9852 1513 01 Service Guide Mine Truck

Wagner Mine Trucks
Service
Instructions
Atlas Copco Wagner Inc.
Introduction Service Manual Wagner Mine Trucks
Description log for this vehicle. Use only Wagner approved

replacement parts when servicing Wagner prod-
ucts.
The Operator’s Manual covers all routine service
The Wagner Mine Truck truck consists of a
by maintenance interval: daily, weekly, monthly,
Power Frame and a Load Frame connected by an
and quarterly.
articulating joint that permits 45-degree turns, in
combination with an oscillating joint that per- This manual provides you with a generalized
mits the units to tilt relative to each other to overview and theory of operation of various
accommodate uneven surfaces. components and systems on the mine truck.
The power frame includes the diesel engine and By using this manual you will be able to under-
an automatic transmission. The canopy has been stand how complex systems work, how to trou-
approved by U.S. government authorities and bleshoot problems in operation, and how to
satisfies FOPS standards in accordance with safely and effectively remove and replace worn
pamphlets ISO 3471 and SAE J1040C. or damaged components.
The dump box and rear axle components are This manual does not deal with component
mounted on the load frame. The dump box may rebuilding. Wagner recommends that component
be either a rear dump design or a teledump level repair be conducted through Atlas Copco’s
design consisting of two stages and a tailgate worldwide dealer network
controlled by the operator.
The entire vehicle is designed for maximum
durability and easy maintenance. All items to be
maintained on a scheduled basis are easily CALIFORNIA
accessible and identifiable. Proposition 65 Warning
Diesel engine exhaust and some of its constituents are known to
This manual is intended to be used in conjunc- the State of California to cause cancer, birth defects, and other re-
tion with the Operator’s Manual and Parts Cata- productive harm.
E-O-D™, Rock Torque™, Rock Tough™, SAHR™, Scooptram®, Scoopy™, and Teletram® are trademarks of
Atlas Copco Wagner Inc.
2 07-96 5566071101
Wagner Mine Trucks Service Manual Introduction
Safety 11 Cylinders 36
Dump/Hoist and Steering 36
Maintenance 17 1000 Hour Maintenance Schedule 36
Daily or Shift Schedule (Walk-Around) 19 Fuel 36
Fuel 20 Engine 37
Drive Belts 20 Drive Belts 37
Engine Oil 20 Air Intake and Exhaust 37
Once the vehicle has been started, record en- Diesel Purifier 37
gine oil pressure on Shift Maintenance Re- Transmission Oil 38
port. 21 Clutch Pressure 38
Air Intake and Exhaust 21 Axles 39
Engine Coolant 23 Wheels and Tires 40
Torque Converter and Transmission Oil 23 Charge Valve Kick-In and Kick-Out 40
Oil Cooler 24 Steering and Dump Main Relief 41
Wheels and Tires 24 Steering and Dump Port Relief 41
Brakes 24 Steering and Dump Pilot Valve 42
Sequence Valve 42
50 Hour Maintenance Schedule 26
Cooler Check Valves 42
Air Intake and Exhaust 26
2000 Hour Maintenance Schedule 43
Wheels and Tires 26
Batteries 27 Engine Coolant 43
100 Hour Maintenance Schedule 27 4000 Hour Maintenance Schedule 44
Fuel 27 Engine 44
Engine Oil 27 Oil Cooler 44
Air Intake and Exhaust 28 Hoses 44
Engine Coolant 28 U-Joints 45
Torque Converter and Transmission 29 Power Unit 47
Axles 29
Wheels and Tires 30 Fuel Tanks 48
Batteries 30 Primary Filter/Water Separator 49
250 Hour Maintenance Schedule 31 Hand Primer Pump 49
Fuel Lift Pump 49
Engine Coolant 31
Secondary Fuel Filter 50
Torque Converter and Transmission 31
Injection Pump 50
400 Hour Maintenance Schedule 32 Injectors 50
Fuel 32 Fuel Lines 51
Engine Intake and Exhaust Valves 32 Engine Oil System 55
Transmission Oil 32
Oil Cooler 32 Lubricating Oil Pump 55
Transmission Breather 33 Oil Filters 56
Brakes 33 Engine Oil Cooler 56
5566071101 10-95 iii

Engine Oil Pressure Gauge 56 Midship-to-Pillow Block Bearing Driveline

98
Air Supply System 57
Pillow Block Bearing to Front Axle Driveline
Determining Air Filter Size 58 98
Standard Installation Criteria 58 Axles 99
Service Indicators 59
Front Axle 99
Air Exhaust System 59 Rear Axle 99
Cooling System 66 Tire Demounting And Mounting Procedures
Reinstalling the Cooling System Package 67 100
Electronic Engine Control System 71 Demounting 100
Mounting 101
Engine 71
Type STN or SC earthmover rim double
Power Train 75 flange 101
Type T Grader - industrial construction rim
Mine Truck Drivetrain 76 single flange 102
Transmission System 76 Type HTN or HC earthmover rim double
Torque Converter Theory Of Operation 78 flange or locking wheel flange with or with-
Component Description 79 out heavy duty driver. 102
Transmission & Torque Converter 79 Type LW highway rim single flange. 102
Transmission Control Valve 80 Type M earthmover rim single flange. 102
Transmission Charge Pump 81 Type HTHM earthmover rim locking wheel
Auxiliary Cooling Pump 82 flange with heavy duty driver 103
Transmission Modulator Valve 82 Recapping 108
Drivelines 86 Frame 111
Wheels And Tires 91
Introduction 112
Type of Differential 93
Removing the Rear Dump Box 112
Transmission/ Accessories 94
Replacing the Rear Dump Box 112
Transmission Cooling System 94 Removing the TeleDump Box 112
Removing the Transmission 94 Replacing the TeleDump Box 113
Reinstalling the Transmission 95 Teledump Component Removal 113
Driveline 95 Removing the Tailgate 113
Replacing the Tailgate 113
Phasing the Driveline 95 Removing the Push Plate 113
Installing the Drive Shaft 96
Replacing the Push Plate 114
Yokes and Bearing Mounts 96 Removing the First Stage Box 114
Installing Driveline Guards 96 Replacing the First Stage Box 114
Converter to Transmission Driveline 96
Removing the Fixed Box 114
Transmission to Front Axle Driveline 97 Replacing the Fixed Box 114
Midship Driveline 98 Separating the Load Frame from the Power
iv 10-95 5566071101
Frame 115 Orbital (Wheel) Pilot Valve 139

Reconnecting the Frame 115 Priority Flow Divider Valve 140
Steering Stops 120 Bi-Directional Control Valve 140
Dump Box Guides 120 Pilot Pressure Reducing Valve 141
Dump Box Stops (Pads) 120 Pilot Pressure (Sequence) Valve 141
Upper and Lower Tailgate Stops 120 Pressure Relief Valve 142
Inspection and Maintenance 121 Cushion Valve 142
Installation 121 In neutral 142
Steering Stops 121 In the relief mode 142
Oscillating Axle Stops 121 Demand Valve 143
Dump Box Stops (Pads) 121 Rear Dump & TeleDump Systems 144
Hydraulics 123 Box Up 144
Box Float 145
Hydraulic System 124 Box Power Down 145
Hydraulic Gear Pumps 124 Pilot Control Valve 145
Starting New Pumps 125 Dump Control Valve 145
Low Temperature Starting 125 Main relief function 146
Steering Cylinders 126 Load check valve function 146
Accumulator Pre-Charge 128 Dump Box Retract 147
Accumulator Charging Valve 129 Push Plate Extend 147
Hydraulic Reservoir (Tank) 130 Push Plate Retract 147
Oil Filters 130 Solenoid Valve 148
Internal Filter Cartridge with Indicator 131 Diverter Valve 148
Off-line Hydraulic Filter 131 Slave Cylinder 148
Assembling Fittings to Hoses 132 Pressure Reducing Valve 148
Check Valve 149
Steering System 133
Brake System 149
Monostick Steering Schematic 134
SAHR Brake System Operation 149
Wheel Steering System Schematic 135
Charging Mode 149
Left Turn 136
Non-charging Mode 149
Over-Pressure Protection 137
Brakes Released 149
Monostick System 137
Brakes Applied 150
Hydrosol (SPC50) 137
SAHR Brake 152
DanFoss 137
Pilot Pressure Valve 153
Monostick and Wheel Steering System Com-
Park Brake Control Valve 153
ponents 137
Park Brake Relay Valve 154
Hydrosol (SPC50) Steering System Compo-
Secondary Mode Pressure Switch 154
nents 138
Accumulator Pressure Gauge 154
DanFoss Steering System Components 138
Foot Pedal Control Valve 155
Steering Valve 138
SPC50 Steering Control Valve 138 Emergency Tow System 156
5566071101 10-95 v
System Operation 156 SAE 4-Bolt Split Flange Connection 176

Hand-operated Hydraulic Pump 157 Problem (1): 176
Relay Override Button 157 Problem (2): 177
Hydraulic Check Valve 157 Pipe Thread Leaks 177
Brake Cooling System 158 Removal and Replacement Procedures 178
Cooling Flow 159 Before Starting 178
65 PSI Check Valve 160 Relieving Hydraulic System Pressure: 179
Hydraulic Oil Cooler 160 Before removing any hose: 179
20 PSI Check Valve 161 Steering Cylinder Removal 179
Sump Cooled Brake Assembly 161 Steering Cylinder Installation 179
Multi-disc Liquid Cooled Brake Assembly
Bleeding Air 179
161
Throttle Treadle Valve 163 Dump Box Cylinder Removal 180
Throttle Control Cylinder 163 Dump Box Cylinder Installation 180
Acceleration Mode 163 Bleeding Air 180
Relief Mode 163
Pump Removal 181
Servicing After Overhaul 164
Pump Installation 181
Level of Oil in Reservoir 165
Importance of Cleanliness 165 Preparation for trial run 181
Oil Changes 166 Trial run 182
Oil Storage and Handling 167
Prevention of Foaming 168 Electrical 185
Hydraulic Oil Change After Failure 168 Electrical System 186
Hydraulic Reservoir Inspection 168
Servicing Filters and Strainers 169 Electrical Ladder Diagram 186
Establishing a Schedule 170 Electrical Wiring Diagram 186
Brake Pedal Adjustment 170 Wiring Harnesses 187
Cylinder Inspection 170 Master (Battery Isolation) Switch 187
Adjusting Cylinder Packing 171 Component Box 187
Safety 171 Park Brake Switch 188
Basic Causes of Hydraulic System Failures Emergency service brakes are supplied as an
172 option on some vehicle, and are electrically
System Overheat Protection 172 energized to apply. 188
Eliminating Air From the System 173 Battery 188
Checking for Component Failure 173 Starter 188
Checking Hydraulic Systems for Leaks 174 Alternator 189
External Leaks 174 Preheater (Deutz) 189
Internal Leaks 174
Dump System 190
Finding the Leak Location 175
Leak Problem Areas 175 Light System 191
Problem: 176 Horn 191
vi 10-95 5566071101
Back-up Alarm 191

Engine System 192
DDEC ECM 192
Transmission System 192
Lock-up System 193
Installation 194
Periodic service 194
Activating Dry Charged Batteries 194
Cable Terminals and Hold Downs 195
Battery Fluid 196
Tropical Climates 196
Factors affecting battery life 196
Detecting Potential Failures 198
Cell charge test 198
Using battery booster cables 199
Storage Of Lead Acid Batteries 199
Battery 201
Alternator 201
Miscellaneous Systems 207
Fire Suppression System 208
Actuator 210
Cartridge Receiver/Expellant Gas Cartridge
210
Dry Chemical Tank 211
Nozzles 211
Troubleshooting 213
Section 11 241
Appendix 241
Recommended Torques SAE (U.S.) 270
Recommended Torques SAE (Metric) 271
5566071101 10-95 vii

viii 10-95 5566071101

This safety alert symbol means not adjusted correctly, or know there are missing
Attention! Become Alert! Your parts, make sure that the damage, adjustment, or
Safety Is Involved. All personal missing parts are repaired, adjusted, or replaced
safety messages in this manual before you continue to operate.
and the safety decals on the
ACW00073.pict
Read the safety messages in this manual, the
vehicle are identified by this symbol. safety signs on the vehicle and the safety manual
The safety messages that are shown in this man- provided with the vehicle. Make sure that all
ual include a signal word. That word shows the warning signs are in place, and that they are
degree or level of hazard. The signal words are clean and legible.
DANGER, WARNING, and CAUTION. A warning sign locator diagram is included later
DANGER indicates an imminently hazardous in this section. See the Parts Catalog for part
situation that, if not avoided, will result in death numbers if you need to replace worn or missing
or serious injury. signs. Contact your Atlas Copco Wagner Inc.
sales company or authorized dealer if you have
WARNING indicates a potentially hazardous
any questions.
situation that, if not avoided, can result in death
or serious injury.
CAUTION indicates a potentially hazardous sit-
uation that, if not avoided, can cause minor or
moderate injury.
IMPORTANT indicates information to the
operator that may prevent potential damage to
the vehicle.
NOTE indicates information that may be useful
to the operator.
General safety precautions are listed in the

safety section of this manual. Specific safety pre-
cautions are put in the body of the manual where
specific hazards exist. Safety signs are also put
on the vehicle to warn against potential exposure
to hazards that can be incurred during the rea-
sonable use or operation of the vehicle.
All possible circumstances that may involve a
potential hazard can not possibly be included in
this manual. Therefore, you must make a judge-
ment that an operation, service procedure, etc.,
will be safe for you and others around you. If
you damage the vehicle, know that something is
5566071001 07-96 9
10 07-96 5566071001
Wagner Mine Trucks
Section 2
Safety
Safety Service Manual Wagner Mine Trucks
General Safety Precautions Safety During Maintenance

Before performing any maintenance on the Mine WARNING: Incorrect maintenance or
Truck, review the following safety precautions. service can cause injury or death. If you
A CW00 073. pic t
They’re included for your protection. do not understand a procedure, service, or

Always observe the following general safety adjustment, contact your Wagner sales company
rules during operation of the vehicle. Also or dealer for more information.
observe the safety rules set forth in the work Before you service this Mine Truck, always put a
place and develop additional rules as particular DO NOT OPERATE tag in the cab on the steer-
mine applications may require for safe opera- ing control. If applicable, remove the key from
tion. the Mine Truck.
• Read and carefully follow all instructions as
outlined in the Operator and Service manu-
als.
• Make sure that all operating controls and
indicators are functioning properly.
• Never use controls as mounting assists.
• Never stand while operating the vehicle.
• Avoid wearing loose clothing when operat-
ing the vehicle or working around engines
and other moving or rotating equipment.
• Never allow riders. ACW00072.pict
Do not make unauthorized modifications to this

• Never leave the vehicle unless the brakes are Mine Truck. Before you drill holes, cut, or weld
set. on this Mine Truck, always contact your Atlas-
• Block wheels when parked. Copco Wagner sales company or dealer for
authorization first.
• Never smoke around fuel.
Before you perform service, always wear the
• Always shutdown engine when refueling correct protective items. Face protection, safety
vehicle. shoes, heavy gloves, etc. can be required.
• Always know the location of the nearest fire Wear eye or face protection when using a ham-
extinguisher. mer. Chips or debris can cause eye injury. When
• Check safety system shutdown prior to each driving hardened pins, use a hammer with a soft
shift. face.
If you must perform service under the Mine
• Watch out for others - They may not be
Truck, always engage the parking brake and
watching out for you.
block the front and rear of each wheel.
12 10-95 5566071101
Wagner Mine Trucks Service Manual Safety
Never enter the articulation area of the Mine Keep your hands and body away from the leak.
Truck unless you have first installed the articula- If this fluid is injected into your skin, see a doc-
tion locking bar. tor immediately and have the fluid removed.
Always consult the proper section of the service Stay away from rotating or moving parts.
manual before performing maintenance. Make sure to re-install guards over all exposed
Perform maintenance in a safe area away from rotating parts.
vehicle traffic, with a stable roof area and ade- Never work under a raised hood unless the hood
quate ventilation. The vehicle should be on level is secured with a prop bar.
ground when performing maintenance. Before Wear protective glasses, clothing, hard hat, res-
you start, make sure that the wheels are blocked. pirator, or other protective items when necessary.
Before performing any maintenance in the artic- Insulate all electrical connections and discon-
ulation area of the vehicle: nected wires
1. Make sure the articulation (swivel) locking Pressurized air for cleaning the vehicle should
bar is connected between the load frame and not exceed 30 psi (20 kPa). Wear protective face
power frame to prevent the vehicle from shield and clothing.
articulating. Use proper tools. Replace broken or damaged
2. Remove the key from the OFF/ON/START servicing equipment.
switch, if applicable, and hang a DO NOT Remove all tools, electrical cords and other
OPERATE tag on the switch. loose items from the vehicle before starting
3. Turn the MASTER (battery disconnect) Locking bar should be re-stowed and secured on
switch to OFF and hang with a DANGER pin mounts when work is complete.
tag. Wipe up spilled oil.
Stop engine before adjusting or repairing engine Provide a safe and adequate method for waste oil
or engine-driven equipment. disposal.
If you must service the Mine Truck with the Store oily rags in fireproof containers. Do not
engine running, have a second person help you. leave rags on engine.
The second person must be in the operator’s seat Never store flammable liquids near the engine.
during any servicing or adjustment. Before performing any work under a raised
To prevent hearing damage, wear ear protection dump box, perform the following:
devices when working inside an enclosed room
with the motor running. 1. Empty the box and set the park brake.
Make sure that all pressure is vented prior to 2. Place a safety bar or support posts under the
working on any fluid system. box, and have the box in the full dump posi-
When you check for a high pressure hydraulic tion.
leak, always use cardboard or paper to locate the 3. Shut down the engine.
leak.
4. Turn the on/off and master switches to off
WARNING: Hydraulic fluid injected into position.
your skin can cause severe injury or
A CW000 73. pict
death. 5. Block the wheels.
5566071101 10-95 13
Important: Do not attempt to make repairs to When working on the Mine Truck’s electrical
components of the vehicle without full under- system, always:
standing of the component and system. Always 1. Disconnect the negative (-) battery cable first
use the service manual when working on the and when reconnecting, connect the negative
vehicle.
(-) battery cable last.
Parking the Mine Truck and 2. Do not short across the battery terminals to
check a charge. Sparks can cause an explo-
Stopping the Engine
sion.
When you stop and park the Mine Truck, make 3. Do not weld, grind, or have an open flame
sure the area is safe and level. near a battery.
1. Make sure the dump box is completely 4. When you charge a battery, always remove
down. the caps and have good ventilation.
2. Engage the parking brake, stop the engine, 5. If the engine must be jump started, refer to
put all controls in neutral, and remove the the Operator manual for the correct proce-
key, if one is available. dure.
3. Release the seat belt. On water cooled engines, hot coolant in the radi-
4. Exit the Mine Truck. ator can rush out if you remove the radiator cap
too quickly. Always allow the radiator to cool
Important: If you must park the Mine Truck on
before removing the cap. Turn the radiator cap to
a grade, always put the front of the Mine Truck
the first notch to vent any pressure in the system.
toward the bottom of the grade, against the rib,
After all pressure has been released, remove the
if possible. Make sure the Mine Truck is parked
cap.
behind an object that will not move. Engage the
parking brake and put blocks on the downhill All fuels and most lubricants are flammable.
side of each tire. Always handle with care.
Store all oil-soaked rags or other flammable
Burn, Fire, and Explosion material in an approved protective container.
Prevention Always use nonflammable cleaning solvent to
clean parts.
WARNING: Batteries contain acid.
Always have a good fire extinguisher on your
Severe burns can result if acid comes in
A CW000 73. pict
Mine Truck. Make sure the fire extinguisher is

contact with your skin or your eyes,. If serviced according to the manufacturer’s instruc-
you do get acid on you by accident, flush with
tions.
water for at least 15 minutes and see a doctor
immediately. If your fire extinguisher has been used, always
make sure to recharge or replace the fire extin-
WARNING: Sparks or flame can cause guisher before you operate the vehicle again.
gas from the batteries to explode.
A CW 00073. pi ct
Remove all trash or debris from the Mine Truck.

Check the engine area, especially around the
exhaust.
14 10-95 5566071101
Wagner Mine Trucks Service Manual Safety
If the Mine Truck has had a fuel or oil leak, your protection. If your ROPS or FOPS has
repair the leak and clean the Mine Truck before structural damage, contact your Wagner sales
operating. company or dealer before attempting any
repairs.
WARNING: Ether starting fluid can
A CW00073. pict explode and can cause injury or death. Do not add attachments to the Mine Truck that
will cause the total weight of the Mine Truck to
If ether is used to start the engine in cold exceed the total gross weight shown on the
weather, only use in accordance with the manu- ROPS or FOPS label.
facturer’s recommendations. Always use face The seat belt is an important part of the ROPS
protection when you use ether starting fluid. system. Always fasten and adjust the seat belt
Note: Atlas Copco Wagner does not recommend before you operate this Mine Truck.
the use of ether starting fluid. WARNING: If you roll this mine truck
Before welding or using a torch on the Mine over and you do not have the seat belt fas-
A CW 00073 .pi ct
Truck, always clean the area around your work tened, you may be seriously injured or
first. killed.
Check the electrical system for loose wires, con- If you have any questions about the ROPS or
nections, or frayed insulation. Repair or replace FOPS on your Mine Truck, contact your Atlas-
damaged parts. Copco Wagner sales company or dealer.
RollOver Protective Structure Tire and Wheel Safety

(ROPS) and Falling Object
WARNING: Tires and wheels can
Protective Structure (FOPS) explode and cause injury or death.
A CW 00073 .pi ct
Your Mine Truck may have a RollOver Protec- Always keep yourself and others out of the dan-
tive Structure (ROPS) or Falling Object Protec- ger areas of tires and wheels. Stand on the roll-
tive Structure (FOPS). Our ROPS are designed ing surface (tread) side of a tire when you
to provide operator protection in a rollover by perform service.
controlling the bending of the structure. The Always inflate the tires to the recommended
FOPS provides the operator protection from fall- pressure.
ing debris.
If the tire and wheel assembly is removed from
If your Mine Truck is so equipped, a ROPS or the mine truck, always put it into a tire inflation
FOPS label is attached to the exterior of the cage before adding air.
structure on the forward side. The ROPS or
FOPS serial number, Mine Truck weights, Safety Signs
approval numbers, model number, and engine
model and serial numbers are on this label. WARNING: Injury or death can result if
Do not modify a ROPS or FOPS structure. Mod- a safety sign is missing and instructions
A CW 00073 .pi ct
ifications such as welding, drilling holes, cutting, are not followed.

or adding attachments, can weaken the structure, Replace all missing or damaged signs. Keep the
void the ROPS/FOPS certification, and reduce signs clean. Contact your Atlas-Copco Wagner
5566071101 10-95 15
sales company or dealer for new safety signs. To

clean a sign, use only a soft cloth, water, and
soap. Do not use solvent, gasoline, etc.
Important: The meanings of all safety signs are
described in the introduction to the Operator’s
Manual. There are also locator diagrams show-
ing the location of all safety signs. (Additional
diagrams are provided for EC customers, show-
ing the location of all safety guards.) The mine
truck should never be operated without all safety
signs and guards in place. If a safety or instruc-
tional sign is on a part that must be replaced,
make sure the same sign(s) is on the new part.
Contact your Atlas-CopcoWagner sales com-
pany dealer for new signs.
16 10-95 5566071101
Wagner Mine Trucks
Section 3
General
Maintenance
General Maintenance Service Manual Wagner Mine Trucks
General Maintenance Information equipment condition on an individual or fleet

basis.
This section complements and expands upon
Good records enable maintenance personnel to
information contained in the preventive mainte-
identify and evaluate problem and/or high cost
nance section of your operator’s manual.
areas which can then be targeted for improve-
Safe, efficient operation of the vehicle depends ments or solutions.
on the proper maintenance of the engine, drive
Good record keeping will identify certain items
train, chassis and all related systems.
on the schedules which may need to occur more
Regular inspections must be made to see that the or less often, depending upon the vehicle’s oper-
all system components are in safe operating con- ating environment.
dition.
Finally, good maintenance records aid in the
All bolts, nuts, screws, and other fasteners must planning and scheduling of maintenance and
be in place, properly tightened, and secured. repair procedures, which result in the efficient
Special care must be taken when making repairs use of maintenance resources and maximum
and replacing components. Use only new parts equipment reliability and availability.
as furnished by Atlas Copco Wagner Inc.
Use only new fluids, filters and gaskets and have Independent Oil Analysis
all mating surfaces clean and in proper condi-
tion. Atlas-Copco Wagner highly recommends the
regular use of an oil analysis program. Regular
The labeled diagram in your operator’s manual oil analysis can indicate problems and approach-
shows all maintenance check points. Because of ing maximum wear limits significantly before
individual mine requirements, some check they are discovered by system performance
points on your vehicle may not be located as checks.
shown. If so, consult your supervisor for addi-
tional supporting literature. The objective of a preventative maintenance
program is diagnosis and repair before failure.
Good sampling techniques and independent lab-
Record Keeping oratory analysis are considered primary elements
Good record keeping is essential to a proper of a good program.
maintenance program. Each scheduled mainte- Important: Oil analysis is not to be used to
nance form should be checked off as the inspec- determine if oil can be re-used past recom-
tion or procedure is completed. Quantities of mended service life. Change oil during recom-
replenished lubricants and fluids, and pressure mended service intervals even when oil analysis
and flow readings, should be recorded. shows oil to be up to standards. A comprehen-
All discrepancies should be recorded whether sive analysis program can aid in establishing
remedied or pending. Operators and mechanics optimum service intervals.
should sign off forms and return them to mainte-
nance supervisor for approval and retention in a Electric Welding
vehicle maintenance file.
Important: Use caution in electric welding on
Accurately recorded maintenance forms will the Mine Truck. Serious damage to the engine
give maintenance personnel an overview of
18 10-95 5566071101
Wagner Mine Trucks Service Manual General Maintenance
control computer and the battery isolator can 6. Install all hoses, pipes, valves, or cylinders
occur. immediately after unplugging or uncapping
connections.
Before any electric welding on the Mine Truck,
perform the following:
Periodic Scheduled Maintenance
1. Open the battery compartment.
Periodic scheduled maintenance is required to
2. Set the MASTER (battery disconnect)
keep your vehicle in peak operating condition.
switch to the OFF position.
Included below is a recommended schedule of
3. Disconnect the engine power harness (two maintenance and inspection, based on vendor
connectors below the battery disconnect recommendations and Wagner Service Depart-
switch). ment experience.
4. Connect the welding machine ground clamp The timely scheduling and completion of these
on the vehicle as closely as possible to the periodic inspections and procedures will deter-
point at which the welding is to be done. mine the availability and reliability of a particu-
lar vehicle. Therefore, proper maintenance
Hydraulic System Cleanliness scheduling is a critical factor in the effective use
of maintenance resources and the availability of
Important: Foreign matter of any kind will production equipment.
cause problems in hydraulic systems. Absolute All periodic maintenance is designed to be per-
cleanliness is essential for all work done on the formed in an adequately equipped complete
Mine Truck hydraulic systems. Always follow maintenance facility by trained personnel.
these six primary rules regarding cleanliness in
Each successive schedule builds on the previous
maintenance operations on the hydraulic sys-
schedules. They are cumulative in nature. For
tems:
example, when performing the 400 Hour mainte-
1. Steam clean the area of the Mine Truck on nance schedule, the mechanic will first perform
which the work will be performed if there is the Daily/Shift schedule, then the 50/100 Hour
a substantial accumulation of dirt or other and 250 Hour schedules, and finally meet the
debris. requirements of the 400 Hour schedule.
2. Wipe all hose and pipe connections before Important: If your mine is operating its vehicle
opening any connections. more than one shift per day, the Daily schedule
3. Remove all loose paint before opening any should be performed Each Shift.
connections.
Daily or Shift Schedule (Walk-
4. Plug or cap any hose, pipe, valve, or cylinder
immediately after opening a connection. Around)
5. Flush any unsealed hose or pipe with Prior to each shift, the operator (or maintenance
hydraulic oil before installing it in the sys- personnel) should conduct a thorough walk-
tem. around inspection of the vehicle to assure it is in
sound condition and can be operated safely.
5566071101 10-95 19
Debris should be cleaned from the vehicle to cool down before refueling, spillage of fuel onto
minimize wear and damage from abrasive con- tank could result in a flash fire.
tamination. Regular inspection and care of the When filling the fuel tank underground, fuel
vehicle usually results in decreased downtime should be transported in strong, tight metal con-
and greater reliability. tainers with positive closing devices. Store fuel
When the daily shift maintenance and walk- containers in closed compartments constructed
around is performed by the vehicle operator, any of incombustible materials while awaiting trans-
defects or problems that are found should be fer to fuel tanks.
reported to maintenance personnel for correc- Check the primary fuel filter (or fuel/water sepa-
tion. rator). Loosen the drain cock and drain off water
Record the hourmeter reading. Keep this meter or sediment that accumulates in the bottom of
in good working condition since it will assist the filter bowl. Tighten the drain cock securely.
you in accurately scheduled preventative mainte- Check to see the emergency fuel shut off valve is
nance. in the open position.
Inspect the secondary fuel filters for leakage or
Power Train System Checks damage. Check for loose fittings or mounting
Safe and efficient operation of the vehicle, hardware.
including the control of toxic fume emissions, Make a visual inspection of the fuel injection
depends on the proper maintenance of the engine pump and injector lines to assure that no fuel
and its related systems. leaks are present. Any leakage is not only a
potential fire hazard, but also could result in
Fuel rough running or lack of power. Fuel leaks must
Check that the fuel tank is full at the beginning be noted and reported.
of each shift. A full tank prevents condensation
and keeps water from collecting in the tank. Drive Belts
When fueling the vehicle, make sure the area Check the tension of the drive belts by pressing
around the filler tube is clean and that the vehi- with a thumb on the belt half way between the
cle is sitting on level ground. pulleys. The belts should not move more than
13-19 mm (1/2 - 3/4 in).
Always refuel the vehicle with the engine shut-
down. Report any loose or worn belt to maintenance
personnel. When belt replacement is necessary,
Use only diesel fuel recommended by the engine belts must be replaced as a complete set. Never
manufacturer that gives satisfactory engine oper- replace a single belt since the new belt will carry
ation. The flash point must not be less than 38°C all the load and fail rapidly.
(100°F) or the sulfur content greater than .5% by
weight. Keep fuel clean. Precautions should be Engine Oil
taken to keep the fuel free from dirt and water. Check engine oil level. The engine lubricating
CAUTION: The surface temperature of oil should be kept between the FULL and ADD
hydraulic oil tank can reach temperatures
A CW00 073. pict
marks on the dipstick.
of up to 60° C (140° F) after vehicle has been It is important that the dipstick is read correctly
operating. If vehicle has not been allowed to and only the required quantity of oil is added. To
20 10-95 5566071101
accurately check the oil level, the engine should read the correct side of the dipstick as the levels
have been stopped long enough to allow for the are not the same for the engine stopped and for
oil to drain off engine internal parts (at least 5 idling.
minutes for Deutz engines, 10 minutes for Cater- Important: Failure to promptly add oil when
pillar engines and 20 minutes for Detroit Diesel indicated may result in serious engine damage
engines). This eliminates the possibility of over- due to piston and bearing seizure.
filling. Too high a level of oil in the sump is
often indicated by a smoky exhaust. Once the vehicle has been started, record engine oil
When checking the oil level, make sure that the pressure on Shift Maintenance Report.
area around the dipstick is clean and the vehicle Air Intake and Exhaust
is setting on level ground.
Note: An adequate supply of clean, filtered air is
Pull out the dipstick, wipe it with a non-fraying
necessary to maintain correct fuel/air ratios,
rag, push it in as far as it will go and then with-
resulting in a cleaner burning engine. Free flow
draw it again.
of air to the intake must not be restricted in any
The coating of oil should extend to the upper way. The maximum pressure drop through the
mark. If it reaches the lower mark only, oil must intake system, at full throttle and no load, at
be added immediately. 2200 rpm should not exceed specified engine
manufacturer’s recommendations.
Note: Do not add engine oil until level is below
the ADD mark on the dipstick. A major cause of Important: Always service the air filter system
engine oil consumption on a Detroit engine is with the engine stopped. You can damage the
overfilling the crankcase. engine severely with dust and debris.
Note: Dipsticks on Deutz engines use both Dot Dry Type Filters
and Dash markings. Dash marks are for check- Each shift, check the air cleaner service indica-
ing oil level after engine has been running (2-20 tors, usually located at the outlet connection of
minutes after shutdown). the filter assembly. The indicator on your vehicle
may be one of two types.
Note: On Caterpillar engines with newer
The first has a calibrated scale in inches of water
dipsticks the correct oil level is indicated by the
(in. H2O). A Yellow visual reference is also pro-
FULL RANGE zone marked immediately below
vided to indicate when within specifications. As
Full on the dipstick, with the engine stopped.
the air filter becomes restricted with dust, the
Add oil when the level indicates below this zone,
reading on the scale will increase. The filter
in the ADD OIL portion of the dipstick.
should be cleaned or changed when the scale
Note: Some engines will have dipsticks with two reads above 20 inches or when it indicates Red.
dots following the words FULL and ADD. Cor- Reset the indicator when the element is replaced.
rect engine oil level is indicated between these The second type of indicator will show either a
dots. Do not use the words as indicating marks. Green or Clear window when the filter is clean.
Some dipstick may be stamped on both sides of The indicator will show a Red window when the
the blade. One side is for checking with the filter is restricted. If Red appears in the window,
Engine Stopped and the other side is for check- clean or replace the air filter element. Be sure to
ing with the Engine Idling — Hot Oil. Be sure to press the reset button on the indicator.
5566071101 10-95 21
Important: Air filter indicator can be damaged Exhaust Water Scrubber

if stepped on. Care should be taken when work- Note: Some vehicles may be equipped with an
ing around air filter housing. exhaust scrubber.
Oil Bath Filters CAUTION: On pressurized water make-up
Each shift before starting the engine, the pre- A CW00 073. pic t
systems, the tank must be vented before fill-
cleaner bowl on vehicles equipped with oil bath ing.
air cleaners must be emptied of any accumulated Prior to each operating shift, the scrubber drain
dirt or dust. In extremely dusty conditions, the plug should be opened and the tank flushed with
pre-cleaner may have to be emptied more often. clean water.
Never allow the plastic bowl to become more
than half full. To do this:
Depending on operating conditions, the Oil Bath 1. Shut off engine.
filter may require cleaning and re-filling. 2. Vent the tank by turning the air valve at the
1. Remove the oil bowl and filter element. Be water tank to the OFF position.
careful not to damage the rubber seal. 3. Remove filler plug and open drain valve on
2. Clean the bowl, and properly dispose of dirty scrubber tank.
oil and sludge. 4. Insert water hose into filler hole and flush
3. Rinse filter element in diesel fuel and allow out tank with clean water under pressure.
to dry. Continue flushing until sludge and solid
deposits are removed and the draining water
4. Clean filter housing, if required, and inspect is clear.
rubber seals. Replace, if necessary.
5. Inspect the zinc anode attached to the filler
5. Fill the oil bowl with clean engine oil to the
plug. Replace as necessary.
mark indicated on the bowl, insert the filter
element, and re-install in housing. 6. Reinstall the plug and fill the tank.
Note: Engine should be shutdown for at least 10 7. Reinstall the filler cap and turn the air valve
minutes prior to servicing filter. to the ON position to pressurize the tank.
Evacuator Valve 8. Refill the scrubber tank.

Check and clean the evacuator valve before Note: On vehicles with hydraulic controlled
every shift. safety systems, the scrubber will not refill
Press sides of rubber valve to allow discharge of through the water make-up tank when the engine
dust or dirt. is off. On vehicles with air controlled safety sys-
tems, the scrubber will automatically refill with
Make sure there is no obstructions inside the
the engine off.
evacuator valve.
Check the evacuator valve more often when you When refilling the scrubber tank, it should be
operate in severe dust or wet conditions. filled to a depth of approximately 25.4 cm (10
in.) It may be refilled through the fill port pipe
plug in the top of the scrubber. There is adequate
water in the scrubber when the outer cam fol-
22 10-95 5566071101
lower on the float shaft rolls up onto the lobe of Remove the cap and view the coolant level.
the cam. Coolant should be within 13 mm (1/2 inch) of
the bottom of the fill pipe.
Important: Do not fill the scrubber with more
than 38 cm (15 in.) of water. Overfill will result Note: On some radiators, a sight glass may be
in large amounts of water thrown out of the provided.
scrubber when the engine is started, and will Add clean water/coolant as required.
result in excessive back pressure in the engine.
Cross Flow Radiator
The water make-up tank should be refilled at the
Check the water /coolant level in the radiator by
start of each shift and again throughout the shift,
viewing the surge tank sight glass. Coolant level
as necessary.
should be observable from the upper sight glass.
Never allow the make-up tank to run dry. Low
water in the scrubber tank will activate the Note: On some vehicles equipped with DDEC
engine shutdown system. Series 60 engines, a sight glass is not always
provided. Coolant level is automatically moni-
Note: Safety shutdown level is approximately 15
tored and a low level condition will be indicated
cm (6 inches).
by the YELLOW Check Engine light.
Always use clean water in the make-up tank.
This will lessen the chance of contamination get- Add clean water/coolant as required.
ting into the float valve mechanism and causing WARNING: Do not remove the cap from
it to leak. A CW 00073 .pi ct
the radiator. Check and fill through the
surge tank only.
Engine Coolant
On most vehicles the operator is provided with
engine high temperature or low coolant indica-
Drive Train System Checks
tion and protection. However, it is good practice Torque Converter and Transmission Oil
to visually check coolant level prior to each WARNING: Crushing hazard. Operator
shift. can be injured or killed if the vehicle’s
A CW 00073 .pi ct
WARNING: Hot coolant can rush out of hydraulic steering is actuated while operator
the radiator or coolant reservoir and cause
A CW 00073. pi ct
is in the articulation area. Always install the locking
serious burns. Check the coolant level only when bar, pinning it in the Locked position before servic-
the system is cool. If you add coolant, turn the ing the vehicle.
radiator or reservoir cap to the first notch and Check that the parking brake is applied.
wait for the pressure to release. Remove the cap
and add the coolant. Shift the transmission to NEUTRAL and run the
engine at idle speed.
The method for checking coolant level may vary
by vehicle, and will depend on the type of radia- With the engine running at idle, check the trans-
tor and model engine. mission oil level:
Vertical Flow Radiator Note: On most vehicles, a dipstick and fill tube
To check the water /coolant level in the radiator; are located under a hinged cover at the center of
the vehicle, although this may vary.
Slowly turn the radiator cap to relieve pressure.
5566071101 10-95 23
Correct level is at the FULL mark on the dip- Chassis / Frame Checks
stick (or upper sight glass). Make sure that the
area around the dipstick is clean before check- Visually inspect the midship area for cracks or
ing. Never overfill the transmission. missing upper and lower steering stops.
Check for any leaks.
Record Convertor/Transmission oil pressure on
Shift Maintenance Report. Inspect hoses, wiring, and general condition of
vehicle and components.
Important: The transmission oil level must be
In the articulation area, inspect the condition of
checked at operating temperature, approxi-
the steering stops. Do not operate the vehicle
mately 82 - 93° C (180 -200° F).
with damaged or missing stops.
Oil Cooler WARNING: Crushing hazard. Operator
On air cooled engines, the transmission oil can be injured or killed if the vehicle’s hydraulic
cooler should be checked each shift for leaks and steering is actuated while operator is in the articu-
buildup of dirt on the cooling fins. lation area. Always install the locking bar and pin
in the Locked position before servicing the vehicle.
Wheels and Tires
Check the condition of the dump box stops.
WARNING: Tires and wheels can explode
and cause injury or death. Always keep yourself WARNING: Do not walk under the
and others out of the danger areas of the tires and raised dump box. Always make sure the dump
wheels. Stand on the tread side of a tire when you box is properly supported, as stated in the oper-
perform service. ator's manual, before walking or working
beneath it!
Make a visual inspection of the wheel studs and
nuts. Check for loose, damaged, or missing studs With the dump box raised, visually inspect for
and nuts. Report any damage to maintenance leaks, missing hardware, and general condition.
personnel for corrective action. Report any visible defects to maintenance per-
Check the general condition of the tires. Check sonnel prior to operating the vehicle.
each tire for deep cuts, breaks or loose tread. Lubrication
Look for exposed cord. Report any damage to
maintenance personnel for corrective action. Lubricate each grease point shown in the shift
maintenance diagram every shift or every 50
Brakes hours as indicated. Use a high pressure gun,
Test the service brakes. Place the transmission except as indicated on the lubrication checks.
selector lever in second gear forward and firmly The following points must be greased prior to
press the service brake pedal and hold. Slowly each shift:
press the throttle pedal to the floor. The service
brakes should keep the vehicle from moving. • Dump or teledump cylinder pins
Test the parking brakes. With the transmission • Tailgate cylinder pins
selector lever in second gear forward, push in the
• Hoist cylinder pins
park brake knob. Slowly press the throttle pedal
to the floor. The parking brakes should keep the • Steering cylinder stem and base end pins
vehicle from moving.
24 10-95 5566071101
• Articulation pins An electrical component box is located on the

bulkhead forward and to the right of the opera-
• Oscillation bearing.
tor’s compartment. This box contains fourteen
(14) thermal/magnetic circuit breakers which
Hydraulic System Checks provide “first-line” protection for the electrical
Check the hydraulic oil level every shift. system. These breakers are equipped with an
internal contact that prohibits reset while the
Park the vehicle on a level surface. fault still exists, even if the circuit breaker is
Stop the engine and allow time for accumulator manually held in the reset position.
to bleed down. The lower amperage breakers are “push-pull”
Vent the reservoir by loosening the filler cap (or which allows for manually isolating particular
depressing the bleeder valve) on top of the tank. circuits for troubleshooting.
Check the hydraulic oil in the hydraulic tank All breakers are manually reset. Should an elec-
with all cylinders retracted, the dump box low- trical fault occur, try resetting the appropriate
ered and the push plate fully retracted. Upper breaker. If the breaker cannot be reset, contact
sight glass (or sight gauge) should show the bead maintenance personnel to resolve the problem
floating inside the gauge. before continuing operation.
Report to maintenance personnel if oil does not
appear in upper sight gauge. Control System Checks
Note: Hydraulic reservoir can be filled either Once the engine is started, you should conduct
through the filler cap or through a quick discon- the following checks and tests prior to operating
nect fitting, using the accompanying hose and the vehicle to make sure the vehicle is function-
hand pump, depending on the model vehicle. ing properly.
Vehicles equipped with internal cartridge-type Check dump box and tailgate operation.
filters have a sight gauge that indicates when Actuate the dump control lever. Check for exces-
service is needed. sive play in the controls. Check for full, free
Vehicles equipped with external return filter movement of the dump box and tailgate through
assemblies may also have a restriction indicator. their entire cycles.
Check filter indicators each shift to ensure that Check vehicle lights.
hydraulic oil filters are functioning properly. Set the light switches to the ON position and
Service is required when the indicator is in the check that the front and rear lights are function-
red position. If the gauge shows in change filter ing properly.
zone, report to maintenance personnel for cor- Check the operation of the throttle, transmission
rective action. and steering controls to make sure they are func-
tioning properly.
Electrical System Checks Check converter/transmission oil pressure.
Check that all circuit breakers and fuses are With the engine at low idle (650 rpm) the pres-
properly set. sure gauge should read 11.6-14.5 psi (80-100
5566071101 10-95 25
kPa). At 1200-2500 rpm pressure should be 58- Loosen and remove pre-cleaner from air filter
72 psi (400-500 kPa). housing.
Shake or blow out with air to remove any dirt or
50 Hour Maintenance Schedule dust that has accumulated.
Note: Operating schedules and weekly vehicle Re-install in vehicle.
hours vary. Atlas-Copco Wagner weekly mainte-
nance recommendations are based on 100 hours. Drive Train System Checks
Maintenance personnel should refer to each
Wheels and Tires
vehicle or fleet maintenance history file to deter-
mine optimum interval. Check tire pressure. Maintain pressure at recom-
mended level.
Perform the Daily/Shift maintenance schedule
prior to beginning this maintenance schedule. WARNING: Tires and wheels can explode
and cause injury or death. Always keep your-
ACW00073.pic t
Power Train System Checks self and others out of the danger areas of the tires
and wheels. Stand on the tread side of a tire when
Air Intake and Exhaust servicing.
Dry Type Filters
Note: The vehicle must be empty before servic-
Replacement of primary filter will vary according the tires.
ing to operating conditions. Wagner recom-
mends initially checking the primary (or outer) Use a long hose and self-attaching air valve fit-
air filter visually every shift or at least once a ting so that you can be outside of the danger
week, to determine proper inspection and change zone when checking or inflating the tires.
interval. Always check tire pressure when tire is cold.
Note: Air filter restriction indicators are subject If the tire and wheel assembly is removed from
to damage in the course of vehicle operation and the vehicle, always put it into a tire inflation
maintenance. Visually inspecting filter will cage before adding air.
ensure proper change interval.
Deflate the tire before attempting to repair tire
Oil Bath Filters tread or removing foreign objects.
Inspection and change interval may be increased Be aware that in extremely cold temperatures,
to weekly, as determined by operating condi-
inflation pressures will vary from those listed in
tions. this manual. Contact your Atlas-Copco Wagner
Pre-Cleaner sales company or dealer.
Note: Some vehicles may be equipped with an
Air Intake Pre-cleaner for operation in extreme Chassis / Frame Checks
environments.
Pre-cleaner should be inspected periodically for Lubrication
dust and dirt buildup. This will help prolong the Grease all driveline slip-joints and U-joints (50 -
life of the air filters. 100 hours).
Grease the driveline flange bearings and steering
column U-joint and bearing (50 - 100 hours).
26 10-95 5566071101
On vehicles equipped with automatic central Apply a thin layer of clean oil to the gasket of
lubrication, check the level of the grease reser- each new filter.
voir every week (50 - 100 hours). Fill each new filter with clean diesel fuel and
install each filter.
Electrical System Checks
Turn each filter clockwise to install. When the
Batteries gasket of each filter touches the filter head, con-
Check electrolyte level (50 - 100 hours). tinue to tighten each filter 2/3 turn.
Note: Frequency of battery maintenance depen- Note: It may be necessary to bleed air from the
dent on type of battery (i.e. Conventional, Low- fuel system
Maintenance or Maintenance-Free). To bleed air from the Fuel System:
Check and record battery voltage level (50 - 100 Remove the air bleed plug(s) on the top of the
hours). primary fuel filter.
Operate the hand primer pump until you see air
100 Hour Maintenance Schedule free fuel coming out of the plug hole.
Perform the Daily/Shift Maintenance Schedule Note: On Deutz engines, this is a separate pump
prior to beginning the weekly maintenance with knurled knob. Turn knob counter-clockwise
schedule. to unlock, before pumping. On Detroit Diesel
Perform 50 Hour Maintenance Schedule (if engines, priming pump is a pushbutton on top of
applicable). the primary fuel filter.
Clean the vehicle thoroughly, especially the oil Install the bleed plug(s) and start the engine. Run
coolers and radiator. at idle speed and check for fuel leaks.
Continue priming if the engine fails to start
Power Train System Checks immediately.
Fuel CAUTION: When performing any checks
Replace the fuel filters every 100 hours of opera- or maintenance on the fuel system, be
A CW00 073. pic t
tion. certain to clean up all fuel that has spilled

on the engine or vehicle.
Clean both fuel filters and the area around each
filter. Engine Oil
Turn the two fuel line shutoff valves 90 degrees Engine oil and engine oil filter should be
to the OFF position. changed after every 100 hours of operation.
Turn each filter counterclockwise and remove The drain interval may be gradually increased,
from the filter head. Discard the old filters. or decreased, following the recommendations of
an independent oil analysis laboratory or the oil
Use a clean cloth and wipe the mounting surface
supplier (based upon the oil sample analysis)
of each filter. Make sure this area is clean.
until the most practical oil change period has
been established.
5566071101 10-95 27
Oil changes should be made when the engine is Inspect the crankcase breather, located on the
warm, as the oil will drain more completely than fuel injection pump (or engine valve cover), to
when cold. assure than the mesh element is not clogged. Pull
CAUTION: Engine oil can reach temper- breather and clean if it is found to be restricted.
atures exceeding 104° C (220°F). Do not
A CW000 73. pict Air Intake and Exhaust
change oil immediately following engine
Check the piping as well as all connections and
shutdown.
mounts for tightness, leaks, cracks, or holes.
Select a container sufficient to hold the entire Replace gaskets and rubber connections as
amount of oil in the system and place underneath needed. If the system looks damaged, inspect it
the oil pan drain. thoroughly to insure that there are no leaks that
Proceed with removing the crankcase oil drain could admit dirty air into the engine.
plug. After the oil has drained off, clean and The air intake system is provided with test ports
reinstall the drain plug. for measuring vacuum. A visual check should be
Remove the oil filters by turning counterclock- made to insure that plugs are installed.
wise using a strap wrench or filter removal tool.
Dry Type Filters
Discard the filters.
Replace the outer filter element when air restric-
Clean the filter sealing surface with a clean
tion is in the red or every 100 hours of operation.
cloth.
Loosen and remove the air filter cover.
Apply clean oil to the gasket of each new filter.
Loosen and remove the outer filter element wing
Fill each new filter with new 15W-40 engine oil
nut and remove the element.
and install each filter.
Inspect filter gasket surface and replace if
Turn each filter clockwise until the gasket makes
needed.
contact with the filter base. Continue to turn the
filter 2/3 turn by hand. Install a new primary element. Rotate the ele-
ment as you tighten the wing nut to make sure
Fill the crankcase through the filler tube to the
there is a good gasket seal.
top dipstick mark.
Start the engine and run at idle speed and check Reset filter service indicator.
the engine oil pressure. Then, check for oil leaks Start the engine, if the filter service indicator
around the filter. indicates red again, replace the inner filter ele-
Stop the engine and check the engine oil level ment.
after a few minutes. Engine Coolant
Note: On vehicles equipped with Detroit Diesel Inspect radiator hoses for loose fittings, leaks
two-stroke engines, use of a single weight oil is and damaged condition.
recommended.
Test coolant for proper additives concentration
Crankcase Breather and water quality levels.
28 10-95 5566071101
Note: Add/replenish supplemental corrosion Inspect the transmission breather, which is

inhibitor if indicated by test results. located on top of the transmission. Check for
Fan Hub Assembly blockage. Remove and clean if restricted.
If cooling fan hub is supplied with a grease fit- Check the transmission filter indicator. If it is in
ting, apply one (1) hand pump of grease. Do not the red zone, the filter must be replaced.
over grease. Shaft seals will be blown out by
Axles
excessive greasing.
Check oil level for each axle differential and all
planetary wheel ends.
Exhaust Water Scrubber
Important: Check fluid levels when oil is cold.
Check scrubber cam adjustment. Do not check with hot oil, as incorrect level will
Note: The outer cam actuates on low scrubber be indicated.
level, while the inner cam actuates on high Check axle oscillating bushings for excessive
scrubber level. Always adjust the outer cam first. wear and overall condition.
Outer Cam (safety shutdown): Check that the oscillating mounting cap bolts
and axle mounting bolts are torqued to specifica-
1. Fill scrubber to proper depth. tion.
2. Loosen the cam setscrew. Differential
3. Rotate the outer cam clockwise on the float Park the vehicle on a level surface, apply the
shaft until the rolling surface of the cam fol- parking brake, and stop the engine.
lower wheel just makes contact with the tip Let vehicle to stand 5 minutes to allow oil to set-
of the cam lobe. tle to normal level.
4. Tighten the setscrew. Remove the oil level plug. The oil level must be
Inner Cam (make-up water level): up to the bottom of the plug hole. Add oil as
required.
1. Fill scrubber to proper depth.
Install the oil level plug and check the other dif-
2. Loosen the cam setscrew.
ferential.
3. Rotate the inner cam clockwise on the float Planetary
shaft until the rolling surface of the cam fol-
lower wheel just makes contact with the tip With the vehicle on a level surface, move the
of the cam lobe. vehicle forward or back until the oil level/drain
plug is horizontal with the wheel centerline and
4. Tighten the setscrew. the direction arrow is pointing down.
Grease scrubber float. Apply the parking brake, and stop the engine.
Drive Train System Checks Remove the oil level/drain plug. The oil level
must be up to the bottom of the plug hole. Add
Torque Converter and Transmission oil as required.
Transmission Breather Install the oil level/drain plug and check the
other planetaries.
5566071101 10-95 29
Axle Breathers Check all dump box, tailgate and steering stops
Check axle breathers for blockage. They should for wear and cracks. Wear should not exceed
be cleaned if plugged or restricted. They are 1.59 mm (1/16 in.) from original condition.
located on top of each axle housing.
Hydraulic System Checks
Brakes
Check all plumbing lines and piping connections
Note: Vehicles not equipped with force-cooled for leakage and/or breaks and replace as neces-
brakes have self-contained brake coolant reser- sary.
voirs. Check fluid level at same interval as Dif-
Check all hydraulic hoses for tears, buckling,
ferentials and Planetaries.
and leaks.
Park the vehicle on a level surface, apply the Inspect hydraulic tank breather valve for block-
parking brake, and stop the engine. age, and clean if necessary.
Let vehicle to stand 5 minutes to allow oil to set- Check accumulator pre-charge pressure. Pres-
tle to normal level. sure should be 1200± 100 psi (8300±690 kPa).
Remove one of the two oil level plugs. The oil To test pre-charge pressure in the accumulator,
level must be up to the bottom of the plug hole. start the vehicle and allow the hydraulic system
Add oil as required. pressure to build up. Watching the accumulator
pressure gauge, pump the brake pedal. System
Install the oil level plug and check the other
pressure should fall gradually to 1200 psi (8300
brakes. Plug torque is 81-102 N-m (60-75 ft. lb).
kPa), then drop immediately to zero.
Note: Oil level plugs are located on the inside Pre-charge pressure can also be checked using
wheel face and may be difficult to reach. Use of the Wagner Accumulator Pre-charging tool.
special tools may be required.
Note: On vehicles with more than one accumula-
Wheels and Tires tor, pre-charge pressure must be tested at each
Inspect for missing nuts or studs. Replace any accumulator, using the pressure gauge on the
damaged or missing wheel retaining hardware Wagner Accumulator Pre-charging tool.
with Grade 8 or equivalent.
Check wheel nut torque. Proper torque is indi- Electrical System Checks
cated in the Appendix. Batteries
Each week, the battery should be checked and
Chassis / Frame Checks cleaned.
Check articulation and steering pin cap bolt Ensure that battery tops are kept clean and free
torque. of dirt and electrolyte. Check that all terminals
Check steering cylinder mounting pins and and connectors are clean and tight. Replace any
bushings for wear or excessive clearances. If any wire or cable with damaged insulation. Make
pin free-play exceeds 3.175 mm (1/8 in.), sure that the battery box cover is secured before
replace pin and/or bushing, or repair pin bore as vehicle is placed in operation.
required.
30 10-95 5566071101
Clean battery with a weak solution of baking Power Train System Checks
soda and warm water. Ensure no cleaning solu-
tion reaches electrolyte in battery. Engine Coolant
Fill all battery cells with distilled water to inside Replace the coolant system filter every 250
top of battery. hours of operation or when the cooling system is
drained, flushed and refilled.
CAUTION: Avoid contact with electro-
lyte. Acid burns! Personal injury can
A CW000 73. pict Rotate the two filter shutoff valves clockwise to
result. the OFF position.
Check battery hold-downs for tightness, and Use a strap wrench and turn the filter counter-
clean if needed with solution used on battery. clockwise to remove. Discard the old filter.
Ensure integrity of hold-downs, and replace if in Use a clean cloth and clean the filter mounting
doubt. area on the filter head.
WARNING: When working around batter-
A CW000 73. pict
Apply a thin layer of clean grease or oil to the
ies, avoid any sparks and/or flame. Hydrogen gas gasket of the new filter.
given off by batteries is explosive.
Turn the new filter clockwise onto the filter base
until the filter gasket makes contact. Continue to
Fire Suppression System Checks turn the new filter 2/3 turn.
Inspect over-all condition of hoses, discharge Rotate the two filter shutoff valves counterclock-
nozzles, and activator valve for damage, block- wise to the OPEN position.
age, or any sign of possible failure.
Nozzles should be capped with silicone grease Drive Train System Checks
or plastic blow-off caps. Actuator and expellant
cartridge seals and disks must be intact. Repair Torque Converter and Transmission
as needed. Stall and Idle Speed tests
Check level of pressurized dry chemical extin- Two stall speeds need to be measured:
guisher tank(s). Extinguishers should contain an A. Converter
active charge of not less than five pounds (2.3 B. Converter with dump actuated
kg) nominal weight.
To test converter stall:
250 Hour Maintenance Schedule Start engine and operate hydraulic controls until
hydraulic oil temperature is at operating temper-
Perform Daily/Shift Maintenance Schedule. ature (66° C / 150° F).
Perform 100 Hour Maintenance Schedule. Place the vehicle in its highest forward gear.
With park brake applied, depress throttle pedal
completely down and observe Converter Oil
Temperature gauge. When gauge reads 88° C
(190° F) measure and record engine RPM using
phototachometer or DDEC reader.
5566071101 10-95 31
CAUTION: Do not hold “stall” for more When adjusting valves, follow the instructions
ACW 0007 3.p ict
than a few seconds. outlined in the engine manufacturer’s service
manual.
With steering in neutral repeat the test with the
dumpbox fully raised the dump control lever
held back. Drive Train System Checks
To test idle speeds, place vehicle in neutral. With Transmission Oil
throttle pedal completely depressed, measure
Change the transmission oil filter(s) every 400
and record High Idle engine RPM.
hours of operation.
Release throttle pedal and allow engine speed to
drop. Measure and record Low Idle engine RPM Important: Oil and filter(s) should be changed
anytime there are signs of contamination or
400 Hour Maintenance Schedule burnt appearance. Clean the filter(s) and the
area around the filter(s).
Perform Daily/Shift Maintenance Schedule.
With the engine stopped, turn each filter counter-
Perform 100 Hour Maintenance Schedule. clockwise and remove. Discard the old filters.
Perform 250 Hour Maintenance Schedule. Use a clean cloth and wipe the filter mounting
surface on the filter head.
Power Train System Checks Apply a coat of transmission oil to the seal of
Fuel each new filter and fill each filter with transmis-
Check fuel tank for water and sediment. sion oil.
Loosen the drain plug on the bottom of the fuel Install the new filter(s) and turn until the seal
tank and check for presence of water or sedi- contacts the filter head. Continue to turn each fil-
ment. ter clockwise 3/4 turn.
CAUTION: If the fuel tank is full, there will be Note: Use of a catch basin or container is rec-
pressure on the drain plug. To remove the water, ommended when changing filter(s).
only loosen the plug. Do not remove the plug. Oil Cooler
Engine Intake and Exhaust Valves On air cooled engines, the transmission oil
cooler should be externally cleaned every 400
Valve Adjustment hours using high-pressure steam or by properly
soaking in a cold cleansing agent.
The valve clearance adjustment should be
checked every 400 operating hours (more often Note: Make sure to cover the injection pump,
under severe operating conditions). alternator, voltage regulator and starter motor
to protect them from moisture. After wet-clean-
Note: Deutz stipulates a first oil change and ing, let the engine run long enough to evaporate
then every 500 hours. all water to avoid rust problems.
Improper valve clearances can cause rough Compressed air can be used for dry-cleaning by
engine running, power loss, and incomplete starting from the exhaust-air side. Clean all dirt
combustion.
32 10-95 5566071101
blown into the air cowling space after using To test:

