduction
is a hypoid type ring gear and pinion. The second
reduction is in the form of planetary gears inside
the hubs. This arrangement permits the axle
shafts and hypoid gearing to carry only a nominal
torsional load while providing the highest practical
gear reduction at the wheels. Positive full flow
lubrication assures adequate lubrication to all
moving parts under all operating conditions.
Checking Lube Oil Level (Illustration 14-1). The
oil in the differential and the planetary hubs should
be checked monthly or every 250 hours, whichev-

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 14-1

er comes first. Perform the following procedures
to check the oil level and service the differential
and planetary hubs.
WARNINGS:
S The machine should be parked on a level
surface when the drive axle is being
serviced.
S Before checking or servicing the drive axle,
apply the parking brake, block the wheels,
shut down engine and Lock Out & Tag Out
the truck.
1. Differential
a. Check the oil level in the differential by
removing the axle housing oil level check /
fill plug (1).
b. The oil level should be even with the bot-
tom of the oil level check plug hole. Fill the
differential to this level if the oil level is too
low.
c. Reinstall the axle housing oil level check /
fill plug (1).
2. Planetary Hubs
a. Maneuver the machine until the hub check
plug (2) on one of the planetary hubs is
horizontal with the center of the hub.
b. Remove the hub check plug (2). The oil
level should be even with the bottom of the
oil check plug hole. Fill the planetary hub
to this level if the oil level is too low.
c. Reinstall the hub check plug (2).
d. Reposition the machine as necessary and
service the hub on the opposite end of the
axle by repeating the above procedures.
NOTE: When the drive axle is completely serv-
iced, the oil is at a common level in the differential
and both hubs.
Changing The Oil (Illustration 14-1). The oil in
the differential and planetary hubs should be
changed yearly or every 3000 hours, whichever
comes first. Refer to the Fuel and Lubricant
Specifications in the Appendices for the type of
oil to be used in the drive axle. Perform the fol-
lowing procedures to change oil in the drive axle.
WARNINGS:
S The machine should be parked on a level
surface when the drive axle is being
14-2
serviced.
S Before checking or servicing the drive axle,
apply the parking brake, block the wheels,
shut down engine and Lock Out & Tag Out
the truck.
CAUTION: Dispose of used oil in accor-
dance with federal and local regulations.
1. Differential
a. Provide a suitable container to catch
draining oil, then remove axle housing
drain plug (5) and axle housing oil level
check / fill plug (1).
b. Once oil has completely drained, install
axle housing drain plug (5) and service
differential with recommended lubricant up
to the bottom of axle housing oil level
check / fill plug (1) hole.
c. Reinstall axle housing oil level check / fill
plug (1).
2. Planetary Hubs
a. Position the machine so that the hub drain
plug (3) for one of the planetary hubs is at
the bottom of its hub.
b. Provide a suitable container to catch oil,
then remove the hub drain plug (3).
c. Once the oil has completely drained, rein-
stall the hub drain plug (3). Position the
machine so that the hub check plug (2) is
in the 9 o’clock position of the hub rotation.
Fill the hub with the specified gear oil until
oil level is at the bottom of the hub check
plug (2). Reinstall the hub check plug.
d. Follow the above procedures for servicing
the hub on the other side of the drive axle.
General Information
Oil Capacities
Differential & Axle Housing 77 Quarts
Planetary Hub (each) 13 Quarts
Draining The Wet Disc Brakes Hydraulic Fluid
From The Brake Housings (Illustration 14-1).
The hydraulic fluid is part of the hydraulic system
and will be changed when the hydraulic tank’s
fluid is changed. Change the hydraulic fluid yearly
or 3000 hours, whichever comes first. Refer to
Changing The Hydraulic Fluid in Section 22 to
change the hydraulic tank fluid and perform the
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
following procedures to change the hydraulic fluid NOTE: Should more detailed service of the drive
from the brake housing. axle components be required, refer to Rockwell
Wet Disc Brakes Maintenance Manual No. 4L.
CAUTION: Dispose of used hydraulic
fluid in accordance with federal and local regu-
lations.
1. Remove either the brake cooling input port or
brake cooling output port hydraulic hose
assembly from the brake housing.
2. Provide a suitable container to catch drained
hydraulic fluid and remove the forced cooling
drain plug (7) from brake housing to drain
cooling fluid.
3. After cleaning the forced cooling drain plug
(7), reinstall and apply a torque value of 18 -
25 ft-lbs. to tighten the drain plug.
4. Connect the hydraulic hose assembly
removed in procedure 1. to the brake housing.
5. Perform procedures 1. through 4. to remove
the hydraulic fluid from the brake housing on
the opposite end of the drive axle.
6. After filling the hydraulic tank with the specified
amount of fluid (refer to Changing The
Hydraulic Fluid in Section 22), place the
transmission in the neutral position and start
the engine to restore the movement of hydrau-
lic fluid.
Cleaning The Breather (Illustration 14-1). The
differential breather should be cleaned whenever
the drive axle hydraulic fluid is changed. Perform
the following procedures to clean the breather.
1. Wipe away any dirt or grime on the breather
(6) and surrounding area before removing the
breather.
2. Remove the breather (6).
3. Wash the breather by agitating it in solvent
and dry with compressed air.
4. Inspect the breather. If it is damaged or
clogged, install a new breather.
Inspection. The drive axle mounting bolts should
be inspected every 6 months or 1500 hours,
whichever comes first. If there is any evidence of
threading or movement of the drive axle, then
loosen locknuts, clean threads, apply LoctiteR to
threads and torque the locknuts on the mounting
bolts to 1350-1500 ft-lbs.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 14-3

Drive Axle Troubleshooting
Problem Cause
1. Brakes Do Not 1. Empty fluid reservoir.
Apply (low or no
pressure to
brakes) 2. Damaged brake control (air) sys-
tem.
3. Leakage of brake actuation fluid.
2. Brakes Do Not 1. Debris in the brake housing. High
Release (truck pressure brake apply fluid enters
does not move) into the brake housing, behind the
piston through a small passage.
When the brakes are released, the
high pressure fluid used to apply
the brakes must exit through the
same small passage.
3. Brakes Do Not 1. More than 20 psi (1.4 bar) pressure 1. Refer to Correction 1. of Problem
Release (brakes applied when brakes released.
dragging)
2. Damaged piston return spring
assembly.
3. Piston not returning.
4. Wrong cooling and / or actuation
fluid used.
5. Tight or damaged splines (eg., fric-
tion disc-to-hub driver).
14-4
Correction
1. Fill reservoir to correct level with
specified fluid.
2. Repair the brake control (air) sys-
tem.
3. Refer to Problems 7. and 8. in this
troubleshooting chart.
1. Loosen the bleeder valve (10,
Illustration 14-1) to bleed off high
pressure brake apply fluid.
Remove the high pressure brake
apply hose from the brake housing.
Insert a small piece of wire into the
passage and dislodge the debris.
Re-connect the high pressure
brake apply hose to brake housing
and perform the Wet Disc Brake
Bleeding procedures in Section
15.
2. in this troubleshooting chart.
2. Repair or replace piston return
spring assembly.
3.
a. Check piston seals and seal
separator for swelling or dam-
age. Replace as necessary.
b. Refer to Correction 1. of Prob-
lem 2. in this troubleshooting
chart.
4. Check piston seals and seal sepa-
rator for swelling or damage.
Replace as necessary. Purge sys-
tem and use specified fluid.
5. Repair or replace parts.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 Problem Cause Correction

4. Braking Perfor- 1. Inadequate actuation fluid supply 1. Replenish fluid in brake system.
mance (noticeable to brakes. Check for leakage and correct
change or cause.
decrease in stop-
ping performance) 2. Inadequate pressure to apply 2. Refer to Problem 3. of the Brake
brakes. Control (Air) System Trouble-
shooting chart in Section 15.
3. Worn or damaged discs. 3. Inspect and replace discs if neces-
sary. Note: As disc wear occurs,
make sure brake system can sup-
ply adequate fluid to fully apply
brakes.
4. Overheated seals and / or discs. 4. Inspect and replace discs and
seals if necessary.
5. Dirty or contaminated cooling fluid. 5. Drain and flush cooling fluid from
brakes and entire brake system.
Replace with approved fluid. In
some cases, it may be necessary
to replace discs. Clean or replace
filter.

5. Braking Perfor- 1. Empty or low brake reservoir. 1. Fill brake reservoir to correct level
mance (brakes do (3/4” from the top of the reservoir)
not fully apply) with specified fluid.
2. Damaged brake control (air) sys- 2. Repair the brake control (air) sys-
tem. tem.
3. Leakage of brake actuation fluid. 3. Refer to Problems 7. and 8. in this
troubleshooting chart.

6. Braking Perfor- 1. Brakes or brake system not proper- 1. Bleed brakes and brake system.
mance (brakes ly bled.
feel spongy / soft)

7. Brakes Leak 1. Worn or damaged piston seal. 1. Replace piston seals.

Actuation Fluid
2. Melted or extruded piston seals. 2. Correct cause of overheating and
(Internal leak: fluid
bypasses the pis- replace seals.
ton seals into 3. Corrosion, pitting, wear or other 3. Clean, smooth, rework or replace
brake cavity and damage, marks, scratches to pis- affected parts.
mixes with brake ton and / or brake housing bore in
cooling fluid). area of seal / sealing lips.
4. Damaged power cluster seals. 4. Repair power cluster.
5. Wrong type of actuation fluid. 5. Refer to the Fuel and Lubricant
Specifications in the Appendices
for the correct type of fluid to use.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 14-5

 Problem Cause Correction

8. Brakes Leak 1. Loose bleeder screw. 1. Tighten bleeder screw to 15-20 ft-
Actuation Fluid lbs (20-27 N⋅m).
(external leak)
2. Loose inlet fitting or plugs. 2. Tighten inlet fitting to 25-35 ft-lbs
(34-47 N⋅m).
3. Damaged inlet fitting or plugs or 3. Replace inlet fitting or plug and O-
damaged seats. ring if used. Repair or resurface
area; or replace as necessary.

9. Brake Cooling 1. Face seal damaged, worn or 1. Reinstall and / or replace face seal.
Fluid Leakage improperly installed.
(coolant leaking
out of brake hous- 2. Loose drain plug, fill plug or forced 2. Tighten plug.
ing) cooling plug.
3. Damaged plug. 3. Replace plug.
4. Deteriorated or inadequate sealant 4. Disassemble, clean, re-seal and
used at joint. reassemble joint.

10. Brake Cooling 1. Worn or damaged spindle to hub 1. Replace spindle to hub seal and
Fluid Leakage seal. check seal. Journals.
(axle housing fill-
ing with fluid and
may be forced out
the breather)

11. Brake Noise and 1. Incorrect cooling fluid and / or fric- 1.

Vibration (brakes tion material used.
a. Use only specified or approved
produce noise,
chatter, vibration). materials.
b. Drain and flush cooling fluid
from brake system. Replace
with approved fluid.
c. Replace all friction discs. Thor-
oughly clean or replace station-
ary discs.

12. Brake Overheats 1. Low pump output, blocked filter or 1. Check pump output at different
(inadequate cool- coolant lines. operating modes. Replace filter
ing fluid flow) and check lines.
2. Dirty or clogged brake cooler. 2. Externally clean brake cooler.

13. Loss of Oil Out of 1. Damaged or badly worn pinion 1. Replace oil seal and check for
Differential shaft oil seal. loose pinion bearings or pinion nut.
continued

14-6 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Problem Cause
13. Loss of Oil Out of 2. Loose carrier mounting bolts.
Differential
(Continued)
3. Breather in differential housing
plugged, forcing oil by seals.
14. Noisy Differential 1. Low oil level.
(Constant Noise)
2. Incorrect lubricant.
3. Incorrect bearing adjustment.
4. Breather in differential housing
plugged.
5. Oil level too high.
6. Defective hub seal.
7. Worn bearings.
8. Chipped gear teeth.
15. Noisy Differential 1. Ring gear and pinion adjustment is
(Noise on Drive) too loose (excessive backlash).
a. Drive shaft is out-of-phase
16. Noisy Differential 1. Ring gear and pinion adjustment is
(On Coast) too tight (insufficient backlash).
17. Noisy Differential 1. Worn or damaged differential pin-
(Noise on Turns) ion gears, side gears or pinion jour-
nals.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Correction
2. Check and tighten mounting bolts.
Replace gasket if damaged or bro-
ken.
3. Clean breather; replace if dam-
aged.
1. Fill to correct level with recom-
mended lubricant (see lubricant
specifications).
2. Drain, flush and refill with lubricant
of recommended specifications.
3. Adjust bearings. Replace any that
are damaged or excessively worn.
4. Clean breather; replace if dam-
aged.
5. Drain oil down to check plug level
in differential.
6. Replace hub seal.
7. Replace bearings.
8. Replace gear.
1. Adjust ring gear and pinion.
a. When the transmission to axle
drive shaft is installed, the flanges
on the drive shaft, must be aligned
as shown in Illustration 11-1. If the
flanges are not aligned, reposition
the splines to bring the flanges into
alignment. If this is not followed,
the drive shaft will be out of phase,
and vibration and noise may occur.
1. Adjust ring gear and pinion.
1. Replace differential parts.
14-7
 Problem Cause Correction

18. Noisy Final Drives 1. Low oil level.
(Planetary Axles)
2. Incorrect type and grade lubricant.
3. Wheel bearings improperly
adjusted.
4. Worn bearings in wheels or planet
gears.
5. Chipped gear teeth.
6. Scored planet pins.
1. Fill to correct level with specified
lubricant.
2. Drain, flush, inspect, repair if nec-
essary; install specified lubricant.
3. Adjust wheel bearings to recom-
mended preload.
4. Replace bearings.
5. Replace gears.
6. Inspect and replace defective
parts.

19. Loss of Oil Out of 1. Damaged or broken wheel driver 1. Replace gasket.
Final Drives gasket.
(Planetary Axles)
2. Damaged or broken hub cap gas- 2. Replace gasket.
ket.
3. Damaged or excessively worn 3. Replace oil seals and adjust wheel
wheel oil seals. bearings properly.
4. Loose wheel bearings. 4. Adjust wheel bearings properly and
replace oil seal.

20. Brake Oil Level is 1. Brake piston seals possibly leak- 1. Replace seals if necessary.
Continuously Low ing.
With No Signs of
External Leakage

21. Gear Oil Level in 1. Seal between brake housing and 1. Replace seal if necessary.
Hub is Continu- wheel hub may be leaking.
ously Too High
2. Cooling oil pressure too high. 2. Have brake coolant pressure relief
valve cartridge replaced.

22. Signs of External 1. Clean surface and then determine 1. Replace seals.
Leakage Exist location of leakage.

14-8 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Section 15

Brake Control (Air) System

Introduction. The brake control system controls the illustrations as indicated for identification of
the slowing down and stopping of the truck. Air parts.
pressure from the air tanks is controlled by the
Air Governor (Illustration 15-1). The air governor
foot operated brake valves (pedals), directly actu-
operates in conjunction with the air compressor
ating the brake relay valve. System air pressure,
stored at the brake relay valve, is then routed to unloading mechanism and controls system air
pressure between a predetermined maximum and
the power cluster, applying the service brakes. If
minimum pressure. The air pressure reading of
the left brake valve is depressed, in addition to
the system should be a normal operating pressure
applying the brakes, the air pressure is routed to
of 105 psi. The air governor should be checked
the transmission control valve which de-clutches
for proper adjustment. Perform the following pro-
and neutralizes the transmission.
cedures to adjust the air governor. Refer to
Major Components (Illustration 15-2). The brake Illustration 15-1 for identification of governor parts.
control system consists of an engine driven air
1. Shutdown the engine and deplete air pressure
compressor, air governor, air tanks (one with a
by pulling the drain valve pull cable.
manual drain valve), de-clutch control / service
brake valve pedal (LH), service brake valve pedal
(RH), brake relay valve, shuttle valve, parking WARNING: When adjusting the air pres-
brake valve, parking brake actuator, power cluster, sure on the air governor, the engine must be
brake reservoir and an air horn circuit. Refer to shut down to avoid bodily injury.

INSTRUMENT PANEL
AIR PRESSURE GAUGE 1. COVER
2. AIR GOVERNOR
3. NUT
4. SETSCREW

2
4
1

CROSS SECTION OF AIR GOVERNOR

Illustration 15-1. Air Governor

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 15-1

 SERVICE
BRAKE VALVE
(Illustration 15-4)
DE-CLUTCH
AIR PRESSURE GAUGE
CONTROL / SERVICE
(Illustration 15-1)
BRAKE VALVE
(Illustration 15-4)
PARKING BRAKE VALVE
AIR GOVERNOR (Illustration 15-6)
(Illustration 15-1)

AIR TANKS
(Illustration 15-3)

SHUTTLE VALVE &

BRAKE RELAY VALVE
(Illustration 15-5)

BRAKE RESERVOIR
(Illustration 15-8)

AIR TANKS DRAIN

VALVE PULL CABLE
(Illustration 15-3)

BRAKE COOLING
OIL FILTER
(Illustration 15C-3)

BRAKE
MANIFOLD VALVE
POWER CLUSTER (Illustration 15C-1)
(Illustration 15-8)

PARKING BRAKE
BRAKE COOLING VALVE (Illustration 15-7)
(Illustration 15C-2)

Illustration 15-2. Brake Control System Components Identification

15-2 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)


CHECK
VALVE
AIR TANK
DRAIN VALVE
DRAIN VALVE
PULL CABLE
Illustration 15-3. Air Tanks Components
2. Unscrew the cover (1) from the air governor
(2).
3. Loosen the nut (3) and turn the set screw (4)
counterclockwise to increase air pressure or
clockwise to decrease air pressure.
4. Then start the engine and check the air pres-
sure by looking at the air pressure gauge on
the dash instrument panel.
5. If air pressure is above or below the normal
operating pressure, repeat procedures 1.
through 4. to obtain the proper operating air
pressure.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
INDICATES SYSTEM AIR FLOW
INDICATES AIR SIGNAL TO
TURN OFF GOVERNOR
SAFETY
VALVE
AIR TANK
DRAIN
VALVE DRAIN VALVE
PULL CABLE
6. After obtaining the correct air pressure, tighten
the nut (3) and reinstall cover (1).
Air Tanks (Illustration 15-3). All compressors
pass a certain amount of oil in order to lubricate
the cylinder walls and piston rings. Also, depend-
ing on the humidity, air entering the compressor
contains a certain amount of water. This oil and
water normally enters the air tanks in the form of
vapor because of the heat generated during com-
pression. After reaching the air tanks, they con-
dense to form water emulsion that must be
drained off before entering the brake system. The
air tanks are used to store air in order to build
pressure for brake actuation.
15-3
Manual Drain Valve (Illustration 15-3). One of
the air tanks is equipped with a manually operated
drain valve to drain any collection of oil and water
emulsion from the air tanks. The air tank
equipped with the manual drain valve should be
drained daily by pulling the cable (located on the
right side behind the front tires) out and holding it
open until all moisture has evacuated.
CAUTION: The safety valve (Illustration
15-3) has been preset at factory to release air
pressure at 135 psi. Do not attempt to change
the adjustment.
Air Hoses. All air hoses should be checked
monthly or every 250 hours of operation, whichev-
RH
D
S
SERVICE
BRAKE VALVE
SYSTEM AIR
D - DELIVERY
S - SOURCE
INDICATES AIR FLOW
Illustration 15-4. Brake Valves
15-4
er comes first, for cracks and tight connections to
the fittings on the components.
Brake Valves (Illustration 15-4). There are two
brake valves used to stop the truck. The service
brake valve (RH - right-hand) actuates the wheel-
end brakes when the brake pedal is applied. The
de-clutch / service brake valve (LH - left-hand) dis-
engages the transmission and applies the wheel-
end brakes when the brake pedal is applied.
Shuttle Valve (Illustration 15-5). The shuttle
valve is used to isolate the air flow from the two
brake valves.
Brake Relay Valve (Illustration 15-5). The brake
relay valve is used to reduce the time required to
build maximum brake apply air pressure. The
brake relay valve is supplied with a constant 105
LH
D
S
DE-CLUTCH /
SERVICE
BRAKE VALVE
LOW AIR
SWITCH
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 SHUTTLE
VALVE
BRAKE
RELAY
VALVE
INDICATES AIR FLOW
Illustration 15-5. Brake Relay Valve
psi air pressure (system air pressure). When
either brake valve pedal is applied, an air signal is
sent to the brake relay valve, diverting the system
air pressure to the power cluster to activate the
drive axle brakes.
Parking Brake Valve (Illustration 15-6). The
parking brake valve is located under the instru-
ment panel and when pushed in, supplies air
pressure to release the spring applied parking
brake, disengaging the parking brake caliper
located on the drive axle. When the parking brake
valve is pulled out, the air pressure is released
and an internal spring in the parking brake cham-
ber engages the caliper to apply the parking
brake.
If for any reason the air pressure in the system
drops below 75 psi, the LOW AIR warning light,
located on the dash, will illuminate and a buzzer
will sound to warn of low air pressure in the brake
system. If the air pressure in the system contin-
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
ues to drop and falls below 60 psi, the parking
brake valve will automatically pop out and apply
the parking brake.
Air pressure in the brake system must be above
60 psi and the parking brake valve must be
pushed in to release the parking brake after it has
been applied. If the parking brake valve is pushed
in when the air pressure in the brake system is
below 60 psi, it will immediately return to the out
position and the brake will not release.
Parking Brake Linings (Illustration 15-7). The
parking brake linings should be checked for wear
every 6 months or 1500 hours, whichever comes
first (under extreme duty cycles, this check may
be required more frequently). The parking brake
linings should be replaced before the brake lining
friction material reaches a thickness of 0.200” (5.1
mm). The parking brake linings must be replaced
in pairs.
Parking Brake Linings Removal (Illustration
15-7). Perform the following procedures to
remove the parking brake linings:
1. Block the wheels of the truck, apply the park-
ing brake, shut down the engine and Lock Out
& Tag Out the truck.
2. Drain the air tanks by pulling the drain valve
pull cable (located on the right side behind the
front tires) out and holding it open until all air
pressure has been exhausted.
3. Remove the front two decking panels from the
truck to gain access to the parking brake
assembly.
4. Remove the release tool (1, located on the
side pocket of the air chamber).
5. Remove the dust plug (4) from the key hole,
located on the back of the air chamber.
6. Insert release tool’s stud (1) through the key
hole of the air chamber into the pressure plate.
Note that the release tool’s stud is illustrated
(in Illustration 15-7), inserted into the key hole
of the air chamber.
7. Turn the release tool (1) 1/4 turn clockwise.
8. Pull on the release tool (1) to ensure stud
crosspen is properly seated in the pressure
plate.
9. Assemble the release stud washer (3) and
nut (2) on the release tool’s stud (1) finger
tight.
15-5

PARKING BRAKE
VALVE (PP1)
PARKING
BRAKE
SWITCH
INDICATES AIR FLOW
Illustration 15-6. Parking Brake Valve
10. To retract the compression spring of the air
chamber, tighten the release stud nut (2) with
a hand wrench. Make sure the push rod (17)
is retracting.
WARNINGS:
S If the air chamber shows structural damage,
Do Not attempt to perform procedure 10.
Replace air chamber immediately. Do Not
attempt to repair air chamber, only replace-
ment is authorized.
S The air chamber contains a very powerful
compression spring. Do Not attempt to
disassemble the air chamber. The spring in
the air chamber can release with enough
force to cause death or severe personal
injury.
S Do not stand directly in front of the air cham-
ber when tightening the release stud nut (2).
Stand to the side of the air chamber.
15-6
KNOB
TO PARKING BRAKE
AIR CHAMBER
SUPPLY FROM
LH SERVICE
BRAKE VALVE
S Do Not use an impact wrench to tighten the
release stud nut (2).
11. Continue to tighten the release stud nut (2)
until the release tool’s threads are a minimum
of 3.25” beyond the release stud nut.
WARNINGS:
S Overtorquing of the release stud nut (2) can
cause pressure plate damage.
S If this minimum measurement (3.25”) cannot
be attained by use of the hand wrench only,
the air chamber is structurally damaged.
Discard and replace the air chamber.
12. Locate the adjuster plug (5) on the air cham-
ber mounting bracket (6). Remove the adjust-
er plug and washer from the air chamber
mounting bracket allowing access to the
adjuster screw.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 16 15

11 1. RELEASE TOOL
2. RELEASE STUD NUT
3. RELEASE STUD WASHER
12 4. DUST PLUG
5. ADJUSTER PLUG
6. AIR CHAMBER MOUNTING
BRACKET
14 7. RETAINER PIN
8. STABILIZER BAR PIN
10 9. STABILIZER BAR
10. BRAKE LINING
11. SPRING
12. SHIM
7 13. CALIPER
8 14. BRAKE LINING
9
15. SPRING
16. SHIM
18 13 17. PUSH ROD
18. LOAD PLATE

17 1

4
6

Illustration 15-7. Parking Brake Adjustment and Brake Lining Replacement

13. Use a 6 mm hex wrench to de-adjust the park-
ing brake. Turn the adjuster screw counter-
clockwise to increase disc clearance. During
brake de-adjustment, stop turning the hex
wrench when you feel resistance, which indi-
cates that the adjuster pistons are fully
retracted.
CAUTION: Use a hex wrench to manually
adjust and de-adjust the parking brake. Do not
use an air gun. During brake de-adjustment,
stop turning the hex wrench when you feel
resistance, which indicates that the adjuster
pistons are fully retracted. If you continue to
turn the hex wrench beyond the resistance
point, the adjuster pistons may lock in the
sleeves and damage the internal components.
14. Remove the retainer pin (7) and stabilizer bar
pin (8), and swing the stabilizer bar (9)
towards the air chamber so that it is out of the
way.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 15-7

15. Lift the brake lining (10) and spring (11)
assembly, closest to the air chamber, out of
the caliper assembly.
16. Slide the caliper (13) towards the drive axle
and remove the brake lining (14) and spring
(15) assembly closest to the drive axle.
NOTE: If the caliper (13) moves past its working
position and jams on the slide pins, use a rubber
mallet to move the caliper back to its working
range.
17. Verify that the caliper (13) slides freely on the
slide pins.
18. Remove dirt and dust from the brake lining
contact surfaces of the the saddle.
19. Inspect the caliper boots. If the boots are
damaged, replace the caliper.
Parking Brake Linings Installation (Illustration
15-7). Perform the following procedures to install
the parking brake linings:
1. Install the brake lining (14) and spring (15)
assembly in the drive axle side of the caliper.
2. Slide the caliper (13) towards the air chamber
and install the brake lining (10) and spring (11)
assembly in the air chamber side of the cali-
per.
3. Remove the release stud nut (2) and release
stud washer (3) from the release tool (1).
4. Turn the release tool (1) 1/4 turn counterclock-
wise to remove the tool from the air chamber.
5. Insert the release tool in the side pocket of the
air chamber and secure with release stud
washer (3) and stud nut (2).
6. Reinstall the dust plug (4) into air chamber key
hole.
7. Adjust the initial caliper clearance:
a. Using a 6 mm hex wrench, reduce the cali-
per-to-disc clearance to zero by turning the
wrench clockwise.
b. Check that the load plate (18) is in full con-
tact with the brake lining backing plate.
c. Turn the adjuster screw counterclockwise
7 clicks (approximately 2/3 of a turn) to
increase the disc clearance.
15-8
8. Install the washer and adjuster plug (5). Tight-
en the adjuster plug to a torque of 8 - 12 ft-lbs
(11 - 17 N⋅m).
9. Swing the stabilizer bar (9) into its original
position and install the stabilizer bar pin (8)
and retainer pin (7).
10. Reinstall the two decking panels on the truck.
Parking Brake Linings Adjustment (Illustration
15-7). The parking brake linings adjustment pro-
cedures must be performed when the parking
brake linings have been replaced. Perform the
following procedures to adjust the parking brake
linings:
1. Block the wheels of the truck, apply the park-
ing brake, shut down the engine and Lock Out
& Tag Out the truck.
2. Drain the air tanks by pulling the drain valve
pull cable (located on the right side behind the
front tires) out and holding it open until all air
pressure has been exhausted.
3. Remove the front two decking panels from the
truck to gain access to the parking brake
assembly.
4. On the air chamber mounting bracket (6),
locate the adjuster plug (5). Remove the
adjuster plug and washer from the air chamber
mounting bracket allowing access to the
adjuster screw.
5. Adjust the initial caliper clearance:
a. Using a 6 mm hex wrench, reduce the cali-
per-to-disc clearance to zero by turning the
wrench clockwise.
b. Check that the load plate (18) is in full con-
tact with the lining backing plate.
c. Turn the adjuster screw (5) counterclock-
wise 7 clicks (approximately 2/3 of a turn)
to increase the disc clearance.
6. Install the washer and adjuster plug (5). Tight-
en the adjuster plug to a torque of 8 - 12 ft-lbs
(11 - 17 N⋅m).
7. Reinstall the two decking panels on the truck.
Power Cluster (Illustration 15-8). The power
cluster, mounted on the right side of the chassis,
converts the air pressure to high hydraulic fluid
pressure to apply the service brakes. The power
cluster for the PRC-7534 drive axle operates on a
14.7 to 1 ratio (example, 105 psi of air pressure
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 BRAKE RESERVOIR

AIR FROM
BOTTOM OF
RELAY VALVE
FLOW PATH
INDICATES AIR FLOW
INDICATES HYDRAULIC
FLUID FLOW

BLEEDER
VALVE POWER
CLUSTER

QUICK
PRESSURE
CHECK
TO
BRAKE BREATHER
HOUSING

Illustration 15-8. Power Cluster and Brake Reservoir Components

will yield approximately 1544 psi of hydraulic
brake apply pressure). Should the power cluster
overstroke, the overstroke switch (S27, Illustration
6-12) will close, sending ground to the Brake Fail
light (DS8), illuminating the Brake Fail light.
The power cluster has a breather, located on the
power cluster itself, that vents the air from the
power cluster. Replace the breather if it becomes
clogged.
Brake Reservoir (Illustration 15-8). The brake
reservoir, located on the chassis in front of the fuel
tank and can be accessed from a brake reservoir
access door, contains the hydraulic fluid utilized
by the power cluster to apply the service brakes.
Refer to Checking The Brake Reservoir Hydrau-
lic Fluid when adding hydraulic fluid to the brake
reservoir.
CAUTION: Do not use DOT 3 brake fluid
in the brake reservoir. Use only the specified
fluid found in the Fuel and Lubricant Specifica-
tions in the Appendices.
Checking The Brake Reservoir Hydraulic Fluid
(Illustration 15-8). The hydraulic fluid used for
brake apply is stored in the brake reservoir and
should be checked monthly or every 250 hours,
whichever comes first, to maintain the proper fluid
level. The capacity of the brake reservoir is
approximately 1 pint. The brake reservoir should

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 15-9

be filled 1/2” from the top of the reservoir. The hy-
draulic fluid used in the brake reservoir is the
same type hydraulic fluid used in the hydraulic
tank. When adding hydraulic fluid to the brake
reservoir, care must be taken to remove the rub-
ber boot from the reservoir. Use only specified
brake reservoir hydraulic fluid (refer to the Fuel
and Lubricant Specifications in the Appen-
dices).
CAUTIONS:
S The rubber boot of the brake reservoir can
be sucked down as the fluid is drawn into
the power cluster. Do not add fluid before
removing the rubber boot from the brake
reservoir housing.
S Do not use DOT 3 brake fluid in the brake
reservoir. Use only the specified fluid found
in the Fuel and Lubricant Specifications in
the Appendices.
Changing The Brake Reservoir Hydraulic Fluid
(Illustration 15-8). The fluid should be changed
only when the brake reservoir is removed or
replaced.
Wet Disc Brake Bleeding. Bleeding the wet disc
brake system requires two servicemen; one to
operate the service brake pedal and another to
open and close the bleeder valves.
Power Cluster (Illustration 15-8). The power clus-
ter Must be bled before bleeding the wheel brake
housings. Perform the following procedures to
bleed the power cluster.
1. Park the truck on level ground and apply the
parking brake.
2. Make sure brake reservoir is full (see Check-
ing The Brake Reservoir Hydraulic Fluid).
3. Start the engine and allow the air pressure to
build to normal operating pressure.
4. Have someone apply one of the service brake
pedals and hold it down.
5. Open the bleeder valve on the power cluster
about 1/2 turn, allowing air and oil to vent.
6. Close the bleeder valve.
7. Release the service brake pedal.
8. Repeat procedures 3., 4., 5. and 6. until a
bubble-free flow of fluid is observed while con-
15-10
tinuing to check the level of fluid in the brake
reservoir. Do Not let the remote reservoir fluid
level get low.
9. Bleed the right and left service brakes by fol-
lowing the procedures listed below.
Right and Left Service Brakes (Illustration 14-1).
The right and left service brakes must be bled
after performing the Power Cluster bleeding pro-
cedures listed above. Perform the following pro-
cedures to bleed the service brakes.
WARNING: Before checking or servicing
the drive axle, park truck on level ground,
apply the parking brake and block the wheels.
1. With the engine running and at normal operat-
ing air pressure, have someone apply one of
the service brake pedals and hold it down.
2. Open the bleeder valve (15) about 1/2 turn on
the left front wheel brake housing allowing air
and oil to vent.
3. Close the bleeder valve (15).
4. Then release the brake pedal.
5. Repeat procedures 1., 2., 3. and 4. until a
bubble-free flow of fluid is observed while con-
tinuing to check the level of fluid in the brake
reservoir. Do Not let the remote reservoir fluid
level get low.
6. Repeat procedures 1. through 5. to bleed the
right service brake.
De-clutch Operation. When the left brake pedal
is depressed, the transmission will be neutralized.
With de-clutch, the transmission is fully engaged
or disengaged. The right brake pedal will not
neutralize the transmission when the right brake
pedal is applied.
Coalescing Filter (Illustration 15-9). The coalesc-
ing filter removes water and oil out of the air sup-
ply of the horn circuit. This air supply passes
through an electrically-operated solenoid valve
which activates the air horn. The coalescing fil-
ter’s sole function is to protect the solenoid valve
from water and oil, which could adversely affect
the solenoid valve’s performance. The coalescing
filter is equipped with an automatic drain.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 COALESCING
FILTER
SOLENOID
VALVE
BREATHER

INDICATES AIR FLOW

Illustration 15-9. Air Horn Components

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 15-11

Brake Control (Air) System Troubleshooting
Problem Cause
1. No brakes or weak 1. Empty or low brake reservoir.
brakes
2. Air in brake system.
3. Leak in the line between the
brake reservoir and the power clus-
ter.
4. Leak in line between the power
cluster and brake housings.
5. Defective piston seals.
6. Low air supply.
7. Defective power cluster seals.
8. Worn or damaged disc(s) inside
brake housing.
9. Brakes are overheating.
10. Defective brake relay valve.
2. Brakes will not 1. Defective left or right service brake
release valve.
2. Worn or damaged disc(s) in brake
housing.
3. High pressure brake-apply port of
the brake housing is blocked (the
same port the power cluster forces
the hydraulic oil through to move
the piston in the brake housing is
the same port used to expel the oil
from the brake housing).
15-12
Correction
1. Fill brake reservoir to the proper
level with the specified fluid (refer
to the Fuel and Lubricant Specifi-
cations).
2. Bleed the brake system (refer to
Wet Disc Brake Bleeding in this
section).
3. Inspect hydraulic hoses and repair
if needed.
4. Inspect hydraulic hoses and repair
if needed.
5. Refer to the Rockwell Axle manual
for isolation of defective piston
seals (which side) and repairs.
6. Refer to Problems 3. and 4. in this
troubleshooting chart.
7. Replace power cluster seals.
8. Refer to the Rockwell Axle manual
for repairs.
9. Refer to Problem 1. of the Wet
Disc Brakes Cooling System
Troubleshooting chart in Section
15C.
10. Replace brake relay valve.
1. Replace left or right service brake
valve.
2. Refer to the Rockwell Axle manual
for repairing procedures.
3. Remove blockage from the high
pressure brake-apply port of the
brake housing.
Loosen the bleeder valve to allow
trapped oil to escape. Remove the
high pressure brake-apply hose
from the brake housing. Then with
a paper clip, insert a paper clip in
the port to remove the blockage,
reassemble and perform the Wet
Disc Brake Bleeding procedures
located in this section.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 Problem Cause Correction

3. Low air pressure 1. Misadjusted air governor. 1. Readjust the air governor for the
(no air operated proper pressure (refer to the Air
components acti- Governor in this section for adjust-
vated) ment procedures).
2. Air leak in air system. 2. Check all connections and hoses
for leaks. Repair as required.
3. Drain valve of air tank is not fully 3. Ensure that the drain valve fully
closed or defective. closes and is sealing off the air
tank. Replace drain valve if
required.
4. Tripped or defective safety relief 4. Reset or replace safety relief valve
valve. as required.
5. Defective left or right service brake 5. Replace left or right service brake
valve. valve.
6. Defective parking brake valve. 6. Replace parking brake valve.

4. Low air pressure 1. Defective left or right service brake 1. Replace left or right service brake
(with an air oper- valve. valve.
ated component
activated) 2. Defective quick release valve. 2. Replace quick release valve.
3. Defective air seals in the power 3. Replace the air seals of the power
cluster. cluster.
4. Defective parking brake valve. 4. Replace parking brake valve.
5. Defective parking brake chamber. 5. Replace parking brake chamber.
6. Defective seals in the air inching 6. Replace the air inching cylinder.
cylinder.

5. Noisy brakes 1. Wrong type of hydraulic fluid is 1. Use the approved fluid (refer to the
being used. Fuel and Lubricant Specifica-
tions).
2. Brakes are overheating. 2. Refer to Problem 1. of the Wet
Disc Brakes Cooling System
Troubleshooting chart in Section
15C.
3. Internal failure inside the wheel 3. Refer to the Rockwell Axle manual
end. for repairs.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 15-13

15-14 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 Illustration 15-10. Brake Control Circuit

LEFT HUB RIGHT HUB

BRAKE RESERVOIR

BRAKE
PARK BRAKE RELAY VALVE
LIGHT SWITCH
POWER
PARKING CLUSTER
BRAKE SHUTTLE
VALVE VALVE
OVERSTROKE
TO AIR SWITCH
PRESSURE
GAUGE PRESSURE
CHECK DE-CLUTCH
BREATHER

LOW AIR
SWITCH

LEFT
BRAKE RIGHT
VALVE BRAKE
(DE-CLUTCH) VALVE

TRANSMISSION
CONTROL VALVE

AIR HORN

COALESCING
CHECK GOVERNOR FILTER HORN
VALVE WIRE

SOLENOID
VALVE
SAFETY
(RELIEF)
VALVE BREATHER

AIR TANKS
DRAIN CUMMINS QSM11-C330 15-2332
VALVE DRAIN ENGINE
VALVE

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 15-15

15-16 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
15C-Wet Disc Brakes
Cooling System

Introduction. The brake cooling system main-
tains a safe operating temperature by cooling the
hydraulic fluid in the wet disc brake system.
Major Components (Illustration 15C-5). The
brake cooling system consists of an auxiliary
(spreader / brake) pump, brake manifold valve,
hydraulic oil cooler, brake cooling valve, brake
cooling oil filter, various hoses and fittings. Com-
ponents of the brake cooling system can be
replaced individually. Refer to the Illustration 15-2
for location and identification of parts.
BRAKE COOLER
PRESSURE CHECK
(BCA)
325 PSI
RELIEF
15 PSI
CHECK
400 PSI
REDUCER
250 PSI
RELIEF
Illustration 15C-1. Brake Manifold Valve
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Section 15C
Wet Disc Brakes Cooling System
Auxiliary (Spreader / Brake) Pump (Illustration
22-8). The auxiliary pump, located on the back
side of the transmission (see Illustration 22-4), is a
tandem pump. It contains one 3/4” gear set that
will supply 9 gpm of hydraulic fluid, at 2100 gov-
erned rpm, to the brake manifold valve and a 2”
gear set that will supply 24 gpm of hydraulic fluid,
at 2100 governed rpm, to the main attachment
valve.
Brake Manifold Valve (Illustration 15C-5). The
brake manifold valve, located on the left side of
the truck’s chassis (see Illustration 15-2), develops
REMOTE CONTROLLER
PRESSURE CHECK
(RCD)
PRESSURE SWITCH
(S23)
INDICATES BRAKE COOLING
FLUID FLOW
15C-1
pilot pressure, protects the hydraulic controls and
protects the oil cooler. It contains a 400 psi pres-
sure reducer (in port 1) that ensures that the pilot
pressure does not exceed 400 psi. The brake
manifold valve also contains a 250 psi pressure
relief (in port 3), ensuring minimum pilot pressure
of at least 250 psi. It contains a 10 psi, normally
closed, pressure switch (S23, Illustration 15C-1) in
port B and a relief valve (in port 2) set for 325 psi.
Should back pressure in the oil cooler circuit
exceed 325 psi, the relief valve will open and
relieve pressure to the hydraulic tank. The brake
manifold valve also contains a 15 psi check in port
BRAKE COOLING
PRESSURE
CHECK (BCC)
INDICATES BRAKE
COOLING FLUID FLOW
Illustration 15C-2. Brake Cooling Valve
15C-2
4; its function is to ensure that anytime flow is
present that the 10 psi, required to open pressure
switch (S23), can be obtained. Should the oil
pressure drop below 10 psi from loss of flow, pres-
sure switch (S23) will close, sending ground to the
Brake Fail light (DS8), illuminating the light.
Hydraulic Oil Cooler (Illustration 15C-5). The
hydraulic oil cooler, located in front of the radiator
(see Illustration 5-3), is forced-air cooled. Hydrau-
lic fluid is circulated through its tubes and the fan
circulates air across the cooler and through the
fins, cooling the hydraulic fluid.
15 PSI CHECK
VALVES
TEMPERATURE
SWITCH (S24)
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Brake Cooling Valve (Illustration 15C-5). The
brake cooling valve, located above the differential
of the drive axle, divides the flow equally to each
brake housing and monitors brake coolant temper-
ature. Nominally 9 gpm of hydraulic fluid will enter
the brake cooling valve. There are two modulat-
ing orifices, internal to the valve, that will regulate
and divide the flow of fluid equally to each brake
housing (4.5 gpm). In addition, there are two 15
psi check valves, located on the brake cooling
valve, that limit the wheel ends from seeing no
more than 15 psi of pressure, protecting the wheel
end face seals. The temperature switch (S24,
Illustration 15C-2), a normally open switch, will
close when the oil temperature exceeds 190_F.
When the temperature switch (S24) closes, it will
provide ground to the Brake Fail light (DS8), illumi-
nating the Brake Fail light.
CAUTION: Dispose of oil and filter in
accordance with federal and local regulations.
1. Make certain filter is cool to the touch and pro-
vide a suitable container to catch any draining
oil.
2. Apply an even film of fresh oil on the gasket
surface of the replacement filter element.
3. Unscrew filter and dispose of properly.
4. Thread the new filter onto filter head.
5. Hand tighten filter element 3/4 turn past point
where gasket first contacts filter head surface.

FILTER
HEAD

FILTER
ELEMENT

Illustration 15C-3. Brake Cooling Oil Filter

Changing The Brake Cooling Oil Filter Element

(Illustration 15C-3). The brake cooling oil filter ele-
ment (refer to Illustration 15-2 for location) should
be changed every six months or 1500 hours,
whichever comes first. The interval above is
based on normal environmental condition, exces-
sive dust may require a more frequent filter
change interval. Perform the following procedures
to change the filter element:

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 15C-3

Wet Disc Brakes Cooling System Troubleshooting
Problem Cause
1. Brakes Overheat 1. Low cooling fluid flow.
2. Improper hydraulic fluid.
3. Oil cooler fins are restricted.
4. Excessive duty cycle (excessive
application of brakes).
5. Brakes at wheel ends are not fully
releasing.
6. Defective pressure relief valve (325 6. Replace the pressure relief valve
psi) in the brake manifold valve.
Pressure relief valve is stuck open.
7. Restriction in the brake cooling
valve.
2. Low Cooling Fluid 1. Low hydraulic fluid supply.
Flow
2. Restricted suction strainer.
3. Plugged breather filter(s).
4. Air leak in suction hose to auxiliary
(spreader / brake) pump.
5. Defective auxiliary (spreader /
brake) pump.
6. Restricted cooler core.
7. Restriction in the brake manifold
valve.
3. One Side of Drive 1. Defective checks in brake cooling
Axle Overheats valve.
2. Defective brake cooling valve.
15C-4
Correction
1. Refer to Problem 2. of this trouble-
shooting chart.
2. Use specified fluid (refer to the
Fuel and Lubricant Specifica-
tions in the Appendices).
3. Clean the oil cooler or remove
restriction.
4. Allow hydraulic oil to cool and
adjust duty cycle.
5. Refer to Problem 2. in the Brake
Control (Air) System Trouble-
shooting chart in Section 15.
(325 psi) in the brake manifold
valve.
7. Remove restriction from the brake
cooling valve.
1. Fill hydraulic tank to the proper
fluid level.
2. Replace auxiliary (spreader /
brake) pump.
3. Replace breather filter(s).
4. Locate leak and repair.
5. Replace the auxiliary (spreader /
brake) pump.
6. Replace cooler.
7. Remove restriction from the brake
manifold valve.
1. Replace defective checks.
2. Replace brake cooling valve.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 Illustration 15C-4. Brake Cooling Circuit

15C-0043 SHT. 01

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 15C-5

Illustration 15C-5. Brake Cooling ANSI Circuit

15C-0043 SHT. 02

15C-6 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

15D-Air Dryer

Introduction. In the air dryer system (if
equipped), an air dryer collects and removes air
system contaminates in solid, liquid, and vapor
form before they enter the brake system. The air
dryer provides clean, dry air to the components of
the brake system which increases the life of the
system.
Major Components (Illustration 15D-3). The air
dryer system consists of an air dryer, wire har-
ness, and hoses.
Changing the Desiccant Cartridge. The desic-
cant cartridge should be changed every 3 years.
The desiccant change interval may vary. Although
typical desiccant cartridge life is 3 years, many will
perform adequately for a longer period of time. In
order to take maximum advantage of desiccant life
and assure that replacement occurs only when
necessary, it is important that the “Air Dryer
Operation and Leakage Tests” procedures be per-
formed.
NOTE: A small amount of oil in the system may
be normal and should not, in itself, be considered
a reason to replace the desiccant; oil stained des-
iccant can function adequately.
Air Dryer Inspection. The following should be
checked every 3 months to maintain proper opera-
tion of the air dryer.
1. Check for moisture and the presence of water
in the air brake system by opening the drain
valve, located on the bottom of air tank. If
moisture is present, the desiccant cartridge
may require replacement; however, the follow-
ing conditions can also cause water accumula-
tion and should be considered before replac-
ing the desiccant.
a. An outside air source was used, bypassing
the air dryer.
b. In areas where more than a 30 degree
range of temperature occurs in one day,
small amounts of water can accumulate in
the air brake system due to condensation.
Under these conditions, the presence of
small amounts of moisture is normal and
should not be considered as an indication
that the dryer is not performing properly.
2. Check mounting bolts for tightness. Re-torque
bolts to 23 - 32 ft-lbs. if necessary.
THDC
THDC 954
/ THDCP
- 955 (Rev.
- 95411/99)
/ 15D-1
955 / 974 (Rev. 06/03)
Section 15D
Air Dryer System
Air Dryer Operation and Leakage Tests. The
following air dryer operation and leakage test pro-
cedures should be performed every 3 months.
1. Test the outlet port check valve assembly by
building the air system to governor cut-out and
observing a test air gauge installed in the air
tank. A rapid loss of pressure could indicate a
failed outlet port check valve. This can be
confirmed by bleeding the system down,
removing the check valve assembly from the
end cover, subject air pressure to the unit and
apply a soap solution to the check valve side.
Leakage should not exceed a 1 inch bubble in
1 second.
2. Check for excessive leakage around the purge
valve. With the compressor in loaded mode
(compressing air), apply a soap solution to the
purge valve housing assembly exhaust port. If
the leakage exceeds a 1” bubble in 1 second,
service the purge valve housing assembly.
3. Close reservoir drain valve. Build up system
pressure to governor cut-out and note that
AD-9 purges with an audible escape of air.
“Fan” the service brakes to reduce system air
pressure to governor cut-in. Note that the sys-
tem once again builds to full pressure and is
followed by an AD-9 purge.
4. Check the operation of the safety valve by
pulling the exposed stem while the compres-
sor is loaded (compressing air). There must
be an exhaust of air while the stem is held and
the valve should reseat when the stem is
released.
5. Check all lines and fittings leading to and from
the air dryer for leakage and integrity.
6. Check the operation of the end cover heater
and thermostat assembly during cold weather
operation as follows:
a. Electric Power to the Dryer. With the
ignition or engine kill switch in the On posi-
tion, check for voltage to the heater and
thermostat assembly using a voltmeter or
test light. Unplug the electrical connector
at the air dryer and place the test leads on
each of the pins of the male connector. If
there is no voltage, look for a blown fuse,
broken wires or corrosion in the vehicle
wiring harness. Check to see if a good
ground path exists.
 b. Thermostat and Heater Operation. Turn
off the ignition switch and cool the end
cover assembly to below 40_F. Using an
ohmmeter, check the resistance between
the electrical pins in the female connector.
The resistance should be 1.5 to 3.0 ohms
for the 12 volt heater assembly.
NOTE: Some early models of the AD-9 will have
resistance readings of 1.0 to 2.5 ohms for the 12
volt heater assembly. If the resistance is higher
than maximum stated, replace the purge valve
housing assembly which includes the heater and
thermostat assembly.
DESICCANT
CARTRIDGE
DISCHARGE
HOSE
INDICATES AIR FLOW
Illustration 15D-1. Air Dryer Components Identification
15D-2
Warm the end cover assembly to over
90_F and again check the resistance. The
resistance should exceed 1000 ohms. If
the resistance values obtained are within
the stated limits, the thermostat and heater
assembly is operating properly. If the
resistance values obtained are outside the
stated limits, replace the purge valve hous-
ing assembly which includes the heater
and thermostat assembly.
AIR DRYER
THDC 954
THDC- 955
/ THDCP
(Rev. 03/01)
- 954 /
955 / 974 (Rev. 06/03)
 Air Dryer Troubleshooting
Problem Cause
1. Dryer is constantly 1. Excessive leakage in fittings, 1. Using soap solution, test for leak-
“cycling” or purging. hoses, and tubing connected to the
compressor, air dryer, and first res-
ervoir.
2. Defective check valve assembly in
AD-9 air dryer end cover.
3. Defective governor.
4. Leaking purge valve housing
assembly and / or O-rings in AD-9
air dryer end cover.
5. Compressor unloader mechanism
leaking excessively.
6. Rapid cycling of the governor due
to air starvation at the RES port of
the governor.
2. Water in vehicle. 1. Desiccant requires replacement -
excessive contaminants in desic-
cant cartridge assembly.
continued
THDC
THDC 954
/ THDCP
- 955 (Rev.
- 95411/99)
/ 15D-3
955 / 974 (Rev. 06/03)
Correction
age all fittings, drain valve (if any)
and safety valve in first reservoir.
Repair or replace as necessary.
2. Remove check valve assembly
from end cover. Subject air pres-
sure to delivery side of valve.
Apply soap solution at opposite
end and check for leakage. (Per-
missible leakage - 1” bubble in five
seconds.) If excessive leakage,
replace check valve assembly.
3. Test governor for proper cut-in and
cutout pressures and excessive
leakage in both positions.
4. With the supply port open to atmo-
sphere, apply 120 psi at the control
port. Apply a soap solution to the
supply port and exhaust port
(purge valve seat area). Permissi-
ble leakage - 1” bubble in five
seconds.
5. Remove air strainer or fitting from
compressor inlet cavity. With com-
pressor unloaded, check for
unloader piston leakage. Slight
leakage permissible.
6. With gauge installed at RES port of
governor, pressure should not drop
below “Cut-in” pressure at the
onset of the compressor
“Unloaded” cycle. If pressure
drops, check for “kinks” or restric-
tions in line connected to RES port.
Line connected to RES port on
governor must be same diameter,
or preferably larger than, lines con-
nected to UNL port(s) on governor.
1. Replace desiccant cartridge.
 Problem Cause
2. Water in vehicle. 2. Air system charged from outside air 2. If system must have outside air fill
(Continued) source (outside air not passing
through air dryer).
3. Air dryer not purging (see Problem
5.).
4. Purge (air exhaust) time insufficient 4. Check causes and corrections for
due to excessive system leakage
(see causes for Problem 1.).
5. Air by-passes desiccant cartridge
assembly.
6. Purge time is significantly less than 6. Replace desiccant cartridge / end
minimum allowable.
3. Safety valve on air 1. Desiccant cartridge plugged.
dryer “popping off” or
exhausting air.
2. Defective discharge check valve in
end cover of the AD-9.
3. Defective fittings, hose, or tubing
between air dryer and first reser-
voir.
4. Safety valve setting lower than the
maximum system pressure.
15D-4
Correction
provision, outside air should pass
through air dryer. This practice
should be minimized.
3. See cause and correction for Prob-
lem 5.
Problem 1.
5. Replace desiccant cartridge / end
cover O-ring.
Check to make sure desiccant car-
tridge assembly is properly
installed.
cover O-ring.
Check to make sure desiccant car-
tridge assembly is properly
installed.
Replace desiccant cartridge
assembly.
1. Check compressor for excessive oil
passing and / or correct compres-
sor installation. Repair or replace
as necessary. Rebuild or replace
cartridge.
2. Test to determine if air is passing
through check valve. Repair or
replace.
3. Check to determine if air is reach-
ing first reservoir. Inspect for kinked
tubing or hose. Check for undrilled
or restricted hose or tubing fittings.
4. Reduce system pressure or obtain
a higher setting safety valve.
THDC 954
THDC- 955
/ THDCP
(Rev. 11/99)
- 954 /
955 / 974 (Rev. 06/03)
 Problem Cause Correction

4. Constant exhaust 1. Air dryer purge valve leaking
of air at air dryer excessively.
purge valve exhaust
or unable to build
system pressure.
(Charge mode) 2. Defective governor.
3. Purge control line connected to
reservoir or exhaust port of gover-
nor.
4. Purge valve frozen open - faulty
heater and thermostat, wiring,
blown fuse.
5. Inlet and outlet air connections
reversed.
6. Kinked or blocked (plugged) dis-
charge line.
7. Excessive bends in discharge line
(water collects and freezes).
8. Excessive system leakage.
9. Purge valve stays open - supply air 9. Replace purge valve housing
leaks to control side.
1. With compressor loaded, apply
soap solution on purge valve
exhaust, to test for excessive leak-
age. Repair purge valve as
necessary.
2. Check governor for proper “cut-in,”
“cutout” pressure and excessive
leakage in both positions. Repair
or replace as necessary.
3. Purge control line must be con-
nected to unloader port of gover-
nor.
4. Test heater and thermostat.
5. Compressor discharge to inlet port.
Reconnect lines properly.
6. Check to determine if air passes
through discharge line. Check for
kinks, bends, and / or excessive
carbon deposits.
7. Discharge line should be constant-
ly sloping from compressor to air
dryer with as few bends as pos-
sible.
8. See Problem 1.’s Causes and
Corrections.
assembly O-rings.

