Document rBLY2yRvrrxxNjmk13kr0QONr

DIRECT DIAL (407)244-1165 DIRECT FACSIMILE (407)646-4664 INTERNET E-MAIL CKOLOS QMVW.COM Maguire, Voorhis & Wells, P.A. OJ&tt&meyA af-Qaw TWO SOUTH ORANGE PLAZA 2 SOUTH ORANGE AVENUE ORLANDO, FLORIDA 32801 TELEPHONE (407) 244-1100 FACSIMILE (407) 423-8796 P.O. BOX 633 ORLANDO, FLORIDA 32802 July 17, 1997 Chris N. Kolos David M. Lipman, Esq. 599 SW 74th Street Suite 304 Miami, FL 33143 Re: Anne M. Tinker, Executrix of the Estate of Timothy W. Tinker, Deceased vs. A.E. C/evite, et al. Ontario County Index No. 83778. Dear Mr. Lipman: My letter of July 2, 1997 was not quite right. Enclosed please find what truly is the final production to be made by Mack Trucks, Inc. in response to paragraphs 7 and 11 of Plaintiff's Request for Production. If you have any questions regarding the above, please do not hesitate to contact me. CNK:jo Enclosures ORLANDO MELBOURNE TALLAHASSEE Valve Rocker Arm and Shaft Assembly The valve rocker arm features a bushing. When the bushing is installed, the split must locate on the horizontal plane and face the slipper side of the arm. See Figure 2-15. Figure 2-13. Installing Valve Keys Installing Cylinder Heads N'ew cylinder head gaskets are installed on the cylinder block with "Top" markup. Check cylinder head studs for secureness in the block; also threads for damage that may cause binding of the stud nuts. Fit cylinder heads over studs lowering on to cylinder head gasket carefully to avoid damage. Install cylinder head stud washers and nuts. Torque nuts in sequence shown with a calibrated torque wrench in progressive steps of 50, 100 and finally 140 lb. ft. (Stud threads oiled). See Figure 2-14. Install the two water connection flanges, with gaskets, to cylinder head (connecting heads together to permit cooling water circulation through the three cylinder heads), and install thermostat housing (outlet) and gasket to the front head. A blank plate and gasket are used at the rear head. Figure 2-15. Rocker Arm Assembly Press the bushing in so that it will come flush with the side of the hub which contacts the rocker arm shaft bracket. Two oil holes must be drilled in the bushing. They must be in alignment with the two oil holes pro vided on top of the arm to feed the slipper and the rocker arm to pushrod adjusting screw with lube oil. Ream bushing I. D. 0.8661 to 0.8669 in., to allow for proper running clearance with a new rocker arm shaft diameter. Check shaft O.D. at unworn area for size, before reaming new bushings to be used with old shaft. Running clearance, 0.0005 to 0.0015 in. ! I f 1t i r~ The valve rocker arm shaft is holloa. Two large holes are drilled through the shaft, vertically, at locations where the bracketto-cylinder head screws are installed. Four positions on the shaft are drilled through the shaft from one side to the other, on a horizon tal plane. This provides eight oil feed holes, two for each of four rocker arms. Theyfeed the bushing with lube oil at the 3 and 9 o'clock positions. The valve rocker arm and shaft assembly must be installed only after the cylinder heads have been properly torqued down. The valve lifters must be installed with the camshaft in place. The pushrods must then be installed. See Figure 2-16. Figure 2-17. Rocker Arm and Shaft Assy. When the rocker arm and shaft assembly is installed on the engine, carefully check outer rocker arms for possible binding between bracket and hex head plug. Rap opposite end of shaft with hammer to free. Naturally Aspirated Diesel (END475) Adjust valve clearance (cold engine setting); inlet valve, 0.014 in. and exhaust valve, 0. 018 in. Turbocharged Diesel (ENDT475) Inlet valve, 0. 014 in. andexhaust valve 0. 