compressed air. 1. Start the engine.
Transmission Breather 2. Disconnect the electrical connection to the
Every 400 hours, remove and clean the breather converter pressure switch.
with solvent. Blow dry with compressed air and 3. With converter pressure above 60 psi (415
re-install. kPa), test continuity between the “C” (#2)
Brakes and “NO” (#1) terminals. Circuit should
indicate closed.
Test all automatic brake apply functions.
Emergency brake application will occur when 4. Test continuity between the “C” (#2) and
converter oil pressure and/or accumulator pres- “NC” (#3) terminals. Circuit should indicate
sure is lost. open.
Test the accumulator pressure switch to ensure 5. With the same continuity hook-ups, shut-
proper operation. down the engine. Observe the converter
To test: pressure gauge. Continuity should reverse
when converter pressure drops below 60 psi
1. Disconnect the electrical connection to the (415 kPa). The “C” (#2) -“NO” (#1) circuit
accumulator pressure switch. should indicate open and the “C” (#2) -
2. With accumulators above 1400 psi (9650 “NC” (#3) circuit should indicate closed.
kPa), test continuity between the “C” (#2) 6. Replace the switch if continuity does not
and “NO” (#1) terminals. Circuit should shift at the proper pressure.
indicate closed.
7. Re-connect the pressure switch connector.
3. Test continuity between the “C” (#2) and
“NC” (#3) terminals. Circuit should indicate Note: On some older vehicles, the converter
open. pressure switch may not be easily accessible. To
test for proper operation of the switch, place the
4. With the same continuity hook-ups, pump vehicle in neutral, with the engine running.
the brake pedal with the engine shutdown. Release the Park Brake. With the vehicle still in
Observe the accumulator pressure gauge. neutral, shutdown the engine and observe the
Continuity should reverse when accumulator converter pressure switch. The brakes should
pressure drops below 1400 psi (9650 kPa). apply as the pressure drops below 60 psi. Reset
The “C” (#2) -“NO” (#1) circuit should indi- the Park Brake.
cate open and the “C” (#2) - “NC” (#3) cir-
cuit should indicate closed.
Chassis / Frame Checks
5. Replace the switch if continuity does not
shift at the proper pressure. Inspect all power and load frame welds for
cracks, or broken welds. Check for any bent or
6. Re-connect the pressure switch connector. warped frame components.
Test the converter pressure switch to ensure Repairs should be made immediately for opti-
proper operation. mum safety. Repairs must be as recommended
by Atlas Copco Wagner Inc. in writing and be
5566071101 10-95 33
performed buy a certified welder to current AWS Driveline Yokes and Flange Bearings
standard. Check driveline bolt torques. Check flange bear-
WARNING: To prevent a possible weakening of ing caps for looseness and tighten if necessary.
the structure, obtain written approval from the (See specified torque values in Appendix.)
manufacturer before welding, cutting, drilling, Inspect the spline shaft and slip yoke when the
bolting or installing an attachment or device to drive shaft assembly is removed for universal
the mounting or before altering the cab/canopy joint maintenance.
or its mounting in any way. Replace the drive shaft if the splines are galling,
becoming loose, or the spline shaft shows signs
Articulation Joint
of twisting.
Check bearings for looseness.
When driveline is removed for servicing, rotate
The hinge pin needs to be checked for end play, the flange bearing and note any roughness.
and if end play is evident, adjustment is neces- Replace if bearing is found to be rough.
sary.
Refer to “Articulation Pins” on page 117 when Driveline Universal-Joint
making adjustments. If there is excessive end Check for proper torque setting on universal
play in the swivel area, shims must be added or joint bearing caps. If found loose, install new
removed until proper load on bearings is Grade 8 capscrews on clean threads and tighten
achieved. to correct torque.
Instructions for proper adjustments are as fol- Important: Do not use lock washers, lock
lows: plates, or lock wires to secure capscrews on uni-
1. Install retainer plate without shims, using versal joint bearings.
four capscrews. Important: Applying proper torque to bearing
2. Torque the capscrews to 68-81 N-m (50-60 cap fasteners is the best method to ensure that
ft-lbs) to assure bearings are seated. the capscrews do not loosen. Improper torque
can cause universal joint failure.
3. Measure the distance between the end of the
spindle and retainer plate. Note: Torque settings apply to clean, non-coated
threads. Torque settings do not apply to plated
4. Determine shim pack thickness by rounding bolts. Grade 8 identification is 6 radial dashes,
distance between the end of spindle and 60 degrees apart on head of capscrew. Bolt
retainer plate the closest .127 mm (.005 in). thread class to be SAE standard Class 2.
5. Remove retainer plate. Check universal joints and support bearings for
6. Add shim pack. excessive heat immediately after vehicle is shut-
down after a work cycle. Excessive heat, more
7. Replace retainer plate and torque capscrew than 38° C (100° F) above ambient temperature
to 380 N-m (280 ft-lbs). is a sign of friction and deteriorating bearings.
Driveline Slip-Joints Check the universal joints for wear as follows:
Check driveline bolt torques. (See specified Grasp the universal joint center cross (spider)
torque values in the Appendix.) with one hand. With the other hand, work the
34 10-95 5566071101
drive shaft up and down (or back and forth) at 2. For vehicles having two filters, turn each fil-
90° to each of the trunnion axes. Check for ter counterclockwise and remove. Discard
looseness (sideways) between the trunnion and the old filters.
the bearing cap. 3. Use a clean cloth and wipe the filter mount-
Check all four trunnions in this manner. If loose- ing surface for each filter.
ness is detected at any of the trunnions, replace
the universal joint as an assembly. 4. Apply a thin layer of clean grease or oil to
the seal of each new filter.
Note: Do not confuse end-to-end play between
opposite bearing with excessive wear. Some 5. Install both filters. Turn each filter clockwise
thrust movement is normal. until the seal touches the filter head. Con-
tinue to turn each new filter for 1/2 to 2/3
Engine and Transmission Mounts turn.
Inspect mounts for cracks. Inspect for missing or 6. Start the engine and run at idle speed. Check
cracked mounting bolts. Inspect condition of each filter for oil leaks.
rubber mounting pads. Keep pads free of oil.
7. Stop the engine and check the hydraulic oil
Oscillation Bearings level.
Check oscillation cradle to frame bushings and On vehicles with the hydraulic filter located in
thrust washers for movement and end play. If the hydraulic tank, the filter is accessed from the
any lateral movement is detected in the cradle top. The bleed port is used to relieve pressure
bushings, replace bushings and thrust washers. inside the filter body before removing the head
Replace thrust washers with the same part num- assembly.
ber that is stamped on the old thrust washers.
1. Loosen the bleed valve on the filter housing
No end play should exist in cradle bushings. If
top to relieve suction pressure. Turning the
end play is observed, replace thrust washers and
fitting in a counter-clockwise direction opens
adjust with adjusting nut.
the valve.
Hydraulic System Checks 2. Remove the filter housing top by unscrewing
the hex nut, or loosening the band clamp.
Replace the hydraulic oil filters every 400 hours
of operation or when indicated. 3. Ensure the indicator valve operates correctly
by pushing down on both indicator posts.
The system must be shut down and tank pressure Posts should move freely.
released to be sure no positive pressure remains
on the fluid in the filter. 4. Remove indicator valve assembly by lifting
the two indicator posts.
Important: On vehicles with both suction and
return line filters, you must change both filters 5. Remove the element assembly from the body
as a set. Do not change just one filter. assembly and discard the element.
To change filter(s): 6. Remove O-ring from the head assembly and
inspect for cuts or excessive wear and
1. Vent the system by loosening the filler cap or
replace if necessary.
depressing the relief valve.
5566071101 10-95 35
7. Wipe head assembly O-ring with clean cloth, The optional power-fill port is used to fill the
Apply a thin layer of clean grease or oil to reservoir through the filter without removing the
the O-ring and reinstall on the head assem- head assembly. An O-ring fitting can be screwed
bly. into this port and oil pumped under pressure
through the filter and into the system.
8. Check seal on the indicator valve assembly
for cuts or excessive wear and replace if nec- In the rare instance the threads on the bolt
essary. become damaged, consult your Atlas Copco
Wagner service representative for repair instruc-
9. If applicable, wipe optional magnet assem- tions if housing assembly cannot be replaced.
bly with clean cloth to remove all ferrous
particles. Cylinders
10. Place a new filter element into the housing Inspect all hydraulic cylinders for signs of dam-
assembly. age or leakage.
Check mountings for cracks and pins and bush-
Important: When changing filter ensure that it
ings for wear and excessive clearances.
has completely filled with hydraulic oil prior to
closing the filter housing and starting the vehi- Cylinders need to be checked for leaks, scored,
cle. Air pockets can cause cavitation and dam- bent or damaged stems and condition of eye
age the hydraulic pump. bushings.
11. Reinstall indicator valve assembly in filter Dump/Hoist and Steering
housing and replace housing top. Hex nut Test and record dump/hoist and steering cycle
type filter assembly requires 102 N-m (75 ft- times.
lbs) of torque.
12. Start the engine and run at idle speed. 1000 Hour Maintenance Schedule
13. Stop the engine and check the hydraulic oil Perform Daily/Shift Maintenance Schedule.
level. Perform 100 Hour Maintenance Schedule.
If leakage appears at top of the body, replace the Perform 250 Hour Maintenance Schedule.
head assembly O-ring. If this does not stop the Perform 400 Hour Maintenance Schedule.
leakage, the body may be nicked or distorted by
over torquing, and should be repaired or Power Train System Checks
replaced. If the body is welded into the reservoir,
straighten or repair flare as required. Consult Fuel
factory if major problem exists. Drain and flush the fuel tank.
If leakage appears around the hex nut, remove 1. Loosen the drain plug on the bottom of the
snap ring and remove hex nut from the head fuel tank and drain fuel into a proper con-
assembly. Remove O-ring and inspect for nicks tainer.
or cuts and replace if necessary. Wipe hex nut
and O-ring groove. Then oil and replace O-ring, CAUTION: If the fuel tank is full, there will
insert hex nut into head assembly and replace be pressure on the drain plug. Recommend
A CW 00073 .pi ct
snap ring. draining tank with low fuel level.
36 10-95 5566071101
2. Flush tank with clean diesel fuel. Make sure 3. Remove the wing nut for the inner filter and
that all contaminants are dislodged and remove the filter.
removed from the tank. 4. Inspect filter gasket surface and replace if
3. Remove any feed line screens or strainers, needed.
clean and re-install. 5. Replace the inner filter, install the outer fil-
4. Re-install fuel tank drain plug and re-fill ter, and install the filter cap.
tank with diesel fuel.
Diesel Purifier
5. Bleed all air from the fuel system. 1. Loosen/remove purifier housing retaining
Engine clamps. Slide out purifier.
Pressure wash engine block and radiator (or 2. Wire brush inlet and outlet faces of purifier
blower screen on Deutz equipped vehicles). to remove carbon buildup.
Drive Belts 3. Using low pressure air (200 kPa / 30 psi),
Replace engine drive (V-belts) to alternator and blow through outlet side of purifier.
fan. 4. Continue steps 2and 3 until the inlet and out-
let faces are clean.
Air Intake and Exhaust
Manifolds 5. Completely soak purifier in cleaning solu-
Inspect the cylinder head(s) and the intake and tion (one hour).
exhaust manifolds. 6. Blow low pressure air (200 kPa / 30 psi)
Check bolts or capscrews for correct torque, through outlet side of purifier to remove
according to the engine manufacturer’s specifi- dirty solvent.
cations. 7. Repeat steps 5 and 6 until the purifier is as
Check that manifolds are secure and properly clean as possible.
sealed to cylinder head(s). Check also that mani-
8. Flush purifier through outlet side using high
folds are free of holes or cracks and that no oil
pressure water (340 kPa / 50 psi max) and air
leaks and/or coolant leaks are present. Make
dry.
replacements or repairs as necessary.
Dry Type Filters 9. Reinstall purifier in the reverse position of
Replace the inner (or secondary) filter element how it was previously installed.
after 1000 hours in the vehicle, or if the outer Note: If high pressure steam is available, it may
element has been replaced and the service indi- be substitute for the solvent solution. Steam
cator still shows RED with the engine running. clean through the outlet side, keeping nozzle 5
Important: Do not attempt to clean the inner cm (2 in) away from the catalyst.
filter element, always replace the element with a Compression Check
new one. Check and record compression. If the recorded
1. Remove the filter cover. readings are not within specifications for the
engine application, repair as necessary.
2. Remove the outer filter.
5566071101 10-95 37
Drive Train System Checks ies more than 5 psi (34 kPa) in any one gear,
repair the clutch.
Transmission Oil
Attach the gauge to the transmission forward
Change the transmission oil every 1000 hours. clutch pressure port and shift direction from for-
Clean the area around the transmission oil filler ward to reverse and record the pressure. Repeat
tube and drain plug. this test with the gauge attached to the transmis-
sion reverse clutch pressure port.
Remove the drain plug and oil strainer assembly. Note: Atlas-CopcoWagner Mine Trucks are
Drain all the transmission oil. equipped with modulated shift transmissions.
Note: Use of a catch basin or container is rec- Due to the combination of clutch leakage, piston
ommended when changing oil. bleed orifice flow rate and flow limiting orifices,
directional clutch pressures can be as much as
Replace the transmission oil filters and clean the
30 psi (200 kPa) lower than system pressure.
strainer assembly and breather.
Engine speed must remain constant during the
Install the drain plug and strainer and add new entire leakage test.
oil to FULL mark.
Another test that may help warn of failing
Start the engine and run at idle for a few minutes clutches before the 5 psi (34 kPa) pressure vari-
with the transmission in NEUTRAL. Check for ance shows up is the pressure drop test. In this
oil leaks. test, the drop in pressure and the speed of return
Check the transmission oil level once oil temper- to original pressure is monitored. When the
ature has reached normal operating range. Level transmission is shifted into gear, the needle on
should be between the ADD and FULL mark. the transmission/converter oil pressure gauge
will drop off quickly as oil enters the clutch. As
Clutch Pressure the clutch fills, the needle will slowly return to
Clutch pressure should be checked regularly. A original reading.
drop in pressure will allow the clutch plates to With oil temperature at 82-93° C (180°-200°F)
slip, which increases friction and causes wearout and the engine at idle, go through each gear and
of the clutch disc. note the drop in pressure and the speed of recov-
Check at low engine idle (500-600 rpm) with oil ery back to original pressure. The clutch that
temperature 82-93° C (180°-200°F). Pressure may drop to a lower pressure and/or return to
should be between 180 - 220 psi (1240-1520 original pressure slower than the others should
kPa) or 240 - 280 psi (1650-1930 kPa), depend- be suspect and may signal the need to make a
ing on the model transmission. pressure test with the master gauge.
Attach a calibrated pressure gauge to the trans- Note: Larger size clutch packs (usually 1st and
mission charging pump pressure port. (Refer to 2nd gears), will fall off to a lower pressure than
the manufacturer’s service manual for location.) smaller size clutches (forward and reverse and
Start the vehicle and shift the transmission lever higher gears), and will also return more slowly
into forward (or reverse), then shift through all to the original reading. Be sure to compare read-
the gears. Record the pressure reading for each ings of the same size clutches.
gear. All speed clutch pressures must be within 5
psi (34 kPa) of each other. If clutch pressure var-
38 10-95 5566071101
Axles Planetary
The differential thrust screw to ring gear clear- With the vehicle on a level surface, move the
ance must be adjusted to maintain proper contact vehicle forward or back until the oil level/drain
during heavy loading on ring gear. plug is at the bottom of the hub.
Change the oil of the differentials and planetar- Apply the parking brake, and stop the engine.
ies every 1000 hours of operation.
Remove the oil level/drain plug.
Note: Draining of oil is best accomplished after
vehicle has been operated and oil has warmed After all the oil has been drained, reposition the
up. Use of a catch basin or container is recom- vehicle so that the oil level/drain plug is in the
level check position.
mended when changing oil.
Put new oil into the planetary. The oil level must
be up to the bottom of the oil level/drain plug
Differential
hole.
Park the vehicle on a level surface, apply the
Install the oil level/drain plug, then repeat proce-
parking brake, and stop the engine.
dure with the other planetaries.
Remove the oil drain plugs and completely drain
each differential. Brakes
Install the oil drain plugs. Note: Some vehicles equipped with Rock Torque
Remove the oil level plug and put new oil in axles have self-contained brake coolant reser-
each differential. The oil level must be up to the voirs. Check fluid level at same interval as Dif-
bottom of the oil level plug hole. ferentials and Planetaries.
Install the oil level plug. Park the vehicle on a level surface, apply the
parking brake, and stop the engine.
Let vehicle to stand 5 minutes to allow oil to set-
tle to normal level.
Remove both oil level plugs and oil drain plug.
(Both oil level plugs must be removed to allow
for easy filling of the housing.)
Replace drain plug and add new oil until it
reaches the bottom of the oil level plug holes.
Install the oil level plugs and repeat process for
the other brakes.
Note: Oil level plugs are located on the inside
wheel face and may be difficult to reach. Use of
special tools may be required.
5566071101 10-95 39
Wheels and Tires Clean the inside of the reservoir. If it is difficult

Adjust wheel bearing pre-load following axle to clean, use a mixture of five parts fuel oil to
manufacturer’s recommendation in the service one part of clean lubricating oil. Be sure to flush
manual. out the bottom of the tank. Make sure that all of
the flushing solution is removed from the reser-
Hydraulic System Checks voir.
Disconnect any other hoses that might trap
Change the hydraulic oil and clean/replace the
hydraulic oil in the system and shift the hydrau-
reservoir breather every 1000 hours of operation.
lic control levers to permit any oil in the control
Raise the dump box to its full height so that the valves to drain.
pistons will be extended in the lift cylinders.
Replace the hydraulic filter(s).
Move the tailgate to its full dump position so
Re-connect all hoses and fittings previously dis-
that the piston will be extended in the cylinder.
connected.
Note: In these positions the hydraulic oil in the
Install the reservoir drain plug.
cylinders will be below the pistons and will
drain more completely. Pump new oil into the hydraulic reservoir.
Secure the dump box with a chain hoist or by Important: On vehicles with internal filter car-
securely blocking the box assembly with support tridge, ensure that the filter has completely filled
stands. with hydraulic oil prior to closing the filter
housing and starting the vehicle. Air pockets can
CAUTION: Perform this step carefully to
cause cavitation and damage the hydraulic
prevent the possibility of an accident. With
AC W0007 3.p ic t
pump. Wagner recommends filling the tank

the oil drained there will be nothing to support
through the filter on these vehicles.
the boom
Start the engine, cycle dump/tailgate and steer-
Vent the reservoir by loosening the filler cap on
ing and check for oil leaks.
top of the tank.
Stop the engine and check the hydraulic oil
CAUTION: Make sure the hydraulic oil is
level.
just warm from operation before you drain
AC W0007 3.p ic t
the oil. Hydraulic oil temperature can reach Charge Valve Kick-In and Kick-Out
121° C (250°F). Check and record kick-in and kick-out pressures
Select a container sufficient to hold the entire on the accumulator charging valve.
amount of oil in the system and place underneath Attach pressure gauge between the charging
the reservoir drain. valve and the main accumulator, or use the accu-
Remove the drain plug from the reservoir and mulator pressure gauge mounted in the opera-
drain the oil. tor's compartment.
Start and run the vehicle. Observe gauge and
Disconnect the lift and tailgate cylinders’ hoses record highest pressure reading attained (kick-
at the lowest points so as to completely drain the
out).
cylinders.
40 10-95 5566071101
Cycle brakes. Observe and record the lowest Install a pressure gauge in the test port fitting on
pressure reading before pressure starts to the pressure port of the steering control valve.
increase (kick-in). Note: Atlas-Copco Wagner recommends use of a
Pressures should be: calibrated test gauge. This will allow operator to
Kick-in 1600 psi (11030 kPa) check the accuracy and calibration of instru-
ment panel gauge.
Kick-out 2000 psi (13790 kPa)
Start the engine. With hydraulic oil at operating
If these readings are not observed, the charge
temperature and the engine at high idle, steer the
valve needs adjustment. Follow adjustment pro-
vehicle up against the stops and hold.
cedure:
Record the indicated pressure and adjust if nec-
Note: Hydraulic oil must be at operating tem-
essary.
perature (66° C / 150° F).
Remove pressure gauge from the steering con-
1. Shut off engine. trol valve and install it on the pressure test port
2. Remove cap and loosen the adjustment on the dump/hoist control valve.
screw locking nut on regulator section of the With the engine at high idle, operate any dump/
charge valve. hoist function to its limit of travel and hold.
3. Using an Allen wrench or screw driver, turn Record the indicated pressure and adjust if nec-
the adjustment screw. Turn counter-clock- essary.
wise to reduce pressure and clockwise to Note: Pressures should be within 50 psi (340
increase pressure. Turning adjustment screw kPa) of specified setpoint.
will automatically adjust both kick-in and
kick-out pressures. Steering and Dump Port Relief
To check port relief pressures, both the steering
4. Restart vehicle.
and dump control valve main relief pressure set-
5. Bleed off accumulator pressure by cycling tings must be adjusted to a point just above the
park brake knob, and recheck pressures. port relief set point.
When the correct kick-out pressure is Place the dump box in the fully raised position
achieved, relock adjustment screw. and hold.
6. Re-install cap and tighten with wrench. Using an attached pressure gauge or the accumu-
lator pressure gauge mounted in the operator’s
Steering and Dump Main Relief
compartment, slowly adjust both the dump con-
Adjusting pressure setpoints is accomplished in trol and steering control valve main relief set-
the same manner as with the charging valve. An points until it is just above the specified port
adjustment screw locking nut and adjustment relief pressure. The highest pressure that the
screw is provided for each pressure setting. valve can be adjusted to indicates the port relief
Remove cap and loosen locking nut. Turn pressure.
counter-clockwise to reduce pressure and clock-
Record the indicated pressure and adjust port
wise to increase pressure.
relief pressure to specified setpoint, if necessary.
Note: Check that cap seal washer is present and
Reset steering and dump main relief pressures to
in good condition.
their specified setpoints.
5566071101 10-95 41
Steering and Dump Pilot Valve 6. Re-install the fill cap. Hand tighten.
Install a pressure gauge in the test port fitting on 7. Remove cartridge from extinguisher and
the pressure port of the pilot valve. examine disc. Seat should not be ruptured.
Remove cap and loosen locking nut.
8. Weigh cartridge. Replace if weight is 1/4 oz.
Start the engine. With hydraulic oil at operating less than weight stamped on cartridge.
temperature and the engine at high idle, record
the indicated pressure and adjust if necessary. 9. Inspect threads on cartridge and in receiver/
actuator for nicks, burrs, cross threading,
Note: Some pilot valves utilize a shim type
rough, or feather edges.
adjustment in place of an adjusting screw. These
units usually do not require re-adjustment. 10. Check pressure vents in receiver/actuator for
Adjustments are made by changing number or obstructions.
size of washers. 11. Examine cartridge receiver gasket for elas-
Sequence Valve ticity. Clean and coat lightly with a good
grade of high heat-resistant grease. Return
The sequence (pilot pressure) valve in the
cartridge to receiver/actuator. Hand tighten.
hydraulic brake system is checked by attaching a
gauge at the quick disconnect fitting on the 12. Disengage bursting disc union and open
valve. Record this reading. It should be 200 psi bracket clamp.
(1380 kPa) at low idle. 13. Lift extinguisher partially out of bracket and
Cooler Check Valves examine bursting disc. It should be installed
Install gauge between sequence valve and check with full disc side facing extinguisher. Make
that pressure is within specifications (65 psi / sure disc is properly seated and undamaged.
350 kPa). 14. Check piping (hose), fittings and nozzles for
mechanical damage and cuts.
Fire Suppression System Checks 15. Check nozzle openings. Nozzles should be
Inspect fire suppression system to ensure that capped or closed with silicone grease.
system is charged and operable: 16. Remove cartridge from remote actuator, and
1. Note general appearance for mechanical examine disc. Seal should not be ruptured.
damage or corrosion. 17. Weigh cartridge. Replace if weight is 7 g (1/
2. Check that nameplate is readable. 4 oz.) less than weight stamped on cartridge.
3. Remove fill cap assembly. Inspect gasket 18. Inspect threads on cartridge and in receiver/
and threads. actuator for nicks, burrs, cross threading,
rough, or feather edges.
4. Check pressure relief vent in fill opening for
obstructions. 19. Check pressure vents in remote actuator for
obstructions.
5. Make certain extinguisher is filled with free-
flowing Ansul dry chemical. Level should be
no more than 3 inches from the bottom of the
fill opening.
42 10-95 5566071101
20. Examine cartridge receiver gasket for elas- 16. Assemble bursting disc union. Wrench
ticity. Clean and coat lightly with a good tighten.
grade of high heat-resistant grease. Return 17. Connect actuator system hose at cartridge
cartridge to remote actuator. Hand tighten. receiver/actuator assembly. Wrench tighten.
21. Replace any broken or missing lead and wire
seals and record date of inspection. 2000 Hour Maintenance Schedule
To return your system to service after use: Perform Daily/Shift Maintenance Schedule.
1. Pull ring on safety/relief valve to relive actu- Perform 100 Hour Maintenance Schedule.
ator system pressure. Perform 250 Hour Maintenance Schedule.
2. Disconnect actuation system hose at car- Perform 400 Hour Maintenance Schedule.
tridge receiver/actuator assembly. Perform 1000 Hour Maintenance Schedule.
3. Open bursting disc union assembly.
4. Remove extinguisher from bracket. Power Train System Checks
5. Replace ruptured bursting disc with new Engine Coolant
disc. Drain, flush, and refill the engine coolant every
6. Full disc side must face extinguisher. 2000 hours of operation. After cleaning the sys-
tem, replace the coolant filter.
7. Fill extinguisher to rated capacity with dry
chemical specified on nameplate. Note: If the cooling system is drained, flushed,
and refilled with new coolant, use a precharge
8. Clean fill opening threads and gasket seating filter instead of the service filter to ensure the
surface. correct concentration of Supplemental Coolant
9. Secure fill cap. Hand tighten. Additive (SCA).
10. Remove cartridge guard assembly. Open the radiator drain valve/cap and the two
drain valves on the engine.
11. Remove empty cartridge.
Remove the coolant reservoir cap (if applicable).
12. Make certain receiver/actuator puncture pin
is fully retracted. After all coolant is removed, close the drain
valves.
Note: Weigh new cartridge. Weight must be
within 7 g (1/4 oz.) of weight stamped on car- Add a cleaning solution to the cooling system
tridge. and fill the system with clean water. Follow the
directions included with the cleaning solution.
13. Screw fully charged cartridge (part number
specified on nameplate) into receiver/actua- After you drain the cleaning solution from the
tor assembly. Hand tighten. cooling system, flush with clean water.
14. Replace cartridge guard. Remove and replace the cooling system filter
with a new precharge filter.
15. Secure extinguisher in bracket.
5566071101 10-95 43
Fill the cooling system with premixed coolant Measure oil leakage for 15 seconds. Multiply the
(No supplemental coolant additive). volume of oil by four to get gallon per minute
leakage.
Start the engine and run at idle speed for two
minutes. Check for leaks during this period. Leakage limits for Clark converters:
C270 series not to exceed 7.6 liters / (2 gallons).
Stop the engine and check the coolant level. Add
coolant as required to raise the level up to the top C5000 series not to exceed 11.4 liters / (3 gal-
of the sight window (or within 0.5 in / 13mm of lons).
the radiator fill pipe for vehicles not equipped C8000 series not to exceed 18.9 liters / (5 gal-
with surge tanks). lons).
Ensure the two filter shutoff valves are fully Oil Cooler
counter clockwise in the OPEN position.
Coolers on both air and water cooled engines
should be internally cleaned every 4000 hours.
4000 Hour Maintenance Schedule
Drain the transmission oil system thoroughly.
Perform Daily/Shift Maintenance Schedule.
Disconnect all hydraulic lines and clean.
Perform 100 Hour Maintenance Schedule.
Perform 250 Hour Maintenance Schedule. Thoroughly clean the oil cooler by back flushing
it with clean oil and compressed air until all for-
Perform 400 Hour Maintenance Schedule. eign material has been removed. The cooler
Perform 1000 Hour Maintenance Schedule. should be flushed in the opposite direction of
Perform 2000 Hour Maintenance Schedule. normal flow to properly clean it.
Note: Do not use flushing compounds to clean
Power Train System Checks the cooler.
Engine Reassemble and refill using the proper oil.
Test thermostat and replace seals.
Test fuel injectors and replace if necessary. Electrical System Checks
Test alternator and starter for voltage and amper-
Drive Train System Checks age. Replace if necessary.
Torque Converter
Measure the amount of converter leakage and Chassis / Frame Checks
record. Engine and Transmission Mounts
Disconnect converter drainback line at converter Check mounting bolts for proper torque. (See
and install a drain hose. specified torque values in Appendix.)
Note: If converter is installed at or below level Replace rubber mounting pads.
of transmission, measure leakage at scavenger
pump. Hoses
Start engine and run at 2000 RPM. Replace all rubber intake piping and clamps.
This will insure clean air reaching the engine.
44 10-95 5566071101
Replace all hydraulic system and engine fuel and

coolant system hoses.
U-Joints
Replace U-joints.
All pin joints must be inspected. If any are found
to be worn out, replace pin and bushings and
repair bores as required.
5566071101 10-95 45
46 10-95 5566071101
Wagner Mine Trucks
Section 4
Power Unit
Power Unit Service Manual Wagner Mine Trucks
Fuel System ders of the engine. Excess or unused fuel is

returned to the fuel tank.
Theory of Operation
Fuel System Components
Efficient engine operation depends upon correct
operating practices and proper protective main- Fuel Tanks
tenance. Operating temperatures, air supply, and
the general mechanical condition of the engine
have an important bearing on its efficiency. As
important as all of these factors are, however,
none is more important than using a fuel which
is of a grade and quality that meets requirements
and specifications.
Diesel fuel has two (2) basic functions in an
engine. First, of course, it is the source of energy
for all of the work done by the engine. Second, it
lubricates many parts of the fuel system.Today’s The fuel tanks on any diesel installation are as
fuel pump and injector parts are precision made important as the other components of the fuel
to provide accurate metering and fuel injection. system. Maintenance personnel sometimes have
Many of these closely fitted parts depend a tendency to overlook this fact. It is up to the
entirely upon fuel oil for lubrication. If a fuel fuel supply tank and fuel lines to store and trans-
does not have good lubricating qualities, these port the fuel from one part of the system to
parts will soon be damaged and will need to be another without failures and without the possi-
replaced. bility of air getting into the system. Therefore,
An additional function of diesel fuel in some they must receive the same careful maintenance
systems is to act as a coolant for various parts of that the other parts of the engine and fuel system
the fuel injection system. Excessive fuel, not uti- receive.
lized by the injector, is circulated back to the Carelessness when filling fuel tanks can allow
fuel tank. This circulation of fuel not only cools dirt to get into the fuel system. It takes very little
the various parts of the injection system, it also dirt to damage fuel injection pumps and injec-
warms the fuel in the tank slightly. This pre- tors, and the repair of these engine components
heated fuel helps to ensure more complete com- can be expensive.
bustion, particularly during cold weather
operation. Note: Fuel is taken from the bottom fittings on a
fuel tank to provide the most air free fuel as pos-
The fuel is drawn from the lower-most fitting on sible and to utilize the full tank capacity.
the fuel tank, through the primary fuel filter, and
into the lift pump which, once primed by the
hand primer pump, will supply all of the fuel
through the secondary fuel filters, to the injec-
tion pump (valves on Detroit Diesel engines).
The fuel is then supplied to the individual cylin-
48 10-95 5566071101
Wagner Mine Trucks Service Manual Power Unit
Primary Filter/Water Separator to starting the engine.It is also used when the
engine runs out of fuel, to bleed air from the sys-
tem. On Deutz engines, this is a separate pump
with knurled knob (above). Turn the knob
counter-clockwise to unlock, before pumping.
On DDEC engines, the priming pump is a push-
button on top of the primary fuel filter (below).
The life and effective operation of any diesel fuel

system depends upon fuel which is free from dirt
particles and water. Diesel fuels are higher in
viscosity than gasoline because diesel fuels must
have the ability to provide lubrication for many
parts of the fuel system. However, diesel fuels
also contain more gums and abrasive particles
which are difficult to extract during refining. 1. Fuel Hand Primer Pump
Therefore, an efficient fuel filter or filters are
provided by engine manufacturers. Fuel Lift Pump
The primary filter is located between the fuel
tank and the fuel supply pump. The primary fil-
ter contains a cartridge which is made of filter
media and is equipped with a draincock at the
bottom for draining water and sediment which
collects at the bottom of the filter shell. This
should be done whenever water can be seen in
the clear filter bowl.
Hand Primer Pump
The fuel supply (or lift) pump is located on the

injector pump and is driven by the camshaft. It
supplies fuel flow to the injector pump through
the secondary filters during engine operation.
The primer pump is used to pull diesel from the

fuel tank and deliver it to the injector pump prior
5566071101 10-95 49
Secondary Fuel Filter Injectors
The secondary fuel filter(s) is located between The injectors are installed at each cylinder and
the supply pump and the injection pump. The disperse a specific pattern and pressure of fuel
secondary filter removes additional impurities for proper combustion of the air/fuel mixture.
from the fuel before it enters the injector pump.
On the Detroit Diesel engine, this filter is located
between the fuel pump and the injector.
Injection Pump
The injector pump is located on top of the engine

and is driven by the engine. It delivers a specific
amount of fuel to each injector at a correct time.
Some engines, particularly the Detroit Diesel,
are equipped with electronic engine controls and
injectors and do not use an injector pump. The
fuel pump supplies fuel directly to the injectors,
each of which meters and injects the correct
amount of fuel required to handle the load.
50 10-95 5566071101
Fuel Lines
On conventional diesel engines, rigid fuel lines Note: The Detroit Diesel engine, with its elec-
are used between the fuel injection pump and the tronic engine controls and electronic injectors,
fuel nozzles. Because these lines must carry fuel has no injector pump and is plumbed with flexi-
under pressures which may be greater than 2000 ble hose in place of rigid fuel lines. The fuel
psi (13800 kPa), they must meet exacting pump is used to deliver fuel to the injectors, each
requirements to provide reliable fuel injection. If of which measures and injects the correct
injection pressures are to be the same for each amount of fuel required to handle the load.
engine cylinder, the high pressure tubing must
have a uniform inside diameter.
Also, engine specifications often require that the
fuel lines be exactly the same length. This is
because the inner walls of any fuel line provide a
certain amount of resistance to the fuel flow.
Therefore, the longer the line, the greater the
resistance
High pressure fuel discharge lines are manufac-
tured from seamless, cold-drawn, high tensile
steel. They must be of sufficient strength to with-
stand fuel pressures as high as 9000 psi (62050
kPa), and yet they must be fully annealed so that
they can be bent to the desired shapes and their
ends swaged without splitting or cracking.
5566071101 10-95 51
52
Power Unit
10-95
4
Service Manual
2
5
3
1. Tanks 4. Hand Primer Pump
2. Secondary Fuel Filters 5. Fuel/Water Seperator
3. Fuel Injection Rack 6. Shut-Off Valve
5566071101
Wagner Mine Trucks
5566071101
Wagner Mine Trucks
10-95
Service Manual
1. Electronic Control Module 5. Fuel Water Separator 9. Supply Port

2. Temperature Sender 6. Fuel Tank 10. Fuel Cooler
3. Secondary Fuel Filter 7. Drain Port 11. Restriction Fitting
4. Pressure Switch 8. Return Port 12. Check Valve
13. Fuel Lift Pump
Power Unit
53
General Maintenance Information Always check for water in the vehicle fuel sys-
tem daily and drain water and sediment from
Clearances between the moving parts of a fuel vehicle tanks monthly.
injection pump are often less than one ten-thou-
Water in a vehicle tank can be kept at a mini-
sandths (0.0001) of an inch (0.0025 mm). A very
mum by filling the tank at the end of the day
small amount of dirt can quickly cause perma-
rather than at the beginning of the day. In this
nent damage to such parts.
way the incoming fuel will drive out any mois-
Water can be damaging to the fuel system by ture-laden air, thus preventing condensation.
causing rust and corrosion inside the fuel pump
When transferring fuel from a storage tank to a
and injectors.
vehicle, make sure that a strainer or filter is
Such damage can be prevented through careful present in the tank outlet or vehicle tank inlet.
fuel handling procedures. The vehicle fuel tank strainer should be removed
Engine manufacturers have established, in their and cleaned whenever the fuel filter is changed.
fuel specifications, the maximum percentage of
sediment and water allowable.
Instructions for servicing fuel filters and strain-
ers are provided in the Operators and Service
Manuals. If such procedures are followed care-
fully, the fuel system will provide long, reliable
service.
Maintenance personnel can help prevent con-
tamination of fuel in many ways:
Keep the number of times that fuel must be han-
dled at a minimum. Delivery of fuel by the dis-
tributor to your storage tanks and then direct
pumping from the storage tanks to the vehicle
fuel tanks will reduce fuel handling.
It is important to always use clean containers and
funnels.
Fuel should be allowed to stand at least 24 hours
in the main storage tanks after filling before any
fuel is transferred to a vehicle fuel tank. This
allows for natural settling of dirt particles and is
an effective method for keeping diesel fuel
clean.
Prior to re-filling the storage tank, drain all of the
remaining fuel and any water from the tank and
clean the tank thoroughly.
54 10-95 5566071101
Engine Oil System

System Operation
Oil from the sump is drawn up by the oil pump. Engines

From the pump a portion of the oil circulates
Mine trucks may be equipped with a Deutz,
through the oil cooler, and flows to the oil filters.
Detroit Diesel or Caterpillar engine. Lubricating
The remainder flows directly to the oil filters.
oil systems for each of these engines operate
From the filters, the oil flows through the main
similarly. Where there are differences, they are
oil gallery, and is distributed to various parts of
noted.
the engine. It then flows by gravity back to the
engine sump. Lubricating Oil Pump
System Components
The major components in the mine truck engine
oil system are:
• Oil pump.
• Oil filters.
• Oil cooler, (if equipped).
• Pressure gauge.
5566071101 10-95 55
The oil lubrication pump is a gear pump Engine Oil Cooler

mounted to the cylinder block and driven off the
engine. It is the heart of the engine oil system
and is usually equipped with an inlet screen
located in the oil pan to strain out any contami-
nants that could damage the pump.
Oil Filters
The location of the oil filters depends on the
engine. The Deutz engine has both spin-on filters
located on the side and a centrifugal oil filter on
the front of the engine. The centrifugal oil filter
Engine oil coolers are usually found on air-
is a bowl that covers the cooling blower drive
cooled engines. Forced air from the engine
coupling and catches impurities in the system.
blower circulates through the cooler. Most
water-cooled engines rely on cooling the block
to keep the oil at a safe temperature. The Detroit
Diesel engine is available with an optional oil
cooler. Location will vary depending on the
model vehicle and package of options selected.
Cooling water from the engine coolant system is
circulated through the cooler housing.
Engine Oil Pressure Gauge

On the Detroit Diesel, the filters are located on A gauge in the instrument panel indicates engine
the right hand side of the engine, below and to lubricating oil pressure. On most vehicles, the
the rear of the turbocharger. The filters are the gauge will be color-coded. The green area indi-
disposable spin-on type that require changing cates a normal operating pressure. The pressure
every time the engine oil itself is changed, usu- may briefly be in the red (high pressure) area
ally every 100-150 hours, depending on the when the engine is cold, but should drop to nor-
manufacturer’s specifications. mal once the engine warms up. The yellow area
indicates low oil pressure.
During normal operation, engine oil pressure
should read in the green zone. At idle speed, the
pressure will normally be lower. If the engine oil
pressure drops and enters the yellow zone during
normal operation, safely park the vehicle and
stop the engine. Correct the problem before re-
starting the engine.
Newer model vehicles may use a gauge
equipped with LED warning lights that indicate
abnormal conditions. If a gauge light comes on,
56 10-95 5566071101
stop the vehicle in a safe location and report the Air Supply System
problem to maintenance personnel.
The Air Supply system fulfills two (2) primary
General Maintenance Information functions:
1. Change oil every 100 hours of operation. 1. Provides clean, contaminant free combustion
air to the engine.
2. Change oil filters every time the oil is
changed. 2. Provides forced-air cooling to the engine
and/or various sub-systems.
3. Monitor engine oil pressure constantly.
Air Cleaner Operation
1 2
3
4
5
The function of the air cleaner is to remove abra- cleaner is of vital importance to engine life and
sive airborne particles from the air, furnishing a performance.
supply of clean air to the engine. Major manu- Outside air enters through the air cleaner inlet
facturers of engines have stated that anywhere (1). Angled pre-cleaner vanes (2) give a cyclonic
from 1 tablespoon to 1 cup of dust ingested into twist to the entering air which spins out the large
a diesel engine can ruin that engine. The air
5566071101 10-95 57
contaminants and approximately 85% of all In addition to combustion air, Wagner mine
water. trucks rely on forced air cooling to dissipate var-
Centrifuged contaminants are carried along the ious engine heat loads.
wall of the cleaner and ejected through slots into Deutz equipped vehicles use an engine driven
the baffled dust cup. ducted-fan blower to circulate air through the
The evacuator valve (6) located in the bottom of cylinder heads and transmission, hydraulic and
the dust cup continually expels dust and mois- engine oil coolers.
ture as it is accumulated in the dust cup. Detroit Diesel engines use an engine driven fan
Contaminants remaining in pre-cleaned air are blade to circulate air through the engine cooling
removed by the primary filter. radiator. This radiator also serves as the combus-
Air flows through both the primary (3) and section air after cooler. An auxiliary cooler, with
ondary (4) elements. In case of accidental perfo- blower, is available for handling engine fuel,
ration of primary filter, the secondary element transmission and hydraulic oil heat exchange.
protects the engine.
Determining Air Filter Size
The clean outlet air is then ducted to the engine
Note: This addresses Atlas Copco Wagner Inc.’s
(5).
standard air intake system and does not apply to
unique customer requirements or other varia-
tions. The standard air cleaner is the dry type
with integral centrifugal pre-cleaner.
The air cleaner is sized to provide a maximum
face velocity of 3.5 feet per minute (1.1 m/sec).
This is to ensure adequate life of the filter ele-
ment. Velocities above this will tear up the ele-
ments, which shortens filter life and can allow
dirt into the engine.
Face Velocity is calculated as follows:
Maximum Intake Air Flow (cfm)
Filter Element Surface Area (sqft)
Refer to Parts Book when ordering replacement
1. Filter Housing filters.
2. Restriction Indicator
3. Evacuator Valve Standard Installation Criteria
On Detroit Diesel engines, the combustion air Most vehicles are equipped with a service (or
flows through a turbo-charger, driven off engine restriction) indicator. All hose clamps are the T-
exhaust air, and an after-cooler before entering bolt type.
the cylinders. Deutz engines are not normally The air intake is located to minimize ingestion
supplied with turbo-charging, unless equipped of:
with a high-altitude operation option.
1. Engine exhaust fumes
2. Pre-heated engine cooling air
58 10-95 5566071101
3. Haulage way dust intake air restriction has reached the allowed trip
point, the indicator will show Red. This notifies
If engine is soft-mounted and air cleaner is
the operator that the filter requires changing.
frame-mounted, at least one flexible joint will be
in the piping between the air cleaner and the It is important that operators and maintenance
engine. personnel remember to reset these indicators
after each filter change.
Atlas-Copco Wagner Mine Trucks come with
both a primary and secondary filter element. It is
important that both elements are used, to ensure Air Exhaust System
that engine intake air is free of contaminants. Most vehicles are equipped with an engine
Service Indicators exhaust system. The system may include a:
As the air cleaner element becomes dirty the • Water Exhaust Scrubber
flow of air to the engine will become restricted. • Catalytic Exhaust Converter
This can limit engine performance.
• Exhaust Fume Diluter
Visual inspection of the filters is not always suf-
ficient for determining replacement. In some • ECS Purifilter
cases, there may little visual indication of dirt, • Silencer
yet the filter may be internally plugged with very
fine particles.
Engine Exhaust Fumes Can Kill
Restriction indicators are provided as an easy
reference to the operator that the engine is not In an ideal engine, fuel mixed with air burns
getting the necessary amount of intake air. completely to form non-toxic carbon dioxide
The type of indicator can vary and may or may and water vapor. However, the ideal engine does
not indicate the amount of vacuum in inches of not exist and unburned or partially burnt prod-
water. The maximum vacuum trip point will vary ucts are present in varying degrees in the exhaust
according to the model engine. of every engine.
These include…
Trip Point
Engine (in. H20 / mm Hg) Carbon monoxide
15 / 28 Toxic gas which can cause headaches, nausea,
Deutz (w/F2L- unconsciousness, and eventually death if present
511W) in sufficient quantities.
Deutz (except 20 / 37.3 Aldehydes/acroleins
F2L-511W) In small quantities, these gases irritate eyes and
nose.
Detroit Diesel 25 / 46.7
Unburned fuel
Cat 25 / 46.7 Can give rise to characteristic odor, e.g., diesel.
However, all restriction indicators are color

coded. Normal indication is indicated by a Yel-
low, Green or Clear indicating window. When
5566071101 10-95 59
Catalytic Converter 4. Some residual amounts of carbon monoxide

and carbon dioxide will not get burned and,
thus, will remain in the exhaust. The amount
depends on exhaust gas temperature and the
design of the catalytic converter.
5. Catalytic converters do not function at all
unless the exhaust gas temperature is 100° to
150° C. Approximately 80 to 90% efficiency
of carbon monoxide conversion is achieved
at 500° C. About 50% conversion of hydro-
carbons is achieved at 500° C. When an
engine is idling, the exhaust gas temperature
The catalytic converter contains platinum is too low to achieve conversion.
impregnated materials within a steel housing. 6. There is little or no effect on nitric oxides.
The platinum causes incomplete combustion
7. Catalytic converters may oxidize some sulfur
products to finish burning as they pass through
compounds; i.e., may convert SO2 to SO3,
the purifier.
which is more harmful. This is not a problem
This burning does not take place unless the unless sulfur is present in the fuel in large
exhaust temperature is at least 400° to 500° C. in quantities (over 1/2%).
the converter.
Catalytic Converter
If the purifier is undersized, the exhaust passes
through too fast for the catalyst to function. Back Catalytic converters oxidize the carbon monox-
pressure will also be excessive, resulting in ides (CO), hydrocarbons (HD), and aldehydes
higher emissions. (HCHO) present in the exhaust gas. The conver-
sion efficiency is a function of converter design
Effects Of Catalytic Converter
and conditions, exhaust temperatures, etc.
1. Completes combustion of carbon monoxide. Since catalytic converters are ineffective at
Products are carbon dioxide (same gas that exhaust temperatures below approximately 450°
we exhale) and water. F., they must be installed as close as possible to
2. Completes combustion of hydrocarbons the engine exhaust manifold.
(organic chains of carbon and hydrogen The initial flow restriction of a catalytic con-
atoms). Products are carbon dioxide and verter can be relatively low. However, as the car-
water. bon particles present in the exhaust gas deposit
3. Above processes generates additional heat. in the converter, the restriction increases. Failure
Gas temperature increase for a diesel engine to regularly clean/regenerate a converter will
will be 30° C. or less. lead to excessive exhaust back pressure. Some
converters are provided with a port that allows
for back pressure monitoring.
Some states and local regulations require the use
of catalytic converters on diesel engines utilized
in underground mining operations.
60 10-95 5566071101
Catalytic Converter Plugging Exhaust Diluters