5. Air dryer does not 1. Broken, kinked, frozen, plugged, or 1. Test to determine air flows through
purge or exhaust air. disconnected purge control line. purge control line when compres-
sor unloaded. Check for undrilled
fittings. (see Problem 4., Correction
3.)
2. See Causes 2., 5., and 7. for Prob- 2. Refer to Corrections 2., 5., and 7.
lem No. 4. for Problem 4.

THDC
THDC 954
/ THDCP
- 955 (Rev.
- 95411/99)
/ 15D-5
955 / 974 (Rev. 06/03)
 Problem Cause Correction

6. Desiccant material 1. This problem is almost always
being expelled from accompanied by one or more of
air dryer purge valve Problems 1., 2., 3., 4., and 5. See
exhaust (may look related causes for these problems
like a whitish liquid, above.
paste, or small 2. Air dryer not securely mounted.
beads). (Excessive vibration)
or
Unsatisfactory
desiccant life.
3. Defective cloth covered perforated
plate in air dryer.
4. Compressor passing excessive oil.
5. Desiccant cartridge not assembled
properly to end cover. (Loose
attachment)
1. See Causes and Corrections for
Problems 1., 2., 3., 4., and 5.
2. Vibration should be held to a mini-
mum. Add bracket supports or
change air dryer mounting location
if necessary.
3. Replace desiccant cartridge
assembly.
4. Check for proper compressor
installation; if symptoms persist,
replace compressor.
5. Check the torque on the desiccant
cartridge to end cover attachment.
Refer to assembly section of this
data sheet.

7. Constant seepage 1. Defective check valve assembly in 1. Refer to Correction 3. of Problem 1.

of air at air dryer AD-9 air dryer and cover.
purge valve exhaust
(non-charging
mode).

8. The air dryer 1. Compressor fails to “unload.” 1. Faulty governor installation; no air
purge piston cycles line from governor to compressor
rapidly in the com- or line is “kinked” or restricted.
pressor unloaded Install or repair air line.
(non-compressing)
mode.

15D-6 THDC 954

THDC- 955
/ THDCP
(Rev. 11/99)
- 954 /
955 / 974 (Rev. 06/03)
 Illustration 15D-3. Air Dryer Circuit

AIR DRYER

DISCHARGE
HOSE

GOVERNOR

15 AMP
FUSE

15D-0008

THDC
THDC 954
/ THDCP
- 955 (Rev.
- 95409/00)
/ 15D-7
955 / 974 (Rev. 06/03)

Introduction. The steering system provides guid-
ance control of the truck. The steering circuit has
priority over hydraulic fluid flow.
Major Components (Illustration 16-3). The steer-
ing system consists of the main pump, steer sens-
ing valve, steering valve, steer cylinder, hoses and
various fittings.
Main Pump (Illustration 16-4). The main pump is
a tandem gear pump that provides hydraulic fluid
flow to operate the hydraulic circuit. When the
pump is turned, it creates a vacuum at the pump
inlet which allows atmospheric pressure to force
hydraulic fluid through a suction strainer in the
tank into the inlet line of the pump. The pump
then mechanically pushes this fluid to its outlet
port for use in the hydraulic circuit.
The main pump has two sections, each containing
a pumping gear set. Each pumps at a maximum
rate of 62 gpm at 2100 governed rpm. One of the
gear sets is dedicated to the steering circuit. It
supplies fluid to the steer sensing valve and will
supply the main control valve when not steering.
When steering, the gear set will supply only the
amount of fluid required to steer. The excess flow,
STEER RELIEF
VALVE SET SCREW
STEER RELIEF VALVE
INDICATES HYDRAULIC FLUID FLOW
Illustration 16-1. Steer Sensing Valve
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Section 16
Steering System
not being used, will supply the main control valve.
This gear set is the sole source of hydraulic fluid
for the tilt section. The other gear set supplies
hydraulic fluid to the lift section only. The pres-
sure of the steering / tilt gear set can be checked
at pressure check (PC1). The pressure of the
second gear set, dedicated to the lift section, can
be checked at pressure check (PC2). See Illustra-
tion 22-4 for both pressure check locations.
Steer Sensing Valve (Illustration 16-4). The steer
sensing valve, located on the left inboard side of
the chassis in front of the transmission (see
Illustration 22-1), provides the logic for the steer-
ing circuit. It is linked to the steering valve and
main pump. When the steering valve is turned,
pressure in a load sense line increases, between
the steering valve and steer sensing valve, shift-
ing the spool of the steer sensing valve, directing
a flow of fluid from the main hydraulics to the
steering valve. The steer sensing valve also con-
tains a 2500 psi steer circuit relief valve. To trou-
bleshoot the steer sensing valve, refer to Steer
Sensing Valve of the Troubleshooting The
Major Components in Section 22.
16-1
 1. STEERING COLUMN
2. STEERING VALVE
3. STEER CHECK
VALVE (SCV)

Illustration 16-2. Steering Components

Steering Valve (Illustration 16-2). The steering

valve, located on the base of the steering column,
directs and meters the flow of hydraulic fluid to the
steer cylinder depending on which way and how
fast the steering valve is turned.
Steer Cylinder (Illustration 16-4). The steer cylin-
der is a double-acting cylinder that turns the steer
tires.
Setting Hydraulic Pressures. Refer to Setting
Hydraulic Pressures in Section 22 for proce-
dures to set the pressures for the steer sensing
valve.

16-2 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Steering System Troubleshooting (Illustrations 16-3 and 16-4)
Problem Cause
1. Slow or Hard 1. Limited hydraulic fluid flow.
Steering
2. Low steering pressure.
3. Hydraulic fluid is bypassing the
steer cylinder piston packing.
4. Spool in the steer sensing valve is
sticking.
5. Defective steer sensing valve.
6. Steering cylinder rod bent.
7. Defective steering valve.
8. Load sense line from steering
valve to steer sensing valve is
restricted.
2. No Response 1. Low hydraulic fluid flow.
When Steering
Wheel is Turned
2. Hydraulic fluid is bypassing the
steer cylinder piston packing.
3. Incorrect steering relief valve pres-
sure setting.
4. Defective steering relief valve.
5. Spool in the steer sensing valve is
sticking.
6. Defective steer sensing valve.
7. Steering cylinder rod bent.
8. Defective steering valve.
9. Load sense line from steering
valve to steer sensing valve is
restricted.
3. Steering Tires Do 1. Binding in linkage.
Not Track with
Steering Wheel 2. Broken centering springs in steer-
ing valve.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Correction
1. Refer to Problem 6. in this trouble-
shooting chart.
2. Refer to Problem 7. in this trouble-
shooting chart.
3. Repack steer cylinder.
4. Remove spool, then visually
inspect spool and spool housing for
debris.
5. Repair or replace steer sensing
valve.
6. Replace cylinder rod or cylinder.
7. Replace steering valve.
8. Remove restriction.
1. Refer to Problem 6. in this trouble-
shooting chart.
2. Repack steer cylinder.
3. Set steer relief valve pressure for
correct pressure.
4. Replace steering relief valve.
5. Remove spool, then visually
inspect spool and spool housing for
debris.
6. Repair or replace steer sensing
valve.
7. Replace steering cylinder.
8. Replace steering valve.
9. Remove restriction.
1. Re-align linkage.
2. Replace centering springs.
16-3
 Problem Cause Correction

4. Wrong Response 1. Hoses to ports in steering valve are 1. Reconnect in the correct hose
to Steering Wheel crossed. layout.

5. Continuous Steer- 1. Defective steering valve. 1. Replace steering valve.

ing Wheel Rotation
2. Defective steer column. 2. Replace steer column.
3. Hydraulic fluid bypassing steer cyl- 3. Repack the steer cylinder.
inder piston packing.
4. Loose or broken hydraulic hose 4. Tighten or replace hydraulic hose.
between steering valve and steer
cylinder.

6. Limited Hydraulic 1. Clogged suction strainer. 1. Clean suction strainer.

Fluid Flow
2. Low hydraulic fluid supply.
3. Incorrect type of fluid.
4. Cold hydraulic fluid.
5. Breather filter stopped up.
6. Worn / defective main / steering
pump.
2. Fill tank to the correct fluid level.
3. Drain and flush hydraulic circuits.
Use the specified hydraulic fluid.
4. Due to extended periods of cold
temperatures, the viscosity of the
hydraulic fluid can increase. Con-
sider adding a cold weather
package.
5. Replace the breather filter.
6. Replace or rebuild pump.

7. Low Steer Pres- 1. Incorrect steer relief valve pressure 1. Adjust steer relief valve for correct
sure setting. pressure.
2. Defective steering relief valve. 2. Replace steering relief valve.
3. Limited hydraulic fluid flow. 3. Refer to Problem 6. in this trouble-
shooting chart.
4. Defective seal in the steer cylinder. 4. Repack steer cylinder.
5. Defective steer sensing valve. 5. Repair or replace steer sense
valve.

8. Kick-back in Steer- 1. Defective steering check valve 1. Replace steering check valve
ing Wheel (SCV). (SCV).

16-4 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Illustration 16-3. Steering Circuit

STEER
VALVE
STEER
SENSE
VALVE MAIN LIFT / TILT
VALVE

HYDRAULIC
TANK

MAIN
PUMP

16-2274 SHT. 01

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 16-5

Illustration 16-4. Steering ANSI Circuit

16-2274 SHT. 02

16-6 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)


Introduction. This section contains safety warn-
ings that must be adhered to, to prevent serious
personal injury or death when servicing tires and
wheels. Also included are procedures for properly
torquing the wheel nuts.
WARNING: Under no circumstances
should anyone mount or demount tires without
proper training as required in OSHA Rules and
Regulations 1910.177 “Servicing multi-piece
and single piece rim wheels.” Follow all pro-
cedures and safety instructions.
Tires. Tires may represent one of the major direct
expenses of equipment operation. Refer to the
Goodyear Tire Maintenance Manual for proper
maintenance and repair of tires for optimal tire life.
The Goodyear Tire Maintenance Manual is a
generic tire maintenance manual covering tire
maintenance that apply to all brands of tires.
Check the tires and valve caps daily for any dam-
age.
WARNINGS:
S All tire related safety warnings in the Safety
Check booklet and this section must be
understood before performing any tire main-
tenance.
S Never sit on or stand in front of a tire and rim
assembly that is being inflated. Use a clip-
on chuck and make sure the inflation hose is
long enough to permit the person inflating
the tire to stand to the side of the tire, not in
front or in back of the tire assembly.
S Keep tires free of grease and oil. Grease
and oil are highly damaging to tires. If
grease or oil are allowed to remain on tires
for extended periods of time, rubber deterio-
ration may occur.
S Tire assemblies operated as a dual pair must
have the same outside diameter, be from the
same manufacturer, be of the same type
(industry code) and be of the same construc-
tion (both bias or both radials).
S Bias and radial constructions must never be
mixed on dual pair.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Section 17
Tires and Wheels
Tire Inflation. The tire pressure should be
checked on a daily basis (refer to the serial data
plate, located on the left side of the truck in front
of the steer tire, for proper tire pressure).
WARNING: Maintain the proper tire
inflation pressures listed on the truck serial
data plate.
Tire Overinflation. Overinflation results in high
cord stress even when the tire isn’t overloaded.
Stress reduces resistance to blowouts from
impacts. It also increases the danger of the tire
being cut. The problem can be compounded by
poorly maintained working terrain.
Tire Underinflation. An underinflated tire will
deflect too much. It also leads to excessive side-
wall flexing. It is very important, in wheel ends
employing dual tire pairs, that each tire have the
correct air pressure. This prevents one tire from
carrying more of the load than the other tire. Flex-
ing of an underinflated tire in a dual pair could
lead to the underinflated tire rubbing the other tire
which could lead to premature tire failure. Tires
with radial cracks indicate continuous underinfla-
tion operation. Other underinflated indications
include the following:
1. Spotty or uneven tread wear
2. Ply separation
3. Loose or broken cords inside the tire
4. Fabric carcass fatigue
Rims. The rims hold the tires on the hub. The
wheels and mounts require a run-in period. The
torque of the wheel nuts must be checked every
10 hours of operation until rim is fully seated. Per-
form the Torquing Procedure to tighten the
wheel nuts of each hub each time tires are
removed from the drive or steer axle. Inspect the
wheel studs daily.
WARNING: If one wheel stud has broken
off, some of the rim’s clamping force will be
lost. Remove machine from service and repair
immediately.
17-1
 WHEEL NUT TORQUE VALUE>
Drive Axle:
PRC-7534........330 - 350 ft-lbs
> This value is located on the truck 24 1 17
serial plate for reference. 12 26
20 7
5 28

18 11

8 23

14 3

4 15

22 9

10 19
6
21
27 13
16 2 25

Illustration 17-1. Drive Axle Wheel Nuts Torquing Sequence

Torquing Procedure (Illustrations 17-1 and 17-2).
Perform the following procedures to torque the
wheel nuts:
WARNING: Every time the wheels are
removed, a run-in period is required. The
wheel nuts must be re-torqued every 10 hours
of operation until rims are fully seated.
1. Start at position #1 and tighten the wheel nut
to the specified torque value listed in Illustra-
tion 17-1 or 17-2. Proceed in the illustrated
numerical order to torque the other wheel
nuts.
2. Repeat procedure 1. until none of the wheel
nuts move and the proper torque value has
been applied to each wheel nut. Procedure 1.
may have to be repeated several times to
tighten the wheel nuts to the proper torque
value.
Inspection
WARNINGS:
S Mixing parts of one manufacturer’s rims with
those of another is potentially dangerous.
Always check manufacturer for approval.
S Do not be careless or take chances. If you
are not sure about the proper mating of rim
and wheel parts, consult a wheel and rim
expert. This may be the tire man who is
servicing your fleet or the rim and wheel
distributor in your area.

17-2 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 WHEEL NUT TORQUE VALUE>
Steer Axle.............145 - 155 ft-lbs
> This value is located on the truck
serial plate for reference. 1
14 15

7 5

9 12

4 3

11 10

6 8

13
2

Illustration 17-2. Steer Axle Wheel Nuts Torquing Sequence

1. Check rim components periodically for fatigue
cracks. Replace all cracked, badly worn, dam-
aged, and severely rusted components. Use a
wire brush to remove dirt and rust if necessary.
2. Clean and repaint rims to stop detrimental
effects of corrosion. Be very careful to clean
all dirt and rust from the lock ring gutter. This
is important to secure the lock ring in its proper
position. Using air inflation equipment,
equipped with a filter, helps remove moisture
from the air line, preventing some corrosion.
3. Ensure that the correct parts, that match your
type of wheels, are being used in assembly.
Check with manufacturer if you have any
doubts.
Tire / Wheel Jacking
WARNINGS:
S Never rely solely upon jacks or hoists to
support the lift truck while removing tire /
wheel.
S Before placing jack in position, block tire
and wheel on the other side of the truck.
S Always place oak or other hardwood block
cribbing under the load after the jack or
hoist has lifted the load. Make sure the crib-
bing is large enough to have sufficient con-
tact with the supported load to be stable.
S Never get under, near or between heavy
objects that are supported only by a jack or
hoist.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 17-3

S Always use hardwood blocks under jack.
Demounting
WARNINGS:
S Do not let anyone mount or demount tires
without proper training as stated in OSHA
Rules and Regulations 1910.177 “Servicing
multi-piece and single piece rim wheels.”
S Do not stand in front of the tire during
deflation.
S Demounting tools apply pressure to rim
flanges to unseat tire beads. Keep your
fingers clear. Slant the demounting bead
tool about 10° to keep it firmly in place. If it
slips off, it can fly with enough force to kill.
Always stand to one side when you apply
hydraulic pressure.
S Never force or hammer rim components,
especially rim components under pressure.
S Never attempt to weld on an inflated tire / rim
assembly.
S Do not under any circumstances, attempt to
rework, weld, heat or braze any rim compo-
nents that are cracked, broken, or damaged.
Replace with new parts, or parts that are not
cracked, broken, or damaged, and which are
of the same size, type and make.
S Do not hammer on rims or components with
steel hammers. Use rubber, lead, plastic, or
brass faced mallets, if it is necessary, to tap
components together.
S Always exhaust all air from a single tire and
from both tires of a dual assembly prior to
removing any rim components such as nuts
and rim clamps.
S Make sure to remove the valve core to
exhaust all air from the tire. Remove both
cores from a dual assembly.
S Check the valve stem by running a piece of
wire through the stem to make sure it is not
plugged.
Mounting And Inflation
WARNINGS:
S Inflate tire in a safety cage. Use safety
chains or equivalent restraining devices dur-
17-4
ing inflation. Misassembled parts may fly
apart with explosive force during inflation.
S Do not seat rings by hammering while the
tire is being inflated. If a part is tapped, it or
the tool can fly out with explosive force.
S Never sit on or stand in front of a tire and rim
assembly that is being inflated. Use a clip-
on chuck and make sure the inflation hose is
long enough to permit the person inflating
the tire to stand to the side of the tire, not in
front or in back of the tire assembly.
S Mixing parts of one manufacturer’s rims with
those of another is potentially dangerous.
Always check manufacturer for approval.
S Do not be careless or take chances. If you
are not sure about the proper mating of rim
and wheel parts, consult a wheel and rim
expert. This may be the tire man who is
servicing your fleet or the rim and wheel dis-
tributor in your area.
S Do not inflate the tire before all side and lock
rings are in place. Double check to make
sure all components are properly seated.
1. Refer to Illustration 17-3 for hardware and its
orientation for wheel mounting.
2. Check components for proper assembly again
after inflating to approximately 5 psi (34.47 kPa).
Operation
WARNINGS:
S Do not overload rims or over-inflate tire / rim
assembly. Check your rim manufacturer if
special operating conditions are required.
S Do not use undersized rims. Use recom-
mended rim for the tire.
S Never run a vehicle on one tire of a dual
assembly. The carrying capacity of the
single tire and rim is dangerously exceeded
and operating a vehicle in this manner can
result in damage to the rim and tire.
S Do not reinflate a tire that has been run flat
without first inspecting the tire, rim and
wheel assembly. Double check the lock ring
for damage; make sure that it is secure in
the gutter before inflation.
S Excessive turning of the steering axle tires,
when the truck is stopped, should be
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 avoided. It can cause excessive wear (flat S Do not use alcohol, methanol, or other
spots) to develop. flammable agents in the compressor to pre-
Servicing Tire And Rim On Vehicle vent freezing of the condensation inside the
compressor. Drain the compressor tank
frequently or locate the compressor inside to
WARNINGS: eliminate the freezing problem.
S Block the other tires of the vehicle before S Do not locate the compressor near a battery
you place the jack in position. charger. Batteries emit hydrogen gas, which
S Regardless of how hard or firm the ground is highly flammable, during the charging pro-
appears, put hardwood blocks under the cess, and could be sucked into the compres-
jack. Always crib up vehicle with blocks just sor intake.
in case the jack should slip.
S Remove the bead seat band slowly to pre-
vent it from dropping off and crushing your
toes. Support the band on your thigh and
roll it slowly to the ground. This will protect
your back and toes.
S When using a cable sling, stand clear; it
might snap and lash out.
Compressor Precautions
There have been instances of tires exploding vio-
lently while on vehicles. The forces involved in
this type explosion are sufficient enough to cause
serious personal injury to anyone in the immediate
vicinity. Some of these explosions are believed to
have been caused by flammable vapors entering
the tire during inflation. When the machine is
operating, the temperature of the air and vapor
mixture inside the tire will increase. The tempera-
ture inside the tire will also increase with an
increase in ambient temperature and when sub-
jected to direct sunlight. If the vapor and air mix-
ture inside the tire are within the ratio limits that
will support combustion, and any or all of the
above heat increasing factors cause the tempera-
ture to rise, an explosion may occur. The follow-
ing are some warnings that can prevent flam-
mable vapors from entering the compressor and
subsequently being entrapped in tires.

WARNINGS:
S Do not locate the compressor in a utility
room used for storing flammable solvents,
paints, thinners, etc. The flammable vapors
will be sucked into the compressor intake
while the compressor is charging.
S Do not clean the compressor air filter with a
flammable solvent. Use a non-flammable
solvent, such as carbon tetrachloride.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 17-5

 1. DRIVE AXLE
2. RIM
8 3. SPACER
4. WEDGE RING
9 5. NUT
6. LOCKWASHER
7. WHEEL CLAMP
9 8. RIM
9. FLANGE
10. O-RING
11. BEAD SEAT BAND
12. LOCK RING
11

10

12

3 7
NOTE: TO OPERATOR
5
Wheel and mounts require run in period on a
new machine and after each tire change. 2
Refer to serial plate on the side of machine for
torque specifications before machine is put in
service and re-torque nuts each 10 hours until 4 6
clamps are seated.

Care should be taken to keep grease and other

foreign material from rim seating surfaces.

Illustration 17-3. Wheel Mounting Hardware and Tightening Procedures

17-6 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)


Introduction (Illustration 18-1). The chassis is
carefully engineered and ruggedly constructed.
Welded steel structures always contain undetect-
able cracks, especially welded joints. When these
joints are subject to fluctuating stresses of signifi-
cant magnitude, these cracks will grow. This is
known as fatigue crack growth. No matter how
low the stress levels are kept, some fatigue crack
growth will occur in all welded structures.
Structural Inspection and Reporting Procedure
(Refer to SIRR in the Appendices). Follow the
OSHA rules, 29 CFR, 1910.178 (Q)(1), (5), & (7)
which require inspecting industrial trucks daily
before being placed in service, removing trucks
from service if cracks are found, and making
repairs only if authorized by the manufacturer. If
trucks are used on a round-the-clock basis, they
shall be examined after each shift. OSHA 29 CFR
1910.178 (p)(1) requires that trucks in need of
repair be taken out of service. Areas to be
inspected on the truck chassis include mast
Chassis Troubleshooting
Problem Cause
1. Cracks in welds 1. Metal fatigue.
(Refer to SIRR in the
Appendices) 2. Overloading.
Notify Taylor
Machine Works, 3. Rough terrain.
Inc. for proper
repair procedures.
4. Travelling with load in an unrecom- 4. Refer to Correction 1. above and
mended travel position (excessive
height and / or fully side-shifted,
one side or the other).
5. Severe duty cycles.
2. Engine support 1. Engine vibration.
mounts broken
2. Transmission vibration.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Section 18
Chassis
hangers, drive axle mounts, tilt cylinder anchors
and steer axle mounts.
WARNINGS:
S Periodic inspection is required to detect
fatigue cracks that have grown to a signifi-
cant size in order to avoid serious failure of
the structural weldment. When a crack is
found, the truck must be immediately taken
out of service and repaired.
S Under no circumstances, without prior
approval from Taylor Machine Works, Inc.
Engineering Department, should the chassis
be modified, i.e. adding of additional coun-
terweights. As per OSHA 29 CFR1910.178
(a) (4).
S If the fatigue crack is allowed to grow, cata-
strophic failure could occur in the chassis or
other welded components, causing serious
injury to personnel and / or property.
Correction
1. Have cracks in welds repaired
immediately.
2. Refer to Correction 1. above and
avoid overloading the truck.
3. Refer to Correction 1. above and, if
possible, avoid operating truck on
rough terrain.
the Operator’s Guide for proper
travelling positions.
5. Have cracks in welds repaired
immediately.
1. Refer to Problem 23. in the Engine
Troubleshooting chart in Section
1.
2. Refer to Problem 9. in the Trans-
mission Troubleshooting chart in
Section 9.
18-1
 Problem Cause Correction

3. Transmission sup- 1. Transmission vibration. 1. Refer to Problem 9. in the Trans-

port mounts bro- mission Troubleshooting chart.
ken
2. Engine vibration. 2. Refer to Problem 23. in the Engine
Troubleshooting chart in Section
1.

4. Hinged doors are 1. Door hinges are not properly 1. Lubricate door hinges.
difficult to open lubricated.

18-2 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Note: Photocopy this sketch to identify fatigue cracks or
structural damage to the chassis. Be very descriptive of
damage to the chassis, i.e. location, depth, length.

Illustration 18-1. Chassis

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 18-3


Illustration 20-1. Cab
Introduction (Illustration 20-1). The cab has
been carefully designed with the operator’s safety
and comfort in mind. The components in the cab
have been laid out for easy access.
Cab Maintenance Checks. The following checks
must be performed before operating the truck.
1. Steps and operator’s compartment must be
free of oil, grease and trash.
2. All glass and mirrors of the cab should be
cleaned daily to keep vision from being
impaired.
3. Under no circumstance should objects be
allowed in the cab which would restrict the
operator’s vision or exit.
4. The seat must lock firmly into position.
5. The seat belt must always be intact and
operable.
6. The door latch must always function properly.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Section 20
Cab
7. The tilt steering must lock firmly into position.
WARNINGS:
S Failure to adhere to any of the above could
lead to personal injury, death or property
damage.
S Avoid stepping on the top Lexan cover while
servicing the truck.
S Always use OHSA approved ladders, stands,
or manlifts to reach high places on the truck.
S The top Lexan cover is a part of the OSHA
mandated FOPS (Falling Object Protective
Structure). Do not remove or replace cover
with glass.
Troubleshooting
1. Should abnormal vibration or shifting of cab
structure occur, check mounting bolts for tight-
ness and ensure that rubber mounts are not
damaged.
20-1
2. Should leak occur from the seals of the
glasses, repair seal.
Lubrication. The grease fittings, on the door
hinges, should be greased monthly or every 250
hours, whichever comes first.

20-2 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

20A-Air Conditioning
System

Introduction. The air conditioning / heating sys-
tem provides the operator with a comfortable
operating environment. Provided all shut-off val-
ves are open when the engine coolant tempera-
ture opens the thermostat, heated coolant flows
from the engine block through the heater coils,
through the heater shut-off valve, through the
heater coil of the air conditioner / heater unit,
through the defroster, and returns back to the
water pump.
Major Components (Illustrations 20A-2 and
20A-3). The air conditioning system consists of
an air conditioner / heater unit, condenser, com-
pressor, heater, defroster, two 15 amp circuit
breakers (CB8 and CB9), heater shut-off valve,
two engine-mounted shut-off valves, controls and
hoses that connect the heater and defroster to the
cooling system of the engine.
Air Conditioner / Heater Unit. The air condition-
er / heater unit is capable of delivering 26,000
BTUs of cooling capacity, 26,000 BTUs of heating
capacity, and is powered by 12 VDC from a
38 amp circuit breaker (CB16). The air condition-
er / heater unit is a three speed unit with a preset
thermostat. The air conditioner / heater unit has a
cool / heat switch that allows the operator to
select for cooling or heating of the cab. The air
conditioning system is charged with approximately
3 lbs. of R134a Freon.
NOTE: The Clean Air Act, passed in 1992, speci-
fies that anyone who works on vehicle air condi-
tioning systems must be certified by an EPA
approved agency.
Compressor. The compressor is belt driven and
circulates the refrigerant through the air condition-
ing system when its clutch is engaged. It receives
a cool, low pressure gas and pumps a hot, high
pressure gas to the condenser. When the thermo-
stat signals for cooling, an electrical signal is sent
to the compressor clutch, engaging the clutch and
driving the compressor.
NOTE: Any time repairs are made to the air con-
ditioning system which require the recovery of the
refrigerant, it is recommended that the drier be
changed and 4 ounces of AC ester lubricating oil
be added to the dryer.
Condenser. The condenser changes the refriger-
ant from a hot, high pressure gas (from the com-
pressor) to a warm, high pressure liquid (to the
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Section 20A
Air Conditioning System
drier) by cooling the refrigerant. The condenser is
powered by 12 VDC from a 20 amp circuit breaker
(CB26).
Heater (Illustration 20A-3, if equipped). The heat-
er is powered by 12 VDC from a 15 amp circuit
breaker (CB8), employs a two speed switch (S5),
and is rated at 40,000 BTUs.
Drier. The drier stores a volume of refrigerant.
Additionally, it filters and removes moisture from
the refrigerant. The drier receives a warm, high
pressure liquid (from the condenser) and sends a
warm, high pressure liquid (to the expansion
valve). The drier is equipped with a binary switch
which protects the compressor.
The binary switch is normally closed when the
system pressure is within operating specifications.
The binary switch will open when the system pres-
sure exceeds 312 psi. The binary switch will not
close again until the pressure has dropped below
225 psi. When the pressure drops below 2 psi,
the binary switch will open. The binary switch will
not close again until the pressure is above 28 psi.
The binary switch can be replaced without recov-
ering the refrigerant. The binary switch is located
in the air conditioner unit on the high pressure
side. The fitting that holds the binary switch is
equipped with a check valve, that prevents the
high pressure coolant from exhausting if the
switch is removed.
Evaporator / Heater Coil. The evaporator / heat-
er coil is located inside the air conditioner / heater
unit. The evaporator and heater coils are inte-
grated into one unit. The evaporator coil changes
the warm, metered pressure liquid refrigerant
(from the expansion valve) into a cold, low pres-
sure gas. The cold, low pressure gas is sent back
into the expansion valve. The temperature of this
low pressure gas is what controls the expansion
valve. The colder the gas, the closer a ball will
seat and restrict the refrigerant into the evaporator
coil.
The heater coil is the medium by which heat is
transferred from the engine coolant to the opera-
tor’s compartment. A heater shut-off valve is
located on the air conditioner / heater unit and
when opened, allows the heat transfer to occur.
When operating the air conditioner, close the
heater shut-off valve for maximum cooling
efficiency.
Defroster (Illustration 20A-3, if equipped). The
defroster is powered by 12 VDC from a 15 amp
20A-1
circuit breaker (CB9), employs a two speed switch
(S6) and is rated at 22,000 BTUs.
Circuit Breakers. Refer to Circuit Breakers in
the Component Troubleshooting in Section 6
for troubleshooting of circuit breakers.
Air Conditioner / Heater Maintenance. The
remote mounted condenser of the air conditioning
system should be cleaned every 3 months to
remove debris. The condenser can be cleaned
with a fin comb, air hose and nozzle, or soap and
water. The evaporator / heater coils in the air con-
ditioner / heater unit should be cleaned every
3 months with compressed air.
Heater Shut-off Valves (Illustration 20A-3). The
heater shut-off valves control the circulation of
heated coolant through the heat system. One
valve is located on the air conditioning / heater
unit while the other two are located on the engine.
All three shut-off valves must be fully open for
maximum heating. If any of the heater shut-off
valves are closed, there will be no circulation of
heated coolant through the system.
Hoses. Periodically check the hoses and elbows
for chafing or cracking. Replace as conditions
require.
WARNING: Allow the engine to cool
completely before removing heater hoses from
engine. Severe burn potential exists.
Cleaning and / or Changing The Filter (Illustra-
tion 20A-1). The air conditioner / heater unit’s fil-
ter should be cleaned every 3 months or as condi-
tions warrant. The filter must be replaced once a
year or as conditions warrant. If the filter is not
cleaned regularly, it may become partially clogged
with lint, dirt, grease or other debris. The filter
should be cleaned or changed as conditions war-
rant. Perform the following procedures to remove
the filter for cleaning or replacing:
1. Remove the air screen cover from the air con-
ditioner / heater unit’s housing.
2. Take the filter out and clean with low pressure
air. Replace it with a new filter if necessary.
3. Install the filter in the air conditioner / heater
unit’s housing.
4. Install the air screen cover.
20A-2
Inspection. In the event of a cooling problem,
perform the following inspection procedures.
WARNINGS:
S Death or serious injury could result from a
runaway truck. Park the truck on a hard,
level surface, apply the parking brake and
block the wheels in both directions to
prevent movement of the truck.
S Rotating fan and belts can cause severe
injury. Stay clear of fan and belts when
engine is running.
1. Check the compressor drive belt tension and
pulley alignment. Tension on the drive belt
should be such that a firm push with the thumb
at a point midway between the two pulleys will
deflect the belt approximately 3/8”. If the
deflection of the belt is more than 3/8”, adjust
the belt tension.
2. Check the condenser for debris and clean if
required.
3. Check all electrical connections and ensure
that the circuit breakers are set.
4. Checking the compressor clutch will require
starting the engine. When 12 VDC is sent
from the thermostat through the binary switch
to the compressor, the compressor’s clutch will
pop towards the compressor pulley (this will be
heard). The clutch will then begin to rotate
with the pulley (this will be seen).
5. Ensure that the evaporator coil, located inside
the air conditioner / heater unit, is not iced up.
The thermostat’s capillary should be posi-
tioned in the center of the evaporator coil fins.
If the thermostat is functioning properly when
the fins ice up, the thermostat will remove the
12 VDC to the compressor. This will allow the
compressor pulley to free-spin and no refriger-
ant will be circulated to the evaporator coil.
The ambient temperature will then defrost the
evaporator coil fins.
6. The 12 VDC signal from the thermostat must
pass through a binary switch, which monitors
low pressure and high pressure in order to
engage the clutch of the compressor (refer to
Drier in this section).
7. Check the air conditioning hoses and fittings
for leaks. If a leak is detected, the refrigerant
must be recovered prior to making repairs.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 FILTER
HEATER
SHUT-OFF VALVE
CONTROL KNOB

AIR SCREEN
COVER
AIR CONDITIONER /
HEATER UNIT
CONTROLS

Illustration 20A-1. Air Conditioner / Heater Unit

NOTE: The Clean Air Act, passed in 1992, speci-
fies that anyone who works on vehicle air condi-
tioning systems must be certified by an EPA
approved agency.
8. For any further repairs, contact a certified air
conditioning repair technician.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 20A-3

Air Conditioning and Heating System Troubleshooting (Illustrations 20A-2 and 20A-3)

Problem Cause Correction

1. Air conditioning 1. Circuit breaker (CB16) is tripped or 1. Reset or replace circuit breaker
unit does not defective. (CB16). Refer to Circuit Breakers
power up of the Component Troubleshoot-
ing in Section 6.
2. Harness connector is disconnected 2. Connect or tighten harness
or loose. connector.
3. Loose pin in harness connector. 3. Isolate and repair.
4. Broken or shorted wires. 4. Troubleshoot, isolate and repair.

2. Fan blows limited 1. Heater shut-off valve is open.
or no cold air
2. Compressor clutch is slipping or
defective.
3. Low Freon charge.
4. Thermostat is defective.
5. Evaporator coil is iced up.
6. The condenser fan is seized or
defective.
7. The evaporator / heater coils are
dirty or stopped up.
8. Filter is dirty or stopped up.
9. Binary switch in condenser is
defective.
10. Circuit breaker(s) is tripped or
defective.
11. The heat / air switch of the air con-
ditioner / heater unit is in the heat
position.
12. Defective heat / air switch of air
conditioning unit.
13. Harness connector(s) is discon-
nected or loose.
14. Air conditioner compressor is
defective.
1. Close heater shut-off valve
2. Tighten drive belt or replace clutch.
3. Have certified technician recharge
air conditioning system.
4. Replace thermostat.
5. Thermostat is defective. Replace
thermostat.
6. Unseize fan, replace or check wir-
ing to fan motor.
7. Clean with compressed air or
remove restriction.
8. Clean or replace filter.
9. Isolate and repair.
10. Isolate and repair.
11. Place the heat / air switch in the air
position.
12. Replace heat / air switch.
13. Connect or tighten harness
connector(s).
14. Contact certified technician to
repair or replace.

20A-4 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Problem Cause Correction

3. Air conditioning 1. Drainage hoses are restricted. 1. Remove restriction from hoses.
unit is leaking
water in the cab 2. Drainage hoses have shifted 2. Reposition the drainage hoses.
upwards. The drainage hoses should run
downward to prevent water from
standing in the hoses.
3. Drain vent in drainage pan is 3. Remove restriction from drain vent.
restricted.

4. Heater fan not 1. The heater switch (S5) is defective. 1. Replace heater switch (S5).
turning
2. Circuit breaker (CB8) is tripped or
defective.
3. Defective fan motor.
4. Broken or shorted wire.
5. Weatherpack connector or the
male / female wire connectors are
loose or unplugged.
2. Reset or replace circuit breaker
(CB8). Refer to Circuit Breakers
of the Component Troubleshoot-
ing in Section 6.
3. Replace fan motor.
4. Troubleshoot, isolate and repair.
5. Ensure weatherpack connector or
male / female wire connectors are
connected.

5. Heater fan turning, 1. The shut-off valve(s) is closed.
but no warm air
2. Heater hoses kinked or restricted.
3. Defective engine thermostat (stuck
open).
4. Low coolant.
5. Engine did not rise to operating
temperature.
1. Open shut-off valve(s).
2. Unkink or remove restriction from
hoses.
3. Replace engine thermostat.
4. Check and fill radiator.
5. Allow engine enough time to reach
operating temperature.

6. Heater operates in 1. Defective heater switch (S5). 1. Replace heater switch (S5).
only one speed
2. Broken or shorted wire. 2. Troubleshoot, isolate and repair.

7. Defroster fan not 1. Defective defroster switch (S6).
turning
2. Circuit breaker (CB9) is tripped or
defective.
3. Defective fan motor.
4. Broken or shorted wire.
continued
1. Replace defroster switch (S6).
2. Reset or replace circuit breaker
(CB9). Refer to Circuit Breakers
of the Component Troubleshoot-
ing in Section 6.
3. Replace fan motor.
4. Troubleshoot, isolate and repair.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 20A-5

 Problem Cause Correction

7. Defroster fan not 5. Weatherpack connector or the 5. Ensure weatherpack connector or

turning male / female wire connectors are male / female wire connectors are
(Continued) loose or unplugged. connected.

8. Defroster fan turn- 1. The shut-off valve(s) is closed. 1. Open shut-off valve(s).
ing, but no warm
2. Defroster hoses kinked or 2. Unkink or remove restriction from
air
restricted. hoses.
3. Defective engine thermostat (stuck 3. Replace engine thermostat.
open).
4. Low coolant. 4. Check and fill radiator.
5. Engine did not rise to operating 5. Allow engine enough time to reach
temperature. operating temperature.

9. Defroster operates 1. Defective defroster switch (S6). 1. Replace defroster switch (S6).
in only one speed
2. Broken or shorted wire. 2. Troubleshoot, isolate and repair.

20A-6 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Illustration 20A-2. Air Conditioning / Heating Circuit

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 20A-7

20A-8 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 20A-2297 SHT. 01

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 20A-9

 Hoist Circuit

20A-10 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Illustration 20A-3. Heating Circuit

HEATER
SHUT-OFF VALVE

AIR
CONDITIONER /
HEATER UNIT

CUMMINS
SHUT-OFF VALVE QSM11-C330
ENGINE

20A-2297 SHT. 02

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 20A-11

 Hoist Circuit

20A-12 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

20H-Heating System

SHUT-OFF VALVE
Illustration 20H-1. Heating System Circuit
Introduction. The heating system provides a
comfortable working environment in a cold climate
and is essential in removing condensation from
the windshield in which otherwise would impair
vision. Provided the shut-off valves are open, the
engine coolant flows through the heater coils,
through the defroster(s) and returns back to the
engine block.
Major Components (Illustration 20H-1). The
heater system consists of a heater, defroster(s) (if
equipped), two 15 amp circuit breakers (CB8 and
CB9), diodes, shut-off valves and hoses.
Heater (Illustration 20H-1). The heater is pow-
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Section 20H
Heating System
CUMMINS QSM11-C330
ENGINE
20H-0056
ered by 12 VDC from a 15 amp circuit breaker
(CB8), employs a two speed switch (S5), and is
rated at 40,000 BTUs.
Defroster (Illustration 20H-1). The defroster is
powered by 12 VDC from a 15 amp circuit breaker
(CB9), employs a two speed switch (S6) and is
rated at 22,000 BTUs.
Circuit Breakers. Refer to Circuit Breakers in
the Component Troubleshooting in Section 6
for troubleshooting of circuit breakers.
Shut-off Valves (Illustration 20H-1). The shutoff
valves control the flow of heated coolant to the
20H-1
heater and defroster circuits. They must be fully
open for maximum operation. If the shut-off WARNING: Allow the engine to cool
valves are closed, there will be no flow of heated completely before removing heater hoses from
coolant to circulate in the circuits. engine. Severe burn potential exists.
Hoses. Periodically check the hoses and elbows
for chafing or cracking. Replace as conditions
require.

Heating System Troubleshooting (Illustration 20H-1)

Problem Cause Correction

1. Heater fan not 1. The heater switch (S5) is defective. 1. Replace heater switch (S5).
turning
2. Circuit breaker (CB8) is tripped.
3. Circuit breaker (CB8) keeps trip-
ping.
4. Circuit breaker (CB8) is defective.
5. Defective fan motor.
6. Open or shorted wire.
7. Weatherpack connector or the
male / female wire connectors are
loose or unplugged.
2. Reset circuit breaker (CB8).
3. Circuit is shorted. Troubleshoot,
isolate and repair short.
4. Replace circuit breaker.
5. Replace fan motor.
6. Troubleshoot, isolate and replace
wire.
7. Ensure weatherpack connector or
male / female wire connectors are
connected.

2. Heater or defroster 1. One of the shut-off valves is 1. Open shut-off valve.

fan is turning, but closed.
no warm air is
present 2. Heater hoses kinked or restricted. 2. Unkink or remove restriction from
hoses.
3. Defective engine thermostat (stuck 3. Replace engine thermostat.
open).
4. Low coolant. 4. Check and fill radiator.
5. Engine is not at operating tempera- 5. Allow engine enough time to reach
ture. operating temperature.

3. Heater operates in 1. Defective heater switch (S5). 1. Replace heater switch (S5).
only one speed
2. Defective wire between heater 2. Troubleshoot, isolate and repair.
switch (S5) and motor.