028 in. Squirt engine oil over valve mechanism and at valve stems for initial protection. NOTE Figure 2-16. Installing Valve Lifter As soon as engine is running, ob serve to be sure lubricating oil is flowing from all rocker arms. The rocker arms, shaft, springs and brackets are assembled and secured at each end with CYLINDER BLOCK large hex head type plugs. The two bracket- to-cylinder head bolts must also be in place Description before installing the assembly to the head. > The bolts are drilled up through the center, The cylinder and upper crankcase is an in and a feed hole drilled on side of the bolt tegral casting of alloy cast iron. See Fig \ locates inside the rocker arm shaft, on the ure 2-18. It features replaceable wet-type assembly, to admit lube oil which originates cylinder sleeves flanged at the top to fit in (under pressure) from a passage directed to the counterbores on the cylinder block deck. the bottom of the tapped hole (in the cylinder Three O-ring type seals are employed to head) to feed the bracket bolt. seal the lower areas of the sleeve at the water jacket. The O-rings are resistant to oil and heat. A heavy paper disc type gasket is used bet ween the brackets and cylinder head to pre The standard cylinder sleeve I. D. is 4.527. vent oil leakage. Before installing new gas This is the only size available. A worn or kets, remove any part of the old gaskets that scored sleeve must be replaced with a new may be adhering to the bracket or head to sleeve because the piston and piston rings assure solid seating. are also only available Ln standard size. Cylinder sleeves may be removed by using Tighten the bolts equally and finally torque puller J-21376 and sleeve puller shoe J- to 40 lbs. ft. maximum. See Figure 2-17. 21587. See Figure 2-19. 2-35 to 1.457 inch (37mm/ is 147.24 lbs. i660N). See Figure 2-19. It Figure 2-19.Checking Valve Springs Position inner and outer valve springs over the inlet and exhaust valve stems and install washers, valve stem keys and caps using a suitable spring compressing tool. See Fig ure 2-20. Figure 2-21 .Cylinder Head Gasket (Note: Fire Ring Formed in Left Gasket) 1. Clean the cylinder block deck thoroughly. 2. Check cylinder sleeve height above the deck. (SeeFigure 2-31.)lnstall new cylinder head gasket on deck. NOTE Do not use a sealing compound or soak cylinder head gasket. 3. Check gasket position. Be sure that all passages are open and not blocked by the gasket. See Figure 2-22. \i i i i i i > t i Figure 2-20.Installing Valve Keys Installing Cylinder Heads NOTE A fire ring is formed in the cyl inder head gasket when the cyl inder head is torqued on the cyl inder block: therefore, a new gasket must be used when instal ling the cylinder head. See Fig ure 2-21. Figure 2-22.Gasket and Cylinder Head Over Cylinder Block ! i f * k 2. Install strainer (6) on bottom plate (4) and insert assembly in rotor cover. 3. Place washer (2) on top of rotor and firmly hand tighten rotor nut (1). 4. Install rotor assembly (Item 4, Figure 2-68) in filter housing. Check rotation - the rotor assembly must rotate easily. 5. Install new O-ring on body cover and attach to filter housing. 6. Firmly hand tighten top"T" handle lock nut. Oil Cooler The oil cooler does not normally require any form of maintenance. If leakage is sus pected, the cooler should be pressure test ed. Water side 58 psi (399. 9kPa) oil side 145 psi (999. 7kPa). In case of possible water leakage past the O-ring seals, they must be replaced. Replacing O-Ring Seals 1. Remove cooler assembly from oil filter (1). See Figure 2-72. NOTE Numbers in () refer to Figure 2-72. 2. Remove capscrews (5) and lockwashers (6). 3. Remove end plates (4). 4. Press element out of housing far enough to expose the O-ring seal (3). 5. Remove O-ring seal (3). 6. Reverse oil filter (1) and remove oppo site O-ring seal (3). 7. Place the new O-ring seals (3) in oil for a few minutes. 8. Oil the O-ring seal groove and install new O-ring seal (3) in position. 9. Press core in cooler housing (2) far en ough to expose the opposite O-ring seal (3) groove. 10. Lubricate groove and install oDposite O-ring Seal (3). 11. Center core in housing and secure by installing end plates (4). capscrews (5). and washers (6). Turbocharger Oil Filter The turbocharger oil filter is provided to in sure only filtered oil is directed to the turbc-harger. See Figure 2-73. 