Converters can plug up (particulate builds up on Diluter’s design and operation are based on the
pellets or honeycomb structure). This results in Venturi principle...mixing large amounts of
high engine exhaust back pressure, increased ambient air with the exhaust gas before releasing
emissions, and reduced converter efficiency (the it to the atmosphere. This action cools and
particulate coating keeps the exhaust from con- dilutes the exhaust gas to acceptable levels for
tacting the platinum). operators or other personnel in the vicinity of the
Causes of plugging: machine.
• Excessive idling (low exhaust temperature) Exhaust diluters are required by few mine's regu-
lations.
• Over-fueling
Exhaust diluters must also be checked and main-
• Engine out of time tained periodically. Carbon build up on the tight
Recommended Cleaning Procedure for the Diesel Puri- nozzle gap will rapidly increase the diluter's
fier back pressure.
1. Dry brush inlet face to catalyst. Dilution System
Most depend on Venturi effect. A small amount
2. Air clean through outlet face of catalyst.
of air (or exhaust) moving very rapidly can cre-
3. Continue Steps 1 and 2 until inlet face is ate a low pressure region. If this is done through
clean. an opening or along a curved surface, a large
4. Completely soak catalyst in cleaning solu- amount of ambient air can be drawn along to
tion for one (1) hours. Note “caution” below. dilute the exhaust.
Venturi systems have relatively high back pres-
5. Solvent/air clean through outlet face of cata- sure (15 to 25" of water). This is necessary to
lyst for ten (10) minutes. create high exhaust velocity and a high dilution
6. Air clean through outlet face. ratio.
7. Repeat Steps 4, 5 and 6 until purifier is as Maintenance consists of periodic cleaning with
clean as possible. solvent.
Fume diluters are the most prevalent type. Care
8. High-pressure water-wash purifier through
must be taken to keep shimming correct as this
outlet face and air dry. Maximum pressure
has a dramatic effect on back pressure and dilu-
50 psi.
tion ratio
9. Reinstall purifier. Small engines may achieve adequate dilution
NOTE: If high pressure steam is available, it with a baffle- type diffuser. The resultant back
may be substituted for the solvent solution. pressure is minimal.
Steam clean through outlet face, keeping nozzle Water Scrubbers
2" away from catalyst face. Water scrubbers consist of a perforated pipe sub-
Recommendation: merged in a water tank. They are designed for
Incorporate this procedure into preventive main- cooling the exhaust gas being discharged by the
tenance schedule of vehicle for minimal particu- engine. Bypassing the exhaust gas through
late accumulation and maximum performance. water, some carbon particles (soot) and soluble
5566071101 10-95 61
gases (SO2, HC) are retained in the water. As a smoke can be traced as the cause of health prob-
result, the soot and odor emissions of the exhaust lems in workers continually exposed to it.
gas are slightly reduced. The purifilter smoke filter consists of a ceramic
Water scrubbers require regular cleaning and honeycomb substrate in which alternate flow
water replenishment. cells are blocked on each end. The exhaust gas
Some state and local regulations require the use is, therefore, forced to flow through the four (4)
of water scrubbers on engines utilized in under- ceramic porous walls of each cell into adjacent
ground mining operation. cells. The gas portion of the exhaust will pass
through. However, particles are trapped and col-
Care must be taken when testing water scrubber
lected on the walls of each cell. Eventually, due
back pressure. The resistance caused by the
to the positing of carbon soot on the cell walls,
water head is independent from engine load or
clogging of the porous cells will occur, resulting
speed.
in increased back pressure.
Baffled tank contains water. Exhaust gas is
This means particulate filters must be cleaned
forced through the water to cool the exhaust and
from time to time. This is referred to as regener-
remove noxious emissions. Requires a large tank
ation. On certain vehicles with high duty cycles,
or level sensor and water make up system.
exhaust temperatures are high enough to produce
Maintenance what is called auto-regeneration. This is when
Change water each shift to remove suspended the carbon soot will actually ignite and burn on
solids and to reduce acidity in water. its own. A general exhaust temperature range
Do not operate without water. Some systems during which this occurs for uncatalyzed filters
have a plastic float and/or seals which may be is about 500° C. For catalyzed filters, this range
damaged by heat. is lowered to about 400° C., due to the applica-
Check valve in exhaust pipe keeps water in tion of a special catalyst coating that reacts with
scrubber tank from entering the exhaust mani- the carbon build up.
fold if the engine rolls backwards. However, in the case of lightly loaded engines,
Has stainless steel construction to reduce corro- the temperatures are rarely in excess of 400° C.
sion. for any length of time. Hence the filter requires
manual cleaning. Methods of manual cleaning
Purifilter System Operational Instructions
are discussed later.
Although catalytic purifiers are very efficient in
Back Pressure Alarm
converting unburned fuel (hydrocarbons) and
carbon monoxide to harmless gases, they pro- A back pressure warning system is included
vide no protection from “black” smoke (or par- with each filter. This unit is connected to the
ticulate) which is emitted by all diesel engines. exhaust pipe near the exhaust manifold, and
monitors the engine's exhaust back pressure.
Outline of Theory
This back pressure is a function of exhaust flow
Diesel smoke consists of a complex mixture of velocity and exhaust system components.
carbon and hydrocarbons. It contributes to the Engines have a maximum back pressure level set
characteristic odor of diesel exhaust as well as by the engine manufacturer. The alarm is set to
causes visibility problems in enclosed areas. indicate if this maximum level is reached. Since
More importantly, several elements of diesel ramp climbs are the most commonly sustained
62 10-95 5566071101
high load condition, this is the most common Manual Cleaning Procedures For Purifilters
time when the alarm lights will go off. In the event the regeneration system fails to
Since the alarms turn off when the pressure operate, manual cleaning of the filter is possible.
drops, an alarm that lights up only at the end of a There are two (2) methods of manual filter
long ramp haul indicates an exhaust system run- cleaning. The first method involves using com-
ning on the borderline of the allowable limit. As pressed air, the second involves combusting the
the system clogs up, the light will come on more collected soot in a kiln or oven.
often. If the light starts coming on regularly dur- In the compressed air method, compressed air is
ing normal operation, the need for servicing or blown through a nozzle into the filter block
filter cleaning becomes more critical. channels in the reverse direction of the exhaust
Auto-Regeneration/Operation Procedures flow. Care should be taken not to chip the filter
and Troubleshooting block with the nozzle. Also, remember that the
For systems set up for auto-regeneration, the fil- collected material in the filter is considered a
ters should not need any attention during normal health risk if inhaled in large quantities or over a
engine operation. If the engine goes out of tune, long period of time. Worker protection in the
the exhaust temperature is affected and so will form of adequate ventilation and breathing filters
the amount of soot caught in the filters until the should be observed. The cleaning of filters by
point will be reached where the engine’s back compressed air only removes, at best, about half
pressure limit will be exceeded. At this point, the of the soot collected by the filters. If complete
back pressure alarm light will go off and warn of soot removal is desired, the soot must be burnt
an engine problem. out.
At this point, the machine requires maintenance. The second method of cleaning filters involves
It is not advisable to delay this maintenance heating the filter up to engine exhaust tempera-
since the engine’s problems could be of a major tures in a kiln and allowing the collected soot to
nature such as piston or ring problems. If the burn.
machine is allowed to continue, it is possible to The block should be heated to approximately
reach the point where the filter is so badly 550° C. (1020° F.), and kept at that level for sev-
clogged that the engine will not run. At this eral hours. The control of the temperature is
level, it is possible to damage the exhaust valves important. Below about 500° C. (930° F.), the
so it is best to service the engine within a reason- soot will not burn. Above 600° C. (1100° F.) and
able time after the warning light starts to go off. the ceramic or catalyst could be damaged. Care
Normally extremely high back pressures are must be taken with the emissions coming out of
accompanied by engine power loss. the oven vents. These emissions will contain
Another indication of engine problems is bad high levels of carbon monoxide.
aldehyde emissions. These are the hydrocarbon Another method of combusting the soot is with a
emissions that sting the eyes. When this condi- specialized burning system. These custom units
tion is encountered, it means there is fuel or oil are designed to heat the blocks and burn out the
being dumped into the exhaust. This is usually collected soot. Again, care must be taken with
due to leaking injectors, improper ignition tim- the emissions that are produced by this combus-
ing or low cylinder compression. tion process.
5566071101 10-95 63
Smells and Odors 3. Take the filters and reverse them in the
During the initial few hours of filter operation, exhaust system. This is achieved by means of
an unusual smell similar to that of burning paint the quick release clamps and the fact that the
may be detected. This is the final curing stage of filter center-bodies are symmetrical.
the filter packing material. A production baking 4. With the filters reversed, rev the engine to
process removes most of this odor but usually high idle several times until the smoke out-
some is still present for the initial filter use. The put reduces to a minimum. Note the soot
emission levels from this packing material have cloud will be extensive and should be vented
been analyzed and deemed to be less than gov- to the waste return air.
ernment TLV’s.
Back-Flush with a Steam Cleaner
Other comments about odors have been traced to
This procedure is the same as “A”, but utilizes a
differences in smell. Since many of the predomi-
steam cleaner to achieve the same results. This
nant odor-causing hydrocarbons are caught in
system, however, is more arduous on the cata-
the collected soot, the small of the engine
lytic coating and is not the first choice.
exhaust changes. The main concern of the work-
ers is that the smell is different than before. Exhaust Back Pressure
The Removal Of Excess Soot The exhaust system will produce a certain resis-
tance to the exhaust gas flow which is defined as
This can be achieved by several methods. In
“exhaust back pressure”, consisting of the total
order of preference, they are as follows:
resistance of the system, including the pipes,
Back-Flushing with Compressed Air
pipe bends, muffler, tailpipe and/or exhaust
1. Remove the filter from the machine. accessories.
2. Place the filter on a support in open air, take The exhaust back pressure of a given engine
a high pressure air line and nozzle, and using installation will depend upon the size of the
80 psi, blow from the exit side into the chan- pipes, the number and types of bends and joints,
nels. Passing the air gun slowly at about 2" and the chosen muffler. Undersized pipes and
from the exit side face of the filter enables too sharp bends are usually the most likely con-
the high velocity air to enter the channels and tributors to high back pressures.
dislodge the soot on the entry side. The effects of excessive exhaust back pressure
3. This procedure takes approximately 10 min- (i.e., higher than recommended) are:
utes and must be carried out in an area where 1. Loss of power.
the soot clouds will not be a nuisance. 2. Higher fuel consumption.
Back-Flushing with Engine Exhaust
3. Higher combustion temperatures.
1. If the removal of the filter to an open area is
These conditions can also produce excessive
inconvenient, then the following may be
adopted. smoke and will cause engine overheating with
consequent lower life for valves and valve seats.
2. Move the machine to a location where the The maximum recommended exhaust back pres-
return air is picked up and the soot cloud will sures for the Deutz air- cooled engines are pub-
not inconvenience operations lished on the Engine Data Sheet (see back of the
64 10-95 5566071101
engine curves published in the “Engine Output” 2. Measure the back pressure using a gauge
section of this manual). which reads in “inches of water” (use a slack
Back Pressure Measuring Location tube manometer, either water or mercury
Manometer Reading filled, or other suitable gauge connected to
the exhaust port). Record this reading for
In it's simplest form, the manometer is a U-tube
future reference in comparing back pressure
about half filled with liquid. With both ends of
increased.
the tube open to atmosphere, the liquid is the
same height in each leg of the tube. Exhaust Back Pressure Measurement
When positive pressure is applied to one leg of A water manometer (U-tube) scaled to read in
the tube, the liquid is forced down in that leg and excess of 30" should be used. The U-tube is to be
up in the other. The difference in height (“H”), connected as specified to the exhaust system in a
which is the sum of the readings above and straight section of pipe, downstream of the
below zero, indicates the pressure. engine exhaust manifold flange (in the case of
When a vacuum is applied to one leg, the liquid naturally aspirated engines) or downstream of
rises in that leg and falls in the other. The differ- the turbocharger (in case of turbocharged
ence in the height (“H”), which is the sum of the engines).
readings above and below zero, indicates the Naturally aspirated engines
amount of vacuum. The test must be run at engine full load, rated
Exhaust System speed. If this is not practical, a less precise
Measuring Back Pressure method is to run the engine at no load rated
speed. In this case, the back pressure must not
A port is provided at the inlet of the purifier and/
exceed 60% of the permissible full load value.
or in the manifold-to-purifier exhaust tube for
Turbocharged engines
measuring back pressure.
It is important to take back pressure readings The test must be conducted exclusively at engine
periodically to determine the extent of carbon full load, rated speed.
build up on the catalyst. A significant increase in In mobile type of equipment, load may be
back pressure reading will tell you that cleaning applied by operating against the brakes or the
is required. hydraulic system (hydraulic stall).
It is recommended that back pressure be mea- Cowl Silencer
sured at the time the machine is initially put into The cowl silencer employs an extremely effec-
operation and remeasured at regular intervals tive principle which allows it to be much smaller
thereafter until a definite pattern is established. than a comparable conventional silencer.
Pressure checks made at every other weekly Because space is usually limited, the smaller size
maintenance inspection (200 to 250 hours) is is easier to fit into the design, or adapt to the
suggested. vehicle. A less complex supporting structure is
The recommended procedure is as follows: required to withstand the “G” forces of vehicle
operation, resulting in overall cost savings in the
1. Start the engine and run to governed speed, exhaust system, and allowing greater flexibility
no load, for 5 to 10 minutes to bring the of installation.
exhaust up to operating temperature.
5566071101 10-95 65
The cowl spiral silencer design embodies a spiral 2. Combustion air intercooler (an air-to-air heat
passage of constant cross-sectional area. The exchanger that cools the pressurized air from
spiral is partially lined with noise absorbing the turbocharger before it is pushed into the
stainless steel wool. Exhaust gases can pass from combustion chambers).
one spiral passage to another through bleed
3. Transmission oil cooler (an oil-to-air heat
holes within the spiral body. exchanger that cools the transmission).
Sound waves travel in straight line paths at a
speed much higher than the speed of the exhaust 4. Transmission oil heater/cooler (an oil-to-
gases passing through and, therefore, are contin- water heat exchanger that uses engine cool-
ually bounced off the smooth wall of the spiral. ant to warm the transmission oil after a cold
Some of these sound waves are reflected into the start and cool the transmission oil after the
wool covered wall where they are diffused. transmission is warm).
Other sound waves pass through the bleed holes 5. Fuel, hydraulic and transmission oil cooler (a
progressively attenuating the sound by wave three section oil-to-air heat exchanger with
cancellation as the gases pass through the multi- blower).
ple turns of the spiral. The relatively unrestricted The first two components are an integral pack-
path for the gasses and the absence of resonant age, installed in front of the engine. The third
chambers results in minimum back pressure that component is usually located just in front of the
often permits a small cowl silencer to replace a radiator/intercooler, and can be removed sepa-
large reactive muffler. rately or with the radiator/intercooler. The
heater/cooler component is usually installed
Cooling System inside the power frame, either under or to the
side of the engine. The final component is
Mine Trucks furnished with Detroit Diesel or
located on the underside of the midframe com-
Caterpillar engines will require removal of cool-
partment hood on new model vehicles.
ing system components. On vehicles supplied
with Deutz air-cooled engines, the blower and Note: On mine trucks, the engine faces away
coolers are integral to the engine and do not from the front of the vehicle. Any position
require removal. description given relative to the engine will be
the opposite in relation to the mine truck.
New model vehicles use a skid mounting
arrangement that eliminates the requirement for CAUTION: If the engine has been run-
disassembly and removal of the cooling system ning within the previous hour, the temper-
A CW 00073 .pi ct
prior to engine removal. ature of the engine components, the

On Detroit Diesel and Caterpillar equipped vehi- coolant, the oil, and radiators can be high
cles, the cooling system can include four sepa- enough to cause serious burns. Allow the engine
rate heat exchange components: and the entire cooling system to cool before initi-
ating removal procedures.
1. Engine coolant radiator (a water-to-air heat
exchanger that cools the engine block and
head).
66 10-95 5566071101
Engine Accessories Removal & 6. If applicable, remove the hoses that connect
Replacement to the tube and shell heater/cooler. Cap or
plug each line and connection.
Note: This section contains removal and
7. Remove the hoses that connect to the engine
replacement instructions covering the engine
block and oil cooler. Cap or plug each line
and its accessories. All maintenance procedures
and connection.
on the engine proper are included in a separate
engine manual. 8. Rig the hoist above the cooling system pack-
The procedures in the following paragraphs age.
describe removal and replacement of the various 9. Remove the radiator support arms (one on
engine accessory components and of the engine each side).
as a package.
10. Using the holes in which the support arms
Wherever possible, procedures are presented in were bolted, fasten a lifting chain to each
the sequence required for orderly removal; that side of the cooling system shell, fasten the
is, if an item must be removed before another chains to a short spreader bar attached to the
item can be removed, that item is covered first. hoist, and take up the slack in the chains.
WARNING: Block all wheels, set the 11. Remove the two bolts that fasten each side of
parking brake, remove the key (if
A CW 00073 .pi ct
the cooling system shell to the power frame.
available) from the ignition switch, and
12. Lift the cooling system package clear of the
place a Do Not Operate tag on the steering
mine truck and store it in a safe location.
wheel or Off/On/Start switch before performing
maintenance on the power train systems. Reinstalling the Cooling System Package
Removing the Cooling System Package Reinstall the cooling system package as follows:
Remove the cooling system package as follows: 1. Using the hoist and lifting chains arrange-
ment used in the removal, lift the cooling
1. Remove the engine hoods.
system package into position on the power
2. Place a suitable receptacle below the engine frame.
coolant radiator drain cock and drain the
2. Reinstall the two bolts that fasten each side
coolant from the system.
of the cooling system shell to the power
3. If the engine is to be removed, place the frame. Torque the bolts to 230 N-m (170 ft-
receptacle below the two engine block drains lb).
and open the drains. While the system is
3. Remove the lifting chains and hardware and
draining, perform the next three steps.
the hoist.
4. Disconnect the air hoses that connect to the
4. Reinstall the angled radiator support arms
combustion air intercooler.
(one on each side). Torque the bolts to 75 N-
5. If applicable, disconnect the oil lines that m (55 ft-lb)
connect to the transmission oil radiator.
5. Reinstall the hoses that connect to the engine
Immediately cap or plug each line and con-
block and oil cooler.
nection.
5566071101 10-95 67
6. Reinstall the hoses that connect to the tube 3. Disconnect the transmission oil lines con-
and shell heater/cooler. necting the tube and shell heater/cooler to
the transmission, and immediately cap or
7. Uncap or unplug and reinstall the oil lines
plug each line or connection.
that connect to the transmission oil radiator.
4. Remove the bolts that secure the tube and
8. Reinstall the air hoses that connect to the
shell heater/cooler to the power frame.
charge air intercooler.
Remove the heater/cooler.
9. Close the engine coolant radiator drain cock.
If the engine block was drained, close the Replacing the Transmission Oil Tube and Shell
two drains on the engine. Heater/Cooler
10. Fill the radiator with the proper coolant mix- Reinstall the transmission oil tube and shell
ture. heater/cooler as follows:
11. Reinstall the engine hoods. 1. Place the tube and shell heater/cooler in
position and reinstall the bolts that secure the
Removing the Transmission Oil Radiator heater/cooler to the power frame.
Remove the transmission oil radiator as follows: 2. Uncap or unplug and reconnect the transmis-
1. Disconnect the oil lines that connect the sion oil lines that connect the tube and shell
transmission oil radiator to the transmission. heater/cooler to the transmission.
Immediately cap or plug each line and con- 3. Reconnect the hoses that connect the tube
nection. and shell heater/cooler to the engine coolant
2. Remove the bolts that secure the transmis- radiator.
sion oil radiator to the cooling system shell. 4. Fill the radiator with the proper coolant mix-
3. Remove the transmission oil radiator. ture.
Reinstalling the Transmission Oil Radiator Removing the Engine Coolant Radiator
Reinstall the transmission oil radiator in the Remove the engine coolant radiator as follows:
reverse order of removal. CAUTION: If the engine has been run-
ning within the previous hour, the engine
Removing the Transmission Oil Tube and Shell
A CW 00073 .pi ct
components and the coolant temperature

Heater/Cooler can be high enough to cause serious burns.
Remove the transmission oil tube and shell Allow the engine and cooling system to cool
heater/cooler as follows: before initiating removal procedures.
1. Place a suitable receptacle below the engine 1. Remove the engine hoods.
coolant from the engine coolant radiator. 2. Place a suitable receptacle below the engine
2. Disconnect the hoses that connect the tube coolant from the radiator.
and shell heater/cooler to the engine coolant
radiator.
68 10-95 5566071101
3. If applicable, remove the transmission oil Fuel System

radiator as outlined in the earlier paragraph
Remove and reinstall the fuel system compo-
entitled “Removing the Transmission Oil
nents as outlined in the following paragraphs.
Radiator”.
CAUTION: If the engine has been run-
4. If applicable, disconnect the hoses that con-
ning within the previous hour, the temper-
nect to the tube and shell heater/cooler and
A CW 00073 .pi ct
ature of the engine and exhaust system

immediately cap or plug each line or connec-
components can be high enough to cause serious
tion.
burns. Allow the engine and exhaust system to
5. Disconnect the hoses that connect to the cool before initiating removal procedures.
engine block and oil cooler and immediately
CAUTION: Cleanliness is absolutely
cap or plug each line or connection.
essential in all work done on the Mine
A CW 00073 .pi ct
6. Remove the bolts that secure the coolant Truck fuel system. Always follow these
radiator to the cooling system shell. rules regarding cleanliness in maintenance
7. Remove the radiator. operations on the fuel system.
• Steam clean the area of the Mine Truck on
Reinstalling the Engine Coolant Radiator which the work will be performed if there is
Reinstall the engine coolant radiator in the a substantial accumulation of dirt or other
reverse order of removal: debris.
Exhaust System • Wipe clean hose and pipe connections before

opening any connection.
Your Mine Truck may be equipped with either a
• Remove all loose paint before opening any
water exhaust scrubber or a catalytic exhaust
section of the head pipe to the rear section
purifier. The water exhaust scrubber requires
connections.
routine maintenance. The catalytic exhaust puri-
fier does not require operator maintenance. • Plug or cap any hose or connection immedi-
ately after opening it.
Removing the Muffler
• Flush any unsealed hose or pipe with fuel
Remove the muffler as follows: before installing it in the system.
1. Remove the muffler heat shield and upper
Removing Fuel Filters
clamps.
Remove the fuel filters as follows:
2. Remove the two bolts on the lower muffler
clamp. 1. Clean the fuel filters and the surrounding
area.
3. Remove the muffler.
2. Turn the two fuel line valves 90 degrees to
Reinstalling the Muffler the off position.
Reinstall the muffler in the reverse order of 3. Turn each filter counterclockwise and
removal. remove it.
5566071101 10-95 69
Reinstalling Fuel Filters Removing Fuel Tank

Reinstall the fuel filters as follows: Many Atlas-Copco Wagner vehicles incorporate
1. Wipe the mounting surface for each filter the hydraulic and fuel tanks into the major weld-
with a clean cloth. ment structure. However, on some units, these
tanks may be “drop-in” and fastened to the
2. Apply a thin layer of grease to each filter frame with bolts. To remove a drop-in fuel tank
gasket. as follows:
3. Fill each filter with clean diesel fuel. 1. Close the fuel shut-off valve to the fuel tank.
4. Install each filter on the filter mount, turning 2. Place a suitable receptacle under the fuel
it clockwise. After the filter gasket contacts drain of the tank, open the drain valve (or
the mount, continue to turn the filter two remove drain plug), and drain the tank.
thirds of a turn.
3. Position a hoist over the fuel tank and rig
5. Turn the two fuel line valves to the on posi- chains from the hoist hook to the lifting rings
tion. at the front and rear of the tank.
6. Start the engine, run it at idle speed, and 4. Take up the slack in the chains, but do not lift
check for fuel leaks. the tank yet.
Removing Fuel Valves or Lines 5. Remove the bolts that attach the fuel tank to
Remove a fuel valve or line as follows: the Power Frame.
1. Clean the fuel valve or ends of the fuel line 6. Lift the tank from the frame and set it on
and the surrounding area. blocks in a safe location.
2. If the component to be removed is after the 7. Remove the receptacle from under the power
fuel filters, turn the two filter fuel line valves frame.
to the off position. If the component to be 8. Close the fuel valve of the tank and tempo-
removed is before the fuel filters, turn the rarily seal all fittings and outlets.
fuel shut-off valve to the off position.
3. Disconnect the component and remove it. Reinstalling the Fuel Tank
Reinstall the fuel tank as follows:
Reinstalling Fuel Valves or Lines
1. Lift the tank from the storage position and
Reinstall a fuel valve or line as follows: place it on the frame.
1. Make certain that the connections are clean, 2. Re-install the bolts that secure the tank to the
both on the component to be replaced and power frame. Torque the bolts to 380 N-m
the components to which it connects. (280 ft-lb).
2. Install the component. 3. Remove the hoist and the chains.
3. Turn the fuel valve(s) to the on position. 4. Remove all temporary seals from fittings and
4. Start the engine, run it at idle speed, and outlets.
check for fuel leaks. 5. Open the fuel valve to the tank.
70 10-95 5566071101
Electronic Engine Control System 8. Unhook engine oil pressure line from engine.
The engine electronic control system is an inte- 9. Remove DDEC wires from back of engine.
gral part of the engine package. Refer to the 10. Unhook starter wire and alternator.
engine manual for removal and replacement
information. 11. Remove radiator.
12. Remove the cooling system package.
Engine
13. Disconnect all radiator tubes and combustion
Note: This procedure is primarily applicable to air tubes.
vehicles using water cooled engines. In most
cases, the degree of component removal will be 14. Remove the bolts that secure the fan to the
less for air cooled engines. New model vehicles water pump shaft.
have a modular design skid that can be removed 15. Relieve any residual pressure in the hydrau-
as a package. lic systems by pressing the venting the
WARNING: The engine package could breather or loosening the tank filler cap.
weigh more than 1134 kilograms (2500
A CW 00073 .pi ct 16. Remove the hydraulic lines connected to the
pounds). Do not reach or lean underneath steering/dump and brake systems vents.
the engine as it is being removed or re-installed. Immediately cap or plug each line and con-
CAUTION: If the engine has been run- nection. Secure the two lines out of the way.
ning within the previous hour, the temper-
A CW 00073 .pi ct 17. Unhook brake cooling hoses and plug.
ature of the engine and exhaust system
18. Disconnect air intake tube from filter to
components can be high enough to cause serious
turbo and fully remove.
burns. Allow the engine and exhaust system to
cool before initiating removal procedures. 19. Remove exhaust heat blanket
Removing the Engine Package 20. Remove the clamp that secures the front end
of the exhaust system head pipe to the turbo-
Remove the engine package as follows: charger.
1. Complete any of the proceeding component 21. If the vehicle is equipped with an air condi-
removal procedures that are applicable. tioner, remove the mounting hardware that
2. Turn the master battery isolation switch to secures the compressor to the engine and
the off position. remove the drive belt. Move the compressor
as far from the engine as the hoses will
3. Remove the engine hoods.
allow. Secure the compressor in a safe posi-
4. Pull grill door. Unbolt two grill to radiator tion.
stops.
22. Turn the filter fuel line inlet valve to the off
5. Unbolt fan guard. position. Turn the fuel tank valve(s) to the off
6. Drain radiator, and unhook surge tank hoses. position.
7. Unplug low coolant level sensor from engine 23. Disconnect the inlet fuel line from the fuel
block. filter block.
5566071101 10-95 71
24. Unhook fuel line from bottom of DDEC 3. Carefully lower the engine until it rests on
the three engine mounts and is in proper
25. Disconnect and remove battery and box.
alignment between the turbocharger and the
26. Remove guard. exhaust head pipe.
27. Remove the converter-transmission drive- 4. Reinstall the two bolts that secure the front
line. engine mount (center) to the power frame,
28. Position a hoist capable of lifting 1193 kilo- but do not tighten.
grams (2630 pounds) above the engine. 5. Reinstall the two bolts that secure each rear
Attach the engine lift spreader bar to the engine mount (left and right) to the power
hoist, and attach chains from the spreader bar frame, but do not tighten.
to the engine’s front and rear lifting eyes.
6. Inspect the engine position. If it is in the cor-
29. Remove the bolts that secure each rear rect position, tighten and torque the six
engine mount to the power frame. engine mount bolts to specification (See
30. Remove the bolts that secure the front engine Appendix).
mount to the power frame. 7. Remove the chains, spreader bar, and hoist
31. While watching carefully to make certain from above the engine.
that it does not catch on any engine compart- 8. Reinstall the engine-transmission driveline.
ment items, lift the engine to the point at
9. Reconnect the electrical connectors to the
which it is possible to reach the sides of the
alternator, starter solenoid, and engine man-
rear engine mounts. Remove the bolts that
agement controller.
secure the mounts to the engine.
10. Reconnect the inlet fuel line from the fuel fil-
32. Lift the engine clear of the engine compart-
ter block.
ment and place it securely on blocks or a
support structure on the floor. 11. Turn the filter fuel line inlet valve to the on
position. Turn the fuel tank valve(s) to the on
Reinstalling the Engine Package position.
Reinstall the engine as follows: 12. If so equipped, reinstall the air conditioner
1. Using the same hoist, spreader bar, and compressor on the engine mounting hard-
chains as were used for removal, lift the ware and reinstall the drive belt.
engine from the blocks or support structure 13. Reinstall the clamp that secures the front end
to a point above its position in the engine of the exhaust system head pipe to the turbo-
compartment. charger.
2. While watching carefully to make certain 14. Move the coolant surge tank into correct
that it does not catch on any engine compart- position and reinstall.
ment items, lower the engine to the point at
which the rear mounts were removed from 15. Remove the caps or plugs and reconnect the
the engine. Reinstall the mounts and torque hydraulic lines to the steering/dump and
the bolts to specification (See Appendix). brake systems vents.
72 10-95 5566071101
16. Place the fan in position on the water pump

shaft, and lubricate and screw in each of the
six bolts. Torque the bolts to specification
(See Appendix).
17. Reinstall the cooling system package.
18. Reinstall the engine hoods.
5566071101 10-95 73
74 10-95 5566071101
Wagner Mine Trucks
Section 5
Power Train
Power Train Service Manual Wagner Mine Trucks
Mine Truck Drivetrain
2
1
1. Transmission The transmission and converter also use a com-

2. Torque Converter mon hydraulic system to lubricate, cool, transmit
3. Diesel Engine torque and apply clutches.
4. Planetary Drive Axles The transmission control valve assembly is com-
prised of a valve body with selector valve spools.
Transmission System It is a remote control system, with the transmis-
sion control valve located in the operator’s com-
partment and connected to the transmission by
Theory of Operation hoses.
Power from the diesel engine is transmitted The selector spool detent ball and spring provide
directly from the engine flywheel to the torque a position for each speed range. The direction
converter. The converter output shaft transmits spool detent provides three positions: forward,
the power via driveline to the transmission input neutral, and reverse.
shaft. The transmission output shafts transmit When the engine is running and the directional
power via drivelines to the front and rear differ- control lever is in the neutral position, oil pres-
entials. The bevel gear and bevel pinion of each sure is blocked at the control valve, and the
differential transmits power through the differen- transmission is disengaged. Moving the forward
tial to the free floating axles. The planetary final and reverse spool directs oil to the appropriate
drive sun gears are splined to the axles. clutch and opens the opposite one to relieve
As the axles rotate, planet gears, mounted in the pressure.
carrier, are forced to walk around the stationary The transmission control lever (or button) in the
ring gear, imparting rotation to the hub and operator’s compartment can be either electrically
wheel which is attached to it. wired or mechanically linked to the transmission
control valve.
76 07-96 5566071101
Wagner Mine Trucks Service Manual Power Train
In the neutral position, oil from the pressure reg- selected, oil pressure is directed to the forward
ulating valve on the charge pump is deadheaded clutch.The flow for reverse goes to the reverse
at the remote shift valve. When forward gear is clutch.
1 2 3
4
5
8
7 6
1. Transmission Pressure Switch piston, and a back-up plate is inserted and

2. Converter Lockup (Optional) secured by a snap ring.
3. Transmission Pressure Gauge A hub with inner and outer diameter splines is
4. To Throttle inserted into the splines of discs with teeth on
5. Transmission the inner diameter and a splined shaft extending
6. Oil Cooler through the clutch support and is secured by a
7. Converter snap ring.
8. Pump
So long as there is no pressure to the direction or
9. Transmission Filter
speed clutch, the disc and inner shaft can
Both the direction and speed clutch assemblies
increase in speed or rotate in the opposite direc-
consist of a drum with internal gear teeth and a
tion.
bore to hold a hydraulically actuated piston. The
piston has “oil tight” sealing rings. A friction When the control valve is activated, oil under
disc with internal teeth is also inserted into the pressure flows from the control valve, through a
drum and contacts the piston. Discs with splines tube in the transmission case, to a specific
at the outer diameter are alternately inserting clutch. Once in the drum, oil is directed into the
into the drum until the required total is met. rear side of the piston bore, where its pressure
forces the piston and discs over against the back-
Finally, a series of springs and pins are assem-
up plate.
bled so that the springs rest on the teeth of the
5566071101 07-96 77
This forces discs to engage and lock the clutch So long as no demand (load) is placed on the
drum and drive shaft together so they turn as a mine truck (transmission is in neutral), the oil,
single unit. the impeller, and the turbine rotate as one mass
Bleed balls in the clutch drums let oil escape at whatever RPM the engine is turning.
quickly when pressure to the piston is released. When a load is applied to the mine truck (either
A screen filter is located in the sump pump pan the hydraulic or drive train system), it reduces
at the bottom of the transmission case. the turbine speed. The impeller continues to
rotate at the same RPM as the engine. This
Torque Converter Theory Of Operation causes oil to flow from the impeller through the
turbine.
The stator intercepts the oil so that its force is
redirected against the blades of the impeller in
the same direction as the impeller is already
rotating. This increases torque.
When the engine is running, a charging pump
draws oil from the transmission sump and sends
it through filters to the pressure regulating valve
in the control cover, which is mounted on top of
the transmission. Oil travels from the regulating
valve to the transmission clutches and to the con-
verter.
A torque converter transmits energy from an
engine to a transmission through the use of The pressure regulating valve is closed until
hydraulic oil. A hydrostatic system is based on pressure is applied to the transmission to activate
the principle that restricted liquids will transmit the direction and speed clutches. The regulator
pressure. Hydrostatic systems are generally used valve is a hardened spool in a tight-fitting bore.
for brakes, steering, and controls. A spring keeps the spool seated until oil pressure
overcomes the spring force. Then the spool
Hydrodynamic systems are based on the princi- moves to expose a port through which oil can be
ple that a fluid in motion has force. A torque con- directed through a line to the converter inlet port.
verter is a hydrodynamic system.
Once in the converter, the oil is sent into the con-
A torque converter consists of three elements: verter support through the impeller bearing.
• A rotating impeller which causes oil within it The blades of the turbine, impeller, and stator are
to flow outward by centrifugal force. designed to circulate oil from the impeller to the
• A turbine which is driven by the flowing oil, turbine, through the stator, and back to the
and impeller. This circulation makes the turbine and
impeller to rotate in the same direction.
• A stator to increase torque.
Oil enters the inner diameter of the impeller and
The impeller is connected to the engine fly exits from its outer diameter into the outer diam-
wheel. It rotates the entire time the engine is run- eter of the turbine. When it exits the inner diam-
ning. The turbine is connected to the transmis- eter of the turbine, oil is forced by the stator back
sion by gears and a prop shaft. into the inner diameter of the impeller.
78 07-96 5566071101
Oil leaves the converter between the turbine The transmission consists of a set of gears and
shaft and converter support. From there it is shafts which convey energy from the engine to
routed through a regulating valve to the oil the drive wheels.
cooler. From there it goes to the lubricating oil A transmission allows the running engine to be
inlet on the transmission, and through a series of totally disengaged from the drive wheels (put in
lines to the transmission bearings and clutches. neutral) so that the Mine Truck doesn't have to
Oil collects in the transmission sump.Converter be moving all the time.
lube and leakage oil is routed to the transmission A transmission also allows engine power to be
sump by gravity flow through a flexible hose. adjusted to the conditions of operation. Manual
transmissions use sliding gears and a mechanical
Component Description friction clutch to operate.
Transmission & Torque Converter Automatic transmissions have gears which are
always meshed. Hydraulics are used to activate
whichever clutch bands give the best gear ratio
for the work being done.
In a power shift transmission, there are hydrauli-
cally activated clutch discs instead of bands, and
these disks are activated under operator control
through the transmission control valve.
The transmission and torque converter system

are used to control and adapt energy from the
engine so the Mine Truck can be made to travel
forward and reverse in four different speed
ranges.
The Transmission/Torque Converter System
consists primarily of:
• the transmission,
• control valve
• torque converter
• the charge pump
• the system filters
• the transmission/converter oil cooler
5566071101 07-96 79
Transmission Control Valve
5
4
3 7
1 2
8
10
11
17
15
16 13
12
14
1. Converter sure regulating valve maintains the proper pres-

2. Pump sure needed to actuate the clutches.
3. Coverter Safety Valve When the transmission control lever is in the
4. Oil Cooler neutral position, with the engine running, the
5. Lube Manifold direction selector spool assembly in the control
6. Automatic Clutch Release Valve valve blocks the flow of oil from the pressure
7. Forward regulating valve. Shifting the transmission con-
8. 1st trol lever to either forward or reverse moves the
9. 2nd direction selector spool accordingly, allowing
10. 3rd hydraulic oil to the appropriate clutch. Shifting
11. 4th the transmission (or speed) control lever moves
12. Speed Selector Valve the speed selector spool accordingly, allowing
13. Reverse hydraulic oil to the appropriate clutch.
14. Direction Selector Valve
Once in the clutch drum, oil goes to the rear of
15. Clutch Pressure Regulating Valve
the piston bore, forcing the piston and disc
16. Filter
against the back-plate. This forces the disc to
17. Suction From Transmission Sump
engage, locking the clutch drum and drive shaft
The control valve directs oil under pressure to together, so they turn as a single unit.
the desired speed or directional clutches. A pres-
80 07-96 5566071101
Transmission Charge Pump Transmission/Converter Oil Cooler
The Transmission/Torque Converter charge The friction of torque multiplication in the

pump is directly mounted on the converter and torque converter causes the oil to heat up, so it is
supplies the converter with 50 gpm (189 liter/m) routed to the transmission sump through an oil
of oil @ 2000 rpm. cooler and lubrication distributor which bring
Transmission/Converter Oil Filter the oil back to normal operating temperature.
The cooler on vehicles equipped with Deutz
engines is an integral part of the engine. It is
located on top of the engine directly over the cyl-
inder heads. Cooling air is provided by the
25
PSI
engine blower fan located at the rear of the
P engine.
Oil coolers are available as an option on Detroit
Diesel and Caterpillar equipped vehicles. They
can be air cooled, using either the engine fan
blade or a dedicated blower to circulate air, or
After oil leaves the charging pump and before it water-cooled with a water-jacketed cooler
moves to the pressure regulating valve, it is sent plumbed into the engine cooling system.
through a filter to remove impurities from the To insure proper cooling of the transmission cir-
fluid. cuit, the cooler must be inspected daily to assure
This is a 10 micron filter and should be changed it is not damaged or leaking. It should be cleaned
each time the system oil is changed or as indi- weekly to avoid a build up of dirt that can restrict
cated by the service indicator. the flow of air past the cooling fins.
The best method for cleaning the oil cooler is to
use a high-pressure steam jet. A cold cleansing
agent will also work if allowed to soak in prop-
erly before being hosed off with a strong water
jet.
Note: When using a cold water or steam spray,
make sure to cover the injection pump, alterna-
5566071101 07-96 81
tor, voltage regulator and starter motor as pro- The regulator valve also ports oil to fill the accu-
tection. After wet-cleaning, let the engine run mulator.
long enough to evaporate all water to avoid rust As the accumulator fills and the accumulator
problems. spring compresses, oil pressure increases. This
Compressed air can be used for dry-cleaning by increasing pressure gradually shifts the regulator
starting from the exhaust-air side. Clean all dirt valve spool, until the vent orifice is closed. The
blown into the air cowling space after using accumulator thus acts to control the rate of flow
compressed air. (or venting) of hydraulic oil. As flow through the
vent orifice drops, pressure increases. Once the
Shell and tube oil coolers should be drained and
accumulator is full, the regulator spool is
cleaned once a year.
returned to its original position and oil to the
Auxiliary Cooling Pump clutch is supplied at normal operating pressure.
On some mine trucks, an auxiliary cooling pump
is mounted on the converter to provide additional
flow of oil through the transmission oil cooler.
Oil from the transmission is pumped at a rate of
40 gpm (151 liter/m) through the converter inlet
to the cooler out port to the cooler. From the
cooler, oil is routed back to the transmission.
Transmission Modulator Valve

Atlas-Copco Wagner Mine Trucks are usually
equipped with a modulated transmission that
allows the vehicle to be shifted from forward to
reverse without stopping.
Important: Whenever practical come to a com-
plete stop before changing directions. Direc-
tional changes may be made while the vehicle is
in motion but must be restricted to 1st gear only.
The modulator valve acts to control the increase
in hydraulic system pressure to the clutch plates.
This permits the smooth application of the clutch
when shifting direction while moving.
The valve consists of two differential pressure
regulating valves, one for each direction, and
two spring-loaded accumulators.
When the transmission direction is changed,
hydraulic oil enters the differential pressure reg-
ulator and, overcoming spring pressure, shifts
the spool and allows oil to vent back to the tank.
82 07-96 5566071101
Converter
3
6
8
5
1. Oil Cooler • Don't operate a vehicle with an overheated

2. Cooler Out Line engine.
3. Converter In Line
• Watch for excessive leakage in the transmis-
4. Oil Filter
sion.
5. Transmission
6. Suction Line • Watch for excessive leakage in the converter.
7. Converter Return Line
• Monitor the converter charging pump oil
8. Drain
flow. Contact maintenance personnel if the
flow is low.
General Maintenance Information
• Check for restricted oil cooler flow.
• Check the oil regularly, and keep it topped • Monitor engine stall speed.
up with recommended oil or equivalent.
• Change oil and filters regularly, according to
• Make sure the vehicle is not being operated the recommended schedule.
at too high a speed range for the task.
Transmission oil should be changed every 1,000
• Make sure the converter temperature stays hours of operation.
within the recommended range.
5566071101 07-96 83
Transmission oil filters should be changed as Check at low engine idle (500-600 rpm) with oil
indicated by the service indicator and with every temperature 82°-93° C (180°-200° F). Pressure
oil change. should be between 180-220 psi (1240-1520 kPa)
Make sure that vehicle operators immediately or 240-280 psi (1650-1930 kPa), depending on
inform maintenance personnel at any sign of the model transmission.
problems. Timely corrective action can prevent Attach a calibrated pressure gauge to the trans-
small problems from developing into large scale mission charging pump pressure port. (Refer to
equipment failure. the manufacturer’s service manual for location.)
Start the vehicle and shift the transmission lever
Towing
into forward (or reverse), then shift through all
Towing speeds cannot exceed 5 kph (3.1 mph), the gears. Record the pressure reading for each
and the towing distance may not exceed 5 km gear. All speed clutch pressures must be within 5
(3.1 miles). psi (34 kPa) of each other. If clutch pressure var-
These limits must not be exceeded, to prevent ies more than 5 psi (34 kPa) in any one gear,
gear box damage from insufficient oil supply. repair the clutch.
For longer distances the vehicle must be loaded Attach the gauge to the transmission forward
on a transporter. clutch pressure port and shift direction from for-
Checking oil temperature ward to reverse and record the pressure. Repeat
this test with the gauge attached to the transmis-
The oil temperature of the gear box is monitored sion reverse clutch pressure port.
by a temperature sensor and gauge. A maximum
Note: Atlas-CopcoWagner Mine Trucks are
temperature of 120° C (248° F) at the converter
equipped with modulated shift transmissions. Do
outlet may not be exceeded. Under normal ser-
to the combination of clutch leakage, piston
vice conditions, higher temperatures will not be
bleed orifice flow rate and flow limiting orifices,
reached, unless a problem exists.
directional clutch pressures can be as much as
If the temperature exceeds 120° C (248° F), the 30 psi (210 kPa) lower than system pressure.
mine truck must be stopped and inspected for
Engine speed must remain constant during the
external oil leakage. Let the engine idle at 1200
entire leakage test.
to 1500 RPM with the gear box in the neutral
position. Another test that may help warn of failing
clutches before the 5 psi (34 kPa) pressure vari-
Under this condition, the temperature should
ance shows up is the pressure drop test. In this
drop quickly (in about 2 to 3 minutes) to normal
test, the drop in pressure and the speed of return
values. If this does not occur, there is a problem
to original pressure is monitored. When the
in the system which must be corrected before
transmission is shifted into gear, the needle on
operations can be continued.
the transmission/converter oil pressure gauge
Checking control pressure will drop off quickly as oil enters the clutch, and
Clutch pressure should be checked regularly. A as the clutch fills, the needle will slowly return to
drop in pressure will allow the clutch plates to original reading.
slip, which increases friction and causes wearout With oil temperature at 82°-93° C (180°-200° F)
of the clutch disc. and the engine at idle, go through each gear and
note the drop in pressure and the speed of recov-
84 07-96 5566071101
ery back to original pressure. The clutch that

may drop to a lower pressure and/or return to
original pressure slower than the others should
be suspect and may signal the need to make a
pressure test with the master gauge.
Note: Larger size clutch packs (usually 1st and
2nd gears), will fall off to a lower pressure than
smaller size clutches (forward and reverse and
higher gears), and will also return more slowly
to the original reading. Be sure to compare read-
ings of the same size clutches.
5566071101 07-96 85
Drivelines
2
3
5
1 4 6
13 9 7
8
12 10
11
1. Mating Yoke slip joint to compensate for movement between

2. Needle Bearings the connected components.
3. Grease Seal During normal operation, the chassis, engine,
4. Grease Fitting transmission, and axles all experience some
5. Dust Cap movement relating to surface irregularities and
6. Spline Shaft varying stress loads. Each time these conditions
7. Seal are encountered, a change in the overall length
8. Slip Yoke of the drive shaft occurs.
9. Slip Yoke Plug
When a telescoping shaft runs at an angle to its
10. Grease Fitting
mating shaft or yoke, it will slip in and out
11. Bearing Cap
slightly. It does this to compensate for the work-
12. Lube Channel
ing action of the universal joint as it rotates. The
13. Center Cross-Spide
slip joint accommodates these variations by tele-
scoping at the spline portion of the shaft. The
Theory of Operation slip joint shaft is particularly necessary in the
The purpose of the driveline is to transmit power swivel hinge area of the Mine Truck; the articu-
from the engine to the drive axles. Wagner lation point of the Mine Truck which allows the
equipment uses both non-telescoping and tele- vehicle to turn. The drive shaft’s telescoping fea-
scoping drive shafts, and drive shaft support ture eliminates tension forces that could develop
bearings. All of the drive shafts have a universal in conventional drive shafts.
joint located at each end to permit pivoting, and
accommodate angularity between two (2) inter-
secting shafts. Telescoping shafts have a splined
86 07-96 5566071101
Component Description between the surfaces will cause the bearing

capscrews to loosen; even after being prop-
Universal Joint Bearings erly torqued. Loose capscrews will cause
Universal joints employ various types of bearing universal joint failure.
tap assemblies. They are specified on any partic- 2. Always use grade 8 capscrews to fasten bear-
ular Mine Truck based on their torque loading ing caps to the mating yokes.
capabilities.
Driveline Support Bearings 3. Always tighten bearing cap fasteners to the
proper torque values (See Appendix).
4. Never use lockwashers, lockplates or lock-
wire in an attempt to secure the bearing cap
fasteners. Only proper torque provides posi-
1 2 3 tive assurance against loosening fasteners.
5. Always replace the entire universal joint
(center cross, bearing caps and fasteners)
1. Delta Wing when rebuilding a universal joint that has
2. High Block (High Wing) failed.
3. Low Block (Low Wing) 6. Lubricate all universal joint and driveline
Drive shaft support bearings are used at loca- support bearings at regular and frequent
tions where a driveline passes through a frame intervals. Use a hand grease gun, or a low
bulkhead, usually at the amidships area; or in the pressure attachment on pressurized lubricat-
middle of a long span. ing equipment. High pressure grease injec-
Driveline support bearings are generally flange tion can damage the bearing seals.
type bearings that are bracket mounted to a 7. When replacing a driveline support bearing,
frame cross member. always reinstall the new bearing in the same
These bearings require regular lubrication and vertical and horizontal planes that it was
are provided with lube fittings for that purpose. originally supplied with. Improper remount-
Most support bearings are lubricated directly, ing will cause misalignment of the driveline
but in some cases a remote access lube line and and cause failure due to vibrations.
fitting is installed for convenience of servicing.
8. During periodic maintenance, check the
yoke flanges for distortion at the torque con-
General Maintenance Information verter, transmission, and differential flanges.
The following list of maintenance checks repre- Total indicated runout, for both axial and
sent some of the most important procedures that radial reading, should not exceed .005 inch
will provide maximum driveline dependability. (.127 mm).
1. Always clean universal joint bearing caps 9. Individual drive shafts should be checked for
and mating yoke surface of all dirt, paint, straightness and balance.
nicks and burrs. Surfaces must be absolutely
clean to metal. Any foreign matter caught
5566071101 07-96 87
10. Always properly phase drive shafts by 5. Check universal joints and support bearings
assembling the slip yoke and spline yoke so for excessive heat immediately after the
that the flanges are in line with each other. Mine Truck is shut down after a work cycle.
Mis-alignment can cause vibrations within Excessive heat, detected to be 100° F. (38°
the driveline components. C.) above ambient temperature, is a sign of
friction and deteriorating bearings.
Inspection
6. During Mine Truck operation, check for
Check all universal joints, splined slip joints,
driveline noise and vibration. If these symp-
drive shaft yokes, companion yokes, and drive
toms are observed, it is an indication of
shaft support bearings.
impending driveline failure. Possible prob-
1. Check the universal joints for wear: lem areas include: failed u-joint bearings,
(a) Grasp the universal joint center cross drive shaft support bearing, mis-aligned
(spider) with one (1) hand. With the drive shaft, distorted yokes, unbalanced
other hand, work the drive shaft up drive shaft assembly, etc.
and down (or back and forth) at 90° Adjustments
to each of the trunnion axis. Check
for looseness (sideways) between the Distortion & Runout - Mating Yokes
trunnion and bearing cap. Vibrations can be induced into the driveline if
(b) Check all four (4) trunnions in this the drive shaft companion yokes (i.e., on the
manner. If looseness is detected at torque converter, transmission, differentials,
any of the trunnions, replace the uni- etc.) are found to be distorted. Any yoke is sub-
versal joint as an assembly. ject to being distorted if a universal joint fails
and comes apart during operation, for example.
Note: Do not confuse end-to-end play between
To check these yokes for distortion and runout:
opposite bearings with excessive wear. Some
thrust movement is normal. 1. Remove the interconnecting drive shafts.
Now check that the yoke retaining nut is
2. Inspect the spline shaft and slip yoke when
properly torqued. For proper torque refer to
the drive shaft assembly is removed for uni- the service manual for the specific converter,
versal joint maintenance.
transmission or differential.
3. Replace the drive shaft if the splines are gall-
2. Check for radial or circular runout by posi-
ing, becoming loose, or the spline shaft tioning a dial indicator pointer against the
shows signs of twisting.
machined pilot surface near the outside
4. Check for loose capscrews at the universal diameter (OD) of the yoke. Rotate the yoke
joint bearing caps. If loose, install new Grade and observe the dial indicator. The total indi-
8 capscrews on clean threads, and tighten to cator reading must not exceed .005 inch
correct torque setting. (.127 mm).
CAUTION: Do not use lock washers, lock
plates or lock wires to secure capscrews
A CW000 73 pict
on universal joint bearings.
88 07-96 5566071101
3.
Check straightness by mounting the shaft assem-
bly in a lathe. Install a dial indicator and check
that the total indicated runout does not exceed
.002 inch (.051 mm) at both ends and at the cen-
ter of the shaft as the shaft is rotated. To
straighten the drive shaft, flame heat is applied to
the appropriate yoke-to-tube welded fitting.
Balancing is accomplished by mounting the

entire drive shaft assembly in a dynamic balanc-
ing machine, and attaching the universal joint to
master companion yokes. The shaft is then
rotated at its specific operating speed and check
for .005 inch (.127 mm) maximum total indi-
2 cated runout at various points over its length.
Balancing weights are spot welded at locations
necessary to offset any imbalance in the rotating
4. Check for axial or face runout by positioning
shaft assembly.
the dial indicator pointer against the face of
the yoke, as close as possible to the capscrew Lubrication
holes. Rotate the yoke while observing the Proper lubrication must be maintained in univer-
dial indicator. Total indicator reading must sal joints, slip assemblies, and driveline support
not exceed .005 inch (.127 mm). bearing for satisfactory operation and depend-
5. These same steps can also be used to check ability. Since the complete driveline is normally
runout and distortion of all other driveline subjected to severe service on a daily basis, it is
yokes on the Mine Truck. critically important that the Mine Truck operator
or mechanic maintain a regular daily or shift
Balancing Drive Shafts lubrication interval. Refer to the maintenance
Driveline failures can occur due to excessive section of the Service Manual for specific lubri-
vibrations from an unbalanced drive shaft. If this cation information.
is found to be the case, the drive shaft should be
checked for straightness and proper balance.
5566071101 07-96 89
Type of Lubricant surfaces of both the slip yoke and spline shaft
Use a lithium soap base grease containing 3-5% with grease.
molybdenum disulfide (MoS2) and a suitable
Lubricating on the Mine Truck:
rust inhibitor. NLGI Grade 2 is suitable for most
temperatures; -5° F. to +250° F. (20° C. to 85° Lubricate the slip joints through the grease fit-
C.) NLGI Grades 1 or -0- are recommended for ting on the slip yoke, and provide a uniform coat
extremely low temperatures. of grease over both male and female splines.
Lubrication Cycles Note: Do not over-lubricate. Inject only one or
Lubrication cycles for drive shaft universal two (1 or 2) strokes from a hand grease gun at
joints, slip splines, and support bearings will the slip yoke grease fitting.
vary with service requirements and operating Driveline Support Bearings
conditions.
Refer to the schedules in Section 2, Maintenance
Schedules when lubricating the drivelines.
Universal Joints
Inject grease into the universal joint center cross
lube fitting until all four (4) bearings are purged
of air and old grease. Continue to lube until new
grease appears at the four (4) bearings caps. If
the old grease appears rusty, gritty, or burnt,
replace all the universal joint parts.
When servicing driveline support bearings, fill
Note: A special needle nose adapter must be the entire cavity around the bearing with water-
used when lubricating high block u-joint assem- proof grease to shield the bearing from water
blies where the grease fitting is not otherwise and contaminants. Inject a sufficient amount to
accessible. fill the bearing cavity to the extreme edge of the
Splined Slip Joints slinger surrounding the bearing.
Initial Lubrication (shaft out of Mine Truck):

To best lubricate the slip joint, disassemble the
spline shaft from the slip yoke. Coat all splined
90 07-96 5566071101
Wheels And Tires Inspection And Maintenance

Tires
General Failure to make regular inspections and repairs
Tires are the single most expensive maintenance when needed will result in unrepairable damage
item on a Mine Truck. As a result, an effective to the cord body.
wheel and tire maintenance program can pay big Small rocks and dirt will get into shallow cuts in
dividends in improved productivity and longer the tread and, if neglected, will be gradually
tire life. pounded through the cord body. Separation of
The material in this section will not attempt to either tread and/or plies can result from
establish a detailed tire maintenance program, neglected cuts.
but will identify several major areas to consider One simple method of preventing this from
in establishing your own maintenance program. occurring is to use an awl or similar tool to clean
They include: Road Maintenance, Wheel and out the cut and remove any stones or other mat-
Tire Inspection and Maintenance, Air Pressure ter lodged in the cut. Next, use a sharp, narrow-
Inspection, and Tire Sizing Policy. bladed knife and cut away the rubber around the
Other areas not included in this section, but must cut to form a cone-shaped cavity extending to
be included as an integral part of any mainte- the bottom of the cut.
nance programs, are: Records Maintenance, Per- The sides of the cavity should be slanted enough
sonnel Training (both mechanic and driver), and to prevent stones from wedging into it. Tires
Wheel and Tire Handling Equipment. with tread cuts treated in this manner may be
continued in service without danger of further
Road Maintenance growth of these injuries.
Large cord body breaks over 1/3 of the width of
Efficient and systematic maintenance of haul- the tire cannot be economically repaired for use
ageways is very important, but is usually over- in normal service.
looked as a means of improving tire life. When the damage is repairable, it should be
Conscientious maintenance prevents excess road determined whether the anticipated remaining
crown and ensures prompt repair of ruts or service life of the tire justifies the cost of the
chuckholes, and removal of rock spillage or required repair. Tire repair records have shown
sharp objects imbedded in the road surface. that the older the tire, the less service is received
Maintaining proper drainage of the haulageway from repairs.
will prevent water from accumulating and hiding Keep tires free from oil, grease, and fuel. Rubber
tire damaging road hazards. quickly absorbs petroleum products and then
Maintenance of loading and dumping areas is swells and becomes soft and spongy. The dam-
just as important as the haulageway. The same age is permanent and fatal. Never clean tires
hazards outlined above will put a tire out of ser- with petroleum products or allow tires to stand in
vice just as quickly in these areas as on the haul- puddles of (or areas saturated with) petroleum
ageway. products. If a petroleum product does get on a
tire, promptly flush off or wipe off with water.
5566071101 07-96 91
Maintain ample tire-to-Mine Truck clearance. Proper Inflation

Maintenance personnel should carefully check
all tires on each Mine Truck to make sure the
tires will not rub against any part of the Mine
Truck, either on straight-away driving or on
turns. Failure to ensure ample clearance results 1
in premature tire replacement. 2 3
Wedged stones are one source of trouble. Proper
maintenance requires stones or other objects
which have become wedged between the tire and
Mine Truck to be removed promptly to prevent
serious tire damage. A permanent rock “kicker”
should be installed on the Mine Truck, if neces- 1. Overinflation
sary. Improperly sized fender bolts can be 2. Underinflation
another cause of premature wear. 3. Proper Inflation
Wheels The importance of correct inflation in off-road
tires cannot be over-emphasized. Poor tire main-
Wheels should be visually inspected for signs of tenance almost always results in underinflated
rust, cracking or other damage that would reduce tires, and, therefore, unnecessary tire expense.
their reliability. If any of these conditions are
observed, take the necessary corrective action. Over-inflation results in:
Damaged wheels under pressure are dangerous 1. Excessive cutting.
and can cause severe personal injury.
2. Lower impact resistance.
Air Pressure Maintenance 3. Rapid center wear.
Recommended Tire Pressures 4. Cut growth.
A maintenance program that ignores frequent 5. Poor re-treadability.
checking of tire inflation pressures can cause the
tire to operate at temperatures which exceed the Under-inflation results in:
tire capabilities and may result in premature tire 1. Ply and tread separation as a result of exces-
failure. sive heat build up.
A slow loss of inflation pressure is normal. 2. Cracking and excessive flexing.
Unless lost pressure is restored, there will be a
reduction in tire service life. Measure pressure 3. Bead failures from excessive strain.
when tire is cold. 4. Tubeless liner separation from heat.
Inflation pressures are based on the standard
5. Rapid wear from tread disfiguration.
mine truck configuration; a 8 kph (5 mph) maxi-
mum speed; and the off-road rating by the Tire 6. Rapid wear from heat, reducing the cut resis-
and Rim Association, Inc. tance and wearing ability of the tread rubber
compound.
92 07-96 5566071101
Tire Rolling Radius Note: If the mis-match is larger than 2%, one
side of the no-spin will disengage (the smaller
Another important item to consider in your tire tire). The other side will carry all of the torque.
maintenance program is the rolling radius of the
tires on a vehicle. Example:
Important: NEVER put different sized tires on a 30" RR tire +/- 4% = 31.2" RR to 28.8" RR.
Mine Truck.
When the rolling radius of tires on the same axle Driving Practices
is different, they are not traveling at the same A proper tire maintenance program and main-
speed. The tire with the smaller rolling radius is taining haulageways in good condition cannot
traveling faster than the one with the larger roll- guarantee optimum service life of tires. Poor
ing radius. This sets up a continuous stress on driving practices are a major cause of excessive
the axle components which is relieved by tire wear and permanent damage.
skid. When the rolling radius difference occurs
Drivers can help to reduce tire costs by:
between the front and rear axles on a four-wheel
drive vehicle this additional stress is amplified Avoiding obstacles and keeping away from
throughout the entire drivetrain. chuckholes or other hazards, which can damage
tires.
Improper inflation is the most common cause of
a difference in rolling radius. Two identical tires Not climbing or driving up on the ore pile. Such
which are not equally inflated will have a differ- practice subjects tires to cutting and concen-
ent rolling radius. The tire with less air in it will trated impact. Operators should lower the bucket
have to turn more revolutions to cover a given when approaching the ore pile, to clear the work
distance than the tire with more air in it. area.
Other reasons for a difference in the rolling Preventing excessive braking. Heat developed
radius would be the use of different sized tires, by braking may be transferred to the beads (and/
or unequally worn tires, on the vehicle. or inner liner of tubeless tires), causing these
areas to become charred or cracked.
Atlas-Copco Wagner, Inc. recommends that the
tire rolling radius tolerances be matched as Not letting tires rub against side walls or against
shown in the following table: barriers erected to facilitate unloading.
Avoiding taking turns at high speeds and driving
Type of Differential in the lowest gear applicable.
• Standard: The driver who drives carefully and who makes
Side to side 4% a reasonable attempt to prevent tire damage
Front to rear 4% saves a substantial amount of money on tire
• No-Spin: costs.
Side to side 2%
Front to rear 4%
• Limited Slip:
Side to side 2-3%
Front to rear 4%
5566071101 07-96 93
Removal & Replacement Transmission Control System