20H-2 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Problem Cause
4. Defroster fan not 1. Defective defroster switch (S6).
turning
2. Circuit breaker (CB9) is tripped.
3. Circuit breaker (CB9) keeps trip-
ping.
4. Circuit breaker (CB9) is defective.
5. Defective fan motor.
6. Open or shorted wire.
7. Weatherpack connector or the
male / female wire connectors are
loose or unplugged.
5. Defroster operates 1. Defective defroster switch (S6).
in only one speed
2. Defective wire between defroster
switch (S6) and motor.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Correction
1. Replace defroster switch (S6).
2. Reset circuit breaker (CB9).
3. Circuit is shorted. Troubleshoot,
isolate and repair short.
4. Replace circuit breaker.
5. Replace fan motor.
6. Troubleshoot, isolate and replace
wire.
7. Ensure weatherpack connector or
male / female wire connectors are
connected.
1. Replace defroster switch (S6).
2. Troubleshoot, isolate and repair.
20H-3
 Hoist Circuit

20H-4 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)


Introduction. The hydraulic system controls the
lift, tilt, steering and spreader functions of the
truck.
Major Components (Illustration 22-1). Major
components of the hydraulic system include a
hydraulic tank, main pump (main / steering), steer
sensing valve, joystick, lift / tilt valve, lift soft land-
ing solenoid valve, auxiliary (spreader / brake)
pump, brake manifold valve, controller enable
solenoid valve, joystick controller valves, various
actuating cylinders and an accumulator.
Hydraulic Tank (Illustration 22-10). The hydraulic
tank has a 160 gallon capacity. The tank is
equipped with suction strainers and full-flow return
line filters. All air entering the tank is filtered
through two 10 micron disposable breathers.
Main Pump (Illustration 22-15). The main pump
is a tandem gear pump that provides hydraulic
fluid flow to operate the hydraulic circuit. When
the pump is turned, it creates a vacuum at the
pump inlet which allows atmospheric pressure to
force oil through a suction strainer in the tank into
the inlet line of the pump. The pump then
mechanically pushes this fluid to its outlet port for
use in the hydraulic circuit.
The main pump has two sections, each containing
a pumping gear set. Each pumps at a maximum
rate of 62 gpm at 2100 governed rpm. One of the
gear sets is dedicated to the steering circuit. It
supplies fluid to the steer sensing valve and addi-
tionally supplies the lift / tilt valve. When steering,
the gear set will supply only the amount of fluid
required to steer. The excess flow, not being
used, will supply the lift and tilt valves. This gear
set is the sole source of hydraulic fluid for the tilt
section. The other gear set supplies hydraulic
fluid to the lift valve only. The pressure of the
steering / tilt gear set can be checked at pressure
check (PC1). The pressure of the second gear
set, dedicated to the lift section, can be checked
at pressure check (PC2 or PC1).
Steer Sensing Valve (Illustration 22-15). The
steer sensing valve is mounted on the left side in
front of the transmission. It contains a steering
relief valve set at 2500 psi. When the steering
valve (i.e. steering wheel) is turned, the steer
sensing valve directs fluid to the steering valve.
Any flow not used by the steering circuit is sent to
the lift / tilt valves. When the steering wheel is not
being turned, all of the steering pump flow, except
for a small amount in the load sense line, is avail-
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Section 22
Hydraulic System
able for the main hydraulic circuit.
Hydraulic Joystick Controls (Illustration 29-2).
The following functions are accomplished by
depressing the enable switch and maneuvering
the joystick:
1. Tilt Back. Shift the joystick to the left to tilt the
mast towards the operator.
2. Tilt Out. Shift the joystick towards the right to
tilt the mast away from the operator.
3. Lower. Shift the joystick forward to lower the
attachment. The lower operation is sus-
pended once the amber light is obtained by a
lift soft landing solenoid valve (LSL) which,
when energized, will dump the pilot pressure
at port A of the lift valve to the hydraulic tank.
4. Lift. Shift the joystick rearward to lift the
attachment.
Controller Enable. The controller enable function
is controlled by the seat belt, and the red and
green container lights. Unless the seat belt is
buckled and either the red or green container light
is illuminated, there will be no pilot pressure for
the lift, lower, tilt-in, and tilt-out functions of the
joystick.
Controller Enable Solenoid Valve (Illustration
22-15). The controller enable solenoid valve is
3-way solenoid valve located behind the cover
plate on the back of the cab. In a de-energized
state (seat belt not buckled, or either the red or
green container light is not illuminated), hydraulic
pilot pressure will enter port 3 and be dead-
headed. At the same time, port 1 and port 2 will
be connected, venting the hydraulic pilot pressure
of the joystick back to the hydraulic tank. In an
energized state (seat belt buckled and either the
red or green container light is illuminated), hydrau-
lic pilot pressure will enter port 3 and exit port 1 to
the joystick controller.
Lift / Tilt Valve (Illustration 22-15). The lift / tilt
valve, located on the left side in front of the brake
manifold valve, directs the flow of fluid to the lift
and tilt circuits. It consists of an inlet, tilt, mid inlet,
lift and outlet sections (Illustration 22-12).
The inlet section of the lift / tilt valve receives a
maximum of 62 gpm at 2100 rpm from one of the
gear sets of the main pump. The main relief,
located in the inlet, is set at 2900 psi.
The tilt section contains an A port (tilt out) and a B
port (tilt back). It is connected to the tilt cylinders
22-1
 JOYSTICK
CONTROLLER VALVES
(Illustration 22-14)
CAB TILT
CYLINDER CAB TILT FLOW
(Illustration 22D-2) CONTROL VALVE
(IF EQUIPPED)
(Illustration 22D-2)

LIFT CYLINDER
(Illustration 22-14) STEERING VALVE CONTROLLER
(Illustration 16-2) ENABLE
SOLENOID VALVE
TILT CYLINDER (Illustration 22-14)
(Illustration 22-14)
CAB TILT
SOLENOID VALVE
(IF EQUIPPED)
(Illustration 22D-1)
MAIN PUMP
(Illustration 22-11)

AUXILIARY
(SPREADER / BRAKE)
PUMP
(Illustration 22-11)

SPREADER
RELIEF VALVE
(Illustration 29-15)

HYDRAULIC TANK
(Illustration 22-10)

STEER SENSING VALVE

(Illustration 16-1)

LIFT / TILT VALVE

(Illustration 22-12) ACCUMULATOR
(Illustration 22-14)
LIFT SOFT
LANDING
SOLENOID VALVE
(Illustration 22-14)

Illustration 22-1. Hydraulic System Components Identification

22-2 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

by hydraulic hoses. The A port contains a port
relief (located behind the end cap) to limit maxi-
mum tilt out pressure to 2500 psi. When the tilt
function of the joystick is operated, pilot pressure
is applied to the A or B port endcap to shift the
main spool of the valve. This directs hydraulic
fluid flow to and from the tilt cylinders to tilt the
mast. The tilt pressure can be checked by instal-
ling an appropriate gauge on pressure check
(PC1) and fully retracting and dead-heading the
tilt cylinders. The tilt out pressure can be checked
at pressure check (PC1) by placing the attach-
ment at its lowest position and fully extending and
dead-heading the tilt cylinders. Tilt lock valves
connected to the rod end of the tilt cylinders limit
outward tilt speed to prevent the load from falling
out. The hydraulic fluid is restricted in one direc-
tion and free flows in the other.
The mid inlet section of the lift / tilt valve receives
62 gpm at 2100 rpm from the other gear set of the
main pump. If the tilt function is not being used,
the other gear set’s fluid supply will be combined
at the mid-inlet section, generating 124 gpm at
2100 rpm to the lift section. The mid-inlet section
contains a pressure relief valve, located in port A,
that is set at 2900 psi.
The lift section contains an A port (lower) and a B
port (hoist). It is connected through hydraulic
hoses to the lift cylinders on the mast. When the
lift control is operated, pump flow is diverted
through this section into the piston end of the lift
cylinders, causing the lift cylinders to extend.
Maximum pressure is limited by the main relief
valve as well as the mid-inlet relief valve. When
lowering, the operation is reversed and fluid is
directed out of the lift cylinders back into the tank
passage of the valve. It combines with pump flow
and is directed through the return hose on the out-
let of the valve and back to tank.
The outlet section provides the connection from
the return hose back to the hydraulic tank. When
no hydraulic functions are operated, the pump
output flows from the inlet down the center of the
valve to the outlet and returns through the return
filter that is mounted in the tank.
Lift Soft Landing Solenoid Valve (Illustration
22-15). The lift soft landing solenoid valve is a
3-way solenoid valve located on the A port end
cap of the lift section. When the amber container
light is illuminated, the solenoid is energized. In
an energized state, hydraulic pilot pressure from
the B1 port of the joystick is dead-headed at port
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
2 of the lift soft landing valve. The pilot pressure
to the A port (lower) of the lift valve will be vented
to the hydraulic tank, disabling lowering capabili-
ties. In a de-energized state (amber container
light is not illuminated), hydraulic pilot pressure
from the B1 port of the joystick will enter the lift
soft landing valve at port 2 and exit port 1. From
here, the hydraulic pilot pressure will be applied to
the A port end cap of the lift section, shifting the
main spool, lowering the inner mast.
Auxiliary (Spreader / Brake) Pump (Illustration
22-15). The auxiliary (spreader / brake) pump,
located on the back side of the transmission, is a
tandem gear pump that provides hydraulic fluid
flow to operate the attachment hydraulic circuit
and brake cooling circuit.
The auxiliary pump has two sections, each con-
taining a pumping gear set. One gear set, pump-
ing at a maximum rate of 24 gpm at 2100 rpm, is
dedicated to the attachment hydraulic circuit. This
gear set is the sole source of hydraulic fluid for the
main attachment valve. The other gear set,
pumping at a maximum rate of 9 gpm at 2100
rpm, supplies hydraulic fluid to the brake manifold
valve. The pressure of the main attachment gear
set can be checked at pressure check (SHC1).
The pressure of the brake cooling gear set can be
checked at pressure check (BCA) on the brake
manifold valve at port A (see Illustration 15C-1).
Brake Manifold Valve (Illustration 15C-1). The
brake manifold valve, located on the left side of
the truck’s chassis, develops pilot pressure, pro-
tects the hydraulic controls and protects the oil
cooler. It contains a 400 psi pressure reducer (in
port 1) that ensures that the pilot pressure does
not exceed 400 psi. The brake manifold valve
also contains a 250 psi pressure relief (in port 3),
ensuring minimum pilot pressure of, at least, 250
psi. It contains a 10 psi, normally closed, pres-
sure switch (S23, Illustration 15C-1) in port B and
a relief valve (in port 2) set for 325 psi. Should
back pressure in the oil cooler circuit exceed 325
psi, the relief valve will open and relieve pressure
to the hydraulic tank. The brake manifold valve
also contains a 15 psi check in port 4; its function
is to ensure that anytime flow is present that the
10 psi, required to open pressure switch (S23),
can be obtained. Should the oil pressure drop
below 10 psi, pressure switch (S23) will close,
sending ground to the Brake Fail light (DS8), illu-
minating the light.
22-3
Joystick Controller Valves (Illustration 22-15).
The joystick controller valves, located beneath the
joystick, when activated, will direct the pilot fluid to
the corresponding side of the lift / tilt valve to shift
the selected main spool (lift or tilt). They control
the amount of pilot pressure delivered to the lift /
tilt valve end caps. By metering the fluid, greater
control over the load is obtained.
Lift Cylinders (Illustration 22-15). The lift cylin-
ders operate on the principle of power up and
gravity down. There are flow control regulators,
located on the piston end of these cylinders, that
restrict the flow of fluid exiting the cylinders, allow-
ing greater control of the load when lowering. The
regulators variably restrict the flow of fluid, accord-
ing to the weight of the load, in one direction only.
The regulators allow free-flow in the other direc-
tion for lifting. The rod end of the lift cylinders are
vented back to an air space in the top of the
hydraulic tank.
Accumulator (Illustration 22-15). The accumula-
tor acts as a shock absorber in the hydraulic sys-
tem. When the driven member of the hydraulic
system stops suddenly, it creates a pressure wave
that travels back through the system. This shock
wave can develop peak pressures several times
greater than normal working pressures and can be
the source of system failure. The gas cushion in
an accumulator will minimize this shock, protecting
expensive hydraulic components.
The accumulator is connected to the lift pipe
assembly and is a hydro-pneumatic piston type
accumulator which is precharged to 1250 psi of
dry nitrogen. Refer to Section 22E for procedures
for checking the precharge and charging the accu-
mulator.
Tilt Cylinders (Illustration 22-15). The tilt cylin-
ders are double-acting. They alternately receive
pressurized fluid on one side of the piston, while
the fluid on the other side returns to tank. There
are tilt lock valves (preset at 2250 psi) connected
to the rod end of these cylinders. These valves
regulate the flow of fluid exiting the cylinders, limit-
ing the outward tilt speed to prevent the load from
falling out. To change tilt cylinder direction, the
pressurized and vented sides of the piston are
exchanged through the valving.
Lift / Tilt Pilot Pressure Operation
(Illustration 29-33)
Red Light Operation (Unlocked). Under normal
operation, the red container light will be the only
22-4
light illuminated when approaching the container.
The red light operates as follows: 12 VDC is pres-
ent at both the white and red wires of proximity
switch (S45). 12 VDC is present on the red wire
of proximity switch (S37). The 12 VDC present on
the red wire is used for proximity switch coil opera-
tion only. As each of the proximity switches is tar-
geted, they close the internal contacts of the white
and orange wires respectively. When S45 senses
its target, 12 VDC is sent from the white wire #200
to the orange wire #234 to the terminal strip in the
right end beam electrical box. Wire #234 is jump-
ered to wire #235 at this terminal strip. 12 VDC
on wire #235 is sent to the white wire #235 of
proximity switch (S37). When S37 senses its tar-
get, the internal contacts close and the 12 VDC on
the white wire #235 is sent out orange wire #236
to the terminal strip in the left end beam electrical
box. Wire #236 is jumpered to wire #237 at this
terminal strip. 12 VDC on the wire #237 is sent to
terminal #1 of diode bank (DB5). 12 VDC will
pass from terminal #1 to terminal #2 of DB5 to the
Red container light, illuminating the light. Addi-
tionally, 12 VDC on terminal #1 of DB5 is jump-
ered to terminal #5 of DB3. 12 VDC will pass from
terminal #5 to terminal #6 of DB3 down wire #289
to the controller enable relay (K20, see Relay K20
Operation). Additionally, the 12 VDC on wire
#237 will provide operating power to the 40-ft.
expand switch (S32) and the 20-ft. retract switch
(S33). 12 VDC on wire #237 also energizes the
work light relay (K19). K19 will energize, connect-
ing pins 5 to 3 and 6 to 4. 12 VDC at pin 5 will
pass out pin 3, down wire #242 to the left work
light (DS32), illuminating it. 12 VDC at pin 6 will
pass out pin 4, down wire #242 to the right work
light (DS33), illuminating it. Additionally, 12 VDC
at pin 4 of relay (K19) is sent down wire #263 to
the red container light mounted on the attach-
ment, illuminating the light.
Green Light Operation (Locked). The green
light operates as follows: 12 VDC is present at
both the white and red wires of proximity switch
(S44). 12 VDC is present on the red wire of prox-
imity switch (S36). The 12 VDC present on the
red wires is used for proximity switch coil opera-
tion only. As each of the proximity switches is tar-
geted, they close the internal contacts of the white
and orange wires respectively. When S44 senses
its target, 12 VDC is sent from the white wire #200
to the orange wire #230 to the terminal strip in the
right end beam electrical box. Wire #230 is jump-
ered to wire #231 at this terminal strip. 12 VDC
on wire #231 is sent to the white wire #231 of
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
proximity switch (S36). When S36 senses its tar-
get, the internal contacts close and the 12 VDC on
the white wire #231 is sent out orange wire #232
to the terminal strip in the left end beam electrical
box. Wire #232 is jumpered to wire #233 at this
terminal strip. 12 VDC on the wire #233 is sent to
terminal #3 of diode bank (DB5). 12 VDC will
pass from terminal #3 to terminal #4 of DB5 to the
Green container light, illuminating the light. Addi-
tionally, 12 VDC on terminal #3 of DB5 is jump-
ered to terminal #1 of DB3. 12 VDC will pass from
terminal #1 to terminal #2 of DB3 down wire #289
to the controller enable relay (K20, see Relay K20
Operation). 12 VDC on wire #233 also energizes
the relay (K29). K29 will energize, connecting
pins 9 and 5. 12 VDC at pin 9 will pass out pin 5,
down wire #262 to the green container light
mounted on the attachment, illuminating the light.
Amber Light Operation (On Container). The
amber light operates as follows: 12 VDC is pres-
ent at both the white and red wires of proximity
switch (S46). 12 VDC is present on the red wire
only of proximity switches (S49, S38 and S41).
The 12 VDC present on the red wires is used for
proximity switch coil operation only. As each of
the proximity switches is targeted, they close the
internal contacts of the white and orange wires
respectively. When S46 senses its target, 12 VDC
is sent from the white wire #200 to the orange wire
#238. This voltage is sent to the white wire #238
of S49. When S49 senses its target, the internal
contacts close and the 12 VDC on wire #238 is
sent out the orange wire #239 to S38 on the white
wire #239. When S38 senses its target, 12 VDC
is sent from the white wire #239 to the orange wire
#240. This voltage is sent to the white wire #240
of S41. When S41 senses its target, the internal
contacts close and the 12 VDC on wire #240 is
sent out wire #241 to pin 14 of the twistlock inter-
lock relay (K14), energizing K14. When K14 ener-
gizes, ground at pin 5 is sent out pin 9 to pin 13 of
relays (K6 and K7). 12 VDC on wire #241 is sent
to terminal #5 of diode bank (DB5). 12 VDC will
pass from terminal #5 to terminal #6 of DB5 to the
Amber on-container light, illuminating the light.
12 VDC on wire #241is additionally sent to pin 1
of relay (K54) and to pin 14 of relay (K30). This
will energize K30, connecting pins 9 and 5.
12 VDC at pin 9 is sent out pin 5, down wire #261,
illuminating the amber on-container light mounted
on the attachment.
Relay K20 Operation (Illustration 22-15). Relay
K20 operates as follows: illumination of the red or
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
green container light will send 12 VDC through a
bank of three diodes (DB3). The diodes are used
to isolate the red container light from the green
container light. From here, the 12 VDC will be
placed on wire #289 to pin 86 of the controller
enable relay (K20), energizing the relay provided
the seat belt is fastened. When K20 energizes,
12 VDC (supplied from CB15 to pin 30) will be
sent out pin 87 of K20 down wire #79. This will
energize the controller enable solenoid valve
(CDS) and allow pilot pressure present at port 3 to
pass out port 1 of this valve, and supply pilot pres-
sure to the joystick for lift / tilt hydraulic functions.
When the Green or Red container light is not illu-
minated, 12 VDC will not be supplied to pin 86 of
relay K20 and K20 will not energize unless the
override switch is activated. The override switch
is a key type switch that must be held in its closed
state to override the interlock operation of the
Red, Green, and Amber container lights. 12 VDC
is supplied to the override switch from CB18 on
wire #210 to the B post of the override switch.
Activation of the override switch will send 12 VDC
from the B post out the S post of the override
switch and down wire #221 to pin 14 of relay K54,
energizing K54. Additionally, 12 VDC on wire
#221 is sent to terminal #3 of diode bank DB4.
12 VDC on terminal #3 will pass out terminal #4 of
DB4 to the output side of DB3, down wire #289 to
the controller enable relay (K20, pin 86).
Relay K54 Operation (Illustration 29-33). Relay
K54 is controlled by the override key switch only.
K54 in conjunction with the on-container proximity
switches (S46, S49, S38, S41) control the lift soft
landing solenoid. K54 operates as follows: The
coil of relay K54 is controlled by pins 13 and 14.
Ground is connected to pin 13. Wire #221, from
the override key switch terminal S, is connected to
pin 14 and jumpered to diode bank DB4 at termi-
nal #3. The common pin 9 (wire #90) is con-
nected to pin 1 (wire #241) in a de-energized state
and in an energized state, the common pin 9 is
connected to pin 5 (no wire attached). 12 VDC is
supplied to pin 1 (wire #241) from the activation of
all four on-container proximity switches (S46, S49,
S38, S41). When 12 VDC is present on wire #90,
the lift soft landing valve is energized. When the
lift soft landing valve is energized, lowering pilot
pressure (from the joystick, present at port 2 of the
lift soft landing valve) is dead-headed at the lift
soft landing valve and is not allowed to stroke the
spool of the lift valve. Pilot pressure, which sup-
plied the spool of the lift valve, is now vented to
the hydraulic tank from port 1 to port 3 of the lift
22-5
soft landing valve. The spool of the lift valve
(located in the lift / tilt valve bank) then spring
returns to its neutral state and lowering capabili-
ties are suspended unless the override switch has
been activated.
Override Switch (Illustration 29-29). There is a
key type override switch, located on the back of
the control stand, that is used to bypass the inter-
lock circuitry (red, green and amber container
lights). The override switch operates as follows:
The switch must be held into the on position for
12 VDC to be present at the B terminal. When
this switch is activated, 12 VDC will be sent out
terminal S (wire #221) to the coil of relay K54.
This will energize K54 and open the circuit of the
lift soft landing solenoid, de-energizing the lift soft
landing valve. This allows lowering pilot pressure
to reach the spool of the lift valve even when the
amber light is illuminated. Wire #221 is jumpered
from the coil of relay K54 to diode bank DB4, ter-
minal #3. With the override switch activated, 12
VDC will pass from terminal #3 out terminal #4 of
diode bank DB4. Terminal #4 of DB4 is con-
nected to diode bank DB3, terminal #2. The out-
puts of DB3 are all jumped together and con-
nected to wire #289. Wire #289, in conjunction
with the seat belt switch (S18), control the control-
ler enable relay K20 (see Relay K20 Operation).
WARNING: The override switch should
only be used while maintenancing the machine
or in an emergency.
SETUP PUSH
BUTTON MULTICOLOR
RED L.E.D.
L.E.D.
Illustration 22-2. Ultrasonic Proximity Sensor
22-6
Damage Free System (Optional)
The damage free system is designed to help pre-
vent damage to the top of the container by
decreasing the lowering speed when the tips of
the twistlocks are within 18 inches of the top of the
container. An Ultrasonic Proximity sensor detects
the container and sends a electrical control signal
to a Slow Down Manifold, that restricts the hydrau-
lic flow back to the tank.
Ultrasonic Proximity Sensor (Programming)
(Illustration 22-2)
1. Position the truck and a container on a hard
level surface. Place the shifter in the neutral
position and apply the parking brakes.
WARNING: Death or Serious injury can
occur from falls. Always use OSHA approved
ladders, stands or manlifts to reach high
places on the truck.
2. Depress and hold the setup push button. The
multicolored L.E.D. will rapidly flash amber for
approximately 3 seconds and then flash
green.
3. Release the setup push button, the multicol-
ored L.E.D. will continue to flash green. This
signifies that the sensor is ready for the first
limit.
4. Lower the attachment until the tips of the twist-
locks are 6 inches from the top of a container.
Depress the setup push button once and
release. The multicolored L.E.D. will flash
amber, indicating the first limit has been set
and that the sensor is ready for the second
limit.
5. Raise the attachment until the tips of the twist-
locks are approximately 18 inches above the
container. Depress the setup push button
once and release. The multicolored L.E.D.
turns the color that indicates where the object
is located. The sensor has no time out for set-
ting the limits.
Multicolor L.E.D. Color Indications
OFF -- Object is not being detected.
Red -- Object detected outside the window
limits.
Green -- Object detected inside the window limits.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
The red L.E.D. indicates the output states. If the 4. When the desired lowering speed has been
L.E.D. is on the outputs are active (on). If the achieved, tighten the jam nut and re-install the
L.E.D. is off, the outputs are non active (OFF). access plate.
Slow Down Manifold (Illustrations 22-3, 22-4,
22-15, and 29-60). The slow down manifold is
controlled by the Ultrasonic Sensor through relays FLOW CONTROL
(K55 and K56). When the slow down manifold is ADJUSTMENT
energized, the hydraulic flow exiting the lift cylin-
ders is restricted and lowering speed is reduced. SOLENOID
The lowering speed can be adjusted by the Flow
Control Adjustment Set screw located on top of
the Manifold. The Slow Down Manifold is located
inside the chassis above the drive axle. Electrical
operation is as follows: When the attachment is
18 inches above the container, the ultrasonic
proximity sensor (UPR3) will energize, placing
12 VDC on wire #284. Wire #284 is connected to
the common pin 9 of relay K55. In a de-energized
state, 12 VDC at pin 9 will pass out pin 1, down
wire #288 to pin 14 of relay K56. This will ener-
gize K56. 12 VDC at the common pin 9 will be
sent out pin 5, down wire #285 and will energize
the solenoid of the slow down valve (DFV). This SLOW DOWN
will shift an internal spool and restrict the hydraulic MANIFOLD
flow exiting the lift cylinders to the hydraulic tank.
Additionally, 12 VDC at pin 5 of relay K56 is sent
down wire #285A to a clear slow down light, illumi- Illustration 22-3. Slow Down Manifold
nating the light. K55 is energized by illumination
of the Green container light. If K55 is energized,
the lowering speed of the container will not be
affected.
To Set The Lowering Speed
1. Park the truck on level ground. Place the shift
control in the neutral position and apply the
parking brake.

WARNING: Death or Serious injury can

occur from being crushed. Do not attempt to
adjust the slow down manifold from ground
level in front of the truck. Always adjust the
slow down manifold from the access plate
provided on the deck of the chassis.
2. Remove the access plate from the deck of the
chassis for access to the slow down manifold.
3. Loosen the jam nut and turn the set screw TO TO / FROM TO / FROM
clockwise to reduce the lowering speed. Turn HYDRAULIC LIFT LIFT
the set screw counterclockwise to increase the TANK VALVE CYLINDERS
lowering speed.
Illustration 22-4. Slow Down Manifold

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 22-7

 Opening The Manual Lowering Valve (Illustration
22-5). Perform the following procedures to open
STEM the manual lowering valve:
SCREW 1. Remove the stem screw and collar.
2. Remove the lock plate.
3. Turn the valve stem counterclockwise 1/4 turn
until the notches on top of the valve stem align
COLLAR with the hydraulic fittings of the valve block
(note position of valve stem in Illustration
22-6).

LOCK NOTE: The only way to stop the lowering of the

PLATE load is by closing the manual lowering valve.
4. After the load has been fully lowered, close
VALVE the manual lowering valve (refer to Closing
STEM The Manual Lowering Valve).
Closing The Manual Lowering Valve (Illustration
22-5). The manual lowering valve must be closed
and locked before operating the container han-
dling truck. Perform the following procedures to
close the manual lowering valve:
1. Turn the valve stem clockwise 1/4 turn until the
notches, located on top of the valve stem,
point toward the sides of the valve block (note
position of valve stem in Illustration 22-7).
2. Install the lock plate over the valve stem.
Ensure that the notch of the lock plate is secu-
red by the stud on the valve block (see Illustra-
tion 22-5).
Illustration 22-5. Manual Lowering Valve
3. Install collar over valve stem.
Manual Lowering Valve Operation 4. Install stem screw and tighten.
The manual lowering valve should only be opened
when normal lowering methods cannot be per-
formed.

FULLY
WARNINGS: OPEN
S Death or serious injury could result from
being crushed. Do not allow anyone near
the container handling truck - certainly not
walking, standing under, or beside the load
or lifting mechanism.
1/4 turn
S Death or serious injury could result from a
runaway truck. Apply the parking brake,
block the wheels in both directions to
prevent movement of the truck and Lock Out Illustration 22-6. Opening The Lowering Valve
& Tag Out the truck.

22-8 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)


1/4 turn
FULLY CLOSED
Illustration 22-7. Closing The Lowering Valve
STUD
Illustration 22-8. Lock Plate Position
Servicing The Hydraulic System
Hydraulic Operation. All hydraulic functions
should be checked daily for free operation (see
the Daily Checks section in the Operator’s
Guide).
Checking The Fluid Level (Illustration 22-10).
The hydraulic fluid level can be checked at the
sight glasses located on the side of the hydraulic
tank. The hydraulic fluid level must be maintained
between the upper (Full) and lower (Low) sight
glasses. This check must be performed daily.
Before adding hydraulic fluid to the tank, ensure
that the lift cylinders are fully retracted and refer to
the Fuel and Lubricant Specifications in the
Appendices for the type of fluid to be used.
Remove the filler cap with dipstick (8) and check
the condition of the strainer (9) before adding
hydraulic fluid. Add hydraulic fluid until the fluid
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
level is even with the FULL mark on the dipstick.
When the dipstick and filler cap are reinstalled, be
sure the cap is tightened securely. The filler cap
is a pressure type cap that requires 4 PSI internal
pressure to unseat the cap.
CAUTION: Not adhering to the above pro-
cedure can lead to overfilling of the hydraulic
tank. As a result, hydraulic fluid will come out
the breathers.
NOTE: The filler neck has a link that can be
raised into position above the filler cap and pad-
locked, preventing unauthorized access to the
hydraulic tank.
Breather Filters (Illustration 22-10). Replace the
breather filters (3) after the first 50 hours of opera-
tion and thereafter yearly or 3000 hours, whichev-
er comes first. More frequent replacement may
be necessary if the machine is being operated
under extremely dusty conditions.
Return Hydraulic Filters (Illustration 22-10). The
return hydraulic filters are made up of 10 micron
corrugated paper and are non-reusable. These
filters should be changed after the first 50 hours of
operation and every 6 months or 1500 hours,
whichever comes first, thereafter. Perform the fol-
lowing procedures to service the return hydraulic
filters:
CAUTION: Used return hydraulic filters
should be disposed of according to federal
and local regulations.
1. Remove the two nuts (10) and lockwashers
(11).
2. Lift the filter head assembly off the studs of the
return filter assembly (7) to gain access to the
filter.
3. Remove the filter.
4. Inspect the O-ring for serviceable condition
and replace if necessary.
5. Install the return filter assembly (7) by revers-
ing the removal procedures. Torque nuts to
10-12 ft-lbs.
Suction Strainers (Illustration 22-10). The suc-
tion strainers (2) should be cleaned yearly or
22-9
every 3000 hours, whichever comes first.
Changing The Hydraulic Fluid (Illustration
22-10). The hydraulic fluid should be changed
yearly or every 3000 hours, whichever comes first.
The hydraulic fluid must be also be changed in the
event of a catastrophic failure of a hydraulic com-
ponent. Refer to the Fuel and Lubricant Specifi-
cations chart in the Appendices for the proper
type of fluid to be used and perform the following
procedures to change the hydraulic fluid.
CAUTIONS:
S Dispose of drained hydraulic fluid in accor-
dance with federal and local regulations.
S The lift cylinder should be fully retracted to
keep dilution of the new hydraulic fluid to a
minimum.
S Plug all hoses when they are disconnected
to prevent foreign matter from entering the
hydraulic system.
1. Park on level ground, block the wheels and
Lock-Out and Tag-Out truck.
2. Provide a suitable container and remove the
drain plug (1) and drain the hydraulic fluid.
The drain plug must be removed to completely
drain the hydraulic tank.
3. Remove the filler cap with dipstick (8) and
strainer (9).
4. Remove the breather filters (3).
5. Remove the return filters (7).
6. Remove the suction access cover (14) and
gasket (15).
7. Remove the suction strainers (2) from the
hydraulic tank and clean in solvent. Dry with
compressed air.
8. Steam clean the interior of the hydraulic tank
(6).
12. Re-install the drain plug (1).
13. Install new breather filters (3).
14. Clean and re-install strainer (9).
15. Fill tank with approximately 5 gallons of
hydraulic fluid. Inspect suction access cover
and gasket for leaks. If there are no leaks
detected, fill the hydraulic tank to the FULL
mark on the dipstick. If a leak is detected,
repair before adding hydraulic fluid.
16. Inspect hydraulic tank fittings and hoses for
leaks. Tighten connections / bolts as required.
Hydraulic Hose Assemblies and Fittings. All
hydraulic hose assemblies should be checked
daily for chafed or cracked hoses. Check daily to
ensure that there are no loose fittings on the
hydraulic connections.
WARNING: Do Not use hands to check
for hydraulic leaks. Because the hydraulic
system is under high pressure, leaks could
develop that can not be seen, but will pene-
trate the skin and possibly cause other serious
injuries. When checking for hydraulic leaks,
wear heavy gloves and safety goggles, and
use a piece of cardboard or wood to find leaks.
(See Illustration 22-9).

WARNING: Do Not clean the interior of

the hydraulic reservoir with a flammable
solvent; this can create a serious fire hazard.
9. Install new return filters (7).
10. Re-install suction strainers (2).
11. Re-install suction access cover (14) and Illustration 22-9. Detecting Hydraulic Leaks
gasket (15).

22-10 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 10
11
1. DRAIN PLUG 7
2. SUCTION STRAINER 3
3. BREATHER FILTER 6
4. O-RING
5. ADAPTER
8 4
6. HYDRAULIC TANK 5
7. RETURN FILTER ASSEMBLY
8. FILLER CAP w/DIPSTICK
9. STRAINER
10. NUT
11. LOCKWASHER 9
12. SIGHT GLASS
13. BOLT w/WASHER
14. SUCTION ACCESS COVER
15. GASKET
2

12
1

15

14

13

Illustration 22-10. Hydraulic Tank Components Identification

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 22-11

Setting Hydraulic Pressures
Hydraulic pressures must be set at recommended
engine speed. The hydraulic fluid should be at
operating temperature before adjusting hydraulic
pressures.
WARNINGS:
S Under no circumstances, when setting pres-
sures, allow any portion of your body to be
positioned in front of the relief. It is possible
that the relief could be blown loose with
great force which could cause severe bodily
injury or death.
S Fluid passing over a relief generates heat;
should a relief be blown loose, hot, pressur-
ized fluid will be forced from the open port.
This could cause severe bodily injury.
AUXILIARY
(SPREADER / BRAKE)
PUMP PRESSURE
CHECK (PC2)
PRESSURE
CHECK (PC1) MAIN
PUMP
Illustration 22-11. Hydraulic Pressure Checks
Lift / Tilt Valve (Illustration 22-12)
The lift / tilt valve contains the main inlet relief
valve in the inlet section, a port relief valve in port
A of the tilt section (for tilt out only) and a relief
valve in the A port of the mid-inlet section.
Main Relief Valve (located in the inlet section)
1. Install an appropriate pressure gauge into
pressure check (PC1, Illustration 22-11).
2. Tilt the mast all the way back and dead-head
the tilt cylinders making certain the cylinders
22-12
are fully retracted, otherwise the gauge will
never read the correct pressure.
3. At high idle, observe gauge and set pressure
for 2900 psi. Refer to procedures 4. through
6. to set the pressure.
4. Remove the cover cap and loosen the locknut
on the main relief valve (see Illustration
22-12).
5. Turn the setscrew clockwise to increase the
pressure or counterclockwise to decrease the
pressure.
6. Tighten the locknut after the pressure has
been set and re-install the cover cap.
Tilt Port Relief Valve (located in the A port of the
tilt section). The tilt port relief valve limits the tilt
out pressure only.
1. Install an appropriate pressure gauge into
pressure check (PC1, Illustration 22-11).
2. Tilt the mast fully forward and dead-head the
tilt cylinders making certain the cylinders are
fully extended, otherwise the gauge will never
read 2500 psi.
3. At high idle, observe gauge and set pressure
for 2500 psi as required. Refer to procedures
4. through 6. to set the pressure.
4. Loosen the locknut on the tilt relief valve (see
Illustration 22-12).
5. Turn the setscrew clockwise to increase the
pressure or counterclockwise to decrease the
pressure.
6. Tighten the locknut after the pressure has
been set.
Mid-inlet Pressure Relief Valve (located in the A
port of the mid-inlet section)
1. Install an appropriate pressure gauge into
pressure check (PC1, Illustration 22-11).
2. Tilt the mast all the way back and dead-head
the tilt cylinders making certain the cylinders
are fully retracted, otherwise the gauge will
never read the correct pressure.
3. Remove the cover cap and loosen the locknut
on the main relief valve of the inlet section
(see Illustration 22-12).
4. Turn the setscrew clockwise to increase the
pressure to 3000 psi.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 TILT SECTION

INLET SECTION LIFT SECTION

MAIN RELIEF VALVE

(SET TO 2900 PSI
AT HIGH IDLE)

TILT PORT RELIEF

(LOCATED BEHIND
THE END CAP)
(SET TO 2500 PSI
AT HIGH IDLE)

MID INLET
SECTION
OUTLET SECTION
PRESSURE
RELIEF VALVE
(SET TO 2900 PSI
AT HIGH IDLE)

Illustration 22-12. Lift / Tilt Valve

5. Install an appropriate pressure gauge in pres- 11. Re-install pressure gauge in pressure check
sure check (PC2, Illustration 22-11). (PC1) and perform the pressure setting proce-
dures to set the main relief valve (located in
6. Fully extend and dead-head the lift cylinders.
the inlet section) back to 2900 psi.
7. At high idle, observe gauge and set the mid-in-
Steer Sensing Valve (Illustration 16-1). The
let pressure relief valve for 2900 psi. Refer to pressure relief is located in the bottom of the steer
procedures 9. through 11. to set the pressure.
sensing valve.
8. Loosen the locknut on the mid-inlet pressure
1. Install 3000 psi pressure gauge into pressure
relief valve (see Illustration 22-12).
check (PC1, Illustration 22-11).
9. Turn the setscrew clockwise to increase the
2. Steer truck all the way to either side and dead-
pressure or counterclockwise to decrease the
head the steer cylinder.
pressure.
3. At high idle, observe gauge and set pressure
10. Tighten the locknut after the pressure has
for 2500 psi if required. Refer to procedures
been set.
4. through 6. to set the pressure.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 22-13

4. Remove the nut on the top of the steer sens-
ing valve at the PP port. The adjustment
screw is located inside this port.
5. Turn the setscrew clockwise to increase the
pressure or counterclockwise to decrease the
pressure.
6. Re-install the nut in the PP port after the pres-
sure has been set.
PRESSURE
RELIEF VALVE
CAP
PRESSURE CHECK
Illustration 22-13. Tilt Lock Valve
Tilt Lock Valve (Illustration 22-13). The pressure
relief valve of the tilt lock valve is located on the
bottom of the tilt lock valve, facing the piston end
of the tilt cylinder. Perform the following proce-
dures to set the pressure.
1. Install an appropriate pressure gauge into the
pressure check (Illustration 22-9).
2. Fully extend and dead-head the tilt cylinders.
3. Observe the pressure gauge (gauge should
indicate 2250 psi at low idle). If unable to
obtain this pressure reading, perform proce-
dures 4. through 8.
4. Remove the cap from the pressure relief valve.
5. Loosen the locknut on the pressure relief
valve.
6. Fully extend and dead-head the tilt cylinders.
7. Turn the setscrew clockwise to increase the
pressure or counterclockwise to decrease the
22-14
pressure. Adjust the setscrew until the pres-
sure gauge indicates 2250 psi.
8. Tighten the locknut and re-install the cap after
the pressure has been set.
Brake Manifold Valve (Illustration 15C-1)
The brake manifold valve contains a 250 psi pres-
sure relief in port 3, a 325 psi pressure relief in
port 2 and a 400 psi pressure reducer in port 1.
250 psi Pressure Relief
1. Install an appropriate pressure gauge into
pressure check (BCA, located on port A of the
brake manifold valve, Illustration 22-15).
2. At low idle, observe gauge and set pressure
for 250 psi if required. Refer to procedures 3.
through 5. to set the pressure.
3. Remove the end cap and loosen the locknut
on the 250 psi relief.
4. Turn the setscrew clockwise to increase the
pressure or counter-clockwise to decrease the
pressure.
5. Tighten the locknut and re-install the end cap
after the pressure has been set.
325 psi Pressure Relief. This relief has been pre-
set at the factory. If adjustment of it is required,
remove the wire tie from the end cap.
NOTE: The 250 psi pressure relief must be set
prior to procedure 1.
1. Install an appropriate pressure gauge into
pressure check (BCA, located on port A of the
brake manifold valve, Illustration 22-15).
2. Remove the hydraulic hose from port C of the
brake manifold valve. Cap the hose and plug
the port.
3. At low idle, observe gauge and set pressure
for 575 psi if required (the gauge reading at
pressure check (BCA) will be the sum of both
the 250 psi relief and the 325 psi relief). Refer
to procedures 4. through 7. to set the pres-
sure.
4. Remove the end cap and loosen the locknut
on the 325 psi relief.
5. Turn the setscrew clockwise to increase the
pressure or counter-clockwise to decrease the
pressure.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
6. Tighten the locknut and re-install the end cap
after the pressure has been set.
7. Reconnect the hydraulic hose to port C of the
brake manifold valve.
400 psi Pressure Reducer. This reducer has
been preset at the factory. If adjustment of it is
required, remove the wire tie from the end cap.
1. Install an appropriate pressure gauge into
pressure check (RCD, located on port D of the
brake manifold valve, Illustration 22-15).
2. At high idle, observe gauge and set pressure
for 400 psi if required. Refer to procedures 3.
through 5. to set the pressure.
3. Remove the end cap and loosen the locknut
on the 400 psi reducer.
4. Turn the setscrew clockwise to increase the
pressure or counter-clockwise to decrease the
pressure.
5. Tighten the locknut and re-install the end cap
after the pressure has been set.
Troubleshooting The Major Components
(Illustration 22-15)
This section contains information that will assist in
determining the operational status of the major
components.
Hydraulic Tank. Visually inspect for leaks on the
hydraulic tank at the fittings, breathers, welds and
connecting hoses. Ensure that the hydraulic tank
has the proper fluid level. In time or after cata-
strophic failure of a hydraulic component the suc-
tion strainers, located in the bottom of the tank,
can become clogged. The most efficient way to
determine that this condition has occurred is to
drain the hydraulic tank and remove the suction
strainers. Refer to Changing The Hydraulic
Fluid in the front of this section. Visually inspect
and clean strainers with solvent. Clogged suction
strainers may lead to any of the following:
1. Pump cavitation.
2. Reduced flow rate.
3. Increased response time of the hydraulic
system.
4. Premature pump failure.
Main Pump. Troubleshoot the main pump by
using a flowmeter on the output side of the pump
to determine if the pump is producing the correct
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
flow. At high idle (2100 rpm), pump output flow
should be approximately 62 gpm per gear set. At
low idle (750 rpm), pump output flow should be
approximately 19 gpm (per gear set). It is pos-
sible, due to pump slippage which will increase
with wear, that the pump may produce enough
flow at high idle and not produce enough flow at
low idle. Therefore, it is critical that the flow rate
at high idle and low idle be checked. The pump
must produce the required flow rate at the
required pressure setting.
Should flow rate be low, troubleshoot as follows:
1. Low hydraulic fluid.
2. Improper hydraulic fluid.
3. Suction hose not clamped properly.
4. Suction line is restricted or crimped.
5. Hydraulic strainers, located in the bottom of
the tank, are clogged.
6. Defective pump.
Auxiliary (Spreader / Brake) Pump. Trouble-
shoot the auxiliary pump by using a flowmeter on
the output side of the pump to determine if the
pump is producing the correct flow. At high idle
(2100 rpm), pump output flow should be approxi-
mately 24 gpm for the attachment gear set and 9
gpm for the brake cooler gear set. At low idle
(750 rpm), pump output flow should be approxi-
mately 7 gpm for the attachment gear set and 2.5
gpm for the brake cooler gear set. It is possible,
due to pump slippage which will increase with
wear, that the pump may produce enough flow at
high idle and not produce enough flow at low idle.
Therefore, it is critical that the flow rate at high idle
and low idle be checked. The pump must pro-
duce the required flow rate at the required pres-
sure setting.
Should flow rate be low, troubleshoot as follows:
1. Low hydraulic fluid.
2. Improper hydraulic fluid.
3. Suction hose not clamped properly.
4. Suction line is restricted or crimped.
5. Hydraulic strainers, located in the bottom of
the tank, are clogged.
6. Defective pump.
Steer Sensing Valve. In a non-steering state,
hydraulic fluid flow will enter the steer sensing
22-15
valve at the P (pressure) port and will exit the
steer sensing valve at the EF (excess flow) port
with the exception of a small amount that is sent
out the LS (load sense) port, used to charge the
steering valve. In a steering state, hydraulic fluid
flow will enter the steer sensing valve at the P
port. Pressure in the load sense line will increase,
diverting a percentage of the main flow, from the P
port, out the CF (control flow) port, through the
steer sensing valve to the steer cylinder. The per-
centage of this fluid to the CF port can vary great-
ly depending on how fast and how long the steer-
ing valve is turned. The remaining percentage of
unused fluid flow not used in the steering circuit
will be sent out the EF port to the lift / tilt valve.
Troubleshoot the steer sensing valve for proper
operation. Perform the following procedures to
troubleshoot:
1. Install a 3000 psi pressure gauge into pres-
sure check (PC1, Illustration 22-11).
2. Fully steer tires to one side or the other and
refer to the Pressure Setting section of the
steer sensing valve for the proper steer pres-
sure reading.
3. If pressure is low:
a. Remove the hose from the low pressure
side of the steer cylinder. The low pres-
sure side is the side which the steer cylin-
der rod is extended from. Cap the hose.
b. Steer the truck in the same direction as in
procedure 2. so as to dead-head the fluid
against the packing.
c. There should be minimum fluid flow
through the open port.
d. If fluid flow is excessive, fluid is bypassing
the piston packing. Repack the cylinder.
e. If fluid flow is minimum (not sustained
flow), reconnect the hose and continue to
troubleshoot the steering circuit.
4. Install a flowmeter in the main hydraulic line at
the steer sensing valve and check the flow
rate. In a non-steering state, approximately 62
gpm at 2100 rpm will be read. While steering,
the flow rate should decrease. This proves
that the spool in the load sense valve has
shifted to the steering circuit. Fully tilt back
and dead-head the tilt cylinders. Ensure that
you have 62 gpm at 2100 rpm at 2900 psi.
5. If flow rates are correct, adjust the pressure
22-16
setting of the steer sensing valve (refer to the
Setting Hydraulic Pressures procedures for
setting the hydraulic pressure for the steer
sensing valve). If unable to obtain the correct
pressure setting:
a. Defective steer sense relief.
b. Defective steer sensing valve.
c. Defective steering valve.
Lift / Tilt Valve. Perform the following procedures
to troubleshoot (refer to the Setting Hydraulic
Pressures procedures of the Lift / Tilt Valve if the
required pressure readings are incorrect):
1. Inlet Section
a. Install appropriate pressure gauge into
pressure check (PC1, Illustration 22-11).
b. Fully retract and dead-head tilt cylinders.
c. Observe the pressure gauge at 2100 rpm.
The pressure gauge should read 2900 psi.
d. Shut truck down and install a flowmeter in
the 1-1/4” hose connected to the inlet sec-
tion.
e. Start truck and the flowmeter should indi-
cate approximately 62 gpm (at 2100 rpm)
of flow.
2. Tilt Section
a. Install an appropriate pressure gauge into
pressure check (PC1, Illustration 22-11).
b. Fully retract and dead-head tilt cylinders.
c. Observe the pressure gauge at 2100 rpm.
The pressure gauge should read 2900 psi.
The main relief valve located in the inlet
section controls this pressure.
d. Fully extend and dead-head the tilt cylin-
ders.
e. Observe the pressure gauge at 2100 rpm.
The gauge should read 2500 psi.
3. Lift Section
a. Install an appropriate pressure gauge into
pressure check (PC2, Illustration 22-11).
b. Fully extend and dead-head the lift cylin-
ders.
c. Observe pressure gauge at 2100 rpm.
The pressure gauge should read 2900 psi.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
4. Outlet Section
a. Install a flowmeter in the 1-1/2” hose con-
nected to outlet section.
b. The flowmeter should indicate approxi-
mately 124 gpm at 2100 rpm (no hydraulic
functions being operated).
Lift / Tilt Valve Summary. All of the procedures
that have been listed to troubleshoot the lift / tilt
valve are for normal operation. Should abnormal
operation of the hydraulic system be detected,
you must be capable of isolating the fault, whether
it be upstream or downstream. Listed below are
some guidelines to consider:
1. Restrictions in hydraulic circuits will increase
pressure downstream and decrease flow rate
upstream.
2. In order to build pressure, the flow must be
restricted to the circuit.
Replacement of Pump
CAUTION: If a pump or valve is being
replaced, always take a preliminary pressure
reading of the cold fluid, at idle rpm, because if
there is a malfunctioning pressure relief valve
in the system, it can burst the pump housing.
Normally, if a cylinder is dead-headed, the
engine will stop before bursting the pump. If
your gauge reading begins to exceed the maxi-
mum allowed pressure, do not dead-head the
function completely.
When a new pump is installed, allow the engine to
idle for 15 or 20 minutes before pressurizing the
system. This allows the pump to become thor-
oughly lubricated and to reach the same tempera-
ture as the fluid.
Hydraulic System Troubleshooting (Illustration
22-15)
One of the most misunderstood systems is the
hydraulic system incorporated in industrial trucks.
What appears to be a simple failure of a compo-
nent is usually corrected by replacement of that
component, without due regard to the cause of
the failure. There may be several individual sys-
tems such as lift, steer, and attachment tied
together to become one overall hydraulic system.
In which event, what happens to one subsystem
may affect every other subsystem. Therefore, it is
absolutely necessary that special attention be giv-
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
en to pressures and cleanliness.
The most meaningful system check a serviceman
can use in diagnosing a problem is the check of
the hydraulic circuit pressure on any machine that
uses hydraulic components. The two cardinal
rules that should be followed are:
1. Excessive pressure does not offer any opera-
tional advantage. It only shortens component
life.
2. Pressure just high enough to achieve compo-
nent function is always the most desirable set-
ting.
We must also remember that the only reasons for
making a hydraulic pressure check are to verify
that the system is to specifications or to trouble-
shoot the system to pinpoint a malfunction.
Before an accurate reading can be obtained the
following steps must be taken:
1. The hydraulic fluid must be to Taylor specifica-
tions. Any fluid not to these specifications can
give a faulty reading.
2. The hydraulic system should have been run
long enough to bring the system temperature
to approximately 125_ to 150_F (51.6_ to
65.5_C).
One of the best ways to attain this tempera-
ture is to dead-head a cylinder for a short peri-
od of time, passing fluid over the relief valve to
generate heat.
3. It is extremely important that pressure read-
ings on Taylor equipment be taken at the point
and engine speed specified. If the pressure
gauge is installed at another point in the sys-
tem, readings other than the correct one can
or will be obtained due to back pressure and
other causes. It should be noted that readings
for accuracy should be obtained when the
vehicle engine is running at the recommended
rpm (refer to Illustration 22-15 for the Pressure
Setting Chart).
22-17
 Problem Cause
1. No lift or tilt 1. Low pilot pressure.
2. Low hydraulic fluid flow.
3. Worn or damaged main pump.
2. No tilt in or slow 1. Low pilot pressure.
tilting in
2. Low hydraulic fluid flow.
3. Spool in the work section is
sticking.
4. Fluid is bypassing in the tilt cylinder 4. Isolate and repack tilt cylinders. To
piston packing.
5. Incorrect main relief valve pressure 5. Set main relief valve for correct
setting.
6. Defective main relief valve.
3. No tilt out or slow 1. Low pilot pressure.
tilting out
2. Low hydraulic fluid flow.
3. Spool in the work section is
continued sticking.
22-18
Correction
1. Refer to Problem 7. of this trouble-
shooting chart.
2. Refer to Problem 9. of this trouble-
shooting chart.
3. Repair or replace main pump.
1. Refer to Problem 7. of this trouble-
shooting chart.
2. Refer to Problem 9. of this trouble-
shooting chart.
3. Remove spool, visually inspect
spool and spool housing for debris.
isolate the defective cylinder, per-
form the following:
a. With the tilt cylinders fully
retracted and dead-headed,
disconnect the hydraulic hoses
from the piston ends of the tilt
cylinders and plug.
b. Shift the joystick to the tilt back
position.
c. Observe the open ports on the
piston ends of the tilt cylinders.
If a flow of fluid is detected from
either of the tilt cylinders, this is
the bad cylinder and requires
repacking.
pressure.
6. Replace main relief valve.
1. Refer to Problem 7. of this trouble-
shooting chart.
2. Refer to Problem 9. of this trouble-
shooting chart.
3. Remove spool, visually inspect
spool and spool housing for debris.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 Problem Cause Correction

3. No tilt out or slow 4. Fluid is bypassing in the tilt cylinder 4. Repack the tilt cylinder.
tilting out piston packing.
(Continued)
5. Incorrect main relief valve pressure 5. Set main relief valve for correct
setting. pressure.
6. Defective main relief valve. 6. Replace main relief valve.
7. Incorrect tilt relief valve pressure 7. Set tilt relief valve for correct
setting (in port A). pressure.
8. Incorrect tilt relief valve pressure 8. Refer to Problem 4. of this trouble-
setting or defective tilt lock valve shooting chart
(mast will rack).

4. Mast racks 1. Improper tilt lock valve pressure 1. Refer to Tilt Lock Valve in the Set-
relief setting. ting Hydraulic Pressures of this
section.

5. No lift or slow 1. Low pilot pressure. 1. Refer to Problem 7. of this trouble-

lifting shooting chart.
2. Low hydraulic fluid flow. 2. Refer to Problem 8. of this trouble-
shooting chart.
3. Spool in the work section is 3. Remove spool, visually inspect
sticking. spool and spool housing for debris.
4. Fluid is bypassing the lift cylinder 4. Isolate and repack lift cylinders. To
piston packing. isolate the defective cylinder, per-
form the following:
a. Remove the vent hydraulic
hoses from the rod ends of the
lift cylinders.
b. Fully extend and dead-head
the lift cylinders.
c. Observe the open ports on the
rod ends of the lift cylinders. If
a flow of fluid is detected from
either of the lift cylinders, this is
the bad cylinder and requires
repacking.
5. Incorrect main relief valve pressure 5. Set main relief valve for correct
setting. pressure.
6. Defective main relief valve. 6. Replace main relief valve.
7. Incorrect mid-inlet relief valve pres- 7. Set mid-inlet relief valve for the cor-
sure setting. rect pressure.
continued 8. Defective mid-inlet relief valve. 8. Replace mid-inlet relief valve.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 22-19

 Problem Cause
5. No lift or slow 9. Vent hoses to the lift cylinders are
lifting (Continued) positioned at the hydraulic fluid
level in tank.
6. No lowering or 1. Amber container light is illumi-
slow lowering nated.
2. Defective lift soft landing solenoid.
3. Defective lift soft landing solenoid
cartridge.
4. Defective lift soft landing solenoid
valve.
5. Low pilot pressure.
6. Spool in work section is sticking.
7. Defective flow regulator in one of
the lift cylinder.
7. Low or no pilot 1. Seat belt is not fastened.
pressure
2. Defective seat belt relay (K20).
3. Red or green container light is not
illuminated.
4. Circuit breaker (CB15) is tripped or
defective.
5. Defective diode bank.
6. Incorrect pilot relief valve pressure
setting (located in port 3 of the
brake manifold valve).
7. Defective pilot relief valve (located
in port 3 of the brake manifold
valve).
8. Incorrect pressure reducing valve
pressure setting (located in port 1
of the brake manifold valve).
9. Defective pressure reducing valve 9. Replace pressure reducing valve.
(located in port 1 of the brake man-
ifold valve).
continued
22-20
Correction
9. Reposition vent hoses at the
hydraulic tank.
1. This is proper operation.
2. Replace lift soft landing solenoid.
3. Replace lift soft landing solenoid
cartridge.
4. Replace lift soft landing solenoid
valve.
5. Refer to Problem 7. of this trouble-
shooting chart.
6. Remove spool, visually inspect
spool and spool housing for debris.
7. Replace flow regulator.
1. Fasten seat belt.
2. Replace seat belt relay.
3. Refer to Red Light Operation
(Unlocked) or Green Light Opera-
tion (Locked) in this section to
troubleshoot.
4. Refer to Circuit Breakers in the
Component Troubleshooting in
Section 6.
5. Replace diode bank.
6. Adjust pilot relief valve for correct
pressure (250 psi).
7. Replace pilot relief valve.
8. Set pressure reducing valve for
correct pressure (400 psi).
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 Problem Cause Correction

7. Low or no pilot 10. Defective seat belt switch.
pressure
(Continued) 11. Defective controller enable sole-
noid or cartridge.
12. Loose, broken or shorted wire(s)
#38, #79 or #289.
13. Loose or crimped pilot pressure
hose.
14. Loose connection or pin broken at
electrical connector.
15. Defective brake manifold valve.
16. Defective controller enable sole-
noid valve.
17. Defective controller valve.
18. Worn auxiliary (spreader / brake)
pump.
10. Replace seat belt.
11. Refer to Solenoids in the Compo-
nent Troubleshooting in Section
6 to determine whether the sole-
noid coil or cartridge is defective.
12. Isolate and repair wire(s) #38, #79
or #289.
13. Isolate and repair.
14. Isolate and repair.
15. Replace brake manifold valve.
16. Replace the controller enable sole-
noid valve.
17. Replace controller valve.
18. Replace or rebuild pump.