1. Oil Filter 4. End Plate 2. Oil Cooler 5. Capscrews 3. O-Ring Seal 6. LockwaShers 7. Oil Cooler Mounting Gasket Figure2-72. Removing Cooler Assembly from Oil Filter Figure 2-73.Turbocharger Oil Filter This filter is a spin-on disposable unit. It has an adapter with internal oil passages into and from the filter element. 2-91 Figure2-90. Checking Impeller Clearance 9. Install impeller lockwasher and nut and secure. THERMOSTAT The thermostat is located above and to the right of the-injection pump. See Figure 2-91. Figure 2-91.Thermostat Housing Location Removal To remove the thermostat, first drain the coolant and then remove the outlet housing. See Figure 2-92. ,---- OUTLET Figure2-92.Thermostat Housing Exploded View 12?.JO TURBOCHARGER Preliminary Inspect external and visible internal areas for contamination or damage before install ing the unit on the engine. Check the con dition of the turbine and exhaust manifold mating flanges for uneven surfaces. The smooth surface is required to assure good gasket clamping for dependable sealing and for longer gasket life. Make certain that the air cleaner and air tubes are clean, to avoid restricted air flow. New hose connections and dependable clamps should be used and properly secured. Insert the proper timing gear cover alignment sleeve in the cover, (J-265S3 for 4.250 inch nominal O.D. oil seal, and J-24230, with handle J-S092, for 4.00 inch nominal C.D. seal). The sleeve also protects the seal when installing the timing gear cover. Install two suitable guide studs and position the timing gear cover on the engine using a new gasket. Install two timing gear cover screws, finger tight. Then tap the cover with a soft-faced hammer, using a straight edge to align the timing cover with the oil pan rail. See Figure 2-129. After timing gear cover has been aligned, remove the guide studs. In stall the remaining capscrews and torque to specifications. To adjust the thrust button, rotate the button clockwise until it is snug against the shaft, (camshaft and auxiliary shaft). Then back out the thrust button 1/4 turn and tighten jam nut. The resulting end-play will then be within specifications. See Figure 2-130. Figure 2-129. Aligning Timing Gear Cover Figure 2-130. Positioning '.hrust Button After thrust buttons have been ad justed, remove the centering sleeve. Lubricate oil pump drive and driven gears and mount the oil pump assembly to engine. See Figure 2-150. back lasn between gears to make certain that gears are not tight, Place new gasket on oil pump inlet Assemble the oil pump mounting screws and torque to specifications. Check Figure 2-151. Assembling Oil Pump Inlet Tube To assist in readily identifying the different cap and spring combinations, refer to Table 4. TABLE 4 OIL PRESSURE RELIEF VAVLE CAP AND SPRINGS (In Oil P ump) TYPE OF FILTERING SYSTEM By*-Pass Filter Full-Flow By-Pass (Pre-ESI) ESI (With 100 PSI Oil Pressure Gage in Cab) ESI (With 150 PSI Oil Pressure Gage in Cab) ESI Plus RELIEF VALVE CAP * RELIEF VALVE SPRING 226GB121 572GC11 226GB122 572GC114 226GB147 572GC114 226GB122 572GC114 226GB122 572GC114 SPRING INSPECTION LIMITS 25.0 lbs.+ 1.8 lbs. at 2-3/4 in. 40.0 lbs.* 4.0 lbs. at 3-5/64 in. 40.0 lbs.+ 4.0 lbs. at 3-5/64 in. 40.0 lbs._* 4.0 lbs. at 3-5/64 in. 40.0 lbs.+ 4.0 lbs. at 3-5/64 in. * The last three digits of the part number (such as "121") are stamped on the end of the cap for identification. 2-259 OIL PAN Inspect oil pan mounting flange sur face for flatness. Correct as re quired. See Figure 2-152. Figure 2-152. Checking Oil Pan Mounting Flange for Flatness Figure 2-153. Original Production Oil Pan (19 Quart Capacity) ESI Engines The oil pan capacity was then in creased to 28 quarts for use with the ESI (Extended Service Interval) en gines. See Figure 2-154. Install new gasket and assemble pan to engine. Assemble capscrews and torque to specifications. There are three types of oil pans in use on Mack engines. Thse are "Original Production", "ESI Engines", and "ESI-Plus Engines." it-* Figure 2-154. Oil Pan for ESI Engines (28 Quart Capacity) Original