Control of gear selection in the transmission can
Transmission/ Accessories be controlled mechanically, hydraulically, or
electronically, depending on your Mine Truck
Note: This section contains removal and
configuration. The following procedures cover
replacement instructions covering the transmis-
standard Atlas-Copco Wagner transmission con-
sion, torque converter, and their accessories.
trol installations.
Refer to the manufacturer’s maintenance and
service manual for the transmission and torque Removing the Transmission
converter in your Mine Truck when servicing
Remove and replace the transmission assembly
those components.
as outlined in the following paragraphs.
Wherever possible, procedures are presented in
CAUTION: Removing any driveline sec-
the sequence required for orderly removal; that
tion reduces the effectiveness of the park-
is, if an item must be removed before another
A CW000 73 pic t
ing brake. Make certain that all wheels are

item can be removed, the first item is covered
blocked securely before removing a driveline
first.
section.
WARNING: Block all wheels, set the
1. Remove hood(s) above transmission com-
parking brake, remove the key from the
partment.
A CW000 73 pict
ignition switch, and place a Do Not Operate tag

in the operator’s compartment before perform- 2. Place a suitable receptacle below the trans-
ing maintenance on the power train systems. mission and drain the oil from the transmis-
sion. After the oil has drained, reinstall the
CAUTION: If the Mine Truck has been in
drain plug and remove the oil receptacle.
operation within the previous hour, the
A CW000 73 pict
temperature of the engine, the engine cooling 3. Relieve any residual pressure in the hydrau-
and exhaust systems, and the transmission com- lic system by venting the breather or loosen-
ponents can be high enough to cause serious ing the cap on the hydraulic tank.
burns. Allow all components to cool before initi- 4. Remove any hydraulic lines that run above
ating removal procedures. the transmission. Immediately cap or plug
each line and connection.
Transmission Cooling System
5. Remove the transmission oil filters and lines
The transmission cooling system consists of the and the mounting bracket.
transmission oil radiator (which is installed in
front of the engine coolant radiator) or the tube 6. Disconnect the electrical controls lines from
and shell heater/cooler (which is installed on the the transmission.
power frame to the right of the engine). See Sec- 7. Remove the driveline sections that connect
tion 4 for procedures on how to remove and to the transmission.
replace the transmission cooling system compo-
nents. 8. Remove the bolts that secure each transmis-
sion mounting bracket to the power frame.
9. Install two transmission lifting fittings to the
transmission mounts.
94 07-96 5566071101
10. Position a hoist above the transmission. paragraphs contain procedures for each driveline
Attach a transmission lift spreader bar to the section.
hoist, and attach chains from the spreader bar CAUTION: Removing any driveline sec-
to the lift fittings on the transmission. tion reduces the effectiveness of the park-
A CW000 73 pic t
11. Lift the transmission from the power frame, ing brake. Make certain that all wheels are
taking care that it does not catch on anything blocked securely before removing a driveline
in the frame. Place the transmission securely section.
on the transmission stand on the floor. Note: In each of the following replacement pro-
Reinstalling the Transmission cedures, the procedure assumes that the Mine
Truck is in the same condition and position as at
Install the transmission as follows:
the conclusion of the associated removal proce-
1. Using the same hoist, spreader bar, chains, dure.
and lift fittings as used in removal, lift the
transmission from the transmission stand Phasing the Driveline
and, taking care that it does not catch on any-
thing, lower it into the power frame until the
mounting brackets set solidly on the frame.
2. Remove the hoist, transmission lift spreader
bar, chains, and lift fittings.
1
3. Reinstall the bolts that secure each transmis-
sion mounting bracket to the power frame.
4. Reinstall the driveline sections.
5. Reconnect the electrical controls lines to the
transmission.
6. Reinstall the transmission oil filters and lines 1. Yokes Must Be In Line
and the mounting bracket. When a splined shaft is assembled to a slip yoke,
splines must be aligned so that the yokes at
7. Uncap or unplug and reinstall the hydraulic either end of the shaft are in the same plane, that
lines that run above the transmission. is “in phase”. When the shaft is assembled with
8. Fill the transmission with proper oil. the yokes in different planes, the driveline will
be “out of phase”. Drive shafts are phased and
9. Reinstall the hood above the transmission
balanced at the Factory and are “marked” for
compartment.
correct assembly with match marks at the yoke
Driveline flange ends and on the propeller shaft.
Lubricate the splines thoroughly, and properly
Most driveline sections are removed and assemble and “phase” the shaft. Misphasing the
replaced in somewhat similar manners. How- drive shaft can cause vibrations throughout the
ever, for ease in locating procedures and precise driveline, contributing to bearing failure.
coverage of minor differences, the following
5566071101 07-96 95
Installing the Drive Shaft 2. Insert the key of the opposite bearing cap
Install drive shafts with the slip yoke toward the into the yoke. The bearing cap has machined
source of power (torque). Reverse installation if surfaces keyway, so some compression of
doing it provides better access to the lube fitting the seals may be required to seat the second
on the slip yoke. bearing. This can be done using a C clamp,
tapping with a soft hammer, or by using hand
Note: The lube fitting on each of the universal
pressure.
joints and the fitting on the slip yoke should all
be on the same side of the shaft for ease of ser- Note: Do not use bearing mounting capscrews
vicing. as jacking screws in order to seat the bearing in
the yoke.
Yokes and Bearing Mounts
3. Once the bearings are properly seated, insert
the capscrew fasteners and torque them to
the proper values using a suitable torque
wrench.
Note: Do not use lockwashers, lockplates or
lockwire to secure the fasteners. These devices
will not prevent the fasteners from loosening.
Proper torquing is the most reliable method of
securing fasteners.
Installing Driveline Guards

Driveline guards help restrain a drive shaft when
a universal joint fails. The guard prevents the
drive shaft from rotating out of control within
the frame of the Mine Truck and damaging other
components, and causing possible injury to per-
sonnel.
If the Mine Truck does not have driveline
guards, it is recommended that these devices be
fabricated and installed on the Mine Truck, or
ordered from Atlas-Copco Wagner, Inc.
Note: Yoke faces, bearing mounting faces, and WARNING: Always make sure there is a
keyways must be free of burrs, nicks, dirt and driveline guard installed around or over
A CW000 73 pic t
paint to allow proper assembly and retention of the midship drive shaft. This guard provides pro-
the bearings. tection for the operator.
1. To assemble the cross and bearing assembly Converter to Transmission Driveline

to a yoke, insert the key of one bearing cap Remove and replace the converter to transmis-
into the keyway of the yoke flange. sion driveline as outlined in the following para-
graphs.
96 07-96 5566071101
Removal: Transmission to Front Axle Driveline

1. Remove the bolts that secure the driveline Remove and replace the transmission to front
carrier bearing to the power frame. axle driveline as outlined in the following para-
graphs.
2. Wrap several layers of masking tape around
Removal:
the bearings on the front universal joint
cross. 1. Wrap several layers of masking tape around
the bearings on the front universal joint
3. Remove the bolts that secure the front uni-
cross.
versal joint cross to the converter yoke.
Make certain that the tape holds the bearings 2. Remove the bolts that secure the front uni-
in place on the cross. versal joint cross to the front axle input shaft
yoke. Make certain that the tape holds the
bearings in place on the cross.
the bearings on the rear universal joint cross.
5. Remove the bolts that secure the rear univer-
the bearings on the rear universal joint cross.
sal joint cross to the transmission input shaft
yoke. Make certain that the tape holds the 4. Remove the bolts that secure the rear univer-
bearings in place on the cross. sal joint cross to the transmission front out-
put shaft yoke. Make certain that the tape
6. Remove the driveline section.
holds the bearings in place on the cross.
Reinstallation:
1. Place the converter to transmission driveline
Reinstallation:
section in approximate position.
1. Place the transmission to front axle driveline
2. Reinstall the bolts that secure the rear univer-
in approximate position.
sal joint cross to the transmission input shaft
yoke, but do not tighten yet. Remove the tape 2. Reinstall the bolts that secure the rear univer-
from the bearings on the cross. sal joint cross to the transmission front out-
put shaft yoke, but do not tighten yet.
Remove the tape from the bearings on the
sal joint cross to the transmission front out-
cross.
put shaft yoke. Make certain that the tape
holds the bearings in place on the cross. 3. Reinstall the bolts that secure the front uni-
versal joint cross to the front axle input shaft
4. Reinstall the bolts that secure the front uni-
yoke, but do not tighten yet. Remove the tape
versal joint cross to the converter yoke, but
from the bearings on the cross.
do not tighten yet. Remove the tape from the
bearings on the cross. 4. Inspect the positions of the bearings. If all
are in the correct position, torque the bolts to
5. Reinstall the bolts that secure the driveline
specification (See Appendix).
carrier bearing to the power frame.
6. Inspect the positions of the bearings. If all
specification (See Appendix).
5566071101 07-96 97
Midship Driveline Removal:

Remove and replace the midship driveline as 1. Wrap several layers of masking tape around
outlined in the following paragraphs. the bearings on the front universal joint
Removal: cross.
1. Wrap several layers of masking tape around 2. Remove the bolts that secure the front uni-
the bearings on the front universal joint versal joint cross to the oscillator rear yoke.
cross. Make certain that the tape holds the bearings
in place on the cross.
2. Remove the bolts that secure the front uni-
versal joint cross to the transmission rear 3. Wrap several layers of masking tape around
output shaft yoke. Make certain that the tape the bearings on the rear universal joint cross.
holds the bearings in place on the cross. 4. Remove the bolts that secure the rear univer-
3. Wrap several layers of masking tape around sal joint cross to the axle input shaft yoke.
the bearings on the rear universal joint cross. Make certain that the tape holds the bearings
sal joint cross to the oscillator front yoke. 5. Remove the driveline section.
Make certain that the tape holds the bearings Reinstallation:
1. Place the driveline in approximate position.
2. Reinstall the bolts that secure the rear univer-
Reinstallation: sal joint cross to the axle input shaft yoke,
1. Place the midship driveline in approximate but do not tighten yet. Remove the tape from
position. the bearings on the cross.
2. Reinstall the bolts that secure the rear univer- 3. Reinstall the bolts that secure the front uni-
sal joint cross to the oscillator front yoke, but versal joint cross to the oscillator rear yoke,
do not tighten yet. Remove the tape from the but do not tighten yet. Remove the tape from
bearings on the cross. the bearings on the cross.
3. Reinstall the bolts that secure the front uni- 4. Inspect the positions of the bearings. If all
versal joint cross to the transmission rear are in the correct position, torque the bolts to
output shaft yoke, but do not tighten yet. specification (See Appendix).
Remove the tape from the bearings on the
cross. Pillow Block Bearing to Front Axle Driveline
Remove and replace the pillow block bearing to
4. Inspect the positions of the bearings. If all
front axle driveline as outlined below.
specification (See Appendix). Removal:
Midship-to-Pillow Block Bearing Driveline the bearings on the front universal joint
Remove and replace the midship-to-pillow block cross.
bearing driveline as outlined below.
98 07-96 5566071101
2. Remove the bolts that secure the front uni- Removal:

versal joint cross to the axle output shaft 1. Relieve all pressure from the hydraulic sys-
yoke. Make certain that the tape holds the tem by venting at the breather and/or loosen-
bearings in place on the cross. ing the tank cap.
3. Wrap several layers of masking tape around 2. Disconnect the pillow block bearing to front
the bearings on the rear universal joint cross. axle driveline from the front axle.
4. Remove the bolts that secure the rear univer- 3. Disconnect the brake and brake cooling lines
sal joint cross to the axle pinion shaft yoke. from the wheel ends. Immediately cap or
Make certain that the tape holds the bearings plug each line or connection.
4. Place a hoist above the axle and rig a sling to
5. Remove the driveline section. lift the axle.
Reinstallation: Important: Be sure the hoist is capable of lifting
1. Place the driveline in the approximate posi- the axle.
tion. 5. Remove the nuts from the bolts that secure
2. Reinstall the bolts that secure the rear univer- the axle to each side of the axle hanger.
sal joint cross to the axle pinion shaft yoke, 6. Lift the axle and place it on the axle stand.
but do not tighten yet. Remove the tape from
the bearings on the cross. Reinstallation:
3. Reinstall the bolts that secure the front uni- 1. Using the same hoist and sling used in
versal joint cross to the axle output shaft removal, lift the axle from the axle stand and
yoke, but do not tighten yet. Remove the tape set it in place.
from the bearings on the cross. 2. Reinstall the bolts that secure the axle to
4. Inspect the positions of the bearings. If all each side of the hanger and tighten but do
are in the correct position, torque the bolts to not torque the nuts at this time.
specification (See Appendix). 3. Torque the nuts to 3200 N-m (2360 ft-lb),
then install a lock nut over the nut on each of
Axles the bolts and torque it to 1220 N-m (900 ft-
lb).
Note: In each of the following replacement pro-
cedures, the procedure assumes that the mine 4. Uncap or unplug and reconnect the brake
truck is in the same condition and position as at and brake cooling lines.
the conclusion of the associated removal proce- 5. Reinstall the pillow block bearing to front
dure. axle driveline to the front axle.
Front Axle Rear Axle
Remove and replace the front axle as outlined in Remove and replace the rear axle as outlined in
the following paragraphs. the following paragraphs.
5566071101 07-96 99
Removal: Tire Demounting And Mounting

1. Bleed all pressure from the hydraulic system Procedures
by venting at the breather and/or loosening WARNING: Tire and rim servicing can
the tank cap. be dangerous, and should be done by
A CW000 73 pic t
2. Disconnect the transmission to rear axle trained personnel using proper tools and proce-
driveline. dures.
3. Disconnect the brake and brake cooling lines WARNING: Failure to comply with these
from the wheel ends. Immediately cap or procedures may result in faulty positioning
A CW000 73 pic t
plug each line or connection. of the tire and/or rim, and cause the assembly to
burst with explosive force, sufficient to cause
4. Place a hoist above the axle and rig a sling to serious physical injury or death.
lift the axle.
Demounting
Important: Be sure the hoist is capable of lifting
the axle. 1. Connect articulation lock to the frame
mounts prior to lifting the vehicle.
5. Remove the nuts from the bolts that secure
the entire axle assembly, which includes the 2. Attach a Do Not Operate tag to the Off/On/
oscillating cradle, to each side of the axle Start switch.
hanger. 3. Block wheels not being serviced.
6. Lift the axle assembly and place it on the 4. Using a jack, hoist, or other suitable method,
axle stand. raise the vehicle until the wheel to be ser-
Reinstallation: viced just clears the ground.
1. Using the same hoist and sling used in WARNING: Ensure that the method used
removal, lift the axle assembly from the axle to elevate the Mine Truck is stable and
A CW000 73 pic t
stand and set it in place. capable of raising and supporting the weight. If
the tire being removed is on an oscillating axle,
2. Reinstall the bolts that secure the axle
be sure to block the carrier.
assembly to each side of the hanger and
tighten but do not torque the nuts at this time. 5. Crib or securely block the vehicle before
proceeding with wheel removal.
3. Torque the nuts to 3200 N-m (2360 ft-lb),
then install a lock nut over the nut on each of WARNING: DO NOT attempt to remove
the bolts and torque it to 1220 N-m (900 ft- any rim or wheel components such as lugs
A CW000 73 pic t
lb). or wheel clamps before all pressure in the tire is

exhausted. A broken rim part under pressure can
4. Uncap or unplug and reconnect the brake
blow apart and cause severe injury or death.
and brake cooling lines.
6. Remove the valve core and exhaust all air
5. Reinstall the transmission to rear axle drive-
from the tire. Stand clear or to the side dur-
line to the rear axle.
ing deflation.
100 07-96 5566071101

7. Check the valve stem by running a piece of 6. Once the tire is mounted, lower the vehicle
wire through the stem to make sure it is not to the ground, using jacks, hoists or other
plugged before proceeding with wheel ser- suitable method.
vice. 7. Remove all cribs and blocks.
WARNING: DO NOT look into the valve 8. Remove and stow articulation lock.
A CW000 73 pict stem while clearing restrictions.
9. Remove Do Not Operate tag from Off/On/
8. Remove the wheel using a hoist and sling Start switch.
capable of supporting the load.
CAUTION: Use caution when removing
wheels or heavy rim components. Stand to
A CW000 73 pict
As a reference the following illustrations show
one side and keep hands and fingers clear when cross-sections of the wheels in common use.
using demounting tools. The tool may slip and Type STN or SC earthmover rim double
cause injury. flange
9. Demount tire from wheel using accepted
shop practices.
Mounting
Review safety warnings and cautions for dis-
mounting before beginning work.
1. Verify articulation locking bar is secured
between both frame mounts and Do Not
Operate tag is in place on Off/On/Start
switch.
2. Verify all blocking and cribbing is securely 1. Rim base weldment
in place. 2. Bead seat
3. Clean all wheel and hub mounting surfaces. 3. Lock ring
Remove all dirt, grease or paint before 4. Flange
installing wheel. 5. O-ring
4. Replace the wheel using a hoist and sling or

forklift capable of safely supporting the load.
Make sure the valve stem is aligned with any
clearance slot in the axle hub.
5. Install mounting hardware and secure the tire
and rim in accordance with the torque set-
tings specified in Section 3 of the Service
Manual.
5566071101 07-96 101

Type T Grader - industrial construction rim Type LW highway rim single flange.
single flange
1. Rim base weldment

1. Rim base weldment 2. Flange
2. Lock ring
3. Flange Type M earthmover rim single flange.
4. O-ring
Type HTN or HC earthmover rim double

flange or locking wheel flange with or without
heavy duty driver.

2. Lock ring
3. Flange

2. Bead seat
3. Lock ring
4. Flange
5. O-ring
6. Heavy duty driver
7. Locking wheel flange
102 07-96 5566071101

Type HTHM earthmover rim locking wheel 2. Check the rim for cracks. Replace all
flange with heavy duty driver cracked, badly worn, damaged, and severely
rusted components with new parts of the
same size and type. Replace a component
when condition is in doubt. Parts that are
cracked, damaged, or excessively corroded
are weakened. Bent or repaired parts may not
engage properly.
3. Don’t re-inflate a tire that has been run flat
without first inspecting the tire, tube, flap,
rim, and wheel assembly. Double check the
side ring, flange, bead seat, lock ring, and o-
ring for damage and make sure that they are
secure in the gutter before installation. Com-
2. Bead seat
ponents may have been damaged or dislo-
3. Lock ring
cated during the time the tire was run flat or
4. Flange
seriously under-inflated.
5. O-ring
6. Heavy duty driver 4. Do not, under any circumstances, attempt to
7. Locking wheel flange re-work, weld, heat, or braze any rim compo-
nents that are cracked, broken, or damaged.
Inspection Replace them with new parts, or spare parts
that are not cracked, broken, or damaged and
Inspect wheel components for defects, observing which are of the same size and type. Heating
the following precautions: a part may weaken it to the extent that it is
1. Clean rims and repaint to prevent corrosion unable to withstand forces of inflation or
and to facilitate inspection and tire mount- operation.
ing. Be very careful to clean all dirt and rust 5. Make sure the correct parts are being assem-
from the lock ring and gutter. This is impor- bled. If you are not sure about the proper
tant to secure the lock ring in its proper posi- mating of rim and wheel parts, consult a rim
tion. A filter on the air inflation equipment to and wheel chart.
remove the moisture from the air line helps
prevent corrosion. The filter should be
checked periodically to be sure that it is
working properly. Parts must be clean for a
proper fit, particularly the gutter section
which holds the lock ring in proper position.
5566071101 07-96 103

2 A 1 2
3
6 3
1 4
3
8 2
1 4 1
7
5
8
B
6 4 2
1 1
7
5
A. Correct • Overheating
B. Incorrect • Valve Stem Tear Outs
1. Base • Sidewall Failure
2. Side Ring • Ply Separation
3. Proper Fit
4. Lock Ring • Blowouts
5. Improper Fit Most rims look alike but all vary somewhat in
6. Flange certain design features. It is these differences
7. Loose Fit between rims of different types that make “part
8. Bead Seat Too High mixing” a hazardous business. A close, proper
WARNING: Mismatched rim parts are fit between rim parts is essential to long tire life
A CW000 73 pict dangerous! as well as to operating safety.
Very often side-rings, flanges, and lock rings of
Improper rim selection can cause these operating
different types appear to be properly seated, but
problems:
actually wide gaps are present, frequently diffi-
• Tire Slippage cult to see. The rim cross-sections above show
• Excessive Flexing correct, safe matchings of rim parts, as well as
mismatched rings and bases which almost
• Tube Pinching always create an unsafe operating condition.
104 07-96 5566071101

Mounting and Inflating • Stand clear when using a cable or chain

sling. The cable or chain may break, lash out,
Observe the following precautions during and cause injury.
mounting and inflation:
• Never attempt to weld on an inflated tire/ rim
• Inflate all tires in a safety cage, then use assembly or on a rim assembly with a
safety chains or an equivalent restraining deflated tire. Heat from welding will cause a
device during inflation. Mis-assembled parts sudden, drastic rise in pressure which could
may fly apart during inflation. result in an explosion with the force of a
• Don’t inflate a tire before all components are bomb. The heat from welding can also cause
properly in place. With the tire in a safety deflated tires to catch fire.
cage and safety chains or equivalent restrain- • Never mix parts of one type rim with those
ing devices installed, inflate to approxi- of another. Mis-matched parts may appear to
mately 10 psi (69 kPa). Recheck the fit, but when inflated, can fly apart with
components for proper assembly. If the explosive force.
assembly is not proper, deflate the tire and
correct the problem. • Never add or remove an attachment or other-
wise modify a rim (especially by welding or
• NEVER hammer on an inflated or partially brazing) unless the tire has been removed
inflated tire/rim assembly. If the assembly is and you have received approval from the rim
not proper at 10 psi (69 kPa), deflate the tire manufacturer. Modification or heating of a
and correct the problem. Don’t try to seat rim or one of its parts may weaken it.
rings or other components by hammering
while the tire is inflated or partially inflated. 1. Install tire on the wheel. Complete assembly
Properly matched and assembled compo- of wheel components.
nents will seat without tapping. If a part is 2. Align driver pockets in bead seat band and
tapped, it or the tapping tool may fly out with base.
explosive force. Check to make sure all com-
3. Insert driving key into driver pocket on base.
ponents are properly seated prior to inflation.
4. Make certain that all parts are properly
• Don't hammer on rims or components with
aligned before inflation.
steel hammers. Use rubber, lead, plastic, or
brass faced mallets if it is necessary to tap 5. When properly aligned, the bead seat band
un-inflated components together. The use of and pocket will move out and lock the drive
steel hammers may damage the components key during inflation.
being hammered and cause an improper fit. 6. Mount completed wheel and tire assembly
• Never sit on or stand in front of a tire and rim on the axle, then tighten lugs to the specified
assembly that is being inflated. Use a clip-on torque.
fitting or connector with an in-line valve so 7. Remove cribbing or blocks and lower the
that the person inflating the tire can stand to vehicle.
the side of the tire, not in front or in back of
the tire assembly.
5566071101 07-96 105

8. Check that tire is inflated to the specified applications, preventing circumferential move-
pressure following the applicable precau- ment of the rim components. Rim assemblies
tions listed above. with an “M” or “L” near the end of the style
designation (part number) are so equipped.
Note: Outboard drivers are on those rims used
in high torque and/or low inflation pressure
1. Align driver pockets in bead seat band and 2. Insert driving key into driver pocket of base
base as shown
106 07-96 5566071101

3. Make certain that all parts are properly aligned, as shown above, before inflation
4. When properly aligned, the bead seat band and pocket will move out and lock the drive key during
inflation.
Wheel Nut Torque

Wheel nuts must be tightened in an alternating
pattern.
Wheel nuts are to be tightened to the correct
torque upon initial installation or reinstallation
on the vehicle.
Wheel nuts are to be checked for correct torque
every four (4) hours for the first twelve (12)
hours of operation.
Wheel nuts are to be checked for correct torque
every eight (8) hours for the next thirty-two (32)
hours of operation. Thereafter, check wheel nuts
every one hundred (100) hours.
5566071101 07-96 107

Important: Before mounting and torqu- assembly when the rim is suspected of leak-
ing...Remove all paint, dirt and rust from both ing. Loss of air pressure through fatigue,
sides of wheels at mating surfaces around lug cracks, or other fractures in a tubeless rim
bolt holes. THESE AREAS MUST BE warns you of a potential rim failure. This
CLEAN. Also, clean axle wheel end surfaces safety feature is lost when tubes are used
which mate with back side of wheels. Proper with leaking rims. Continued use may cause
torque cannot be maintained unless these sur- the rim to burst with explosive force.
faces are clean and free of paint, dirt or grease. 5. Always inspect rims and wheels for damage
during tire checks. Early detection of poten-
Operating Precautions tial rim failures may prevent serious injury.
Observe the following precautions when putting
the Mine Truck back in service: Recapping
1. Don’t use undersized rims. Use recom- For some off-road operations, such as mucking
mended rim for tire. Consult catalogs for and hauling, recapping tires can be cost effective
proper time/rim matching. alternative to replacement with new tires. Most
tires are generally recappable, depending on how
2. Don’t overload or over-inflate tire/rim
well they have been inspected during their ser-
assemblies. Check your rim assemblies if
vice life.
special operating conditions are required.
Excessive overload can cause damage to the The deciding factor is the severity of the job the
tire and rim assembly. tire must do. Some jobs are too tough for
recapped tires. High speed, overloading, and
3. Never run a mine truck on one tire of a dual long service at low inflation pressure all take too
assembly. The carrying capacity of the single much life out of the cord body for it to last
tire and rim is dangerously exceeded, and longer than the life of one tread.
operating a mine truck in this manner can
On large tires with wire in the body, recapping is
result in damage to the rim and tire assembly.
advantageous. Modern recappers can recap wire
4. Never install a tube in a tubeless tire/rim and will replace the wire, if necessary.
108 07-96 5566071101

Tire Storage the tire in the storage condition. The tires should
be checked every two weeks for proper inflation.
The most important factor about tire storage is to The surface area under each Mine Truck in stor-
use the tires which have been in stock the long- age should be firm, reasonably level, well
est period of time. drained, and free of all oil, fuel, or grease. A 1/4
If tires are to be stored for a considerable length inch to 3/ 4 inch (6.4-19.1 mm) layer of clean
of time, the ideal condition is a cool, dry, and gravel under each tire is desirable if the area is
dark location, free from air currents. While low not paved. Storage should not be permitted on
temperatures are not objectionable, high room blacktop or oil stabilized surfaces.
temperature (over 26.7° C / 80° F) is detrimental
Tires must be inflated to the proper operating
and should be avoided. pressure before returning a stored vehicle to ser-
Always keep the floor clean and free of oil and vice.
grease. Rubber quickly absorbs petroleum prod-
ucts and then swells and becomes soft and
spongy.
Particular care should be taken to store tires
away from electric motors as they generate
ozone which causes rapid aging of the rubber.
Keep the storage room dark, or free from direct
sunlight. Windows, if given a coat of blue paint,
will provide indirect lighting in the daytime
which is not injurious.
Atlas-Copco Wagner does not recommend the
storage of tires out of doors. Where this is neces-
sary, whether in transit or stationary storage,
tires should be protected from the elements by
an opaque waterproof covering. Such tires
should be inspected before mounting to be sure
they are clean, dry, and free of foreign objects.
Mounting for Storage

When a Mine Truck is to be stored for a period of
time, the mounted and inflated tires should be
blocked up to remove the load, and the inflation
pressure should be reduced to l5 psi (100 kPa).
Storage of Mine Trucks should be under cover, if
possible, and each tire should be protected from
the elements by an opaque waterproof covering.
If it is not possible to block up the Mine Truck,
the tire inflation pressure should be increased to
25% above the rated psi for the actual load on
5566071101 07-96 109

110 07-96 5566071101

Wagner Mine Trucks
Section 6
Frame
Frame Service Manual Wagner Mine Trucks
Introduction 2. Lower the upper end of the cylinder until it

rests securely against the tire and secure with
This section contains removal and replacement straps or ropes, or wedge in place.
instructions for the following components: 3. Position a hoist above the dump box.
• Major components on the Load Frame other 4. Attach lifting straps or chains to the three lift
than the power train, hydraulic systems, and points in the box. Make certain that the
electrical system. chains lengths are adjusted to lift the dump
• Major components on the Power Frame box squarely.
other than the power train, hydraulic sys- 5. Take up the slack in the chains with the hoist,
tems, and electrical system. then lift with the hoist until the weight of the
• Separating and reconnecting the Load Frame box is off the rear pivot pins.
and the Power Frame. 6. Remove the locking bolts from the dump
Wherever possible, procedures are presented in box pivot pins. Drive the pivot pins toward
the sequence required for orderly removal; that the centerline of the truck until the dump box
is, if an item must be removed before another is free.
item can be removed, that item is covered first. 7. Lift the dump box from the Load Frame and
set it down so that it rests securely on tim-
Load Frame bers.
WARNING: Block all wheels, remove the Replacing the Rear Dump Box
key from the ignition switch, and place a
A CW000 73 pict
Do Not Operate tag on the steering wheel (or WARNING: The dump box weighs 7,164
lever) before removing the dump box. kilograms (15,760 pounds). Do not reach
A CW000 73 pic t
or lean underneath the dump box unnecessarily.

Removing the Rear Dump Box
Reinstall the dump box in the reverse order of
Remove the dump box as follows: removal (see Figure 5-26). Torque the dump cyl-
WARNING: Depending on the Mine inder upper pin cap bolts and the pivot pin lock-
Truck model, the box could weigh up to
A CW000 73 pict
ing bolts to 456 N-m (336 lb-ft).
6800 kilograms (15,000 lbs.). Do not reach or
lean underneath the dump box unnecessarily. Removing the TeleDump Box
The teledump box consists of eight major com-
1. Remove the bolts from the upper pin caps ponents:
(that secure the dump cylinder upper pin to
the dump box) of each cylinder and remove • The fixed box
the caps. • The first stage box
Note: Secure the dump cylinders to prevent sud- • The push plate
den movement following removal of the cylinder
pins. • The tailgate
• Teledump cylinder assembly
• Tailgate cylinders.
112 07-96 5566071101

Wagner Mine Trucks Service Manual Frame
It is possible to remove the box assembly as a Teledump Component Removal

unit if you have access to lifting devices than can It is sometimes preferable, to remove individual
support more than 10 tons safely. In order to parts of the teledump subassembly for servicing.
accomplish this: The following procedures detail the steps to
1. Raise the tailgate and tack-weld in place. remove the tailgate and the three main teledump
box components.
2. Vent all hydraulic pressure from the hydrau-
lic oil tank by loosening the filler cap (or Removing the Tailgate
depressing the relief valve). Place the tailgate in the fully raised position.
3. Place jacks under the load frame to support This will make it easier to support and maneuver
either side of the rear axle and raise the load the tailgate.
frame until the tires are off the ground. 1. Vent all hydraulic pressure from the hydrau-
4. Remove the rear wheels. lic oil tank by loosening the filler cap (or
depressing the relief valve).
5. Remove the locks from the two rear pins
attaching the box to the frame and remove 2. Tack weld a lifting eye to the center top edge
the pins. of the tailgate.
6. Remove the front attachment pins. 3. Place four jacks or supports under the tail-
gate: two about 6 inches in from each end,
7. Disconnect the hoses leading from the tubes and two along the side arms near the pin end.
in the load frame to the teledump and tailgate
cylinders. 4. Attach a lifting device to the lifting eye and
take up slack.
8. Attach lifting eyes to the upper rear sides of
the fixed box. 5. Adjust the jacks or supports to assure the
load is secure.
9. Attach a lifting eye to the cylinder cover on
the push plate at the end closest to the articu- 6. Detach the stem end of each cylinder from
lation. the tailgate.
10. Fasten chains of sufficient strength to sup- 7. Remove the pins connecting the tailgate to
port the load in a three point arrangement the fixed box with a threaded pin puller.
and adjust chains at clevis until the load can 8. Raise the tailgate to clear the supports and
be balanced. move it to a pallet or holding fixture.
11. Lift the box clear of the load frame and lower
Replacing the Tailgate
it onto a suitable support (timbers, metal
platforms, etc.) Replace the tailgate by reversing the removal
procedure.
Replacing the TeleDump Box
Removing the Push Plate
Reinstall the dump box in the reverse order of
removal. 1. Remove the tailgate.
2. Fully extend the push plate.
5566071101 07-96 113

3. Duckweed lifting eyes in the center of each Replacing the First Stage Box
end of the push plate cylinder cover. Replace the first stage box by reversing the
4. Remove the pins securing the push plate to removal procedure.
the first stage box.
Removing the Fixed Box
5. Disconnect hoses from the cylinder. Immedi-
1. Remove the tailgate. See “Removing the
ately cap hoses and cylinder fittings.
Tailgate” on page 113.
6. Attach a lifting device to the lifting eyes and
2. Remove the push plate assembly. See
remove the push plate by lifting and moving
“Removing the Push Plate” on page 113.
the load out of the back of the first stage box.
3. Remove the first stage box. See “Removing
7. Move the push plate to a pallet or holding
the First Stage Box” on page 114.
fixture.
4. Remove front end box attachment pins.
Replacing the Push Plate
5. Tack-weld two lifting eyes to the back edge
Replace the push plate by reversing the removal
of the box.
procedure.
6. Lift the rear frame and support with the
Removing the First Stage Box wheels off the ground.
1. Remove the tailgate. See “Removing the 7. Remove the wheels.
Tailgate” on page 113.
8. Remove the rear box attachment pins.
2. Remove the push plate assembly. See
“Removing the Push Plate” on page 113. 9. Remove the pins securing the first stage to
the fixed box.
3. Tack weld three lifting eyes to the first stage
10. Disconnect the hoses between the load frame
box. Place two near the front corners and the
third in the center rear. tubes and the tubes leading to the tailgate
cylinders. Immediately cap hoses and cylin-
4. Remove the pins securing the first stage to der fittings.
the fixed box.
11. Attach a lifting device to the front members
5. Disconnect hoses from the cylinder. Immedi- of the fixed box.
ately cap hoses and cylinder fittings.
12. Attach a lifting device to the lifting eyes, and
6. Attach a lifting device to the lifting eyes and adjust with a clevis to distribution the weight
raise slightly. of the box.
7. Move the box until the rollers match the 13. Lift and move the fixed box to a pallet or
clear the indents and lift the box out. holding fixture.
8. Move the first stage box to a pallet or holding Replacing the Fixed Box
fixture.
Replace the fixed box by reversing the removal
procedure.
114 07-96 5566071101

Separating and Reconnecting the (b) Position a hoist over the front of the
Load and Power Frames Load Frame frame. The hoist must be
capable of carrying the weight of the
WARNING: Remove the ignition key, and front of the Load Frame, and must be
place a Do Not Operate tag on the steer-
A CW000 73 pict
capable of moving backward approx-
ing wheel (or lever) before separating the Load imately 1 meter (3 feet) with the
Frame and the Power Frame. Load Frame. Rig a sling to lift the
Separating the Load Frame from the Power frame.
Frame 13. Adjust the height of the dolly or hoist so that
In order to separate the Load Frame and the the weight is removed from the articulation
Power Frame all tension must be removed from joint.
the articulation joint. Separate as follows: Trunnion Cap Design
1. Place blocks in front of and behind all MT-431B, MT-436B, MT-444
wheels. Remove trunnion caps.
2. Relieve any residual pressure in the hydrau- Solid Hinge Design
lic system. MT-408, MT-413, MT-416, MT-420, MT-426 and MT-439
3. Disconnect or remove the midship driveline. Remove the bolts that attach the articulation pin
to the hinge plate
4. Install two maintenance stands on the rear of
the Power Frame. Remove the bolts that attach the articulation pin
to the pin retaining caps and remove the pin.
5. Place a maintenance stand under the front of
Note: With some pin designs, the articulation pin
the Power Frame. does not bolt directly to the hinge plate. The
6. Disconnect the hydraulic lines between the retaining cap uses two sets of bolts, one set
Load and Power Frames. Immediately cap or attaches the retaining cap to the pin and the
plug each line and connector. other set attaches the retaining cap to the hinge
7. Disconnect the steering cylinders from the plate.
Power Frame by removing the cylinder-to- 14. Remove the blocks from the Load Frame
power frame (base end) pins. wheels.
8. Perform either of the following: 15. Move the Load Frame backward approxi-
(a) Place a dolly capable of carrying the mately 1 meter (3 feet).
weight of the front of the Load Frame 16. Place blocks in front of and behind the rear
under the front of the frame. If the Load Frame wheels.
truck is not on a concrete surface,
17. Securely support the front of the Load Frame
place a steel sheet on the ground on frame with wooden blocks.
which to roll the dolly. The steel
sheet must be of sufficient size to Reconnecting the Frame
allow the Load Frame to move back- Reconnect the Power Frame and Load Frame
ward approximately 1 meter (3 feet). frames as follows:
5566071101 07-96 115

Note: This procedure assumes that the truck is in 11. Remove the dolly and its fittings from
the same condition and position as at the end of beneath the front of the Load Frame or
the frame separation procedure. remove the hoist and its fittings from the
frame.
1. Remove the wooden blocks from beneath the
front of the Load Frame frame. 12. Replace the midship driveline.
2. Remove the blocks from in front of and 13. Reconnect the steering cylinders.
behind the Load Frame wheels. 14. Unplug and reinstall the hydraulic lines.
3. If trunnion cap design, move the Load Frame 15. Remove the maintenance stands from
backward until aligned with the articulation beneath the Power Frame.
pins.
16. Make sure the parking brake is set.
4. Install the trunnion caps
17. Remove all blocks from all wheels.
5. If solid hinged design, move the Load Frame
backward until the articulation bores are
roughly aligned.
6. Adjust the height of the Load Frame as nec-
essary for proper articulator pin alignment.
7. Move the Load Frame ahead until the articu-
lator pins are in place on the rear of the
Power Frame.
8. Place blocks in front of and behind the Rear
Chassis wheels.
9. Insert the lower articulation pin. Re-install
the pin retaining cap. Lubricate each articu-
lation pin and retaining cap bolt, and screw
in all bolts. Do not tighten.
Note: With some pin designs, the articulation pin
does not bolt directly to the hinge plate. The
retaining cap uses two sets of bolts, one set
attaches the retaining cap to the pin and the
other set attaches the retaining cap to the hinge
plate.
10. Check the positions of all articulation pin
caps If both pins and all caps are in proper
position, properly torque the bolts according
to specification.
116 07-96 5566071101

Articulation Pins may vary somewhat, depending the vehicle

model and specific pin design. However, the
Atlas-Copco Wagner Mine Trucks are currently general instructions below should be sufficient
supplied with taper roller articulation pins. for removal and installation.
Installation and removal of the articulation pins
1. Bearing Cup
2. Bearing Cone
1
3. Lip of Seal to Point Pout
4. Bearing Cup
5 2 5. Bearing Spacer Ring
5566071101 07-96 117

Trunnion Cap Design Important: Bearing cone, cup and spacer are
MT-431B, MT-436B, MT-444 supplied as assemblies and are factory matched
Removal sets by serial number. Parts must not be mixed
between assemblies.
1. Remove the trunnion caps.
7. Slip pin into bore until seated on cup.
2. Separate the power and load frames.
Note: The pin may need to be supported at this
Installation
stage.
With the trunnion cap design, removal of the
articulation pins is not required, unless replace- 8. Slip small spacer (5) onto pin with beveled
ment of the bearing assembly is necessary. If the edge toward bearing.
pin is removed, the order of pin removal and 9. Slip large spacer (6) onto pin with beveled
installation (i.e. upper or lower) does not matter. edge toward top of pin.
1. Press insert ring (3) into bore. Ensure that 10. Bolt retainer plate (7) onto pin assembly
vertical groove on outside of insert is aligned using washer and bolt (11, 12). Torque to
with grease hole in hinge plate bore. specification (See Appendix) using loctite
Note: If freeze fitting insert for easy installation, 242 on clean threads.
install two or more bolts with flat washers on 11. Slide upper bearing retaining plate (4) over
underside of hinge plate to prevent insert from pin and bolt onto hinge using bolt, washer,
falling out. and nut (8, 9, 10). Torque to specification
Note: Removal of insert is not necessary when (See Appendix) using loctite 242 on clean
replacing bearings, unless insert shows indica- threads.
tion of wear or damage. 12. Bolt lower bearing retaining plate (4) onto
2. Install seals (13) into grooves in bearing hinge using bolt, washer, and nut (8, 9, 10).
retainer plates (4). Lip should point out of Torque to specification (See Appendix) using
joint. loctite 242 on clean threads.
Note: Not applicable to all assemblies. Note: Exact order of steps 4 through 12 may
vary slightly, depending on style of pin assembly
3. Press bearing cup (or race) into insert.
and the skill of the maintenance personnel.
Note: If freeze fitting bearing cup for easy instal-
13. After completing both pin assemblies,
lation, install bearing retaining plate with two or
remove trunnion caps from power frame and
more bolts on underside of hinge plate to prevent
align pins and trunnion cap bores. Loosely
bearing cup from falling out.
install trunnion caps. Align hinge plates until
4. Press one bearing cone onto pin as shown in both “A” and “B” dimensions are equal
Detail B. Make sure it is seated on pin shoul- within 2 mm.
der. Pack cones with grease before assembly.
14. Torque trunnion cap bolts per specification
5. Press spacer supplied with bearing assembly 100-4500-001-M. Use C-670 on bolt threads
onto pin and seat on cone installed in step 4. and washer before assembly.
6. Press remaining bearing cone onto pin as
shown in Detail B.
118 07-96 5566071101

Important: Use only those torque specifications Note: Use wire formed hooks to position o-ring.
called out for use with C-670. Do not use dry or
5. Repeat steps 1 through 4 for upper pin
lubed bolt torque specifications. assembly.
Solid Hinge Design
6. Align the articulation joint bores.
MT-408, MT-413, MT-416, MT-420, MT-426 and MT-439
Removal 7. Insert one bearing cone into the bearing cup.
Remove the bolts that attach the articulation pin Pack cone with grease before assembly.
to the hinge plate 8. Insert pin into bore until seated on cup.
Note: The use of puller bolts may be needed at 9. Press spacer supplied with bearing assembly
this stage. onto pin and seat on cone installed in step 7.
Remove the bolts that attach the articulation pin 10. Press remaining bearing cone onto pin.
to the pin retaining caps and remove the pin.
Important: Bearing cone, cup and spacer are
Installation
supplied as assemblies and are factory matched
With the solid hinge design, removal of the artic- sets by serial number. Parts must not be mixed
ulation pins is required to separate the load and between assemblies.
power frames. Removal of the bearing cup (and
insert) is not required unless replacement of the 11. Bolt pin onto the hinge plate. Torque to spec-
bearing assembly is necessary. The order of pin ification, using loctite 242 on clean threads.
removal (i.e. upper or lower) does not matter. 12. Bolt pin retaining cap (7) onto pin assembly
However, during installation, the lower pin using washer and bolt (11, 12). Torque to
should always be installed first. specification, using loctite 242 on clean
1. Press insert ring into bore. Ensure that verti- threads.
cal groove on outside of insert is aligned Note: With some pin designs, the articulation pin
with grease hole in hinge plate bore. does not bolt directly to the hinge plate. The
Note: If freeze fitting insert for easy installation, retaining cap uses two sets of bolts, one set
install two or more bolts with flat washers on attaches the retaining cap to the pin and the
underside of hinge plate to prevent insert from other set attaches the retaining cap to the hinge
falling out. plate.
2. Press bearing cup (or race) into insert. 13. Install o-rings.
Note: If freeze fitting bearing cup for easy instal- 14. Repeat steps 7 through 10 for the upper pin
lation, on underside of hinge plate to prevent assembly.
bearing cup from falling out. 15. Bolt pin retaining cap (7) onto pin assembly
3. Install bearing retaining plate and bolt into using washer and bolt (11, 12). Torque to
place. Torque to specification (See Appen- specification, using loctite 242 on clean
dix) using loctite 242 on clean threads. threads.
4. Stretch and secure o-rings over bosses on the 16. Measure and record the space between the
power frame for later installation. shoulder of the pin the bottom of the lower
insert.
5566071101 07-96 119

17. Install combination of shims that measure bination of the three. If the stops are missing or
within 0.127mm (.005 inch) of above mea- badly worn, the cylinder stem can bottom out in
surement. the barrel. With the load supported by the barrel,
any vertical movement of the load (such as
Note: Loosen bolts securing pin retaining cap to
occurs during travel) will cause the piston to
pin far enough to allow installation of shims. On
pound the base of the barrel. This will ultimately
some units, retaining cap must be removed to
result in failure of the cylinder, particularly at the
install shims.
weld around the end cap and possibly at the cyl-
18. Bolt pin to the hinge plate. Torque to specifi- inder mount as well.
cation, using loctite 242 on clean threads. Steering Stops
Note: Exact order of steps 7 through 12 may The steering stops are installed to limit travel of
vary slightly, depending on style of pin assembly the steering cylinders to prevent them from bot-
and the skill of the maintenance personnel. toming out in either direction. The stops also
keep the bogie and chassis from hitting each
Stops other and causing damage.
Oscillating Axle Stops
Atlas-Copco Wagner Mine Trucks are designed
for the weight of the load to be carried against The oscillating axle stop limits the oscillation of
the stops. the rear axle 8° - 10° (depending on the vehicle)
in each direction.
Either improper operating technique or worn,
missing, or improperly installed stops can result Dump Box Guides
in a number of problems.
The purpose of the rear dump box guides is to
The most common problems related to missing minimize side-to-side movement of a loaded
or defective stops are: dump box during travel over rough and irregular
• Blown or leaking seals. roadways. The guides are generally not adjust-
able as they are welded in proper position during
• Cylinder seals leaking. assembly at the factory.
• Cylinder barrel failure.
Dump Box Stops (Pads)
• Main control valve seals leaking.
The purpose of the rear dump box stops is to pre-
• Structural damage. vent the dump cylinders from bottoming out
All vehicles are shipped from the factory with when the box is fully lowered. These stops, too,
stops installed. Spare or replacement dump are welded into position at the factory.
boxes are not however, and stops will have to be Upper and Lower Tailgate Stops
installed at the mine. When installing a new box,
Teledump vehicles equipped with tailgates use
be sure to verify stop positioning. A slight mis-
upper and lower stops on the fixed box to limit
alignment can cause damage.
cylinder travel for the same reason stops are pro-
When the vehicle is being operated without vided for dump cylinders.
stops, stops that are hammered out, or improp-
erly installed stops, the load will be supported by
the cylinder barrel, load frame, boom, or a com-
120 07-96 5566071101

Inspection and Maintenance 12.7 mm (1/2 inch) than the vehicle’s specified
Every 100 hours, all stops must be inspected. distance.
Look for worn or missing stops. When wear is Important: This distance cannot be less than
evident, measure the contact surface of the stop. the specified distance.
Allowable gap: Oscillating Axle Stops
Steering Stops 3.2 mm (1/8 inch) To determine the final position, place the vehicle
Dump Box Stops 1.6 mm (1/16 inch) on support stands to allow free movement of the
axles. Move (oscillate) the axle upward, in
If the contact surface of a stop exceeds allowable accordance with the angle specified (See Appen-
wear, repair or replace the stop. dix). Install the stops, ensuring that full contact
If a stop is found missing, do not operate the unit is made across the mating surfaces of the stop
until a new stop has been installed. and axle.
Check to make sure that the welds on the stops Dump Box Stops (Pads)
are not cracked. If cracked, repair crack by: Relocate stops at existing pad position and weld
• remove old weld by air-arcing or scarfing into place.
• preheating material to 120°-150° C (250°-
300° F) to remove moisture
• re-weld using a low hydrogen weld rod
(7018 or equivalent)
Check to make sure stops always make good and
full contact.
WARNING: When working around an
elevated box, ALWAYS make sure the box
A CW000 73 pict
is securely blocked.
Installation
General Positioning
When installing new stops, always position them
in the same basic location as installed by the fac-
tory. These locations have been determined to be
the most effective for that machine.
Final Positioning
Steering Stops
The best method for properly positioning a steer-
ing stop is to measure the center-to-center dis-
tance between the axles with the vehicle fully
articulated. This distance cannot be greater than
5566071101 07-96 121

122 07-96 5566071101

Wagner Mine Trucks
Section 7
Hydraulics
Hydraulics Service Manual Wagner Mine Trucks
Hydraulic System Pumps
This section covers the theory of operation; Hydraulic fluid flow is supplied to the working
description of common components (reservoirs, cylinders by a pump.
hoses, tubes, cylinders, etc.) found in a typical Atlas-Copco Wagner vehicles are usually
vehicle hydraulic system; and general mainte- equipped with one of two types of pump. Most
nance and troubleshooting information. vehicles use a fixed-displacement gear pump.
Also included are descriptions of specific An axial-piston variable displacement pump is
hydraulic systems found in the Atlas-Copco also used on some vehicles.
Wagner Mine Truck family. Hydraulic Gear Pumps
Instructions for the proper removal and replace-
ment of key components are provided.
Theory of Operation
The primary purpose of the hydraulic system is
to transmit power from the engine to the various
working and control systems on the vehicle.
All Mine Trucks use a fixed-displacement

hydraulic pump with open-center valves. Start-
ing the engine drives the pump. With no control Most vehicles typically have three systems
functions operating, hydraulic fluid (oil) flows requiring a hydraulic pump; steering, dump box /
freely through the system and back to the teledump and braking. The pump converts
hydraulic tank. System pressure is minimal. mechanical energy from an engine or electric
motor into hydraulic energy.
Operating a control activates the applicable
valve(s) in the system. The valve(s) then re- Note: A fourth system, transmission/converter
directs oil to the component to be actuated. oil pressure, also makes use of a gear pump and
is usually located on the converter, along with
When the component being actuated reaches its the hydraulic system pumps.
limit of travel, system pressure increases until
the main relief valve lifts. Oil is then directed (at Wagner uses single and tandem hydraulic gear
minimal pressure) back to the hydraulic tank. pumps, depending on the application. A tandem
Pressure on the pump side of the relief valve pump (i.e., with two pumping sections) is usu-
remains at the level designated by the relief ally plumbed so one section supplies a desig-
valve setpoint, until the control is repositioned. nated system (e.g., the steering system) while the
other section supplies a second (the dump or
Hydraulic fluids are also used as lubricants for brake) system. A second, single stage pump pro-
precision parts as well as a means of transmitting vides flow for the remaining system. Refer to
power.
124 07-96 5566071101

Wagner Mine Trucks Service Manual Hydraulics
your parts book to determine the exact configu- Re-start the vehicle and set the pilot and relief
ration of your vehicle. valve pressures.
Note: In the following descriptions of the vari- Perform preliminary checks for air entrapment,
ous hydraulic systems (steering, dump, brake) loose connections, leaks, etc.
and components, pumps will be referred to by
the specific function they fulfill. Low Temperature Starting
Starting New Pumps Relatively hot oil should never be introduced

into a cold pump. Pump seizure may occur from
Make certain that the entire hydraulic system is unequal expansion rates. Fluid temperatures 22°
clean. C (40° F) above the surface temperature of the
pump upon introduction of the fluid should be
Disconnect the inlet and outlet lines of the accu- avoided. To prevent damage from internal cavi-
mulator charging valve and jumper together. tation, it is important on cold starting that no
load be placed on the pump until the fluid has
Fill hydraulic reservoir to proper level with rec-
achieved minimum viscosity requirements.
ommended grade of hydraulic fluid.
The use of proper hydraulic fluids is especially
Bleed air from the pump suction lines by loosen-
important with low temperature starting condi-
ing the connections at the pump inlets and allow
tions. A fluid suitable for low temperature start-
the lines to gravity fill.
ups should have a pour point at least 11° C (20°
Start the vehicle and run at idle for several min- F) below the lowest anticipated ambient temper-
utes. Do not actuate any of the hydraulic sys- ature, and should also have a maximum viscosity
tems. of 5,000 SUS at that temperature.
Note: A new pump and system should not be Where environmental conditions make this
started and immediately operated at full speed impractical, it is advisable to resort to artificial
or pressure. The recommended procedure is to heating of the hydraulic fluid. If electrical heat-
gradually speed up to approximately one-half ing units are employed, it is recommended that
operational speed or a minimum of 1,000 rpm at the unit having a maximum rating of approxi-
minimum pressure. mately 10 watts per square inch be used and that
the maximum warming temperature for the oil
Cycle the cylinders to work air out of the system. be set at 10° C (50° F). The hydraulic pumps
Do not run the system over the relief valve. will adequately handle the recommended fluids
at this temperature. Further heating of the oil is a
Re-fill the hydraulic tank. waste of electricity and additional heating will
Note: Tank will most likely require re-filling be accomplished by the normal operating of the
after each set of cylinders is cycled. vehicle.
Shut down the vehicle and re-connect the accu-

mulator charging valve.
5566071101 07-96 125

Cylinders
The cylinder does the work of the hydraulic sys- stem end only and they are able to withstand
tem. It converts the fluid power from the pump pressures up to 3000 psi (20600 kPa).
to the mechanical power. Cylinders are the
“arms” of the hydraulic circuit. The stem end of the dump box cylinder is
mounted on the frame. The base end is mounted
Double-acting cylinders provide force in both to the dump box.
directions. Hydraulic fluid enters at one end of
the cylinder to extend it, and at the other end to The stem end of the push plate cylinder is
retract it. Oil from the unpressurized end of the mounted to the dump box. The base end is
cylinder returns to the hydraulic tank. mounted to a flexible bushing inside the tunnel
of the push plate.
Steering Cylinders
These cylinders are designed so that each stage
The steering cylinders are double-acting cylin- must be extended in sequence. The final stage
ders which provide force in both directions. fully extends the push plate. When retracting, oil
Rear Dump Cylinder is routed so that the sequence of stages is
reversed.
The dump cylinder cylinders are double-acting Tailgate Cylinder
cylinders with a chrome stem, one-piece screw
on piston with self-locking nut, and they are able The tailgate cylinders are mounted on either side
to withstand pressures up to 3000 psi (20600 of the dump box with the base end on the dump
kPa). box and the stem end attached to the tailgate.
Push Plate Cylinder
Tailgate operation is controlled by the button on
The dump box and push plate cylinders are top of the dump control joy stick.
three-stage telescopic cylinders. They have
internal passages for oil flow to extend and
retract the stages with external plumbing to the
126 07-96 5566071101