8. Low or no pilot 1. Refer to Problem 7. of this trouble- 1. Refer to Problem 7. of this trouble-
pressure (if shooting chart. shooting chart.
equipped with cab
tilt system) 2. Fluid is bypassing in the cab tilt cyl- 2. Isolate and repack cab tilt cylin-
inder piston packing. ders. To isolate the defective cylin-
der, perform the following:
a. With the cab and mast down,
disconnect the hydraulic hoses
from the piston ends of the cab
tilt cylinders and plug.
b. Energize the cab tilt switch
(S21).
c. Observe the open ports on the
piston ends of the cab tilt cylin-
ders. If a flow of fluid is
detected from either of the cyl-
inders, this is the bad cylinder
and requires repacking.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 22-21

 Problem Cause
9. Low or no hydrau- 1. Low hydraulic fluid supply.
lic fluid flow
2. Cold hydraulic fluid.
3. Breather filter(s) plugged.
4. Incorrect type of fluid.
5. Clogged suction strainer.
6. Low pilot pressure.
7. Air leak in suction hose to pump.
8. Worn / defective pump.
9. Stripped flex plate on transmission. 9. Replace flex plate.
22-22
Correction
1. Fill tank to the correct fluid level.
2. Due to extended periods of cold
temperatures, the viscosity of the
hydraulic fluid can increase. Con-
sider adding a cold weather pack-
age.
3. Replace the breather filter(s).
4. Drain and flush hydraulic circuits.
Refer to the Fuel and Lubricant
Specifications in the Appendices.
5. Clean suction strainer.
6. Refer to Problem 7. of this trouble-
shooting chart.
7. Locate leak and repair.
8. Replace or rebuild pump.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 Illustration 22-14. Main Hydraulic Circuit

22-2745 SHT. 01

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 22-23

 Hoist Circuit

22-24 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Hoist Circuit

PLACE THE FOLLOWING ILLUSTRATION IN

A FOLDER ENVELOPE:
Illustration 22-15 - 22 2745 SHT. 2 (ANSI)

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 22-25

22-26 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
22D-Cab Tilt System

Introduction. The cab tilt system controls the tilting
of the truck cab.
Major Components (Illustration 22D-3). The major
components of the cab tilt system consists of a
auxillary (spreader / brake) pump, brake manifold
valve, cab tilt solenoid valve, cab tilt cylinders,
hoses and various fittings.
Main Steering Pump. Refer to Section 22 for a
detailed description of how the main steering pump
works.
Brake Manifold Valve (Illustration 15C-1). Refer
to Section 15C for a detailed description of how
the brake manifold valve works.
Cab Tilt On / Off Rocker Switch (S21, Illustration
29-2). Push the switch forward to enable the cab
tilt circuit; push the switch rearward to disable the
cab tilt circuit.
Cab Tilt Solenoid Valve (Illustrations 22D-1 and
22D-3). The cab tilt solenoid valve is located
underneath the cab, located above the engine on
the left-hand side. It is controlled by the cab tilt
switch (S21) and proximity switch (S52). With the
cab tilt switch (S21) energized, 12 VDC will be
applied to S52 on the white and red wires (wire
#26). S52 is targeting the inner mast. If the mast is
fully lowered, S52 will be energized (L.E.D. is illumi-
nated on the back of the proximity switch). 12 VDC
on the white wire will be sent out the orange wire of
S52 through wire #74 to solenoid (S1) of the cab tilt
solenoid valve, energizing the solenoid. Once the
solenoid is energized and the spool has shifted, the
pilot pressure at the P port of the cab tilt solenoid
valve will be sent around a flow restrictor and out
the A ports to the rod end of the cab tilt cylinders,
retracting the cab tilt cylinders. Hydraulic fluid from
the piston end of the tilt cylinders is vented back
through to the B ports through a flow restrictor
which will restrict the flow back to the hydraulic tank.
When the proximity switch (S52) loses its target
(inner mast) and the cab tilt switch (S21) is ener-
gized, S52 will de-energize (L.E.D. is not illumi-
nated) and 12 VDC on the white wire will be sent
out the blue wire of S52, down wire #75 to sole-
noid (S1) of the cab tilt solenoid valve. Once the
solenoid is energized and the spool has shifted,
pilot pressure at the P port of the cab tilt solenoid
valve will be sent around a flow restrictor and out
the B ports and to the piston end of the cab tilt cyl-
inders, extending them and tilting the cab.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Section 22D
Cab Tilt System
Hydraulic fluid from the rod end of the tilt cylinders
is vented back through the A ports through a flow
restrictor which will restrict the flow back to the
hydraulic tank.
Manual Override (Illustration 22D-1). The cab tilt
solenoid valve is equipped with a manual override
knob. In the event of an electrical failure, the knob
of the cab tilt solenoid valve can be pushed in and
rotated clockwise to shift the main spool, sending
flow out the B ports, overriding solenoid (S1) to tilt
the cab. The knob can be pulled out and turned
counterclockwise to shift the spool, sending flow out
the A ports, overriding solenoid (S2) to lower the
cab. The manual override knob must be adjusted
to its neutral position, after either of the two proce-
dures above have been performed to allow normal
operation of the cab tilt solenoid valve. The neutral
position allows the manual override knob to free-
spin in either direction and can be move in and out
(approximately 1/4”).
Cab Tilt Cylinders (Illustration 22-1). The cab tilt
cylinders are double-acting. They alternately
receive pressurized fluid on one side of the piston,
while the fluid on the other side returns to the
hydraulic tank. To change the cab tilt cylinder
direction, the pressurized and vented sides of the
piston are exchanged through the valving.
Hydraulic Hose Assemblies and Fittings. All
hydraulic hose assemblies should be checked daily
for chafed or cracked hoses. Check daily to ensure
that there are no loose fittings on the hydraulic
connections.
Cab Tilt / Flow Control Adjustment (Illustrations
22D-1 and 22D-3). The cab’s lifting and lowering
speeds can be adjusted for desired speed. Perform
procedure 1. to change the lifting speed or proce-
dure 2. to change the lowering speed.
1. Perform the following procedures to increase
or decrease the lifting speed:
a. Loosen the locknut on the 1-1 port flow con-
trol cartridge of the cab tilt solenoid valve.
b. Turn the setscrew of the flow control car-
tridge counterclockwise to increase the lifting
speed or clockwise to decrease the lifting
speed.
c. Once the desired speed has been obtained,
tighten the locknut.
22D-1
 CONNECTOR
(CTC2)

CONNECTOR
(CTC1)
PRESSURE
CHECK
(CPCP)

SOLENOID
PRESSURE (UP)
CHECK (S1)
(CPCB)
MANUAL
OVERRIDE
PRESSURE SOLENOID KNOB
CHECK (DOWN)
(CPCA) (S2)

INDICATES HYDRAULIC FLOW

Illustration 22D-1. Cab Tilt Solenoid Valve

22D-2 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

2. Perform the following procedures to increase
or decrease the lowering speed:
a. Loosen the lock nut on the 1-2 port flow
control cartridge of the cab tilt solenoid c. Once the desired speed has been obtained,
valve. tighten the locknut.
b. Turn the setscrew of the flow control car-
Cab Tilt System Troubleshooting (Illustrations 22D-2 and 22D-3)
Problem Cause
1. Cab will not tilt 1. Cab tilt switch (S21) is in the off
position.
2. Proximity switch (S52) is energized.
3. Circuit breaker (CB18) is tripped or
defective.
4. Loose, broken or shorted wire(s).
5. Defective cab tilt switch (S21).
6. Defective proximity switch (S52).
7. Defective cab tilt solenoid valve
solenoid (S1) or cartridge.
8. Defective cab tilt solenoid valve.
9. Spool sticking in the cab tilt sole-
noid valve.
2. Cab will tilt slowly 1. Low pilot pressure.
2. Hydraulic fluid is bypassing the tilt
cylinder packing.
3. Spool sticking in the cab tilt sole-
noid valve.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
tridge counterclockwise to increase the lifting
speed or clockwise to decrease the lifting
speed.
Correction
1. Turn cab tilt switch (S21) on.
2. Cab tilt switch (S21) only supplies
12 VDC to the proximity switch
(S52). It does not energize sole-
noid (S1) of the cab tilt solenoid
valve. Only when S52 de-ener-
gizes will the cab tilt automatically.
3. Reset or replace circuit breaker
(CB18). Refer to Circuit Breakers
in the Component Troubleshoot-
ing in Section 6.
4. Isolate and repair wire(s).
5. Replace cab tilt switch (S21).
6. Replace proximity switch (S52).
Refer to 30mm Proximity Switches
of the Component Troubleshoot-
ing in Section 29.
7. Refer to Solenoids in the Compo-
nent Troubleshooting in Section 6
to determine whether the solenoid
coil or cartridge is defective.
8. Replace cab tilt solenoid valve.
9. Repair or replace cab tilt solenoid
valve.
1. Check and adjust pilot pressure
(400 psi) if required.
2. Repack tilt cylinder.
3. Repair or replace cab tilt solenoid
valve.
22D-3
 Problem Cause
3. Cab will not come 1. Cab tilt switch (S21) was turned off
down after the cab fully tilted.
2. Proximity switch (S52) is de-ener-
gized.
3. Circuit breaker (CB18) is tripped or
defective.
4. Loose, broken or shorted wire(s).
5. Defective cab tilt switch (S21).
6. Defective proximity switch (S52).
7. Defective cab tilt solenoid valve
solenoid (S2) or cartridge.
8. Defective cab tilt solenoid valve.
9. Defective flow control cartridge of
the cab tilt solenoid valve.
22D-4
Correction
1. Turn cab tilt switch (S21) on.
2. Cab tilt switch (S21) only
supplies 12 VDC to the proximity
switch (S52). It does not energize
solenoid (S2) of the cab tilt sole-
noid valve. Only when S52 ener-
gizes will the cab come down auto-
matically.
3. Refer to Correction 3. of Problem 1.
4. Isolate and repair wire(s).
5. Replace cab tilt switch (S21).
6. Replace proximity switch (S52).
Refer to 30mm Proximity Switches
of the Component Troubleshoot-
ing in Section 29.
7. Refer to Solenoids in the
Component Troubleshooting in
Section 6 to determine whether
the solenoid coil or cartridge is
defective.
8. Replace cab tilt solenoid valve.
9. Replace or repair flow control
cartridge.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 Illustration 22D-2. Cab Tilt Hydraulic Circuit

22D-0019 SHT. 01

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 22D-5

Illustration 22D-3. Cab Tilt Hydraulic ANSI Circuit

22D-0019 SHT. 02

22D-6 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

22E-Accumulator

Introduction. The accumulator acts as a shock
absorber in the hydraulic system. When the driv-
en member of the hydraulic system stops sudden-
ly, it creates a pressure wave that travels back
through the system. This shock wave can devel-
op peak pressures several times greater than nor-
mal working pressures and can be the source of
system failure. The gas cushion in an accumula-
tor will minimize this shock, protecting expensive
hydraulic components.
Accumulators. There are two accumulators used
in the hydraulic circuits of this truck. These accu-
mulators are hydro-pneumatic piston type accu-
mulators which are precharged with dry nitrogen.
One of the accumulators is located below the
main control valve (see Illustration 22-1) while the
other is attached to the main frame of the attach-
ment (see Illustration 29-13). The accumulator,
located on the truck, is precharged to 1250 psi
while the attachment accumulator is precharged to
65 psi.
Checking Precharge. The precharge check
should be performed monthly or every 250 hours,
whichever comes first. Follow the procedures
listed below to check precharge (a charging kit is
available from Taylor, part number 1000-503).
See Illustration 22E-1 for charging kit.
1. To read and adjust the gas pressure or “pre-
charge” pressure, all of the hydraulic fluid must
be drained from the fluid side of the accumula-
tor to zero hydraulic pressure. To accomplish
this, let the lift cylinder down and hold lever in
the DOWN position for approximately one min-
ute.
2. Remove the valve guard and cap from the
accumulator.
3. Ensure that the shaft of the air chuck (4) is ful-
ly retracted by turning the bar handle counter-
clockwise until it stops.
4. Do not have the charging hose (8) connected
to the gauging head assembly (1) unless free
end of charging hose is plugged.
5. Mount the swivel of the air chuck (4) on the
accumulator’s valve stem and hand tighten to
compress the gasket in the swivel to prevent
gas leakage.
6. Turn the bar handle clockwise until the shaft
depresses the valve stem core of the accumu-
lator. The precharge pressure should now be
indicated by the pressure gauge (2).
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Section 22E
Accumulator
Charging The Accumulator (Illustration 22E-1).
Perform the following procedures to charge the
accumulator:
CAUTIONS:
S Use only dry nitrogen to charge the
accumulator.
S When precharging, the initial 50 psi of dry
nitrogen should be introduced slowly into
the accumulator.
1. Install the charging kit (Illustration 22E-1) as
explained in the Checking Precharge proce-
dures above.
2. Connect the charging kit to a nitrogen bottle
with the charging hose (8).
3. Inflate the accumulator to the predetermined
pressure by opening the valve on the nitrogen
bottle slowly, closing it occasionally to allow
the needle of the pressure gauge (2) to settle
into position giving an accurate pressure read-
ing.
4. When the proper precharge pressure is
reached, close the valve on the nitrogen
bottle.
5. To release pressure in excess of the desired
precharge, slowly open the bleeder valve (6)
until the pressure drops to the desired level.
6. Rotate the bar handle counterclockwise to the
full stop position and then disconnect the swiv-
el (7) from the adapter (3).
7. Remove the air chuck (4) from the accumula-
tor valve stem.
8. Check the valve stem for leaks with a soapy
water solution or oil. If the core is leaking,
depress it quickly, once or twice, to reseat the
core. It may be necessary to further tighten or
replace the core if leakage persists.
9. Install the accumulator valve stem cap, then
tighten 1/2 turn beyond hand tight.
10. Install the accumulator valve guard.
11. Recheck precharge one week after charging
for pressure loss.
22E-1
 Accumulator Part Number / Size Precharge
2215-121 / 1 qt. 1000 psi
2 2788-970 / 1 qt. 1000 psi
2215-124 / 1 qt. 1500 psi
3 2788-955 / 1 qt. 1500 psi
BAR
7 1
HANDLE 2788-940 / 1 gal. 65 psi

4 2788-960 / 1 gal. 800 psi

2788-949 / 1 gal. 1250 psi
5 2788-950 / 1 gal. 1000 psi
8 2788-951 / 1 gal. 1500 psi
2788-952 / 1 gal. 1500 psi
2788-953 / 1 gal. 1500 psi
2788-961 / 1 gal. 1500 psi
2788-965 / 2-1/2 gal. 800 psi
6 ACCUMULATOR 2788-966 / 2-1/2 gal. 1500 psi

9 11 We have a charging kit available. Taylor part

10
number 1000-503.

NITROGEN
BOTTLE

Charging Kit
1. GAUGING HEAD ASSEMBLY
2. PRESSURE GAUGE
3. ADAPTER
4. AIR CHUCK
5. TANK VALVE ASSEMBLY
6. BLEEDER VALVE
7. SWIVEL CONNECTOR
8. CHARGING HOSE
9. COUPLING
10. GLAND
11. GLAND NUT

Illustration 22E-1. Charging Accumulator

22E-2 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)


Introduction. The mast assembly, in conjunction
with the carriage and container attachment, is
responsible for lifting and lowering loads.
Major Components. The mast assembly consists
of the inner mast, outer mast, two hydraulic lift cyl-
inders, main rollers, chain rollers, slide bearing
blocks, backrest slide blocks and two multiple leaf
lift chains.
Structural Inspection and Reporting Procedure
(Refer to SIRR in the Appendices). Follow the
OSHA rules, 29 CFR, 1910.178 (Q)(1), (5), & (7)
which require inspecting industrial trucks daily
before being placed in service, removing trucks
from service if cracks are found, and making
repairs only if authorized by the manufacturer. If
trucks are used on a round-the-clock basis, they
shall be examined after each shift. OSHA 29 CFR
1910.178 (p)(1) requires that trucks in need of
repair be taken out of service.
Mast Assembly Structure. This is a nested chan-
nel type mast with two multiple leaf lift chains and
two lift cylinders that are located behind the mast
rails. The mast assembly is carefully engineered
and ruggedly constructed, although welded steel
structures always contain undetectable cracks,
especially welded joints. When these joints are
subject to fluctuating stresses of significant magni-
tude, these cracks will grow. This is known as
fatigue crack growth. No matter how low the
stress levels are kept, some fatigue crack growth
will occur in all welded structures.
WARNINGS:
S Periodic inspection is required to detect
fatigue cracks that have grown to a signifi-
cant size in order to avoid serious failure of
the structural weldment. When a crack is
found, the truck must be immediately taken
out of service and repaired.
S Under no circumstances, without prior
approval from Taylor Machine Works, Inc.
Engineering Department, should the mast
assembly be modified. As per OSHA 29
CFR1910.178 (a) (4).
S If the fatigue crack is allowed to grow, cata-
strophic failure could occur in the mast
assembly or other welded components caus-
ing serious injury to personnel and / or prop-
erty.
THDC
THDC954/ THDCP
- 955 (Rev.
- 954 11/99)
/ 27-1
955 / 974 (Rev. 06/03)
Section 27
Mast Assembly
Maintenance / Inspections. There are several
inspectional requirements which must be per-
formed daily. These inspections must include
checking all welds and structural members for
cracks. Check all mast mounting hardware and lift
chains for damage or loose bolts. Hydraulic
hoses and fittings must be checked for leaks and
signs of wear or damage.
WARNINGS:
S Do not climb on the mast of the lift truck, on
top of the cab or on other high places of the
truck while performing maintenance.
S Always use OSHA approved ladders, stands,
or manlifts to reach high places on the truck.
S Do not use a material handling lift truck as a
means to elevate personnel.
Main Rollers (Illustration 27-4). The main rollers
of the inner mast employ greaseable, shielded,
tapered roller bearings for increased durability. The
main rollers must be greased monthly or every
250 hours, whichever comes first. To access the
grease fittings for the main rollers, the inner mast
must be raised so that the grease fitting of each
main roller aligns with the grease holes located in
the outer mast (refer to the Lubrication section in
the Appendices). The main rollers should be
inspected for flat spots or evidence of sliding any
time the inner mast is taken apart from the outer
mast.
CAUTION: The roller assemblies must not
be over lubricated. Excess grease inside the
mast rails may cause the rollers to slide when
subjected to a heavy load. If this happens, a
flat spot will be worn on the rollers and the
rollers will continue to slide until replaced with
new rollers.
Chain Rollers (Illustration 27-4). The chain rollers
use sealed ball bearings. Check the chain rollers
for looseness, cracks or flat spots.
Slide Bearing Blocks Shimming (Illustrations
27-1 and 27-3). The slide bearing block life
depends on the duty cycle and operation of the
truck. Periodically, the slide bearing blocks may
require shimming to adjust for wear. To prevent
undue flexing of the inner mast on a telescopic
mast assembly, it is essential for all slide bearings
to be properly shimmed. Perform the following
procedures to correctly shim the mast assembly.

PROCEDURE 1
PROCEDURE 5
Illustration 27-1. Mast Slide Bearing Shimming Procedure
1. Raise the carriage to allow enough room to
install shims in the outer mast slide bearings.
The carriage and inner mast should then be
secured in position by an appropriate means
or they can be lowered to a height where they
can more easily be blocked in position and
shimmed. Shim the outer mast until the clear-
ance is 1/16” to 1/32”. (See NOTE below pro-
cedure 5.)
2. Raise the carriage until the top carriage slide
bearings are aligned with the outer mast slide
bearings. Pry the carriage from side to side
and measure the movement. The carriage
and inner mast should then be secured in
position by an appropriate means or they can
be lowered to a height where they can more
easily be blocked in position and shimmed.
Calculate the thickness of the shims needed
by subtracting 1/32” from the distance the car-
riage moved and shim the top carriage slide
bearings. (See NOTE below procedure 5.)
27-2
PROCEDURE 2
PROCEDURE 3
PROCEDURE 4
3. Raise the carriage until the bottom carriage
slide bearings are aligned with the outer mast
slide bearings. Pry the carriage from side to
side and measure the movement. The car-
riage and inner mast should then be secured
in position by an appropriate means or they
can be lowered to a height where they can
more easily be blocked in position and
shimmed. Calculate the thickness of the
shims needed by subtracting 1/32” from the
distance the carriage moved and shim the bot-
tom carriage slide bearings. (See NOTE
below procedure 5.)
4. Align the bottom carriage slide bearings and
the inner mast top slide bearings. Pry the
inner mast from side to side (this must be
done from the rear of the mast) and measure
the movement. Calculate the thickness of the
shims needed by subtracting 1/32” from the
distance the inner mast moved. Raise the car-
riage to allow access to the inner mast top
slide bearings. The carriage and inner mast
THDC / THDCP - 954 /
955 / 974 (Rev. 06/03)
 should then be secured in position by support- Care, Maintenance, and Replacement section in
ing with an appropriate means. (See NOTE the Appendices). Refer to the Lubrication sec-
below procedure 5.) tion in the Appendices for the type of lubricant to
be used to lubricate the lift chains.
5. Align the bottom carriage slide bearings and
the inner mast bottom slide bearings. Pry the Lubrication. Refer to the Lubrication section in
inner mast from side to side (this must be the Appendices for information on the lubrication
done from the rear of the mast) and measure of the mast assembly.
the movement. Calculate the thickness of the
shims needed by subtracting 1/32” from the
distance the inner mast moved. Raise the car-
riage to allow access to the inner mast bottom
slide bearings. The carriage and inner mast
should then be secured in position by support-
ing with an appropriate means. (See NOTE
below)
NOTES:
S Clearance at each position should be between
1/16” and 1/32”. Repeat the above procedure
if the clearance is not as specified. Shims
should be divided as evenly as possible
between the slide bearings.
S Replace any slide bearing blocks that
become cracked, damaged or worn to 1 - 3/4”
thickness (see Illustration 27-3).

CAUTION: Do Not attempt to eliminate

inner mast slide bearing slack in procedures 4.
and 5. by adding shims to the carriage slide
bearings. This can result in broken slide
bearings.
Back Rest Slide Blocks (Illustrations 27-2). The
back rest slide block life depends on the duty
cycle and operation of the truck. Periodically, the
back rest slide blocks may require shimming to
adjust for wear. Perform the following procedures
to shim the back rest slide blocks:
1. Raise the carriage and note the position of the
inner mast when the distance between it and
the back rest slide block is the least amount.
Shims should be added at this position.
2. Shim the back rest slide blocks until the slide
blocks just touch the inner mast.
NOTE: Replace any slide bearing blocks that
become cracked, damaged or worn to 1” thick-
ness.
Lift Chains. The lift chains must be lubricated
every 500 hours of operation (refer to Leaf Chain

THDC
THDC954/ THDCP
- 955 (Rev.
- 954 06/00)
/ 27-3
955 / 974 (Rev. 06/03)
 INNER MAST

OUTER MAST

BACK REST
SLIDE BLOCK

Illustration 27-2. Back Rest Slide Blocks

Troubleshooting

Problem Cause Correction

1. Cracks in Welds, 1. Metal fatigue. 1. Have cracks in welds repaired

especially at the immediately.
point where the
mast is pinned to 2. Overloading. 2. Refer to Correction 1. and avoid
the chassis. overloading the truck.
(Refer to SIRR in the 3. Rough terrain. 3. Refer to Correction 1. and, if pos-
Appendices) sible, avoid operating truck on
rough terrain.
Notify Taylor
Machine Works, 4. Travelling with load in an unrecom- 4. Refer to Correction 1. and the
Inc. for proper mended travel position (excessive Operator’s Guide for proper travel-
repair procedures. height and / or fully side-shifted, ling positions.
one side or the other).
5. Severe duty cycles. 5. Have cracks in welds repaired
immediately.

27-4 THDCTHDC
954 - /955
THDCP
(Rev.- 10/99)
954 /
955 / 974 (Rev. 06/03)
 MAST RAIL
SHIM

SLIDE BEARING HOUSING

SLIDE BEARING BLOCK

CRACKED OR
DAMAGED SLIDE
BEARING BLOCK

1-3/4” MINIMUM
REPLACE BEARING BLOCKS
WORN TO 1-3/4” THICK OR BLOCKS
THAT ARE CRACKED OR BROKEN

Illustration 27-3. Slide Bearing Block Replacement

THDC / THDCP - 954 / 27-5

955 / 974 (Rev. 06/03)
 OUTER MAST BACKREST
SLIDE BEARING SLIDE BEARING
BLOCK BLOCK

CHAIN
ROLLER LIFT
CYLINDER

INNER MAST

OUTER MAST

INNER MAST
MAIN ROLLERS
SLIDE
BEARING
BLOCKS

Illustration 27-4. Mast Assembly Components

27-6 THDC / THDCP - 954 /

955 / 974 (Rev. 06/03)
 Note: Photocopy this sketch to identify fatigue cracks or
structural damage to the mast assembly. Be very descriptive
of damage to the mast assembly, i.e. location, depth, length.
Illustration 27-5. Mast Assembly

THDC / THDCP - 954 / 27-7

955 / 974 (Rev. 06/03)
 Section 29

Container Attachment

SLIDER BEAM
TRUCK SIDE

CARRIAGE
RIGHT

SUB-TROLLEY

WIDE
EXPANSION FRAME NARROW
EXPANSION FRAME

MAIN FRAME

LEFT

TWISTLOCKS

Illustration 29-1. Attachment Components Locations

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-1

Introduction. The container attachment is a top lift
attachment that is constructed of high-strength steel
and features side-shift adjustment. Hydraulic cylin-
ders provide sufficient force to slide the attachment,
complete with load, in either direction. The attach-
ment is equipped with sensors to indicate, by cab-
mounted container lights, when the twistlocks are
fully locked or unlocked and on container.
Major Components. The container attachment
consists of the operator controls, safety interlock
circuitry, solenoid-operated directional control
valves and the attachment assembly.
Attachment Assembly. The attachment assem-
bly consists of a three-beam assembly: a main
frame, two expansion frames with twistlocks.
Refer to Illustration 29-1 for components locations
and to the Lubrication section in the Appendices
for attachment lubrication information.
Attachment Proximity Switches Locations.
Refer to Illustrations 29-3 and 29-4 for the loca-
tions of the attachment proximity switches.
Electrical Joystick / Control Stand Switches.
Refer to Illustration 29-2 for the location of the
joystick / control stand switches.
Side Shift Circuit Operation (Illustration 29-23).
To perform the side shift function, depress the left
or right side shift switch (S30). 12 VDC will be
sent on wire #204 (side shift left) or wire #205
(side shift right) to relay (K8 or K9), energizing the
relay’s coil. Once the relay coil is energized,
12 VDC will be sent from pin 9 to pin 5 on wire
#224 (side shift right) or wire #225 (side shift left)
to port B or port A of the side shift work section
(WS1) which will shift the pilot control solenoid,
allowing pilot pressure to shift the main spool.
From here, the main attachment fluid flow is
diverted to the rod end (or piston end) of the side
shift cylinders to retract the cylinders (or extend
the cylinders).
Left Slew Circuit Operation (Illustration 29-24).
To perform the slew function depress the left in or
out slew switch (S28). 12 VDC will be sent on
wire #206 (left slew in) or wire #207 (left slew out)
to relay (K10 or K11), energizing the relay’s coil.
Once the relay coil is energized, 12 VDC will be
sent from pin 9 to pin 5 on wire #226 (left slew in)
or wire #227 (left slew out) to port B or port A of
the left slew work section (WS2) which will shift
the pilot control solenoid, allowing pilot pressure to
shift the main spool. From here, the main attach-
ment fluid flow is diverted to the rod end (or piston
29-2
end) of the left slew cylinder to retract the cylinder
(or extend the cylinder).
Right Slew Circuit Operation (Illustration 29-24).
To perform the slew function depress the right in
or out slew switch (S29). 12 VDC will be sent on
wire #208 (right slew in) or wire #209 (right slew
out) to relay (K12 or K13), energizing the relay’s
coil. Once the relay coil is energized, 12 VDC will
be sent from pin 9 to pin 5 on wire #228 (right
slew in) or wire #229 (right slew out) to port B or
port A of the left slew work section (WS3) which
will shift the pilot control solenoid, allowing pilot
pressure to shift the main spool. From here, the
main attachment fluid flow is diverted to the rod
end (or piston end) of the right slew cylinder to
retract the cylinder (or extend the cylinder).
40 FT. Expand Circuit Operation (Illustration
29-25). The twistlocks must be fully unlocked (red
container light illuminated) before 12 VDC operat-
ing power is supplied to wire #237 for the 40-ft.
expand switch (S32). To select the 40-ft. position,
depress the 40-ft. expand switch (S32) to the start
position and release. 12 VDC will be sent on wire
#212 to pin 14 of the double-latching relay (K15)
which will set the relay. Wire #200, which has 12
VDC on it from a 15 amp circuit breaker (CB20), is
connected to pins 6 and 10 of K15. In a set state
(red flag is visible in window), pin 10 is connected
to pin 5 while pin 6 is connected to pin 8. In a set
state, 12 VDC will be sent from pin 6 to pin 8 on
wire #251 to port A of the expansion work section
(WS4) which will shift the pilot control solenoid,
allowing pilot pressure to shift the main spool.
From here, hydraulic fluid flow is diverted to the
piston end of the expansion cylinders (extending
the cylinders).
While in the set state, double-latching relay (K15)
will close the contact points of pins 10 and 5,
sending 12 VDC out wire #248 to a diode bank
(refer to Diodes in the Component Trouble-
shooting), energizing the strobe and audible
alarm. At the same time, 12 VDC on wire #248
will be sent to proximity switch S43 (red and white
wires) and proximity switch S51 (red wire). When
proximity switch (S43) senses its target, it will
energize, connecting the contact points of the
white and orange wires. Once this happens,
12 VDC is sent out the orange wire #245 to the
white wire #245 of proximity switch (S51). When
proximity switch (S51) senses its target, it will
close the contact points of its white and orange
wires, sending 12 VDC down wire #246, which will
reset the double-latching relay (K15). Once the
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
double-latching relay (K15) resets, it will open the
contact points of pins (10 and 5) and pins (6 and
8) removing 12 VDC from wires #248 and #251.
If the 40-ft. expansion has been selected, the
expansion movement can be stopped at any time
by depressing the 40-ft. expansion switch (S32) to
the stop position. This will send 12 VDC from the
expansion switch down wire #214 through a diode
bank, down wires #244 and #246, resetting the
double-latching relays (K15 and K16).
20 FT. Retract Circuit Operation (Illustration
29-25). The twistlock must be fully unlocked (red
container light illuminated) before 12 VDC operat-
ing power is supplied to wire #237 on the 20-ft.
expand switch (S33). To select the 20-ft. position,
depress the 20-ft. retract switch (S33) to the start
position and release. 12 VDC will be sent on wire
#213 to pin 14 of the double-latching relay (K16)
which will set the relay. Wire #200, which has
12 VDC on it from a 15 amp circuit breaker (CB20)
and is connected to pins (6 and 10). In a set state
(red flag is visible in window), pin 10 is connected
to pin 5 while pin 6 is connected to pin 8. In a set
state, 12 VDC will be sent from pin 6 to pin 8
down wire #252 to port B of the retract work sec-
tion (WS4) which will shift the pilot control sole-
noid, allowing pilot pressure to shift the main
spool. From here, the hydraulic fluid flow is
diverted to the rod end of the expansion cylinders
(retracting the cylinders).
While in the set state, double-latching relay (K16)
will close the contact points of pins 10 and 5
which will send 12 VDC down wire #247 to a
diode bank (refer to Diodes in the Component
Troubleshooting), energizing the strobe and
audible alarm. At the same time, 12 VDC on wire
#247 will be sent to proximity switch S42 (red and
white wires) and proximity switch S50 (red wire).
When proximity switch (S42) senses its target, it
will energize, connecting the contact points of the
white and orange wires. Once this happens,
12 VDC is sent out the orange wire #243 to the
white wire #243 of proximity switch (S50). When
proximity switch (S50) senses its target, it will
close the contact points of its white and orange
wires, sending 12 VDC down wire #244 which will
reset the double-latching relay (K16). Once the
double-latching relay (K16) resets, it will open the
contact points of pins (10 and 5) and pins (6 and
8), removing 12 VDC from wires #247 and #252.
If the 20-ft. retract has been selected, the retract
movement can be stopped at any time by
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
depressing the 20-ft. retract switch (S33) to the
stop position. This will send 12 VDC from the
retract switch to wire #214 through a diode bank,
on wires #244 and #246, resetting the double-
latching relays (K15 and K16).
Twistlock Circuit Operation (Illustration 29-26).
The amber container light must be illuminated in
order to lock or unlock the twistlocks. To perform
the twistlock lock or unlock function depress the
twistlock lock / unlock switch (S31). 12 VDC will
be sent on wire #203 (lock twistlocks) or wire #202
(unlock twistlocks) to relay (K7 or K6). The twist-
lock interlock relay (K14) must be energized to
pass ground from pin 5 to pin 9 to pin 13 of relays
(K6 and K7) which will complete the path for cur-
rent flow to relays (K6 and K7) coils, energizing
relay (K6 or K7). Once the relay coil is energized,
12 VDC will be sent from pin 9 to pin 5 on wire
#223 (lock twistlocks) or wire #222 (unlock twist-
locks) to port A or port B of the twistlock work sec-
tion (WS5) which will shift the pilot control sole-
noid, allowing pilot pressure to shift the main
spool. From here, the main attachment fluid flow
is diverted to the twistlock cylinders to lock or
unlock the twistlocks. When the twistlocks are ful-
ly locked and the attachment is down on a con-
tainer, the green and amber container lights will be
illuminated. When the twistlocks are fully
unlocked and the attachment is down on a con-
tainer, the red and amber container lights will be
illuminated. Refer to Attachment Interlock Logic
For Container Lights Operation for the red,
green and amber container lights interlock opera-
tion.
In the event of an emergency or while mainte-
nancing the truck, a twistlock override switch
(S35) can be held in position to override the inter-
lock (amber container light circuitry) to allow the
operator to lock or unlock the twistlocks.
Pile Slope Circuit Operation (If equipped,
Illustration 29-27). To select the desired pile slope
function, depress the pile slope switch (S34) to
the left down or right down position and hold
down. 12 VDC will be sent down wire #215 (pile
slope left down) or wire #216 (pile slope right
down) to port A or port B of the pile slope work
section which will shift the pilot control solenoid,
allowing pilot pressure to shift the main spool.
From here, the main attachment fluid flow is
diverted to the pile slope cylinders to pile slope left
down (right side up) or pile slope right down (left
side up).
29-3
 ENABLE
SWITCH
(Location
For Earlier
Model HORN
Trucks)

TWISTLOCK
OVERRIDE
SWITCH

Illustration 29-2. Attachment and Lift & Tilt Controls

29-4 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 RIGHT

S46 S44 S45 S49

(On Container) (Locked) (Unlocked) (On Container)

S50
(Right Frame
20’)

S42
(Left Frame
20’)

S51
(Right Frame
40’)
TRUCK

S43
(Right Frame
40’)

S38 S37 S36 S41

(On Container) (Unlocked) (Locked) (On Container)

LEFT

Illustration 29-3. Proximity Switch Locations (Standard)

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-5

 S51
40 FT. EXPAND
PROXIMITY SWITCH
(Wide Frame)

S42
20 FT. RETRACT
PROXIMITY SWITCH
(Narrow Frame)

S50
20 FT. RETRACT
ATTACHMENT END PROXIMITY SWITCH
JUNCTION BOX (Wide Frame)
(RIGHT END)

RIGHT
S43
40 FT. EXPAND
PROXIMITY SWITCH
(Narrow Frame)

TRUCK SIDE

ATTACHMENT END
JUNCTION BOX
(LEFT END)

ATTACHMENT MAIN
JUNCTION BOX
LEFT

NOTE: Refer to Illustration 29-3 for Proximity

Switch locations on Attachment

Illustration 29-4. Attachment Electrical Components

29-6 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Selecting The 24 Ft. Mode Of Operation
(Illustration 29-71). When selecting the attach-
ment to be operated in the 24 ft. mode, the electri-
cal components of the frame stops system oper-
ates as follows:
1. Depress the 40 ft. expansion switch (S32) to
the start position. This places 12 VDC on wire
#212. 12 VDC on wire #212 will set relay
(K15). This will place 12 VDC on wire #251 to
pin 9 of the relay (K52). If all four frame stops
are up, K52 will be energized, connecting pins
9 and 5. 12 VDC at pin 9 will pass out pin 5
down wire #251 to the expansion valve. The
attachment will begin to expand.
2. When K52 is de-energized, 12 VDC will pass
out pin 1 to pins (10 and 6) of relay (K51).
3. Once the attachment has cleared the 24 ft.
position, depress the frame stop switch (S73)
to the stops down position. This places
12 VDC on wire #287. 12 VDC on wire #287
will shift the spool of the valve and all four
frame stops will drop down.
4. Depress the 20 ft. retract switch (S33) to the
start position. This places 12 VDC on wire
#213. 12 VDC on wire #213 will set relay
(K16, pin 14). When K16 is in a set state, con-
necting pins 10 to 5 and 6 to 8 of K16. 12
VDC at pin 6 will be sent out pin 8, down wire
#252 to the valve. The attachment will begin
to retract until the frames hit the frame stops.
When the attachment is in the 24 ft. position,
proximity switch (S71, right side) will sense its
target and 12 VDC on the white wire #200 will
pass out the orange wire #288. 12 VDC on
the orange wire #288 will be sent to the white
wire #288 of proximity switch (S72, left side).
When S72 senses its target, 12 VDC will be
sent out the orange wire #244. 12 VDC on
wire #244 will be sent to terminal #1 of diode
bank (DB1). 12 VDC on terminal #1 will pass
terminal #2 to pin 12 of the auto 20 relay (K16,
pin 12). This will reset the relay, removing
12 VDC from wire #252. Additionally, 12 VDC
at terminal #1 of DB1 is jumpered to pin 14 of
relay (K51). This will set relay (K51). In a set
state, pins 10 and 5 and 6 and 8 will be con-
nected.
5. If the attachment is in the 24 ft. position, K51
will be set connecting pins 10 to 5 and 6 to 8.
12 VDC at pin 10 will pass out pin 5, down
wire #251 to the valve. It is not necessary to
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
extend the attachment to its full 40 ft. position
when transitioning from the 20 ft. mode to the
24 ft. mode of operation. The attachment
must be extended past the 24 ft. length to
select the 24 ft. mode of operation.
De-selecting The 24 Ft. Mode Of Operation
(Illustration 29-71). When de-selecting the attach-
ment to be operated in the 24 ft. mode, the electri-
cal components of the frame stops system oper-
ates as follows:
1. It is not necessary to extend the attachment to
its full 40 ft. position when transitioning from
the 24 ft. mode to the 20 ft. mode of operation.
The attachment must be extended past the
24 ft. mode of operation and all four frame
stops up to return to the 20 ft. mode of opera-
tion. When all four frame stops are up,
12 VDC on the white wire #200 of proximity
switch (S75, right front) will pass out the
orange wire #290 of S75 to the white wire
#290 of proximity switch (S76, right rear). If
the right rear frame stop is up, S76 will be
sensing its target. 12 VDC on the white wire
#290 will pass out the orange wire #289 to the
white wire #289 of proximity switch (S73). If
the left front frame stop is up, proximity switch
(S73) will be energized and the 12 VDC pres-
ent on the white wire #289 will be sent out the
orange wire #292 to the white wire #292 to
proximity switch (S74, right rear). If the right
rear frame stop is up, S74 will be sensing its
target and 12 VDC will be sent out the orange
wire #291 to pin 12 of relay (K51), resetting
relay K51. In a reset state, pin 10 is con-
nected to pin 1 while pin 6 is connected to pin
4 of relay (K51). Pin 12 of K51 is jumpered to
pin 14 of relay (K52). 12 VDC present on wire
#291 will energize K52. This will connect pins
9 and 5 of K52. When K52 is energized, K51
is effectively bypassed.
NOTE: Either the expansion or retraction of the
attachment can be stopped by depressing S32
(40 ft. expansion switch), S33 (20 ft. retract
switch), or S55 (auxillary 20 / 40 stop switch,
located in the main electrical box on the attach-
ment).
Container Lights (Illustration 29-5). The contain-
er lights, located in the cab, are used to aid the
operator in the safe operation of the attachment.
They provide the operator with a visual indication
of interlock logic for attachment operation. The
29-7
following list describes the function of each con-
tainer light.
1. Red Light. This light illuminates when the
twistlocks are fully unlocked (additionally, the
work lights on the attachment will be illumi-
nated).
2. Green Light. This light illuminates when the
twistlocks are fully locked.
3. Amber Light. This light illuminates when the
attachment is fully on the container and twist-
locks are in the container’s corners.
RED LIGHT GREEN LIGHT AMBER LIGHT
(TWISTLOCKS (TWISTLOCKS (ON-CONTAINER)
UNLOCKED) LOCKED)
Illustration 29-5. Container Lights
Attachment Interlock Logic For Container
Lights Operation (Illustration 29-28)
Red Light Operation (Unlocked). Under normal
operation, the red container light will be the only
light illuminated when approaching the container.
The red light operates as follows: 12 VDC is pres-
ent at both the white and red wires of proximity
switch (S45). 12 VDC is present on the red wire
of proximity switch (S37). The 12 VDC present on
the red wire is used for proximity switch coil opera-
tion only. As each of the proximity switches is tar-
geted, they close the internal contacts of the white
and orange wires respectively. When S45 senses
its target, 12 VDC is sent from the white wire #200
to the orange wire #234 to the terminal strip in the
right end beam electrical box. Wire #234 is jump-
ered to wire #235 at this terminal strip. 12 VDC
on wire #235 is sent to the white wire #235 of
proximity switch (S37). When S37 senses its tar-
get, the internal contacts close and the 12 VDC on
the white wire #235 is sent out orange wire #236
29-8
to the terminal strip in the left end beam electrical
box. Wire #236 is jumpered to wire #237 at this
terminal strip. 12 VDC on the wire #237 is sent to
terminal #1 of diode bank (DB5). 12 VDC will
pass from terminal #1 to terminal #2 of DB5 to the
Red container light, illuminating the light. Addi-
tionally, 12 VDC on terminal #1 of DB5 is jump-
ered to terminal #5 of DB3. 12 VDC will pass from
terminal #5 to terminal #6 of DB3 down wire #289
to the controller enable relay (K20, see Relay K20
Operation). Additionally, the 12 VDC on wire
#237 will provide operating power to the 40-ft.
expand switch (S32) and the 20-ft. retract switch
(S33). 12 VDC on wire #237 also energizes the
work light relay (K19). K19 will energize, connect-
ing pins 5 to 3 and 6 to 4. 12 VDC at pin 5 will
pass out pin 3, down wire #242 to the left work
light (DS32), illuminating it. 12 VDC at pin 6 will
pass out pin 4, down wire #242 to the right work
light (DS33), illuminating it. Additionally, 12 VDC
at pin 4 of relay (K19) is sent down wire #263 to
the red container light mounted on the attach-
ment, illuminating the light.
Green Light Operation (Locked). The green
light operates as follows: 12 VDC is present at
both the white and red wires of proximity switch
(S44). 12 VDC is present on the red wire of prox-
imity switch (S36). The 12 VDC present on the
red wires is used for proximity switch coil opera-
tion only. As each of the proximity switches is tar-
geted, they close the internal contacts of the white
and orange wires respectively. When S44 senses
its target, 12 VDC is sent from the white wire #200
to the orange wire #230 to the terminal strip in the
right end beam electrical box. Wire #230 is jump-
ered to wire #231 at this terminal strip. 12 VDC
on wire #231 is sent to the white wire #231 of
proximity switch (S36). When S36 senses its tar-
get, the internal contacts close and the 12 VDC on
the white wire #231 is sent out orange wire #232
to the terminal strip in the left end beam electrical
box. Wire #232 is jumpered to wire #233 at this
terminal strip. 12 VDC on the wire #233 is sent to
terminal #3 of diode bank (DB5). 12 VDC will
pass from terminal #3 to terminal #4 of DB5 to the
Green container light, illuminating the light. Addi-
tionally, 12 VDC on terminal #3 of DB5 is jump-
ered to terminal #1 of DB3. 12 VDC will pass from
terminal #1 to terminal #2 of DB3 down wire #289
to the controller enable relay (K20, see Relay K20
Operation). 12 VDC on wire #233 also energizes
the relay (K29). K29 will energize, connecting
pins 9 and 5. 12 VDC at pin 9 will pass out pin 5,
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
down wire #262 to the green container light
mounted on the attachment, illuminating the light.
Amber Light Operation (On Container). The
amber light operates as follows: 12 VDC is pres-
ent at both the white and red wires of proximity
switch (S46). 12 VDC is present on the red wire
only of proximity switches (S49, S38 and S41).
The 12 VDC present on the red wires is used for
proximity switch coil operation only. As each of
the proximity switches is targeted, they close the
internal contacts of the white and orange wires
respectively. When S46 senses its target, 12 VDC
is sent from the white wire #200 to the orange wire
#238. This voltage is sent to the white wire #238
of S49. When S49 senses its target, the internal
contacts close and the 12 VDC on wire #238 is
sent out the orange wire #239 to S38 on the white
wire #239. When S38 senses its target, 12 VDC
is sent from the white wire #239 to the orange wire
#240. This voltage is sent to the white wire #240
of S41. When S41 senses its target, the internal
contacts close and the 12 VDC on wire #240 is
sent out wire #241 to pin 14 of the twistlock inter-
lock relay (K14), energizing K14. When K14 ener-
gizes, ground at pin 5 is sent out pin 9 to pin 13 of
relays (K6 and K7). 12 VDC on wire #241 is sent
to terminal #5 of diode bank (DB5). 12 VDC will
pass from terminal #5 to terminal #6 of DB5 to the
Amber on-container light, illuminating the light.
12 VDC on wire #241is additionally sent to pin 1
of relay (K54) and to pin 14 of relay (K30). This
will energize K30, connecting pins 9 and 5.
12 VDC at pin 9 is sent out pin 5, down wire #261,
illuminating the amber on-container light mounted
on the attachment.
Relay K20 Operation (Illustrations 22-15 and
29-28). Relay K20 operates as follows: illumina-
tion of the red or green container light will send
12 VDC through a bank of three diodes (DB3).
The diodes are used to isolate the red container
light from the green container light. From here,
the 12 VDC will be placed on wire #289 to pin 86
of the controller enable relay (K20), energizing the
relay provided the seat belt is fastened. When
K20 energizes, 12 VDC (supplied from CB15 to
pin 30) will be sent out pin 87 of K20 down wire
#79. This will energize the controller enable sole-
noid valve (CDS) and allow pilot pressure present
at port 3 to pass out port 1 of this valve, and sup-
ply pilot pressure to the joystick for lift / tilt hydrau-
lic functions. When the Green or Red container
light is not illuminated, 12 VDC will not be supplied
to pin 86 of relay K20 and K20 will not energize
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
unless the override switch is activated. The over-
ride switch is a key type switch that must be held
in its closed state to override the interlock opera-
tion of the Red, Green, and Amber container
lights. 12 VDC is supplied to the override switch
from CB18 on wire #210 to the B post of the over-
ride switch. Activation of the override switch will
send 12 VDC from the B post out the S post of the
override switch and down wire #221 to pin 14 of
relay K54, energizing K54. Additionally, 12 VDC
on wire #221 is sent to terminal #3 of diode bank
DB4. 12 VDC on terminal #3 will pass out termi-
nal #4 of DB4 to the output side of DB3, down
wire #289 to the controller enable relay (K20, pin
86).
Relay K54 Operation (Illustration 29-28). Relay
K54 is controlled by the override key switch only.
K54 in conjunction with the on-container proximity
switches (S46, S49, S38, S41) control the lift soft
landing solenoid. K54 operates as follows: The
coil of relay K54 is controlled by pins 13 and 14.
Ground is connected to pin 13. Wire #221, from
the override key switch terminal S, is connected to
pin 14 and jumpered to diode bank DB4 at termi-
nal #3. The common pin 9 (wire #90) is con-
nected to pin 1 (wire #241) in a de-energized state
and in an energized state, the common pin 9 is
connected to pin 5 (no wire attached). 12 VDC is
supplied to pin 1 (wire #241) from the activation of
all four on-container proximity switches (S46, S49,
S38, S41). When 12 VDC is present on wire #90,
the lift soft landing valve is energized. When the
lift soft landing valve is energized, lowering pilot
pressure (from the joystick, present at port 2 of the
lift soft landing valve) is dead-headed at the lift
soft landing valve and is not allowed to stroke the
spool of the lift valve. Pilot pressure, which sup-
plied the spool of the lift valve, is now vented to
the hydraulic tank from port 1 to port 3 of the lift
soft landing valve. The spool of the lift valve
(located in the lift / tilt valve bank) then spring
returns to its neutral state and lowering capabili-
ties are suspended unless the override switch has
been activated.
Override Switch (Illustration 29-28). There is a
key type override switch, located on the back of
the control stand, that is used to bypass the inter-
lock circuitry (red, green and amber container
lights). The override switch operates as follows:
The switch must be held into the on position for
12 VDC to be present at the B terminal. When
this switch is activated, 12 VDC will be sent out
terminal S (wire #221) to the coil of relay K54.
29-9
This will energize K54 and open the circuit of the
lift soft landing solenoid, de-energizing the lift soft
landing valve. This allows lowering pilot pressure
to reach the spool of the lift valve even when the
amber light is illuminated. Wire #221 is jumpered
from the coil of relay K54 to diode bank DB4, ter-
minal #3. With the override switch activated, 12
VDC will pass from terminal #3 out terminal #4 of
diode bank DB4. Terminal #4 of DB4 is con-
nected to diode bank DB3, terminal #2. The out-
puts of DB3 are all jumped together and con-
nected to wire #289. Wire #289, in conjunction
with the seat belt switch (S18), control the control-
ler enable relay K20 (see Relay K20 Operation).
WARNING: The override switch should
only be used while maintenancing the machine
or in an emergency.
Component Troubleshooting
Circuit Breakers. Circuit breakers are employed
in the electrical system and act similar to fuses,
protecting the electrical circuits and valuable com-
ponents from overloads which could damage
them. Perform the following troubleshooting pro-
cedures to troubleshoot a circuit breaker.
1. Turn the ignition key to the “Ignition” position.
2. If the circuit breaker is tripped, reset the circuit
breaker.
3. If the circuit breaker immediately retrips,
remove all wires from the output side (load
side) of the circuit breaker.
4. Reset the circuit breaker. If the circuit breaker
retrips, the circuit breaker is bad and must be
replaced.
5. If the circuit breaker maintains a set state, one
of the output circuits is shorted. Reconnect
the wires one by one to the output side (load
side) until the circuit breaker trips. Trouble-
shoot the circuit of the wire, that tripped the
circuit breaker, for a short.
6. Isolate and remove the short from the circuit.
Single-Pole, Single-Throw 10 amp Relays with
L.E.D.s (Illustration 29-6). A relay is nothing more
than an electrically controlled switch. Relays are
always shown on electrical circuits in a de-ener-
gized state. The positive side of the relay coil is
pin 14 while the negative side of the coil is pin 13.
Either signal, 12 VDC or ground (or both), can be
29-10
sent to the relay coil to energize the relay. A posi-
tive signal is sent to relays, K8 thru K13, to ener-
gize the relay coil. Relays (K6) and (K7) require
both positive and negative signals to be sent to
the relay coil for the coil to be energized. Relay
(K6) requires a 12 VDC signal to be sent from the
twistlock unlock micro-switch (S31) at pin 14 and
the ground be sent from the twistlock interlock
relay (K14). Relay (K7) requires a 12 VDC signal
be sent from the twistlock lock micro-switch (S31)
and the ground be sent from the twistlock interlock
relay (K14). Relay (K14) will energize by one of
two ways: 12 VDC can be supplied by the twist-
lock override switch (S35) to pin 14 of relay (K14)
or when the amber light (DS17) is illuminated, 12
VDC will be supplied to relay (K14) pin 14. Relay
(K17) requires two signals to be sent to the relay
coil in order for it to be energized.
When the relay is de-energized, the internal
switch connects pins 9 and 1 completing the cir-
cuit of the two pins. When the relay is energized,
the coil shifts the switch, connecting pins 9 and 5
completing the circuit of the two pins.
When the L.E.D. is illuminated, the coil of the relay
is energized. This does not indicate that the con-
tact points of the internal switches are functioning
properly. Do not rely on the L.E.D. to give the full
operational status of the relay.
The most effective way to troubleshoot this type
relay is with an ohmmeter. This can be accom-
plished by removing the wires at relay socket ter-
minals 9, 5, and 1. In a de-energized state,
ensure that terminals 9 and 1 have continuity
between them. With an ohmmeter, check the
resistance between terminals 9 and 1. The ohm-
meter should indicate a reading of 0 - 40 ohms.
Energize the relay and check the resistance
between terminals 9 and 5. The ohmmeter should
indicate a reading of 0 - 40 ohms. If these two
checks are good, the relay is good. If one of
these checks fails and 12 VDC required at termi-
nal 14 was or was not present, or ground signal at
terminal 13 was or was not present, dependant on
the desired state of relay (energized or de-ener-
gized), the relay is bad and must be replaced.
Double-Pole, Double-Throw 15 amp Relays
(Illustration 29-7). A relay is nothing more than an
electrically controlled switch. Relays are always
shown on electrical circuits in a de-energized
state. The positive side of the relay coil is pin 7(A)
while the negative side of the coil is pin 8(B).
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Either signal, 12 VDC or ground (or both), can be these checks fails and 12 VDC required at termi-
sent to the relay coil to energize the relay. nal 7 was or was not present, or ground signal at-
terminal 8 was or was not present, dependant on
When the relay is de-energized, the internal
the desired state of relay (energized or de-ener-
switch connects pins (5 and 1) and pins (6 and 2)
gized), the relay is bad and must be replaced.
completing the circuit of both sets of pins. When
the relay is energized, the coil shifts the switch,
connecting pins (5 and 3) and pins (6 and 4) com-
pleting the circuit of both sets of pins.
The most effective way to troubleshoot this type
relay is with an ohmmeter. This can be accom-
plished by removing the wires at relay socket ter-
minals (5, 3, and 1) and terminals (6, 4, and 2). In
a de-energized state, ensure that terminals (5 and
1) and terminals (6 and 2) have continuity
between them. With an ohmmeter, check the
resistance between terminals (5 and 1) and termi-
nals (6 and 2). The ohmmeter should indicate a
reading of 0 - 40 ohms. Energize the relay and
check the resistance between terminals (5 and
3)and terminals (6 and 4). The ohmmeter should
indicate a reading of 0 - 40 ohms. If these two 3 1
checks are good, the relay is good. If one of 2