Production Original production engines were built with a 19 quart capacity oil pan. See Figure 2-153. ESI Plus Engines Oil pans for ESI-Plus engines have been made deeper and have an addi tional increase in oil capacity to 51 quarts. See Figure 2-155. CYLINDER HEAD Make certain that cylinder head as sembly is in satisfactory condition. ! (Refer to "Cylinder Head Recondition ing Procedure" on Page 2-225 .) Assemble the correct type of cylinder head gasket to engine. The "foldedsteel" type gasket is used with the "flat-flange" type cylinder liner, and the "Maxidyne" type is used with the beaded-flange type liner. See Page 2-155. All gaskets are pre-coated and do not require any type of sealing com pound. Figure 2-155. Oil Pan for ESI-Plus Engines (51 Quart Capacity) NOTE Because of the lov mileage normally incurred with on and off highway type vehic les, and also because of ground clearance problems, the new "ESI-Plus" engines are not used in models such as the DM600 or 800, DMM, RD.RM and MB. Assemble gasket in cylinder block lo cating gasket over guide pins. Make cerain that surface of gasket marked "Top" is on the top side. With the "Maxidyne" type gasket, carefully fit a new fire ring over the circular bead on each cylinder liner flange. See Figure 2-156. Basic Engine Assembly - Oil Pan Applications Current Basic Engine Assemblies (for Service) are built with the 28 quart capacity oil pan which is required for ESI engines. When this assembly is used to replace an engine not hav ing ESI features, it is recommended that the ESI retrofit kit be in stalled. If the original oil ment is retained, options: filter arrange there are two 1. Use the new oil pan and add 9 quarts of oil to provide proper oil level in the 28 quart pan. 2. Use oil pan from replaced engine, (19 quart capacity). If an "ESI-Plus" engine is being re placed, the 28 quart capacity oil pan on the new assembly must be replaced by a 51 quart capacity oil pan. Figure 2-156. Installing Maxidyne Fire Ring Position the cylinder heads (com pletely assembled) over the cylinder block, locating the guide holes in the head over the pins in the cylin der block. See Figure 2-157. If engine has cylinder head studs, check for condition of threads and straightness of shank. Apply a light coat of lubricating oil to threads of studs and install them in cylinder block finger tight, then back off 1/3 turn. Apply a light coat of oil to cylinder head stud washers and nuts and install in position and hand tighten. o Continuing adjusting valve lash for the remaining cylinders, in fir ing order, placing eacr. piston at TDC with respective turning of the engine cr .nkshaft. NOTE Engines equipped with the Mack Dynatard* engine brake system will have hydraulic valve lash adjusters in the exhaust rocker arms. Adjust exhaust lash (cold static) using special exhaust valve adjusting tool MVT-36-6. When using tool press down ward with hand on exhaust valve adjuster so that the internal clearance in the ad juster is eliminated. Fail ure to press down on the ad juster will result in unsat isfactory engine performance and unsatisfactory perform ance of the engine brake. The MVT-36-6 Exhaust Valve Adjusting Tool is available from: Automatic Aids 1618 Willow Avenue La Mott, Philadelphia, Pennsylvania 19126 For a detailed explanation of the en gine brake operation, refer to "Dyna tard Engine Brake" section. CYLINDER HEAD COVER Check cylinder head covers to make certain that mounting surfaces are flat and clean. Also make certain that gasket surfaces are dry and free from dust. Apply a thin layer of "Scotch Grip" 3M Co., No. 1711, (or equivalent) contact-type cement to both cover mounting surface and gasket. Let stand for several minutes then assem ble adhesive side of gasket to cover. Allow several minutes for gasket to bond to cover, then assemble covers to engine. Torque capscrews to spec ifications. See Figure 2-167. Figure 2-167. Torquing Cylinder Head Cover Capscrews NOTE Use of the adhesive between the cover and the gasket will prevent the gasket from sque