Accumulators
6
3
5
B
A. Charging braking will have a master accumulator and a
B. Discharging front and rear brake accumulator.
1. Nitrogen Pre-Charge (1200 PSI) The accumulator consists primarily of a shell,

2. Oil In piston, air valve, and seals. The area above the
3. Lower Housing piston is precharged with dry nitrogen gas to
4. Oil Out approximately 1200 psi (8300 kPa).
5. Piston
6. Upper Housing
7. Air Valve
Hydraulic accumulators are used to store energy

and maintain a smooth flow of oil to the brakes
during vehicle operation.
The number of accumulators and their size

depends upon vehicle model and application.
The larger the machine the more the volume of
oil required to activate the braking system. Vehi-
cles equipped with the SAHR brake system have
one master accumulator. Vehicles using wet-disk
5566071101 07-96 127

When the accumulator is charging, oil at system 3. To Hydraulic System

pressure enters the chamber below the piston. 4. Packing
This pressure acting on the bottom of the piston
A piston-type pneumatic accumulator uses dry
moves the piston up. As the piston travel up, the
nitrogen to precharge the cylinder and store
nitrogen gas compresses, increasing the charge
energy. This energy is used to operate the vehicle
pressure above the piston. The piston will be
brakes if a failure occurs in the brake hydraulic
forced up until the pressure on both sides of the
system.
piston are equal.
The accumulator must be precharged with dry
This oil will remain at this pressure until a fluid
path is opened. Opening a fluid path (such as nitrogen to a pressure of 1200 psi (8300 kPa) to
operate. Pre-charging is performed at the factory
operating the park brake valve) reduces the pres-
and should not be necessary in the field. Accu-
sure below the piston. The higher pressure above
mulators that undergo repair or replacement will
the piston will now move the piston down until
be charged in the field.
the pressure on both sides of the piston is equal.
Important: Use dry nitrogen only to precharge
The downward movement of the piston will pro- the accumulator. Dry nitrogen does not mix with
vide flow in the system until the fluid path is oil. It is non-combustible. It will not cause oxi-
closed, or the piston bottoms in the shell. dation or condensation within the accumulator
and is not harmful to the piston seal. Do NOT
The accumulators should be checked during
use air or any combustible gas as these may
vehicle overhaul to assure proper precharge
cause oxidation and condensation. Oxidation
pressure is available. An accumulator with low
and condensation are harmful to the oil piston
or no precharge will cause excess cycling of the
seal and the accumulator.
accumulator charging valve and excess tempera-
ture in the hydraulic system. Note: When pre-charging an accumulator on the
vehicle make sure the oil side of the accumulator
Accumulator Pre-Charge has zero pressure. Operate the vehicle brakes
while charging the accumulator to bleed off oil
1
1
pressure and ensure that the accumulator piston
goes to the oil end of the accumulator.
The accumulator has a free floating piston which

Dry
Nitrogen separates the oil from the nitrogen gas. Packing
is used to prevent any leakage past the piston.
44
2
2
Oil
3
3
1. High Pressure Fill and Check Valve

2. Free Piston
128 07-96 5566071101

Accumulator Charging Valve
1 2 3
4
9
7 6
1. To Accumulator(s) As oil is used in the brake system, the accumula-

2. Outlet tor pressure drops. When it falls below 1600 psi
3. To Tank (11000 kPa), the charge valve will re-charge the
4. Relief Valve accumulators back to 2000 psi (13800 kPa).
5. Air-Bleed and Start-Up Valve
6. Inlet The Wagner charge valve consists of four (4)
7. Gauge cartridge valves within a valve body. This allows
8. Ventable Priority Control Valve repair and maintenance of the valve without
9. Charge Valve removing the complete valve body.
The main purpose of this valve is to control the The first cartridge valve is the air bleed and
charging rate of the accumulators. It keeps the start-up valve. This valve will reduce power
accumulators charged between 1600 psi (11000 requirements and facilitate pump priming during
kPa) to 2000 psi (13800 kPa) for safe and effec- start-up.
tive braking.
The second cartridge valve is the main relief
valve. This valve is pre-set (ref. Specification
5566071101 07-96 129

table in Appendix) for over-pressure protection • Contains the suction line filter.
of the system. • Is equipped with a filter/breather check valve
The third cartridge valve is the priority flow con- assembly to maintain back pressure in the
trol valve. The priority valve has a fixed orifice tank to 5 psi (34 kPa). This helps force the
(2-3 gpm / 7.6-11.4 liter/m) that controls the pri- oil to the suction side of the pumps.
ority flow of oil to the accumulators. Oil Filters
The valve will not bypass oil through the out
port unless priority flow is satisfied. Once prior-
ity flow is satisfied, all excess oil is bypassed to
the out port, except when the vent pilot port is
25
open to tank. PSI
P
When the vent pilot port is open to tank, all
pump flow is diverted to the out port. The vent
pilot port is open and closed to tank by the
charge valve.
The fourth cartridge valve is the charge valve. Despite utmost care in the handling and dispens-
This valve regulates the pressure at which the ing of the hydraulic fluid it is probable that some
accumulators are charged (kick-in 1600 psi / foreign particles will find their way into the
11000 kPa to kick-out 2000 psi / 13800 kPa). hydraulic fluid. Because such particles are apt to
be abrasive in nature and will detract from both
This valve is pre-set from the factory, but can be
the operation and life of the hydraulic pumps,
adjusted to fine tune the system or be used in a
motors and valve, Atlas-Copco Wagner always
system with different pressure requirements by
incorporates filter(s) in its hydraulic systems.
adjusting the kick-out pressure. The kick-in
pressure will automatically follow 20% below The actual placement of the filter in the system
kick-out. to achieve maximum filtering efficiency depends
entirely on the circuit design. Correspondingly,
Tank and Filters periodic replacement of fully contaminated filter
media must be made to maintain overall effi-
Hydraulic Reservoir (Tank) ciency.
The hydraulic tank has several functions in the
hydraulic system:
• Stores hydraulic oil.
• Cools hydraulic oil.
• Allows air to separate from the oil.
• Allows contamination to settle to the bottom
of the tank.
130 07-96 5566071101

Internal Filter Cartridge with Indicator from metal to metal contact between moving
parts.
A properly maintained oil filter can save signifi-

cant cost by preventing premature equipment
failure and replacement.
Off-line Hydraulic Filter
Atlas-Copco Wagner sometimes uses off-line

hydraulic filter(s) to provide partial flow filtra-
tion of hydraulic oil. The filter can be plumbed
into any of the hydraulic systems. The filter is
equipped with a 25 psi (170 kPa) bypass relief
valve as well as a visual restriction indicator.
The filter elements require changing when the

indicator shows red, and is serviced with two (2)
filter elements.
A 25-micron hydraulic oil suction filter is However, unnecessary replacement of filter ele-
located in the hydraulic tank. Oil being stored in ments is wasteful. Atlas-Copco Wagner incorpo-
the hydraulic tank must pass through this filter rates restriction indicators into its filter
prior to entering the system pumps to prevent installations to help you determine when a filter
damage. needs replacement.
When the filter indicator shows in the change fil- The actual time between replacements fairly
ter area, the filter should be replaced. well up to the operator or maintenance
mechanic.
Maintaining a clean hydraulic system is impor-
tant. Hoses and Tubing
Contaminated oil can score or completely freeze Hydraulic fluid flows to the various working and
a precisely fitted valve spool. control components through fixed tubing and
flexible hoses. Hydraulic fluid leaks and the
Dirty oil can ruin the close tolerance of finely
entry of dirt and other foreign matter most often
finished surfaces.
occurs with these hoses, tubing and their fittings.
A grain of sand in a tiny control orifice can put a
In order to prevent leakage, vibration, and abra-
whole machine out of operation.
sion of lines and hoses, and also to provide a
Dust from the surrounding air is a major source neat, orderly hydraulic system, certain rules
of contamination. Another source of contami- should be followed when replacing hoses and
nants is the vehicle itself. During normal opera- lines.
tion, the vehicle generates burrs, dust and chips
5566071101 07-96 131

• Replace lines and hoses in the same posi- • Use proper clamps, adapters, and fittings. If
tions they were before removal. The routing brackets are not used to support hoses as rec-
of hydraulic lines has been planned to pre- ommended by the manufacturer, abrasion
vent exposure to excessive vibration and will result from hoses rubbing against each
abrasion. Many problems can be avoided by other and against various parts of the equip-
installing lines in the same position when- ment. This shortens the life of the hoses,
ever replacement becomes necessary. resulting in premature replacement.
• Avoid sharp bends in hoses and tubing. • Be sure that hose clamps are the correct size.
Sharp bends in hydraulic lines act as restric- A loose clamp is no better than no clamp at
tions and will cause overheating. all. The hose can move back and forth in a
loose clamp, causing abrasion. Be sure to use
• When a hose line must be bent for installa-
only recommend fittings. If the fittings do
tion, always check the minimum bend radius
not match the hoses exactly, restriction or
with the manufacturer’s catalog. If the manu-
leakage will result.
facturer’s specification is not available,
avoid bending the hose to a radius smaller • Always use the proper tools. Never use tools
than ten times the outside diameter of the such as a pipe wrench on hose or tubing fit-
hose. tings. Instead, use flare nut wrenches when
possible, and when they are not available,
• In areas where hose flexing will occur during
use an open end wrench of the correct size.
operation of the equipment, a larger mini-
mum bend radius is necessary. • Do not over-tighten fittings. If you tighten
them the proper amount, they will seal and
• When installing tubing or piping, the ideal
not leak. Never attempt to keep them from
bend radius is 2 1/2 to 3 times the inside
leaking by using sealing compounds.
diameter.
• Always cap or plug a line or hose and the fit-
• Keep lines as short as possible. The longer
ting from which it was removed whenever
the line, the more the internal resistance.
you disconnect them.This is the best method
Therefore, avoid replacing lines with new
for preventing the entrance of dirt into the
ones that are longer than the originals. Do
system. Never use rags or waste material for
not try to shorten lines so that you must use
plugging lines or components of the system.
sharp bends to make them reach the point of
Lint can be just as harmful as other types of
connection. Measure the original line care-
dirt.
fully. Then replace it with a line of the same
length. Assembling Fittings to Hoses
• Hoses can decrease in length a small amount
Normally, hydraulic hose fittings last longer than
when pressurized. Therefore, never cut a
hydraulic hoses. Therefore, hose and fitting
hose so short that when it is installed it has
manufacturers produce fittings which can be
no bend whatsoever. Allow a slight bend so
removed from high-pressure hoses and installed
that the hose can shorten in length when it is
on new ones. The removal and installation of
pressurized.
high-pressure hose fittings is included below:
1. Insert the hose in a vise.
132 07-96 5566071101

2. Cut the hose so that it is perfectly straight, Trucks are equipped with a steering wheel con-
using a hacksaw with a fine-toothed blade. trolled system. A monostick system is also avail-
able. In addition, a flow amplified steering
3. Be sure to remove all dirt and foreign matter
system is offered on some models.
from the hose after cutting it.
4. Use the notch on the socket of the high-pres-
sure fitting as a guide to locate the cutting
point for stripping the end of the hose.
5. Use the vise as a guide when making this cir-
cular cut with a hacksaw. Cut only on the
backstroke. Make sure that you cut all the
fiber cords, but do not cut the wire braid.
6. Make a diagonal cut. Be sure that all the
cords are cut. Once again, cut only on the
back stroke.
7. Using a screwdriver, pry the cover loose and
then twist it off with pliers or in a vise.
8. Place the socket in a vise, but do not over
tighten the vise.
9. Screw the stripped end of the hose counter-
clockwise into the socket until it bottoms.
Then back off the hose 1/4 turn.
10. Lubricate the inside of the end of the hose
which has just been screwed into the socket.
Also lubricate the nipple. Use either grease
or heavy oil.
11. Insert the nipple into the hose and start
screwing it clockwise by hand. Then, using a
wrench, screw the nipple into the hose until
it bottoms.
12. To use the fitting again, should the hose fail,
disassemble the fitting from the hose by
reversing the order for assembly. It can then
be used on a new length of hose.
Steering System
Atlas-Copco Wagner offers several different
options in steering systems. Most model Mine
5566071101 07-96 133

134
Hydraulics
2
3
8
Monostick Steering Schematic
07-96
4
Service Manual
7
1
1. Steering & Dump/Hoist Pump 5. Priority Flow Divider Valve

2. Monostick Control 6. To Dump/Hoist Circuit
3. Steering Valve 7. Hydraulic Tank
4. Steering Cylinders 8. Pilot Pressure Valve
5566071101
Wagner Mine Trucks
5566071101
Wagner Mine Trucks
Wheel Steering System Schematic
07-96
Service Manual
1. Wheel Steering Valve 6. Steering & Dump/Hoist Pump

2. Cusion Valve 7. Relief Valve
3. Steering Cylinders
4. Hydraulic Tank
5. Suction Tube
Hydraulics
135
The wheel steering system uses an steering valve Oil flow entering the stem end of the cylinder
with a load sensing port and hydraulic line encounters resistance and becomes pressure,
installed as part of the Priority Flow Divider forcing the piston toward the base of the cylinder
valve. Additionally, a Selector (or Bi-Directional thus retracting the cylinder.
Control) valve is installed to provide forward
and reverse flow control. Some units may also Oil at the base end of the cylinder exits through
be equipped with a Cushion valve, in place of the base port back through the cushion valve and
port reliefs in the Steering Control valve, to pro- steering valve where it is directed to the hydrau-
tect against over-pressurization of the cylinders. lic tank. This function is reversed when oil is
supplied to the base end of the cylinder.
When the steering system is not in use, flow
from the steering pump travels through the Small trucks, such as the MT-416, do not require
Orbital Steering valve to the dump Main Control flow amplification and will not have a separate
valve. Turning the steering wheel actuates the Steering Control valve. Hydraulic oil flows from
Orbital Steering valve and sends some of the the Steering pump, through a relief valve, to the
flow through the steering circuit. The amount of Orbital Steering valve, which is directly con-
flow is determined by how fast the wheel is trolled by the operator. From there, oil flows
turned. through the cushion valve to either the left or
right steering cylinder.
Note: Fluid flows through the steering valve
only when the wheel is being turned. The wheel Left Turn
must continue to be turned until the front chassis Turning the steering wheel in a counterclock-
has reached the desired position. wise direction shifts the valve, shutting off flow
From the Steering valve, oil flows to the Selector to the dump system. Oil flow unseats the check
valve. This valve is actuated by a small cylinder ball and exits out port “A” to the steering cylin-
which is pressurized and positioned by forward ders. Port “B” becomes common with the port to
and reverse clutch pressure. The Selector valve the hydraulic tank, allowing oil returning from
remains in the last position directed when the the steering cylinders to enter the steering valve
transmission is shifted to neutral. and be returned to tank.
Right Turn Oil flow entering the stem end of the cylinder
encounters resistance and becomes pressure,
Turning the steering wheel in a clockwise direc-
forcing the piston toward the base of the cylinder
tion shifts the spool shutting off flow to the
thus retracting the cylinder.
dump system. The oil flow unseats the check
ball and exits out port “B” to steering cylinders. Oil at the base end of the cylinder exits through
Port “A” of the steering valve becomes common the base port back through the cushion valve and
with the port to the hydraulic tank during this steering valve where it is directed to the hydrau-
mode. This allows oil returning from the steering lic tank. This function is reversed when oil is
cylinders to enter the steering valve and return to supplied to the base end of the cylinder.
hydraulic tank.
136 07-96 5566071101

Over-Pressure Protection Hydrosol (SPC50)
Should a shock load be applied (i.e., striking the DanFoss

rib) and the pressure in any port of the steering
cylinder exceed system design limits, an internal Oil pressure, supplied by the steering pump,
relief in either the Cushion valve or the Steering shifts the compensator spool (priority valve) in
Control valve will open, allowing the high pres- the Steering Flow Amplifier and is directed to
sure oil to be vented from the affected port back the dump system, through the EF port.
to the hydraulic tank. The cylinder will either Actuating the steering wheel causes pilot pres-
retract or extend (depending on the affected sure from the Pilot Pressure valve to reposition
port). the Orbital Steering valve, which shifts the com-
Monostick System pensation spool to direct oil back to the Orbital
Pilot valve, through the P port. Depending on the
In the steering system (monostick or steering direction of turn, oil then continues on to either
wheel), oil flows from the suction tube in the the left (L) or right hand (R) port of the direc-
hydraulic tank through the steering section of the tional spool in the Flow Amplifier.
steering and dump pump to the main steering
control valve at port “P”. As the operator continues turning the wheel,
pilot pressure shifts the directional spool. From
Hydraulic pressure at port “P” shifts the com- there, oil is moves through the flow amplifier
pensator spool fully to the left and allows oil to spool to either the left or right steering cylinder.
flow through the high pressure carry-over
(HPCO) to supplement the dump system. When the vehicle has reached its full limit of
travel and is against the stops, oil flow is dead-
Until a right or left turn is selected by the steer- headed at the cylinder. Increasing pressure
ing valve, oil pressure is dead-headed at the cen- causes the Main Relief valve to open, venting
ter section of the main (direction) spool. flow back to the tank.
When the steering wheel is rotated in either Two Shock valves in the Flow Amplifier act to
direction, oil flows and exits out port “A” or prevent damage to the cylinder seals from over-
“B”. This restricts the flow to the HPCO and pressurization.
allows more oil flow through the direction spool
to the right or left steering cylinders through the Monostick and Wheel Steering System
cushion valve. Components
As oil pressure extends one of the cylinder rods, The monostick steering system consists of:
it also retracts the other cylinder rod. • The Hydraulic Tank (described earlier in
“Internal Filter Cartridge with Indicator” on
These are double-acting cylinders. Oil in the page 131).
non-pressure sides of the cylinders is sent back
through the direction spool and returns to the • The Steering Pump (described in “Internal
hydraulic tank. Filter Cartridge with Indicator” on
page 131).
5566071101 07-96 137

• The Pilot Pressure Valve. Steering Valve

• The Steering Control Valve.
• The Priority Flow Divider Valve
• Two Steering Cylinders (described in “Cyl-
inders” on page 126). H.P.C.O
P
The wheel steering system consists of the same
components plus:
• The Orbital Steering Valve.
• The Steering Pilot Valve.
T
• The Bi-Directional Control (Selector) Valve.
• A Load Sensing circuit. Depending on the specific system design, the
• The Cushion Valve (optional). main steering valve either directly controls, or
works in conjunction with the steering pilot
Hydrosol (SPC50) Steering System valve, to control, the flow of oil in the steering
Components system.
• The Hydraulic Tank. On some vehicles, the steering valve is mechani-
• The Steering Pump. cally linked to the steering control (either wheel
or stick). Other vehicles may employ a low pres-
• The Pilot Pressure Valve. sure pilot valve. Both options are designed to
• The Orbital (or Monostick) Pilot Valve. protect the operator from the hazards associated
with high pressure hydraulic lines. In either
• The SPC50 Control Valve.
design, the steering valve works basically the
DanFoss Steering System Components same. The only difference is in how the valve is
actuated.
• The Hydraulic Tank .
• The Steering Pump. A Main Relief valve, Port Relief valves and
Anti-Cavitation valves are located internally in
• The Orbital (or Monostick) Pilot Valve. the Control valve. Some orbital designs use a
• The Steering Flow Amplifier. separate Main Relief valve and Cushion valves
in place of port reliefs.
SPC50 Steering Control Valve

The SPC50 steering control valve combines the
functions of the main steering valve, priority
flow valve and cushion valve into one compo-
nent. It makes use of 200 psi (1380 kPa) hydrau-
lic system pilot pressure to shift the main spool,
138 07-96 5566071101

which ports hydraulic system main pressure to Compensator Function

the steering cylinders.
The internal compensator spool automatically
End or pilot notches on the spool require conti- maintains inlet pressure slightly higher than the
nous flow through the valve, while pilot pressure maximum pressure at either cylinder port. This
is applied. When the operator returns the steer- provides fast steering response when needed.
ing control wheel (or stick) to its normal, or cen-
tered position, pilot flow to the valve stops, and In the priority position, the spool is seated during
spring pressure returns the valve spool to center no flow conditions, or when all oil flow is
position. needed for steering.
An anti-cavitation valve in the internal circuit The spool shifts to the extreme right when no oil
prevents voiding the cylinders. flow is needed for steering, and the excess flow
is directed to the dump circuit.
Steering Flow Amplifier
The DanFoss steering flow amplifier combines The compensator spool also has a flow divider
the functions of the pilot pressure valve, main position which allows the spool to move any-
steering valve, priority flow valve and cushion where between the priority and excess flow posi-
valve into one component. tions to provide needed flow for steering,
Unlike the SPC50, the flow amplifier uses main maintain working pressure, and send excess flow
system pressure to position the main spool and out the H.P.C.O. port.
control flow. Steering control flow (from the
Orbital (Wheel) Pilot Valve
pilot valve portion of the amplifier) and main
flow (from the steering pump) are combined to
produce an amplified flow to the steering
cylinders.
Main Relief Function
P R
The main relief valve is located internally in the
steering control valve. The relief valve is shifted
allowing oil to return to the hydraulic tank if sys-
tem pressure goes over 2300 psi (15900 kPa); T
e.g., when the vehicle is fully articulated against L
either stop.
Port Relief Function
Port relief valves are provided for either direc-

tion turn. (Reference specification table in The wheel steering valve is a hydrostatic unit
Appendix for pressure settings.) Should the that is controlled by the steering wheel. The
vehicle hit the rib while traveling and apply a steering valve is either installed in the steering
sudden impact load to either cylinder, the port column assembly under the steering wheel in the
relief will vent pressure back to tank. operator compartment or on the other side of the
5566071101 07-96 139

bulkhead between the operator’s compartment The remaining flow goes to the dump system out
and the engine tub. the port marked EF.
Turning the steering wheel actuates three main Flow through the valve to the steering system is
parts of the valve: 49 liter/min (13 gpm) at high idle. This allows
the unit to steer from fully articulated left to
• The control spool,
fully articulated right in 6 seconds at full RPM
• The control sleeve, and and vice versa.
• The metering rotor. Bi-Directional Control Valve
The metering rotor has a direct mechanical link
to the steering wheel.
When the steering wheel is turned in either

direction, the spool begins to rotate and becomes
aligned with the sleeve. Further rotation will
direct oil flow from the pilot valve to the steer-
ing valve and out the right or left direction port
to the steering cylinders.
For a given direction, the oil will flow into the

base end of one cylinder and into the rod end of
the other cylinder to set the proper sequence for
the turn selected.
Priority Flow Divider Valve The bi-directional control valve provides the
control to the steering system to allow the opera-
tor to have true right and left movement of the
steering wheel to execute right and left turns
PR whether traveling in reverse or forward direc-
tions.
When the forward direction is selected by the

transmission direction control, pressure from the
forward port of the transmission control valve
EF CF shifts the spool in the bi-directional valve to the
forward orientation.
Oil flow enters the inlet port and passes through
When reverse direction is selected by the trans-
a controlled orifice. The size of the orifice can be
mission direction control, pressure from the
varied externally. The pressure drop across the
reverse port of the transmission control valve
control orifice positions the compensator piston
shifts the spool in the bi-directional valve to the
to limit the flow that is delivered to the steering
reverse orientation.
system out the port marked CF.
140 07-96 5566071101

Pilot Pressure Reducing Valve to maintain 200 (+/- 20) psi (1380 kPa ±140) for
the dump pilot control.
Oil from the “Thru” port side of the accumulator

charging valve enters the “Inlet” port of the pilot
P
pressure valve. The “Inlet” and “Pilot” ports are
common (joined) to each other.
T S
The dump pilot valve is closed-center (inlet
blocked) which causes pressure to build up in
the supply circuit sequence (relief) valve to the
pre-adjusted setting of 200 psi (1380 kPa).
This pressure is held continually upstream of the

pilot pressure valve as a source of pressure to
The pressure reducing valve is used to step the actuate the dump control valve.
2000 psi (13800 kPa) steering system main pres-
sure down to the 200 psi (1380 kPa) used in the The oil flows from the pump via the accumulator
pilot control system. charging valve then passes over the sequence
valve to the brake cooling loop downstream of
Pilot Pressure (Sequence) Valve the pilot pressure valve, once the 200 psi (1380
kPa) relief setting has been achieved.
1 The check valve is non-adjustable and is pre-set
at 65 psi (450 kPa). The purpose of this check
valve is to protect the oil cooler from damage in
the event of pressure spikes.
200 PSI 65 PSI
5 2 Pressure above the pre-set range will cause the

ball to unseat and relieve excess oil pressure to
the tank through a return line.
4 3
1. Pilot
2. Outlet
3. To Cooling Loop
4. Pilot
5. Inlet
This pilot pressure (or sequence) valve is a full

relief valve that is non-adjustable and is pre-set
5566071101 07-96 141

Pressure Relief Valve ing cylinders to the opposite end of the steering
cylinders to prevent any damage from occurring
to the steering cylinders or plumbing.
In the relief mode
When the steering valve directs oil flow out of

port “A” to the cushion valve it enters the cush-
ion valve through port “A1” and then exits the
cushion valve through two ports. One port “A3”
directs flow to the base end of the left hand
steering cylinder and the other “A2” directs flow
to the stem end of the right cylinder.
The pressure relief valve is plumbed into the
main steering circuit between the demand valve Oil flow directed out of port “B” of the steering
and the steering valve to protect against sudden valve to the cushion valve, enters the cushion
spikes in pressure valve through port “B1” and then exits the cush-
ion valve through two ports. One port “B3”
The valve is factory set to relieve excess pres- directs flow to the stem end of the left hand
sure to tank, and relief will take place between steering cylinder and the other “B2” directs flow
2250-2350 psi (15500-16200 kPa). to the base end of the right cylinder.
Cushion Valve Note: Since the standard Mine Truck steering
B3 A3 valve also contains main and port relief valves,
the primary function of the cushion valve in your
circuit is as a J-block. It also provides added
B2 protection to the hydraulic circuit.
When an impact force is applied to the stem of

the left hand (LH) steering cylinder, the piston to
compresses the oil in the base end of the LH cyl-
inder. This pressure is sensed by a relief car-
A2
tridge located at A2 & A3 in the cushion valve.
Once the pressure reaches 2800 psi (19300 kPa),
this pressure will override the cartridge spring,
allowing the cartridge to open.
B1 A1
Once the cartridge opens and allows the high
In neutral pressure oil to relieve, the LH steering cylinder
will begin to retract. At the same time, the RH
If a sudden external load is applied to the steer-
ing cylinder(s) creating a pressure spike above cylinder will extend.
2800 psi (19300 kPa) and the steering valve is in Oil from the stem end of the RH cylinder will be
neutral, the cushion valve reliefs open. This forced out by the cylinder piston. This oil, com-
allows oil to transfer from one end of the steer-
142 07-96 5566071101

bined with the oil from the base end of the LH flow from entering the dump circuit if the spool
cylinder will flow through the relief cartridge fails to operate or pump 2 fails.
and out ports B2 & B3.
The check to the dump outlet line prevents back
Should the impact force be applied to the RH flow from the dump circuit.
cylinder, the opposite relief cartridge will func- (Increasing Idle)
tion.
As engine RPM increases, so does pump flow.
Demand Valve This increased flow encountering the control ori-
fice(s) results in increased differential pressure
which in turn causes the spool to shift. The
higher the pressure differential, the more oil
from pump 2 is sent to the dump system.
P2 1
(Fully Shifted)
When the differential pressure reaches a pre-

determined point, the spool is shifted to cut
pump 2 completely off the steering output, and
pump 1 continues to supply the entire steering
flow.
P1 2
The demand valve is designed to supply the

steering system with a constant flow and stable
pressure regardless of changes in engine speed.
This assures a steady steering rate unaffected by
either engine speed or demands from the dump
system.
The demand valve can be viewed as a priority

valve with a built in unloading valve. It provides
high flow to the steering system with minimum
loss of horsepower. It also enhances perfor-
mance of the steering valve, which performs best
when provided with constant flow.
At low idle, both pumps supply the steering sys-

tem. The check in the spool prevents pump 1
5566071101 07-96 143

Rear Dump & TeleDump Systems conventional rear dump or the teledump system
designed specifically for low-mine operations.
Some Atlas-Copco Wagner Mine Trucks can be
equipped with either of two dump systems: a
1
3
7 2
6
4
1. From HPCO On systems using a pilot control valve to actuate

2. Dump Control Valve the dump control valve, oil flow is supplied from
3. Dump Cylinders the pilot pressure (sequence) valve in the steer-
4. To Steering System ing system, at 200 (+/- 20) psi (1380 kPa, ±140).
5. Hydraulic Tank
6. Steering/Dump Pump The system pressure is determined by the load in
7. Demand Valve the dump box, with a maximum system pressure
of 1800 psi (12400 kPa). Should a sudden exter-
Rear Dump System Operation nal load be applied to the dump cylinder while
raised, creating a spike in the system above 1800
Oil flow developed by the dump section of the psi (12400 kPa), the relief valve in the dump
pump is delivered to the inlet port of the dump control valve will open, directing the oil back to
control valve, along with oil exiting the HPCO the hydraulic tank.
port on the main steering control valve.
Box Up
The two (2) open-center spools allow the oil to
flow through the valve and back to the hydraulic On large trucks (MT-426 and above) the opera-
tank when both spools are in the neutral position. tor moves the dump box control lever for box up
144 07-96 5566071101

operation. The spool in the dump control valve is • Two dump cylinders (described in “Cylin-
shifted down by the pilot pressure valve. Oil ders” on page 126).
flows from the pressure port to the base end of
the cylinders to raise the dump box. Pilot Control Valve
For smaller trucks (MT-420 and below) the oper- The pilot control valve is a low pressure valve
ator directly shifts the dump control valve spool used to hydraulically operate the dump control
by shifting the control lever. valve. The hydraulic circuit for the pilot valve is
separate from the main dump control circuit.
Oil from the stem end of the cylinders is routed
back through the dump control valve to the The spool in this valve is manually operated by
hydraulic tank. the operator’s control lever, and directs 200 psi
(1380 kPa) oil from the pilot pressure valve in
Box Float the steering system to shift the dump control
valve spool.
When the operator places the dump control lever
in float, or third position detent, all ports are Dump Control Valve
open to tank. The result is that the weight of the
dump box slowly lowers the dump box onto its
stops.
Box Power Down
To speed the return of the dump box to its stops,

the operator can move the dump control lever to
the power down position. This shifts the main
control valve to the extreme upward position and
directs pressure from the inlet to the stem end of
the dump cylinders.
Oil from the base end of the cylinders returns
through the dump control valve, unseating the
check ball in the control valve and returns to
tank.
The major components that make up the rear

dump system are:
• Hydraulic tank and suction filter The dump control valve controls the flow of oil
• Dump pump. to the dump cylinders. This valve can be directly
operated by the control lever, through a mechan-
• Pilot control valve. ical linkage, or remotely, using the pilot control
• Dump control valve. valve.
5566071101 07-96 145

It has a main relief valve set at 2000 psi (13800 Anti-cavitation check valve function
kPa), and a combination anti-cavitation and port
relief valve at each work port. The dump spool is The anti-cavitation check valves permit flow
equipped with a float position which opens both from the tank side into the cylinder ports when
stabilizer cylinder ports to tank when the pilot cylinder speed exceeds the flow of the pump
valve is placed in the detented position. such as in boom drop.
Main relief function Load check valve function
The main relief is set at 2000 psi (13800 kPa) Allows pressure to build up gradually within the
and is included to prevent overloading of the valve to match load demand. The load check
main hydraulic circuit. prevents reverse flow and supports the load.
When the system pressure matches the load
pressure, the check valve opens, porting the fluid
to the cylinder.
2 4
3
1
15
14
5
11
6
13
12 7
8
10 8
1. Slave Cylinder 8. From Steering Demand Test Port

2. Tailgate Cylinder 9. From Steering
3. Cushion Valve 10. Dump Valve
4. Dump Cylinder 11. To Transmission Sump
5. Check Valve 12. Transmission Clutch Pressure
6. Pressure Reducing Valve 13. Solenoid Valve
7. To Tank 14. Push Plate Cylinder
146 07-96 5566071101

TeleDump System Operation Oil from the base end of the cylinders returns
through the cushion, diversion, and dump con-
Oil flow from the HPCO port on the steering trol valves to the hydraulic tank.
control valve is delivered to the inlet port of the
dump valve. Push Plate Extend
The system pressure is 2400 psi (16500 kPa). With the dump box fully extended, the button on
Should a sudden external load be applied to tail- the dump control lever can be depressed to acti-
gate or the dump cylinder while extended or vate the push plate. Moving the lever forward
extending, creating a spike in the system above with the button depressed shifts the solenoid
2400 psi (16500 kPa), the relief valve in the valve so that oil flow is directed to the base end
dump control valve will open, directing the oil of the slave cylinder.
back to the hydraulic tank.
The slave cylinder is connected by mechanical
Dump Box Extend linkage to the spool in the diversion valve. When
When the operator moves the dump box control the slave cylinder extends, the spool in the diver-
lever for dump operation, the spool in the dump sion valve shifts to cut off flow from the dump/
control valve shifts so that oil flows from the tailgate circuit and directs flow to the push plate
pressure port to the diverter valve. circuit.
From the diverter valve oil is directed to the Oil from the diversion valve is sent to the tele-
cushion valve and to the telescoping end of the scoping end of the push plate cylinder to extend
dump cylinder. The cushion valve serves as a the push plate.
junction block to direct oil to the base end of the Important: The dump box should be fully
tailgate cylinders. extended before operating the push plate func-
tion.
The tailgate will move before the dump box
because the load in the box is greater than the Push Plate Retract
load on the tailgate.
Shifting the lever back, toward the operator, with
Oil from the stem end of the cylinders is routed the button on the dump control lever depressed,
back through the cushion, diverter, and dump causes oil to flow through the diverter valve to
control valves to the hydraulic tank. the retract port on the push plate cylinder.
Dump Box Retract Oil from the telescoping end flows through the
diverter valve back through the control valve
When the operator shifts the dump control lever and to the hydraulic tank.
to retract the box, oil is directed through the
diverter valve to the cushion valve to lift the tail- Important: The push plate should be fully
gate and to the retract port of the dump cylinder retracted before the dump box retract function is
to move the box back to its original position. activated.
5566071101 07-96 147

Solenoid Valve In the neutral position (when the button on the

dump control lever is NOT depressed), the
diverter valve is positioned to send oil to the
dump and tailgate cylinders to either retract or
extend them.
In the actuate position, oil is sent to the push

plate portion of the circuit.
Slave Cylinder
The slave cylinder is used to shift the diverter
valve when the dump control push button is
This electrically actuated solenoid is used to depressed to shift the solenoid valve.
control the diverter valve. It is normally posi-
tioned by spring pressure and directs transmis- Oil from the transmission system is then applied
sion oil to the stem end of the slave cylinder. In to the base end of the slave cylinder causing it to
this position, the dump control lever only con- extend and shift the spool in the diverter valve,
trols movement of the dump box. which cuts off oil to the dump and tailgate cylin-
ders and sends oil to the push plate portion of the
When the button on top of the dump control is circuit.
depressed, the solenoid is electrically shifted to
send oil to the base end of the slave cylinder, Pressure Reducing Valve
which in turn shifts the diverter valve to activate
the push plate portion of the circuit.
Diverter Valve
The pressure reducing valve takes oil from the

steering system at 2400 psi (16500 kPa) and
reduces it to 125 ±25 psi (860 ± 170 kPa) to sup-
ply constant low pressure load to the retract port
on the dump cylinder.
The diverter valve is employed as a selector Without this constant low pressure supply, the
valve in the system to isolate the function of the telescoping cylinder would have a tendency to
push plate movement from actuation of the creep out during operation.
dump box and tailgate cylinders.
148 07-96 5566071101

Check Valve With a valve installed between the energy stor-

age device and the friction device, you have a
simple braking system.
SAHR Brake System Operation

Oil flow from the brake pump is directed to the
Accumulator Charge valve which, in turn,
depending upon system load, will direct the
majority of the oil to either the accumulators or
the brake cooling and dump/hoist systems.
When the dump/hoist system is not in use, most
The check valve is plumbed between the tele- of the flow passes through the Pilot Pressure
scoping dump cylinder and the pressure reduc- valve to the hydraulic oil cooler, and on to the
ing valve to prevent oil from the retract port of wheel ends, to cool the brake disks. Bypass
the cylinder flowing back through the pressure check valves protect the oil cooler and the wheel
relief valve. end seals from over pressurization.
Brake System Charging Mode

All braking systems require energy on demand When the accumulator pressure drops below
to be applied to the friction devises that stop the 1600 (+/- 50) psi (11000 kPa), the accumulator
vehicle. This energy must be stored so that it is charge valve will send oil to the two (2) brake
available when needed. Generally speaking, accumulators. Once 2000 psi (+/- 50) psi (13800
energy is stored in two (2) basic ways: kPa) is reached, the Accumulator Charge valve
will shift back to the non-charging mode. The
• With compressed gas (such as air in a tank).
accumulator now has 2000 psi stored for releas-
• With springs. ing the brakes.
Non-charging Mode
The oil from the pump will flow into the accu-
mulator charging valve through the charging
spool and back out the through port to the 10-
micron filter, then into the inlet side of the pilot
pressure valve where pressure of 200 psi (1400
kPa) is directed to the dump/hoist and steering
1 1 2
pilot system. The remainder of the oil is then
directed to the brake cooling system.
1. Compressed Gas Brakes Released

2. Springs
When the Park Brake Control valve is actuated,
transmission clutch pressure flows to the Park
5566071101 07-96 149

Brake Selector valve. Shifting the main spool

allows the static oil pressure from the accumula-
tors to flow through the main spool to the Foot
Brake Control valve where the oil flow goes
through the spool, out to all four (4) wheel ends,
and releases the brakes, allowing the wheel ends
to turn freely.
Brakes Applied
Service Brake Operation
When the foot pedal is actuated, the flow of oil
to the wheel ends is gradually cut off and the oil
at the wheel ends is allowed to return to the
hydraulic tank. The wheel end SAHR brakes
then apply, slowing and stopping the vehicle.
Park Brake Operation
When the Park Brake valve in the operator com-
partment is actuated, the spool cuts off the flow
of pilot pressure to the park brake selector valve.
The return spring then shifts the main spool, cut-
ting off the flow of oil from the accumulators.
The oil from the wheel ends then flows back
through the foot brake valve to the park brake
selector valve. The spool is now open to tank
and allows the oil to return to the hydraulic tank.
The springs in the wheel ends apply, stopping
the vehicle.
150 07-96 5566071101

11 12
3 5
4 6
7 10
2 8
1 9
32
33 20
31 30
25 19 13
29 26
23
28 21
24
15
27
22
16
17 14
18
1. In Port (Pressure) 15. Drain Port

2. Out Port (Flow Through) 16. Brake Port
3. Relief Valve Cartridge 17. Pressure Port
4. Diagnostic Coupling 18. Hydraulic Hand Pump
5. Prioirty Valve Cartridge 19. Pressure Switch
6. Air Bleed & Start-up Valve Cartridge 20. Return J-block
7. Charge Valve Cartridge 21. Brake & Brake Cooling Pump
8. Tank Port 22. From Starter Switch
9. Accumulator Charge Port 23. To Neutral Start Switch
10. Check Valve 24. Park Brake Control Valve
11. Rear Accumulator 25. Accumulator Charge & Bleed Off Valve
12. Front Accumulator 26. Diagnostic Coupling
13. Front Axle 27. Pilot Pressure (Sequence) Valve
14. Rear Axle 28. Accumulator Pressure Gauge
5566071101 07-96 151

System Pressures & Flows SAHR Brake
Oil flow from the brake pump is 19 gpm (72

liter/min) at 2400 RPM, and should be checked
every 1000 hours.
Accumulator charge pressure is kick-in at 1600
psi (+/- 50) (11000 kPa) and kick out at 2000 psi
(+/- 50) (13800 kPa), and can be checked by the
accumulator pressure gauge in the instrument
panel and adjusted on the charge valve itself.
Accumulator precharge is 1200 psi (8200 kPa)
of dry nitrogen. The SAHR (spring applied, hydraulically
released) brake system, developed by Atlas
Brake System Components Copco Wagner, reverses the process of engaging
and disengaging brakes. Springs apply the
The major components of the SAHR brake sys- brakes, and hydraulic pressure releases them.
tem are:
The SAHR brake uses existing wet disc brake
• Brake pump.
technology. The wheel hub is splined to, and
• Hydraulic accumulators (2). rotates with the friction discs, which are sand-
• Accumulator Charging valve. wiched between steel stationary discs, which, in
turn, are splined to the axle housing.
• Hydraulic off-line filter.
The disc pack is totally enclosed from the envi-
• Pressure switch.
ronment, and is immersed in oil. This arrange-
• Pressure gauge. ment is the same as used on the standard wet
• Pilot Pressure (sequence) valve. disc brakes.
• Park Brake Selector valve. Each wheel end is an independent brake system.
Industrial coil springs are arranged in the annu-
• Brake Control valve (foot pedal in operator
lus previously occupied by the (hydraulic) appli-
compartment).
cation piston. They are contained in individual
• Brake assemblies (inboard of planetary pockets and compressed by a single large annu-
drives). lar piston.
The springs cause the piston to act upon the disc

pack composed of the alternating stationary and
rotating discs.
Application of hydraulic pressure to the working

area of the piston causes it to retract, further
compressing the springs, freeing the disc pack,
152 07-96 5566071101

and allowing the wheel to turn. This pressure Park Brake Control Valve
must be maintained during normal operation.
B
Loss of system pressure for whatever reasons 1
allows the springs to immediately apply full 3
2 A
braking energy. This allows for the elimination C
of all redundant systems.
Service application for retarding the vehicle or

slowing to a stop is accomplished by simply
controlling the pressure loss. Control is effected
4
by the operator’s brake pedal.
The SAHR disc brake assemblies are mounted 1. From Pressure J-Block
just inboard of the wheel end planetaries on both 2. To Transmission Sump
front and rear drive axles. 3. Park Brake Relay Valve
4. To Starter Interlock Circuit
Each SAHR brake assembly applies approxi-
mately 40-tons of brake pressure per wheel end This is a manually-operated, single spool, 2-
when applied but only require 1100 psi (7600 position valve. This valve will:
kPa) to release, and normal operating pressure is • Direct transmission clutch pressure to the
1500 psi (10300 kPa). selector valve.
Pilot Pressure Valve • Relieve the transmission clutch pressure
from the selector valve.
This pilot pressure (or sequence) valve is a full
relief valve that maintains 200 psi (1380 kPa) for Pressure for this valve is from a transmission
the dump pilot control valve, as well as the steer- clutch pressure port on the transmission control
ing pilot control. Oil from the off-line hydraulic valve in the operator compartment.
filter enters the pilot pressure valve at the inlet
port. Pressure above 200 psi (1380 kPa) causes In the “brake applied” mode, the pilot pressure
the relief valve to shift, allowing flow out of the from the transmission control valve is dead-
brake cooling loop port. headed at a closed port in the top section of the
park brake control valve spool. The other port is
open and relieves the pilot pressure from the
park brake selector valve back to the transmis-
sion control valve.
In the “brake released” mode, the spool is shifted

manually. Now pilot pressure from the transmis-
sion control valve causes oil to flow through the
spool and directs pilot pressure to the pilot port
in the park brake selector valve.
5566071101 07-96 153

Park Brake Relay Valve the liquid cooled brake assemblies to release
them.
In the event that clutch pressure is lost or park

brake is set, the spring in the selector valve will
shift the spool down, stopping the flow of oil to
the brake control valve and venting the brake
1 3 control valve to tank, thereby setting the brakes.
2 Secondary Mode Pressure Switch
N. O.
N.C.
1. Supply The accumulator pressure is a piston-type pres-

2. Drain sure switch with two (2) sets of contacts. The
3. Delivery contacts open and close simultaneously with the
4. Pilot rise and fall of brake supply pressure.
The park brake selector valve is a 3-way, 2-posi- The switch is set at 1400 psi (19600 kPa)
tion valve that directs accumulator pressure to decreasing which means that as the brake supply
the SAHR brake control valve when piloted by pressure falls below the set pressure, the nor-
the park brake control valve. mally open (NO) contacts open, and the nor-
mally closed (NC) contacts close.
In the “brakes applied” mode, oil from the accu-
mulators entering the supply port is dead- The normally closed (NC) contacts control an
headed. indicator light in the instrument panel that will
illuminate to warn the operator of an impending
When the park brake control valve is pulled up brake application when pressure falls below
to the released position, clutch pressure oil flows 1400 psi (19600 kPa).
to the pilot operated section of the selector valve
(which is separated from the oil in the brake sys- Accumulator Pressure Gauge
tem), causing the main spool in the selector
Located in the operator compartment, the gauge
valve to shift up. Oil now flows across the sup-
displays main accumulator pressure and should
ply port and out the delivery port to the foot-
read between 1600-2000 psi (11000-13800 kPa)
operated SAHR brake control valve and on to
during operation.
154 07-96 5566071101

Foot Pedal Control Valve If the pressure drops below 1500 psi (10300
kPa) on the delivery side, the spring will push
the spool back up, allowing oil flow back to the
wheel ends until 1500 psi (10300 kPa) is
reached.
When the pedal is depressed, the spool moves

upward, stopping the input flow and gradually
allowing oil to return to the hydraulic tank. The
1 farther the pedal is depressed, the more oil flow
3 is allowed to return to tank until spool is fully
2
open and all pressure is released, allowing the
SAHR brakes to apply.
1. Tank
2. Inlet
3. Delivery
In the operator compartment is the foot-operated

brake valve. This is a closed-center (closed to
tank), open to delivery pedal actuated, decrease
modulating, hydraulic brake valve.
Function in normal operation: Accumulator

pressure from the park brake selector valve is
allowed to flow directly through the valve to the
wheel ends at 1500 psi (10300 kPa).
Once 1500 psi (10300 kPa) is achieved at the

wheel ends, the oil will back up through a pilot
line to the top of the spool. Overcoming the
spring tension on the bottom of the spool, shut-
ting off the oil both in and out of the valve.
5566071101 07-96 155

Emergency Tow System
3
3
1. Check Valve System Operation

2. Hydraulic Hand Pump
3. To/From Hydraulic Tank When the vehicle has no power or has lost
hydraulic pressure and needs to be towed, the
The vehicle is also equipped with a hand-oper- emergency tow system can be used to release the
ated hydraulic pump to allow for release of the SAHR brakes.
brakes in the event of a loss of vehicle power.
First the park brake must be engaged. This is a
Along with the hand-operated hydraulic pump, necessary safety precaution.
there is a hand-operated relay valve, and a
hydraulic check valve, which allow for operation The hydraulic hand pump is then used to charge
of the system without disconnecting any hydrau- the accumulators until the accumulator pressure
lic lines. gauge reads at least 1500 psi (10300 kPa).
Once the necessary pressure is achieved, press

the override button to send pressure from the
156 07-96 5566071101

accumulators to the wheel ends to release the Hydraulic Check Valve

brakes.
Releasing the button will immediately reapply

the brakes. The brakes may also be applied by
using the control treadle valve.
Emergency Tow System

Components
Hand-operated Hydraulic Pump
The hydraulic check valve is plumbed between

the hydraulic hand pump and a tee at the accu-
mulator charge valve. This check is set at 5 psi
(34 kPa) to prevent backflow from the accumu-
lators.
The hand-operated hydraulic pump is a double

acting pump with a displacement of 10 ml (.604
in3).
This pump has a valve to open and close the

pressure port to tank port, as well as a built-in
relief valve that is preset at 1500 psi (10300
kPa).
Relay Override Button
This is a manually-operated button located in the

operator’s compartment which is used to manu-
ally override the park brake relay valve.
The operator pushed this button to send oil pres-

sure to the wheel end brakes.
5566071101 07-96 157

Brake Cooling System system and give general maintenance informa-

tion to keep the system functioning safely and at
The brake cooling system is used to control peak efficiency.
flows and pressures to the liquid cooled brakes.
This section will discuss the components of the
1
9 3
8 5
4
6
10
1. Rear Axle Brake Hubs System Operation

2. Accumulator Charging Valve
3. To Dump/Hoist Pilot Valve Oil from the charging valve “out” port passes
4. Filter/Breather through a filter, then enters the sequence valve
5. Brake Pump (pilot pressure valve). This valve is a combina-
6. Check Valve tion full flow relief valve that maintains 200 psi
7. Hydraulic Tank & Suction Line Filter (1380 kPa) for the dump and steering pilot con-
8. Oil Cooler trol, and a check valve which opens at 65 psi
9. Pilot Pressure (Sequence) Valve (450 kPa). Excess oil flows to the built-in check
10. Front Axle Brake Hubs valve and to the hydraulic cooler. This check
valve prevents over-pressurization of the cooler.
158 07-96 5566071101

A drain line is provided to vent oil from the diameter and rotate with the wheel hub and sta-
check valve, if necessary. tionary plates that are splined on the outside
diameter, and are held in place by grooves in the
Oil from the cooler then flows to the front/rear brake housing.
brake assemblies and to another check valve.
This check valve is set at 20 psi (140 kPa) and is Cooling oil flows past the friction plates and
designed to prevent over-pressurization of the exits out of the housing to dissipate heat caused
brake assemblies. by friction as a result of brake applications.
The wheel brake assemblies consists of a series Cooling Flow

of friction plates that are splined on the inside
5566071101 07-96 159

Brake Cooling System Hydraulic Oil Cooler

Components
The brake cooling system is made up of a num-
ber of components used to control oil flow and
pressures to cool the friction plates in the SAHR
brake assemblies.
The major components that make up the brake

cooling system are:
• Sequence valve (See “Pilot Pressure
(Sequence) Valve” on page 141.)
• Hydraulic oil cooler.
• 65 psi [450 kPa] check valve
• 20 psi [140 kPa] check valve. On air-cooled engines, the hydraulic oil cooler is
an integral part of the engine. It is located on top
The hydraulic tank, brake pump, accumulator of the engine directly over the cylinder heads.
charging valve and hydraulic filter are discussed On water-cooled engines, the cooler is plumbed
in detail in the brake system. (See “Brake Sys- into the engine oil cooling system. For more
tem” on page 149.) information, see “Cooling System” on page 66.
65 PSI Check Valve To insure proper cooling of the hydraulic oil, the
cooler must be inspected daily to assure it is not
The 65 psi check valve is located within the pilot damaged or leaking. It should be cleaned weekly
pressure valve. The pilot pressure (or sequence) to avoid a buildup of dirt that can restrict the
valve is a full relief valve that is non-adjustable flow of air past the cooling fins.
and is pre-set to maintain 200 (± 20) psi (1380
kPa) for the dump pilot control as well as the The best method for cleaning the oil cooler is to
steering pilot control. use a high-pressure steam jet. A cold cleansing
agent will also work if allowed to soak in prop-
The check valve is non-adjustable and is pre-set erly before being hosed off with a strong water
at 65 psi (450 kPa). The purpose of this check jet.
valve is to protect the oil cooler from damage in
the event of a pressure spike. Note: When using a cold water or steam spray,
make sure to cover the injection pump, alterna-
Pressures above 65 psi (450 kPa) will cause the tor, voltage regulator, and starter motor as pro-
ball to unseat and relieve excess oil pressure to tection. After wet-cleaning, let the engine run
the tank. long enough to evaporate all water to avoid rust
problems.
Compressed air can be used for dry-cleaning by

starting from the exhaust air side. Clean all dirt
160 07-96 5566071101

blown into the air cowling space after using Multi-disc Liquid Cooled Brake Assembly
compressed air.
20 PSI Check Valve
This check valve is a non-adjustable ball-type

check valve with a pre-set pressure of 20 psi
(138 kPa). The purpose of this valve is to pre-
vent over-pressurization of the brake assemblies.
1 2
Pressure above 20 psi (138 kPa) is relieved to
the hydraulic tank.
3 4
Sump Cooled Brake Assembly
1. Four Plates
2. Cross Section Through Piston & Sealing
Rings
3. Bleeder Screw
4. Inlet Port
5. Cooling Ports
6. Drain Port
During operation, the oil flows into the brake

cavity through the lower cooling port, floods the
brake cavity with oil and exits back to the
hydraulic tank through the upper cooling port.
5566071101 07-96 161

1. Hydraulic Treadle Control Valve Hydraulic Throttle System

2. Slave Cylinder Components
3. From Transmission J-Block
4. To Sump The major components of the throttle system
are:
• Throttle treadle valve
• Throttle control (or slave) cylinder.
162 07-96 5566071101

Throttle Treadle Valve System Schematic
The throttle system receives pressure from pilot

pressure valve (sequence valve). The throttle
The treadle valve is a 3-way foot operated treadle valve is located in the floor of the opera-
hydraulic controller designed for use of hydrau- tor’s compartment. Depressing the treadle valve
lic pressures up to 300 psi (2060) kPa and tem- allows oil pressure to flow to the throttle control
peratures from -20° F to 200° F (-29° C to 93° cylinder that is located on the engine assembly.
C).
The throttle control cylinder is connected to the
The output of the valve is regulated from 40-100 fuel injection pump by linkage and when actu-
psi (280-680 kPa) depending on how far the ated, opens and closes the fuel pump to allow for
treadle valve is depressed. acceleration and deceleration.
Throttle Control Cylinder Acceleration Mode
The throttle control (or slave) cylinder is The system as shown is in the acceleration
mounted on the engine. It is connected to the mode.
injection pump with linkage and is controlled by
The treadle valve has been depressed, allowing
the throttle treadle valve.
oil pressure to actuate the control cylinder
The cylinder has a maximum operating pressure which, in turn, increases the engine speed. At the
of 300 psi (2060 kPa) and an operating tempera- same time, the tank line or return line is blocked
ture range of -20° F to 200° F (-29° C to 93° C). off.
This cylinder is also equipped with an air bleed Relief Mode

screw to assure the system is properly purged to
The treadle valve is also equipped with a relief
provide proper operation.
valve that controls the maximum output pressure
of the valve.
5566071101 07-96 163

This relief valve senses output pressure and will •After one week the filters should be
shift the spool to the neutral position, cutting off replaced. Thereafter, replaced every 400
all input and output flow to prevent over-pres- hours.
surization. 3. Service system fluid
The system as show here is in the relief position •Servicing is dependent on several operating
in that the flow of oil pressure is cut off as well factors:
as output and tank flow.
•fluid service time.
The spool is constantly modulating between this •operating temperature.
position and the acceleration mode depending on
how far the pedal is depressed. •volume of fluid.
Severely aged or contaminated fluid cannot be
General Maintenance Information improved by adding fresh fluid.
Long service life and functional reliability of Fluid subjected to high operating temperatures
hydraulic systems and their components are can break down. Drain and refill fluid more fre-
dependent on proper maintenance. To ensure quently when operating at (or in) high tempera-
efficient operation, it is important to carefully ture conditions.
review the following:
Note: Measure operating temperature not only
• the installation and operational instructions in the reservoir, but also in the region of the
for components pump bearings. Rising operating temperature is
• the technical data contained in the data sheet an indication of increasing friction and leakage.
or service manual Systems operated at less than full volumes allow
• the NFPA/ANSI/ISO recommendations of for the buildup of water from condensation in
non-OEM components for material compati- the tank.
bility Use filter when filling, with mesh width of 0.002
in (0.06 mm) or better - fill via the 10 micron
Servicing After Overhaul system filter.
1. Check fluid level and for external leakage
If fluid quality is questionable, take samples of
•Continuously during start-up. system fluid regularly for laboratory analysis
•Daily after start-up and at each shift change. and have inspected for particle types, size and
quantity. Document findings in manual. If no
•At each fuel fill thereafter. sampling and analysis is performed, replace
2. Check filters fluid at interval specified in the Atlas-Copco
Wagner maintenance schedule.
•Check and, if necessary, replace if flow
restriction indicates bypass of warm oil.
•Daily during the first week.
164 07-96 5566071101