4
8
7

6
5
1
Illustration 29-7. DP, DT 15 amp Relay

14 Double-Pole, Double-Throw Latching Relays

13 (Illustration 29-8). A relay is nothing more than an
electrically controlled switch. This type of relay is
shown in a reset state. A latching relay has a
9 power saving feature. It does not require the relay
coil to be energized at all times to maintain the set
state. The positive side of the relay coil is pin 14
while the negative side of the coil is pin 13 for the
set state of the relay. The internal red flag of the
relay will be visible in the small window, located at
the top of relay’s cover, indicating a set state. In a
set state, pins (10 and 5) and pins (6 and 8) of the
Illustration 29-6. SP, ST 10 amp Relay relay will be closed and continuity exists between

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-11

each set of pins. In a reset state, the positive side
of the relay coil is pin 12 while the negative side of
the coil is pin 9. In a reset state, pins (10 and 1)
and pins (6 and 4) of the relay will be closed and
continuity exists between each set of pins. The
internal red flag of the relay will not be visible in
the small window in the top of the relay’s cover,
indicating a reset state. A constant 12 VDC signal
is not required to set or reset the latching relay. A
momentary 12 VDC signal is required at either the
set or reset coil, depending on the desired state of
the relay, to set or reset the relay.
The most effective way to troubleshoot this type
relay is with an ohmmeter. This can be accom-
plished by removing the wires at relay socket ter-
minals (10, 1 and 5) and (6, 8 and 4). Set the
relay by applying 12 VDC to pin 14. In a set state
(the internal red flag is visible in the window), 2
ensure that terminals (10 and 5) and (6 and 8) 5 1
have continuity between them. With an ohmme- 6
4
ter, check the resistance between terminals (10 14
and 5) and then terminals (6 and 8). The ohmme- 13
ter should indicate a reading of 0 - 40 ohms. 8
Reset the relay by applying 12 VDC to pin 12 (the
internal red flag should not be visible in the win-
dow). Check the resistance between terminals (6
and 4) and then terminals (10 and 1). The ohm-
meter should indicate a reading of 0 - 40 ohms. If
these four checks are good, the relay is good. If 9
one of these checks fails and 12 VDC required at
terminals (14 or 12) was or was not present and
10
ground signal at terminals (13 or 9) was pres-
ent,dependant on the desired state of relay (set or
reset), the relay is bad and must be replaced. 12
30mm Proximity Switches (Illustration 29-9).
The proximity switches employed on Taylor equip- Illustration 29-8. DP, DT Latching Relay
ment are state-of-the-art switching devices. The
red wire of the proximity switch powers the prox- the proximity switch senses its target. The maxi-
imity switch itself and also powers the red L.E.D. mum targeting distance is approximately 3/8”.
on the cable side of the proximity switch. The The most effective way to troubleshoot the prox-
black wire is the ground side of the proximity imity switch is with an ohmmeter. This can be
switch while the white wire is the common post of accomplished by disconnecting the weatherpack
the internal switch. The blue wire is the normal connector (located approximately 3 foot from the
closed post of the internal switch and the orange proximity switch), jumpering the red wires at each
wire is the normally open post of the internal end and jumpering the black wires at each end.
switch. Target the proximity switch (the red L.E.D. should
The proximity switch will be energized when the illuminate) and check the continuity of the white
proximity switch senses its target. Once this hap- and orange wires located on the proximity switch
pens, the red L.E.D. will illuminate and the internal side of the weatherpack. The ohmmeter should
switch will switch, closing the circuit of the white indicate a reading of 0 - 40 ohms. Remove the
and orange wires. The white and orange wires target from the proximity switch and with an ohm-
will have continuity between them only as long as

29-12 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

meter, check the continuity between the white and
orange wires. The ohmmeter should now read
infinity. If these two checks are good, the proximi-
ty switch is good. If one of these checks fails, the
proximity switch is bad and must be replaced. Do
not rely on the red L.E.D. as a sole indicator that
the internal switch did, in fact, close. Always
check the continuity between the white and
orange wires as described above.
L.E.D.
RED BLUE
NC
WHITE
COM.
BLACK ORANGE NO
Illustration 29-9. Proximity Switch
Single-Pole, Single-Throw, Maintain Contact
Switches. A switch is designed with the purpose
of controlling an electrical circuit by completing or
opening the circuit. With an ohmmeter, check the
resistance between the contact points of the
switch. With the switch closed (completing the
circuit), the ohmmeter reading should indicate 0 -
40 ohms. With the switch open (opening the cir-
cuit), the ohmmeter reading should be infinity. If
the above checks are good, the switch is good. If
any of the above checks fail, the switch is bad and
must be replaced.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Single-Pole, Double-Throw, Momentary Rocker
Switches. This type of switch operates on the
principle that the circuit is closed only when the
switch is held in the closed state. Once the switch
is released, the circuit will open. This switch is
checked like an On-Off switch with the exception
that the switch must be held closed to complete
resistance checks.
Solenoids. A solenoid is an electrical compo-
nent. When electricity is applied to the coil, the
solenoid will form an electromagnet. The magnet-
ic field will pull or push an armature into the coil
(based on application). The armature can be con-
nected to a switch in electrical circuits to turn the
switch on or off. An armature can also be used to
open or close valves.
Solenoids employed as electrical switches can be
troubleshot with an ohmmeter. Remove the two
wires from the two larger posts of the solenoid.
Energize the solenoid. With an ohmmeter, check
the resistance between the two larger posts. The
ohmmeter should indicate between 0 - 40 ohms
nominally.
Solenoids employed as hydraulic switches are
used to open and close spools of valves. The
simplest way to prove the solenoid coil good is to
energize the solenoid and then, with a metal
object, touch the nut that secures the coil to the
cartridge. The magnetic field generated when the
coil becomes an electromagnet will be significant
enough to pull the metal object to the nut (some
solenoids employ a metal nut encased in plastic
and will require removal in order to detect the
magnetic field). This will prove the coil good; how-
ever, the armature may be stuck. If the hydraulic
circuit is still defective at this point, remove the coil
and cartridge. Now energize the coil, the arma-
ture inside the cartridge should shift. If the arma-
ture inside the cartridge did not shift and the coil is
magnetized, replace the cartridge.
Exercise care not to reverse polarity because
some solenoids employ internal diodes which can
be destroyed when the polarity is reversed. The
solenoids employed on the transmission control
valve contain diodes. The black wire of the coil
connects to the ground side of the circuit while the
red wire goes to the positive side of the circuit.
Diodes. Diodes are one-way conductors that pro-
vide isolation. Current flow through a diode is
from anode to cathode. They are easily proven
good by using an ohmmeter. When using the
29-13
ohmmeter, place the leads of the ohmmeter on
the opposite ends of the diode. Observe the ohm-
meter reading. Then reverse the ohmmeter leads
on the ends of the diode. Observe the ohmmeter
reading. The ohmmeter readings should indicate
a higher ohm resistance in one direction opposed
to the other direction because the current gener-
ated by the ohmmeter is sufficient enough to for-
ward-bias the diode.
Transient Suppressors. The transient suppres-
sors protect the relays from electrical spikes which
could lead to early failure of the relays. If an elec-
trical spike is detected, the transient suppressors
will conduct, completing the circuit between the
protected system and ground.
Twistlocks Proximity Switches Adjustment
Unlock Proximity Switches. Perform the follow-
ing procedures to adjust the twistlock unlock prox-
imity switches for proper operation. Refer to
Illustrations 29-10 and 29-4 for the unlock proximi-
ty switches locations.
1. Unlock the twistlocks. Align the twistlocks to
be parallel with the guide blocks in the twistlock
housings (unlocked position) by adjusting the
rod ends of the twistlock cylinder and tie rod.
NOTE: It will be necessary to use the twistlock
override switch to unlock the twistlocks.
2. Beginning at the right front twistlock, adjust the
unlock proximity switch (S45) in the clamp
towards the prox target (see Illustration 29-11)
until the red L.E.D. on the rear of the proximity
switch illuminates. After the proximity switch
L.E.D. illuminates, continue to slide the prox-
imity switch 1/8” towards the prox target before
tightening the proximity switch in place.
3. Repeat procedure 2. for the remaining
twistlocks in the following order: right rear
twistlock (S48), left front twistlock (S37) and
left rear twistlock (S40). The red container
light should illuminate after the left rear prox-
imity switch (S40) is adjusted.
Lock Proximity Switches. Perform the following
procedures to adjust the twistlock lock proximity
switches for proper operation. Refer to Illustra-
tions 29-10 and 29-4 for the lock proximity
switches locations.
1. Lock the twistlocks. Twistlocks should turn
90_±3_.
29-14
NOTE: It will be necessary to use the twistlock
override switch to lock the twistlocks.
2. Beginning at the right front twistlock, adjust the
unlock proximity switch (S44) in the clamp
towards the prox target (see Illustration 29-11)
until the red L.E.D. on the rear of the proximity
switch illuminates. After the proximity switch
L.E.D. illuminates, continue to slide the prox-
imity switch 1/8” towards the prox target before
tightening the proximity switch in place.
3. Repeat procedure 2. for the remaining
twistlocks in the following order: right rear
twistlock (S47), left front twistlock (S36) and
left rear twistlock (S39). The green container
light should illuminate after the left rear prox-
imity switch (S39) is adjusted.
On-Container Proximity Switches Adjustment.
Perform the following procedures to adjust the on-
container proximity switches for proper operation.
Refer to Illustrations 29-3 and 29-11 for the unlock
proximity switches locations.
1. Raise the on-container plunger so that the
proximity switch may be adjusted to 1/8” - 1/4”
from plunger collar.
2. Loosen both bolts that secure the on-container
proximity switch slotted bracket to the twistlock
housing.
3. Position the plunger at 1/4” from the bottom of
the twistlock housing.
4. Slowly move the proximity switch downward
towards the plunger collar until the proximity
switch energizes (red L.E.D. on the backside
of proximity switch is illuminated) and continue
to lower the proximity switch an additional
1/16” - 1/8” and tighten both bolts.
5. Check the system by lowering the attachment
onto an empty container.
6. Ensure that the amber on-container light is illu-
minated.
7. Activate the twistlocks lock switch (green and
amber container lights are illuminated).
8. Lift the container (the amber light should go
out). If amber container light fails to go out
when the container is lifted, repeat procedures
2. through 8.
9. Set the container down (the amber container
light should illuminate). If the amber container
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 light does not illuminate, the twistlock override
must be used to unlock the twistlocks from the
container (repeat procedures 2. through 9.).

TWISTLOCK
CYLINDER

TRUCK LEFT SIDE FRONT

SIDE
LOCKED UNLOCKED
PROXIMITY PROXIMITY
SWITCH LOCKED UNLOCKED SWITCH (S37)
TARGET PROXIMITY PROXIMITY
SWITCH (S36) SWITCH TARGET

Illustration 29-10. Twistlock Prox Targets Sensed By Proximity Switches

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-15

 1/8” - 1/4”

SLOTTED BRACKET ON-CONTAINER

PROXIMITY SWITCH

BOLT

COLLAR

PLUNGER

1/4”
BOTTOM OF
TWISTLOCK
HOUSING

Illustration 29-11. On-Container Plunger

29-16 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 PILE SLOPE
COUNTERBALANCE VALVE SLEW
PILE SLOPE
(If Equipped) CYLINDER
CYLINDER
(Illustration 29-30) (Illustration 29-30)
(If Equipped)
(Illustration 29-30)

ACCUMULATOR
(Illustration 29-30) EXPANSION
FLOW DIVIDER
MAIN
VALVE
ATTACHMENT VALVE
(Illustration 29-30)
(Illustration 29-13) SLEW CYLINDER
COUNTERBALANCE
VALVES
(Illustration 29-30)

SIDE SHIFT
CYLINDER
(Illustration 29-30)

SIDE SHIFT
COUNTERBALANCE
VALVES
(Illustration 29-30)

TWISTLOCK
CYLINDER
EXPANSION (Illustration 29-30)
CYLINDERS
(Illustration 29-30)

Illustration 29-12. Attachment Hydraulic Components

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-17

Attachment Hydraulics
Hydraulic Components (Illustration 29-11). The
attachment hydraulic components consist of a
main attachment valve, accumulator, counterbal-
ance valves, flow divider, spreader relief valve and
various actuating hydraulic cylinders.
Main Attachment Valve (Illustration 29-13). The
main attachment valve is a six section 12 VDC
solenoid-operated directional control valve. All
valve functions are controlled by on / off sole-
noids. The main attachment valve is comprised of
the following valve sections:
SET TWISTLOCK WORK SECTION
PORT RELIEF VALVES TO 700 PSI
AT HIGH IDLE
OUTLET SECTION
PRESSURE RELIEF
VALVE (SET TO 200
PSI AT LOW IDLE)
SET EXPANSION SECTION “B”
PORT RELIEF VALVE TO 2000
PSI AT HIGH IDLE (RETRACT)
Illustration 29-13. Main Attachment Valve
29-18
1. Pressure Reduction Valve. The pressure
reduction valve contains a pressure reducer
which controls the maximum pilot pressure. It
is preset to 400 psi and is non-adjustable.
2. Inlet Section. The inlet section receives flow
from the auxiliary pump’s 2” gear set. There is
a spreader relief valve (connected to the inlet
section) that is set at 2100 psi and is located
on the front left side of the truck’s chassis
above the drive axle. Also located on the inlet
is a check valve. This valve prevents the end
caps from being blown off of the work sections
should someone reverse the main hydraulic
hoses.
SET EXPANSION SECTION “A”
PORT RELIEF VALVE TO 1000
PSI AT HIGH IDLE (EXPAND)
INLET SECTION PRESSURE
REDUCTION VALVE
WORK SECTION IDENTIFICATION
SS - SIDE SHIFT WORK SECTION
LS - LEFT SLEW WORK SECTION
RS - RIGHT SLEW WORK SECTION
EX - EXPANSION WORK SECTION
TL - TWISTLOCK WORK SECTION
PS - PILE SLOPE WORK SECTION (OPTIONAL)
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
3. Side Shift Work Section. The side shift work
section, containing ports A (shift left) and B
(shift right), is connected to the side shift cylin-
ders by hydraulic hoses. The maximum side
shift pressure is 2100 psi. This can be
checked with an appropriate gauge at pres-
sure check (SHC2) by fully side shifting right or
left and dead-heading the side shift cylinders.
4. Left Slew Work Section. The left slew work
section, containing ports A (slew out) and B
(slew in), is connected to the left slew cylinder
by hydraulic hoses. The maximum slew pres-
sure is 2100 psi. This can be checked with an
appropriate gauge at pressure check (SC2) by
fully slewing out or slewing in and dead-head-
ing the left slew cylinder.
5. Right Slew Work Section. The right slew
work section, containing ports A (slew in) and
B (slew out), is connected to the right slew cyl-
inder by hydraulic hoses. The maximum slew
pressure is 2100 psi. This can be checked
with an appropriate gauge at pressure check
(SHC2) by fully slewing in or slewing out and
dead-heading the right slew cylinder.
6. Expansion Work Section. The expansion
work section, containing ports A (expand) and
B (retract), is connected to the expansion cyl-
inders by hydraulic hoses. The A port con-
tains a port relief valve that limits the maximum
expand pressure to 1000 psi while the B port
contains a port relief valve that limits the maxi-
mum retract pressure to 2000 psi. This can be
checked with an appropriate gauge at pres-
sure check (SHC2) by fully extending or
retracting and dead-heading the expansion
cylinders.
7. Twistlock Work Section. The twistlock work
section, containing ports A (lock twistlocks)
and B (unlock twistlocks), is connected to the
twistlock cylinders by hydraulic hoses. The A
and B ports contains port relief valve that limit
the maximum lock and unlock pressures to
700 psi. These pressures can be checked
with an appropriate gauge at pressure check
(SHC2) by fully locking or unlocking and dead-
heading the twistlock cylinders. Both port
relief valves of this work section are
non-adjustable.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
8. Pile Slope Work Section (if equipped). The
pile slope work section, containing ports A
(right side up, left side down) and B (left side
up, right side down), is connected to the pile
slope cylinders by hydraulic hoses. The maxi-
mum pile slope pressure is 2100 psi. This can
be checked with an appropriate gauge at pres-
sure check (SHC2) by fully sloping right or left
and dead-heading the pile slope cylinders.
9. Outlet Section. The outlet section provides
the connection from the return hose back to
the hydraulic tank. When no hydraulic func-
tions are operated, the fluid flows from the
inlet down the center of the valves to the outlet
and returns through the return filter. The outlet
section contains a pressure relief valve set for
200 psi at low idle. This pressure relief valve
controls the minimum pilot pressure. The out-
let section also contains pressure check
(SHC4). This pressure check should be used
to check back pressure to the hydraulic tank.
Accumulator (Illustration 29-30). There is an
accumulator connected to the outlet section of the
main attachment valve and is precharged at 65
psi (4.5 bar). It functions as a shock absorber in
the attachment hydraulic circuit. Refer to Section
22E for procedures for checking the precharge
and charging the accumulator.
Counterbalance Valves (Illustration 29-31). The
counterbalance valves are used in the attachment
hydraulic circuit to counterbalance the weight that
is supported by some of the cylinders. They keep
the cylinders from running-away due to heavy
loads.
Flow Divider Valve (Illustration 29-31). A flow
divider valve receives one input flow and divides it
into two approximately, equal separate flows.
Spreader Relief Valve (Illustration 29-31). The
spreader relief valve controls the maximum pres-
sure that can be developed by any of the six work
sections of the main attachment valve. It is con-
nected to the inlet section of the main attachment
valve and is set at 2100 psi. The spreader relief
valve is located on the front left side of the truck’s
chassis above the drive axle.
29-19
 OUT
PRESSURE
CHECK
(SHC1)
IN
RELIEF
Illustration 29-14. Spreader Relief Valve
Setting Hydraulic Pressures
WARNINGS:
S Under no circumstances, when setting pres-
sures, allow any portion of your body to be
positioned in front of the relief. It is possible
that the relief could be blown loose with
great force which could cause severe bodily
injury or death.
S Fluid passing over a relief generates heat;
should a relief be blown loose, hot, pressur-
ized fluid will be forced from the open port.
This could cause severe bodily injury.
S When setting hydraulic pressures, be aware
of what could happen should cylinder col-
lapse or go full stroke uncontrollably. This
could lead to severe personal injury or
death.
Spreader Relief Valve (Illustration 29-14). Per-
form the following procedures to set the system
pressure on the spreader relief valve.
1. Install a 3000 psi pressure gauge into pres-
sure check (SHC1, Illustration 29-31).
2. Fully slew the attachment out (or in) and dead-
head the slew cylinder.
3. At high idle, observe gauge and set pressure
for 2100 psi. Refer to procedures 4. through
6. to set the pressure.
29-20
4. Loosen the locknut on the spreader relief
valve (see Illustration 29-15).
5. With a hex wrench, turn setscrew clockwise to
increase the pressure or counterclockwise to
decrease the pressure.
6. Tighten the locknut after the pressure has
been set.
Expansion Section A Port Relief Valve (Illustra-
tion 29-13). Perform the following procedures to
set the expansion section A port relief valve pres-
sure.
1. Remove and plug (13/16” plug) the hydraulic
hoses from the expansion work section. Then
cap (13/16” cap) the ports of the expansion
work section.
2. Install a 3000 psi pressure gauge into pres-
sure check (SHC2, Illustration 29-31).
3. Install a jumper wire at terminal #200 in the
attachment junction box. The jumper wire
must be long enough to reach the solenoid of
the expansion work section.
4. With the jumper wire, touch the post of the
solenoid on the A port of the expansion work
section. This procedure will override the
double-latching relay (K15), allowing the
expansion cylinder to be dead-headed
(extend).
5. At high idle, observe gauge and set pressure
of the A port relief valve for 1000 psi. Refer to
procedures 6. through 8. to set the pressure.
6. Loosen the locknut on the A port relief valve
(see Illustration 29-13).
7. Turn the setscrew clockwise to increase the
pressure or counterclockwise to decrease the
pressure.
8. Tighten the locknut after the pressure has
been set.
Expansion Section B Port Relief Valve (Illustra-
tion 29-13). Perform the following procedures to
set the expansion section B port relief valve pres-
sure.
1. Remove and plug (13/16” plug) the hydraulic
hoses from the expansion work section. Then
cap (13/16” cap) the ports of the expansion
work section.
2. Install a 3000 psi pressure gauge into pres-
sure check (SHC2, Illustration 29-31).
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
3. Install a jumper wire at terminal #200 in the
attachment junction box. The jumper wire
must be long enough to reach the solenoid of
the expansion work section.
4. With the jumper wire, touch the post of the
solenoid on the B port of the expansion work
section. This procedure will override the
double-latching relay (K16), allowing the
expansion cylinder to be dead-headed
(retract).
5. At high idle, observe gauge and set pressure
of the B port relief valve for 2000 psi. Refer to
procedures 6. through 8. to set the pressure.
6. Loosen the locknut on the B port relief valve
(see Illustration 29-13).
7. Turn the setscrew clockwise to increase the
pressure or counterclockwise to decrease the
pressure.
8. Tighten the locknut after the pressure has
been set.
Main Attachment Pilot Pressure Relief Valve
(Illustration 29-13). Perform the following proce-
dures to set the pilot pressure relief valve of the
main attachment valve.
1. Install an pressure gauge into pressure check
(SHC2, Illustration 29-31).
2. At low idle, observe gauge and set pressure
for 200 psi. Refer to procedures 3. through 5.
to set the pressure.
3. Loosen the locknut on the pilot relief valve
located in the outlet section (see Illustration
29-13).
4. Turn the setscrew clockwise to increase the
pressure or counterclockwise to decrease the
pressure.
5. Tighten the locknut after the pilot pressure has
been set.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-21

Container Attachment Troubleshooting
(Illustrations 29-28 and 29-29)
Some of the components described in this trouble-
shooting chart are optional equipment.
Problem Cause Correction

1. Red light will not illu- 1. Twistlocks are not fully unlocked.
minate (twistlocks
2. Bulb is blown.
did rotate)
3. One of the proximity switches
(S45 or S37) is not sensing its
target.
4. One of the proximity switches
(S45 or S37) is defective.
5. Loose, open or shorted wire(s).
6. Transient suppressor on wire #237 6. Replace transient suppressor on
is shorted.
7. Defective diode between terminals 7. Replace diode bank (DB5).
#1 and #2 of diode bank (DB5).
1. Fully unlock the twistlocks.
2. All three container light bulbs can
be checked by depressing the
switch (S53) located on the right
side of the container lights base.
Replace blown bulb.
3. Fully unlock twistlocks and adjust
proximity switch at fault to sense
its target. With the twistlocks fully
unlocked, the red L.E.D. (in the
back of the proximity switches)
should be illuminated, indicating
that the proximity switches are
sensing their targets.
4. If the red L.E.D. is illuminated, this
indicates that the proximity
switch’s coil did energize. It does
not indicate that the contact points
of the white and orange wires
closed. With the red L.E.D. illumi-
nated, check the continuity of the
white and orange wires with an
ohmmeter. The ohmmeter should
indicate between 0 - 40 ohms. If
ohmmeter reading indicates infin-
ity and the red L.E.D. is illumi-
nated, replace proximity switch.
5. Isolate and repair wire(s).
wire #237.

2. Red light will not illu- 1. Defective relay (K6). 1. Replace defective relay (K6).
minate (twistlocks Refer to Single-Pole, Single-
did not rotate, over- Throw 10 amp Relays with
ride switch was acti- L.E.D.s in the Component Trou-
vated) bleshooting.
2. Defective twistlock unlock micro 2. Replace defective micro switch
switch (S31). (S31).
continued

29-22 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Problem Cause Correction

2. Red light will not illu- 3. .3 amp circuit breaker (CB17) is 3. Replace or reset circuit breaker
minate (twistlocks defective or tripped. (CB17).
did not rotate, over-
ride switch was acti- 4. Loose, broken or shorted wire(s). 4. Isolate and repair wire(s).
vated) 5. Loose connection or pin broken at 5. Isolate and repair.
(Continued) electrical connector.
6. Defective relay (K14). 6. Replace defective relay (K14).
Refer to Single-Pole, Single-
Throw 10 amp Relays with
L.E.D.s in the Component Trou-
bleshooting.
7. 10 amp circuit breaker (CB19) is 7. Replace or reset circuit breaker
defective or tripped. (CB19).
8. Defective solenoid on the B port of 8. Refer to Solenoids in the Compo-
the twistlock work section. nent Troubleshooting to trouble-
shoot. Replace defective sole-
noid.
9. Defective B port pilot cartridge on 9. Replace B port pilot cartridge.
the twistlock work section.
10. Defective twistlock work section. 10. Replace or repair twistlock work
section.
11. Defective B port relief valve in the 11. Replace B port relief valve.
twistlock work section.
12. Low or no pilot pressure. 12. Adjust pilot pressure.

3. No container attach- 1. 15 amp circuit breaker (CB20) is 1. Replace or reset circuit breaker
ment lights will illu- defective or tripped. (CB20).
minate
2. Loose connection or pin broken at 2. Isolate and repair.
electrical connector.

4. Amber light will not 1. Bulb is blown. 1. All three container light bulbs can
illuminate be checked by depressing the
switch (S53) located on the right
side of the container lights base.
Replace blown bulb.
2. Loose connection or pin broken at 2. Isolate and repair.
electrical connector.
3. One of the proximity switches 3. Adjust the proximity switch at fault
(S46, S49, S38 and S41) is not to sense its target.
sensing its target.
4. Defective diode between terminals 4. Replace diode bank (DB5).
#5 and #6 of diode bank (DB5).
continued

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-23

 Problem Cause
4. Amber light will not 5. One of the proximity switches
illuminate (S46, S49, S38 and S41) is defec-
(Continued) tive.
6. Loose, broken or shorted wire.
7. Damaged container corner.
8. Transient suppressor on wire #241 8. Replace transient suppressor on
is shorted.
5. Amber light will not 1. Loose, broken or shorted wire.
illuminate (twistlock
2. 10 amp circuit breaker (CB18) is
override switch was
activated) defective or tripped.
3. Loose connection or pin broken at 3. Isolate and repair.
electrical connector.
4. Defective diode between terminals 4. Replace diode bank (DB5).
#5 and #6 of diode bank (DB5).
5. Defective override switch (S35).
6. Bulb is blown.
6. Green light will not 1. Twistlocks are not fully locked.
illuminate (twistlocks
2. Bulb is blown.
did rotate)
3. Loose connection or pin broken at 3. Isolate and repair.
electrical connector.
continued
29-24
Correction
5. If the red L.E.D. is illuminated, this
indicates that the proximity
switch’s coil did energize. It does
not indicate that the contact points
of the white and orange wires
closed. With the red L.E.D. illumi-
nated, check the continuity of the
white and orange wires with an
ohmmeter. The ohmmeter should
indicate between 0 - 40 ohms. If
ohmmeter reading indicates infin-
ity and the red L.E.D. is illumi-
nated, replace proximity switch.
6. Isolate and repair wire.
7. Report damaged container to the
proper authority.
wire #241.
1. Isolate and repair wire.
2. Replace or reset circuit breaker
(CB18).
5. Replace override switch (S35).
6. All three container light bulbs can
be checked by depressing the
switch (S53) located on the right
side of the container lights base.
Replace blown bulb.
1. Fully lock the twistlocks.
2. All three container light bulbs can
be checked by depressing the
switch (S53) located on the right
side of the container lights base.
Replace blown bulb.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 Problem Cause
6. Green light will not 4. One of the proximity switches
illuminate (twistlocks (S44 or S36) is not sensing its
did rotate) target.
(Continued)
5. Defective diode between terminals 5. Replace diode bank (DB5).
#3 and #4 of diode bank (DB5).
6. One of the proximity switches
(S44 or S36) is defective.
7. Loose, open or shorted wire(s).
8. Transient suppressor on wire #233 8. Replace transient suppressor on
is shorted.
7. Green light will not 1. Defective relay (K7).
illuminate (twistlocks
did not rotate, over-
ride switch was acti-
vated)
2. Defective twistlock lock micro
switch (S31).
3. Loose connection or pin broken at 3. Isolate and repair.
electrical connector.
4. .3 amp circuit breaker (CB17) is
defective or tripped.
5. Loose, broken or shorted wire(s).
6. Defective relay (K14).
continued
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Correction
4. Fully lock twistlocks and adjust
proximity switch at fault to sense
its target. With the twistlocks fully
locked, the red L.E.D. (in the back
of the proximity switches) should
be illuminated, indicating that the
proximity switches are sensing
their targets.
6. If the red L.E.D. is illuminated, this
indicates that the proximity
switch’s coil did energize. It does
not indicate that the contact points
of the white and orange wires
closed. With the red L.E.D. illumi-
nated, check the continuity of the
white and orange wires with an
ohmmeter. The ohmmeter should
indicate between 0 - 40 ohms. If
ohmmeter reading indicates infin-
ity and the red L.E.D. is illumi-
nated, replace proximity switch.
7. Isolate and repair wire(s).
wire #233.
1. Replace defective relay (K7).
Refer to Single-Pole, Single-
Throw 10 amp Relays with
L.E.D.s in the Component Trou-
bleshooting.
2. Replace defective unlock micro
switch (S31).
4. Replace or reset circuit breaker
(CB17).
5. Isolate and repair wire(s).
6. Replace defective relay (K14).
Refer to Single-Pole, Single-
Throw 10 amp Relays with
L.E.D.s in the Component Trou-
bleshooting.
29-25
 Problem Cause Correction

7. Green light will not 7. 10 amp circuit breaker (CB19) is 7. Replace or reset circuit breaker
illuminate (twistlocks defective or tripped. (CB19).
did not rotate, over-
ride switch was acti- 8. Defective solenoid on the A port of 8. Refer to Solenoids in the Compo-
vated) the twistlock work section. nent Troubleshooting to trouble-
(Continued) shoot. Replace defective sole-
noid.
9. Defective A port pilot cartridge on 9. Replace A port pilot cartridge.
the twistlock work section.
10. Defective twistlock work section. 10. Replace or repair twistlock work
section.
11. Defective A port relief valve in the 11. Replace A port relief valve.
twistlock work section.
12. Low or no pilot pressure. 12. Adjust pilot pressure.

8. No or slow 40 FT. 1. Red light is not illuminated. 1. Refer to Problems 1. and 2. (with
expansion the exception of the bulb being
blown) in this troubleshooting
chart.
2. Defective 40 ft. expand switch 2. Replace 40 ft. expand switch
(S32). (S32).
3. Loose connection or pin broken at 3. Isolate and repair.
electrical connector.
4. Defective double-latching relay 4. Refer to Double-Pole, Double-
(K15). Throw Latching Relays in the
Component Troubleshooting
found earlier in this section.
Replace if required.
5. Loose, broken or shorted wire(s). 5. Isolate and repair wire(s).
6. Low or no pilot pressure. 6. Adjust pilot pressure.
7. Mis-adjusted A port relief valve in 7. Adjust A port relief valve and set
the expansion work section. to 1000 psi.
8. Defective A port relief valve in the 8. Replace A port relief valve.
expansion work section.
9. Defective solenoid on the A port of 9. Refer to Solenoids in the Compo-
the expansion work section. nent Troubleshooting to trouble-
shoot. Replace defective sole-
noid.
10. Defective A port pilot cartridge on 10. Replace A port pilot cartridge.
the expansion work section.
11. Defective expansion work section. 11. Replace or repair expansion work
section.
continued

29-26 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Problem Cause
8. No or slow 40 FT. 12. Defective flow divider valve (FDV). 12. Replace flow divider valve (FDV).
expansion
13. One of the expansion cylinders
(Continued)
packing is defective.
9. No or slow 20 FT. 1. Red light is not illuminated.
retract
2. Defective 20 ft. retract switch
(S33).
3. Loose connection or pin broken at 3. Isolate and repair.
electrical connector.
4. Defective double-latching relay
(K16).
5. Loose, broken or shorted wire(s).
6. Low or no pilot pressure.
7. Mis-adjusted B port relief valve in
the expansion work section.
continued
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Correction
13. Isolate and repack expansion cyl-
inder. To isolate the defective cyl-
inder, perform the following:
a. With the attachment is in the
20 ft. position, remove the
hydraulic hoses from the pis-
ton ends of both expansion
cylinders and plug them.
b. In the attachment main junc-
tion box, install a jumper wire
at terminal #200 and start the
truck.
c. Touch the jumper wire to the B
port solenoid post of the
expansion work section. This
will direct the main flow of
hydraulic fluid to the rod end of
the expansion cylinders.
d. Observe the open ports on the
piston end of the expansion
cylinders. If a flow of fluid is
detected from either of the cyl-
inders, this is the bad cylinder
and requires repacking.
1. Refer to Problems 1. and 2. (with
the exception of the bulb being
blown) in this troubleshooting
chart.
2. Replace 20 ft. retract switch (S33).
4. Refer to Double-Pole, Double-
Throw Latching Relays in the
Component Troubleshooting
found earlier in this section.
Replace if required.
5. Isolate and repair wire(s).
6. Adjust pilot pressure.
7. Adjust B port relief valve and set
to 2000 psi.
29-27
 Problem Cause Correction

9. No or slow 20 FT. 8. Defective solenoid on the B port of 8. Refer to Solenoids in the Compo-
retract (Continued) the expansion work section. nent Troubleshooting to trouble-
shoot. Replace defective sole-
noid.
9. Defective B port pilot cartridge on 9. Replace B port pilot cartridge.
the expansion work section.
10. Defective expansion work section. 10. Replace or repair expansion work
section.
11. Defective flow divider valve (FDV). 11. Replace flow divider valve (FDV).
12. One of the expansion cylinders 12. Refer to Correction 13. of Problem
packing is defective. 8. in this troubleshooting chart.

10. No or slow side shift 1. Defective side shift micro switch
(left) (S30).
2. Defective relay (K8).
3. Loose connection or pin broken at 3. Isolate and repair.
electrical connector.
4. Loose, broken or shorted wire(s).
5. Defective solenoid on the B port of 5. Refer to Solenoids in the Compo-
the side shift work section.
6. Defective B port pilot cartridge on
the side shift work section.
7. Defective side shift work section.
8. .3 amp circuit breaker (CB17) is
defective or tripped.
9. One of the side shift cylinders
packing is defective.
1. Replace side shift micro switch
(S30).
2. Replace relay (K8).
4. Isolate and repair wire(s).
nent Troubleshooting to trouble-
shoot. Replace defective sole-
noid.
6. Replace B port pilot cartridge.
7. Replace or repair side shift work
section.
8. Replace or reset circuit breaker
(CB17).
9. Isolate and repack side shift cylin-
der. To isolate the defective cylin-
der, perform the following:
a. With the attachment fully side
shifted to the right, remove the
hydraulic hoses from the pis-
ton ends of both side shift cyl-
inders and plug them.
b. Depress the right side shift
micro switch (S30) on the joys-
tick.

continued

29-28 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Problem Cause Correction

10. No or slow side shift c. Observe the open ports on the

(left) (Continued) piston end of the side shift cyl-
inders. If a flow of fluid is
detected from either of the cyl-
inders, this is the bad cylinder
and requires repacking.

11. No or slow side shift 1. Defective side shift micro switch 1. Replace side shift micro switch
(right) (S30). (S30).
2. Defective relay (K9). 2. Replace relay (K9).
3. Loose connection or pin broken at 3. Isolate and repair.
electrical connector.
4. Loose, broken or shorted wire(s). 4. Isolate and repair wire(s).
5. Defective solenoid on the A port of 5. Refer to Solenoids in the Compo-
the side shift work section. nent Troubleshooting to trouble-
shoot. Replace defective sole-
noid.
6. Defective A port pilot cartridge on 6. Replace A port pilot cartridge.
the side shift work section.
7. Defective side shift work section. 7. Replace or repair side shift work
section.
8. One of the side shift cylinders 8. Refer to Correction 8. of Problem
packing is defective. 10. in this troubleshooting chart.
9. .3 amp circuit breaker (CB17) is 9. Replace or reset circuit breaker
defective or tripped. (CB17).

12. No or slow slew left 1. Defective left slew micro switch 1. Replace left slew micro switch
(out) (S28). (S28).
2. Defective relay (K11). 2. Replace relay (K11).
3. Loose connection or pin broken at 3. Isolate and repair.
electrical connector.
4. Loose, broken or shorted wire(s). 4. Isolate and repair wire(s).
5. Defective solenoid on the A port of 5. Refer to Solenoids in the Compo-
the left slew work section. nent Troubleshooting to trouble-
shoot. Replace defective sole-
noid.
6. Defective A port pilot cartridge on 6. Replace A port pilot cartridge.
the left slew work section.
7. Defective left slew work section. 7. Replace or reset circuit breaker
(CB17).
continued

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-29

 Problem Cause
12. No or slow slew left 8. .3 amp circuit breaker (CB17) is
(out) (Continued) defective or tripped.
9. The left slew cylinder packing is
defective.
13. No or slow slew left 1. Defective left slew micro switch
(in) (S28).
2. Defective relay (K10).
3. Loose connection or pin broken at 3. Isolate and repair.
electrical connector.
4. Loose, broken or shorted wire(s).
5. Defective solenoid on the B port of 5. Refer to Solenoids in the Compo-
the left slew work section.
6. Defective B port pilot cartridge on
the left slew work section.
7. Defective left slew work section.
8. The left slew cylinder packing is
defective.
9. .3 amp circuit breaker (CB17) is
defective or tripped.
14. No or slow slew 1. Defective right slew micro switch
right (out) (S29).
2. Defective relay (K13).
3. Loose connection or pin broken at 3. Isolate and repair.
electrical connector.
4. Loose, broken or shorted wire(s).
continued
29-30
Correction
8. To check the left slew cylinder,
perform the following:
a. With the attachment fully
slewed out (left side), remove
the hydraulic hoses from the
rod end of the left slew cylin-
der and plug.
b. Depress the left slew out micro
switch.
c. Observe the open port on the
rod end of the left slew cylin-
der. If a flow of fluid is
detected from the cylinder,
repack the cylinder.
1. Replace left slew micro switch
(S28).
2. Replace relay (K10).
4. Isolate and repair wire(s).
nent Troubleshooting to trouble-
shoot. Replace defective sole-
noid.
6. Replace B port pilot cartridge.
7. Replace or repair left slew work
section.
8. Refer to Correction 8. of Problem
12. in this troubleshooting chart.
9. Replace or reset circuit breaker
(CB17).
1. Replace right slew micro switch
(S29).
2. Replace relay (K13).
4. Isolate and repair wire(s).
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 Problem Cause
14. No or slow slew 5. Defective solenoid on the A port of 5. Refer to Solenoids in the Compo-
right (out) the right slew work section.
(Continued)
6. Defective A port pilot cartridge on
the right slew work section.
7. Defective right slew work section.
8. .3 amp circuit breaker (CB17) is
defective or tripped.
9. The right slew cylinder packing is
defective.
15. No or slow slew 1. Defective right slew micro switch
right (in) (S29).
2. Defective relay (K12).
3. Loose connection or pin broken at 3. Isolate and repair.
electrical connector.
4. Loose, broken or shorted wire(s).
5. Defective solenoid on the B port of 5. Refer to Solenoids in the Compo-
the right slew work section.
6. Defective B port pilot cartridge on
the right slew work section.
7. Defective right slew work section.
8. The right slew cylinder packing is
defective.
continued
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Correction
nent Troubleshooting to trouble-
shoot. Replace defective sole-
noid.
6. Replace A port pilot cartridge.
7. Replace or repair right slew work
section.
8. Replace or reset circuit breaker
(CB17).
9. To check the right slew cylinder,
perform the following:
a. With the attachment fully
slewed out (right side), remove
the hydraulic hoses from the
rod end of the right slew cylin-
der and plug.
b. Depress the right slew out
micro switch (S29) on the joys-
tick.
c. Observe the open port on the
rod end of the right slew cylin-
der. If a flow of fluid is
detected from the cylinder,
repack the cylinder.
1. Replace right slew micro switch
(S29).
2. Replace relay (K12).
4. Isolate and repair wire(s).
nent Troubleshooting to trouble-
shoot. Replace defective sole-
noid.
6. Replace B port pilot cartridge.
7. Replace or repair right slew work
section.
8. Refer to Correction 8. of Problem
14. in this troubleshooting chart.
29-31
 Problem Cause Correction

15. No or slow slew 9. .3 amp circuit breaker (CB17) is 9. Replace or reset circuit breaker
right (in) defective or tripped. (CB17).
(Continued)

16. No or slow pile 1. Defective pile slope rocker switch
slope right (if (S34).
equipped with pile
slope) 2. Loose, broken or shorted wire.
3. 10 amp circuit breaker (CB18) is
defective or tripped.
4. Loose connection or pin broken at 4. Isolate and repair.
electrical connector.
5. Defective solenoid on the A port of 5. Refer to Solenoids in the Compo-
the pile slope work section.
6. Defective A port pilot cartridge on
the pile slope work section.
7. Defective pile slope work section.
8. The pile slope cylinder packing is
defective.
continued
1. Replace pile slope rocker switch
(S34).
2. Isolate and repair wire.
3. Replace or reset circuit breaker
(CB18).
nent Troubleshooting to trouble-
shoot. Replace defective sole-
noid.
6. Replace A port pilot cartridge.
7. Replace or repair slew work
section.
8. To check the pile slope cylinder,
perform the following:
a. With the attachment fully pile
sloped left (the right pile slope
cylinders are fully extended
while the left pile slope cylin-
ders are fully retracted).
b. Slowly remove the hydraulic
hoses from the piston ends of
the left pile slope cylinders to
allow any trapped hydraulic
pressure to bleed off. Remove
the hydraulic hoses from the
rod ends of the right pile slope
cylinders. Plug all four hydrau-
lic hoses.
c. Depress the pile slope left
switch (S34) on the control
stand.
d. Observe the open ports of the
pile slope cylinders. If a flow
of fluid is detected from any
cylinder, repack that defective
cylinder.

29-32 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Problem Cause Correction

16. No or slow pile 9. Defective counterbalance valve 9. Replace counterbalance valve

slope right (if cartridge. cartridge.
equipped with pile
slope) 10. Defective counterbalance valve. 10. Replace counterbalance valve.
(Continued)

17. No or slow pile 1. Defective pile slope rocker switch
slope left (if (S34).
equipped with pile
slope) 2. Loose, broken or shorted wire.
3. 10 amp circuit breaker (CB18) is
defective or tripped.
4. Loose connection or pin broken at 4. Isolate and repair.
electrical connector.
5. Defective solenoid on the B port of 5. Refer to Solenoids in the Compo-
the pile slope work section.
6. Defective B port pilot cartridge on
the pile slope work section.
7. Defective pile slope work section.
8. The pile slope cylinder packing is
defective.
1. Replace pile slope rocker switch
(S34).
2. Isolate and repair wire.
3. Replace or reset circuit breaker
(CB18).
nent Troubleshooting to trouble-
shoot. Replace defective sole-
noid.
6. Replace B port pilot cartridge.
7. Replace or repair right slew work
section.
8. To check the pile slope cylinder,
perform the following:
a. With the attachment fully pile
sloped right (the right pile
slope cylinders are fully
retracted while the left pile
slope cylinders are fully
extended).
b. Slowly remove the hydraulic
hoses from the piston ends of
the right pile slope cylinders to
allow any trapped hydraulic
pressure to bleed off. Remove
the hydraulic hoses from the
rod ends of the left pile slope
cylinders. Plug all four hydrau-
lic hoses.
c. Depress the pile slope right
switch (S34) on the control
stand.

continued

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-33

 Problem Cause Correction

17. No or slow pile d. Observe the open ports of the

slope left (if pile slope cylinders. If a flow
equipped with pile of fluid is detected from any
slope) cylinder, repack that defective
(Continued) cylinder.
9. Defective counterbalance valve 9. Replace counterbalance valve
cartridge. cartridge.
10. Defective counterbalance valve. 10. Replace counterbalance valve.

18. Twistlocks drift 1. The twistlock cylinder packing is
defective.
2. Defective twistlock work section.
1. Isolate and repack twistlock cylin-
der. To isolate the defective cylin-
der, perform the following:
a. With the twistlocks fully
unlocked, remove the front cap
(located on the top side of the
twistlock cylinder) of the left
twistlock cylinder and the rear
cap of the right twistlock cylin-
der (located on the top side of
the twistlock cylinder).
b. Turn the twistlock override
switch on and depress the
unlock twistlocks micro switch
(S31) on the joystick.
c. Observe the open ports on the
left and right twistlock cylinder.
If a flow of fluid is detected
from either of the cylinders,
this is the bad cylinder and
requires repacking.
2. Repair or replace twistlock work
section.

29-34 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Container Attachment Structure. The container
attachment is a top lift attachment that is con-
structed of high-strength steel. The container
attachment is carefully engineered and ruggedly
constructed, although welded steel structures
always contain undetectable cracks, especially
welded joints. When these joints are subject to
fluctuating stresses of significant magnitude,
these cracks will grow. This is known as fatigue
crack growth. No matter how low the stress levels
are kept, some fatigue crack growth will occur in
all welded structures. Refer to SIRR in the
Appendices for structural inspection of the
attachment assembly.
Maintenance / Inspections. There are several
inspectional requirements which must be per-
formed daily. These inspections must include
checking all welds and structural members for
cracks. Check all mast mounting hardware and lift
chains for damage or loose bolts. Hydraulic
hoses and fittings must be checked for leaks and
signs of wear or damage.
WARNINGS:
S Do not climb on the mast, on top of the cab,
or on other high places of the container han-
dling truck while performing maintenance.
S Always use OSHA approved ladders, stands
or manlifts to reach high places on the truck.
S Never ride on the platform of the truck.
S Do not use a container handling truck as a
means to elevate personnel.
Expansion Frame Wear Pads
1. Inner Wear Pads (Illustration 29-15). The
inner wear pads (6) should be checked month-
ly or every 250 hours, whichever comes first.
Replace any inner wear pads that become
cracked, damaged, or worn to 9/16” thickness.
The inner wear pads are located on the four
inner support locations (see Illustration 29-15).
2. Bottom Slide Pads (Illustration 29-15). The
bottom slide pads (7) should be checked
monthly or every 250 hours, whichever comes
first. Replace any bottom slide pads that
become cracked, damaged, or worn to 3/8”
thickness. There are two bottom slide pads
located on every inner and outer support.
Expansion Frame Shimming (Illustrations 29-16
and 29-17). Perform the following procedures to
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
shim the expansion frames. Refer to Illustration
29-15 for the location of the inner and outer sup-
ports.
1. Ensure that the weight of the expansion
frames is resting on the wear pads and the
attachment is extended to the 40 FT. position.
WARNINGS:
S Do not climb on the mast, on top of the cab,
or on other high places of the container han-
dling truck while performing maintenance.
S Always use OSHA approved ladders, stands
or manlifts to reach high places on the truck.
S Do not remove the bolts (1, Illustrations
29-16 and 29-17) from any of the inner or out-
er supports when adding or removing shims.
Only loosen the bolts to insert or remove
shims.
S If shimming is required, support the weight
of the expansion frames before adding ANY
shims when the attachment is in the 20 FT.
or 40 FT. position. Never loosen bolts (1)
without supporting the expansion frames.
NOTES:
S Replace any inner wear pads (6) that have
become cracked, damaged, or worn to 9/16”
thickness. If a 1/16” gauge can be inserted
between the expansion frame top plate (9) and
the bottom of the inner support while the
attachment is in the 40 FT. position, the inner
wear pad (6) still has wear life and does not
have to be replaced.
S Replace any bottom slide pads (7) that have
become cracked, damaged, or worn to 3/8”
thickness.
2. Refer to Illustration 29-17 and measure the ”D”
clearance. This measurement is to be main-
tained at 1/8” at the inner supports only.
a. To install new inner wear pads (6), remove
the slide pad keeper (4) and slide pad keep-
er bar (8) from the inner support. Loosen
bolts (1) and remove the worn inner wear
pad (6) and replace with a new wear pad.
Ensure that the ”B” and ”C” clearances have
been maintained to 1/16” before tightening
the bolts (1). Tighten bolts (1) to a torque
value of 1350 - 1500 ft-lbs.
29-35
 1. BOLT
2. SLIDE PAD PLATE
EXPANSION FRAME 3. SHIMS (12 GA.,16 GA., 5/16”)
4. SLIDE PAD KEEPER
OUTER SUPPORTS
5. NUT
6. INNER WEAR PAD
7. BOTTOM SLIDE PAD
8. SLIDE PAD KEEPER BAR
9. EXPANSION FRAME TOP
EXPANSION FRAME PLATE
INNER SUPPORTS 10. SLIDE CAP PLATE

REAR
(TRUCK SIDE)

EXPANSION FRAME
RIGHT OUTER SUPPORTS

FRONT

5
9

LEFT

2 7 6
8
1 4
10

COMMON TO EXPANSION FRAME INNER & COMMON TO EXPANSION FRAME INNER

OUTER SUPPORTS. SUPPORTS ONLY.

Illustration 29-15. Expansion Frame Inner and Outer Support Locations

29-36 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 EXPANSION FRAME SUPPORTS
20 FT. ATTACHMENT POSITION

1. BOLT
2. SLIDE PAD PLATE
3. SHIMS (12 GA.,16 GA., 5/16”)
4. SLIDE PAD KEEPER
5. NUT
6. INNER WEAR PAD
7. BOTTOM SLIDE PAD
8. SLIDE PAD KEEPER BAR
9. EXPANSION FRAME TOP
PLATE
10. SLIDE CAP PLATE

INNER SUPPORT OUTER SUPPORT

5 5
6
8

4
3
3
9

2 2

7 1 7 1

10 10

EXPANSION EXPANSION
FRAME’S FRAME’S
VERTICAL VERTICAL
PLATE PLATE

Illustration 29-16. Expansion Frame Supports

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-37

 EXPANSION FRAME SUPPORTS
40 FOOT ATTACHMENT POSITION

1. BOLT
2. SLIDE PAD PLATE
3. SHIMS (12 GA.,16 GA., 5/16”)
4. SLIDE PAD KEEPER
5. NUT
6. INNER WEAR PAD
7. BOTTOM SLIDE PAD
8. SLIDE PAD KEEPER BAR
9. EXPANSION FRAME TOP
PLATE
10. SLIDE CAP PLATE

INNER SUPPORT OUTER SUPPORT

5 5
6 7 1/8” 7
8
1/8” CLEARANCE
CLEARANCE
4
3
3

9 ”A”
”D” 2
2

10 1 10 1

1/16” CLEARANCE ”B” 1/16” CLEARANCE ”B”

”C” 1/16” CLEARANCE ”C” 1/16” CLEARANCE

EXPANSION EXPANSION
FRAME’S FRAME’S
VERTICAL VERTICAL
PLATE PLATE

Illustration 29-17. Expansion Frame Supports

b. To remove the bottom slide pads (7),
remove the slide cap plates (10) from the
slide pad plate (2). Remove the worn bot-
tom slide pads (7) and replace with new
slide pads.
c. The ”D” clearance is to be maintained at
1/8” by adding or removing shims (3), or by
the replacement of the bottom slide pads
(7).

29-38 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 d. To add or remove shims (3), the bolts (1)
must be loosened.
NOTE: If shimming is required, add or remove
shims (3) of equal size to both sides of the expan-
sion frame.
e. When the ”D” clearance is adjusted, ensure
that the ”B” and ”C” clearances have been
maintained to 1/16” (see procedure 4.). If
bolts (1) are loosened, tighten bolts to a
torque value of 1350 - 1500 ft-lbs.
NOTE: Replace any bottom slide pads (7) that
have become cracked, damaged, or worn to 3/8”
thickness.
3. Refer to Illustration 29-17 and measure the ”A”
clearance. This measurement is to be main-
tained at 1/8” at the outer supports only.
a. To remove the bottom slide pads (7),
remove the slide cap plates (10) from the
slide pad plate (2). Remove the worn bot-
tom slide pads (7) and replace with new
slide pads.
b. The ”A” clearance is to be maintained at
1/8” by adding or removing shims (3), or by
the replacement of the bottom slide pads
(7).
c. To add or remove shims (3), the bolts (1)
must be loosened.
NOTE: If shimming is required, add or remove
shims (3) of equal size to both sides of the expan-
sion frame.
d. When the ”A” clearance is adjusted, ensure
that the ”B” and ”C” clearances have been
maintained to 1/16” (see procedure 4.). If
bolts (1) are loosened, tighten bolts to a
torque value of 1350 - 1500 ft-lbs.
NOTE: Replace any bottom slide pads (7) that
have become cracked, damaged, or worn to 3/8”
thickness.
4. These measurements are to be maintained at
1/16”. If the ”B” or ”C” clearance is not 1/16”
on each side of the expansion frame vertical
plate, replace the bottom slide pads (7), or
loosen bolts (1) and adjust (slide in or out) the
slide pad plates (2) until the ”B” and ”C” clear-
ances measures 1/16” between the bottom
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
slide pad (7) and the expansion frame vertical
plate. Tighten bolts (1) to a torque value of
1350-1500 ft-lbs.
5. Raise the attachment off the supports. Then,
retract and extend the expansion frames sev-
eral times.
6. Extend the attachment to the 40 FT. position
and recheck the clearances ”A”, ”B”, ”C”, and
”D” stated in the procedures above to ensure
that the specified clearances have been
achieved.
Carriage Slider Beam Wear Pads (Illustration
29-18). The carriage slider beam wear pads must
be replaced when they become cracked, damaged
or worn to 5/8” thickness.
Carriage Main Rollers (Illustration 29-18). The
main rollers of the carriage employ greaseable,
shielded, tapered roller bearings for increased
durability. The carriage main rollers must be
greased monthly or every 250 hours, whichever
comes first. The carriage main rollers should be
inspected for flat spots or evidence of sliding any
time the carriage is removed from the inner mast.
CAUTION: The roller assemblies must not
be over lubricated. Excess grease inside the
mast rails may cause the rollers to slide when
subjected to a heavy load. If this happens, a flat
spot will be worn on the rollers and the rollers
will continue to slide until replaced with new
rollers.
Lubrication. Refer to the Lubrication section in
the Appendices for information on lubricating the
attachment.
29-39
 SLIDER BEAM
WEAR PADS

MAIN
ROLLERS

Illustration 29-18. Carriage

29-40 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Illustration 29-19. Main Attachment Junction Box

06A-2436 SHT. 05

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-41

Illustration 29-20. Attachment Left End Junction Box

06A-2436 SHT. 06

29-42 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Illustration 29-21. Attachment Right End Junction Box

06A-2436 SHT. 07

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-43

Illustration 29-22. Attachment Hydraulic Supply Circuit

BULKHEAD
PLATE

SUPPLY FLOW
FROM AUXILIARY
PUMP

RETURN TO
HYDRAULIC
RESERVOIR

22A-3518 SHT. 02

29-44 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Illustration 29-23. Side Shift Hydraulic ANSI Circuit

22A-3518 SHT. 04

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-45

Illustration 29-24. Left Slew and Right Slew Hydraulic ANSI Circuit

22A-3518 SHT. 05

29-46 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Illustration 29-25. Expansion Hydraulic ANSI Circuit

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-47

29-48 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 22A-3518 SHT. 06

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-49

 Hoist Circuit

29-50 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Illustration 29-26. Twistlock Hydraulic ANSI Circuit

22A-3518 SHT. 07

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-51

Illustration 29-27. Pile Slope Hydraulic ANSI Circuit

22A-3518 SHT. 08

29-52 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Hoist Circuit

PLACE THE FOLLOWING ILLUSTRATIONS IN

FOLDER ENVELOPES:
Illustration 29-28 - 06A2436 SHT. 10 (ANSI)
Illustration 29-29 - 06A2436 SHT. 11 (Attachment
Control ANSI Circuit)
Illustration 29-30 - 22A3518 SHT. 1 (Shop)
Illustration 29-31 - 22A3518 SHT. 3 (ANSI)

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-53

 Hoist Circuit

29-54 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Container Attachment (Twistlocks and Pin System)
Introduction. This section contains electrical,
hydraulic, and mechanical operational information
for the optional pin system attachment.
Pin Mode Operation (Illustration 29-60)
This section explains the electrical operation of
the pin mode.
Depressing the mode select switch to select the
pin mode, will send 12 VDC from the mode select
switch down wire #286 to the coil of the pin mode
relay (K47, pin 14) energizing the relay. When
K47 energizes, 12 VDC at the common pin #9 is
sent out pin #5 to the coil of the interlock relay
(K14, pin #14), energizing K14. When K14 ener-
gizes, ground, present at pin #5, is sent out the
common pin #9 to the coils of the unlock and lock
relays (K6 and K7, pin #13). Neither K6 nor K7
will energize until 12 VDC is placed on pin #14 of
their coils. Additionally, 12 VDC on wire #286 is
sent to the coil of the pin mode relay (K33, pin 14)
energizing K33. When K33 energizes, 12 VDC at
common pin #9 is sent out pin #5 on #281, ener-
gizing the blue lights (PIN MODE). Additionally,
12 VDC on wire #286 is sent to the coil of the
valve select relay (K42, pin #14) energizing the
relay. K42, in an energized state, will send electri-
cal control signals to the Clamp work section
instead of the twistlock work section.
Depressing the Clamp / Unclamp micro switch to
the Unclamp position will send 12 VDC down wire
#202 to the coil of the Unlock relay (K6, pin 14).
This will energize K6, provided the ground from
the interlock relay (K14, pin 9) is present on pin
#13 of the coil of relay K6. When K6 energizes,
12 VDC at the common pin #9 is sent out pin #5,
down wire #222 to the coil of the unlock relay
(K49, pin 14). K49 will energize and send 12 VDC
from pin #9 out pin #5 down wire #282 to the
unlock interlock relay (K48, pin 5). K48 will ener-
gize when the amber on container light is illumi-
nated. When K48 energizes, 12 VDC present at
pin #5 will be sent out pin #9, down wire #282 to
the reset coil of the clamp pressure achieve relay
(K41). This will reset K41 and open the contacts
of pins 10 and 5, removing the 12 VDC from the
Green container light (clamp). Additionally, the
unlock interlock relay (K50) will de-energize.
12 VDC on wire #282 is sent to pin #12 of the
valve select relay (K42). K42 is energized while in
the pin mode of operation. 12 VDC present at pin
#12 is sent out on pin #8, down wire #255 to the
solenoid on the B port side of the clamp work sec-
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
tion. The solenoid on the B port side will form an
electro-magnet when energized. This shifts the
pilot spool cartridge, allowing pilot pressure to shift
the main spool of the work section. This will divert
system hydraulic oil to the drive motor. The car-
riage assemblies will be moved outward. The car-
riage assemblies will extend until the expansion
carriage out proximity switches sense their tar-
gets. The right hand side of the attachment op-
erates as follows: 12 VDC is present at red wire
of proximity switch (S67). Ground is present on
the orange wire #211. The 12 VDC present on
the red wire is used for proximity switch operation
only. When the proximity switch is targeted, it will
close the internal contacts of the white and orange
wires. When S67 senses its target, ground is sent
from the orange wire #211 to the white wire #264.
This ground is sent to the coil of the right beam
extended relay (K38, pin 13). This energizes K13.
Pins (12 and 8) of relay K38 will close and pins (9
and 1) will open. This removes 12 VDC from the
SPVR valve and stops the flow of hydraulic oil to
the motor.
Depressing the Clamp / Unclamp micro switch to
the Clamp position will send 12 VDC down wire
#203 to the coil of the Lock relay (K7, pin 14).
This will energize K14 provided the ground from
the interlock relay (K14, pin 9) is present on pin
#13 of the coil of relay K7. When K7 energizes,
12 VDC at the common pin #9 is sent out pin 5
down wire #223 to pin 9 of the valve select relay
(K42). K42 will be energized in the pin mode. In
an energized state, pin 9 is connected to pin 5 of
K42. 12 VDC on pin 9 is sent out pin 5 down wire
#256 to the solenoid on the A port side of the
clamp work section. The solenoid on the A port
side will from an electro-magnet when energized.
This shifts the pilot spool cartridge, allowing pilot
pressure to shift the main spool of the work sec-
tion. This will divert system hydraulic oil to the
drive motor. The carriage assemblies will be
moved inward. The carriage assemblies will come
in until they contact the stop plate when not on a
container. When clamping to a container, the
clamp proximity switches (S65, S70, S59, and
S63) will sense the container and energize. The
proximity switches are paired together and in
series; each set controlling a relay. The right
hand side of the attachment operates as fol-
lows: 12 VDC is present at both the white and
red wires of proximity switch (S65). 12 VDC is
present on the red wire only of proximity switch
(S70). The 12 VDC present on the red wire is
29-55
used for proximity switch operation only. As each
of the proximity switches is targeted, they close
the internal contacts of the white and orange wires
respectively. When S65 senses its target, 12 VDC
is sent from the white wire #200 to the orange wire
#260. This voltage is sent to the white wire #260
of S70. When S70 senses its target, the internal
contacts close and the 12 VDC on wire #260 is
sent out orange wire #261 to coil of the right side
pins locked relay (K40, pin 14), energizing K40.
This connects pins 9 and 5 of relay K40. The Left
hand side of the attachment operates as fol-
lows: 12 VDC is present at both the white and
red wires of proximity switch S59. 12 VDC is
present on the red wire only of proximity switch
(S63). The 12 VDC present on the red wire is
used for proximity switch operation only. As each
of the proximity switches is targeted, they close
the internal contacts of the white and orange wires
respectively. When S59 senses its target, 12 VDC
is sent from the white wire #200 to the orange wire
#262. This voltage is sent to the white wire #262
of S63. When S63 senses its target, the internal
contacts close and the 12 VDC on wire #262 is
sent out orange wire #277 to the coil of the left
side pins locked relay (K39, pin 14), energizing
K39. This connects pins 9 and 5 of relay K39.
12 VDC present at pin 9 of relay K39 is sent out
pin 5 to the right side pins locked relay (K40, pin
9). K40 is energized by the right hand side prox-
imity switches. The left hand side proximity
switches energize K39. The signal from K39 must
pass through an energized K40 down wire #283 to
a normally open 1300 psi pressure switch. When
1300 psi of clamping pressure is achieved, then
the pressure switch will close and send the
12 VDC down wire #276 to the set coil of the
clamp pressure achieved relay (K41). This will set
the relay and connect pins 10 and 5. 12 VDC is
present at pin 10 of relay K41. The 12 VDC is
sent out pin 5 down wire #233. 12 VDC on wire
#233 will energize the green Clamp lights and
energize relay K50.
The Left hand side of the attachment operates
as follows: 12 VDC is present the red wire of
proximity switch S61. Ground is present on the
orange wire #211. The 12 VDC present on the
red wire is used for proximity switch operation
only. When the proximity switch is targeted, it will
close the internal contacts of the white and orange
wires. When S61 senses its target, ground is sent
from the orange wire #211 to the white wire #265.
This ground is sent to the coil of the left beam
29-56
extended relay (K37, pin 13). This energizes K37.
Pins (12 and 8) will close and pins (9 and 1) will
open. This removes 12 VDC from the SPVL valve
and stop the flow of hydraulic oil to the motor.
12 VDC present at pin 12 is sent out pin 8 to pin
12 of the right beam extended relay (K38). K38
energized when the right carriages extended.
12 VDC present at pin 12 of K38 is sent out pin 8,
down wire number #263A to pin 9 of the wide
twistlock relay (K46). K46 is de-energized in the
pin mode of operation. 12 VDC, present at pin 9,
is sent out pin 1, down wire #263B and wire #237
to the coil of the work light relay (K19, pin 7), ener-
gizing relay K19. 12 VDC present at pins (5 and
6) is sent out pins 3 and 4 respectively, down wire
#242, illuminating the twistlock work lights and the
red unclamp container lights.
Amber Light Operation (On Container). The
amber light operates as follows: 12 VDC is pres-
ent at both the white and red wires of proximity
switch S66. 12 VDC is present on the red wire
only of proximity switches (S69, S60, and S62).
The 12 VDC present on the red wires is used for
proximity switch operation only. As each of the
proximity switches is targeted, they close the inter-
nal contacts of the white and orange wires respec-
tively. When S66 senses its target, 12 VDC is
sent from the white wire #200 to the orange wire
#266. This voltage is sent to the white wire #266
of S69. When S69 senses its target, the internal
contacts close and the 12 VDC on wire #266 is
sent out orange wire #267 to S60 on the white
wire #267. When S60 senses its target, 12 VDC
is sent from the white wire #267 to the orange wire
#268. This voltage is sent to the white wire #268
of S62. When S62 senses its target, the internal
contacts close and the 12 VDC on wire #268 is
sent out the orange wire #269 to the coil of the on
container relay (K32, pin 14), energizing K32.
When K32 energizes, 12 VDC present at the com-
mon pin 9 is sent out pin 5 on wire #241 to the coil
of the unlock interlock relay (K48, pin 14), energiz-
ing K48. Additionally, 12 VDC on wire #241 is
sent to the amber on container lights.
Twistlock Circuit Operation (Pin System)
(Illustration 29-59)
The amber container light must be illuminated in
order to lock or unlock the twistlocks. The Mode
select switch must be in the twistlock mode. To
lock or unlock the twistlocks, depress the twistlock
lock / unlock switch (S31). 12 VDC will be sent on
wire #203 (lock twistlocks) or wire #202 (unlock
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
twistlocks) to relay (K7 or K6). The twistlock inter-
lock relay (K14) must be energized and send
ground to the coils of relays (K6 and K7). When
12 VDC is placed on the coils of K6 or K7. 12
VDC will be sent from pin 9 to pin 5 on wire #223
(lock twistlocks) or wire #222 (unlock twistlocks),
through the valve select relay (K42). K42 must be
de-energized to send control signals to the twist-
lock work section. The 12 VDC signal passes
through a de-energized K42 to either the A port
or B port of the twistlock work section (WS5)
which will shift the pilot control solenoid, allowing
pilot pressure to shift the main spool. From here,
the main attachment fluid flow is diverted to the
twistlock cylinders to lock or unlock the twistlocks.
When the twistlocks are fully locked and the
attachment is down on a container, the green and
amber container lights will be illuminated. When
the twistlocks are fully unlocked and the attach-
ment is down on a container, the red and amber
container lights will be illuminated. Refer to
Attachment Interlock Logic For Container
Lights Operation for the red, green and amber
container lights interlock operation.
In the event of an emergency or while mainte-
nancing the truck, a twistlock override switch
(S35) can be held in position to override the inter-
lock (amber container light circuitry) to allow the
operator to lock or unlock the twistlocks.
GREENLIGHT
RED LIGHT (TWISTLOCKS
AMBER LIGHT
(TWISTLOCKS LOCKED) (ON-CONTAINER)
UNLOCKED)
BLUE LIGHT
(PIN MODE)
Illustration 29-32. Container Lights
Container Lights (Illustration 29-32). The con-
tainer lights are used to aid the operator in the
safe operation of the attachment. They provide
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
the operator with a visual indication of interlock
logic for attachment operation. The following list
describes the function of each container light:
1. Red Light. This light illuminates when the
twistlocks are fully unlocked (additionally, the
work lights on the attachment will be illumi-
nated).
2. Green Light. This light illuminates when the
twistlocks are fully locked.
3. Amber Light. This light illuminates when the
attachment is fully on the container and twist-
locks are in the container’s corners.
4. Blue Light. This light illuminates when the pin
mode of operation has been selected. This
light will blink when the attachment is in the
wide twistlock (WTP) mode of operation.
Attachment Interlock Logic For Container
Lights Operation (Illustration 29-59)
Red Light. Under normal operation, the red con-
tainer light will be the only light illuminated when
approaching the container. Limit switches (S45,
S48, S37 and S40) will be closed. From here, the
following will happen:
1. Ground is present pin 8 of limit switch (S45).
When the twistlocks are fully unlocked and the
limit switches are tripped, the following
occurs:
a. Ground at pin 8 of limit switch (S45) will be
sent out pin 7, down wire #234 to pin 3 of
limit switch (S48).
b. Ground at pin 3 of limit switch (S48) is sent
out pin 4, down wire #235 to pin 4 of limit
switch (S37).
c. Ground at pin 4 of limit switch (S37) is sent
out pin 3, down wire #236 to pin 7 of limit
switch (S40).
d. Ground at pin 7 of limit switch (S40) is sent
out pin 8, down wire #278 to the coil of
relay (K36). If the carriages are fully
retracted, K36 will have 12 VDC on its coil
and will energize. This will place 12 VDC
on wire #237.
e. 12 VDC on the wire #237 is sent to termi-
nal #1 of diode bank (DB5). 12 VDC will
pass from terminal #1 to terminal #2 of
DB5 to the Red container light, illuminating
the light. Additionally, 12 VDC on terminal
#1 of DB5 is jumpered to terminal #5 of
29-57
 DB3. 12 VDC will pass from terminal #5 to
terminal #6 of DB3 down wire #289 to the
controller enable relay (K20, refer to Relay
K20 Operation in this section). Additional-
ly, the 12 VDC on wire #237 will provide
operating power to the 40-ft. expand
switch (S32) and the 20-ft. retract switch
(S33). 12 VDC on wire #237 also ener-
gizes the work light relay (K19). K19 will
energize, connecting pins 5 to 3 and 6 to
4. 12 VDC at pin 5 will pass out pin 3,
down wire #242 to the left work light
(DS32), illuminating it. 12 VDC at pin 6 will
pass out pin 4, down wire #242 to the right
work light (DS33), illuminating it. Addition-
ally, 12 VDC at pin 4 of relay (K19) is sent
down wire #242 to the red container light
mounted on the attachment, illuminating
the light.
Green Light. Once the attachment twistlocks are
fully locked, the twistlock lock limit switches (S44,
S47, S36, and S39) will be energized. From here,
the following will happen:
1. Ground is present pin 4 of limit switch (S44).
When the twistlocks are fully unlocked and the
limit switch (S44) is tripped, the following
occurs:
a. Ground at limit switch (S44) pin 4 will be
sent out pin 3, down wire #230 to pin 7 of
limit switch (S47).
b. Ground at pin 7 of limit switch (S47) is sent
out pin 8, down wire #231 to pin 8 of limit
switch (S36).
c. Ground at pin 8 of limit switch (S36) is sent
out pin 7, down wire #232 to pin 3 of limit
switch (S39).
d. Ground at pin 3 of limit switch (S39) is sent
out pin 4, down wire #279 to the coil of
relay (K35). If the carriages are fully
retracted, K35 will have 12 VDC on its coil
and will energize. This will place 12 VDC
on wire #233.
e. 12 VDC on the wire #233 is sent to termi-
nal #3 of diode bank (DB5). 12 VDC will
pass from terminal #3 to terminal #4 of
DB5 to the Green container light, illuminat-
ing the light. Additionally, 12 VDC on ter-
minal #3 of DB5 is jumpered to terminal #1
of DB3. 12 VDC will pass from terminal #1
to terminal #2 of DB3 down wire #289 to
29-58
the controller enable relay (K20, see Relay
K20 Operation in this section). Additional-
ly, 12 VDC on wire #233 will be sent to the
red container light mounted on the attach-
ment, illuminating the light.
Amber Light. Once the attachment twistlocks are
fully in the corners of the container, the on-con-
tainer proximity switches (S46, S49, S38, and
S41) will be energized. From here, the following
will happen:
1. 12 VDC will be present at the red and white
wires of proximity switch (S46). 12 VDC will
also be present on the red wires of proximity
switches (S49, S38, and S41).
2. When the proximity switches (S46, S49, S38,
and S41) are sensing their targets (red L.E.D.
is illuminated on the back of the proximity
switches), the following occurs:
a. 12 VDC at the white wire #200 of proximity
switch (S46) will be sent on the orange
wire #238 to the white wire #238 of proxim-
ity switch (S49).
b. The 12 VDC on the white wire #238 is sent
out the orange wire #239 of proximity
switch (S49) to the white wire #239 of
proximity switch (S38).
c. The 12 VDC on the white wire #239 is sent
out the orange wire #240 of proximity
switch (S38) to the white wire #240 of
proximity switch (S41).
d. The 12 VDC on the white wire #240 is sent
out the orange wire #280 of proximity
switch (S41) to the coil of relay K32 (on
container relay). K32 will energize, and
send 12 VDC down wire #241 to the coil of
relay K48 (unlock interlock relay) and to
the amber on-container light mounted on
the attachment, illuminating the light.
Additionally, 12 VDC on wire #241 is sent
to terminal #5 of diode bank (DB4).
12 VDC at terminal #5 will pass out termi-
nal #6 to pin 14 of the twistlock interlock
relay (K14), energizing K14. Ground at pin
5 of K14 is sent out pin 9 to pin 13 of the
lock and unlock relays (K7 and K6). 12
VDC on wire #241 is also sent to pin 1 of
relay (K54) and jumpered to terminal #5 of
diode bank (DB5). 12 VDC at terminal #5
will pass out terminal #6 of DB5 down wire
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 #241A, illuminating the amber on-container
light.
The amber on-container light must be illuminated
in order to lock or unlock the twistlocks with the
twistlock lock / unlock switch (S31). During main-
tenance or emergencies, the on-container proximi-
ty switches may or will not be capable of seeing
the targets which activate them (four corner plung-
ers). A twistlock override switch (S35) is designed
into the circuit for this reason (refer to Twistlock
Override). When locking onto a container, the
red container light will go out as soon as the twist-
locks rotate from the fully unlocked position. The
amber on-container light will remain illuminated.
Once the twistlocks are in their fully locked posi-
tion, limit switches (S44, S47, S36, and S39) will
be energized, illuminating the green container
light and the amber on-container light will remain
illuminated. Once the container is lifted, there is
enough play designed into the plungers, allowing
the plungers to drop down which will de-energize
the four on-container proximity switches to turn off
the amber container light, de-energizing relay
(K14).
Relay K20 Operation (Illustrations 22-15 and
29-59). Relay K20 operates as follows: illumina-
tion of the red or green container light will send
12 VDC through diode bank (DB3). The diodes
are used to isolate the red container light from the
green container light. From here, the 12 VDC will
be placed on wire #289 to pin 86 of the controller
enable relay (K20), energizing the relay provided
the seat belt is fastened. When K20 energizes,
12 VDC (supplied from CB15 to pin 30) will be
sent out pin 87 of K20 down wire #79. This will
energize the controller enable solenoid valve
(CDS) and allow pilot pressure, present at port 3,
to pass out port 1 of this valve, and supply pilot
pressure to the joystick for lift / tilt hydraulic func-
tions. When the Green or Red container light is
not illuminated, 12 VDC will not be supplied to pin
86 of relay K20 and K20 will not energize unless
the override switch is activated. The override
switch is a key type switch that must be held in its
closed state to override the interlock operation of
the Red, Green, and Amber container lights.
12 VDC is supplied to the B post of the override
switch from circuit breaker (CB18). Activation of
the override switch will send 12 VDC from the B
post out the S post of the override switch and
down wire #221 to terminal #3 of diode bank
(DB4). Terminals #1 and #3 of DB4 are jumpered
together. 12 VDC at terminal #3 will be sent out
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
on terminals #2 and #4. 12 VDC at terminal #4 of
DB4 will be sent to the output side of DB3. The
outputs of DB3 are all jumpered together (termi-
nals #2, #4, and #6). These outputs are con-
nected to wire #289. 12 VDC on wire #289 will
energize the controller enable relay (K20), pro-
vided the seat belt is fastened. 12 VDC at termi-
nal #2 of DB4 is sent down wire #241 to pin of
relay (K54). Pin 1 of K54 is connected to terminal
#5 of DB5. 12 VDC at terminal #5 will pass out
terminal #6 of DB5 down wire #241A, energizing
the amber on-container light.
Attachment Work Lights (Illustration 29-59). The
two attachment work lights are powered by relay
(K19). When relay (K19) is de-energized, the
internal switch connects pins (9 and 1) and pins
(12 and 4) completing the circuit of both sets of
pins. When the relay is energized, the coil shifts
the switch, connecting pins (9 and 5) and pins (12
and 8) completing the circuit of both sets of pins.
This allows the 12 VDC, that was present on pin
12, to be sent on wire #242 to energize the left
work light (DS32). Additionally, the 12 VDC, that
was present at pin 9, will be sent on wire #242 to
energize the right work light (DS33).
Twistlock Override (Illustration 29-59). There is
a key-type override switch, located on the back of
the control stand, that is to be used only to bypass
the interlock (amber container light circuitry) for
maintenance or emergency. The override switch
must be held in position to override the interlock
(amber container light circuitry) which will illumi-
nate the amber container light, enabling the oper-
ator to lock and unlock the twistlocks by depress-
ing either the twistlock lock or unlock micro switch.
WARNING: The twistlock override switch
should only be used while maintenancing the
machine or in an emergency.
Component Troubleshooting
Circuit Breakers. Circuit breakers are employed
in the electrical system and act similar to fuses,
protecting the electrical circuits and valuable com-
ponents from overloads which could damage
them. Perform the following troubleshooting pro-
cedures to troubleshoot a circuit breaker.
1. Turn the ignition key to the “Ignition” position.
2. If the circuit breaker is tripped, reset the circuit
breaker.
29-59
3. If the circuit breaker immediately retrips,
remove all wires from the output side (load
side) of the circuit breaker.
4. Reset the circuit breaker. If the circuit breaker
retrips, the circuit breaker is bad and must be
replaced.
5. If the circuit breaker maintains a set state, one
of the output circuits is shorted. Reconnect
the wires one by one to the output side (load
side) until the circuit breaker trips. Trouble-
shoot the circuit of the wire, that tripped the
circuit breaker, for a short.
6. Isolate and remove the short from the circuit.
Wide Twistlock Mode Operation
(Illustration 29-60)
This section explains the electrical operation of
the wide twistlock mode.
Depressing the mode select switch to select the
pin mode, will send 12 VDC from the mode select
switch down wire #286 to the coil of the pin mode
relay K47 (pin 14) energizing the relay. When K47
energizes, 12 VDC at the common pin #9 is sent
out pin #5 to the coil of the interlock relay K14 (pin
#14), energizing K14. When K14 energizes,
ground, present at pin #5, is sent out the common
pin #9 to the coils of the unlock and lock relays
(K6 and K7, pin #13). Neither K6 nor K7 will ener-
gize until 12 VDC is placed on pin #14 of their
coils. Additionally, 12 VDC on wire #286 is sent to
the coil of the pin mode relay (K33, pin 14) ener-
gizing K33. When K33 energizes, 12 VDC at
common pin #9 is sent out pin #5 on #281, ener-
gizing the blue lights (PIN MODE). Additionally,
12 VDC on wire #286 is sent to the coil of the
valve select relay (K42, pin #14) energizing the
relay. K42 in an energized state will send electri-
cal control signals to the Clamp work section
instead of the twistlock work section.
Depressing the Clamp / Unclamp micro switch to
the Unclamp position will send 12 VDC down wire
#202 to the coil of the Unlock relay (K6, pin 14).
This will energize K6, provided the ground from
the interlock relay (K14, pin 9) is present on pin
#13 of the coil of relay K6. When K6 energizes,
12 VDC at the common pin #9 is sent out pin #5,
down wire #222 to the coil of the unlock relay
(K49, pin 14) K49 will energize and send 12VDC
from pin #9 out pin #5 down wire #282 to the
unlock interlock relay (K48, pin 5). K48 will ener-
gize when the amber on container light is illumi-
29-60
nated. When K48 energizes, 12 VDC present at
pin #5 will be sent out pin #9, down wire #282 to
the reset coil of the clamp pressure achieve relay
(K41). This will reset K41 and open the contacts
of pins 10 and 5, removing the 12 VDC from the
Green container light (clamp). Additionally, the
unlock interlock relay (K50) will de-energize.
12 VDC on wire #282 is sent to pin #12 of the
valve select relay (K42). K42 is energized while in
the pin mode of operation. 12 VDC present at pin
#12 is sent out on pin #8, down wire #255 to the
solenoid on the B port side of the clamp work sec-
tion. The solenoid on the B port side will form an
electro-magnet when energized. This shifts the
pilot spool cartridge, allowing pilot pressure to shift
the main spool of the work section. This will divert
system hydraulic oil to the drive motor. The car-
riage assemblies will be moved outward. The car-
riage assemblies will extend until the expansion
carriage out proximity switches sense their tar-
gets. The right hand side of the attachment
operates as follows: 12 VDC is present at red
wire of proximity switch (S67). Ground is present
on the orange wire #211. The 12 VDC present on
the red wire is used for proximity switch operation
only. When the proximity switch is targeted, it will
close the internal contacts of the white and orange
wires. When S67 senses its target, ground is sent
from the orange wire #211 to the white wire #264.
This ground is sent to the coil of the right beam
extended relay (K38, pin 13). This energizes K13.
Pins 12 and 8 of relay K38 will close and pins (9
and 1) will open. This removes 12 VDC from the
SPVR valve and stops the flow of hydraulic oil to
the motor.
Depress the WTP select switch. This will send
12 VDC down wire #287 to pin 14 of relay K45.
K45 will energize, connecting pins 12 to 8 and 9 to
5 of the relay. Additionally, 12 VDC is sent to pin
14 of relay K46, connecting pin 9 to pin 5.
Depressing the Clamp / Unclamp micro switch to
the Clamp position will send 12 VDC down wire
#203 to the coil of the Lock relay (K7, pin 14).
This will energize K14 provided the ground from
the interlock relay (K14, pin #9) is present on pin
#13 of the coil of relay K7. When K7 energizes,
12 VDC at the common pin #9 is sent out pin #5
down wire #223 to pin #9 of the valve select relay
(K42). K42 will be energized in the pin mode. In
an energized state, pin #9 is connected to pin #5
of K42. 12 VDC on pin #9 is sent out pin #5 down
wire #256 to the solenoid on the A port side of the
clamp work section. The solenoid on the A port
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
side will from an electro-magnet when energized.
This shifts the pilot spool cartridge, allowing pilot
pressure to shift the main spool of the work sec-
tion. This will divert system hydraulic oil to the
drive motor. The carriage assemblies will be
moved inward until they target the WTP proximity
switches (S64 and S58). The right hand side of
the attachment operates as follows: 12 VDC is
present on the red wire #200 of proximity switch
(S64). Ground is present on the white wire #211
of proximity switch (S64). The 12 VDC present on
the red wire is used for proximity switch operation
only. When the proximity switch is targeted, it will
close its internal contacts of the white and orange
wires. When S64 senses its target, ground is sent
from the white wire #211 to the orange wire #272.
This ground is sent to pin 9 of relay (K45). K45
was energized by the WTP switch, connecting
pins 9 and 5. Ground present at pin 9 will be sent
out pin 5, down wire #264 to pin 13 of relay (K43),
energizing K43. This will connect pins 12 to 8 and
9 to 5. The Left hand side of the attachment
operates as follows: 12 VDC is present on the
red wire #200 of proximity switch (S58). Ground is
present on the white wire #211 of proximity switch
(S58). The 12 VDC present on the red wire is
used for proximity switch operation only. When
the proximity switch is targeted, it will close its
internal contacts of the white and orange wires.
When S58 senses its target, ground is sent from
the white wire #211 to the orange wire #273. This
ground is sent to pin 12 of relay (K45). K45 was
energized by the WTP switch, connecting pins
12 and 8. Ground present at pin 12 will be sent
out pin 8, down wire #265 to pin 13 of relay (K37)
and to pin 13 of relay (K44), energizing both
relays. When K44 energizes, 12 VDC present at
pin 9 is sent out pin 5 to relay (K43, pins 9 and
12). Relay (K43) will energize when the right side
WTP proximity switch (S64) senses its target.
When relay (K43) energizes, pin 12 is connected
to pin 8 and pin 9 is connected to pin 5. 12 VDC,
present at pin 12 of K43 (from K44), will be sent
out pin 8, down wire #281A to the flasher (for blue
light). 12 VDC, present on wire #281A will cause
the blue light to blink on and off, signifying that the
twistlocks are in position for WTP operation.
Selecting Twistlock Mode Operation. Refer to
Twistlock Circuit Operation (Pin System) in this
section for circuit analysis.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-61

 cylinder out of the way.
BOLT
WASHER 5. Remove the bolt clamping the bellcrank to the
BOLT twistlock.
ROD END 6. Remove the bellcrank and key from the twist-
lock.
WASHERS 7. Drive out the spring pin securing the slotted
nut to the twistlock.
BELLCRANK 8. Remove the slotted nut from the twistlock.
Support the twistlock and guide block as the
slotted nut is removed.
9. Lower the twistlock and guide block from the
SLOTTED twistlock housing.
NUT
NOTE: The twistlock guide spacer and inner
SPRING bearing and race will remain within the housing.
SPACER
PIN
10. Remove the spacer and the inner bearing from
GREASE the housing.
FITTING RACE
11. Inspect the outer race for damage. If dam-
aged, use a suitable punch to drive the outer
race from the twistlock housing and replace.
Illustration 29-33. Twistlocks Removal
Twistlocks Inspection
Twistlocks Removal 1. Magnetic particle test the twistlocks (refer to
the Preventive Maintenance chart in the
The following procedures describe the removal, Appendices).
inspection, installation, and adjustment of the
twistlock assemblies: 2. Check all threaded parts for damaged or
stripped threads. Replace parts found to be
1. Position the truck on a hard, level surface, unserviceable.
apply the parking brake, and block the wheels
in both directions to prevent movement of the Twistlocks Installation
truck.
1. Install the twistlock into the guide block.
2. Lower the attachment to its lowest position.
Extend the attachment to its 40 ft. position. 2. Install the twistlock and guide block into the
Using the pile slope function, pivot the desired twistlock housing.
end of the attachment towards the ground. 3. Prior to inserting the twistlock and guide block
This allows access to the twistlocks from into the housing, add guide block spacers at
ground level. the top of the guide block (over the twistlock)
3. Shut off the engine and Lock Out & Tag Out to obtain 1 11/16” from bottom of twistlock
the truck. housing to the lifting surface of the twistlock
(see Illustration 29-35). Repeat this procedure
until the required 1 11/16” measurement is ob-
WARNING: Death or Serious injury can tained.
occur from falls. Always use OSHA approved 4. Install the inner bearing and spacer.
ladders, stands or manlifts to reach high
places on the truck 5. Hand tighten the slotted nut down until it bot-
toms out, align the slotted nut with the hole
4. Remove the bolt from the rod end of the twist- drilled through the twistlock, and install the
lock cylinder. Rotate the rod end and twistlock spring pin.

29-62 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 BELLCRANK

SPRING
PIN

SLOTTED
NUT

SPACER

SPACERS
INNER
RACE

OUTER
RACE

GUIDE
KEY BLOCK

TWISTLOCK

Illustration 29-34. Twistlock Parts

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-63

 4. Shut off the engine. Lock Out and Tag Out the
truck.

WARNING: Death or Serious injury can

occur from falls. Always use OSHA approved
ladders, stands or manlifts to reach high
places on the truck.

1--11/16”

Illustration 29-35. Twistlocks Parts

CAUTION: Do not over tighten the slotted

nut. The twistlock must rotate freely. SIDE
PIN
6. Install the bellcrank and key onto the twistlock.
Illustration 29-36. Side Pin Removal
NOTE: Align the bellcrank with the slot of the
twistlock so that the locking bolt can be installed. 5. Remove the bolts and the side pin from the
expansion carriage.
7. Install the bolt through the bellcrank. Install
and tighten the nut. 6. Use a tap and die to remove all LoctiteR resi-
due from the bolts, and the threaded mounting
8. Apply LoctiteR 277 to the threads of the rod holes of the expansion carriage.
end / bellcrank bolt.
9. Position the rod end over the bellcrank and Side Pin Inspection
install the washers and bolt. Torque bolt to 1. Inspect all threaded parts for damaged or
150 ft-lbs. stripped threads, and repair light damage with
thread chasers. Replace parts found to be
Side Pin Removal unserviceable.
1. The twistlock guide housing and twistlock must
be removed for replacement of the side pin.
2. Position the truck on a hard level surface,
apply the parking brake, and block the wheels
in both directions to prevent movement of the
truck.
3. Lower the attachment to its lowest position.
Extend the attachment to its 40 ft. position.
Using the Pile slope function, pivot the desired
end of the attachment towards the ground.
This allows access of the twistlocks and side
pin from ground level.

29-64 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)


2.250”
2.251”
Illustration 29-37. Pilot Hole Inspection
2. Inspect the pilot hole in the twistlock housing.
The original diameter is 2.250” / 2.251” (see
Illustration 29-37). The pilot hole must be
concentric (round).
MINIMUM
ALLOWABLE
DIAMETER
1.590”
Illustration 29-38. Pilot Hole Inspection
3. Inspect the side pin. The original diameter of
the side pin is 1.745” ± .005”. The pin can be
rotated as it wears. When the diameter is
worn more than 1.660” (.080” of the original
dimension), rotate the pin 180 degrees. The
pin can only be rotated once. When the diam-
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
eter is worn more than 1.580” (.160” of the
original dimension), replace the pin.
Side Pin Installation
1. Seat the pin into the housing.
2. Apply LoctiteR to the threads of the mounting
bolts. Install the bolts and flatwashers.
3. Torque the six mounting bolts to 210 ft-lbs.
4. Perform the Twistlocks Installation proce-
dures found in this section.
5. The pin (Clamp) proximity switches should be
checked for proper operation any time the side
pin has been removed before placing the truck
into service.
Pin Clamp Proximity Switch Adjustments
Complete the following procedures to check and
adjust the clamp proximity switches:
1. Position the truck on a hard level surface,
apply the parking brake, and block the wheels
in both directions to prevent movement of the
truck.
2. Lower the attachment to its lowest position.
Extend the attachment to its 40 ft. position.
Using the pile slope function, pivot the desired
end of the attachment towards the ground.
This allows access of the twistlocks from
ground level.
WARNING: Death or Serious injury can
occur from falls. Always use OSHA approved
ladders, stands or manlifts to reach high
places on the truck.
3. Position 4 metal objects in front of the clamp
proximity switches. Use grease or tape to
secure the metal object in front of the proximity
switches. This procedure will require repeat-
ing procedure 2. for both end beams.
4. Shut off the engine and turn the ignition switch
to the Ignition position (One click).
5. The Green locked light will illuminate if all 4
proximity switches are operating properly and
the clamp pressure switch (SPS) is made.
NOTES:
S The L.E.D., located on the back of the proximi-
ty switch, will illuminate when the proximity
29-65
 switch is targeted. This does not signify that
the internal contacts of the proximity switch
have switched and does not prove the proximi-
ty switch is operational.
S If desired, jumper the two wires of the clamp
pressure switch together. This will simulate
that clamp pressure has been achieved. With
all 4 clamp proximity switches targeted, the
green container light should illuminate.
PROXIMITY
SWITCH
SIDE
PIN
SET
SCREW
Illustration 29-39. Proximity Switch Adjustment
6. To adjust the proximity switches, remove the
outside setscrew and loosen the inner set-
screw (see Illustration 29-39). This will allow
the proximity switch to slide in and out of the
slot.
7. With a metal object approximately 1/8” in front
of the proximity switch aperture, move the
proximity switch in or out until the L.E.D. illumi-
nates. Tighten the setscrews with the proximi-
ty switch at this location. Repeat procedures
5. and 6. for the remaining clamp proximity
switches.
Pin System Expansion Carriage Removal
1. Lower the attachment to its lowest position.
Select Pin mode of operation and extend the
expansion carriages.
2. Apply the parking brakes, block the wheels to
prevent movement in either direction, and
Lock Out & Tag Out the truck.
29-66
3. Tag and disconnect all electrical connections
to the carriage assembly.
4. Provide a suitable lifting device capable of
supporting approximately 800 pounds and
attach it to the carriage assembly.
5. Provide a suitable container to catch draining
hydraulic fluid. Tag, disconnect, and plug the
two hydraulic hoses to the twist lock cylinder.
CAUTION: Dispose of drained hydraulic
fluid in accordance with federal and local
regulations.
6. Disconnect the power track from the carriage
assembly.
GREASE
RELIEF
MOUNTING
CLAMP
BOLT
30˚
GREASE FLANGE
FITTING NUT
GREASE
RESERVOIR
Illustration 29-40. Grease Reservoir
7. Remove the clamp from the grease reservoir.
8. Remove the nuts, bolts, flatwashers, and
spacers from the flange assembly.
9. Rotate the flange assembly 30 degrees to
align it with the through slots of the carriage
(see Illustration 29-40).
10. Remove the two bolts securing the stop plate
to the lug beam assembly.
11. Apply enough tension to the lifting device to
support to carriage assembly.
12. Slowly pull the carriage from the lug beam.
Once the carriage is clear of the lug beam,
move the carriage to a prepared work area.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 DRIVE
MOTOR TENSION SPLIT MOTOR
BOLT NUT
DRIVE SCREW
ASSEMBLY
TRUNNION

GREASE LOCKING DRIVE LINE

FITTING BOLT ASSEMBLY

Illustration 29-41. Drive System Illustration 29-42. Drive Assembly Removal

Expansion Carriage Drive System Removal

LOCK
Perform the following procedures for removal of TACK PLATE
the drive: WELD
1. Fully open the carriage assemblies.
2. Remove the grease reservoir. TRUNNION
3. Remove the spring pin from the slotted nut
(located on the end of the screw).
4. Remove the slotted nut from the screw assem-
bly.
5. Remove the two mounting bolts from the TACK
flange nut. WELD
6. Remove the slotted nut from the screw.
TRUNNION
7. Remove the tension bolt from the drive assem- MOUNT
bly. WELDMENT
8. Remove the two mounting bolts securing the
drive motor to the lug beam. Illustration 29-43. Trunnion And Screw Removal
9. Pull the drive motor away from the motor 10. Remove the locking bolts from the split nut
mount as far as possible. This should allow and remove the split nut from the screw.
enough clearance to swivel and pull the drive
assembly on the opposite side of the motor 11. Attach an appropriate lifting device capable of
mount free of the drive motor. supporting 100 pounds to the trunnion and
screw assembly.
NOTE: If additional clearance is required, slightly 12. Grind the tack welds off the locking plates
cock the motor. Remove the drive assembly and (located on the trunnion mount weldment, see
key from the screw. Retain the key for re-assemb- Illustration 29-43).
ly.
13. Grind off the tack welds from the base of the
trunnion weldments.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-67

14. Remove the six bolts which secure the trun-
nion weldments to the lug beam assembly.
15. Remove the screw and trunnion as an assem-
bly.
16. Move the trunnion and screw assembly to a
prepared work area.
Expansion Carriage Drive System Inspection
1. Inspect all threaded parts for damaged or
stripped threads. Repair light damage with
thread chasers. Replace parts found to be
unserviceable.
2. Inspect the trunnion screw bearings for loose-
ness, pitting, or other signs of excessive wear.
Replace both bearings if either is worn.
3. In the event the trunnion screw bearings
require replacement, install the trunnion screw
bearings as indicated. The load side of the
trunnion screw bearings must be positioned
towards the outside of the trunnion.
4. Inspect the bushings of the trunnion. Shift the
trunnion up and down, and side to side while
observing for movement of the trunnion.
Excessive movement indicates a bushing has
failed. Replace both bushings if one is found
defective.
5. Inspect the splines of the drive motor and
screw. Replace parts found to be worn or
damaged.
BUSHING

NO LOAD
SIDE FACING
INWARD

LOAD
SIDE
FACING
OUTWARD

Illustration 29-45. Trunnion Bushings

Illustration 29-44. Trunnion Screw Bearings

29-68 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 INSIDE
FACE

OUTSIDE
FACE

FLATWASHER

SEAL
SLEEVE

BUSHING TRUNNION
ASSEMBLY

FLANGE NUT
ASSEMBLY

SEAL

BEARING
SEAL LOCK
SLEEVE PIN
SLOTTED
NUT

BUSHING

BEARING
SEAL
SPLIT
FLATWASHER
NUT

SCREW

GREASE
RESERVOIR

Illustration 29-46. ?????