Level of Oil in Reservoir 3. A low oil level means an increased amount

of air in the tank which will increase the rate
of oil oxidation and cause the loss of the oil’s
initial properties.
When reading the oil level, be sure to distinguish

between running and idle levels. This prevents
over-filling.
Importance of Cleanliness
A hydraulic system, like a diesel fuel or lubricat-

ing system, will provide many hours of reliable
1. Upper sight gauge service if properly maintained. A hydraulic sys-
2. Lower sight gauge tem which is not properly cared for will have a
limited service life.
Maintaining sufficient oil in the hydraulic reser-
voir at all times is a significant factor in success- Heat, dirt, and foam are the three main causes of
ful operation.. During operation a certain hydraulic system failure. Of the three, dirt is the
amount of oil may be lost due to: biggest problem. Dirt in a hydraulic system has
1. normal seepage exactly the same effect as it does in a fuel sys-
tem. Most dirt is abrasive, and once it has
2. escape of oil vapor worked its way into the hydraulic system rapid
wear of the components results.
In addition, leaks in the system may develop
during operation. Daily or shift checks of the If dirt is kept out of the hydraulic oil the various
hydraulic oil level will allow prompt identifica- components of the hydraulic system will remain
tion and correction of any problem. clean. Thus, the problem is to keep the oil clean.
This is not difficult if certain basic precautions
If the oil level is neglected and allowed to fall,
are followed:
problems may occur which will hamper efficient
performance of systems: • Keep all hydraulic oil containers covered so
that dirt or water cannot enter.
1. If the oil level becomes too low, air may be
drawn into the pump suction and contribute • Use only equipment known to be clean when
to foaming. It may also cause cavitation, transferring oil from storage tanks to hydrau-
which can decrease the operating life of the lic system reservoirs.
pump. • Set up and follow a definite maintenance
2. Less oil in the system will result in an program for filters and strainers.
increase in oil temperature due to the loss of • Adjust or replace packing and seals when
heat dissipating capacity. Such a rise in tem- necessary.
perature will impose harder working condi-
tions on the pump, fluid motor and other Always remember that in addition to causing the
moving parts such as control valves. parts of heavy equipment to move, hydraulic oil
5566071101 07-96 165

also provides lubrication and cooling for the Oil Changes

hydraulic system components. When dirt or
water gets into the hydraulic oil, all three of A good grade of hydraulic oil will stand up for a
these functions are effected. relatively long period assuming that no exces-
sive contamination is allowed to occur and the
Ordinarily, oil can become exposed to two types oil filler is maintained in good working order.
of contaminants: However, oil will not last indefinitely and regu-
lar oil changes are necessary to maintain an effi-
1. Dirt which attacks the hydraulic oil from the
cient hydraulic system.
outside. This includes dust, lint, rust, and
scale. Because operating conditions will vary widely,
2. Soluble and insoluble products which form the frequency that the hydraulic oil should be
through oil additive deterioration. changed can vary.
The first group of contaminants can be con- Factors which influence oil change intervals are:
trolled by taking the precautions outlined above. • operating temperature
Contamination resulting from the deterioration • relief valve setting
of hydraulic oil additives cannot be completely • presence of water, acids, or solid contami-
controlled through preventative maintenance. nant
The formation of such contaminants is acceler-
ated when the hydraulic system overheats. • amount of make-up or fresh oil added
Therefore, if overheating is prevented, the for-
The only accurate way of determining when the
mation of soluble and insoluble products is
oil should be changed is by chemical analysis.
reduced.
When facilities for checking on the condition of
However, even under the most careful mainte-
oil are not available or the quantity does not jus-
nance, contamination due to oxidation, conden-
tify such work, an interval of 1000 hours will
sation, and the formation of acids causes the oil
usually provide a good factor of safety.
to become harmful to hydraulic system compo-
nents. Therefore, most authorities agree that all The preferred time for draining the reservoir and
of the hydraulic oil should be drained from the changing the oil is at the end of a day’s run when
system on a regular maintenance schedule. This the hydraulic fluid is thoroughly warmed up. By
is the only way to eliminate the accumulation of draining when the oil is warm and immediately
deterioration products from the system. after the system is stopped, the used oil will usu-
ally carry off the greatest quantity of impurities.
How frequently the system should be drained
depends upon many factors. Therefore, it is It is also good practice to flush the reservoir and
always a good idea to rely on manufacturer’s system for further removal of impurities before
recommendations and on suggestions offered by the fresh change of hydraulic fluid is introduced.
oil company representatives. We recommend that regular hydraulic oil be
used to clean pumps.
166 07-96 5566071101

When system is noticeably dirty, a small quan- around pipes which extend through the cover
tity (5 to 10%) of petroleum solvent may be of the reservoir.
added to the flushing fluid to help loosen up
impurities in the system. Pumps may be run for a Selecting the right hydraulic fluid is an impor-
longer period to achieve the desired cleaning tant step in securing the maximum performance
action. and service life from hydraulic equipment. For
normal conditions of operation only mineral
Oil Storage and Handling base oils should be used.
The manufacturers of hydraulic fluids are Animal or vegetable oils are unsuitable and their
extremely careful that no contaminants enter the tendency to oxidize and thicken in service may
fluid prior to the time that it reaches the cus- foul the system and damage components. Water
tomer’s plant. The same care should be followed is particularly damaging and it should never be
in its storage, handling and use. permitted in the system.
Dirt, water, lint and contaminants of any kind Various other fluids may be offered for use in
can seriously impair the action of a hydraulic hydraulic equipment but it is generally advisable
system, resulting in operational problems and to avoid them unless their use is specifically
excessive wear on both the pump and valve approved by the factory.
components. To prevent the introduction of
impurities into the fluid, the following rules The hydraulic fluid serves both as a lubricant to
should be carefully observed: protect the rubbing surfaces of pumps and fluid
motors and as a medium of the efficient trans-
• Store drums on their sides and under protec- mission of hydraulic pressure. The requirements
tive cover. Water collecting on the top of a of lubrication have grown more important with
drum, even though it is sealed, will gradually the higher temperatures and pressures commonly
work its way through the bung seals and into encountered today in hydraulic applications.
the fluid.
Therefore, the use of additive agents to provide
• Before opening a drum, clean the top care-
greater protection against wear have become a
fully so that dirt will not fall into the fluid.
significant feature of modern hydraulic fluids.
• Inspect and keep clean all containers and Other desirable characteristics are good rust pre-
equipment used for storage and dispensing vention qualities, resistance to oxidation and
of hydraulic fluids. freedom from tendency to foam.
• Before adding oil to a hydraulic system, Proper viscosity of the hydraulic fluid is an
wipe off the fill plug with a clean, lint-free important physical property which must be suit-
cloth. able for the requirements of hydraulic system to
• Make certain that the fluid reservoir is pro- assure efficient operation. The correct viscosity
tected against the admission of contami- will also be influenced by the temperature and
nants. Possible openings which may provide pressure at which the system operates.
entrance and which should be checked
include fill plugs, inspection plate, vents, Fluids which are too light at the prevailing con-
missing reservoir cover bolts and seals ditions of operation will permit increased slip-
5566071101 07-96 167

page (i.e., escape of fluid from the high to low • Deterioration of the fluid or the presence of
pressure side of pump or motor) and higher harmful contaminants.
metallic friction with a greater rate of wear.
Hydraulic Oil Change After Failure
If the fluid used is too heavy, response to con-
trols will be slower, the operating temperature of Ordinarily, the procedure outlined in Section 3
system may increase due to higher fluid friction, for draining and refilling the hydraulic system
and other unfavorable symptoms may develop will prove to be adequate. However, if the sys-
such as cavitation at pump intake or a greater tem is extremely dirty, or if the pump or some
tendency to foam. other component has failed, additional measures
must be taken.The following steps are recom-
Viscosity index is another significant physical mended.
characteristic which measures the rate of change 1. After disconnecting all hose connections
in viscosity of a fluid with changes in tempera- from each of the components, blow out the
ture. A high viscosity index is desirable to limit hoses thoroughly, using compressed air.
the effects of temperature change.
2. Remove the pump, cylinders, control valves,
For a normal range of operating temperatures a and all other hydraulic components.
minimum viscosity index of 95 is recommended.
3. Disassemble and thoroughly clean them.
When start-up temperatures below -1° C (30° F)
prevail, a still higher viscosity index of 140 min- 4. Thoroughly flush all of the hoses and the res-
imum is suggested. ervoir with fresh hydraulic oil.
Prevention of Foaming 5. Reassemble and install each of the hydraulic

components.
Excessive foam in the hydraulic fluid may occa- 6. Fill the system with hydraulic oil.
sionally become a problem, particularly if this
condition progresses to a point where an appre- 7. Operate the system through several cycles to
ciable amount of foam is drawn into the hydrau- flush out any remaining dirt or metal parti-
lic pump. Foam is highly compressible and can cles.
affect the output characteristics of the pump, 8. Drain the entire system.
causing irregular operation and premature fail-
ure. 9. Once again clean the screens and strainers in
the reservoir and replace all filter elements
Excessive foam in the hydraulic fluid will usu- with new ones.
ally be caused by one or more of the following: 10. Fill the system with new hydraulic oil and
• Oil level in the reservoir is too low, allowing bleed it as described above.
air to be drawn by the pump into the system.
Hydraulic Reservoir Inspection
• A leak in the suction line joints.
Check the oil level in the hydraulic tank at the
• The use of an improper type of hydraulic
beginning of each shift. The dump box must be
medium or a fluid that is too viscous.
down on its stops (or the teledump retracted) to
168 07-96 5566071101

read proper oil level. Oil should be in both sight 4. Before welding, fill the tank with a noncom-
glasses when tank is full. bustible material such as carbon dioxide gas
or dry nitrogen to prevent the possibility of
The vehicle can be operated if oil is visible in injury from an explosion. If neither of these
only the lower sight gauge, but under no circum- gases are available, use clean water.
stances should a vehicle be operated when oil is
not visible in the lower sight gauge. CAUTION: Never use oxygen. Oxygen is
a basic ingredient of fire and its use can
A CW 00073 .pi ct
Check tank for damage or cracks. increase the chance and severity of com-
Repair bustion occurring.
5. After completing the welding operation,
Since the reservoir is basically a container for remove all traces of the noncombustible
storing hydraulic oil, it rarely requires repair. material which was put in the tank to prevent
The reservoir should be cleaned from time to an explosion.
time as outlined in “Changing Oil in Hydraulic
Systems”. Servicing Filters and Strainers
Occasionally a crack may form in a wall or in One way to determine the need to change filters
one of the tubes or baffles in the reservoir. When is to actually remove and inspect the hydraulic
this happens, the reservoir must be repaired. If filter element from time to time.
you decide that the crack can be welded, there
are certain safety precautions that you should A thin film of dirt covering the outside of the
take. paper pleats of the element is an indication that
dirt is starting to work its way through the ele-
Remember that although hydraulic oil is not an ment.
explosive, it is combustible. Therefore, before
welding a crack in the reservoir, proceed as fol- If dirt is just beginning to show at the root of
lows: each pleat, the element is due for a change. An
element in this condition is still capable of trap-
1. Thoroughly drain all hydraulic oil from the ping dirt, but it will start to restrict the oil flow
tank and system. until oil by-passes the filter and is no longer
2. Remove all of the strainers and other remov- cleaned. Dirt will then be deposited on the com-
able parts from the inside of the reservoir. ponents of the hydraulic system, causing them to
wear rapidly.
3. Clean the reservoir thoroughly. This can be
done adequately with steam. Avoid the use Atlas Copco Wagner provides restriction indica-
of toxic cleaners. If chemicals of any type tors on most of its filter installations for air
are used, be sure to clean the tank in a well intake, engine oil, and hydraulic systems. These
ventilated area and wear protective clothing indicators are color coded and tell you that a fil-
and goggles. ter needs to be changed when the indicator reads
in the red area.
Some believe that the best way to know when to

replace hydraulic system filters is to wait until
5566071101 07-96 169

they become clogged. This is not recommended change of hydraulic fluid (1000 hours). Use of
for two reasons: oil analysis is recommended to determine the
optimum interval. Atlas-Copco Wagner recom-
1. When a filter becomes clogged, it no longer
mends changing filters every 400 hours until
does its job of keeping dirt out of the system.
evidence indicates differently.
2. Most hydraulic filter assemblies are
equipped with a by-pass valve which allows Brake Pedal Adjustment
the oil to by-pass a clogged filter element.
Wheel end pressure is 1500 psi (10300 kPa) and
The by-pass valve ensures a continuous flow of can be checked at the J-block. Pressure is adjust-
hydraulic fluid to the system. Also, without such able using the brake pedal heel stop.
a by-pass arrangement, oil being forced into the
To adjust, with vehicle on a level surface, release
filter under pressure could blow a clogged filter
the park brake. Put the vehicle in 1st gear and
to pieces. The small particles would then flow
roll the vehicle forward, adjusting pedal heel
through the system.
stop up until the service brakes start to drag.
Because of the presence of the by-pass valve,
Then turn stop back down until vehicle rolls free
more and more hydraulic oil will by-pass around
and brakes are no longer dragging. Then turn the
the filter element as it fills up with dirt. Thus, it
stop 1/4 of a turn in and lock jam nut.
cannot be determined from the performance of
the hydraulic system when a filter has become Note: Whenever the SAHR brake valve is
clogged. replaced, it should be tested for dead band and
adjusted as necessary.
Establishing a Schedule
Adjustment of Pedal Deadband
It is difficult to establish a time schedule for ser-
vicing hydraulic system filters that will apply in The term deadband describes the range of pedal
all cases. This is because the rate of dirt accumu- motion that does not effect valve output pres-
lation in a filter is affected by the following fac- sure. The following is a description of initial
tors: diagnostic procedure to check the deadband, the
motion of the pedal that does not effect output
• The cleanliness of the hydraulic oil when pressure.
first placed in the system and the cleanliness
of the make-up oil which has been added. To service the brake pedal, you need a quick
disconnect pressure gage with hose long enough
• The amount of dirt entering the system due
for gage to be seen from inside the cab. There
to carelessness when adding make-up oil.
are two pressure ports, one for front, and one for
• The dirt and dust conditions encountered by rear. These ports will read the brake pressure as a
the equipment on the job. function of brake pedal depression.
• The condition of the hydraulic cylinder Cylinder Inspection
packing.
Check cylinders for pin and bushing wear.
In a properly maintained system, the hydraulic Repair is required when pin and bushing exceeds
filter should only need changing with each 1/8 in. (3.2 mm) wear or movement.
170 07-96 5566071101

Check cylinder for damage to barrel and stem. Troubleshooting

Carefully inspect the inside surface of the cylin- Troubleshooting hydraulic systems involves
der and the condition of the pistons. starting at the beginning of the system and
checking the operation of each part until the
When assembling the cylinder, use new packing, trouble is found.
backup rings, O-ring and wiper ring. Replace
any part that is worn or damaged. Section 10, Troubleshooting, contains a series of
tables design to aid in troubleshooting all the
Thoroughly wash all of the parts of the cylinder systems found on your Mine Truck.
assembly in a suitable solvent.
Once you have found the area where the trouble
Dry them with a clean, lintfree cloth or with lies, it is then necessary to locate the exact com-
compressed air. ponent in that area which is not operating prop-
The steering stops must be checked at least erly.
every 250 hours or less. If they wear excessively Important: When Servicing a Hydraulic
or break off, they can cause severe damage to the System, Think First —Disassemble Last
steering cylinder, pins, and bushings, caused by
bottoming the cylinder out. It is not at all unusual for an untrained mechanic
to immediately start disassembling the hydraulic
Adjusting Cylinder Packing system when it is not working correctly. This
Occasionally it is necessary to adjust the packing cangreatly increase the amount of downtime for
gland on the cylinders to prevent excessive leak- the vehicle simply because the mechanic did not
age. Keep in mind, however, that some leakage stop to think before acting.
is desirable in order to keep the piston rod and Careful troubleshooting of a hydraulic system
seal lightly lubricated and clean. However, if pays off in saved time and work.
leakage should become excessive, tighten the
retainer bolts until the packing is compressed Safety
sufficiently to decrease the leakage.
Play it safe. More than one mechanic has been
injured when checking out a hydraulic system.
Raising the boom and failing to support it prop-
erly before draining the system can be deadly.
Always remember that hydraulic systems oper-

ate under high pressure. Sometimes it is neces-
sary to work on a line that is under pressure. If
so, be careful. Always shut down the vehicle
when possible.
Avoid shortcuts. This applies both to disassem-

bly and assembly. If a hose or piece of tubing is
5566071101 07-96 171

supported in two places by clamps, replace both 2. Always connect hoses and clip them into
of them even if you feel one will do the job. position according to manufacturers’ recom-
mendations. Rerouting a hose too close to
Always use the correct tools. Some parts of the the unit’s transmission or engine can cause
hydraulic system are easily damaged, particu- the hose to overheat. This results in over-
larly if an improper or makeshift tool is used heating of the hydraulic oil passing through
when a precision tool is required. it. Also, avoid using undersized hoses and be
sure to install the hoses so that there are no
Use recommended service procedures. Don’t
sharp bends. These can increase friction and,
experiment. Remember that you are working on
as a result, raise the oil temperature.
expensive equipment. Always treat it as such.
3. When pumps, cylinders, and other hydraulic
Basic Causes of Hydraulic System Failures system components become worn, replace
them. Worn parts allow excessive oil slip-
Before proceeding to troubleshooting charts, it is
page which in turn requires the pumps to
important that you remember that the three most
operate at full output over long periods. This
common causes of hydraulic system failures are
longer cycle increases the length of time dur-
dirt, heat, and foaming.
ing which fluid friction is generated within a
The effect that dirty hydraulic oil can have on a system, increasing the oil temperature.
system has been described. Dirt can do more 4. Always keep the outside and inside of the
damage than either heat or foam. However, heat hydraulic system clean. Dirt on the outside
and foam are also very damaging to any hydrau- of the system acts as an insulation and pre-
lic system. vents normal oil cooling. Dirt on the inside
of the system causes wear which results in
Excessive heat can affect packing and seals. Oil
oil slippage.
and air leaks form, and the effectiveness of the
hydraulic system is quickly reduced. Dirt is able Oil foaming is simply a condition where air is
to get into the system around damaged packing mixing with the oil. This forms small bubbles
and seals, which further shortens the life of the which accumulate in various parts of the system.
system.
When oil foams, it can overheat. This is because
System Overheat Protection the air in the oil increases in temperature when
the oil is compressed. In other words, as the air
Normally, overheating can be prevented by fol-
is compressed, the temperature rises just as it
lowing a few simple rules:
would in an engine cylinder. The hot air bubbles
1. Always use a hydraulic oil of proper viscos- in turn heat the surrounding oil. It is easy to see,
ity. The use of an oil of greater viscosity than therefore, that everything possible should be
that recommended, particularly in areas of done to prevent air from getting into the system
low ambient temperatures, will cause and causing foam.
increased fluid friction and overheating.
172 07-96 5566071101

Eliminating Air From the System become sluggish
Adjust and replace packing and seals when nec- 2. it will lose pressure.
essary. Failure to do so will eventually result in The first rule in determining the root cause of the
air leaks. When replacing seals and packing, use problem is to never assume anything. A careful
only those products recommended by the manu- step by step process is the best method in identi-
facturer. fying the source of a problem.
When installing hoses, make sure they are prop- The first step should be to check the easiest pos-
erly supported. Vibrating hoses can loosen con- sibilities first. On the hydraulic system, this
nections and allow air to enter the system. means checking the oil level in the tank.
Periodically check all hose fittings and connec- Next, conduct a visual inspection of all hoses,
tions to make sure they are properly tightened. A fittings and linkages.
pressure leak is easy to recognize because the oil
will be visible. However, a suction leak can If no visual problems are evident, check that sys-
occur with no visible signs. tem pressure is within specifications. Pressure
tests are usually made by attaching a pressure
If in doubt, apply oil to the inlet hose joints, one gauge at the pump or relief valve, depending
joint at a time. If pump noise, caused from the upon the particular system. To check the maxi-
presence of air, decreases when oil is added to a mum hydraulic pressure output for a system pro-
certain joint, you know this joint is leaking air. ceed as follows:
When servicing or rebuilding various hydraulic 1. With the engine shut down, remove the pipe
system components, make sure that you are plug from the point at which the gauge is to
doing a good job. Packing that is improperly be attached and install the gauge.
installed will often leak. Sloppy assembly proce-
2. Start the engine.
dures will result in unreliable service and costly
follow-up repairs. 3. Accelerate the engine to maximum rpm, and
operate the specific function in question.
Excessive air in a system can usually be recog- Hold it in that position.
nized by erratic and uneven operation of the
hydraulic system. The air in the system does not 4. Check the gauge reading to see if it conforms
allow the oil to provide steady pressure against with the maximum oil pressure recom-
the pistons, causing jerky operation. Therefore, mended by Atlas Copco Wagner Inc.
if you should have this condition, look for air 5. The second basic check is to test the cycle
leaks in the system. times of all hydraulically actuated systems.
Below normal times will indicate possible
Checking for Component Failure flow problems.
A failure of one or more components in the
hydraulic system will usually result in one of the
following:
1. the hydraulic system will slow down and
5566071101 07-96 173

6. If the pressure or cycle times are below spec- If any of these conditions exist, you should first
ification, disconnect the hydraulic line on the check all intake fittings and connections for
outlet of the pump and install a pressure leaks.
gauge (and in-line flow meter) to determine
if the pump is operating correctly. Remember that over-tightening can be even
more troublesome than under-tightening. The
7. Proper flow and pressure at the pump outlet number of pound-feet recommended for tighten-
usually is an indication that there is not a ing a particular swivel nut will ensure a tight seal
problem with the pump. Begin isolating and and yet not be so tight as to result in distortion of
testing individual systems and components one or both fitting seals.
until the problem is found.
Leaks on the intake side of the system can usu-
Checking Hydraulic Systems for Leaks ally be detected by adding oil to the area of the
connection. If the pump noise caused by aeration
Leaks are a common symptom of more exten-
lessens or stops, you have found the connection
sive troubles in a hydraulic system. Hydraulic
where air is being taken into the system.
system leaks can be classified into two major
types: external leaks and internal leaks. Internal Leaks
External Leaks As the various components of a hydraulic sys-
tem wear, internal leakage within the compo-
External leaks on the pressure side of a hydraulic
nents occurs. A slight amount of internal leakage
system are easy to locate because of the presence
can be tolerated. As leakage increases however,
of hydraulic fluid. Nevertheless, it is important
system performance begins to drop as hydraulic
that the maintenance personnel and operator
energy is lost. This lost energy turns up in the
keep a close watch over the various components
form of heat, which can degrade the oil and lead
of the hydraulic system in order to identify and
to premature equipment failure. Therefore, it is
correct pressure leaks as soon as they start.
important that the hydraulic system be kept in
External leaks which occur on the intake side of good working order.
the pump are much more difficult to detect.
However, you can usually suspect intake leaks in A good mechanic can troubleshoot a hydraulic
system and find the source of trouble without
a system if any of the following five conditions
any unnecessary, time-consuming disassembly.
are evident:
A careful study of troubleshooting charts in Sec-
• Air bubbles in the hydraulic oil. tion 9 will help you develop this ability. The fol-
• Erratic or jerky hydraulic system action. lowing information can also prove helpful in
determining the source of internal leakage in a
• Overheating hydraulic system.
• Excessive pressure in the reservoir.
The Basic Causes Of Fluid System Leakage Are:
• Excessive pump noise.
1. Human Error.
2. Lack of Quality Control.
3. Poor Protection of Components in Handling.
174 07-96 5566071101

4. Difficult to reach Fitting Connections. 2. Use an ink pen or marker to mark a line
lengthwise on the nut and extend it onto the
5. Improper Design of Piping or Routing
adapter.
6. Poor Selection of Materials
3. Tighten the nut with a wrench, turning the
7. Lack of Education nut the amount shown in the following chart.
Finding the Leak Location The difference (misalignment) of the marks will
show how much the nut has been tightened (or
Identifying the exact location of a leak can be that it has been tightened).
difficult. To make sure that a leak is not at a
higher point and draining down: Hose Size Rotate No. of Hex Flats
1. Wash and/or wipe down leakage area. 4 2-1/2
2. Watch for the leak to appear. 5 2-1/2

6 2
3. Place a paper towel or rag above the sus-
pected connection to catch any fluid drop- 8 2
ping from above. 10 1-1/2 -2
Remember — Seepers or weepers can be hard to 12 1
locate.
16 3/4-1
Leak Problem Areas 20 3/4-1
SAE 37° Flare Connection 24 1/2-3/4
Causes:
What to do if the joint leaks after it has been
Most of the leaks on this connection are due to tightened properly.
the lack of tightening (human error). You can’t
tell if the nut has been tightened by just looking Disconnect the line and check for:
at the connection. If it is more than finger tight, Problem Corrective Action
you can’t tell from observation how much.
Foreign particles in the Wash them off
Torque wrenches are good only when they are joint
used. You must rely on the user to be sure they Cracked Seats Replace them
get used on all joints and connections. The user
must depend on his memory to know if he has Seat mismatching or Replace the adapter
tightened all of the joints. not concentric with the
threads
Cures:
Deep nicks in the seats Replace faulty part
Here is a foolproof method of tightening. Any-
one can tell if the joint was tightened and how
much:
1. Tighten nut finger tight until it seats.
5566071101 07-96 175

Excessive seat impres- Replace the part “O” ring leakage after long service.
sion. This indicates too Instant leakage upon start up.
soft a material for high
pressures. Threads will Causes:
stretch under high pres- May be either human error or faulty parts.
sure
Cures:
Phosphate treatment Replace faulty parts
This is an etching pro- Replace “O” ring seals and start over.
cess which if overdone
leaves a rough sandpa- Jam nut and washer must be to the back side of
per-like surface the smooth portion of the elbow adapter.
Chatter or tool mark — Replace faulty part Lubricate the “O” ring — Very Important
High and low spots on
seats Thread into port until washer bottoms onto seat
face.
SAE 45° nuts Note: Is the spot face large enough for the
Causes: washer? Does hex of the straight adapter fit Into
spot face
When connected to an SAE 37° male flare fitting
it will leak. The SAE 45° nut is too long and will Position elbows by backing up the adapter.
bottom on adapter hex in sizes 8 and 10 before
Tighten jam nut.
the seats are tight.
Cures: SAE 4-Bolt Split Flange Connection
Use all SAE 37° flare parts. The SAE 4-bolt split flange connection is a face
Remember seal. The shoulder which contains the seal must
fit squarely against the mating surface and be
Many of the leakage problems on this type of held there with even tension on all bolts.
connection won’t show until the unit has had a
few hours of service. The shoulder protrudes past the flange halves by
.01 in. (.25 mm) to .03 in. (.76 mm).
All items, except the first one in the above chart,
are quality control problems which are usually This is to insure that the shoulder will make con-
found on parts supplied by the lowest bidder. tact with the mating accessory surface before the
flange does.
SAE Straight Threat “O” Ring Seal.
The flange halves overhang the shoulder on the
Problem: ends so that the bolts will clear the shoulder.
Elbows loosen up after short service. Problem (1):
“O” ring leakage after short service. Because of the shoulder protrusion and the
flange overhang, the flanges tend to tip up when
176 07-96 5566071101

the bolts are tightened on one end, in a seesaw evenly torqued. Don't tighten any one bolt fully
fashion. This pulls the opposite end of the flange before going to the next one.
away from the shoulder and when hydraulic
pressure is applied to the line, it pushes the Because of the tolerance build up in all compo-
shoulder back into a cocking position. nent parts plus the bolt bending, the flange
halves can move sideways. This can lessen the
Causes:
shoulder contact with the flange to zero in the
This connection is very sensitive to human error center area between the long bolt spacing.
and improper bolt torquing.
When flanges have a large radius on the edge,
Cure: the leakage problem becomes even greater with
All bolts must be installed and torqued evenly. the above conditions.
Finger tightening with the use of feeler gauges Remember — All flanges have a small break at
will help to get the flanges and shoulder started edge to insure full contact with the shoulder
squarely. flanges.
Problem (2): In spite of all of the unfavorable conditions with

this design, has run high pressure impulse tests
When the full torque is applied to the bolts, the under lab conditions with up to 2 million cycles
flanges often bend down until they bottom on without failure of any component.
the accessory. This also causes the bolts to bend
outward. These test were made on quality parts using
Cause: standard 60 durometer “O” ring seals and 5000
psi (34500 kPa) pressure peaks. The 3000 psi
Bending of the flanges and bolts tends to lift the (20800 kPa) designed connection was used in
flange off the shoulder in the center area the test with heat treated flanges.
between the long spacing of the bolts.
Pipe Thread Leaks
When pipes and/or hoses are joined together
with this connection, the conditions become What to do if the joint leaks after it has been
more sever because the spacing between mating tightened properly:
flanges now is doubled and becomes .02 in. (.5
Disconnect the line and check for:
mm) to .06 in. (1.5 mm) gap. All conditions are
now multiplied 100%. Problem Corrective Action
Connector not tight Tighten
High torque is required on all bolts which must
be Grade 5 or better because much of the torque Cracked port or con- Check for cracks and
is lost in overcoming the bending of the flanges nector replace defective parts
and bolts. Oversized threads in Inspect for proper
port thread size
Cure:
Undersized threads Inspect for proper
Lubricate the “O” ring before assembly. All mat- on connector thread size
ing surfaces must be clean. All bolts must be
5566071101 07-96 177

Galled threads (torn Inspect and replace if Before Starting

threads) necessary
Check cleanliness:
Damaged threads, Replace if damaged
• of the area around the vehicle
nicks, cuts, etc.
Threads not dry-seal Use “NPTF DRY- • of power units, pipe connections, compo-
standard for hydrau- SEAL” standard nents
lics • of hydraulic fluids
Straight pipe threads Use “NPTF DRY- • of parts from stock
instead of tapered SEAL” standard
Watch out for contamination. Dampness or dirt
Contaminated Clean and inspect
from the surrounding environment must not be
threads, dirt, chips,
allowed to enter the hydraulic reservoir. Fill res-
etc.
ervoir only via a filter, preferably via system fil-
High vibration loosen- Retighten connector ters or portable filter stations with fine filters (10
ing connection Check with engineer- micron).
ing
Do not mix Fire Retardant Fluid (FRF) with
Heat expansion of Retighten while hot
standard hydraulic fluids.
female threads
Too tight, causing Check, replace Protective internal paint coatings, if used, must
thread distortion be compatible with the hydraulic fluid used.
Remember Be sure all parts are on hand.
Many of the leakage problems on this type of Parts from storage can develop a build-up of
connection won’t show until the vehicle has had resin from protective oils and grease. This resin
a few hours of service. should be dissolved with solvent before the part
is installed.
Removal and Replacement
Make use of lifting eye bolts and transportation
Procedures equipment.
WARNING: Block all wheels, remove the
Do not use force. In order to prevent radial
ignition key, and place a warning tag on
forces and tension on pipelines and components,
A CW 00073 .pi ct
the steering wheel before performing

ensure that pipelines are firmly secured.
maintenance on the hydraulic pumps and acces-
sories. Do not use putty or Teflon tape as a sealing
Note: The use of any safety procedures given in material, as this can lead to contamination and
this section do not preclude any other safety thus malfunctions.
practices contained in this manual.
Make sure hose lines are correctly laid. Rubbing
and touching of the lines must be avoided.
178 07-96 5566071101

Ensure availability of correct fluids (ISO VG 2. Apply penetrating oil to both pin collars to
DIN 51519) facilitate pin removal and prevent damage to
collar spacers when forcing pin out.
Relieving Hydraulic System Pressure:
3. Disconnect all cylinder hoses. Clean, label
1. Apply the brake pedal, release the park brake and plug all cylinder and hose connections.
know, and cycle the park brake override until
the accumulator pressure gauge reads 0 psi. 4. Loosen bolt on split cap (pinch clamp), if
necessary spread clamp slot with a chisel to
2. Vent tank to atmosphere by depressing the wedge open.
pressure check valve on top of the breather
on the hydraulic tank or by loosening the 5. Remove pin on load frame side.
filler cap. 6. Remove pin on power frame side.
Before removing any hose: 7. Remove cylinder with help of lifting device.
1. Clean immediate area around any hydraulic Steering Cylinder Installation
component to be serviced to prevent contam-
ination 1. Orient cylinder to same position as the oppo-
site cylinder, stems to rear, and oil ports up.
2. Label hose to facilitate assembly and diag-
nostics 2. Grease pins, install pins as shown in illustra-
tion, make sure the collar spacers are in the
3. Have plug prepared to cap each hose to be correct position, then torque pinch clamp
removed bolts to specification.
4. Return lines are open to tank, therefore the 3. Connect pressure and return lines, grease
entire hydraulic tank can drain if they are not pins.
adequately plugged. Often it is useful to
apply a vacuum (5-7 psi / 340-480 kPa) on Bleeding Air
the hydraulic tank at the breather to prevent
oil leakage, but a plug will still be necessary Bleeding of system will be necessary when ever
to prevent contaminate from getting sucked the hydraulic lines are removed. After cycling
into the lines. the steering controls several times in order to
bring oil to operating temperature, do the follow-
Steering Cylinder Removal ing to bleed the cylinders, repeat if necessary.
1. Articulate vehicle so cylinder to be removed WARNING: Vehicle articulation lock

is fully extended. must be in place and maintenance person-
A CW 00073 .pi ct
nel must wear heavy gloves and safety

WARNING: Extreme caution must be glasses during this procedure.
used when servicing the vehicle without
A CW 00073 .pi ct
the steering lock in place, and all hydrau- 1. With the vehicle on and the hydraulic fluid
lic pressure in the accumulators must be dis- warm, loosen bleed screw at top of steering
charged before starting work on cylinders cylinder to allow air to escape and oil to
without articulation lock in place. weep.
5566071101 07-96 179

2. With the articulation area clear, have second 6. Disconnect all cylinder hoses. Clean, label
operator cycle control lever slightly, forcing and plug all cylinder and hose connections.
pressure into cylinder. 7. With cylinder secured in place and box prop-
3. Close bleed valve when steady stream of erly supported, remove first the upper pin,
fluid weeps out. then the lower pin. Be careful of free swing-
ing cylinder ends.
4. Clean the cylinder and any oil spillage.
8. If machine has trunnion caps (shoulder col-
Dump Box Cylinder Removal lars), remove 4 bolts to remove collars and
leave pin inside cylinder until cylinder is on
The dump cylinders require a some sort of lifting stable surface.
device to support and lower the cylinder to the
ground. Determine how the cylinder will be han- Dump Box Cylinder Installation
dled before removing, then do the following.
Reassemble in reverse order. Install cylinder
1. Raise the dump box several inches and sup- with all stems fully retracted, clamp lower pin
port so cylinders will not bottom out and first, position upper pin in place and use hoist to
wedge in their respective clamps. Lower the extend cylinder into box trunnion clamp.
box onto the supports with the Dump Con-
trol Lever in Float position to prevent pres- Bleeding Air
sure buildup in cylinder.
Bleeding of system will be necessary when ever
2. Secure the cylinders in place. the hydraulic lines are removed. After cycling
Note: Make sure cylinder is free of grease or oil the dump controls several times in order to bring
before securing with strap to prevent it from slip- oil to operating temperature, do the following to
ping. bleed the cylinders, repeat if necessary.
3. Vent all hydraulic pressure from the hydrau- WARNING: Maintenance personnel
lic oil tank by loosening the filler cap (or A CW 00073 .pi ct
must wear heavy gloves and safety glasses
depressing the relief valve). during this procedure.
WARNING: Dump box must be securely 1. With the vehicle on and the hydraulic fluid
A CW 00073 .pi ct
supported before relieving pressure. warm, loosen bleed screw at top of steering
Crushing hazard exists. cylinder to allow air to escape and oil to
weep.
4. Relieve any excess pressure in dump cylin-
ders by carefully opening bleeder screw at 2. Have second operator cycle control lever
top of cylinder. slightly, forcing pressure into cylinder.
CAUTION: Hydraulic fluid may be under 3. Close bleed valve when steady stream of
A CW 00073 .pi ct
pressure. Safety glasses and heavy gloves fluid weeps out.
must be worn. 4. Clean the cylinder and any oil spillage.
5. Apply penetrating oil to both pin collars to
facilitate pin removal and to prevent collar
spacer damage when forcing pin out.
180 07-96 5566071101

Pump Removal 4. With the control handle in threshold position

(about 3-5 degrees past the center position),
1. Remove the hoses and plug lines. set the threshold (start of flow) by adjusting
2. Remove the mounting bolts, and slide the “THR” clockwise (CW) to increase and
pump off the forward pump stub shaft. counterclockwise (CCW) to decrease until
the desired voltage or current is displayed on
3. Cover open stub shaft assembly to keep
clean the meter.
Note: Threshold is the position of the handle at
Pump Installation which the output first turns on.
Install in components in reverse order, torque 5. With the control handle in the maximum
hardware to specified values. flow position (full on), set the maximum
flow by adjusting “MAX” (CW to increase,
When assembly has been correctly completed, CCW to decrease) until the desired voltage
proceed with start-up and functional testing. or current is displayed on the meter.
6. Repeat steps 4 and 5 to verify threshold and
Electronic Dump Control Lever
maximum levels.
The Electronic Dump Control Lever can be re- 7. Connect a valve coil and multimeter to the
calibrated, voltage modulation, by using the fol- next output and repeat steps 4, 5, and 6.
lowing procedure. Adjustment of the frequency
and ramp will be unnecessary. Note: If the desired maximum and threshold val-
ues cannot be achieved, one setting may be too
The Single Axis Direct Drive is adjustable for high. In this case, repeat steps 4, 5, and 6 after:
most proportional valves. Each function has • Rotating “MAX” and “THR” CCW 21 turns.
already been adjusted at the factory. Only fine
tuning adjustments may be needed. To calibrate • Rotating “MAX” CW 5 turns.
the unit, perform the following procedure: 8. To adjust the ramp for an output, rotate
1. Connect power (red wire) and ground (black “RMP” CW to increase or CCW to decrease
wire) to a power supply (12 volts). for each output.
2. Connect a valve coil to the output to be cali-
brated.* Preparation for trial run
3. Connect a multimeter in parallel with the Start-up
valve coil to measure voltage or in series (Applicable after overhaul of major component
with the coil to measure current. after failure during service).
Prior to start-up the following check list should

be run.
1. Check that Hydraulic Oil Tank is clean.
2. Check hydraulic lines cleaned and correctly
installed.
5566071101 07-96 181

3. Check that all couplings and flanges are 6. If pilot “boost” pump is installed, start up; all
tightened. pump cavities should be full and tank pres-
surized.
4. Check that all components are correctly con-
nected in accordance with installation draw- 7. Check operating function of hydraulic sys-
ings or circuit diagram. tem without load.
5. Check that hydraulic accumulators are prop- 8. When normal system operating temperature
erly charged with nitrogen. has been reached, test system under load.
Gradually increase pressure.
Note: It is recommended that the gas charge be
noted on the accumulator itself (e.g. by a label) 9. Check monitoring and measuring devices.
and in the circuit diagram, so that a check may Note: Jerky movements indicate the presence of
be made in the future when required. air in the system. By changing the pump’s dis-
6. Check engine and pump are correctly assem- placement with the actuators in the loaded or
bled and aligned. braked condition, certain air pockets can be
eliminated. The system is completely bled when
7. Check that hydraulic filters are of specified
all functions can be carried out smoothly and
pore size.
continuously and there is no foaming on the sur-
8. Check that all fluids are as specified and face of the fluid. In practice, it has been found
filled up to maximum level. that foaming should have ceased 1 hour after
start-up, at the latest.
Trial run
10. Check fluid temperature.
1. Clear the area of all unauthorized personnel. 11. At normal operating temperature, check flow
Only personnel directly required to test the restriction indicators while operating dump
vehicle should be present. controls.
2. Check that all shut-off valves are fully open. 12. Compare measured values with specified
3. Check that the direction of rotation of the performance parameters (pressure, speed and
engine matches that of the pump. setting of other control components).
- Start the vehicle. 13. If restriction due to contamination is found,
flush the hydraulic system in order to pre-
- Slowly move forward a few feet.
vent premature failure of system compo-
- Check rotation. (counter clockwise while nents. Check filter back pressure.
facing pump input shaft).
14. Listen for noise.
4. Check position of directional valves and, if
15. Check fluid level; add if necessary.
necessary, move into required position.
16. Check setting of pressure relief valves.
5. Open pump suction valves - if necessary, fill
pump housing with fluid. 17. Check for leakage.
18. Shutdown the vehicle.
182 07-96 5566071101

19. Tighten all fittings, even if there is no evi-

dence of leakage.
WARNING: Tighten only when the sys-
A CW 00073 .pi ct
tem is not under pressure.
5566071101 07-96 183

184 07-96 5566071101

Wagner Mine Trucks
Section 8
Electrical
Electrical Service Manual Wagner Mine Trucks
Electrical System
The engine mechanically turns the alternator,
producing current. At this point the alternator is
Theory of Operation
supplying all electrical loads, through the bat-
All electrical devices, motors included, need tery.
some type of electric power supply to furnish the Circuit breakers and fuses protect components in
voltage and current they require. An electric cir- the system. A Master switch isolates the battery
cuit can be easily understood by comparing it to (and the alternator) from the rest of the system.
a hydraulic system.
In a Hydraulic Circuit In an Electric Circuit Schematic and Wiring Diagrams
Pump corresponds to Generator The electrical system schematic illustrates the
Pressure corresponds to Voltage vehicles harnessing and major components. It is
meant to provide a system overview.
Liquid Flow corresponds to Current
The electrical wiring diagram provides exact
Pipes corresponds to Wires information of all system and component wiring
Valve corresponds to Switch connections.
Hydraulic corresponds to Electric Motor Electrical Ladder Diagram
Motor
The electrical ladder diagram is a schematic rep-
Accumulator corresponds to Battery resentation of the vehicle’s logical operation (not
a physical representation of the harnesses) and is
the most effective means of viewing the com-
Atlas-Copco Wagner uses a 24 volt electrical plete electrical system and its interactions with
system as standard on most models. other system devices. It is also a valuable tool for
The electrical system runs on 24 volts provided diagnosing and troubleshooting electrical prob-
by the alternator. It supplies power for engine lems.
starting and monitoring, instrumentation and Once a problem has been isolated from the over-
control (where electrical circuits are used in all system, it is recommended to use the specific
place of mechanical or hydraulic controls), vehi- harness/component drawings and wiring dia-
cle lighting, audio and visual warning systems grams in order to make correct/ informed deci-
(horns, backing alarms, flashing lights) and other sions toward resolving the issue.
accessory systems (air conditioning, remote
radio control). Two 12 volt batteries connected Electrical Wiring Diagram
in series provide starting voltage. All electrical circuits on Atlas-Copco Wagner
When the operator turns the OFF/ON/START vehicles are numbered in the following manner:
switch to ON, energy stored in the battery flows
xx x x
through the electrical system. Turning the switch
to START energizes the starter motor. The starter Starting circuit branch circuit number
motor, using the flywheel, moves the crankshaft. breaker
Fuel pumped into the cylinders is ignited, start-
ing the engine.
186 07-96 5566071101

Wagner Mine Trucks Service Manual Electrical
Circuit numbers change only when they have (f) Options

made a transition through an electrical compo- - A large number of options are avail-
nent such as a relay coil, switch or switch con- able, from extra lights to special
tact. Circuit numbers do not change when they gauges.
cross devices such as tie points, terminal blocks
or connectors. - Each option is generally shown in
Electrical Ladder and Wiring Diagrams are pro- the parts book and contains all
vide in the Atlas-Copco Wagner Parts Books. parts, wiring, and hardware. The
installation will also indicate how
Note: For full-sized prints of your system sche- the option will wire into the system.
matic and/or ladder diagram, see your Atlas
Copco Wagner Inc. sales company or authorized Electrical Distribution
dealer. See the back of this section for reduced
versions of these diagrams. Wiring Harnesses
Vehicles are equipped with a sealed electrical
Electrical System Components system. Wiring is designed to withstand operat-
ing conditions of 125° C (257° F) and 600 volts.
1. Atlas-Copco Wagner’s electrical systems are
Wiring splices are dip soldered and protected
comprised of several sub-systems.
with waterproof heat shrink tubing.
(a) Electrical distribution All exposed connections are coated with 3M
- wiring to sub-systems #776 “conformal coating” to prevent corrosion
(b) Charging & Ignition and shorting. Internal connections and terminal
blocks have a spray-on urethane coating
- battery(s) and mounting hardware. In areas subject to abrasion, the wires are pro-
- alternator. vided with a protective covering. The cover can
be one of several types ranging from a spiral
- starting motor and starting sole-
wrap to a braided sleeving.
noids.
- preheater Master (Battery Isolation) Switch
(c) Instrument panel This is an environmentally sealed switch which
isolates the battery and alternator from the rest
- panel installation and all wiring
of the electrical system. Its primary purpose is to
within the panel.
provide for safe conditions while performing
- all components located within the maintenance. It also serves as an emergency
panel. shutdown switch for the vehicle. On most vehi-
(d) Lights cles, the Master switch is located in the power
frame, near the operator’s cab.
- front and rear light installations and
any additional lighting. Component Box
(e) Horn The electrical component box is a rubber gas-
- horn installation and hardware (air keted, all-metal waterproof compartment
horn not included). designed to protect key components from harsh
5566071101 07-96 187

environmental conditions. Depending on its Emergency service brakes are supplied as an

location, it will be provided with welded, steel option on some vehicle, and are electrically
plate protection from falling rock and inadvert- energized to apply.
ent stepping.
Most main circuit breakers and fuses are located Charging & Ignition System
inside of the component box, as are several com- The charging and ignition system consists of:
ponents in the charging and ignition system.
Component Location
Park Brake Switch Batteries-(2) Battery Box
On vehicles not equipped with the SAHR brake Isolation Switch
system, the parking brake is electrically ener- Starter Fuse
gized to release. Starter Engine
The parking brake will be applied if any combi- Alternator
nation of the following occurs: Starter Solenoid Component Box
• The park brake button is actuated, or the park Alternator Circuit Brkr
brake test button is actuated Ignition Circuit Brkr
• The ignition switch is turned to the “off” Ignition Relay
position, or the battery disconnect switch is Ignition Switch Switch Panel
opened
Battery
• Brake accumulator pressure drops below
1400 psi (96.5 bar), or converter pressure 24 V
drops below 60 psi (4.1 bar). load
• Or any situation that removes electrical

- + - +
power from the park brake solenoid.
A B
Electric components associated with the brake Two 12 volt batteries connected in series achieve
system consists of: the 24 volts of direct current (dc) required by the
starter motor.
Component Location
In the battery circuit, there is an in-line fuse on
Park Brake Switch Cab
the positive battery cable, protecting the starter
Emergency Stop Switch motor from overcurrent conditions and a discon-
Park Brake Indicator nect switch on the negative battery cable to
Park Brake Test Switch Switch panel remove the batteries from the chassis ground.
Park Brake Solenoid Brake manifold
Wheel End Brake Solenoid Starter
Accumulator Press Switch Transducer box Current flows from the ignition (start) switch to
Converter Press Switch the starter motor solenoid. A fuse protects the
starter from power surges. A Neutral Safety
Park Brake Press Switch
switch is also included in the circuit, to protect
Brake Relay (time delay) Component box the vehicle from being started in gear.
188 07-96 5566071101

The ignition system has both 12 vdc and 24 vdc Instrument Panel and Controls
capabilities. This is achieved by ignition relays
located inside of the electrical component box. Component Location
Tachometer Gauge panel
Alternator Speedometer
The alternator is fully enclosed with built-in reg- Engine Temp Gauge
ulator and is brushless. Engine Oil Press Gauge
The alternator performs two functions: Fuel Level Gauge
1. It satisfies the electric current requirements Hourmeter (Servicemeter)
demanded by the vehicles’ systems. Trans Temp Gauge
2. Provides battery charging. Trans Press Gauge
Accumulator Press Gauge
It is important to reserve about 20% of the alter-
3000 psi — Accum Transducer Box
nator’s full load capability to support the battery
charging function. The alternator is sized to pro- 600 psi — Trans
vide this margin with the engine at high idle. 150 psi — Engine Oil
Eng Oil Press Sw (6 psi)
Preheater (Deutz) Accum Press Sw
Vehicles with Deutz air-cooled engines have a (2—1400 psi)
pre-heat circuit for starting in cold conditions. (1 — 100 psi)
This circuit consists of a manually actuated P.Press Sw 1400 psi
switch, solenoid, glow plug indicator and glow Retarder Press Sw 30 psi
plugs.
Emer. Steer Press Sw
The glow plugs are mounted in the pre-combus- (2—200 psi)
tion chamber of each engine cylinder, and heat Fuel Sender Fuel Tank
up as current is passed through. This helps
Trans Temp Sender Manifold
ensure that the fuel will reach ignition tempera-
ture upon startup. The glow plug indicator con- Eng Temp Sender Engine
sists of a series of coils that heat at the same rate Engine Temp Sw (210° F)
as the glow plugs. They are located in the opera- Speedometer Generator Transmission
tors compartment and when visible, indicate that Trans Temp Sw (250° F)
the cylinders are warm enough to start the Indicator Panel #l Cab
engine. Indicator Panel #2
Alternator Relay Component Box
Haz/Turn Relay
High Beam Relay (2)
Dump Box Limit Sw Power Frame
All gauges and indicators are 12 vdc devices.
The gauges are analog devices and receive their
input signals from either a sender or sensor. The
5566071101 07-96 189

only exception to this is the engine hourmeter Single Axis Direct Drive Calibration Procedure
(servicemeter), which is digital and receives its The single axis direct drive is adjustable for most
input from the engine oil pressure switch. proportional valves. Each function has already
been adjusted at the factory. only fine tuning
Dump System adjustments may be needed. to calibrate the unit,
perform the following procedure:
The electrical portion of the dump system con-
sists of 1. Connect power (red wire) and ground (black
wire) to a supply. (12 or 24 volts)
Component Location
2. Connect a valve coil to the output to be cali-
Dump Control Cab
brated.*
Dump Solenoids Dump Valve
3. Connect a multimeter in parallel with the
Dump Box Limit Switches Load Frame valve coil to measure voltage or in series
The dump system is a fully proportional, PWM with the coil to measure current.
electrohydraulic control. The dump controllers’ 4. With the control handle in threshold position
electronic components are self-contained within (about 3-5 degrees passed the center posi-
the joystick, which is a 24vdc supplied unit. tion), set the threshold (start of flow) by
The joystick amplifier cards supply the propor- adjusting “THR” clockwise (cw) to increase
tional current to the PWM solenoid valves and counter clockwise (ccw) to decrease
located on the dump control valve. For calibra- until the desired voltage or current is dis-
tion procedures involving the dump control joy- played on the meter.
stick, see Dump Controller — HED Note: Threshold is the position of the handle at
In general, the dump box will raise when the which the output first turns on.
controller is pulled back towards the operator,
5. With the control handle in the maximum
and will lower when pushed away from the oper-
flow position, (full on) set the maximum flow
ator.
by adjusting “max.” (cw to increase, ccw to
If the system is equipped with an automatic low- decrease) until the desired voltage or current
ering system, it may be activated by the push is displayed on the meter.
button located on the top of the dump control
joystick. Stopping of the automatic lowering 6. Repeat steps 4 and 5 to verify threshold and
system is accomplished by depressing the red maximum levels.
switch located on the side of the joystick. In 7. Connect a valve coil and multimeter to the
vehicles equipped with the automatic lowering next output and repeat steps 4,5 and
system, it is required to hold in the red lock-out
Note: If the desired maximum and threshold val-
switch, in order for the dump controller to
ues can not be achieved, one setting may be to
become operational. There are two standard
high. in this case repeat step 4, 5 and 6 after:
limit switches for the dump control system and
one additional limit switch, if the vehicle is a Rotate “max” and “THR” ccw 21
equipped with the automatic lowering system. turns.
All of the limit switches are located at the rear of (b) Rotate “max” cw 5 turns.
the load frame.
190 07-96 5566071101

3. To adjust the ramp for an output, rotate Marker Light (5) Cab Brow
“RMP” cw to increase or ccw to decrease for Flasher Cab Wall
each output. Beacon Light Cab Roof
4. To adjust the frequency, place a frequency Proximity Switch Brake Pedal
meter between any output and ground.
All lighting systems are individually protected
Rotate “FRQ.” cw to increase or ccw to
by circuit breakers/fuses. In general, all light
decrease frequency until the desired fre-
quency is achieved. Frequency will be lost if functions are of a sourcing nature. Power is pro-
vided by the respective circuit breaker to a
adjustment is past the maximum (600hz).
switch. This switch will either directly activate
Light System the lighting source, or energize a relay, which
will then activate the lighting source.
Standard lights are a halogen type with rubber Relays are used for several reasons:
housings. The previously housing was metal and
is available if requested. 1. When a switch is not capable of carrying the
The light system consists of: electrical load
Component Location 2. Logic control

Front Light Switch Switch Panel 3. To provide electrical isolation.
Rear Light Switch
Cab Light Switch Horn and Alarm Systems
Work Light Switch The horn subcircuit consists of:
Beacon Light Switch Component Location
Front Marker (L & R) Front Grille
Horn Relay Component Box
Headlights (L & R)
Headlights (highbeam) Horn Cab
Front Turn Signals Horn Button Steering Column
FrontLight Relay Component Box
Horn
High Beam Relay #l
High Beam Relay #2 On most Atlas-Copco Wagner Mine Trucks, the
Rear Light Relay horn is located in the engine tub at the front of
the vehicle and is activated (via relay) by
Brake Light Relay
depressing a button on the instrument panel.
Rear Markers (L & R) Rear of Power Frame
Rear Lights (L & R) Back-up Alarm
Rear Turn Signals The vehicles’ back-up alarm is located at the rear
Turn Signal Switch Steering Column of the load frame. This alarm is rated at 112
High Beam Switch Turn Signal Switch dB(A) at 24 v. It is activated anytime the trans-
Hazard Switch mission is in the reverse position.
Door Switch Cab Door Frame
5566071101 07-96 191

In conjunction with the back-up alarm sounding, tic connector, which is located inside the
the rear lights (halogens) will also activate any- electrical component box. Use of this port
time the transmission is in the reverse position. requires the access to an engine DDR (Diagnos-
tic Data Reader).
Options If such a reader is unavailable, the engine diag-
nostic codes may be flashed on the vehicles
Engine System “CHECK ENGINE” indicator located in the cab,
The location and number of electrical compo- by shorting between pins A and M of the diag-
nents associated with the engine installation nostic connector. To interpret the codes, it is nec-
depends on the manufacturer of the engine in essary to have the DIAGNOSTIC CODES card.
your vehicle. The two indicators for DDEC are located in the
Component Location cab and are labeled “CHECK ENGINE” and
Coolant Level Module Battery Box “STOP ENGINE”. A check engine light will
DDEC Fuse (15A) indicate that an engine parameter is out of toler-
Coolant Level Sensor Surge Tank ance and should be inspected at the next oppor-
tune time, but the engine is not in immediate
DDEC II ECM Engine
danger.
Fuel Solenoid (Cummins
A stop engine light indicates that a problem has
Only)
occurred which may cause engine damage if the
DDEC Relay Component Box engine is not stopped immediately! When the
DDEC Diagnostic Port stop engine indicator comes on, the engine pro-
DDEC Fuse (5A) gram will begin a rampdown or shutdown dic-
DDEC Override Switch Switch Panel tated by the nature of the problem.
DDEC Throttle Control Cab For more extensive information concerning the
operating characteristic and programming, con-
Detroit Diesel 60 Series (DDEC II)
sult the DDEC Installation and Troubleshooting
The DDEC (Detroit Diesel Electronic Control) Manuals.
system is an integral engine control and diagnos-
tic system supplied by Detroit Diesel Co. The Transmission System
majority of engine sensors are incorporated
directly into the engine itself. A variety of options are also available with
regard to the transmission system. Electrical
DDEC ECM components associated with this system will
The ECM (Electronic Control Module) is vary according to the options selected.
sourced from 12 vdc power via an vehicle power The electronic transmission system consists of:
harness. The ECM is protected from overloads Component Location
by 15 amp automotive style fuses. The ECM Shift Controller Cab
control circuit is protected from overloads by a 5
Trans Lock-up Indicator
amp automotive style fuse.
Kick-Down Switch
The engines operating parameters and past his-
tory can be accessed through the engine diagnos- Shift Control
192 07-96 5566071101