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-69

 GREASE
RELIEF
MOUNTING
CLAMP
BOLT

GREASE FLANGE
FITTING NUT

GREASE
RESERVOIR

Illustration 29-48. Grease Reservoir

Flange Nut Removal

Illustration 29-47. Trunnion Seal and Sleeve
Trunnion Seal and Seal Sleeve Installation
1. Install the trunnion screw bearings into the
trunnion as indicated.
2. Install the seal sleeve into the trunnion with
the lip towards the trunnion, flat side of seal
sleeve facing out (see Illustration 29-47).
3. Install the seal with the spring side facing out.
4. Install the flat washer onto the screw prior to
inserting the screw through the trunnion.
NOTE: The flat washer must be on the side
towards the grease reservoir.
Perform the following procedures to remove the
flange nut:
1. Position the truck on a hard, level surface,
apply the parking brake, and block the wheels
in both directions to prevent movement of the
truck.
2. Lower the attachment to its lowest position.
Extend the attachment to its 40 ft. position.
Using the pile slope function, pivot the desired
end of the attachment towards the ground.
This allows access of the flange nut from
ground level.
WARNING: Death or Serious injury can
occur from falls. Always use OSHA approved
ladders, stands or manlifts to reach high
places on the truck.
3. Remove the grease reservoir.
4. Fully open the carriage assemblies.

29-70 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)


FLANGE
NUT
SCREW
SLOTTED
NUT
SPRING
PIN
Illustration 29-49. Screw Assembly
5. Remove the spring pin from the slotted nut.
6. Remove the slotted nut
7. Remove the flange nut mounting bolts and
spacers.
8. Remove the flange nut from the screw. Rotate
the flange nut clockwise or counterclockwise
(dependent on which side of the attachment
the flange nut is located on).
Flange Nut Installation
1. Position the truck on a hard, level surface,
apply the parking brake, and block the wheels
in both directions to prevent movement of the
truck.
WARNING: Death or Serious injury can
occur from falls. Always use OSHA approved
ladders, stands or manlifts to reach high
places on the truck.
2. Lower the attachment to its lowest position.
Extend the attachment to its 40 ft. position.
Using the pile slope function, pivot the desired
end of the attachment towards the ground.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
This allows access of the flange nut from
ground level.
3. Remove the grease reservoir.
4. Fully open the carriage assemblies.
5. Install the flange nut on the screw. Rotate the
flange nut clockwise or counterclockwise
(dependent on which side of the attachment
the flange nut is located on).
6. Install the spacers and the flange nut mount-
ing bolts (see Illustration 29-48).
NOTE: When installing the spacers, ensure that
the spacer is in good condition, and that an 1/8”
gap is attained between the flange nut assembly
and the lug beam.
7. Install the slotted nut.
8. Remove the spring pin from the slotted nut.
9. Remove the grease reservoir.
Slider Bearing Replacement and Shimming
The expansion carriage must be removed in order
to properly shim the slider bearings.
MEASURE & RECORD
DISTANCES
MEASURE & RECORD
DISTANCES
Illustration 29-50. Lug Beam Measuring
1. Once the expansion carriage has been
removed from the lug beam, measure and
record the distance inside the lug beam track
from side to side and top to bottom (see
Illustration 29-50).
29-71
 SPACER

TRUNNION

1/8” SCREW

BOLT
WASHER

EXPANSION
FLANGE CARRIAGE
NUT

Illustration 29-51. ????

29-72 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)


MEASURE & RECORD
DISTANCE
MEASURE & RECORD
DISTANCE
Illustration 29-52. Expansion Carriage Measuring
2. Remove the slider bearings and shims from
the expansion carriage. Measure and record
the distance on the outside of the expansion
carriage rails from side to side and top to
bottom (see Illustration 29-52).
MEASURE & RECORD
DISTANCES
Illustration 29-53. Expansion Carriage Measuring
3. Measure, combine and record the thickness of
both opposing slider bearings (set, see Illustra-
tion 29-53).
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
NOTE: Replace the slider bearings when the
bearing thickness is worn to 3/16”. Replace the
slider bearings as a set to prevent uneven wear,
binding and / or premature wear of new bearings.
4. Subtract the measurements recorded in proce-
dure 2. from the measurements recorded in
procedure 1. Record this measurement.
5. Subtract the measurement recorded in proce-
dure 3. from the measurement recorded in
procedure 4. Subtract 1/16” from this sum.
The balance is the required thickness of the
shim pack. Divide the total required shim pack
thickness by two and equally install the shims
underneath the opposing slider bearings (set).
6. When the slider bearings are equally and
properly shimmed, apply LoctiteR 277 to the
threads of the counter sunk bolts. Torque the
slider bearing socket head bolts to 14-16 ft-lbs
and center punch the heads of the bolts to
lock in place.
Expansion Carriage Inspection
1. Inspect the expansion carriage welds for
cracks. Refer to SIRR in the Appendices for
typical inspection points.
2. Inspect the slider bearings for cracks, chunk-
ing or excessive wear. Replace worn or dam-
aged slider bearings as a set.
3. Inspect all threaded components for damaged
or stripped threads. Replace all damaged
components.
Expansion Carriage Installation
1. Lower the attachment to its lowest position.
2. Apply the parking brakes, block the wheels to
prevent movement in either direction, and
Lock Out & Tag Out the truck.
3. Perform the Slider Bearing Replacement
and Shimming procedures, found in this sec-
tion, prior to installation.
WARNING: Death or Serious injury can
occur from falls. Always use OSHA approved
ladders, stands or manlifts to reach high
places on the truck.
29-73
4. Provide a suitable lifting device capable of
supporting approximately 800 pounds and
attach it to the carriage assembly.
5. Lubricate the sliding surfaces of the lug beam
assembly and slider bearings with a good
grade of grease. Refer to the Fuel and Lubri-
cant Specifications found in the Appen-
dices.
6. Lift the expansion carriage and align it with the
lug beam. Slide the expansion carriage into
the lug beam half way. Ensure that the flange
nut is properly aligned with the slot located at
the end of the carriage. Carefully slide the
expansion carriage completely into lug beam.
7. When the expansion carriage has been
inserted past the flange nut, rotate the flange
nut until it aligns with the mounting holes on
the expansion carriage. Install the two flange
nut mounting bolts.
8. Reconnect all electrical components and
hydraulic hoses.
CENTER OF LUG
BEAM
44--31/64” 44--31/64”
88--31/32”
CENTER TO CENTER OF TWISTLOCKS
Illustration 29-54. Fully Retracted Measurements
Expansion Carriage Alignment
Perform the following procedures whenever the
expansion carriages or the limit switches have
been removed.
Alignment Check
1. Operate the expansion carriages to their fully
RETRACTED position. The proximity target
will activate the proximity switches and illumi-
nate the red container light. Activation of the
retract proximity switch does not stop move-
29-74
ment of the carriages. The carriages are
stopped when they contact the stop plate
welded to the lug beam assembly.
2. Measure the distance between the tips of the
two twistlocks (center to center, see Illustration
29-54). This measurement must equal
88 31/32 inches.
3. Mark the center of the lug beam assembly.
Measure the distance from the center mark to
the tips of each twistlock (see Illustration
29-55). These measurements must equal
44 31/64 inches
4. Repeat procedures 2. and 3. for the opposite
side of the attachment.
CENTER OF LUG
BEAM
61.5” 61.5”
123”
CENTER TO CENTER OF TWISTLOCKS
Illustration 29-55. Fully Extended Measurements
5. Extend the carriages to their fully EXTENDED
position. The expansion of the carriages is
controlled (stopped) by the expansion carriage
extended proximity switches. When the
expansion carriages are fully extended, a tar-
get will activate the extended proximity
switches, illuminating the red container light
and stopping any further outward movement of
the carriages.
6. Measure the distance between the tips of the
two twistlocks (center to center, Illustration
29-55). This distance should equal 123
inches.
7. Mark the center of the lug beam assembly.
Measure the distance from the center mark to
the tips of each twistlock (see Illustration
29-55). These measurements should equal
61.5 inches.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
8. Repeat procedures 5. through 7. for the oppo-
site end of the attachment.
9. If procedure 6. is not 123 inches, then adjust-
ment of the expansion carriage extended prox-
imity switch is required.

CROSS CHECK

TWISTLOCK TIPS
(CENTER TO CENTER)

Illustration 29-56. Cross Check Measurement

10. Fully retract the expansion carriages. Mea-

sure and record the distance from the left front
twistlock to the right rear twistlock (center to
center).
11. Measure and record the distance from the left
rear twistlock to the right front twistlock (center
to center).
12. The measurements recorded in procedures
10. and 11. must equal each other.
13. Repeat procedures 10. through 12. with the
expansion carriages fully extended.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-75

 EXPANSION
TWISTLOCK CARRIAGE PIN SYSTEM EXPANSION CARRIAGE WIDE
SOFT LANDING EXTENDED SOFT LANDING RETRACTED TWISTLOCKS
PROXIMITY PROXIMITY PROXIMITY PROXIMITY SWITCH PROXIMITY
SWITCH SWITCH SWITCH SWITCH

PIN SYSTEM
CLAMP PROXIMITY
PIN SYSTEM SWITCH
PIN SYSTEM
CLAMP PROXIMITY
SOFT LANDING
SWITCH
PROXIMITY
SWITCH

Illustration 29-57. ???? Illustration 29-58. ????

Soft Landing (Pin Mode)
Perform the following procedures to adjust the soft
landing proximity switches:
1. Lower the attachment to its lowest position.
WARNING: Death or Serious injury can
occur from falls. Always use OSHA approved
ladders, stands or manlifts to reach high
places on the truck.
2. Shut off the engine and turn the ignition switch
to the ignition position (one click)
3. Push the soft landing pedal level with the land-
ing pad surface. If the proximity switch is
operating correctly and is within the targeting
window (adjustment), the proximity switch
should energize.
NOTE: The L.E.D. located on the back of the
proximity switch will illuminate when the proximity
switch is targeted. This does not signify that the
internal contacts of the proximity switch have
switched and does not prove the proximity switch
is operational.
4. The amber on-container light should illuminate
if all 4 on-container proximity switches are acti-
vated.
5. If one of the proximity switches fails to ener-
gize when the soft landing pedal is raised into
position, loosen the mounting bracket and
re-position the proximity switch 1/8” to 1/4”
from the surface of the target.
6. Provided the proximity switch has power and
is operational, the L.E.D. on the back will illu-
minate. Ensure that when the soft landing
pedal is lowered that the proximity switch
de-energizes.
7. Repeat procedures 5. and 6. as required for
the remaining proximity switches.

29-76 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Hoist Circuit

PLACE THE FOLLOWING ILLUSTRATIONS IN

FOLDER ENVELOPES:
Illustration 29-59 - 06A2437 SHT. 10 (ANSI)
Illustration 29-60 - 06A2437 SHT. 11 (ANSI)

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-77

 Hoist Circuit

29-78 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Optional Corner Mounted Lock / Unlock Proximity Switches
Introduction. This section contains electrical,
hydraulic, and mechanical operational information
for the attachment that employs the optional, four-
corner-mounted lock / unlock proximity switches
twistlock system.
Attachment Proximity Switches Locations.
Refer to Illustrations 29-63 and 29-64 for the loca-
tions of the attachment proximity switches.
40 FT. Expand Circuit Operation (Illustration
29-29). The twistlocks must be fully unlocked (red
container light illuminated) before 12 VDC operat-
ing power is supplied to wire #237 for the 40-ft.
expand switch (S32). To select the 40-ft. position,
depress the 40-ft. expand switch (S32) to the start
position and release. 12 VDC will be sent on wire
#212 to pin 14 of the double-latching relay (K15)
which will set the relay. Wire #200, which has 12
VDC on it from a 15 amp circuit breaker (CB20), is
connected to pins 6 and 10 of K15. In a set state
(red flag is visible in window), pin 10 is connected
to pin 5 while pin 6 is connected to pin 8. In a set
state, 12 VDC will be sent from pin 6 to pin 8 on
wire #251 to port A of the expansion work section
(WS4) which will shift the pilot control solenoid,
allowing pilot pressure to shift the main spool.
From here, hydraulic fluid flow is diverted to the
piston end of the expansion cylinders (extending
the cylinders).
While in the set state, double-latching relay (K15)
will close the contact points of pins 10 and 5,
sending 12 VDC out wire #248 to a diode bank
(refer to Diodes in the Component Trouble-
shooting), energizing the strobe and audible
alarm. At the same time, 12 VDC on wire #248
will be sent to proximity switch S43 (red and white
wires) and proximity switch S51 (red wire). When
proximity switch (S43) senses its target, it will
energize, connecting the contact points of the
white and orange wires. Once this happens,
12 VDC is sent out the orange wire #245 to the
white wire #245 of proximity switch (S51). When
proximity switch (S51) senses its target, it will
close the contact points of its white and orange
wires, sending 12 VDC down wire #246, which will
reset the double-latching relay (K15). Once the
double-latching relay (K15) resets, it will open the
contact points of pins (10 and 5) and pins (6 and
8) removing 12 VDC from wires #248 and #251.
If the 40-ft. expansion has been selected, the
expansion movement can be stopped at any time
by depressing the 40-ft. expansion switch (S32) to
the stop position. This will send 12 VDC from the
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
expansion switch down wire #214 through a diode
bank, down wires #244 and #246, resetting the
double-latching relays (K15 and K16).
20 FT. Retract Circuit Operation (Illustration
29-29). The twistlock must be fully unlocked (red
container light illuminated) before 12 VDC operat-
ing power is supplied to wire #237 on the 20-ft.
expand switch (S33). To select the 20-ft. position,
depress the 20-ft. retract switch (S33) to the start
position and release. 12 VDC will be sent on wire
#213 to pin 14 of the double-latching relay (K16)
which will set the relay. Wire #200, which has
12 VDC on it from a 15 amp circuit breaker (CB20)
and is connected to pins (6 and 10). In a set state
(red flag is visible in window), pin 10 is connected
to pin 5 while pin 6 is connected to pin 8. In a set
state, 12 VDC will be sent from pin 6 to pin 8
down wire #252 to port B of the retract work sec-
tion (WS4) which will shift the pilot control sole-
noid, allowing pilot pressure to shift the main
spool. From here, the hydraulic fluid flow is
diverted to the rod end of the expansion cylinders
(retracting the cylinders).
While in the set state, double-latching relay (K16)
will close the contact points of pins 10 and 5
which will send 12 VDC down wire #247 to a
diode bank (refer to Diodes in the Component
Troubleshooting), energizing the strobe and
audible alarm. At the same time, 12 VDC on wire
#247 will be sent to proximity switch S42 (red and
white wires) and proximity switch S50 (red wire).
When proximity switch (S42) senses its target, it
will energize, connecting the contact points of the
white and orange wires. Once this happens,
12 VDC is sent out the orange wire #243 to the
white wire #243 of proximity switch (S50). When
proximity switch (S50) senses its target, it will
close the contact points of its white and orange
wires, sending 12 VDC down wire #244 which will
reset the double-latching relay (K16). Once the
double-latching relay (K16) resets, it will open the
contact points of pins (10 and 5) and pins (6 and
8), removing 12 VDC from wires #247 and #252.
If the 20-ft. retract has been selected, the retract
movement can be stopped at any time by
depressing the 20-ft. retract switch (S33) to the
stop position. This will send 12 VDC from the
retract switch to wire #214 through a diode bank,
on wires #244 and #246, resetting the double-
latching relays (K15 and K16).
Twistlock Circuit Operation (Illustration 29-70).
The amber container light must be illuminated in
29-79
order to lock or unlock the twistlocks. To perform
the twistlock lock or unlock function depress the
twistlock lock / unlock switch (S31). 12 VDC will
be sent on wire #203 (lock twistlocks) or wire #202
(unlock twistlocks) to relay (K7 or K6). The twist-
lock interlock relay (K14) must be energized to
pass ground from pin 5 to pin 9 to pin 13 of relays
(K6 and K7) which will complete the path for cur-
rent flow to relays (K6 and K7) coils, energizing
relay (K6 or K7). Once the relay coil is energized,
12 VDC will be sent from pin 9 to pin 5 on wire
#223 (lock twistlocks) or wire #222 (unlock twist-
locks) to port A or port B of the twistlock work sec-
tion (WS5) which will shift the pilot control sole-
noid, allowing pilot pressure to shift the main
spool. From here, the main attachment fluid flow
is diverted to the twistlock cylinders to lock or
unlock the twistlocks. When the twistlocks are ful-
ly locked and the attachment is down on a con-
tainer, the green and amber container lights will be
illuminated. When the twistlocks are fully
unlocked and the attachment is down on a con-
tainer, the red and amber container lights will be
illuminated. Refer to Attachment Interlock Logic
For Container Lights Operation for the red,
green and amber container lights interlock opera-
tion.
In the event of an emergency or while mainte-
nancing the truck, a twistlock override switch
(S35) can be held in position to override the inter-
lock (amber container light circuitry) to allow the
operator to lock or unlock the twistlocks.
Container Lights. The container lights, located in
the cab, are used to aid the operator in the safe
operation of the attachment. They provide the
operator with a visual indication of interlock logic
for attachment operation. The following list
describes the function of each container light.
1. Red Light. This light illuminates when the
twistlocks are fully unlocked (additionally, the
work lights on the attachment will be illumi-
nated).
2. Green Light. This light illuminates when the
twistlocks are fully locked.
3. Amber Light. This light illuminates when the
attachment is fully on the container and twist-
locks are in the container’s corners.
Attachment Interlock Logic For Container
Lights Operation (Illustration 29-70)
Red Light Operation (Unlocked). Under normal
operation, the red container light will be the only
29-80
light illuminated when approaching the container.
The red light operates as follows: 12 VDC is pres-
ent at both the white and red wires of proximity
switch S45. 12 VDC is present on the red wire
only of proximity switches S48, S37 and S40. The
12 VDC present on the red wires is used for prox-
imity switch operation only. As each of the prox-
imity switches is targeted, they close the internal
contacts of the white and orange wires respective-
ly. When S45 senses its target, 12 VDC is sent
from the white wire #200 to the orange wire #234.
This voltage is sent to the white wire #234 of S48.
When S48 senses its target, the internal contacts
close and the 12 VDC on wire #234 is sent out
orange wire #235 to S37 on the white wire #235.
When S37 senses its target, 12 VDC is sent from
the white wire #235 to the orange wire #236. This
voltage is sent to the white wire #236 of S40.
When S40 senses its target, the internal contacts
close and the 12 VDC on wire #236 is sent out
wire #237. 12 VDC on the wire #237 is sent to
terminal #1 of diode bank (DB5). 12 VDC will
pass from terminal #1 to terminal #2 of DB5 to the
Red container light, illuminating the light. Addi-
tionally, 12 VDC on terminal #1 of DB5 is jump-
ered to terminal #5 of diode bank (DB3). 12 VDC
will pass from terminal #5 to terminal #6 of DB3
down wire #289 to the controller enable relay
(K20, see Relay K20 Operation). Additionally,
the 12 VDC on wire #237 will provide operating
power to the 40-ft. expand switch (S32) and the
20-ft. retract switch (S33). 12 VDC on wire #237
also energizes the work light relay (K19). K19 will
energize, connecting pins 5 to 3 and 6 to 4. 12
VDC at pin 5 will pass out pin 3, down wire #242
to the left work light (DS32), illuminating it. 12
VDC at pin 6 will pass out pin 4, down wire #242
to the right work light (DS33), illuminating it. Addi-
tionally, 12 VDC at pin 4 of relay (K19) is sent
down wire #263 to the red container light mounted
on the attachment, illuminating the light.
Green Light Operation (Locked). The green
light operates as follows: 12 VDC is present at
both the white and red wires of proximity switch
S44. 12 VDC is present on the red wire only of
proximity switches S47, S36 and S39. The
12 VDC present on the red wires is used for prox-
imity switch operation only. As each of the prox-
imity switches is targeted, they close the internal
contacts of the white and orange wires respective-
ly. When S44 senses its target, 12 VDC is sent
from the white wire #200 to the orange wire #230.
This voltage is sent to the white wire #230 of S47.
When S47 senses its target, the internal contacts
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 RIGHT
S44 S48
(Locked) S46 S49 (Unlocked)
(On Container) (On Container) S47
S45
(Locked)
(Unlocked)

S50
(Right Frame
20’)

S42
(Left Frame
20’)

S51
(Right Frame
40’)
TRUCK

S43
(Right Frame
40’)

S40
S36 (Unlocked)
(Locked)
S38 S41
S37 (On Container) (On Container)
(Unlocked) S39
(Locked)
LEFT

Illustration 29-61. Proximity Switch Locations (Optional)

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-81

 S51
40 FT. EXPAND
PROXIMITY SWITCH
(Wide Frame)

S42
20 FT. RETRACT
PROXIMITY SWITCH
(Narrow Frame)

S50
20 FT. RETRACT
ATTACHMENT END PROXIMITY SWITCH
JUNCTION BOX (Wide Frame)
(RIGHT END)

RIGHT
S43
40 FT. EXPAND
PROXIMITY SWITCH
(Narrow Frame)

TRUCK SIDE

TWISTLOCK ATTACHMENT END

LOCK / UNLOCK JUNCTION BOX
PROXIMITY SWITCHES (LEFT END)

ON CONTAINER ATTACHMENT MAIN

PROXIMITY SWITCH JUNCTION BOX
LEFT

NOTE: Refer to Illustration 29-61 for Proximity

Switch locations on Attachment

Illustration 29-62. Attachment Electrical Components

29-82 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

close and the 12 VDC on wire #230 is sent out
orange wire #231 to S36 on the white wire #231.
When S36 senses its target, 12 VDC is sent from
the white wire #231 to the orange wire #232. This
voltage is sent to the white wire #232 of S39.
When S39 senses its target, the internal contacts
close and the 12 VDC on wire #232 is sent out
wire #233. 12 VDC on the wire #233 is sent to
terminal #3 of diode bank (DB5). 12 VDC will
pass from terminal #3 to terminal #4 of DB5 to the
Green container light, illuminating the light. Addi-
tionally, 12 VDC on terminal #3 of DB5 is jump-
ered to terminal #1 of diode bank (DB3). 12 VDC
will pass from terminal #1 to terminal #2 of DB3
down wire #289 to the controller enable relay
(K20, see Relay K20 Operation). 12 VDC on
wire #233 also energizes the relay (K29). K29 will
energize, connecting pins 9 and 5. 12 VDC at pin
9 will pass out pin 5, down wire #262 to the green
container light mounted on the attachment, illumi-
nating the light.
Amber Light Operation (On Container). The
amber light operates as follows: 12 VDC is pres-
ent at both the white and red wires of proximity
switch (S46). 12 VDC is present on the red wire
only of proximity switches (S49, S38 and S41).
The 12 VDC present on the red wires is used for
proximity switch coil operation only. As each of
the proximity switches is targeted, they close the
internal contacts of the white and orange wires
respectively. When S46 senses its target, 12 VDC
is sent from the white wire #200 to the orange wire
#238. This voltage is sent to the white wire #238
of S49. When S49 senses its target, the internal
contacts close and the 12 VDC on wire #238 is
sent out the orange wire #239 to S38 on the white
wire #239. When S38 senses its target, 12 VDC
is sent from the white wire #239 to the orange wire
#240. This voltage is sent to the white wire #240
of S41. When S41 senses its target, the internal
contacts close and the 12 VDC on wire #240 is
sent out wire #241 to pin 14 of the twistlock inter-
lock relay (K14), energizing K14. When K14 ener-
gizes, ground at pin 5 is sent out pin 9 to pin 13 of
relays (K6 and K7). 12 VDC on wire #241 is sent
to terminal #5 of diode bank (DB5). 12 VDC will
pass from terminal #5 to terminal #6 of DB5 to the
Amber on-container light, illuminating the light.
12 VDC on wire #241is additionally sent to pin 1
of relay (K54) and to pin 14 of relay (K30). This
will energize K30, connecting pins 9 and 5.
12 VDC at pin 9 is sent out pin 5, down wire #261,
illuminating the amber on-container light mounted
on the attachment.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Relay K20 Operation (Illustration 22-15). Relay
K20 operates as follows: illumination of the red or
green container light will send 12 VDC through a
bank of three diodes (DB3). The diodes are used
to isolate the red container light from the green
container light. From here, the 12 VDC will be
placed on wire #289 to pin 86 of the controller
enable relay (K20), energizing the relay provided
the seat belt is fastened. When K20 energizes,
12 VDC (supplied from CB15 to pin 30) will be
sent out pin 87 of K20 down wire #79. This will
energize the controller enable solenoid valve
(CDS) and allow pilot pressure present at port 3 to
pass out port 1 of this valve, and supply pilot pres-
sure to the joystick for lift / tilt hydraulic functions.
When the Green or Red container light is not illu-
minated, 12 VDC will not be supplied to pin 86 of
relay K20 and K20 will not energize unless the
override switch is activated. The override switch
is a key type switch that must be held in its closed
state to override the interlock operation of the
Red, Green, and Amber container lights. 12 VDC
is supplied to the override switch from CB18 on
wire #210 to the B post of the override switch.
Activation of the override switch will send 12 VDC
from the B post out the S post of the override
switch and down wire #221 to pin 14 of relay K54,
energizing K54. Additionally, 12 VDC on wire
#221 is sent to terminal #3 of diode bank DB4.
12 VDC on terminal #3 will pass out terminal #4 of
DB4 to the output side of DB3, down wire #289 to
the controller enable relay (K20, pin 86).
Relay K54 Operation (Illustration 29-70). Relay
K54 is controlled by the override key switch only.
K54 in conjunction with the on-container proximity
switches (S46, S49, S38, S41) control the lift soft
landing solenoid. K54 operates as follows: The
coil of relay K54 is controlled by pins 13 and 14.
Ground is connected to pin 13. Wire #221, from
the override key switch terminal S, is connected to
pin 14 and jumpered to diode bank DB4 at termi-
nal #3. The common pin 9 (wire #90) is con-
nected to pin 1 (wire #241) in a de-energized state
and in an energized state, the common pin 9 is
connected to pin 5 (no wire attached). 12 VDC is
supplied to pin 1 (wire #241) from the activation of
all four on-container proximity switches (S46, S49,
S38, S41). When 12 VDC is present on wire #90,
the lift soft landing valve is energized. When the
lift soft landing valve is energized, lowering pilot
pressure (from the joystick, present at port 2 of the
lift soft landing valve) is dead-headed at the lift
soft landing valve and is not allowed to stroke the
spool of the lift valve. Pilot pressure, which sup-
29-83
plied the spool of the lift valve, is now vented to
the hydraulic tank from port 1 to port 3 of the lift
soft landing valve. The spool of the lift valve
(located in the lift / tilt valve bank) then spring
returns to its neutral state and lowering capabili-
ties are suspended unless the override switch has
been activated.
Override Switch (Illustration 29-70). There is a
key type override switch, located on the back of
the control stand, that is used to bypass the inter-
lock circuitry (red, green and amber container
lights). The override switch operates as follows:
The switch must be held into the on position for
12 VDC to be present at the B terminal. When
this switch is activated, 12 VDC will be sent out
terminal S (wire #221) to the coil of relay K54.
This will energize K54 and open the circuit of the
lift soft landing solenoid, de-energizing the lift soft
landing valve. This allows lowering pilot pressure
to reach the spool of the lift valve even when the
amber light is illuminated. Wire #221 is jumpered
from the coil of relay K54 to diode bank DB4, ter-
minal #3. With the override switch activated,
12 VDC will pass from terminal #3 out terminal #4
of diode bank DB4. Terminal #4 of DB4 is con-
nected to diode bank DB3, terminal #2. The out-
puts of DB3 are all jumped together and con-
nected to wire #289. Wire #289, in conjunction
with the seat belt switch (S18), control the control-
ler enable relay K20 (see Relay K20 Operation).
WARNING: The override switch should
only be used while maintenancing the machine
or in an emergency.
Twistlocks Proximity Switches Adjustment
Unlock Proximity Switches. Perform the follow-
ing procedures to adjust the twistlock unlock prox-
imity switches for proper operation. Refer to
Illustrations 29-63 and 29-62 for the unlock prox-
imity switches locations.
1. Unlock the twistlocks. Align the twistlocks to
be parallel with the guide blocks in the twistlock
housings (unlocked position) by adjusting the
rod ends of the twistlock cylinder and tie rod.
NOTE: It will be necessary to use the twistlock
override switch to unlock the twistlocks.
2. Beginning at the right front twistlock, adjust the
unlock proximity switch (S45) in the clamp
towards the prox target (see Illustration 29-65)
until the red L.E.D. on the rear of the proximity
29-84
switch illuminates. After the proximity switch
L.E.D. illuminates, continue to slide the prox-
imity switch 1/8” towards the prox target before
tightening the proximity switch in place.
3. Repeat procedure 2. for the remaining
twistlocks in the following order: right rear
twistlock (S48), left front twistlock (S37) and
left rear twistlock (S40). The red container
light should illuminate after the left rear prox-
imity switch (S40) is adjusted.
Lock Proximity Switches. Perform the following
procedures to adjust the twistlock lock proximity
switches for proper operation. Refer to Illustra-
tions 29-64 and 29-62 for the lock proximity
switches locations.
1. Lock the twistlocks. Twistlocks should turn
90_±3_.
NOTE: It will be necessary to use the twistlock
override switch to lock the twistlocks.
2. Beginning at the right front twistlock, adjust the
unlock proximity switch (S44) in the clamp
towards the prox target (see Illustration 29-65)
until the red L.E.D. on the rear of the proximity
switch illuminates. After the proximity switch
L.E.D. illuminates, continue to slide the prox-
imity switch 1/8” towards the prox target before
tightening the proximity switch in place.
3. Repeat procedure 2. for the remaining
twistlocks in the following order: right rear
twistlock (S47), left front twistlock (S36) and
left rear twistlock (S39). The green container
light should illuminate after the left rear prox-
imity switch (S39) is adjusted.
On-Container Proximity Switches Adjustment.
Perform the following procedures to adjust the on-
container proximity switches for proper operation.
Refer to Illustrations 29-61, 29-62, and 29-66 for
the unlock proximity switches locations.
1. Raise the on-container plunger so that the
proximity switch may be adjusted to 1/8” - 1/4”
from plunger collar.
2. Loosen both bolts that secure the on-container
proximity switch slotted bracket to the twistlock
housing.
3. Position the plunger at 1/4” from the bottom of
the twistlock housing.
4. Slowly move the proximity switch downward
towards the plunger collar until the proximity
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 S36 S45

S37 S44

S36 FRONT S45

(Locked) (Unlocked)
S37 S44
(Unlocked) (Locked)

LEFT SIDE RIGHT SIDE

S39 S48
(Locked) (Unlocked)

S40 S47
(Unlocked) (Locked)

TRUCK SIDE

S39 S48

S40 S47

Illustration 29-63. Prox Targets Sensed By Proximity Switches When Twistlocks Are Unlocked

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-85

 S36 S45

S37 S44

S36 FRONT S45

(Locked) (Unlocked)
S37 S44
(Unlocked) (Locked)

LEFT SIDE RIGHT SIDE

S39 S48
(Locked) (Unlocked)

S40 S47
(Unlocked) (Locked)

TRUCK SIDE

S39 S48

S40 S47

Illustration 29-64. Prox Targets Sensed By Proximity Switches When Twistlocks Are Locked

29-86 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 TWISTLOCK
LOCK / UNLOCK
PROXIMITY
SWITCHES

TIE ROD
PROX
GUIDE TARGET
BLOCK

TWISTLOCK
ROD END
HOUSING
TWISTLOCK
PIVOT
BUSHING

TWISTLOCK
CYLINDER

ROD END

ROD
END
TIE ROD
RED
L.E.D.

GUIDE
BLOCK
PROXIMITY
SWITCH

TWISTLOCK

Illustration 29-65. Twistlocks Proximity Switches Adjustment

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-87

 switch energizes (red L.E.D. on the backside
of proximity switch is illuminated) and continue
to lower the proximity switch an additional
1/16” - 1/8” and tighten both bolts.
5. Check the system by lowering the attachment
onto an empty container.
6. Ensure that the amber on-container light is illu-
minated.
7. Activate the twistlocks lock switch (green and
amber container lights are illuminated).
8. Lift the container (the amber light should go
out). If amber container light fails to go out
when the container is lifted, repeat procedures
2. through 8.
9. Set the container down (the amber container
light should illuminate). If the amber container
light does not illuminate, the twistlock override
must be used to unlock the twistlocks from the
container (repeat procedures 2. through 9.).

1/8” - 1/4”

SLOTTED BRACKET ON-CONTAINER

PROXIMITY SWITCH

BOLT

COLLAR

PLUNGER

BOTTOM OF 1/4”
TWISTLOCK
HOUSING

Illustration 29-66. On-Container Plunger

29-88 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Container Attachment Troubleshooting
(Illustration 29-70)
Some of the components described in this trouble-
shooting chart are optional equipment.
Problem Cause Correction

1. Red light will not illu- 1. Twistlocks are not fully unlocked.
minate (twistlocks
2. Bulb of red light is blown.
did rotate)
3. One of the proximity switches
(S45, S48, S37 and S40) is not
sensing its target.
4. One of the proximity switches
(S45, S48, S37 and S40) is defec-
tive.
5. Loose, open or shorted wire(s).
6. Transient suppressor on wire #237 6. Replace transient suppressor on
is shorted.
7. Defective diode between terminals 7. Replace diode bank (DB5).
#1 and #2 of diode bank (DB5).
1. Fully unlock the twistlocks.
2. All three container light bulbs can
be checked by depressing the
switch (S53) located on the right
side of the container lights base.
Replace blown bulb.
3. Fully unlock twistlocks and adjust
proximity switch at fault to sense
its target. With the twistlocks fully
unlocked, the red L.E.D. (in the
back of the proximity switches)
should be illuminated, indicating
that the proximity switches are
sensing their targets.
4. If the red L.E.D. is illuminated, this
indicates that the proximity
switch’s coil did energize. It does
not indicate that the contact points
of the white and orange wires
closed. With the red L.E.D. illumi-
nated, check the continuity of the
white and orange wires with an
ohmmeter. The ohmmeter should
indicate between 0 - 40 ohms. If
ohmmeter reading indicates infin-
ity and the red L.E.D. is illumi-
nated, replace proximity switch.
5. Isolate and repair wire(s).
wire #237.

2. Red light will not illu- 1. Defective relay (K6). 1. Replace defective relay (K6).
minate (twistlocks Refer to Single-Pole, Single-
did not rotate, over- Throw 10 amp Relays with
ride switch was acti- L.E.D.s in the Component Trou-
vated) bleshooting.
2. Defective twistlock unlock micro 2. Replace defective micro switch
switch (S31). (S31).
continued

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-89

 Problem Cause Correction

2. Red light will not illu- 3. .3 amp circuit breaker (CB17) is 3. Replace or reset circuit breaker
minate (twistlocks defective or tripped. (CB17).
did not rotate, over-
ride switch was acti- 4. Loose, broken or shorted wire(s). 4. Isolate and repair wire(s).
vated) 5. Loose connection or pin broken at 5. Isolate and repair.
(Continued) electrical connector.
6. Defective relay (K14). 6. Replace defective relay (K14).
Refer to Single-Pole, Single-
Throw 10 amp Relays with
L.E.D.s in the Component Trou-
bleshooting.
7. 10 amp circuit breaker (CB19) is 7. Replace or reset circuit breaker
defective or tripped. (CB19).
8. Defective solenoid on the B port of 8. Refer to Solenoids in the Compo-
the twistlock work section. nent Troubleshooting to trouble-
shoot. Replace defective sole-
noid.
9. Defective B port pilot cartridge on 9. Replace B port pilot cartridge.
the twistlock work section.
10. Defective twistlock work section. 10. Replace or repair twistlock work
section.
11. Defective B port relief valve in the 11. Replace B port relief valve.
twistlock work section.
12. Low or no pilot pressure. 12. Adjust pilot pressure.

3. No container attach- 1. 15 amp circuit breaker (CB20) is 1. Replace or reset circuit breaker
ment lights will illu- defective or tripped. (CB20).
minate
2. Loose connection or pin broken at 2. Isolate and repair.
Deutsch connector.

4. Amber light will not 1. Bulb of amber light is blown. 1. All three container light bulbs can
illuminate be checked by depressing the
switch (S53) located on the right
side of the container lights base.
Replace blown bulb.
2. Loose connection or pin broken at 2. Isolate and repair.
electrical connector.
3. One of the proximity switches 3. Adjust the proximity switch at fault
(S46, S49, S38 and S41) is not to sense its target.
sensing its target.
4. Defective diode between terminals 4. Replace diode bank (DB5).
#5 and #6 of diode bank (DB5).
continued

29-90 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Problem Cause
4. Amber light will not 5. One of the proximity switches
illuminate (S46, S49, S38 and S41) is defec-
(Continued) tive.
6. Loose, broken or shorted wire.
7. Damaged container corner.
8. Transient suppressor on wire #241 8. Replace transient suppressor on
is shorted.
5. Amber light will not 1. Loose, broken or shorted wire.
illuminate (twistlock
2. 10 amp circuit breaker (CB18) is
override switch was
activated) defective or tripped.
3. Loose connection or pin broken at 3. Isolate and repair.
electrical connector.
4. Defective diode between terminals 4. Replace diode bank (DB5).
#5 and #6 of diode bank (DB5).
5. Defective override switch (S35).
6. Bulb is blown.
6. Green light will not 1. Twistlocks are not fully locked.
illuminate (twistlocks
2. Bulb of green light is blown.
did rotate)
3. Loose connection or pin broken at 3. Isolate and repair.
electrical connector.
continued
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Correction
5. If the red L.E.D. is illuminated, this
indicates that the proximity
switch’s coil did energize. It does
not indicate that the contact points
of the white and orange wires
closed. With the red L.E.D. illumi-
nated, check the continuity of the
white and orange wires with an
ohmmeter. The ohmmeter should
indicate between 0 - 40 ohms. If
ohmmeter reading indicates infin-
ity and the red L.E.D. is illumi-
nated, replace proximity switch.
6. Isolate and repair wire.
7. Report damaged container to the
proper authority.
wire #241.
1. Isolate and repair wire.
2. Replace or reset circuit breaker
(CB18).
5. Replace override switch (S35).
6. All three container light bulbs can
be checked by depressing the
switch (S53) located on the right
side of the container lights base.
Replace blown bulb.
1. Fully lock the twistlocks.
2. All three container light bulbs can
be checked by depressing the
switch (S53) located on the right
side of the container lights base.
Replace blown bulb.
29-91
 Problem Cause
6. Green light will not 4. One of the proximity switches
illuminate (twistlocks (S44, S47, S36 and S39) is not
did rotate) sensing its target.
(Continued)
5. Defective diode between terminals 5.
#3 and #4 of diode bank (DB5).
6.
6. One of the proximity switches
(S44, S47, S36, and S39) is
defective.
7. Loose, open or shorted wire(s).
8. Transient suppressor on wire #233
is shorted.
7. Green light will not 1. Defective relay (K7).
illuminate (twistlocks
did not rotate, over-
ride switch was acti-
vated)
2. Defective twistlock lock micro
switch (S31).
3. Loose connection or pin broken at 3. Isolate and repair.
electrical connector.
4. .3 amp circuit breaker (CB17) is
defective or tripped.
5. Loose, broken or shorted wire(s).
6. Defective relay (K14).
continued
29-92
Correction
4. Fully lock twistlocks and adjust
proximity switch at fault to sense
its target. With the twistlocks fully
locked, the red L.E.D. (in the back
of the proximity switches) should
be illuminated, indicating that the
proximity switches are sensing
their targets.
Replace diode bank (DB5).
If the red L.E.D. is illuminated, this
indicates that the proximity
switch’s coil did energize. It does
not indicate that the contact points
of the white and orange wires
closed. With the red L.E.D. illumi-
nated, check the continuity of the
white and orange wires with an
ohmmeter. The ohmmeter should
indicate between 0 - 40 ohms. If
ohmmeter reading indicates infin-
ity and the red L.E.D. is illumi-
nated, replace proximity switch.
7. Isolate and repair wire(s).
8. Replace transient suppressor on
wire #233.
1. Replace defective relay (K7).
Refer to Single-Pole, Single-
Throw 10 amp Relays with
L.E.D.s in the Component Trou-
bleshooting.
2. Replace defective unlock micro
switch (S31).
4. Replace or reset circuit breaker
(CB17).
5. Isolate and repair wire(s).
6. Replace defective relay (K14).
Refer to Single-Pole, Single-
Throw 10 amp Relays with
L.E.D.s in the Component Trou-
bleshooting.
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 Problem Cause Correction

7. Green light will not 7. 10 amp circuit breaker (CB19) is 7. Replace or reset circuit breaker
illuminate (twistlocks defective or tripped. (CB19).
did not rotate, over-
ride switch was acti- 8. Defective solenoid on the A port of 8. Refer to Solenoids in the Compo-
vated) the twistlock work section. nent Troubleshooting to trouble-
(Continued) shoot. Replace defective sole-
noid.
9. Defective A port pilot cartridge on 9. Replace A port pilot cartridge.
the twistlock work section.
10. Defective twistlock work section. 10. Replace or repair twistlock work
section.
11. Defective A port relief valve in the 11. Replace A port relief valve.
twistlock work section.
12. Low or no pilot pressure. 12. Adjust pilot pressure.

8. No or slow 40 FT. 1. Red light is not illuminated. 1. Refer to Problems 1. and 2. (with
expansion the exception of the bulb being
blown) in this troubleshooting
chart.
2. Defective 40 ft. expand switch 2. Replace 40 ft. expand switch
(S32). (S32).
3. Loose connection or pin broken at 3. Isolate and repair.
electrical connector.
4. Defective double-latching relay 4. Refer to Double-Pole, Double-
(K15). Throw Latching Relays in the
Component Troubleshooting
found earlier in this section.
Replace if required.
5. Loose, broken or shorted wire(s). 5. Isolate and repair wire(s).
6. Low or no pilot pressure. 6. Adjust pilot pressure.
7. Mis-adjusted A port relief valve in 7. Adjust A port relief valve and set
the expansion work section. to 1000 psi.
8. Defective A port relief valve in the 8. Replace A port relief valve.
expansion work section.
9. Defective solenoid on the A port of 9. Refer to Solenoids in the Compo-
the expansion work section. nent Troubleshooting to trouble-
shoot. Replace defective sole-
noid.
10. Defective A port pilot cartridge on 10. Replace A port pilot cartridge.
the expansion work section.
11. Defective expansion work section. 11. Replace or repair expansion work
section.
continued

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-93

 Problem Cause Correction

8. No or slow 40 FT. 12. Defective flow divider valve (FDV). 12. Replace flow divider valve (FDV).
expansion
13. One of the expansion cylinders 13. Isolate and repack expansion cyl-
(Continued)
packing is defective. inder. To isolate the defective cyl-
inder, perform the following:
a. With the attachment is in the
20 ft. position, remove the
hydraulic hoses from the pis-
ton ends of both expansion
cylinders and plug them.
b. In the attachment main junc-
tion box, install a jumper wire
at terminal #200 and start the
truck.
c. Touch the jumper wire to the B
port solenoid post of the
expansion work section. This
will direct the main flow of
hydraulic fluid to the rod end of
the expansion cylinders.
d. Observe the open ports on the
piston end of the expansion
cylinders. If a flow of fluid is
detected from either of the cyl-
inders, this is the bad cylinder
and requires repacking.

9. No or slow 20 FT. 1. Red light is not illuminated.
retract
2. Defective 20 ft. retract switch
(S33).
3. Loose connection or pin broken at 3. Isolate and repair.
electrical connector.
4. Defective double-latching relay
(K16).
5. Loose, broken or shorted wire(s).
6. Low pilot pressure.
7. Mis-adjusted B port relief valve in
the expansion work section.
continued
1. Refer to Problems 1. and 2. (with
the exception of the bulb being
blown) in this troubleshooting
chart.
2. Replace 20 ft. retract switch (S33).
4. Refer to Double-Pole, Double-
Throw Latching Relays in the
Component Troubleshooting
found earlier in this section.
Replace if required.
5. Isolate and repair wire(s).
6. Adjust pilot pressure.
7. Adjust B port relief valve and set
to 2000 psi.

29-94 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Problem Cause Correction

9. No or slow 20 FT.
retract (Continued)
8. Defective solenoid on the B port of 8. Refer to Solenoids in the Compo-
the expansion work section. nent Troubleshooting to trouble-
shoot. Replace defective sole-
noid.
9. Defective B port pilot cartridge on 9. Replace B port pilot cartridge.
the expansion work section.
10. Defective expansion work section. 10. Replace or repair expansion work
section.
11. Defective flow divider valve (FDV). 11. Replace flow divider valve (FDV).
12. One of the expansion cylinders 12. Refer to Correction 13. of Problem
packing is defective. 8. in this troubleshooting chart.

10. No or slow side shift 1. Defective side shift micro switch
(left) (S30).
2. Defective relay (K8).
3. Loose connection or pin broken at 3. Isolate and repair.
electrical connector.
4. Loose, broken or shorted wire(s).
5. Defective solenoid on the B port of 5. Refer to Solenoids in the Compo-
the side shift work section.
6. Defective B port pilot cartridge on
the side shift work section.
7. Defective side shift work section.
8. .3 amp circuit breaker (CB17) is
defective or tripped.
9. One of the side shift cylinders
packing is defective.
1. Replace side shift micro switch
(S30).
2. Replace relay (K8).
4. Isolate and repair wire(s).
nent Troubleshooting to trouble-
shoot. Replace defective sole-
noid.
6. Replace B port pilot cartridge.
7. Replace or repair side shift work
section.
8. Replace or reset circuit breaker
(CB17).
9. Isolate and repack side shift cylin-
der. To isolate the defective cylin-
der, perform the following:
a. With the attachment fully side
shifted to the right, remove the
hydraulic hoses from the pis-
ton ends of both side shift cyl-
inders and plug them.
b. Depress the right side shift
micro switch (S30) on the joys-
tick.

continued

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-95

 Problem Cause Correction

10. No or slow side shift c. Observe the open ports on the

(left) (Continued) piston end of the side shift cyl-
inders. If a flow of fluid is
detected from either of the cyl-
inders, this is the bad cylinder
and requires repacking.

11. No or slow side shift 1. Defective side shift micro switch 1. Replace side shift micro switch
(right) (S30). (S30).
2. Defective relay (K9). 2. Replace relay (K9).
3. Loose connection or pin broken at 3. Isolate and repair.
electrical connector.
4. Loose, broken or shorted wire(s). 4. Isolate and repair wire(s).
5. Defective solenoid on the A port of 5. Refer to Solenoids in the Compo-
the side shift work section. nent Troubleshooting to trouble-
shoot. Replace defective sole-
noid.
6. Defective A port pilot cartridge on 6. Replace A port pilot cartridge.
the side shift work section.
7. Defective side shift work section. 7. Replace or repair side shift work
section.
8. One of the side shift cylinders 8. Refer to Correction 8. of Problem
packing is defective. 10. in this troubleshooting chart.
9. .3 amp circuit breaker (CB17) is 9. Replace or reset circuit breaker
defective or tripped. (CB17).

12. No or slow slew left 1. Defective left slew micro switch 1. Replace left slew micro switch
(out) (S28). (S28).
2. Defective relay (K11). 2. Replace relay (K11).
3. Loose connection or pin broken at 3. Isolate and repair.
electrical connector.
4. Loose, broken or shorted wire(s). 4. Isolate and repair wire(s).
5. Defective solenoid on the A port of 5. Refer to Solenoids in the Compo-
the left slew work section. nent Troubleshooting to trouble-
shoot. Replace defective sole-
noid.
6. Defective A port pilot cartridge on 6. Replace A port pilot cartridge.
the left slew work section.
7. Defective left slew work section. 7. Replace or repair left slew work
section.
continued

29-96 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Problem Cause
12. No or slow slew left 8. .3 amp circuit breaker (CB17) is
(out) (Continued) defective or tripped.
9. The left slew cylinder packing is
defective.
13. No or slow slew left 1. Defective left slew micro switch
(in) (S28).
2. Defective relay (K10).
3. Loose connection or pin broken at 3. Isolate and repair.
electrical connector.
4. Loose, broken or shorted wire(s).
5. Defective solenoid on the B port of 5. Refer to Solenoids in the Compo-
the left slew work section.
6. Defective B port pilot cartridge on
the left slew work section.
7. Defective left slew work section.
8. The left slew cylinder packing is
defective.
9. .3 amp circuit breaker (CB17) is
defective or tripped.
14. No or slow slew 1. Defective right slew micro switch
right (out) (S29).
2. Defective relay (K13).
3. Loose connection or pin broken at 3. Isolate and repair.
electrical connector.
4. Loose, broken or shorted wire(s).
5. Defective solenoid on the A port of 5. Refer to Solenoids in the Compo-
the right slew work section.
6. Defective A port pilot cartridge on
the right slew work section.
7. Defective right slew work section.
continued
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Correction
a. Depress the left slew out micro
switch.
b. Observe the open port on the
rod end of the left slew cylin-
der. If a flow of fluid is
detected from the cylinder,
repack the cylinder.
1. Replace left slew micro switch
(S28).
2. Replace relay (K10).
4. Isolate and repair wire(s).
nent Troubleshooting to trouble-
shoot. Replace defective sole-
noid.
6. Replace B port pilot cartridge.
7. Replace or repair left slew work
section.
8. Refer to Correction 8. of Problem
12. in this troubleshooting chart.
9. Replace or reset circuit breaker
(CB17).
1. Replace right slew micro switch
(S29).
2. Replace relay (K13).
4. Isolate and repair wire(s).
nent Troubleshooting to trouble-
shoot. Replace defective sole-
noid.
6. Replace A port pilot cartridge.
7. Replace or repair right slew work
section.
29-97
 Problem Cause Correction

14. No or slow slew 8. .3 amp circuit breaker (CB17) is 8. Replace or reset circuit breaker
right (out) defective or tripped. (CB17).
(Continued)
9. The right slew cylinder packing is 9. To check the right slew cylinder,
defective. perform the following:
a. With the attachment fully
slewed out (right side), remove
the hydraulic hoses from the
rod end of the right slew cylin-
der and plug.
b. Depress the right slew out
micro switch (S29) on the joys-
tick.
c. Observe the open port on the
rod end of the right slew cylin-
der. If a flow of fluid is
detected from the cylinder,
repack the cylinder.