Neutral Interlock Relay Component Box Flasher #l Cab Wall

Reverse Relay Flasher #2
Load Sensing Relay
Lock-Up Display Panel Panel Face
Retarder Relay
Trans Lock-up Relay The lock-up system consists of the Inter-axle
Proximity Switch Retarder Pedal (longitudinal) locks and the Axle (transverse)
locks. The lock functions are controlled by three
Lock-up Press Switch Transmission
solenoids located at the rear of the power frame
Retarder Solenoid Manifold Block in a four position manifold block.
The major components that comprise the trans- The Inter-axle locks are de-energized and ener-
mission system are the controller, shifter and gized by activation of the “DIFF LOCK” switch
kick-down switch. For more detailed informa- (via relay) located on the switch panel inside of
tion on these devices see the Power Train section the cab.
of this manual. Axle locks are energized by stepping on the
The transmission controls several sub-systems: “DIFF LOCK-UP” foot switch located to the left
neutral interlocking, reverse motion, load-sens- of the retarder foot pedal. The selected lock-
ing and electro-hydraulic retarding. The trans- up(s) mode is visual displayed (flashed) by the
mission controller provides the control signals “LOCK-UP DISPLAY” panel, located inside of
for neutral interlocking and reverse motion via the cab.
relay outputs.
Load sensing between the transmission and General Maintenance Information
engine is engine dependent. The Detroit Diesel
engine is controlled by the DDEC II ECM which The electrical system of diesel powered equip-
provides the control signal via relay to the trans- ment requires periodic inspection and mainte-
mission. nance.
Important: Always turn off the battery discon-
Lock-up System nect switch (as a minimum precaution) whenever
The electrical portion of the lock-up system con- working on an electrical problem on the vehicle.
sists of: It is highly recommended to disconnect all bat-
tery cables and place all fuses and circuit break-
Component Location ers in the open position when doing any
Front Lock-Up Switch Switch Panel extensive electrical work on the vehicle.
Rear Lock-Up Pedal Cab Important: Never disconnect the leads between
battery, alternator, and voltage regulator. when
Lock-up Relay Component Box
the engine is running.
Interaxle Release Sol Manifold
In order to achieve a properly functioning and
Interaxle Engage Sol reliable electrical system it is important that
Axle Lock-Up Sol periodic checks are made to inspect for:
• water, oil and dirt intrusion
5566071101 07-96 193

• corrosion of wiring terminals and devices Important: The original equipment requirement
of the vehicle can be used as a minimum guide,
• excessive wear on wire insulators due to:
but is often not reliable since the vehicle owner
vibration, tension or excessive heat
may have added electrical equipment such as an
Whenever repairing an electrical harness or air conditioner after the vehicle was purchased.
device, use the manufacturers recommended
2. Be sure the battery, whether wet or dry, is at
tools for such work, specifically: wire crimpers,
full charge when installed.
insertion and removal tools. An electrical repair
done improperly will not only reduce the sys- 3. When installing, avoid physical abuses and
tem’s reliability, but may contribute to further over-tightening or under-tightening of the
electrical damage. battery hold-down.
Wire harnesses should never be disconnected by
pulling or yanking on the wires themselves. This Periodic service
can lead to a premature failure of the wire termi- 1. Maintain electrolyte level to cover top of
nal, contact or the connector itself. plates. Do not over-fill.
It is also important to disconnect all electronic 2. Keep terminal posts, cables, and battery top
components that might be susceptible to damage clean. A non-metallic based grease covering
caused by welding (such systems will be identi- post and cable post clamp reduces acid cor-
fied and labeled on the vehicle). rosion.
WARNING: Always make sure that the
3. Be SURE battery cables are secure and in
welding machine is earth grounded before
good condition.
A CW 00073 .pi ct
attempting to perform any electric weld-

ing. 4. Check periodically for container, cover,
Never interchange the battery connections. cable and post damage.
When washing the engine, cover alternator and 5. Test periodically with hydrometer or OCV
voltage regulator against water splash. tester to determine call state of charge, or
load tester for overall battery condition.
Batteries 6. Check vehicle generating system to prevent
Correct battery maintenance makes it possible over-charge or under-charge damage.
for the customer to realize the battery’s full 7. Check condition and tightness of battery
potential in performance and life. Battery selec- hold-down.
tion and installation is the very first step in
proper battery maintenance. Activating Dry Charged Batteries
Installation A dry charged battery is a battery containing
charged plates in a dry condition. When filled
1. Be sure the battery to be installed has a with electrolyte of the proper specific gravity
capacity at least equal to the electrical and brought to a fully charged state, it is essen-
requirements of the vehicle. An under capac- tially the same as a conventional “wet” battery.
ity battery will result in poor performance Dry charged batteries and acid should be stored
and premature failure. in a dry area at 15°-32° C (60° to 90° F). Dry
194 07-96 5566071101

charged batteries should NOT be activated until 4. If acid temperature is not 27° C (80° F) or
just prior to installation or activation of the vehi- state of charge is not good, charge the battery
cle. at 35 amperes. Acid temperature must never
exceed 52° C (125° F) while charging. Slow
Important: The steps below briefly outline the
charging is permissible.
procedure to activate dry charged batteries. It is
recommended that the manufacturer’s instruc- 5. If necessary, add additional acid to bring
tion on activation (packed with battery) be fol- level of charged battery to just above separa-
lowed. tors.
1. Place battery on level surface, not in vehicle. 6. Replace vent caps and install in the vehicle.
Remove vent caps. Important: If battery is charged or installed in
2. Fill each cell of the battery to the top of the reverse, damage can result to the battery, alter-
separators with the correct battery-grade nator, radio, and electrical system.
electrolyte as specified by the manufac-
turer’s instructions. Filling each cell to top of Cable Terminals and Hold Downs
separators permits expansion of electrolyte Battery acid can corrode terminals and expose
as battery is boost-charged. cable. Corrosion increases resistance and
Note: Using higher or lower specific gravity restricts proper current flow to the starter and
electrolyte than recommended can impair the other electrical components.
battery performance. On vehicles equipped with voltage regulators the
CAUTION: Keep sparks and flames away alternator or generator voltage is maintained
from battery at all times.
A CW 00073 .pi ct
within a narrow range. The resistance due to cor-
rosion keeps the battery from receiving the
CAUTION: Battery acid is corrosive. If proper charging current and gradually causes an
acid is spilled on battery, bench, or cloth-
A CW 00073 .pi ct
under-charged, sulfated battery.
ing, flush with clean water and neutralize
with baking soda or ammonia solution. Rinse • Corroded contact surfaces of all clamp termi-
empty acid containers with water and mutilate nals and battery terminal posts should always
before discarding. be cleaned with a wire brush in order to
ensure a perfect contact. Keep corrosion on
3. Check acid temperature and state of charge: terminals from dropping into battery cells.
- Acid temperature must be at least • It is good practice when replacing terminals
27° C / 80° F (put battery thermom- to grease them with a heavy mineral or petro-
eter in center cell). leum grease. Do not apply an excessive
- battery charge must be good. amount.
Note: Check with electrical battery tester • Do not hammer clamp terminals onto battery
(should indicate as “good” or “OK”), or use a posts. This can result in severe damage to the
battery hydrometer (specific gravity must be at hard rubber cell covers and sealing com-
least 1.250). pound.
• Replacement cables should be of sufficient
length to reach the terminal posts without
5566071101 07-96 195

causing undue strain on the post and covers. Tropical Climates

Cables that are too taut will cause damage to Batteries operated at high temperatures in tropi-
posts, and cause sealing compound to crack, cal climates are usually provided with electrolyte
leaking acid. of about 1.225 specific gravity (Sp. Gr.) when
• The battery should rest level in the container fully charged. This milder strength of acid is less
and be fastened securely in place by a suit- deteriorating to separators and plates and results
able hold-down. Tighten hold-downs evenly in longer battery life. A tropical climate is
from each end to prevent distorting or break- defined as a climate in which water never
ing the container. freezes.
Batteries can be fully charged and yet have dif-
• Where a hold-down is fixed at one (1) end,
ferent values of specific gravity. The following
care must be exercised to insure proper seat-
table gives the specific gravity values for typical
ing of the battery prior to tightening the
batteries in various states of charge, these batter-
movable end.
ies having indicated gravities in the fully-
• Before connecting the cables, check the charged state. Values are shown for batteries
polarity of the terminals of the battery to be with a fully-charged gravity of 1.280 and 1.260
sure the battery is not reversed. Note that the as used for cold and temperate climates, and in
tapered positive terminal of the battery is 1.6 the last column, values are shown for a battery
mm (1/16 in.) larger at the top than the nega- with a fully-charged gravity of 1.225, as might
tive terminal, and that the opening of the be used in tropical climates.
positive cable clamp is correspondingly
larger. Factors affecting battery life
• Connect the “grounded” terminal last. Be Over-charging
careful not to place clamp terminals and Charging a battery greatly in excess of what is
cables in such a position that they interfere required is harmful in several ways. It can:
with removal of vent plugs or hold-downs. • Severely corrode the positive plate grids.
This leads to mechanical weakening and loss
Battery Fluid
of electrical conduction.
• Water for use in batteries should be a good
• Decompose water of electrolyte into hydro-
grade of drinking water. Do not use mineral
gen and oxygen gas.
waters.
- Gas bubbles tend to wash active
• Adding water to a cell will lower the specific
material from the plates and carry
gravity of the electrolyte, but this does not
moisture and acid from the cells as
mean that the cell has lost any of its charge.
a fine mist.
• Watch for batteries that require excessive
- Decomposition of water leaves acid
water. The need for excessive water may be
more concentrated. Concentrated
an indication of a charging system which is
acid is harmful to cell components,
out of adjustment. This could indicate that
particularly at high temperatures
the battery is being subjected to the damag-
over a prolonged period of time.
ing effects of over-charging.
196 07-96 5566071101

• Create high internal heat which accelerates Subsequent charging may convert these crystal-
the corrosion of the positive plate grid, and line deposits to metallic lead which may “short”
damages separators and negatives. High heat the positive and negative plates through the areas
will also soften the sealing compound and of the separators affected. These small shorts
may distort the battery container. may cause a condition of low cell voltage when
the battery is charged. For this reason, automo-
• Cause severe buckling and warping of the
tive battery cells should not be allowed to stand
positive plates with accompanying perfora-
idle in a discharged condition.
tion of separators.
Lack of water
• Cause damage by corrosion to cradle, cables,
Water is essential for proper operation of a lead-
and other vital electrical and engine parts by
forcing battery acid from the cells. acid storage battery. Under normal conditions of
operation it is the only component of the battery
Under-charging which is lost as the result of charging. It should
A battery operated in an under-charged condi- be replaced as soon as the liquid level falls below
tion is not able to delivery full power. It is also the top of the separators.
more likely to freeze during severe winter If water is not replaced and the plates are
weather. exposed, the acid will reach a dangerously high
A battery operated with insufficient charge over concentration that may char and disintegrate the
a long period of time will develop a layer of lead separators, and may permanently sulfate and
sulfate on the plates. This material is dense, impair the performance of the plates. Plates can-
hard, and coarsely crystalline, and is difficult to not perform as designed unless they are com-
electro-chemically convert back to normal active pletely covered by the electrolyte.
material. Sulfuric acid must never be added to a cell
Lead sulfate can also cause a strain in the posi- unless it is known to have been lost.
tive plates so that distortion or bowing of the Freezing of electrolyte
plates, called buckling, may result. The electrolyte of a battery in various states of
Severely buckled plates will pinch the separators charge will start to freeze at temperatures indi-
at the plate corners or chafe the center of the sep- cated below. The given temperatures indicate the
arators. This can result in perforations of the sep- approximate points at which the first ice crystals
arators and develop a short circuit in the cell. begin to appear in the electrolyte solution. The
Lead sulfate formed on the plates during dis- solution does not freeze solid until a lower tem-
charge is relatively insoluble as long as the spe- perature is reached. Solid freezing of the electro-
cific gravity of the electrolyte indicates a lyte may crack the container and damage the
substantially charged condition. However, if positive plates.
allowed to drop much below this state, the lead A 3/4 charged automotive battery is in no danger
sulfate becomes increasingly soluble and, aided of damage from freezing. Therefore, keep batter-
by temperature fluctuations of the electrolyte, ies at 3/4 charge or more, especially during win-
may migrate over a considerable period of time ter weather.
into the pores of the separators and deposit as a
white crystalline mass.
5566071101 07-96 197

Age increases battery service life and may prevent

Normal deterioration accompanies the aging greater trouble or expense at a later date.
process. Repeated charging and discharging Visual inspection
slowly wear away active material in the plates The outside appearance of a battery is an impor-
until a point is reached where plate surface avail- tant indicator for judging its performance and
able for reaction with the electrolyte is not suffi- expected life. Signs of potential battery failure
cient to restore the battery to full capacity. include:
Improper capacity • cracked container
Installation of a battery with a lower capacity
than the electrical demands of the vehicle • leaking acid
requires the battery to work harder than it was • cracked or raised cell covers
designed for, causing premature battery failure.
• loose or corroded terminal posts or cable
Poor maintenance connections
A battery must be kept in good condition to
• age
deliver peak performance. This includes care and
maintenance of the vehicle’s electrical systems, Hourmeter reading
as well as the battery itself. Check the vehicle hourmeter and maintenance
Improper installation service records. 10,000 service hours equals
Loose installation causes damage to all battery average battery life.
components due to excessive vibration. Improp- Testing
erly adjusted hold-downs may allow the battery Potential battery failures are not always detect-
to bounce around in the cradle. This may cause able from visual inspection. You cannot see a
the bridges on which the elements rest to notch bad cell, so all batteries should be tested approx-
the bottom of the separators or cause the plates imately once a month to reveal the hidden
to notch the bridge tops. This will lead to a defects that cause battery failure. Several easy
severe disarrangement of the elements. tests can be made as follows:
Tight installation can cause container and top
cover damage by exerting excessive stress on Cell charge test
these parts. The bouncing of the battery may also Using a Hydrometer
crack or wear the container or cause the sealing 1. Turn off all lights and accessories.
compound to open and leak acid. Leaking acid
corrodes terminals and cables, and results in 2. Remove cell cover caps. Do not add water at
high resistance at the battery connection which this time.
weakens the battery’s power and shortens its life. 3. Fill hydrometer several times until float rides
free.
Detecting Potential Failures
Few batteries fail without some advance warn- 4. Take readings from each cell. Return electro-
ing. Identifying the signs of potential battery lyte to cell.
failure, through visual inspection and testing, 5. Record and interpret readings as follows:
198 07-96 5566071101

- All cells read above 1.230 wearing out and should be replaced.
SP.GR.and specific gravity readings If specific gravity of cells is below
in each within 50 points. Battery is 1.230, recharge the battery and re-
OK! test.
- Cells read below 1.230 SP.GR and - If test reading drops down to near
specific gravity readings within 50 zero and one or more cells bubble,
points. Battery needs to be battery is not serviceable and
recharged (and retested). should be replaced.
- A spread greater than 50 points Using battery booster cables
SP.GR. between cells. Battery is at
point of failure. Replace. Connect red cable (positive) to positive battery
post on dead battery, and positive post on fully
Using a battery capacity tester (ESB Model charged battery. Connect black cable (negative)
BSG-5) to negative post on dead battery. Connect black
• Take specific gravity reading. Do not test cable to the negative post on fully charged bat-
battery with specific gravity readings below tery. Leave engine of charging vehicle running
1.230 at 27° C (80° F). Recharge the battery, when starting a vehicle with a dead battery.
then proceed with capacity test. When disconnecting cables, disconnect the cable
• Connect tester clips to battery posts. Red to from the fully charged battery first.
positive, black to negative. CAUTION: If cables are connected
• Set slide switch to VOLTS position. Read A CW 00073 .pi ct
wrong on a vehicle, the alternator can be
terminal voltage on top scale. Minimum seriously damaged.
reading for 12 volt battery: 12.6 volts.
Storage Of Lead Acid Batteries
• Set slide switch to AMPS position. Turn con- Because of their corrosive behavior, all batteries,
trol knob to the right until (yellow) ammeter when placed in storage, will begin to discharge
scale reads the battery’s ampere hour capac- slowly. If allowed to go unchecked, the average
ity. If ampere hour capacity of battery is battery will discharge to the point of nonrecov-
unknown, use 50 ampere hour rating for 12 ery in about 6 to 8 months.
volt battery. Hold for 15 seconds only.
As the battery sits, the sulfuric acid generated by
• Set slide switch to VOLTS position, and read the chemical reaction taking place inside the bat-
voltage under load scale. Minimum reading tery core begins to warp the battery plates. If
for 12 voltage battery is 9.6 volts. electric current (charging) is not directed into the
- If test reading is in green (or OK) battery to reverse this process the battery plates
section of the voltage under load will warp beyond repair, and render the battery
scale, the battery is in good condi- useless. It is recommended to charge the stored
tion. batteries at least once every 4 to 6 weeks.
- If test reading is in red (or LOW)
section and specific gravity of all
cells is above 1.230, the battery is
5566071101 07-96 199

Alternators • If booster batteries are used for starting, they

must be connected properly to prevent dam-
Alternators normally require little servicing.
age to the system.
They should be tested at least once a year to
ensure that they are providing the proper voltage • Always make certain that the negative (-) ter-
and amperage. If an alternator fails to meet spec- minal of the booster battery is connected to
ifications, it should be replaced. the negative (-) terminal of the vehicle bat-
Servicing an alternator, instead of replacement, tery, and that the positive (+) terminals are
is usually limited to replacing the brushes and connected together.
cleaning the slip rings. • Care should be taken when connecting a
Because of the high load capacity and inertia of “fast charger”.
the heavy rotor that is usually used, proper belt • It is advisable to remove the battery ground
tension on an alternator is very important. strap before charging. It is not advisable,
Improperly adjusted, worn or damaged drive under any condition, to attempt to start the
belts are a major cause of alternator failure. vehicle by using the “fast charger” as a
Belt tension should be adjusted according to the booster.
engine manufacturer’s recommendations.
• Do not attempt to polarize the alternator. No
Excessive alternator belt tension should be polarization is required. Any attempt to do so
avoided to prevent damage to the alternator may result in damage to the alternator, regu-
bearings. lator, or circuits.
Slip Rings and Brushes
• The field circuit must not be grounded at any
The slip rings should be cleaned with a 400 grain point.
(or finer) polishing cloth.
• Grounding of the field will damage the regu-
Important: Never use emery cloth to clean slip
lator. Extra care MUST BE taken when
rings.
working near this electrical system.
If the slip rings are out-of-round, or if the
brushes are worn close to the holders, the alter- • Grounding of the alternator output terminal
nator should be removed and either repaired or may damage the alternator and/or circuit
replaced. components.
Precautions to be observed when servicing sys- • Unless the regulator is equipped with a cir-
tems using alternators: cuit breaker, this terminal is “HOT” even
when the system is not in operation. Ground-
• Reversed battery connections may damage
ing this can cause considerable damage.
the rectifiers, vehicle wiring, or other compo-
nents of the charging system. • Do not ground the adjusting tool to the regu-
lator base when adjusting voltage unit or
• Battery polarity should be checked with a
other regulator components.
voltmeter to assure that it conforms to that
required. Note which terminal post is con- • The adjusting tool should be insulated.
nected to ground before reinstalling a bat- • Care should be taken in the use of batteries
tery. All units have negative ground. of higher-than- system voltage, either to
200 07-96 5566071101

boost a battery of lower voltage or in start- 5. Close the battery compartment.

ing. 6. Set the battery disconnect switch to on.
• Never leave the higher voltage battery in the
system. When used for boosting, disconnect Alternator
the vehicle battery ground. When used for Remove and replace the alternator as follows:
starting, disconnect the high voltage battery
as soon as vehicle is started. Removal
• Alternators must not be operated on open 1. Set the battery disconnect switch to off.
circuit with the field winding energized. 2. Disconnect the electrical connectors from
High voltages will result, causing possible the alternator.
rectifier failure. Make sure all connections
3. Loosen the alternator belt adjustment and
are secure.
remove the drive belt.
Removal and Replacement 4. Remove the bolt that secures the adjustment
mechanism to the alternator.
Battery 5. While holding the alternator, remove the two
Remove and replace the batteries as follows: bolts that secure it to the engine bracket.
Removal 6. Remove the alternator.
1. Set the battery disconnect switch to off. Replacement
2. Open the battery compartment. 1. Place the alternator in position on the engine
bracket and insert the two bolts that secure it
3. Remove the negative connector from the bat-
to the bracket. Screw on the two nuts and
tery “A”.
tighten these moderately tight.
4. Remove the positive connector from the bat-
2. Reinstall the bolt that secures the adjustment
tery “A”.
mechanism to the alternator and tighten it
5. Attach a battery lift sling to the battery and moderately tight.
remove it from the battery compartment.
3. Reinstall the alternator drive belt and tighten
6. (If a 24 volt system) repeat the process for the alternator belt adjustment to the belt
battery “B”. specifications.
Replacement 4. Torque the adjustment mechanism bolt and
1. Attach a battery lift sling to battery “B” and the engine bracket bolts to 34 N-m (25 ft-lb).
place it in the battery compartment. 5. Reconnect the electrical connectors to the
2. Reinstall the positive connector on battery alternator.
“B”. 6. Set the battery disconnect switch to on.
3. Reinstall the negative connector on battery
“B”.
4. Repeat steps 1-3 for battery “A”.
5566071101 07-96 201

Electrical Glossary Contactor

A large switch used to make or break the path of
Abbreviations shown in parentheses
current
Ammeter
Current
A meter used to measure current
The flow of electricity, measured in amperes
Ampere (amp, I)
Diode
The unit of measure of current flow
A semiconductor through which current can flow
Anode (+) in one direction
The positive terminal Discharge
American Wire Gauge (AWG) The release of stored energy
Numbering system used in sizing wires Drop-out
Battery Positive The opening of a contactor when predetermined
Any part of a circuit connected to the positive conditions are met
terminal of a battery Electrolyte
Battery Negative The acid solution in a cell
Any part of a circuit connected to the negative Electromagnet
terminal of a battery
A coil wound on a soft iron core. When current
Break passes through the coil, the core becomes mag-
To open a circuit netized.
Brush Electromotive Force (EMF)
A sliding contact to make electrical connections Potential electrical pressure, measured in volts
between rotating components Field Weakening
Capacitor To decrease the strength of a motor’s magnetic
A device that is capable of storing and releasing field to allow the armature to rotate faster
electrical energy Flow
Capacity The movement of current through a conductor
The ability of a battery to produce current over a Gate
given period of time, measured in ampere-hours
The switching portion of an SCR that permits an
Cathode (-) output only when a predetermined set on input
The negative terminal conditions are met
Cell Gate Lead
One section of a storage battery The wire that connects to the gate terminal
Circuit Gated
A complete path for current flow Signal to a gate that causes an SCR to conduct
Coil
A conductor wound in a spiral
202 07-96 5566071101

Ground (Gnd) Jumper

The common return circuit in equipment whose A short wire, usually with clips at each end, for
potential is zero; a connection to earth making temporary connections
Heat Sink Kilowatt-hours (Kwh)
A device used to dissipate heat generated by cur- 1000 watts per hour
rent flow through a semiconductor Kiss
Hertz (Hz) The action of contactor tips when they make
A unit of measure of frequency in cycles per sec- contact
ond (cps) Lead
Hum A wire
Audible sound produced by a energized trans- Load
former
The resistance connected across a circuit which
Impulse determines current flow and energy used
A sudden change in voltage or current Magnetic Field
Inductance Imaginary lines along which a magnetic force
The inherent property of an electrical circuit that acts
opposes a change in current. The property of a Magnetism
circuit whereby energy may be stored in a mag-
The force of a magnet
netic field
Make
Inductor
To close a circuit
A coil; a component with the properties of
inductance Motor
Infinity A device used to convert electrical energy into
mechanical energy
An unlimited quantity; on an ohmmeter, a value
of resistance greater than can be indicated Multimeter
Input A combination voltmeter, ammeter, and ohmme-
ter
Electricity to a device or circuit
Normally Closed (N.C.)
Insulator
Refers to a switch or relay that is closed in its
A non-conductor; a material which does not
non-activated state
readily conduct electricity
Normally Open (N.O.)
Interlock Switch
Refers to a switch or relay that is open in its non-
A switch that is actuated mechanically when a activated state
power switch is actuated
Ohm
Isolate
The unit of measure of resistance
To pull apart or separate
Ohmmeter
A meter used to measure resistance in ohms
5566071101 07-96 203

Oscillator (Osc) schematic does not necessarily illustrate physi-

A group of components that generates pulses cal relationships
Parallel Circuit Semiconductor
A circuit that contains two or more paths for cur- A solid-state electrical device, such as a diode
rent supplied by a common voltage source Series Circuit
Plugging A circuit that contains only one path for current
Reversal of the directional control while an elec- Shunt
tric motor is moving To connect across or in parallel with a circuit or
Pick-up component; a parallel resistor to conduct current
The closing of a contactor when predetermined around a meter-moving coil. Shunts are used to
conditions are met increase the range of a meter
Pigtail Shunt Coil
A flexible wire extending from a component for A coil connected in parallel
ease of connection Silicon Controlled Rectifier (SCR)
Potentiometer (Pot) A semiconductor that can be switched on by
A variable resistor used to vary the voltage in an applying a voltage to its gate
electrical circuit Specific Gravity (Sp. Gr.)
Power The ratio of the weight of a liquid to the weight
Electrical energy used in a circuit; the product of of the water
voltage times current P=ExI Specification (Spec.)
Pulse A specific measurement or procedure
The sudden rise and fall of a voltage or current Switch (Sw)
Rectifier (Rec) A device for making or breaking a circuit
Refers to diodes and heat sink that is used to Symbol
change A.C.to D.C. A letter, character, or schematic design repre-
Relay senting a unit or component
A magnetic switch Terminal (Term)
Resistance A point of electrical connection
The quality of an electric circuit that opposes the Transformer
flow of current through it A device that transfers energy from one circuit to
Resistor another by electromagnetic induction
A device used to oppose current flow and reduce Trimpot
voltage in a circuit The trade name for a precision variable resistor
Schematic Ladder Drawing (potentiometer)
A drawing that illustrates how components of an
electric system are connected electrically. A
204 07-96 5566071101

Varistor
An electrical device used to remove voltage
spikes caused by switching of other electrical
components
Volt (V, E)
The unit of measure of electromotive force
Volt-ohmmeter (VOM)
A common test instrument that combines a volt-
meter, ohmmeter, and millimeter
Voltage Drop
The potential difference between two points in
an electrical circuit
Voltage Spike
A rapid, very high rise in voltage
Voltmeter
A meter used to measure voltage
Wipe
The action of contactor tips across each other
after they make contact
Wiring Diagram
A drawing that illustrates how components of an
electrical system are physically arranged and
connected
5566071101 07-96 205

206 07-96 5566071101

Wagner Mine Trucks
Section 9
Miscellaneous
Systems
Miscellaneous Service Manual Wagner Mine Trucks
Fire Suppression System where a fire is most likely to start; the wheel
ends, the motor tub, the transmission, and the
The fire suppression system is designed to pro- torque converter.
tect specific fire hazard areas on the vehicle. It is
Daily shift maintenance should include the
intended to supplement, not replace, a sound fire
cleaning of areas where flammable materials and
prevention policy in your mine.
combustible debris may collect.
Fire prevention depends on regular inspection
and maintenance of those areas on your vehicle
4 3
1. Actuator System Operation

2. Safety Relief Valve When the vehicle operator discovers a fire in a
3. Pneumatic Actuator Cartridge Receiver protected area on the vehicle, he pulls the safety
4. Expellant Gas Cartridge ring pin and depresses the red button on the man-
5. Dry Chemical Tank ual actuator in the operator’s compartment.
6. Union Assembly
Pressure from the actuator causes the fire sup-
7. Nozzle
pression system to operate.
208 07-96 5566071101

Wagner Mine Trucks Service Manual Miscellaneous
The expellant gas pressure makes the dry chemi- Pressure from the actuator causes the fire sup-
cal extinguishing powder act like fluid. The dry pression system to come into action.
chemical powder is propelled through the distri- Dry Chemical Distribution
bution hose after pressure in the dry chemical
tank reaches the point to rupture the bursting
disk.
The dry chemical extinguishing agent is dis-
charged through the nozzles into the protected
areas, suppressing the fire.
Sequence of Events
Fire Starts
The expellant gas pressure fluidizes the dry

chemical extinguishing agent and propels it
through the distribution hose once proper pres-
sure has been reached to rupture the bursting
disk in the dry chemical tank.
Dry Chemical Discharged
The equipment operator discovers a fire has

started in a protected area on the vehicle. A pro-
tected area is one where a fire suppression noz-
zle is installed.
Operator Activates Actuator
The dry chemical extinguishing agent is dis-

charged through the nozzles into the protected
areas, suppressing the fire.
Hand Portable Fire Extinguisher

It’s a good idea to have a reliable fire extin-
guisher mounted in all off-the-road vehicles, par-
ticularly on diesel powered scoops and trucks,
The equipment operator pulls the safety ring pin whenever there is a possibility of hazardous fire
and depresses the red button on the manual actu- conditions.
ator in the operator’s compartment.
5566071101 07-96 209

Make sure that such extinguishers are firmly and striking the red button, sends pressure to the
mounted in a readily accessible and safe place, cartridge receiver to set the system in operation.
All visual seals must be in place, and the distrib- Most systems installed by Atlas-Copco Wagner
utor certification tag must be attached and read- employ at least one manual actuator installed in
able. the operator's compartment. Additional actuators
may be installed in other remote locations on the
In The Event Of Fire vehicle.
• Shut off the vehicle Atlas-Copco Wagner also offers systems which
can be automatically actuated by either electric
• Set the brakes or pneumatic detection.
• Pull the ring pin on the manual actuator Cartridge Receiver/Expellant Gas Cartridge
• Strike the red button
1
• Evacuate the vehicle
2
• Stand by with a fire extinguisher
System Components
The manually activated fire suppression system
consists of:
• Actuator
• Pneumatic Actuator/Cartridge Receiver
3
• Expellant Gas Cartridge
• Dry Chemical Tank
• Nozzles
Actuator 1. Pneumatic Actuator Cartridge Receiver
2. Safety Relief Valve
3. Expellant Gas Cartridge
Once the released pressure from the actuator
reaches the cartridge receiver, a seal in the expel-
lant gas cartridge is pierced by system pressure,
and this gas is then transmitted to the dry chemi-
cal tank.
A safety relief valve prevents excess actuation
pressure from building up in the cartridge
receiver.
The actuator contains a sealed pressure cartridge
which, when activated by removing the ring pin
210 07-96 5566071101

Wagner Mine Trucks Service Manual Miscellaneous
Dry Chemical Tank • Make sure all oil and hydraulic fluid lines are
in good condition. Replace defective or worn
lines immediately.
• Make sure all oil and hydraulic line fittings
are properly tightened. Keep the fittings
clean.
• Check that the brake systems are properly
adjusted.
• Check that no oil or hydraulic fluid lines are
in contact with possible ignition points (or
hot spots).
• Keep the vehicle clean. Remove all combus-
tible debris.
• Maintain all electrical lines and connections.
The dry chemical tank contains a dry powder Replace any defective electrical equipment
chemical fire retardant. It is fitted with a bursting or wiring.
disc in the union assembly to prevent the flow of Monthly
the dry chemical until sufficient pressure has
Every 100 operating hours, the fire suppression
developed in the tank. The expellant gas from
system should be thoroughly inspected to assure
the gas cartridge pressurizes the dry chemical
it is in good operating condition.
tank, causing the dry chemical powder to act like
a fluid. When the proper pressure is reached, the Inspect over-all condition of hoses, discharge
disc ruptures, letting the gas/dry chemical mix- nozzles, and activator valve for damage, block-
ture flow to the nozzle(s). age, or any sign of possible failure.
Nozzles Nozzles should be capped with silicone grease
or plastic blow-off caps. Actuator and expellant
The pressure at the nozzle(s) causes the protec-
cartridge seals and disks must be intact. Repair
tive cap to pop off or open (depending on the
as needed.
kind of nozzle installed), and the dry chemical to
be discharged. Check level of pressurized dry chemical extin-
guisher tank(s). Extinguishers should contain an
active charge of not less than five (5) pounds,
General Maintenance Information
nominal weight.
All off-road heavy-duty vehicles pose some fire Check the nameplate for readability.
hazards due to the heat generated in key operat- Replace any broken or missing lead and wire
ing systems. seals, and record the date of inspection.
The following is a list of daily maintenance Semi-annual
checks that will help reduce the possibility of
fire on your vehicle. Every 1000 operating hours the following
checks should be made:
5566071101 07-96 211

The bursting disk in the union assembly should

be checked for proper seating and that it is
undamaged.
Weigh the remote actuator cartridge(s) pneu-
matic cartridge actuator/cartridge receiver.
Replace any cartridge if its weight is not within
7 g (1/4 oz.) [14 g (1/2 oz.) for the pneumatic
cartridge actuator/cartridge receiver] of the
weight stamped on the cartridge.
Make certain extinguisher is filled with free-
flowing Ansul dry chemical. Level should be no
more than 76 mm (3 in.) from the bottom of the
fill opening.
212 07-96 5566071101

Wagner Mine Trucks
Section 10
Troubleshooting
Troubleshooting Service Manual Wagner Mine Trucks
Troubleshooting to the index to locate the appropriate pages for

adjustment, repair, or removal and replacement
The following tables will help you isolate opera- procedures.
tional problems with your Mine Truck should
they occur. The tables are labeled according to
system function or component placement. Refer
Engine
Condition Possible Cause Solution
Engine does not turn Electrical problem See electrical troubleshooting table.
over Internal engine problem Contact your authorized Atlas Copco
dealer or see engine manufacturer’s
service manual.
Engine turns over but No fuel Fill fuel tank and prime fuel system.
will not start Dirty fuel filter(s) Install new filter(s).
Poor quality fuel Drain system and replace fuel filter(s).
Refill system with good quality fuel.
Clogged or broken fuel Clean, repair, or replace.
lines
Electrical problem. See electrical troubleshooting table.
Engine misfires or runs Air in fuel system Find leak and repair it.
roughly Fuel system not correctly Contact your authorized Atlas Copco
timed dealer or see engine manufacturer’s
Fuel pressure too low service manual.
Faulty injector(s) or pump

Incorrect valve clearance
Bent or broken push rod
Leak or break in fuel line Install new line.
between pump and injec-
tion valve
Engine stalls at low rpm Low fuel pressure Contact your authorized Atlas Copco
service manual.
Idle rpm set too low
Faulty fuel injector(s) Replace
214 07-96 5566071101

Wagner Mine Trucks Service Manual Troubleshooting
Engine
Faulty fuel or injection Repair or replace.
pump
Erratic engine speed Air in fuel system Find leak and correct it.
Sticky governor linkage Clean thoroughly. Repair defective
parts.
Bad or poorly installed Repair or replace.
springs
Low power Air in fuel system Find leak and correct it.
Poor quality fuel Drain system and replace fuel filter.
Leaks in air intake system Check pressure in the air intake mani-
fold. Repair or replace.
Clogged air filter Replace
Electrical problem See electrical troubleshooting table.
Low fuel pressure Contact your authorized Atlas Copco
service manual.
Incorrect valve clearance
Faulty injector(s) or pump
Excessive vibration Loose bolt or nut on pulley Tighten bolt or nut.
or damper
Faulty pulley or damper Replace.
Fan blade out of balance
Loose engine mounts Tighten all mounts. Replace defective
components.
Engine needs adjustment See Engine Misfires above.
Combustion knocking Poor quality fuel Drain system and replace fuel filter.
Faulty injector(s) or pump Contact your authorized Atlas Copco
service manual.
5566071101 07-96 215

Engine
Fuel system not correctly
timed
Valves clicking Faulty valve springs Replace.
Low oil or poor lubrication Fill to correct level with proper oil
Incorrect valve clearance Contact your authorized Atlas Copco
service manual.
Damaged valves
Oil in cooling system Faulty oil cooler Install new core in the oil cooler
Faulty head gasket Replace.
Mechanical knocking Connecting rod breaking Contact your authorized Atlas Copco
failure dealer or see engine manufacturer’s
service manual.
High fuel consumption Leak in fuel system Inspect for leaks and repair as needed.
Defective injectors, rough Contact your authorized Atlas Copco
running, etc. dealer or see engine manufacturer’s
service manual.
Incorrect fuel injection tim-
ing
Unusual loud valve and Faulty valve springs Contact your authorized Atlas Copco
valve drive noise Damaged camshaft dealer or see engine manufacturer’s
service manual.
Damaged valve lifters
Damaged valves
Rocker arm and valve Too much clearance
clearance problems Not enough lubrication
Worn rocker arm
Worn valve stem
Worn push rods
Word or damaged valve lift-
ers
Worn camshaft
216 07-96 5566071101

Engine
Oil at exhaust Worn valve guides
Worn piston rings
Coolant in engine oil Damaged oil cooler core Replace
Damaged head gasket
Cracked or defective cylin-
der head
Excessive black or gray Clogged air filter
smoke Faulty fuel injection Contact your authorized Atlas Copco
valve(s). dealer or see engine manufacturer’s
Wrong fuel injection timing service manual.
Faulty fuel ratio control
Excessive white or blue Too much lube oil in engine Drain lube oil system and refill to prop-
smoke er level.
Misfiring or running rough See Engine Misfires above.
Wrong fuel injection timing Contact your authorized Atlas Copco
Worn valve guides dealer or see engine manufacturer’s
service manual.
Worn piston rings
Damaged turbocharger oil
seal
5566071101 07-96 217

Engine
Low oil pressure Bad pressure gauge Replace
Defective oil pump relief
valve
Defective oil pump suction
pipe
Defective oil pump
Worn camshaft or bearings
Worn crankshaft or bear-
ings
Worn bearing on idler gear
Dirty oil filter or cooler
Electrical problem See Electrical Troubleshooting
Fuel in lube oil Contact your authorized Atlas Copco
Improper rocker arm adjust- dealer or see engine manufacturer’s
ment service manual.
High engine oil use Oil leaks Find and repair

Oil temperature too high Check operation and repair oil cooler as
needed
Worn valve guides Contact your authorized Atlas Copco
Worn piston rings and cyl- dealer or see engine manufacturer’s
inder liners service manual
Defective seal rings in the

turbocharger
218 07-96 5566071101

Engine
High engine coolant Restricted radiator Clean and/or repair
temperature Low coolant level Add coolant to proper level.
Defective pressure cap Replace.
Defective thermostat
Defective gauge
Faulty water pump
Incorrect fuel injection tim- Adjust.
ing
Torque converter/transmis- See Transmission Troubleshooting
sion problem
Electrical problem See Electrical Troubleshooting.
Exhaust gas leak into cool- Contact your authorized Atlas Copco
ing system dealer or see engine manufacturer’s
service manual
Transmission
Wheels spinning, vehi- Damaged driveline Replace.
cle stuck Faulty axle Repair or replace.
Converter lock-up light Electrical problem See Electrical Troubleshooting.
doesn’t come on.
Bulb burned out. Replace.
Faulty pressure switch
Internal transmission fail- Contact your authorized Atlas Copco
ure. dealer or see engine manufacturer’s
service manual.
Transmission high tem- Low oil Fill to proper level.
perature warning light
comes on
Wrong oil Drain and replace.
Clogged oil cooler Clean
5566071101 07-96 219

Transmission
Converter lock-up not en- See Electrical Troubleshooting.
gaging properly
Incorrect gear Shift to correct gear.
Overheated engine See Engine Troubleshooting.
Abnormal shifting Faulty modulation solenoid
Faulty clutch pads
Converter lock-up not en- See Electrical Troubleshooting.
gaging properly
Transmission slippage Low fluid level Fill to proper level.
Wrong oil Drain and replace with proper oil.
Low oil pressure
Low oil pressure Faulty gauge Replace.
Faulty charge pump Repair or replace.
Converter/transmission Low oil Fill to proper level.
overheating
Pugged oil filter Replace.
Wrong oil Drain and replace with proper oil.
Engine overheating See Engine Troubleshooting.
Plugged oil cooler Clean cooler thoroughly.
Converter lock-up not en- See Lock-Up, above.
gaging properly
Wrong gear selected Use correct gear.
Low or no converter Bad gauge Replace.
pressure
Broken hose
Faulty charge pump Repair or replace.
Low oil level Fill to proper level.
220 07-96 5566071101

Transmission
Excessive vibration Broken gear teeth, worn Replace gear or bearings. See also
bearings. Drivelines.
Axles
Excessive vibration Broken gear teeth, worn Replace gear or bearings. See also
bearings drivelines.
Excessive noise Incorrect or insufficient lu- Check level, fill with proper type and
bricant grade of lubricant. See also drivelines.
Hub bearings scored or Replace bearings.
rough
Gear teeth in planetary Replace gear.
chipped.
Lubricant leaks Lubricant level too high Drain and fill to proper level with
proper type and grade of lubricant.
Lubricant foams excessive- Drain and fill with correct type and
ly grade of lubricant.
Worn or broken oil seal Replace oil seal.
Restricted differential Clean vent.
breather vent
Loose nuts or bolts. Tighten nuts and bolts.
Lubricant leaking out of Restricted breather vent. Clean vent.
breather
Overheating Low lubricant level. Find source of leak and repair.
Ring and pinion adjust- Adjust.
ment too tight
Faulty bearing Replace bearings
5566071101 07-96 221

Axles
Abnormal noise when Worn differential side Replace
turning gears and pinions
Low lubricant level Find source of leak and repair
Loose nuts on differential Tighten nuts to specified torque
casings
Insufficient driveline clear- (see drivelines)
ance
Worn or improperly lubri-
cated bearings
Vehicle won’t move Worn or broken axle shaft Replace axle shaft
splines
Transmission oil low Add transmission oil
Drivelines
Excessive vibration or Driveline bent or out of bal- Clean driveline.
noise ance Check clearance with nearby compo-
nents.
Balance driveline.
If driveline is bent or damaged, replace.
Loose mounting Replace capscrews and tighten to
proper torque.
Worn or poorly lubed bear- Test for looseness. If crosses are loose,
ings replace cross and bearings as an assem-
bly.
Insufficient clearance.
222 07-96 5566071101

Drivelines
Excessive wear of cross Poor alignment or run-out Check alignment, run-out and balance.
bearing assemblies. Repair or replace, as required.
Driveline unbalanced Check for missing balance weights or
driveline distortion.
Check dynamic balance.
Rebalance
Replace distorted driveline.
Driveline does not trans- Joint failure Replace
mit power. Damaged splines
Damaged yoke
Wheels and Tires
Tire leak Defective valve Tighten parts
Tire cuts Repair tire damage
Damaged O-ring Replace O-ring
Leakage between tire bead Remove tire from rim. Clean tire beads
trim in rim contact area. Clean rim. Inspect
bead seat band. Replace defective parts.
Remount tire using proper lubricant.
Cracked rim or weld Add Tyre Life
Replace defective part.
5566071101 07-96 223

Articulation
Excessive or unusual Loose or worn trunnion Re-torque, repair or replace.
noises caps
Loose articulation bearings Re-shim and adjust preload
Contamination in articula- Disassemble and repair
tion bearing or steering cyl-
inder seals
Contact between power Check for correct installation of articu-
frame and load frame hinge lation assembly.
plates Check articulation bearings for failure.
Replace.
Worn articulation bearing Replace
Worn or damaged articula-
tion pin.
Worn steering pins
Excessive movement in Loose articulation pin Check pre-load and adjust
articulation Loose steering pins
Excessive articulation bear- Replace
ing wear
Worn steering pins
224 07-96 5566071101

Hydraulic System
Poor performance or Reservoir low on oil Add oil
failure External leakage (see below)
Load too heavy Check that line pressures with full load
are within normally range.
Restriction in hydraulic line Check lines to locate obstruction.
Remove obstruction or replace line.
Relief valve not operating Clean and adjust valve.
properly Disassemble and repair.
Replace.
Worn cylinder or seals Disassemble and repair or replace
Defective pump Replace pump
Excessive oil foaming Improper type or viscosity Drain hydraulic system and refill with
oil proper oil.
Leak on suction side of Locate and repair leak.
pump
Worn pump Replace pump.
Excessive oil tempera- Low oil in system Add oil
ture Hydraulic oil cooler Check oil cooler.
plugged or dirty
Improper type or viscosity Drain hydraulic system and refill with
oil proper oil.
Excessive cycling of load (see Operator’s Manual for proper tech-
nique)
Worn pump Replace pump.
Foreign material in sys- Filters clogged and Check restriction indicator and replace
tem bypassed filter(s) in necessary.
Contaminated or bad oil Drain and flush hydraulic system.
Replace filter(s) and re-fill with clean
oil.
Damaged cylinders Disassemble, inspect and repair or
replace component.
Worn or damaged pump
5566071101 07-96 225

Hydraulic System
Insufficient pressure Faulty charge valve Disassemble and inspect. Repair or
replace as necessary.
Internal leakage past seals
or cylinders
Worn pump Measure and record pump flow and

pressure. If out of specification, replace
pump.
Insufficient or no flow Oil too cold or wrong vis- Drain and flush hydraulic system.
cosity. Pump will not prime. Replace filter(s) and re-fill with clean
oil.
Pump intake line from res- Check lines to locate obstruction.
ervoir restricted Remove obstruction or replace line.
Faulty pump drive seal Replace seals.
Pump drive shaft sheared or Disassemble the pump and inspect.
disengaged
Worn pump Replace pump
Leaking oil Worn or faulty hose line Replace
Incorrect or damaged fit-
tings
Dirt or paint on or under Clean or replace
seals
Loose seal plates Clean and tighten
Cut or damaged seals Replace.
226 07-96 5566071101

Hydraulic System
Excessive pump noise Low oil supply Fill reservoir
or cavitation Obstruction in suction line Check tank strainer and pump inlet
line.
Air in oil supply to pump Check all hose fittings and connections.
Locate air entry point and repair.
Excessive foaming Drain hydraulic system and refill with
proper type and viscosity oil.‘
Engine operated at high Warm up hydraulic system by cycling
speed with cold hydraulic hydraulic control s.
oil
Oil viscosity too high Drain hydraulic system and refill with
proper type and viscosity oil.‘
Pump components not prop- Check shaft seal and bearings for dam-
erly aligned. age. Replace parts as required. Align
pump correctly.
5566071101 07-96 227

SAHR Brakes
Inadequate braking Low hydraulic pressure at Check brake lines for leaks.
the wheel ends Install test gauge at wheel ends and
check pressure.
Adjust brake foot pedal control valve to
specification.
Restriction in hydraulic line Check lines to locate obstruction.
Wheel end leakage. Identify leak location and repair or
replace faulty component.
Insufficient accumulator Adjust pre-charge pressure to specifica-
pre-charge tion.
Brake disks worn Replace
Air in oil lines Check hydraulic lines for tightness
Relief valve not function- Check setting and adjust to specifica-
ing properly tion.
Disassemble valve and check for clean-
liness.
Repair or replace valve, if required.
Brakes chatter Improper type or viscosity Drain hydraulic system and refill with
oil proper oil.
Insufficient hydraulic oil Check oil level in hydraulic tank.
flow to the wheel ends. Check return line flow from wheel
ends.
Check pump performance.
228 07-96 5566071101

SAHR Brakes
Brakes release too Brake pedal not returning to Disassemble and inspect valve.
slowly fully released position Repair or replace valve as required.
Oil return port of brake con-
trol valve is restricted or
plugged.
Brakes do not release Brake pedal control valve
sticking.
Restriction in hydraulic Check lines to locate obstruction.
lines Remove obstruction or replace line.
Park Brake engaged (see Park Brake Troubleshooting)
Insufficient accumulator Check accumulator charging valve for
pressure proper operation.
Ensure brake pump is performing prop-
erly.
Brakes pull or drag (one Brake pedal control valve Adjust pedal travel.
or more assemblies do travel adjustment incorrect.
not release fully) Insufficient oil pressure to Check hydraulic lines for leaks.
one or more wheel ends Install test gauge to determine location
of problem.
Converter lock-up engaged (see Transmission Troubleshooting)
5566071101 07-96 229

SAHR Brakes
Brakes apply intermit- Brake pedal control valve Disassemble and inspect valve.
tently sticking. Repair or replace valve as required.
Accumulator pressure low Check accumulator charging valve for
proper operation.
Ensure brake pump is performing prop-
erly.
Restriction in hydraulic Check lines to locate obstruction.
lines Remove obstruction or replace line.
Park Brake solenoid applied Check Park Brake control switch posi-
tion.
Check Park Brake electrical circuit for
proper operation (switch, wiring, sole-
noid, time delay relay)
Convertor pressure low (see Transmission Troubleshooting)
Brakes do not apply Hydraulic pressure at Check system for blockage of flow.
wheel ends will not relieve.
Brakes overheat Excessive cycling of charge Check system for leaks.
valve Ensure brake pump is performing prop-
erly.
Brakes dragging (see above)
High hydraulic oil tempera- (see Hydraulic System Troubleshoot-
ture ing)
Excessive brake pedal Brake pedal out of adjust- Adjust travel.
travel ment.
Service brake will not Improper test procedure. Check that vehicle is in proper test gear
hold in drive (see Operator’s Manual).
Brake pedal heel stop out of Adjust heel stop.
adjustment.
Brake pedal control valve Disassemble valve and inspect.
not stroking. Check hydraulic system for possible
particulate contamination.
230 07-96 5566071101

Park Brake
Park brake will not hold Improper test procedure. Check that vehicle is in proper test gear
in drive (see Operator’s Manual).
Hydraulic pressure at Check system for blockage of flow.
wheel ends will not relieve.
Park brake does not Improper control position Check Park Brake Knob in proper posi-
release tion.
Check indicating circuit, if applicable.
Loss of hydraulic pressure (see Hydraulic System Troubleshoot-
ing)
Electrical System
Dash indicating light(s) No power Check that Master Isolation switch is
will not illuminate turned on.
Check charge on battery.
Check for tripped circuit breakers.
Check for faulty ignition switch.
Check for faulty Master Isolation
switch.
Check for broken or loose wires and
connections.
Circuit breaker or fuse open Reset/close.
Bulb burned out Replace bulb
Broken or loose wire or Repair or replace
connection
5566071101 07-96 231

Electrical System
Engine will not turn No power (see above)
over Low battery charge Check specific gravity. Replace if bat-
tery will not hold charge.
Faulty start switch Replace
Starter safety switch open Place transmission in neutral and apply
park brake.
Starter safety switch Readjust or replace.
improperly adjusted or
defective
High resistance in circuit Clean and tighten all connections.
Defective starter motor Replace.
Starter solenoid defective (see below for troubleshooting of
starter motor.)
Engine turns over but Fault in electrical shutdown Check circuit components for fault.
will not start circuit (if applicable)
Fault in DDEC system (if (refer to DDEC Troubleshooting Man-
applicable) ual)
Starter motor sluggish High resistance in circuit Check battery terminals for corrosion.
Clean and tighten all connections.
Low battery charge Check specific gravity. Replace if bat-
If extreme cold conditions, warm bat-
tery prior to starting.
Excessive load or drag on Check oil for proper viscosity. If
engine. extreme cold conditions, warm engine
oil prior to starting.
Trouble shoot engine subsystems to
locate problem.
Defective starter motor Replace. (see below for troubleshoot-
ing of starter motor.)
232 07-96 5566071101

Electrical System
Starter solenoid switch High resistance in circuit Check battery terminals for corrosion.
chatters Clean and tighten all connections.
Low battery charge Check specific gravity. Replace if bat-
If extreme cold conditions, warm bat-
tery prior to starting.
Open circuit in starter sole- Replace solenoid or solenoid wiring.
noid hold-in wings circuit
Low engine power Fault in DDEC system (if (refer to DDEC Troubleshooting Man-
applicable) ual)
Low battery output Electrolyte level low Add distilled water to proper level.
Defective battery cell Replace battery
Damaged battery case
Slipping drive belts Adjust belt tension.
Replace belts, if necessary.
Electrical circuits energized Turn off all switches when engine shut-
with engine off. down.
High resistance in circuit. Check and clean all terminals and
grounds.
Defective wiring. Replace.
Faulty alternator. Check and adjust regulator.
Check and tighten mounting.
Check pulley alignment.
Check for grounded field circuit.
Replace alternator.
5566071101 07-96 233

Electrical System
Starter Motor Armature Battery discharged. Recharge battery.
does not rotate or rotates Battery defective. Have battery checked (or replaced) by
too slowly. maintenance personnel.
Battery terminals loose or Tighten terminals, clean, and put acid-
corroded. resisting protective grease on terminals
and poles.
Starting motor terminals or Trace defective spot and repair.
carbon brushes grounded
(short circuit).
Carbon brushes have no Check, clean, or renew brushes. Clean
contact with commutator or brush holder.
are jammed in the brush
holders.
Brushes worn, broken,
fouled by dirt or oil.
Starting switch defective Replace starting switch.
(burnt or loose connec-
tions).
Solenoid switch in starting Repair or replace solenoid switch.
motor defective.
Excessive voltage drop in Check wiring, clean, and tighten con-
circuit. nections. Replace any broken cables or
wires.
Pinion fails to mesh Pinion fouled with dirt. Clean.
when armature rotates. Pinion or rim gear teeth Remove burr by filing.
damaged, burred.
Starting motor func- Battery insufficiently Charge battery.
tions properly until pin- charged.
ion meshes, then stops. Insufficient brush pressure. Check brushes, springs, and holders.
Solenoid switch in starting Repair or replace solenoid switch.
motor defective.
Excessive voltage drop in Check wiring and connections.
starting circuit.
234 07-96 5566071101

Electrical System
Starting switch fails to Solenoid switches damaged. Disconnect starter cable immediately at
cut out. battery or at the starting motor. Replace
defective switch, or have switch or
starting motor repaired.
Pinion or flywheel gear Return spring broken or Clean thoroughly. Remove burr from
badly fouled or dam- tired. tooth edges by filing. Have starting
aged. motor repaired.
Over-charged battery. Charge too high. Check and adjust or replace regulator.
Incorrect pulley used on Replace with pulley of correct size.
generator
Battery uses an exces- Battery over-charged. See above.
sive amount of water.
Rapid burn-out of light Battery over-charged. See above.
bulbs.
Low or intermittent gen- Dirty or worn generator Clean or repair commutator or replace
erator output. commutator. armature.
Brush(es) sticking. Clean brush holders thoroughly.
Replace brushes if necessary.
Weak brush springs. Replace springs.
Slipping drive belt. Adjust drive belt.
Malfunctioning regulator Adjust or replace regulator.
Lights dim. Batteries low. Charge batteries.
Poor ground. Provide a clean, tight ground.
Loose connections. Tighten all connections.
One (1) electrical gauge Bad connection at gauge, Make a positive connection.
not operating. connector plug or sender.
Sender defective. Replace.
Gauge defective.
5566071101 07-96 235

Electrical System
Ignition "ON" - no Dead battery. Recharge or replace battery.
gauges or lights work- Loose connection from bat- Tighten connection.
ing. tery to dash panel.
Broken wire between bat- Repair or replace wire.
tery and dash panel.
Hydraulic Hose Troubleshooting