15. No or slow slew 1. Defective right slew micro switch 1. Replace right slew micro switch
right (in) (S29). (S29).
2. Defective relay (K12). 2. Replace relay (K12).
3. Loose connection or pin broken at 3. Isolate and repair.
electrical connector.
4. Loose, broken or shorted wire(s). 4. Isolate and repair wire(s).
5. Defective solenoid on the B port of 5. Refer to Solenoids in the Compo-
the right slew work section. nent Troubleshooting to trouble-
shoot. Replace defective sole-
noid.
6. Defective B port pilot cartridge on 6. Replace B port pilot cartridge.
the right slew work section.
7. Defective right slew work section. 7. Replace or repair right slew work
section.
8. The right slew cylinder packing is 8. Refer to Correction 8. of Problem
defective. 14. in this troubleshooting chart.
9. .3 amp circuit breaker (CB17) is 9. Replace or reset circuit breaker
defective or tripped. (CB17).

16. No or slow pile 1. Defective pile slope rocker switch 1. Replace pile slope rocker switch
slope right (if (S34). (S34).
equipped with pile
slope) 2. Loose, broken or shorted wire. 2. Isolate and repair wire.
continued 3. 10 amp circuit breaker (CB18) is 3. Replace or reset circuit breaker
defective or tripped. (CB18).

29-98 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Problem Cause Correction

16. No or slow pile 4. Loose connection or pin broken at 4. Isolate and repair.
slope right (if electrical connector.
equipped with pile
slope) 5. Defective solenoid on the A port of 5. Refer to Solenoids in the Compo-
(Continued) the pile slope work section.
6. Defective A port pilot cartridge on
the pile slope work section.
7. Defective pile slope work section.
8. The pile slope cylinder packing is
defective.
9. Defective counterbalance valve
cartridge.
10. Defective counterbalance valve.
nent Troubleshooting to trouble-
shoot. Replace defective sole-
noid.
6. Replace A port pilot cartridge.
7. Replace or repair slew work sec-
tion.
8. To check the pile slope cylinder,
perform the following:
a. With the attachment fully pile
sloped left (the right pile slope
cylinders are fully extended
while the left pile slope cylin-
ders are fully retracted).
b. Slowly remove the hydraulic
hoses from the piston ends of
the left pile slope cylinders to
allow any trapped hydraulic
pressure to bleed off. Remove
the hydraulic hoses from the
rod ends of the right pile slope
cylinders. Plug all four hydrau-
lic hoses.
c. Depress the pile slope left
switch (S34) on the control
stand.
d. Observe the open ports of the
pile slope cylinders. If a flow
of fluid is detected from any
cylinder, repack that defective
cylinder.
9. Replace counterbalance valve
cartridge.
10. Replace counterbalance valve.

17. No or slow pile 1. Defective pile slope rocker switch 1. Replace pile slope rocker switch
slope left (if (S34). (S34).
equipped with pile
slope) 2. Loose, broken or shorted wire. 2. Isolate and repair wire.
3. 10 amp circuit breaker (CB18) is 3. Replace or reset circuit breaker
continued defective or tripped. (CB18).

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-99

 Problem Cause Correction

17. No or slow pile 4. Loose connection or pin broken at 4. Isolate and repair.
slope left (if electrical connector.
equipped with pile
slope) 5. Defective solenoid on the B port of 5. Refer to Solenoids in the Compo-
(Continued) the pile slope work section.
6. Defective B port pilot cartridge on
the pile slope work section.
7. Defective pile slope work section.
8. The pile slope cylinder packing is
defective.
9. Defective counterbalance valve
cartridge.
10. Defective counterbalance valve.
nent Troubleshooting to trouble-
shoot. Replace defective sole-
noid.
6. Replace B port pilot cartridge.
7. Replace or repair right slew work
section.
8. To check the pile slope cylinder,
perform the following:
a. With the attachment fully pile
sloped right (the right pile
slope cylinders are fully
retracted while the left pile
slope cylinders are fully
extended).
b. Slowly remove the hydraulic
hoses from the piston ends of
the right pile slope cylinders to
allow any trapped hydraulic
pressure to bleed off. Remove
the hydraulic hoses from the
rod ends of the left pile slope
cylinders. Plug all four hydrau-
lic hoses.
c. Depress the pile slope right
switch (S34) on the control
stand.
d. Observe the open ports of the
pile slope cylinders. If a flow
of fluid is detected from any
cylinder, repack that defective
cylinder.
9. Replace counterbalance valve
cartridge.
10. Replace counterbalance valve.

29-100 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Problem Cause Correction

18. Twistlocks drift
(Continued)
1. The twistlock cylinder packing is
defective.
2. Defective twistlock work section.
1. Isolate and repack twistlock cylin-
der. To isolate the defective cylin-
der, perform the following:
a. With the twistlocks fully
unlocked, remove the front cap
(located on the top side of the
twistlock cylinder) of the left
twistlock cylinder and the rear
cap of the right twistlock cylin-
der (located on the top side of
the twistlock cylinder).
b. Turn the twistlock override
switch on and depress the
unlock twistlocks micro switch
(S31) on the joystick.
c. Observe the open ports on the
left and right twistlock cylinder.
If a flow of fluid is detected
from either of the cylinders,
this is the bad cylinder and
requires repacking.
2. Repair or replace twistlock work
section.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-101

 Illustration 29-67. Main Attachment Junction Box

06A-2436 SHT. 05

29-102 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

Illustration 29-68. Attachment Left End Junction Box

06A-2436 SHT. 12

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-103

 Illustration 29-69. Attachment Right End Junction Box

06A-2436 SHT. 13

29-104 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Hoist Circuit

PLACE THE FOLLOWING ILLUSTRATIONS IN

FOLDER ENVELOPES:
Illustration 29-70 - 06A2436 SHT. 15 (Corner Mounted
Proximity Switches ANSI Circuit)
Illustration 29-71 - 06Z0007 SHT. 03 (Frame Stops
ANSI Circuit)

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) 29-105

 Hoist Circuit

29-106 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Contents

Appendices

Page

SIRR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1

Leaf Chain Care, Maintenance, and Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . A-19

Welding Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-25

Torque Chart - Nuts and Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-27

Lubrication Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-31

Service Capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-37

Preventive Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-39

Fuel and Lubricant Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

 Section 1

Section Title

SIRR
Structural Inspection, Reporting, And Repair
For Powered Industrial Trucks

This document contains information of vital importance concerning the

inspection, reporting, and repair of fatigue cracks. If fatigue cracks are
not corrected they can lead to a catastrophic failure causing serious
injury to personnel and / or property.

It is important that the machine be inspected regularly. Any existing

fatigue cracks should be reported to the Taylor Machine Works, Inc.
engineering department immediately. Repairs must be made in
accordance with AWS methodologies.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) A-1

A-2 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

WARNING:
Dangerous Action. Operating a powered indus-
trial truck without inspecting, identifying, and
repairing fatigue cracks in the mast, carriage,
attachment, steer axle, and frame weldments.
What Can Happen. If the fatigue crack is allowed
to grow, catastrophic failure could occur in the
mast or other welded components causing serious
injury to personnel and / or property.
How To Avoid The Danger. Follow the OSHA
rules, 29 CFR, 1910.178 (q)(1), (5), & (7) which
require inspecting industrial trucks daily before
being placed in service, removing trucks from ser-
vice if cracks are found, and making repairs only
as authorized by the manufacturer. If trucks are
used on a round-the-clock basis, they shall be
examined after each shift. OSHA 29 CFR
1910.178 (p)(1) requires that trucks in need of
repair be taken out of service.
Structural Inspection and Reporting Proce-
dure. The information enclosed in this procedure
is directed to the structural weldments of the truck
assembly. Areas that should be included for
inspection on the front end of the truck are the
mast and carriage. Areas to be inspected on the
truck chassis include mast hangers, drive axle
mounts, A-frame connections, and steer axle
mounts.
Inspection for Fatigue Cracks. Welded steel
structures always contain undetectable cracks,
especially at welded joints. When these joints are
subject to fluctuating stresses of sufficient magni-
tude, these cracks will grow. This is known as
fatigue crack growth. No matter how low the
stress levels are kept some fatigue crack growth
will occur in all welded structures.
Eventually, these fatigue cracks will become large
enough to be detectable by nondestructive testing
methods, i.e. VT, MT, DPT, or UT.
Abbreviations. Basic Testing Symbols
Type of Test Symbol
Visual VT
Magnetic Particle MT
Dye-Penetrant DPT
Ultrasonic UT
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
These symbols are in accordance with AWS
A2.4-76, “Symbols for Non-Destructive Testing.”
WARNING: Periodic inspection is
required to detect fatigue cracks that have
grown to a significant size in order to avoid
serious failure of the structural weldment.
When a crack is found, the truck must be
immediately taken out of service and repaired.
Restoring the weld to its original condition by com-
plete penetration welding is usually acceptable.
Sometimes this is not practical and a change in
geometry by means of cutting, grinding or adding
additional material is more economical; however,
the user must be cautioned that OSHA 29 CFR
1910.178 (a)(4) requires manufacturer’s prior
written approval for modifications and additions
which affect capacity and safe operation.
Cracking may occur due to overloading, rough
operation, poor yard conditions, severe duty
cycles, failing to keep lift chains properly adjusted,
improper shimming of mast rails, carrying the
loads too high or not properly centered, using
attachments that clamp the load to the forks, etc.
If such cracking is found, a review of the operation
should be made to see if any of the above listed
problems are occurring and if so, a change in the
operation should be made to avoid future prob-
lems. Some cracking may be due to geometry,
modifications or due to the attachments welded to
the structure. If this is the case, the geometry
may have to be changed, the modification cor-
rected, or the attachment changed or relocated to
correct the cracking problem. OSHA requires that
you have prior written approval of the manufac-
turer for such changes.
Test Procedures
1. Visual (VT). Dirt and grease should be
removed from the surface by wiping with a rag.
One should look for cracked paint and rust
showing through the paint. Also, look for
movement at bolted joints, irregular lines in
welds or dents, or deformations in the materi-
al. Proper lighting is required in order to
obtain satisfactory results.
2. Magnetic Particle (MT). The test surface
must be free of loose rust, scale, moisture,
and painted surfaces must be cleaned at all
points of electrode contact. Grinding, brush-
A-3
 ing, or blasting do not affect results of this
method of testing in most instances.
A magnetic field can be applied to the test
material with:
a. Permanent magnet.
b. Yoke which is an electromagnet type of
device.
c. Passing high amperage current through
the part.
3. Dye-Penetrant (DPT). The test surface must
be thoroughly cleaned and dried. This can be
done with chemical solvents, vapor degreas-
ing, or by mechanical methods. However,
cleaning mechanically, such as grinding, blast-
ing, or wire-brushing, might prove detrimental
to the test because surface discontinuities can
be masked by cold working of the surface.
Therefore, mechanical cleaning methods must
be kept to a minimum.
One of the following type penetrants should be
used in conjunction with the proper procedure
to get satisfactory results:
a. Water soluble penetrant
b. Post emulsifiable penetrant
c. Solvent removable penetrant
Follow the directions supplied with the dye-
penetrant for best results.
4. Ultrasonic (UT). Testing should be done in
accordance with AWS D1.1 approved meth-
ods.
Frequency of Inspection. There are three (3)
levels of inspection:
1. Daily. Mandatory daily examination of the
truck as required by OSHA. (See Operator’s
Guide and Safety Check for details.) This
examination is usually performed by the oper-
ator (or other designated person).
2. Three-month inspection. A thorough visual
inspection (VT) following the guidelines shown
in this procedure should be made every three
months (refer to sketches for details). These
inspections should be performed by qualified
maintenance personnel.
3. 6,000 Hour Inspection. Full-scale inspection
(FS) including all examinations outlined in this
procedure (VT, MT, and DPT) should be made
after the first year of operation and then every
two years or 6,000 hours, whichever is sooner,
A-4
thereafter. These inspections should be per-
formed by qualified maintenance personnel.
NOTE: Duty cycles vary from extremely severe
(capacity loads, high frequency of loading, rough
yards, etc.) to very light (partial capacities, few
load cycles, good yard conditions, etc.). Duty
cycle directly affects product life and maintenance
requirements. Depending on the quality and thor-
oughness of the daily inspections and the service
experience of the vehicle, the three-month visual
inspection interval and the full-scale inspection
interval may be adjusted (increased or decreased)
to levels appropriate for an individual vehicle duty
cycle.
WARNING: Death or serious injury could
result from structural failure. Inspect structure
for cracks.
Reporting Procedure. Taylor Machine Works,
Inc. should receive reports of the results of any
inspections.
Photocopy a sketch from your maintenance manu-
al, make your own sketch, or photograph, and
show indication of crack if any are evident, stating
the following:
1. Location (right, left, inner, outer, machine side
etc.);
2. Size of crack;
3. Extent of crack;
a. In toe of weld;
b. Propagating into the base metal;
c. Other description, etc.
4. Method of testing to detect cracks.
If no cracks are found by yearly inspections,
please confirm by a fax or a short letter.
Repair Procedure
1. Contact Taylor Machine Works, Inc.
2. If rewelding is suggested, use AWS approved
welding procedures.
3. If design modification is indicated, contact Tay-
lor Machine Works, Inc. OSHA 29 CFR
1910.178 (q)(5) requires that replacement
parts be equivalent as to safety with those
used in the original design. Different steel
grades are used for different components. Dif-
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
 ferent steel grades require different welding
procedures, pre-heatings, rods, etc.
Inspection Locations. Some weld points are
subject to higher stress levels than others. While
all welds should be inspected, particular attention
should be placed on the following representative
areas (see Illustrations). They are used as a ref-
erence for specific details, but do not necessarily
represent exact details used in the construction of
your truck.

WARNING: The areas being inspected

must be properly cleaned prior to performing
the inspection. If not properly cleaned poten-
tially dangerous cracks may not be detected.

WARNING: Never go under a raised mast,

carriage, forks or attachment unless proper
blocking has been securely placed to prevent
the mast, carriage, forks or attachment from
falling in event of hydraulic failure or drift.
Refer to the Safety Check booklet.

List of Illustrations

Illustration. 1. Inner and Outer Mast Arrangement . . A-6

Illustration. 2. Inner Mast Details 1 and 2 . . . . . . . . . . A-7
Illustration. 3. Outer Mast Details 3 and 4 . . . . . . . . . A-8
Illustration. 4. Carriage Details . . . . . . . . . . . . . . . . . . . A-9
Illustration. 5. Chassis Arrangement . . . . . . . . . . . . . A-10
Illustration. 6. Chassis Details 1 and 2 . . . . . . . . . . . A-11
Illustration. 7. Chassis Details 3 and 4 . . . . . . . . . . . A-12
Illustration. 8. Attachment Arrangement . . . . . . . . . . A-13
Illustration. 9. Attachment Detail 1 . . . . . . . . . . . . . . . A-14
Illustration. 10. Attachment Detail 2 . . . . . . . . . . . . . . A-15
Illustration. 11. Attachment Detail 3 . . . . . . . . . . . . . . A-16
Illustration. 12. Attachment Detail 4 . . . . . . . . . . . . . . A-17
Illustration. 13. Attachment Detail 5 . . . . . . . . . . . . . . A-18

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) A-5

 Inner and Outer Mast Arrangement

Detail 1

Detail 3

Detail 4

Detail 2

Detail 5

Illustration 1. Inner and Outer Mast Arrangement

A-6 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Inner Mast Details

Detail 1

VT (3)
MT (FS)

Detail 2

VT (3)
MT (FS)

Illustration 2. Inner Mast Details 1 and 2

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) A-7

 Outer Mast Details

VT (3)
MT (FS)

Detail 3

VT (3)
MT (FS)
VT (3)
MT (FS)

Detail 4

VT (3)
MT (FS)

VT (3)
MT (FS)

Detail 5

Illustration 3. Outer Mast Details 3 and 4

A-8 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Carriage Details

VT (3)
MT (FS)

Illustration 4. Carriage Details

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) A-9

 Chassis Arrangement

Detail 2

Detail 4

Detail 3

Detail 1

Illustration 5. Chassis Arrangement

A-10 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Detail 1

VT (3)
MT (FS)

VT (3)
MT (FS)

Detail 2

Illustration 6. Chassis Details 1 and 2

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) A-11

 Detail 3

VT (3)
MT (FS)

Detail 4

VT (3)
MT (FS)

Illustration 7. Chassis Details 3 and 4

A-12 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Attachment Arrangement

Detail 1
Detail 3

Detail 4

Detail 2

Detail 5

Illustration 8. Attachment Arrangement

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) A-13

 Detail 1

VT (3)
MT (FS)

VT (3)
MT (FS)

Illustration 9. Attachment Wide Expansion Frame Detail 1

A-14 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Detail 2

VT (3)
Inspect these welds on the main frame.
MT (FS) Pay particular attention to the welds 5 feet
from the outside of the rail cap on both ends
of both top plates.
VT (3)
MT (FS)

VT (3)
MT (FS) VT (3)
VT (3)
MT (FS)
Inspect these welds on the wide expan- MT (FS)
sion frame. Pay particular attention to
the welds 1 foot on each side of the
supports pads and under the support
pads with the wide expansion frame in
both the 40 FT. and 20 FT. positions.

Illustration 10. Attachment Main Frame and Wide Expansion Frame Detail 2

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) A-15

 Detail 3

VT (3)
MT (FS)

VT (3)
MT (FS)

Illustration 11. Attachment Slider Beam Detail 3

A-16 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Detail 4

VT (3)
MT (FS)

Illustration 12. Attachment Main Frame Detail 4

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) A-17

 Detail 5

VT (3)
MT (FS)

VT (3)
MT (FS)
Inspect these welds on the narrow expansion frame. Pay
particular attention to the welds 1 foot on each side of the
supports pads and under the support pads with the narrow
expansion frame in both the 40 FT. and 20 FT. positions.

Illustration 13. Attachment Main Frame and Narrow Expansion Frame Detail 5

A-18 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Leaf Chain Care, Maintenance, and Replacement
The leaf chain (or chains) on your Taylor material handling equipment was selected based on thou-
sands of hours of safe operation over many years of fork lift trucks working in various types of material
handling operations.
The entire chain system, including chain anchors, anchor supports, bearings, and chain rollers, is
sized for the basic model capacity and load center shown on the serial plate.
The utility of fork lift truck type material handling equipment requires it to operate under a wide variety
of load conditions. These vary from a few low lifts to a very large number of high lifts per operating
hour.
The leaf chain is subjected to all the variations of environment, such as moisture, chemicals, tempera-
ture extremes, abrasives, and even salt water in some applications. The chain cannot have the bene-
fit of a protective coating (paint) and must depend on proper lubrication for combating the effect of
these conditions. The lubrication program greatly affects chain life.
The utility of the lift truck requires it to operate with a variety of attachments, such as forks, coil rams,
paper roll clamps, containers, marinas, and other attachments, all of which will place different dynamic
loads and load requirements on the hoist chains.
This wide variety of variables makes it impossible for Taylor to accurately predict an exact service life
of the leaf chain on the Taylor material handling equipment. Therefore, the following procedure of
inspection and replacement is recommended to avoid sudden failure.

Maintenance and Replacement of the Leaf Chain

In addition to the daily walk-around inspections, at each 500 hours of operation, the chain should be
thoroughly cleaned and inspected for elongation, pin rotation and protrusion, cracked plates, enlarged
holes, worn contour and worn surfaces on outside links or pin heads. If any of the above are ob-
served, replace the entire length of both chains. (Illustrations are on the following pages under
Modes of Chain Failure.)
Careful visual inspection of both inside and outside of the chain links where possible will reveal
some of these early indications of chain failure which may result in total chain breakage if left in ser-
vice.
NOTE: A hand-held mirror can aid tremendously in hard to see areas.
Particular attention should be given to that part of the chain which passes over the chain roller the
most frequently when under load.
It will be necessary to move the carriage to several locations and block it to prevent any possibility of
falling to gain the best possible visual access to the greatest number of pitches of chain.
After the chain is inspected and found to be serviceable, relubricate and place back in service.

WARNING: Utilize proper safety precautions when blocking.

At 2,000 hours, disassemble the leaf chain from the vehicle in accordance with the shop service
manual (page 27A-1). Thoroughly clean the chain and visually inspect for possible failure modes
as listed for the 500 hour interval adding to that procedure the following. Articulate each joint of the
chain in both directions where the entire radius around each pin can be inspected for cracks.
Particular attention should be given to that length of chain which passes over the rollers.
If the 2,000 hour inspection does not reveal any apparent excess wear or chain damage, relubricate
and install the chain in its original position on the machine.
At each 500 hours after the leaf chain is reinstalled, inspect and relubricate and follow the same pro-
cedure as on a new machine.
At 4,000 operating hours remove and discard the leaf chain and replace with a new and lubri-
cated chain.
Taylor’s recommendation to replace the chain at 4,000 hours is based on typical service duty cycles.
Experience in a specific application may allow this interval to be increased or may require that it be
decreased. Any change should be based on thorough inspection procedures outlined in this manual.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) A-19

Modes of Chain Failure — See Illustrations on Page 3

1). Normal Wear – Chain Elongation. This is the result of wear when the load chain articu-
lates over the chain rollers. See illustration No. 1 for explanation of wear limits. When a
theoretical length of 12-in. new chain has elongated from wear to a length of 12.360-in.
(3%), it has exceeded the allowable wear limit. The wear should be measured in the
area that passes over the roller most often. If the length in the articulating section ex-
ceeds allowable wear limits (see text), replace entire length of both chains.

2). Chain Stretch. This can be caused by a combination of chain wear and overload. This
(overload) can show up as elongation of plates which do not pass over the rollers. If
there is any significant (1%) elongation in the area which does not pass over the rollers,
replace the entire length of both chains. Cracked chain plates (illustration no. 3) and en-
larged holes (illustration no. 7) can also result from chain stretch. The entire length of
both chains must be replaced if either of these conditions are found.

3). Plate / Pin Rotation and / or Plate / Pin Lateral Movement. This is generally caused
by the plate seizing the pin at articulation which indicates lack of lubrication where the
joint rotates over the roller. (See illustration No. 2.) This can result in pin breakage in
extreme cases. If any evidence of pin rotation is noted, replace entire length of both
chains.

4). Plate / Pin Cracks. Cracks result from fatigue, stress corrosion, corrosion fatigue. (See
illustrations No. 3, 4, and 5.) If any cracks are observed of any kind on any link, replace
entire length of chain.
5). Chain Joint Stiffness. (See illustration No. 6.) Lack of lubrication. Check the chain for
other modes of failure. If none are observed, lubricate thoroughly and place back in ser-
vice. If stiffness remains, the chain may have been damaged and require replacement.

6). Edge Wear of Plates. (See illustration No. 8.) Edge wear can occur at extended hours
of service and if sliding of chain occurs because of chain roller bearing problems. If wear
exceeds 5% of plate height of unused plate, replace entire length of chain.

7). Worn Outside Links or Pin Heads. (See illustration No. 9.) Check for misalignment of
the chain roller.
NOTE: The chain will run toward the high side of the roller.
Replace the chain if wear is significant. Check (see Check Procedure) the chain for all
modes of failure. If none are found, eliminate the misalignment and place back into ser-
vice.

A-20 THDC / THDCP - 954 / 955 / 974 (Rev. 05/03)

Modes of Chain Failure
Appearance and/or Symptom
1. Excessive Length (elongation)
If chain gauge shows more than 12.3
inches per foot of elongation.
12.3”/FT.
2. Abnormal Protrusion or Turned Pins
3. Cracked Plates
(Fatigue)
4. Arc-like Cracked Plates (Stress
Corrosion)
5. Cracked Plates (Corrosion Fatigue)
Perpendicular to Pitch Line, plus rust
or other evidence of chemical
corrosion
THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)
Probable Cause
Normal Wear
Permanent deformation
(stretch) from overload
Excessive friction from high
loading and inadequate lubrica-
tion
Loading beyond chain’s capac-
ity (dropping load and catching
it)
Severe rusting or exposure to
acidic or caustic medium, plus
static stress at press fit
between pin and plate. (No
cyclic stress necessary)
Corrosive environment and
cyclic motion (chain under
cyclic operation)
Correction
Replace chain when it
reaches 12.3 inches per
foot.
Replace chain immediately
and eliminate the source
of overloads.
Replace chain and
lubricate more frequently
Replace chain and eliminate
dynamic (impulse)
overloading
Replace chain and protect
from hostile environment by
lubricating more frequently
Replace chain and protect
from hostile environment by
lubricating more frequently
A-21
 Appearance and/or Symptom Probable Cause Correction
6. Tight Joints
Dirt or foreign substance
packed in joints
Clean and relube
Corrosion and rust Replace chain
Bent pins Replace chain

7. Enlarged Holes

High overload, dropping and

catching load Replace chain and correct
cause of overload

8. Worn Contour (Edge Wear) Replace chain when wear

reaches 5% of H.
Normal wear on sheave bearing
area
H Abnormal wear, rubbing on Replace chain and correct
roller cause of overload

5% of H Check chain roller bearing

9. Worn Surfaces on Outside Links

or Pin Heads

Misalignment, rubbing on roller

flanges Check alignment of
anchors, chain rollers
and chain roller pin.

WARNING:
I. Use proper safety precautions.
a. Always lower the mast and carriage to its lowest position before inspecting the leaf chain, un-
less the mast and carriage are securely blocked.
b. Always use OSHA approved support means (man lift, scaffolding, ladder, or platform) when
inspecting, removing, or servicing lift chains. Always turn off the engine. Do not allow anyone
to touch the controls while people are near the upright.

A-22 THDC / THDCP - 954 / 955 / 974 (Rev. 05/03)

II. Use Lockout / Tagout Procedure to reduce causes of possible injury (refer to Lock-Out / Tag-Out
Procedure in the Safety Section found in the front of this manual).
III. Use only assembled chain. Do not build lengths from individual components.
IV. Do not attempt to rework damaged chains by replacing only the components obviously faulty. The
entire chain may be compromised and should be discarded.
V. Do not weld any chain or component. Welding spatter should never be allowed to come in contact
with chain or components.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) A-23

 Hoist Circuit

A-24 THDC / THDCP - 954 / 955 / 974 (Rev. 05/03)

 Appendix

Introduction. Once a crack is found in the truck
structure, it is advisable that you contact Taylor
Machine Works, Inc. for proper welding proce-
dures. Your truck is comprised of different metals,
each requiring its own unique repair procedure.
Welding Precautions. Occasionally parts have
failed because of electric arc damage that
occurred during welding. This damage (starting
the failure), occurred when the current passed
from the electrode through a pin, bearing, cylinder
piston or other moving part, seeking the ground.
Shown on the illustration are some of the parts on
the container handling truck subject to damage by
the passage of welding current.
Welding Precautions
Care and common sense are the best guides to
avoid such damage to the components.
CAUTIONS:
S Should any truck equipped with an APC
module require welding on its structural
members, the RS connector must be
unplugged from the APC module prior to any
welding. Failure to comply with this caution
may lead to damage to the APC module.
S Always connect the ground (closest to the
area to be welded, as possible, to provide
the shortest path for welding current flow) to
the part or welded assembly that is to be
welded.

LIFT CHAIN
AND ROLLERS

SLEW
CYLINDERS
TILT CYLINDER ENDS
AND ALL INTERNAL
SUB-TROLLEY COMPONENTS
ROLLERS

WHEEL AND
SPINDLE
BEARINGS

EXPANSION
CYLINDERS

MAST & CARRIAGE

ROLLERS & PINS

AXLE BEARINGS UNIVERSAL ENGINE

TRANSMISSION
AND GEARS JOINT GEARS AND
GEARS AND STEER
BEARINGS BEARINGS
BEARINGS AXLE PIVOT

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) A-25

 Hoist Circuit

A-26 THDC / THDCP - 954 /

955 / 974 (Rev. 06/03)
 Torque Chart - Nuts and Bolts

Force - 100 lbs. Force - 200 lbs.

12” or 1’ 6” or 1/2’
Graphic Illustration
of Torque
Lever Arm or Wrench Handle Lever Arm or Wrench Handle

Torque - 100 ft-lbs. or 1200 in-lbs. Torque - 100 ft-lbs. or 1200 in-lbs.

NOTE: These charts are intended as a guide for the same SAE grade as the bolts on the chart.
the wrench torque that should be applied to tight- When nuts and bolts are of different grades, use
ening nuts and bolts, studs, or capscrews when the torque value for the lower of the two grades.
no torque is specified on the assembly print or
These charts are not intended for use in seating a
separate instructions. A steady pressure should
be applied to the torque wrench until the torque stud in a housing. The torque values, listed in the
charts, are the maximum and minimum dry torque
value is obtained. A jerking action on the torque
values. To convert dry torque values to lubricated
wrench may not yield the proper torque value.
torque values, multiply the max. or min. dry torque
When tightening a bolt with a slotted nut, torque to value by 75% (.75). Lubricated is defined as oil-
the lower value shown on the applicable chart. coated bolts, LoctiteR coated bolts, plated bolts or
Then continue to tighten until the hole in the bolt bolts used with hardened flatwashers.
and the slot in the nut line up. Nuts must be of
Recommended Torque, Foot-pounds (ft-lbs)
SAE Grade 5 SAE Grade 8 12pt Ferry Head Capscrew
NF Threads Torque Torque Torque
1/4 - 28 9 - 10 13 - 14 15 - 17
5/16 - 24 17 - 19 23 - 25 31 - 34
3/8 - 24 32 - 35 45 - 50 59 - 65
7/16 - 20 50 - 55 72 - 80 92 - 102
1/2 - 20 81 - 90 108 - 120 135 - 150
9/16 - 18 108 - 120 153 - 170 NA
5/8 - 18 162 - 180 216 - 240 271 - 301
3/4 - 16 270 - 300 378 - 420 482 - 536
7/8 - 14 423 - 470 594 - 660 793 - 881
1 - 14 657 - 730 918 - 1020 1130 - 1255
1-1/8 - 12 792 - 880 1296 - 1440 NA
1-1/4 - 12 1116 - 1240 1800 - 2000 NA
1-3/8 - 12 1512 - 1680 2448 - 2720 NA
1-1/2 - 12 1980 - 2200 3200 - 3560 NA
NC Threads
1/4 - 20 7 - 8 11 - 12 14 - 15
5/16 - 18 15 - 17 23 - 25 28 - 31
3/8 - 16 28 - 31 41 - 45 52 - 58
7/16 - 14 45 - 50 63 - 70 83 - 92
1/2 - 13 68 - 75 99 - 110 120 - 133
9/16 - 12 99 - 110 135 - 150 NA
5/8 - 11 135 - 150 198 - 220 240 - 266
3/4 - 10 234 - 260 342 - 380 432 - 480
7/8 - 9 387 - 430 540 - 600 671 - 746
1-8 576 - 640 810 - 900 940 - 1044

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) A- 27

 SAE Grade 5 SAE Grade 8 12pt Ferry Head Capscrew
NF Threads Torque Torque Torque
1-1/8 - 7 720 - 800 1152 - 1280 NA
1-1/4 - 7 1008 - 1120 1638 - 1820 NA
1-3/8 - 6 1314 - 1460 2142 - 2380 NA
1-1/2 - 6 1746 - 1940 2844 - 3160 NA

Recommended Torque for Metric Bolts

Torque (ft-lbs)
Class 8.8 Classs 10.9
Bolt Size
(Equiv. to Grade 5) (Equiv. to Grade 8)

M6-1.00 7 - 8 10 - 11

M8-1.25 17 - 19 24 - 27

M10-1.50 33 - 37 48 - 53

M12-1.75 59 - 65 83 - 92

M16-2.00 144 - 160 207 - 230

M20-2.50 279 - 310 405 - 450

M24-3.00 486 - 540 690 - 775

M30-3.50 970 - 1078 1386 - 1540

Taylor Engineering Standards Recommended Torque for Countersunk

Flathead Bolts with Internal Hex Drive
Tightening procedure for countersunk flathead (these torque values applies only to hold caps
bolts with internal hex drive used for holding caps on tapered TimkenR bearings found on the
on tapered TimkenR bearings (found on the mast mast and carriage main roller assemblies)
and carriage main rollers):
Torque (ft-lbs)
1. The bolts and tapped holes must be clean and
B l Size
Bolt Si
free of oil. (This can be done by using a spray Min. Max.
degreaser (Zep AerosolveR or equivalent) and
drying with compressed air.) 5/16 - 18 7.5 (90 in-lbs) 8.5 (102 in-lbs)

2. Apply LoctiteR to bolt threads. 3/8 - 16 14 (168 in-lbs) 12 (192 in-lbs)

3. Gradually tighten the bolts using a crossing 7/16 - 14 24 (288 in-lbs) 26 (312 in-lbs)
pattern. 1/2 - 13 38 (456 in-lbs) 42 (504 in-lbs)
4. Repeat Step 3 until bolts hold at least the mini- 5/8 - 11 74 81
mum torque value indicated in the torque chart
below. Stake head at three places with a cen- 3/4 - 10 135 150
ter punch.
5. When bearings are removed, it is necessary to
run a tap in the threaded holes and a die on
the bolts to remove LoctiteR residue. If a die
is not available, use new bolts.

A- 28 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 Torque Chart - Nuts and Bolts

Tightening procedure for Grade 8 countersunk

flathead bolts with internal hex drive used for
retaining the slide bearing block housings (found
on the mast and carriage):
1. Do Not use starwashers or any other type of
“locking” washer with grade 8 bolts.
2. Generously lubricate the head and threads of
the bolt with oil before installing.
3. Gradually tighten the bolts using a crossing
pattern until they hold at least the minimum
torque value as indicated in the torque chart
below.
4. In order to achieve torque values of this mag-
nitude, a high quality hex bit driver tool should
be used.
5. In order to minimize bending stresses in the
tool and thereby increase its life, the length of
the hex bit should be as short as possible
(e.g., Snap-OnR “Stubby” length).

Recommended Torque for Countersunk

Flathead Bolts with Internal Hex Drive
(these torque values applies only to those
bolts used to retain the slide bearing block
housings)
Torque (ft-lbs)
NC
C Threads Hex Bit Size
S
Min. Max.

5/16 - 18 3/16 13 15
3/8 - 16 7/32 20 22
7/16 - 14 1/4 30 32
1/2 - 13 5/16 65 70
5/8 - 11 3/8 110 115
3/4 - 10 1/2 265 270

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) A- 29

 Hoist Circuit

A- 30 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)


Introduction. The container handling truck has a
large number of moving parts which operate under
extreme conditions. Frequent periodic lubrication
is absolutely essential to keeping the truck per-
forming satisfactorily with a minimum of downtime.
The illustrations in this section indicate the lubrica-
tion locations, intervals and type lubrication ser-
vice to be performed. The Lube Chart Legend,
located below Illustration 5, contains the type of
lubricant to be used for each symbol and the
abbreviation representation for each type of
lubrication service. Refer, also, to the Preventive
Maintenance chart for lubrication intervals and to
the Fuel and Lubricant Specifications section
for the types and weights of lubricants to be used
in different temperature ranges.
WARNINGS:
S Always park the truck on level ground, apply
the parking brake, shut down engine and
Lock Out & Tag Out truck before performing
lubrication.
S Do not climb on the mast assembly or on
other high places of the truck while perform-
ing lubrication.
S Always use OSHA approved ladders, stands,
or manlifts to reach high places on the truck.
S Do not use a material handling forklift as a
means to elevate personnel.
Chassis Lubrication (See Illustration 1 for chas-
sis lubrication)
Attachment Lubrication (See Illustration 2 for
attachment lubrication)
Carriage Lubrication (See Illustration 3 for car-
riage lubrication)
Lubrication
Excess grease inside the mast rails may cause
the rollers to slide when subjected to a heavy
load. If this happens, a flat spot will be worn
on the rollers and the rollers will continue to
slide until replaced with new rollers.
NOTE: In severe environments, more frequent
lubrication service intervals of the inner and outer
mast main rollers may be required.
Lift Chains. The lift chains of the mast assembly
must be lubricated every 500 hours of operation
(refer to Leaf Chain Care, Maintenance, and
Replacement section in the Appendices). Refer
to the Fuel and Lubricant Specifications for the
type of lubricant to be used to lubricate the lift
chains.
Steer Axle Lubrication (See Illustration 5 for
steer axle lubrication)
WARNING: When each side of the steer
axle is lubricated, the truck must be steered to
one side to access the grease fittings and
Locked Out & Tagged Out.

CAUTION: The carriage main roller

assemblies must not be over lubricated.
Excess grease inside the mast rails may cause
the rollers to slide when subjected to a heavy
load. If this happens, a flat spot will be worn
on the rollers and the rollers will continue to
slide until replaced with new rollers.
Mast Assembly Lubrication (See Illustration 4
for mast assembly lubrication)

CAUTION: The inner mast main roller

assemblies must not be over lubricated.

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) A-31

 250 GR
DRIVE SHAFT

250 X
BRAKE
RESERVOIR

10 X
250 DR / CG
ENGINE

10 X
1000 DR
TRANSMISSION

250 X
3000 DR
DRIVE AXLE 10 X
3000 CG
HYDRAULIC
RESERVOIR

250 X
3000 DR
PLANETARY
HUBS

NOTE: Refer to the Lube Chart Legend for the type of lubri-
cant to be used. In addition, refer to the Fuel and Lubricant
Specifications for the types and weights of lubricants to be
used in different temperature ranges.

Illustration 1. Chassis Lubrication Points (See Lube Chart Legend for Lubrication Symbol Designation)

A-32 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 250 GR
250 GR PILE SLOPE
NARROW & WIDE CYLINDERS
EXPANSION FRAME (BOTH ENDS)
SLIDING SURFACES
250 GR
PILE SLOPE
TIE LINK EARS
(BOTH ENDS)

250 GR
HANGER CHAIN
LINK PLATES

250 GR
SUB-TROLLEY
ROLLERS

250 GR 250 GR
TWISTLOCK 250 GR
TWISTLOCK PILE SLOPE
BEARINGS GUIDE BLOCKS
PIVOT PINS

250 GR
EXPANSION
CYLINDERS
(PISTON END)

250 GR
SIDE SHIFT
NOTE: Refer to the Lube Chart Legend for the type of lubri- CYLINDERS
cant to be used. In addition, refer to the Fuel and Lubricant (PISTON END) 250 GR
Specifications for the types and weights of lubricants to be SIDE SHIFT
used in different temperature ranges. CYLINDER PINS

Illustration 2. Attachment Lubrication Points (See Lube Chart Legend for Lubrication Symbol Designation)

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) A-33

 250 GR
SLEW CYLINDER
ANCHOR PINS

NOTE: Refer to the Lube Chart Legend for the type of lubri- 250 GR
cant to be used. In addition, refer to the Fuel and Lubricant CARRIAGE MAIN
Specifications for the types and weights of lubricants to be ROLLERS
used in different temperature ranges.

Illustration 3. Carriage Lubrication Points (See Lube Chart Legend for Lubrication Symbol Designation)

A-34 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 1500 GR
CHAIN 500 GR
ROLLER LIFT CHAINS
PIN
OUTER MAST

250 GR
TILT
CYLINDER
EAR

INNER MAST

250 GR
MAST HANGER CLAMP
(LOCATED ON CHASSIS)

250 GR
INNER MAST
MAIN ROLLERS

NOTE: MAIN ROLLERS MUST BE ALIGNED WITH

GREASE HOLES LOCATED IN THE OUTER MAST
RAIL TO ACCESS GREASE FITTINGS.
NOTE: Refer to the Lube Chart Legend for the type of lubri-
cant to be used. In addition, refer to the Fuel and Lubricant
Specifications for the types and weights of lubricants to be
used in different temperature ranges.

Illustration 4. Mast Lubrication Points (See Lube Chart Legend for Lubrication Symbol Designation)

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) A-35

 GREASE RELIEF

250 GR
UPPER SPINDLE PIVOT
250 GR
STEER LINK

250 GR
PIVOT BLOCK

GREASE RELIEF

250 GR
LOWER PIVOT SPINDLE

NOTE: Refer to the Lube Chart Legend for the type of lubri- 3000 GR
cant to be used. In addition, refer to the Fuel and Lubricant WHEEL BEARING
Specifications for the types and weights of lubricants to be
used in different temperature ranges.

Illustration 5. Steer Axle Lubrication Points (See Lube Chart Legend for Lubrication Symbol Designation)

SYMBOL LUBRICANT ABBREVIATIONS

ENGINE OIL, CF4 SAE 15W 40
HYDRAULIC FLUID C-4 TYPE with
X - Check Lubricant Level
FRICTION CONTROL MODIFIERS
DR - Drain and Refill
GEAR OIL, GL-5 OR MIL-2105D
GR - Grease
GREASE, CHEVRON ULTRA-DUTY OR EQUIVALENT
CG - Change
GREASE, CHEVRON ULTI-PLEX OR EQUIVALENT
VISTAC ISO 150 OR EQUIVALENT

LUBE CHART LEGEND

A-36 THDC / THDCP - 954 / 955 / 974 (Rev. 06/03)

 SERVICE CAPACITIES

Engine Lubrication
Cummins M11-C330 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Quarts
Coolant System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Gallons
Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240 Gallons
Transmission
TC-36 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Quarts
TC-40 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Quarts
Drive Axle
Differential . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Quarts
Each Planetary Hub . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Quarts
Hydraulic Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 Gallons

HYDRAULIC PRESSURE SETTINGS

Hydraulic Function Pressure Setting Set Pressure At
Lift 2900 psi High Idle
Tilt Back 2900 psi High Idle
Tilt Out 2500 psi High Idle
Steering 2500 psi High Idle
Main Attachment 2100 psi High Idle
Side Shift 2100 psi High Idle
Left Slew 2100 psi High Idle
Right Slew 2100 psi High Idle
Expand 1000 psi High Idle
Retract 2000 psi High Idle
Twistlocks 700 psi High Idle
Pile Slope 2100 psi High Idle
Pilot Minimum 250 psi Low Idle
Pilot Maximum 400 psi High Idle

THDC / THDCP -- 954 / 955 / 974 (Rev. 06/03) A-37

 Hoist Circuit

THD-180S -- 360L (10/98) A-38

 Preventive Maintenance
Service Symbols Service Intervals
A-Adjust C-Clean CG-Change Daily Or Monthly Or Six Months Or Yearly Or
10 Hours 250 Hours 1500 Hrs. 3000 Hrs.
D-Drain GR-Grease X-Check
POWER UNIT
ENGINE (Refer To The Engine Manufacturer’s Maintenance Manual For
Additional Requirements):
Hourmeter - check reading to determine when inspections are due X
Oil level-check for evidence of external leakage X
Oil change and filter element D / CG
Throttle control linkage X
Crankcase breather C
Clean engine C
Check engine mounts X
FUEL SYSTEM:
Fill fuel tank-check for leaks X
Fuel / water separator filters D
Fuel / water separator filter elements CG
Fuel tank, cap, hoses and clamps X
AIR INTAKE SYSTEM:
Check for leaks X
Air cleaner element filter indicator X
Air cleaner primary element (as conditions warrant) CG
Air cleaner safety element (or by filter indicator) CG
COOLING SYSTEM:
Coolant level and fan belts X
Hoses, clamps and radiator - check for leaks X
Radiator (clean externally as conditions warrant) X
Drain and flush cooling system (every 2 years or 6,000 hours)
Coolant filter (refer to the engine operation and maintenance manual for coolant filter
change interval)
ELECTRICAL SYSTEM:
Battery-check water level X
Alternator belts X
POWER TRANSFER
TRANSMISSION:
Maintain fluid level to full mark and check for leaks X
Clean transmission breather C
Drain and refill transmission (every 1000 hours)
Clean sump screen (every 1000 hours)
Transmission filter elements (every 500 hours)
DRIVE SHAFT:
Lubricate drive shaft, universal joints, slip joints and all other bearings. GR
AXLES
STEER AXLE - Visually inspect daily X
Lubricate all grease fittings on steer axle (refer to the Lubrication section in the
Appendices) GR
Repack wheel bearings GR
Check mounting bolts X
DRIVE AXLE - Visually inspect daily X
Differential and planetary hubs - maintain oil level X
Drain and refill differential and planetary hubs (refer to Fuel and Lubricant Specifications in
the Appendices for the type of gear oil to be used) D
Inspect brake linings X
Check mounting bolts X
BRAKE CONTROL SYSTEM
BRAKES:
Air tank (manual drain) D
Check air hoses and connections X
Fluid level in wet disc brake reservoir X

THDC / THDCP - 954 / 955 / 974 (Rev. 06/03) A-39

 Service Symbols Service Intervals
A-Adjust C-Clean CG-Change Daily Or Monthly Or Six Months Or Yearly Or
10 Hours 250 Hours 1500 Hrs. 3000 Hrs.
D-Drain GR-Grease X-Check
BRAKE CONTROL SYSTEM (Continued)
PARKING BRAKE:
Actuation X
Brake pads (replace as conditions warrant; refer to Section 15) X
Actuator adjustment (whenever the parking brake pads are replaced)
CHASSIS
Lubricate all grease fittings on machine not listed elsewhere. Use engine oil on linkage not
having grease fittings. GR
Mirrors and windows X/C
Access and anti-slip surfaces (clean) X/C
Audio-visual warning devices X
Handrails X
WHEEL EQUIPMENT:
Check tires, valve caps, wheels, lugs and tire pressure (refer to data plate on vehicle for
torque information) X

HYDRAULIC SYSTEM
HYDRAULIC PIPING AND RESERVOIR:
Maintain fluid level in hydraulic tank to full mark. X
Check piping for chafing, cracked hoses, loose fittings and leaks. X
Drain and refill entire hydraulic system and clean inside tank. CG / C
HYDRAULIC FILTERS:
Replace hydraulic tank breathers (as conditions warrant) CG
Hydraulic tank return filters CG
Hydraulic filter screens (suction strainers) C
Remote pilot hydraulic filter CG
HYDRAULIC VALVES:
Check for free operation X
HYDRAULIC CYLINDERS:
Observe speed of movement - check for leaks X
ACCUMULATORS:
Check precharge X
ATTACHMENTS
MAST - Visually inspect daily X
Lubricate mast hinge clamps GR
Lubricate tilt cylinder ears and inner mast main rollers GR
Lubricate chain roller pins GR
Refer to Leaf Chain Care, Maintenance, and Replacement for additional
inspection requirements. X
Check all mast mounting hardware (mast hanger) X
CARRIAGE - Visually inspect daily X
Lubricate carriage main rollers and slew cylinder pins grease fittings GR
CONTAINER ATTACHMENT:
Check unit for loose parts and hydraulic leaks X
Lubricate the twistlock grease fittings, expansion cylinder end grease fittings, side shift
cylinder end grease fittings, pile slope cylinder ends, pile slope tie links, hanger chain link GR
plate grease fittings and sub-trolley roller grease fittings.
Lubricate the sliding surfaces of the expansion frames. (every 50 hours)
Visually inspect all twistlocks, guide blocks, interlocks and plungers. X
Check twistlocks and guide blocks ultrasonically or by magnaflux. Replace every 6000
hours. X
Visually inspect container attachment structure for cracks. X
Check hanger chain links for wear and flat spots. X
Check response of hydraulic functions. X
Check all container lights and safety devices. X
CAB
Check cab tilt and cab tilt cylinders for proper operation X

The service intervals for Preventative Maintenance are calculated based on normal operating conditions including ten hours
per day, fifty hours per week. If your operating conditions or duty cycles are more severe, the service should be conducted
more frequently, i.e. extremely dusty conditions may require more frequent servicing of the filters.

A-40 THDC / THDCP - 954 / 955 RTGP-9040

/ 974 (Rev.(12/95)
06/03)
 CALIFORNIA

Proposition 65 Warning

Diesel engine exhaust and some of its constituents are known to

the State of California to cause cancer, birth defects, and other
reproductive harm.
 Fuel and Lubricant Specifications

This replaces all previously published Fuel and Lubricant Specifications.

PRODUCT USED IN SPECIFICATIONS TEMPERATURE FACTORY FILLED
ENGINE Cummins Diesels API Classification CG–4, CH–4/SJ, CI–4 Chevron Delo 400
OIL Multi grade
Multi-grade
SAE 5W 30 -40° F to 68° F Heavy Duty
SAE 10W 30 -10° F to 68° F M
Motor Oil
SAE 15W 40
SAE 15W 40 -10° F to 115° F
Gas & LP Engines API Classification CG–4, CH–4/SJ, CI–4
SAE 5W 30 Below 60° F
DIESEL All Diesel Engines ASTM Spec D-975 All Temperatures Chevron Diesel No. 2
FUEL No. 1 or No. 2, With Temp. Supressor
0.5% Sulfur Maximum Added November Thru
Centane Minimum 40 March
ANTI- Cooling System Maintain 50 - 50% Soft Water* Protection to -34° F Texaco 23 53
FREEZE Ethylene Glycol
(Low Silicate Antifreeze)
GM 6038-M or ASTM D3306
RUST Cooling System Any Reputable Manufacturer All Temperatures Included in Antifreeze
INHIBITOR Non-Chromate Only
TRANS- Automatic Transmission C-4 Type Fluid with Friction Control All Temperatures Chevron 1000 Tractor
MISSION Modifiers. Hydraulic Fluid
HYDRAU- Hydraulic System
LIC FLUID NOTE: Chevron 1000 Tractor Hydraulic
Fluid and Mobil 424 have proven to be
WET DISC Wet Disc Brakes most effective in controlling wet disc
BRAKE brake noise.
COOLING
GEAR OIL Differentials Extreme Pressure Gear Oil Chevron Delo Gear
Planetary Hubs (GL-5 or MIL-2105D) 10° F Minimum Lubricant ESI 80W 90
Gear Boxes SAE 85W 140
SAE 80W 90 -15° F Minimum & Any
Higher Temperatures
BRAKE Wet Disc Brake Actuator C-4 Type Fluid with Friction Control All Temperatures Chevron 1000 Tractor
FLUID Modifiers. See Hydraulic Fluid Above. Hydraulic Fluid
WHEEL All Timkenr Bearings Chevron Ulti-Plex** Grease Grade 1 below 0° F Chevron Ulti-Plex Grease
BEARINGS Which Use Grease NLGI Grades 1 & 2 or Equivalent Grade 2 above 0° F NLGI Grade 2
AND
SEALED
CHAIN
ROLLERS
GREASE All Other Grease Fittings Chevron Ultra Duty** Grease Grade 1 below 0° F Chevron Ultra Duty
FITTINGS EP NLGI 1, 2, or Equivalent Grade 2 above 0° F Grease EP NLGI 2
LEAF Vistacr ISO 150 Lubricant All Temperatures Vistacr ISO 150 Lubricant
CHAINS

* Soft Water - Cannot contain more than 300 parts per million hardness or 100 parts per million of either chloride or sulfide.
(See engine manual.)
**Grease recommendations are based on commercial products which have given satisfactory service. Users must be assured of similar per-
formance with products represented to be equivalent.

FL-1-5 (Rev. 2/07)

 Hoist Circuit

Insert The Current Fuel and Lubricant

Specifications Form FL Here

6-2 THDC / THDCP - 954 /

955 / 974 (Rev. 06/03)