Hydraulic hose is hard Aerated oil in system from Replace hose and check for air in the
and cracking cavitation system, drain oil and replace with
fresh oil. Check main control valve
spools
The hydraulic hose is Exposure to intense cold Replace hose with an appropriate cli-
cracked both internally while the hose was flexed. mate/temperature rating.
and externally but the
elastomeric materials
are soft and flexible at
room temperature
The hose has burst and High frequency pressure Replace hose with a higher SAE
examination of the wire impulse condition. impulse test requirement.
reinforcement shows
random broken wires
running the length of
the hose
The hydraulic hose has Wrong hose strength Change hose with a proper strength
burst but there is no rating for circuit
indication of multiple
Hydraulic circuit malfunc- Change hose, identify circuit prob-
broken wires the entire
tion causing unusual, high lem, examine check valves and port
length of the hose.
pressure conditions relief valves.
236 07-96 5566071101


The hydraulic hose has Hose cover degradation Replace hose, remove corrosive mate-
burst and examination due to excessive wear or rial from area--the following are
shows that the reinforc- exposure to corrosive causes of hose cover damage: Abra-
ing wires are rusted and material sion, cutting, battery acid, steam
the cover has been cleaners, chemical cleaning solutions,
damaged or cut. muriatic acid, salt water, heat, extreme
cold.
The hydraulic hose has Violation of minimum hose Check the bend radius specification,
burst on the outside bend radius. change hose and either re-route or
bend and appears to be replace with a hose designed for the
elliptical in the bent bend radius required.
section
The hydraulic pump is Violation of minimum hose Check hose bend radius, re-route hose,
noisy and very hot, the bend radius check oil for aeration (this situation
pressure line from the can result in cavitation).
pump is hard and brittle
The hydraulic hose is Twisting force exerted on Check components for looseness caus-
flattened out in one or the hydraulic hose ing torquing on the hose.
two areas and is kinked
or twisted
The hose tube has bro- High vacuum, wrong hose Replace hose with a proper rated hose.
ken loose from the rein- for circuit
forcement and
collapsed the inner Minimum hose bend radius Check radius, re-route hose, replace
is violated hose after straightened.
diameter of the hose.
The hose may protrude
into the hose fitting
The hydraulic hose has Improper assembly of the Replace with a properly assembled
burst six to eight inches hose fitting hose.
away from fitting, wire
reinforcement is rusted,
the cover is not cut or
damaged
5566071101 07-96 237


There are blisters on Incorrect assembly of the Replace hose with a properly assem-
the outer cover of the hose fitting bled hose.
hose. The blisters con-
tain oil.
The hydraulic hose Use of incorrect fitting on Replace fitting and hose with proper
blew out of the hose fit- the hose hose assembly---Use same manufac-
ting turer products and make sure that hose
and fitting are rated for each other.
Incorrect assembly of hose Replace bursted hose with a correctly
and fitting assembled hose and fitting package.
Incorrect hose length Replace hose with a new hose of
proper length.
The tube of the hose is Tube of the hose may be Replace with proper rated hose for an
badly deteriorated with incompatible with the oil based hydraulic system.
evidences of extreme hydraulic fluid.
swelling. In some cases
Excessive heat generated Check hydraulic circuits for malfunc-
the tube may be par-
by the hydraulic system, or tion, replace hose with a proper rated
tially washed out.
improper heat tolerant hose hose.
The hydraulic hose has Hose is aged Replace with a new hose
burst, the cover is badly
deteriorated and the
hose cover surface is
crazed.
The hose is leaking at Hose is trying to shorten Replace with a longer hose
the fitting because of a under pressure and has not
crack in the steel tube enough length to do so
adjacent to the braze on
a split flange shoulder.
A spiral reinforced Hose too short to accom- Replace with a longer hose
hose has burst and liter- modate the change in
ally split open with the length while it was pressur-
wire exploded and ized.
badly tangled
238 07-96 5566071101


Hose is badly flattened Kinked hose Replace hose and check for cause of
out in the burst area. kinking. Re-route if necessary to save
future hoses
Hose leaks profusely Hose bend radius exceeds Replace and re-route the hose
but has not burst minimum, causing high
pressure erosion of inner
tube
Contamination in the Replace the hydraulic fluid and filter.
hydraulic fluid Also replace the hose. Look for cause
of contamination.
The hydraulic hose has Hose not long enough for Replace with a longer hose
been pulled out of the application
hose fitting
5566071101 07-96 239

240 07-96 5566071101

Wagner Mine Trucks
Section 11
Appendix
Appendix Service Manual Wagner Mine Trucks
MT-408 Tires Pressure

kPa psi
Operating Weight kg lbs 12R20 (Michelin x-mine D2 L5)
Empty 7350 16200
Loaded 15350 33800
Engine
Capacity kg lbs Oil capacity with filter F6L-912W
Payload 8000 17600 change 14.5 liters / (3.8 gallons)
m 3
yd 3 Type of oil See specification tables
Volume, Heaped 4.8 6.3
Volume, Semi-Heaped 4.4 5.8 Fuel Tank
Volume, Struck 4.0 5.2 Capacity 81 liters / (21 gallons)
Type of Fuel See specification tables
Operating Times seconds
Box Dump Time 15 - 18 Cooling System
Steering Time (high idle / low idle) 3.3 / 4.2 System capacity
Type of fluid See specification tables
Speed- (Loaded) km/hr mph
1st Gear 7.8 4.9 Transmission
2nd Gear 14.5 9.0 Oil refill capacity - HR18324
3rd Gear 28.6 17.8 with filter change 17.4 liters / (4.6 gallons)
Type of oil See specification tables
Steering and Oscillation degrees
Turning Angle 40 Converter
Front Axle Oscillation 10
Oil refill capacity NA
Box Dump Angle 43
Hydraulic System kPa psi

Axles
Operating Pressure (Steering ) 13800 2000
Front and Rear Axle E9NN4000
Steering Port Relief
Differential capacity 16 liters / (4 gallons)
Operating Pressure (Dump ) 13800 2000 (each)
Planetary ends - (each) liters / (gallons)
Brake System kPa psi Type of oil See specification tables
Service Brake Pressure (SAHR)
Charge Valve Kick-In Hydraulic Reservoir
Charge Valve Kick-Out
Reservoir capacity 65 liters / (17 gallons)
Accumulator Pre-Charge
Service Brake Pressure (LCB)
Alternate oil See specification tables
Charge Valve Kick-In
Grease Fittings
242 07-96 5566071101

Wagner Mine Trucks Service Manual Appendix
Type of grease See specification tables
Stability
Test conditions: Vehicle fully loaded, box down.
Applied Standards: 89/392/EEC
Maximum safe side 10°

slope for operation:
Noise Level
Test conditions:
Ambient noise of test area: db
Vehicle noise at operator’s ear:
Low Idle db
High Idle db
Stall db
Maximum Speed, pumps run- db
ning
Vehicle noise at ten feet from cylinder head:
Low Idle db
High Idle db
Stall db
ning
Vibration Level
Test conditions:
Applied Standards: ISO 2631/1, SAE J1013
Test results:
5566071101 07-96 243


kPa psi
Operating Weight kg lbs 690 100
12x24 (Toyo G18 TT, 20 ply, L-3)
Empty 11300 25000 12x24 (Bridgestone G18 D2A TT)
Loaded 23100 51000 12R24 (Michelin x-mine TL)
Capacity kg lbs
Payload 11800 26000 Engine
m3 yd3
Oil capacity with filter F6L-413FW
change 16.5 liters / (4.4 gallons)
Volume, Semi-Heaped 6.7 8.8
Volume, Struck 6.2 8.1
Fuel Tank
Operating Times seconds Capacity 144 liters / (38 gallons)
Box Dump Time 13 - 15 Type of Fuel See specification tables
Steering Time (high idle / low idle) 4/9
Cooling System
Speed- (Loaded) km/hr mph System capacity
1st Gear 3.4 2.1-2.8 Type of fluid See specification tables
2nd Gear 7.5 4.7-6.1
3rd Gear 21.1 13.1-17 Transmission
Oil refill capacity - 18326
Steering and Oscillation degrees with filter change 17.4 liters / (4.6 gallons)
Turning Angle 42.5 Type of oil See specification tables
Box Dump Angle Converter
Oil refill capacity C272.5
5.7 liters / (1.5 gallons)
Operating Pressure (Steering ) 13100 1900 Type of oil See specification tables
Steering Port Relief 19300 2800
Operating Pressure (Dump ) 11400 1650
Axles
Brake System Front and Rear Axle 1200 TM II
kPa psi
Differential capacity liters / (gallons)
Service Brake Pressure (SAHR) (each)
Charge Valve Kick-In Planetary ends - liters / (gallons)
Charge Valve Kick-Out (each)
Accumulator Pre-Charge Type of oil See specification tables
Hydraulic Reservoir
244 07-96 5566071101


Grease Fittings
Stability

Noise Level
Test conditions:
Low Idle db
High Idle db
Stall db
ning
Low Idle db
High Idle db
Stall db
ning
Vibration Level
Test conditions:
Test results:
5566071101 07-96 245

MT-416 Brake System kPa psi

Charge Valve Kick-In 15860 2300
Operating Weight kg lbs
Charge Valve Kick-Out 18600 2700
Empty 15000 32900 Accumulator Pre-Charge 8300 1200
Loaded 29500 64900
Tires Pressure
Capacity kg lbs kPa psi
Payload 14500 32000 14x24 620/690 90/100
m 3
yd 3 14R24 655/690 95/100
16x25 480 70
Volume, Heaped 9.2 12
17.5R25 520/590 75/85
Volume, Semi-Heaped 8.4 11
Volume, Struck 7.7 10
Engine
Operating Times seconds Oil capacity with filter F8L-413FW
Box Dump Time 10.4 - 15
Steering Time (high idle / low idle) 5.2 / 8.4 F10L-413FW
Speed- (Loaded) km/hr mph 3306TA
1st Gear 4.8 3 27.5 liters / (7.3 gallons)
2nd Gear 8 - 9.7 5-6 4-71TI
3rd Gear 13.5 - 8.4 - 20.8 liters / (5.5 gallons)
16.7 10.4 Type of oil See specification tables
4th Gear 22 - 28 13.8 -
17.6 Fuel Tank
Capacity 221 liters / (58 gallons)
Turning Angle 42.5
Cooling System
Box Dump Angle 60
System capacity
Hydraulic System Type of fluid See specification tables
kPa psi
Transmission
Steering Port Relief 19300 2800
Operating Pressure (Dump ) 13800 2000 Oil refill capacity - R32425 / R32427 / R32464
with filter change 18.9 liters / (5 gallons)
Brake System kPa psi Type of oil See specification tables
Service Brake Pressure (SAHR) 10300 1500
Charge Valve Kick-In 11000 1600 Converter
Accumulator Pre-Charge 8300 1200
Service Brake Pressure (LCB) 15860 2300
246 07-96 5566071101

Oil refill capacity C273

C323
C8542
Axles
Front and Rear Axle 16D2149 and/or 410
Differential capacity 16 liters / (4.3 gallons)
(each)
406
18 liters / (4.8 gallons)
Planetary ends - 6.2 liters / (1.6 gallons)
(each) 3.7 liters / (1 gallon)
Hydraulic Reservoir
Grease Fittings
Stability

Noise Level
Test conditions:
Low Idle db
High Idle db
5566071101 07-96 247

Test conditions:
Stall db
ning
Low Idle db
High Idle db
Stall db
ning
Vibration Level
Test conditions:
Test results:
248 07-96 5566071101


Empty 20700 45600 Tires Pressure
Loaded 38800 85600 kPa psi
16x25 (Toyo G18 E-4 28 ply)
Capacity kg lbs 16R25 (Michelin x-mine D2)
Payload 18100 40000
m 3
yd3
Engine
Volume, Heaped 10.7 14.1 Oil capacity with filter 4-71TI

Volume, Struck 9.1 11.9 F10L-413FW
Operating Times seconds 3306
Box Dump Time 10-15 27.5 liters / (7.3 gallons)
Steering Time (high idle / low idle) 4.3 / 9.7 Type of oil See specification tables
Speed- (Loaded) km/hr mph Fuel Tank

1st Gear 5.6 3.5 Capacity 280 liters / (74 gallons)
2nd Gear 10.3 6.4 Type of Fuel See specification tables
3rd Gear 17.2 10.7
4th Gear 26.9 16.7 Cooling System
System capacity
Steering and Oscillation degrees Type of fluid See specification tables
Turning Angle 42.5
Front Axle Oscillation 10 Transmission
Box Dump Angle 60
Oil refill capacity - R32425
with filter change 18.9 liters / (5 gallons)
Converter
Oil refill capacity C8542/CL8542/C8402
Brake System kPa psi 13.2 liters / (3.5 gallons)
10300 1500
Service Brake Pressure (SAHR)
Charge Valve Kick-Out 13800 2000 Axles
5566071101 07-96 249

Front and Rear Axle 410 and/or 16D2149

Differential capacity 16 liters / (4.3 gallon)
(each)
457
28liters / (7.4 gallons)
(each) 5 liters / (1.3 gallons)
Hydraulic Reservoir
Grease Fittings
Stability

Noise Level
Test conditions:
Low Idle db
High Idle db
Stall db
ning
Low Idle db
High Idle db
Stall db
ning
250 07-96 5566071101

Vibration Level
Test conditions:
Test results:
5566071101 07-96 251


Service Brake Pressure (LCB) 13100 1900
Empty 24500 54000 Charge Valve Kick-In 13100 1900
Loaded 48100 106000 Charge Valve Kick-Out 15860 2300
Capacity kg lbs
Payload 23600 52000 Tires Pressure
3 3 bar psi
m yd
520/690 75/100
Engine
Oil capacity with filter F10L-413FW
Operating Times seconds
F12L-413FW
Box Dump Time 13 - 15
Steering Time (high idle / low idle) 4.4 - 7 40.5 liters / (10.7 gallons)
3306TA
Speed- (Loaded) km/hr mph 27.5 liters / (7.3 gallons)
1st Gear 4.8 3 3406PCTA & BDITA
2nd Gear 8 - 8.5 5 - 5.3 34 liters / (9 gallons)
3rd Gear 13.7 - 8.5 - 6V-92
14.3 8.9 20.8 liters / (5.5 gallons)
4th Gear 20.9 - 13 - Type of oil See specification tables
23.8 14.8
Fuel Tank
Turning Angle 42.5
Box Dump Angle
Cooling System
Hydraulic System kPa psi Tank capacity 392 liters / (103.6 gallons)
Type of fluid See specification tables
Port Relief Valve Pressure 17200 2500
Cushion Valve Pressure 19300 2800 Transmission
Emergency Steering Relief Pressure 8600 1250 Oil refill capacity - 5421 / 5422
Operating Pressure (Dump ) 10300 1500 with filter change 26.5 liters / (7 gallons)
Brake System kPa psi
Service Brake Pressure (SAHR) 10300 1500 Converter
Charge Valve Kick-In 12300 1785 Oil refill capacity C8602 / C8612
Charge Valve Kick-Out 14500 2100 13.2 liters / (3.5 gallons)
252 07-96 5566071101

Axles
Front and Rear Axle 19D2748 and/or 483
Differential capacity 34.5 liters / (9 gallons)
(each)
19D3060
508
(each) 12.3 liters / (3.2 gallons)
8 liters / (2 gallons)
Hydraulic Reservoir
Grease Fittings
5566071101 07-96 253

Stability

Noise Level
Test conditions:
Low Idle db
High Idle db
Stall db
ning
Low Idle db
High Idle db
Stall db
ning
Vibration Level
Test conditions: Second gear, full throttle, Atlas Copco Wagner test track facilities, Portland, OR, USA.
Test results: Frequency analysis of the measured vibration showed maximum vibration level of 1.077 m/
s2. (Below the 2.5 hour fatigue-decreased proficiency boundary limit.)
254 07-96 5566071101

MT-431B Brake System kPa psi

18R33 (Michelin XKD1A, L4) 620/690 90/100
Capacity kg lbs
m3 yd3 Oil capacity with filter Series 60-375
change liters / ( gallons)
Volume, Heaped 16.8 22
Volume, Semi-Heaped 15.4 20 Type of oil See specification tables
Fuel Tank
Box Dump Time 14 Type of Fuel See specification tables
Steering Time (high idle / low idle) 4.3 / 7
Cooling System
Speed- (Loaded) km/hr mph System capacity
1st Gear 5.5 3.4 Type of fluid See specification tables
2nd Gear 9.3 5.8
3rd Gear 15.6 9.7 Transmission
4th Gear 25.7 16.0 Oil refill capacity - 6422
with filter change liters / ( gallons)
Turning Angle 42.5
Converter
Box Dump Angle 58
Oil refill capacity CL8612
Hydraulic System 13.2 liters / (3.5 gallons)
kPa psi
Axles
Front and Rear Axle 508
Brake System Differential capacity 35 liters / (9.2 gallons)
kPa psi
(each)
Service Brake Pressure (SAHR) 10300 1500
Planetary ends - 8 liters / (2 gallons)
(each)
Hydraulic Reservoir
Charge Valve Kick-Out Reservoir capacity 238 liters / (63 gallons)
5566071101 07-96 255


Grease Fittings
Stability

Noise Level
Test conditions:
Low Idle db
High Idle db
Stall db
ning
Low Idle db
High Idle db
Stall db
ning
Vibration Level
Test conditions:
Test results:
256 07-96 5566071101

MT-436B Brake System kPa psi

26.5R25 450/550 65/80
Capacity kg lbs
m3 yd3 Oil capacity with filter Series 60-325
change 37.9 liters / (10 gallons)
Volume, Heaped 20 26
Volume, Semi-Heaped 18.4 24 Series 60-375
Volume, Struck 16.8 22 37.8 liters / (10 gallons)
Operating Times seconds Fuel Tank
Box Dump Time 14 - 15 Capacity 439 liters / (116 gallons)
Steering Time (high idle / low idle) 4.4 - 7 Type of Fuel See specification tables
Cooling System
Speed- (Loaded) km/hr mph Tank capacity 95 liters / (25 gallons)
1st Gear 4.8 3 Type of fluid See specification tables
2nd Gear 8 5 Transmission
3rd Gear 14 - 8.7 -
Oil refill capacity - 6000
15.4 9.6
with filter change liters / ( gallons)
4th Gear 22.5 - 14 - 16
25.7 5421 / 5422
26.5 liters / (7 gallons)
Steering and Oscillation degrees Type of oil See specification tables
Turning Angle 42.5 Converter
Front Axle Oscillation 10 Oil refill capacity C8602 / C8612
Box Dump Angle 58 13.2 liters / (3.5 gallons)
Hydraulic System kPa psi Axles
Operating Pressure (Steering ) 15860 2300 Front and Rear Axle 508
Port Relief Valve Pressure 17200 2500 Differential capacity 35 liters / (9.2 gallons)
Cushion Valve Pressure 19300 2800 (each)
Emergency Steering Relief Pressure 8600 1250 Planetary ends - (each) 8 liters / (2 gallons)
Operating Pressure (Dump ) 10300 1500 Type of oil See specification tables
Hydraulic Reservoir
Brake System kPa psi Reservoir capacity 238 liters / (63 gallons)
Service Brake Pressure (SAHR) 10300 1500 Type of oil See specification tables
Charge Valve Kick-In 11000 1600 Alternate oil See specification tables
5566071101 07-96 257

Grease Fittings
Stability

Noise Level
Test conditions: Sunny / wind 5 mph / temperature 25° C

Ambient noise of test area: 63 db
Low Idle 87.5 db
High Idle 101.5 - 102 db
Stall 103 - 104 db
Maximum Speed, pumps run- 101.5 - 102 db
ning
Low Idle 77.5 - 85 db
High Idle 91.5 - 100 db
Stall 94 - 103.5 db
Maximum Speed, pumps run- 91.5 - 100 db
ning
Vibration Level
Test conditions:
Test results:
258 07-96 5566071101


kPa psi
Empty 34900 76900
Loaded 70300 154900 Engine
Oil capacity with filter Series 60-475
Capacity kg lbs change 37.9 liters / (10 gallons)
Payload 35400 78000 8V-71
m 3
yd 3 liters / ( gallons)
Volume, Heaped 22.2 29 3406PCTA & BDITA
Volume, Semi-Heaped 19.9 26 34 liters / (9 gallons)
Volume, Struck 17.5 23 3408 PCTA
Operating Times seconds Type of oil See specification tables
Box Dump Time 13
Steering Time (high idle / low idle) 4.4 - 7 Fuel Tank
Speed- (Loaded) km/hr mph Type of Fuel See specification tables
1st Gear 4.8 3
2nd Gear 8 5 Cooling System
3rd Gear 14 8.7 Tank capacity
4th Gear 24 15 Type of fluid See specification tables

Transmission
Turning Angle 41
Oil refill capacity - 8422 / 8422H
Front Axle Oscillation 8 with filter change 41.6 liters / (11 gallons)
Box Dump Angle
Converter
Oil refill capacity C8612 / C8652
Port Relief Valve Pressure 17200 2500
Cushion Valve Pressure 19300 2800 13.2 liters / (3.5 gallons)
Emergency Steering Relief Pressure 8600 1250 Type of oil See specification tables
Axles
Brake System kPa psi Front and Rear Axle 21D3747
Service Brake Pressure (SAHR) 10300 1500 Differential capacity 50.2 liters / (13.3 gallons)
(each)
Charge Valve Kick-In 11000 1600 533
Charge Valve Kick-Out 13800 2000 liters / ( gallons)
Accumulator Pre-Charge 8300 1200 Planetary ends - (each) 12.3 liters / (3.2 gallons)
5566071101 07-96 259

Hydraulic Reservoir
Grease Fittings
Stability

Noise Level
Test conditions:
Low Idle db
High Idle db
Stall db
ning
Low Idle db
High Idle db
Stall db
ning
Vibration Level
Test conditions:
Test results:
260 07-96 5566071101


kPa psi
Operating Weight kg lbs 29.5x29 520 75
Empty 35500 78300
Loaded 75400 166300 Engine
Oil capacity with filter Series 60-475
Capacity kg lbs change 37.9 liters / (10 gallons)
Payload 39900 88000 3406PCTA
m 3
yd 3 34 liters / (9 gallons)
Volume, Heaped 25.5 33.3 3408 PCTA
Volume, Semi-Heaped 22.9 30 46 liters / (12.25 gallons)
Volume, Struck 22.4 26.7 Type of oil See specification tables
Fuel Tank
Box Dump Time 13 - 15 Type of Fuel See specification tables
Steering Time (high idle / low idle) 5 - 11 Cooling System
Tank capacity 95 liters / (25 gallons)
Speed- (Loaded) km/hr mph Type of fluid See specification tables
1st Gear 4.3 - 4.8 2.7 - 3 Transmission
2nd Gear 7.6 - 9.2 4.7 - 5.7
Oil refill capacity - 8422 / 8422H
3rd Gear 12.9 - 16 8 - 10 with filter change 41.6 liters / (11 gallons)
4th Gear 22 - 28.6 13.7 - 17.8
Steering and Oscillation Converter
degrees
Oil refill capacity C8652
Turning Angle 41
Front Axle Oscillation 8 13.2 liters / (3.5 gallons)
Box Dump Angle 55 Type of oil See specification tables
Axles
Hydraulic System kPa psi Front and Rear Axle 21D3960
Operating Pressure (Steering ) 15860 2300 Differential capacity 60.6 liters / (16 gallons)
(each)
Port Relief Valve Pressure 17200 2500 533
Cushion Valve Pressure 19300 2800 liters / ( gallons)
Emergency Steering Relief Pressure 8600 1250 Planetary ends - 9.5 liters / (2.5 gallons)
Operating Pressure (Dump ) 14500 2100 Type of oil See specification tables
Hydraulic Reservoir
Brake System kPa psi Reservoir capacity 315 liters / (83 gallons)
Service Brake Pressure (SAHR) 10300 1500 Type of oil See specification tables
Charge Valve Kick-In 11000 1600 Alternate oil See specification tables
Grease Fittings
5566071101 07-96 261

Stability

Noise Level
Test conditions: Sunny / wind 5 mph / temperature 25° C

Low Idle db
High Idle db
Stall db
ning
Low Idle db
High Idle db
Stall db
ning
Vibration Level
Test conditions:
Test results:
262 07-96 5566071101

Maximum Allowable Back Pressure
Engine In. H2O MM Hg RPM Load

Deutz
F6L-912W 29.5 55.0 Full throttle Full
F6L-413FW 29.5 55.0 “ “
F8L-413FW 29.5 55.0 “ “
F10L-413FW “ “ “ “
F12L-413FW “ “ “ “
Caterpillar
3306NA 34.0 63.5 2200 “
3406TA 27.0 50.4 “ “
3408PCTA 40 74.7 “ “
Detroit Diesel
4-71 TI 40.8 76.2 2100 “
8V-71 “ “
6V-92 TA “ “ “ “
Series 60 - 300 “ “ “ “
Series 60 - 325 “ “ “ “
Series 60 - 375 “ “ “ “
Series 60 - 475 “ “ “ “
Steering Stops (Wheel to Wheel Center- MT-408

line Distance)
MT-413
MT-408 MT-416 (Wagner 457 axle) 138.6 in.
MT-413 MT-431B
MT-436B 144.9 in.
MT-416 (Wagner 457 axle) 138.6 in.
MT-439 157.5 in.
MT-420 MT-444 (standard) 152 in.
MT-420 MT-444 (narrow) 158 in.
MT-426 (Dry Disk brake) 142 in.
MT-426 (Wet Disk brake) 150 in.
5566071101 07-96 263

Engines
Deutz
Air Flow Fuel
Rating Torque Displacement
Model Cylinders Consumption Vehicle
(Kw/hp) (Nm /ft-lb) (liter/cu-in) (m3 -min/CFM) (ltr-hr/gal-hr)
F6L-912W 61 / 82 275 / 203 6 5.6 / 342 212 / 7500 12.7 / 3.4 MT-408
F6L-413FW 104 / 139 6 340 / 12000 33.7 / 8.9 MT-413
F8L-413FW 136 / 188 617 / 139 8 12.8 / 781 453 / 16000 44 / 11.6 MT-416
F10L-413FW MT-416, MT-

172 / 231 774 / 174 10 15.9 / 970 566 / 20000 33 / 8.7
420, MT-426
F12L-413FW 207 / 277 975 / 219 12 19.1 / 1168 680 / 24000 33 / 8.7 MT-426
Detroit Diesel
Air Flow Fuel
Model Cylinders 3 Consumption Vehicle
(Kw/hp) (Nm /ft-lb) (ltr/cu-in) (m -min/CFM) (ltr-hr/gal-hr)
4-71 TI 143 / 180 692 / 156 4 4.7 / 287 736 / 26000 40 / 10.6 MT-416, MT-420
8V-71 N55 MT-426, MT-439
8V-71 B60 MT-426, MT-439
6V-92 TA MT-426
Series 60 - 300 224 / 300 1424 / 320 6 11.1 / 677 907 / 32000 58.8 / 15.5
Series 60 - 325 242 / 325 1695 / 381 6 11.1 / 677 991 / 35000 63.7 / 16.8 MT-436B
Series 60 - 375 MT-431B,

280 / 375 6 12.7 / 775 907 / 41000 69.3 / 18.3
MT-436B
Series 60 - 475 354 / 475 2101 / 472 6 12.7 / 775 1444 / 51000 88.7 / 23.4 MT-439, MT-444
Caterpillar
Air Flow Fuel
Model Cylinders Consumption Vehicle
(Kw/hp) (Nm /ft-lb) (ltr/cu-in) (m3-min/CFM) (ltr-hr/gal-hr)
3306 112 / 150 485 / 358 6 10.5 / 638 9.6 / 340 34 / 9 MT-416
3306 TA MT-416, MT-420,

205 / 275 6 10.5 / 638 18.4 / 650 57.5 / 15.2
MT-426
3406 PCTA MT-420, MT-426,
280 / 375 1272 / 938 6 14.6 / 893 28.5 / 1006 81.8 / 21.6
MT-439, MT-444
3406 BDITA 298 / 400 1356 / 1000 6 14.6 / 893 29 / 1023 73.9 / 19.5 MT-426, MT-439
3408 PCTA 354 / 475 1611 / 1188 8 18 / 1099 32.6 / 1151 102 / 27 MT-439, MT-444
264 07-96 5566071101

Transmissions
Clark
Model Oil Vehicle
Capacity
Pressure (bar/psi) Temperature (0C/ 0F)
(ltr/gal
Series 5000 12.4 - 15.2 / 180 - 220 82 - 93 /180 -200 26.5 / 7 MT-426, MT-436B
Series 6000 12.4 - 15.2 / 180 - 220 82 - 93 /180 -200 MT-431,MT-436B
Series 8000 12.4 - 15.2 / 180 - 220 82 - 93 /180 -200 41.6 / 11 MT-438, MT-444
Series 18000 12.4 - 15.2 / 180 - 220 82 - 93 /180 -200 17.4 / 4.6 MT-408, MT-413
Series 28000 16.5 -19.3 / 240 - 280 82 - 93 /180 -200 13.2 / 3.5 MT-416
Series 32000 16.5 -20.7 / 240 -300 82 - 93 /180 -200 18.9 / 5 MT-416, MT-420
Converters
Clark
Model Oil Vehicle
a Temperature b
Pressure Capacity
(bar/psi) (0C/ 0F) (ltr/gal)
C272.5 3.8 - 4.8 / 55-70 82 - 93 / 180 - 200 5.7 / 1.5 MT-413
C273 3.8 - 4.8 / 55-70 82 - 93 / 180 - 200 5.7 / 1.5 MT-416
C323 MT-416
C8402 3.8 - 4.8 / 55-70 82 - 93 / 180 - 200 13.2 / 3.5 MT-420
C8542 3.8 - 4.8 / 55-70 82 - 93 / 180 - 200 13.2 / 3.5 MT-416, MT-420
C8602 3.8 - 4.8 / 55-70 82 - 93 / 180 - 200 13.2 / 3.5 MT-426
C8612 MT-426, MT-
3.8 - 4.8 / 55-70 82 - 93 / 180 - 200 13.2 / 3.5
431B, MT-439
C8652 3.8 - 4.8 / 55-70 82 - 93 / 180 - 200 13.2 / 3.5 MT-439, MT-444
a. In Neutral
b. Static capacity, not including oil lines and cooler.
5566071101 07-96 265

Axles
Clark
Model Oil Capacity Options Availability
Differential Planetaries
16D2149 MT-416
16 ltr / 4.3 gal 6.2ltr / 1.6gal No-Spin, LCB, SAHR
(410)
19D2748 MT-426
34.5 ltr / 9 gal 4.7ltr / 1.3gal No-Spin, LCB, SAHR
(483)
19D3060 26.6 ltr / 6.5 gal 12.3 ltr / 3.2 gal No-Spin, LCB, SAHR MT-426
21D3747 L-Slip, No-Spin, LCB, MT-439
50.2 ltr / 13.3 gal 12.3 ltr / 3.2 gal
SAHR
21D3960 L-Slip, No-Spin, LCB, MT-444
60.6 ltr / 16 gal 9.5 ltr / 2.5 gal
SAHR
Rock Torque
406 18 ltr / 4.8 gal 3.7 ltr / 1gal No-Spin, SAHR MT-416
410 MT-416, MT-420
16 ltr / 4.3 gal 6.2ltr / 1.6gal No-Spin, LCB, SAHR
(16D2149)
483 MT-420, MT-426
34.5 ltr / 9 gal 4.7 ltr / 1.2 gal No-Spin, SAHR
(19D2748)
508 MT-426, MT-431B,
35 ltr / 9.2 gal 8 ltr / 2 gal L-Slip, No-Spin, SAHR
MT-436B
533 MT-439, MT-444
John Deere
1200 TM II LCB MT-413
266 07-96 5566071101

Ford
E4NN4000 16 ltr / 4 gal LCB MT-408
5566071101 07-96 267

Electrical System
Alternators
Voltage/
Vehicle Manufacturer Model Notes
Amperage
MT-416 Delco 20-SI 12v / 60amp
MT-416 25-SI 12v / 60amp
MT-408, MT-416,
30-SI 24v / 75amp
MT-420
MT-416 30-SI 24v / 60amp
MT-413, MT-416 30-SI 24v / 80amp
MT-416 30-SI 12-24v / 90amp
MT-431B, MT-436B, Delco
30-SI 24v / 80amp
MT-439, MT-444
MT-413 Niehoff 24v /
Batteries
Vehicle Manufacturer Model Amp-Hr Notes
MT-408, MT-416 Empire 31H 105 ~ 115 (x2), std
MT-413, MT-416,
30H 90 ~ 100 (x2), std
MT-420
MT-436B, MT-439,
4D 170 ~ 190 std
MT-444
MT-431B 8D 205 ~ 225 (x2), std
268 07-96 5566071101

Tires
Vehicle Size Manufacturer Type Rating Pressure

MT-416 14.00x24-16 Toyo G18 L-3
-20 Toyo G28 ET, TT E-4 90/100
-20 Toyo G18 90/100
-20 Bridgestone RL L-3 90/100
-20 Bridgestone STMS 90/100
-20 Michelin XKD1A, 3-STAR 90/100
14.00x24 Michelin XKA L-3
16.00x25 Michelin X-Mine D-2
16.00x25-24 Bridgestone GL E-3
17.50x25-16 Toyo G18
-20 Toyo G18, TL L-3
-20 Toyo S25, TL L-5S
14.00R24 105/110
16.00R25 80
17.50R25 Toyo G18
MT-426 18.00x25 75/100
-28 Toyo G18
-28 Toyo G18 ET L-4
-28 Bridgestone RL L-3
-28 Bridgestone RLS E-4
-28 Goodyear
18.00x25 Michelin X-Mine, 2-STAR
MT-436B 21.00x25 Michelin XKA, TL, 2-STAR
26.50x25 Michelin XKA, TL, 2-STAR
Michelin X-Mine, TL D-2
Bridgestone 2-STAR, A LUG, TL L-3
26.50R25 65/80
MT-439 29.50x25-34 65/80
Michelin X-Mine, D-2 L-5
Toyo G18 L-3
Goodyear SHRL-XT L-4
Bridgestone RL L-3
MT-444 29.50x29-34 75
Toyo G18, TL L-3
Bridgestone RL, D-2A L-3
Goodyear 4S, TL, 2-STAR RL-3
29.50R29 70/85
Bridgestone VALS L-4
Michelin X-Mine D-2
5566071101 07-96 269

Recommended Torques SAE

(U.S.)1 1. “Lubricated” fasteners include lubricants, lubrizing,
plating and hardened washers.
SAE GRADE 5 SAE GRADE 8

Bolt Size Assembly Torque Assembly Torque
DRY LUBE C-670 DRY LUBE C-670
R=.200 R=.150 R=.060 R=.200 R=.150 R=.060
4-40 8 in-lbs 6 in-lbs 2.5 in-lbs 12 in-lbs 9 in-lbs 3.5 in-lbs
4-48 9 in-lbs 7 in-lbs 3 in-lbs 13 in-lbs 10 in-lbs 4 in-lbs
1/4-20 8 ft-lbs 75 in-lbs 2.5 ft-lbs 12 ft-lbs 9 ft-lbs 3.5 ft-lbs
1/4-28 10 ft-lbs 86 in-lbs 3 ft-lbs 14 ft-lbs l0 ft-lbs 4 ft-lbs
5/16-18 17 ft-lbs 13 ft-lbs 5 ft-lbs 25 ft-lbs 18 ft-lbs 6 ft-lbs
1-8 580 ft-lbs 440 ft-lbs 175 ft-lbs 900 ft-lbs 680 ft-lbs 270 ft-lbs
1-12 640 ft-lbs 480 ft-lbs 195 ft-lbs 1000 ft-lbs 740 ft-lbs 300 ft-lbs
1 1/8-7 800 ft-lbs 600 ft-lbs 240 ft-lbs 1280 ft-lbs 960 ft-lbs 390 ft-lbs
1 3/8 1460 ft-lbs 1100 ft-lbs 440 ft-lbs 2380 ft-lbs 1780 ft-lbs 715 ft-lbs
270 07-96 5566071101

Recommended Torques SAE

(Metric)1 1. “Lubricated” fasteners include lubricants, lubrizing,
plating and hardened washers.
SAE GRADE 5 SAE GRADE 8

Bolt Size Assembly Torque Assembly Torque
DRY LUBE C-670 DRY LUBE C-670
R=.200 R=.150 R=.060 R=.200 R=.150 R=.060
4-40 .90 N-m .70 N-m .30 N-m 1.4 N-m 1 N-m .40 N-m
4-48 1 N-m .80 N-m .30 N-m 1.5 N-m 1.1 N-m .45 N-m
6-32 1.8 N-m 1.4 N-m .60 N-m 2.6 N-m 1.9 N-m .80 N-m
6-40 2 N-m 1.5 N-m .70 N-m 2.8 N-m 2.1 N-m .90 N-m
8-32 3.4 N-m 2.5 N-m .90 N-m 4.6 N-m 3.5 N-m 1.4 N-m
8-36 3.5 N-m 2.6 N-m 1.1 N-m 4.9 N-m 3.6 N-m 1.6 N-m
10-24 4.9 N-m 3.6 N-m 1.4 N-m 6.8 N-m 5 N-m 2 N-m
10-32 5.5 N-m 4 N-m 1.6 N-m 7.7 N-m 5.8 N-m 2.3 N-m
1/4-20 10.8 N-m 8.5 N-m 3.9 N-m 16.3 N-m 12.2 N-m 4.7 N-m
1/4-28 13.6 N-m 9.7 N-m 4 N-m 19 N-m 13.6 N-m 5.4 N-m
5/16-18 23 N-m 17.6 N-m 6.8 N-m 33.9 N-m 24.4 N-m 8.1 N-m
5/16-24 25.8 N-m 19 N-m 9.5 N-m 33.9 N-m 27.1 N-m 10.8 N-m
3/8-16 40.7 N-m 31.2 N-m 13.6 N-m 61 N-m 47.5 N-m 19 N-m
3/8-24 47.5 N-m 34 N-m 13.6 N-m 67.8 N-m 47.5 N-m 19 N-m
7/16-14 67.8 N-m 47.5 N-m 21.7 N-m 94.9 N-m 74.6 N-m 29.8 N-m
7/16-20 74.6 N-m 54.2 N-m 24.4 N-m 108.5 N-m 81.3 N-m 32.5 N-m
1/2-13 101.7 N-m 74.6 N-m 29.8 N-m 149 N-m 108.5 N-m 43.4 N-m
1/2-20 122 N-m 88.1 N-m 38 N-m 162.7 N-m 122 N-m 48.8 N-m
9/16-12 149 N-m 108.5 N-m 46 N-m 203.4 N-m 149 N-m 62.4 N-m
9/16-18 162.7 N-m 122 N-m 51.5 N-m 230.5 N-m 176.2 N-m 70.5 N-m
5/8-11 203.4 N-m 149 N-m 61 N-m 298.3 N-m 230.5 N-m 86.8 N-m
5/8-18 244 N-m 176.2 N-m 74.6 N-m 325.4 N-m 244 N-m 97.6 N-m
3/4-10 352.5 N-m 271.1 N-m 108.5 N-m 515.2 N-m 379.6 N-m 151.8 N-m
3/4-16 406.7 N-m 298.3 N-m 122 N-m 569.4 N-m 433.8 N-m 170.8 N-m
7/8-9 542.3 N-m 406.7 N-m 160 N-m 813.4 N-m 623.6 N-m 246.7 N-m
7/8-14 596.5 N-m 433.8 N-m 176.2 N-m 895 N-m 677.9 N-m 271.1 N-m
1-8 786.3 N-m 596.5 N-m 237.3 N-m 1220 N-m 922 N-m 366 N-m
1-12 867.7 N-m 650.8 N-m 264.4 N-m 1356 N-m 1003 N-m 406.7 N-m
1 1/8-7 1085 N-m 813.4 N-m 325.4 N-m 1735 N-m 1302 N-m 528.7 N-m
1 1/8-12 1193 N-m 895 N-m 359.3 N-m 1952 N-m 1464 N-m 583 N-m
1 1/4-7 1518 N-m 1139 N-m 461 N-m 2467 N-m 1844 N-m 745.7 N-m
1 1/4-12 1681 N-m 1247 N-m 501.6 N-m 2711 N-m 2034 N-m 813.4 N-m
1 3/8 1979 N-m 1491 N-m 596.5 N-m 3227 N-m 2413 N-m 969.4 N-m
1 3/8-12 2278 N-m 1708 N-m 678 N-m 3688 N-m 2766 N-m 1105 N-m
1 1/2-6 2630 N-m 1979 N-m 793 N-m 4284 N-m 3200 N-m 1288 N-m
1 1/2-12 2983 N-m 2223 N-m 888 N-m 4826 N-m 3606 N-m 1444 N-m
5566071101 07-96 271

Fluids and Lubrication Specifications

Selection of the proper quality of fuel, lubricat- International Fuel Specifications
ing oils and grease, and coolant is important to
get efficient, trouble-free service from your vehi- Specification Fuel Type
cle. Provided below are recommended specifi-
cations and the approximate quantities for each US Standard
model vehicle. ASTM D975 No. 1-D & No. 2-D
ASTM D396 diesel fuel oil
Diesel Fuel Specifications No. 1 & No. 2 fuel oil
ASTM D2880
Quality and Selection No. 1-GT & No. 2-GT
gas turbine fuel
The quality of fuel oil used is a very important
factor in getting satisfactory engine perfor- UK Standard
mance, long engine life, and acceptable exhaust BS 2869 Class A1, A2 & B1
emissions levels. Fuels meeting the properties of engine fuel
ASTM Designation D 975 (Grades 1D and 2-D) BS 2869
have provided satisfactory performance. The Class C2 & D burner fuel
ASTM D 975 specification does not adequately German Stan-
define the characteristics necessary for fuel qual- dard diesel fuel
ity. The properties listed in the fuel oil selection
DIN 51 601 E1 heating oil
chart have provided optimum engine perfor-
mance. DIN 51 603
It is important that only fuel meeting the manu- Australian Stan-
facturer’s recommendations be used. The follow- dard automotive diesel fuel
ing list shows fuels found worldwide that may be AS 3570
acceptable*. Also listed are the recommended
fuel characteristic specifications for Deutz, Japanese Stan-
Detroit Diesel and Caterpillar diesel engines. dard Types 1, 2, 3 & 1(spl) &
JIS K2204 3(spl) gas oil
US Government
W-F-800C DF-1, DF-2 & DF-20
W-F-815C CONUS diesel
FS-1 & FS-2 burner fuel
US Military
MIL-L-16884G marine oil
* (Consult your manufacturer’s engine manual

for specific recommendations.)
272 07-96 5566071101

Fuel Oil Selection Chart
General Fuel ASTM No. 1 No. 2

Classification Standard ASTM 1-D ASTM No. 2-D
Gravity, °API # D 287 40 - 44 33 - 37
Flash Point D93 100 / 38 125 / 52
(°F / °C, Min.)
Viscosity, Kinematic D 445
(cSt @ 100°F / 40°C) 1.3 - 2.4 1.9 - 4.1
Cloud Point # D 2500 See Note 1 See Note 1
Sulfur Content
(wt%, Max.) D 129 0.5 0.5
Carbon Residue
(on 10%, wt%, Max.) D 524 0.15 0.35
Accelerated Stability D 2274 1.5 1.5
Total Insolubles
(mg/100 ml, Max.) #
Ash (wt%, Max.) D 482 0.01 0.01
Cetane Number, Min. + D 613 45 45
Distillation Temperature, D 86
(°/ oC)
IBP, Typical # 350 / 177 375 / 191
10% Typical # 385 / 196 430 / 221
50% Typical # 425 / 218 510 / 256
90% + 500 / 260 Max. 625 / 329 Max.
End Point # 550 / 288 Max. 675 / 357 Max.
Water & Sediment (%, Max.) D 1796 0.05 0.05
# Not specified in ASTM D 975
+ Differs from ASTM D 975
Note 1: The cloud point should be 10°F (6°C) below the lowest expected fuel temperature to prevent
clogging of fuel filters by crystals.
Note 2: When prolonged idling periods or cold weather conditions below 32°F (0°C) are encountered,
the use of 1-D fuel is recommended. Number 1-D fuels should also be considered when operating
continuously at altitudes above 5000 ft.
5566071101 07-96 273

Lubricating Oil Specifications
Engines
SAE
Detroit Diesel API Spec Notes
Grade
Series 71 & 92 CF-2 40W Ambient temperatures below 32°F / 0°C use SAE
15W-40 or 30W.
Series 50 & 60 CF-4 15W-40 Use multigrade oil only. No single weight oils.
HT/HS viscosity - 3.7cP minimum.
API
Deutz SAE Grade Notes
Spec
Natural Air CC, CD, (See oil viscosity/tempera- See lube oil cross-reference list for
CE ture chart) alternative oils.
Turbocharged CD, CE, (See oil viscosity/tempera- See lube oil cross-reference list for
CF, CF-4 ture chart) alternative oils.
API
Caterpillar SAE Grade Notes
Spec
Series 3300 CF-4 (See oil viscosity/tempera- See lube oil cross-reference list for
ture chart) alternative oils.
Series 3400 CF-4 (See oil viscosity/tempera- See lube oil cross-reference list for
ture chart) alternative oils.
274 07-96 5566071101

Transmissions and Converters

SAEa
Manufacturer Spec Notes
Grade
Clark C-2, C-3, 10W, Wagner recommends use of SAE 20 oil for normal
C-4 20, operating temperatures. (See footnote below).
30 Use monoweight oils only.
MIL-L-46167 approved for sub-zero conditions.
Caterpillar C-4 10W thru Wagner recommends use of SAE 20 oil for normal
50 operating temperatures. (See footnote below).
Use monoweight oils only.
a. Grade of oil dependant on ambient air operating conditions. See Viscosity/Temp Range chart for selection of
proper weight oil.
Axles
SAEa
Manufacturer Spec Notes
Grade
Wagner GL-5 85W140 GL-5 SAE 90 oils also acceptable.

Clark GL-5 85W140 MIL-L-2105C qualified lubricants meet Clark
MS-8 specifications.
GL-4 SAE 90 oils with SCL additives also accept-
able.
Rockwell GL-5 85W140 Synthetic lubricants that meet Rockwell 0-76
series specifications are acceptable. Check with
Rockwell to ensure compatibility with seals.
a. Grade of oil dependant on ambient air operating conditions. See Viscosity/Temp Range chart for selection of
proper weight oil.
5566071101 07-96 275

Viscosity Grade / Ambient Temperature Deutz

Charts
o o
Oil Viscosity C F
Grade Min Max Min Max
SAE 5W30 (syn) -40 +25 -40 +77

SAE 10W -30 -5 -22 +23
SAE 10W30 -20 to -25 +20 -4 to -13 +68
SAE 10W40 -20 to -25 +30 -4 to -13 +86
SAE 15W30 -10 to -20 +25 -4 to +14 +77
SAE 15W40 -10 to -20 > +35 -4 to +14 > +95
SAE 20W20 -10 to -15 +10 +5 to +14 +50
SAE 30 +5 +30 +41 +86
SAE 40 +25 > +35 +77 > +95
Caterpillar
o o
Oil Viscosity C F

Engines
Synthetic Oilsa below -20 below -4
SAE 10W -20 +10 to +20 -4 +50 to +70
SAE 10W30 -20 +40 -4 +104
SAE 15W40 -15 +50 +5 +122
SAE 20W40 -10 +40 +14 +104
SAE 30 0 +40 +32 +104
SAE 40 +5 +50 +41 +122
Transmissions
276 07-96 5566071101

o o
Oil Viscosity C F
SAE 10W -20 +40 -4 +104

SAE 30 0 +40 +32 +104
a. These special oils do not contain polymer viscosity improvers. Wagner recommends contacting your service
representative for advice on cold weather usage.
Clark
o o
Oil Viscosity C F
Transmissions
SAE 10W -23 +15 -10 +60
SAE 20 -10 +25 +15 +80
SAE 30 0 +60 +30 +135
Axles
SAE 75W -40 -23 -40 -10
SAE 75W80 -40 -18 -40 0
SAE 75W90 -40 +38 -40 +100
SAE 75W140 -40 > +38 -40 > +100
SAE 80W90 -26 +38 -15 +100
SAE 80W140 -26 > +38 -15 > +100
SAE 85W140 -12 > +38 +10 > +100
Wagner Hydraulic Fluid Specifications
5566071101 07-96 277

Description Specification Grade Notes
EP Axle Lube Wagner No. 100-2680- 85W - Approved for use in Clark, Wagner
004R 140 “Rock Torque” and Rockwell axles.
Tractor Hydraulic Wagner No. 100-2680- 15W-20 Paraffin based.
Fluid 005-R Meets following manufacturer’s
specifications: Allison C-4, Cater-
pillar TO-2, John Deere J20A & C,
Ford ESN-M2C134-D.
Hydraulic Oil Wagner No. 100-2680- MIL-L-46152B and API CC quali-
002-R fied lubricants meet this specifica-
tion.
FR Hydraulic Fluid Wagner No. 100-2680- Invert emulsion type fire resistant
007-R fluid.
For use above 60°C only.
FR Hydraulic Fluid Wagner No. 100-2680- Invert emulsion type fire resistant
008-R fluid.
For use between 25°F and 60°F only.
Water -Glycol FR Wagner No. 100-2680- For use only in systems designed for
Fluid 010-R water-glycol.
Artic Hydraulic Wagner No. 100-2680- 0W-30 Multi-purpose synthetic lubricant
Fluid 009-R for use in sub-zero conditions.
278 07-96 5566071101

Grease Specification
Specification Approved Vendors Notes
NLGL No. 2 Imperial Oil - Molub-Alloy Multipurpose Molybdenum grease with Lith-
#777-2 ium soap and EP additives.
Shell Oil - Super Duty Grease Any multipurpose grease containing 3-5%
Mobil Oil - Mobil Grease Molybdenum can be substituted.
Special
Coolant Specifications
Water Qualitya
Max Allowed
Parameter Notes
(ppm)
Chlorides 40 Water with salt softeners is not recom-

mended.
Sulfates 100
Total Dissolved Solids 340
Total Hardness 170 Magnesium & Calcium
Nitrates >800 Add SCA additive if below this concen-
tration.
pH 5.5 - 9.0 Cummins recommends pH of 8.5 - 10.5
a. Use of Distilled Water is recommended by all engine manufacturers.
5566071101 07-96 279

Antifreezea
Concentration Ratio
Type Notes
antifreeze/water
Ethylene Glycol 30/70 - 60/40 For temperatures to -15° C & -5°oC

Detroit Diesel recommends 50/50
ratio.
Propylene Glycol 30/70 - 60/40 For temperatures to -15° C & -51°C
50/50 ratio only for Caterpillar
engines.
Not approved for Detroit Diesel
engines other than Series 40, 50 and
60.
Methoxy Propanal 50/50 Not recommended for use in Detroit
Diesel engines.
Not identified for use by Caterpillar.
a. Use of high silicate and/or phosphate antifreeze is not recommended. Soluble oil and Chromate additives are
not approved for use in Detroit Diesel engines.
Cross Reference List
New Old Alternatives

CF-2 CD, CD-II, CD/TO-2 CD/SE, CD/SF, CD/SG, MIL-L-2104C & E, D4
CF-4 CE CF-4/SG, CE/SF, CE/SG, MIL-L-2104E, D4
CC CC/SE, CC/SF, MIL-L-2104B, MIL-L-46152A
Class Alternativesa
C-2, C-3 CD/SE, CD/SF, CD/SG, MIL-L-2104C & D, Conoco No. 6718 synthetic oil
C-4 Wagner Tractor Hydraulic Fluid No. 100-2680-005R, Caterpillar TO-2, John Deere
J20A & C, Ford ESN-M2C134-D
a. Variations in composition and properties can occur in oils, depending on manufacturer and location. Contact
your Atlas-Copco Wagner representative and your local oil supplier for additional information.
280 07-96 5566071101

Wagner Mine Trucks Service Manual Index
A S
Axles 242, 244, 247, 249, 253, 255, 257, 259, spacer assembly 118, 119
261 Stopping the Engine 14
B T
Burn, Fire, and Explosion Prevention 14 Tire and Wheel Safety 15
C Transmission 242, 244, 246, 249, 252, 255, 257,
Cooling System 242, 244, 246, 249, 252, 255, 259, 261
257, 259, 261
F
Fluids and Lubricant Capacities
Axles 242, 244, 247, 249, 253, 255, 257, 259,
261
Cooling System 242, 244, 246, 249, 252, 255,
257, 259, 261
Engine 242, 244, 246, 249, 252, 255, 257,
259, 261
Fuel Tank 242, 244, 246, 249, 252, 255, 257,
259, 261
Grease Fittings 242, 245, 247, 250, 253, 256,
258, 260, 261
Hydraulic Reservoir 242, 244, 247, 250, 253,
255, 257, 260, 261
Transmission 242, 244, 246, 249, 252, 255,
257, 259, 261
Fuel Tank 242, 244, 246, 249, 252, 255, 257,
259, 261
Fuel Tank Fill 32, 36
fuel tank valve 72
G
Grease Fittings 242, 245, 247, 250, 253, 256,
258, 260, 261
H
Hydraulic Reservoir 242, 244, 247, 250, 253,
255, 257, 260, 261
M
Maintenance 15
P
Preventive Maintenance Section 17, 123, 207,
213, 241
R
Restriction Indicator 58
retainer plate 118, 119
5566071001 08-95 281

9852 1513 01 Service Guide Mine Truck

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Wagner Mine Trucks

Description log for this vehicle. Use only Wagner approved

5566071101 10-95 iii

Engine Oil Pressure Gauge 56 Midship-to-Pillow Block Bearing Driveline

Frame 115 Orbital (Wheel) Pilot Valve 139

System Operation 156 SAE 4-Bolt Split Flange Connection 176

Back-up Alarm 191

5566071101 10-95 vii

viii 10-95 5566071101

General safety precautions are listed in the

General Safety Precautions Safety During Maintenance

They’re included for your protection. do not understand a procedure, service, or

Do not make unauthorized modifications to this

death. 5. Block the wheels.

Mine Truck. Make sure the fire extinguisher is

Remove all trash or debris from the Mine Truck.

RollOver Protective Structure Tire and Wheel Safety

ifications such as welding, drilling holes, cutting, are not followed.

sales company or dealer for new safety signs. To

General Maintenance Information equipment condition on an individual or fleet

Important: Air filter indicator can be damaged Exhaust Water Scrubber

Evacuator Valve 8. Refill the scrubber tank.

• Articulation pins An electrical component box is located on the

tion. certain to clean up all fuel that has spilled

Note: Add/replenish supplemental corrosion Inspect the transmission breather, which is

blown into the air cowling space after using To test:

snap ring. draining tank with low fuel level.

Wheels and Tires Clean the inside of the reservoir. If it is difficult

pump. Wagner recommends filling the tank

Replace all hydraulic system and engine fuel and

Fuel System ders of the engine. Excess or unused fuel is

The life and effective operation of any diesel fuel

Hand Primer Pump

The fuel supply (or lift) pump is located on the

The primer pump is used to pull diesel from the

Secondary Fuel Filter Injectors

The injector pump is located on top of the engine

1. Electronic Control Module 5. Fuel Water Separator 9. Supply Port

Engine Oil System

Oil from the sump is drawn up by the oil pump. Engines

The oil lubrication pump is a gear pump Engine Oil Cooler

Engine Oil Pressure Gauge

However, all restriction indicators are color

Catalytic Converter 4. Some residual amounts of carbon monoxide

Catalytic Converter Plugging Exhaust Diluters

prior to engine removal. ature of the engine components, the

components and the coolant temperature

3. If applicable, remove the transmission oil Fuel System

ature of the engine and exhaust system

Exhaust System • Wipe clean hose and pipe connections before

Reinstalling Fuel Filters Removing Fuel Tank

16. Place the fan in position on the water pump

Mine Truck Drivetrain

1. Transmission The transmission and converter also use a com-

1. Transmission Pressure Switch piston, and a back-up plate is inserted and

The transmission and torque converter system

Transmission Control Valve

1. Converter sure regulating valve maintains the proper pres-

Transmission Charge Pump Transmission/Converter Oil Cooler

The Transmission/Torque Converter charge The friction of torque multiplication in the