ezing out from under the cover. Cylinder Head Cover (with Mack Dynatard Engine Brake) There are two types of terminals assembled to the cylinder head cover. Type No. 1 has a spring steel strip (approximately 3/8 inch wide) which contacts the terminal on the center valve rocker arm shaft bracket. Type No. 2 has a circular contactor spring (approximately 1-5/16 inch in diameter). The circular spring eliminates the need to position the contactor in the horizontal plane. Type No. 1 Assembly (Non-Current) 1. Assemble insulating washers and/or insulating adapter in terminal hole in cylinder head. See Figure 2-168. 2. Position strip on terminal in cylinder head toward center of engine so that it will come in contact with terminal on center valve rocker arm shaft bracket. Use Loctite and torque nut as specified in Figure 2-168. 3. Loosen nuts holding center screw and adjust screw to obtain dimension shown in Figure 2-168. I 38 1. Nut 8. Contactor 2. Lock Washer Spring 3. Terminal 31ade 9. Lock Washer 4. Lock Washer 10. Cylinder Head 5. Plain Washer Cover Boss 6. Nut 11Adapter(Brass) 7. Screw 12. Insulator (Nylon) Figure 2-171. Engine Brake Terminal Parts Arrangement Current To assemble terminal, proceed as fol lows: in threads after assembly. (Three Places). 2. Apply Permatex No. 2 to joint between nylon insert and screw. Figure 2-172. Engine Brake Terminal Assembly Arrangement (End View) Current VALVE LIFTER COVER Check valve lifter covers for flat ness. Use new gaskets and assemble front and rear valve lifter covers. See Figure 2-173. 1. Assemble contactor screw with lock washer Tighten nut. spring to and nut. 2. Install the adapter into the cyl inder head cover boss, using sealant as specified in Figure 2-172. 3. Assemble screw through the adap ter insulator, using sealant. Adjust to dimension as shown in Figure 2-172. 4. Assemble flat washer, lock washer and nut (with sealant) on top side of screw to lock screw at dimension shown in Figure 2-172. Tighten nut. 5. Assemble terminal blade, lock washer, and nut (with sealant), as shown in Figure 2-172. Tighten nut. NOTE If any instruction plates are fastened to the original valve lifter cover, make certain that they are replaced when rebuilding engines. TACHOMETER DRIVE ASSEMBLY Figure 2-183. Fuel Transfer Pump Mounted to Injection Pump There are two types of tachometer drive assemblies in use. One assem bly is used solely to drive the tach ometer, while the other is a combina tion fuel transfer pump and tach ometer drive. (The combination drive assembly is covered in the preceding section of this manual.) Lubricate tachometer shaft and gear. Install tachometer drive assembly in cylinder block, using new gaskets and flat washers under mounting cap screws. Tighten capscrews. See Fig ure 2-185. Figure 2-184. Combination Fuel Transfer Pump and Tachometer Drive This unit is assembled at the tach ometer drive hole location. Lubri cate shaft and gear. Always use a new gasket when installing pump. Use flat washers and capscrews for secur ing pump to block. Tighten cap screws. Figure 2-185. Installing Tachometer Drive Assembly Assemble fuel inlet line to transfer pump inlet. NOTE For complete details on the two types of transfer pumps, refer to the "Fuel Section" in this manual. EXHAUST, INLET AND WATER MANIFOLDS Exhaust Manifold N'OTE After checking exhaust manifold for restrictions, cracks or wear, assem ble on cylinder head exhaust manifold mounting studs, using new gaskets. Position plain washer and nut locking tab over studs, and assemble nuts to studs. Torque nuts to specifica tions. See Figure 2-190. Some installations use a "Patch-Lock" capscrew for mounting the inlet manifolds. With these screws, lockwashers are not required. On Charge Air Cooling engines, assem ble rear half of inlet manifold after charge air cooler header is in posi tion. Use new gaskets and rubber hose connection. Tighten capscrews to specifications. Tighten hose clamps. Figure 2-190. Torquing Exhaust Manifold Stud Nuts After nuts are torqued, bend locking tab to secure nut. One-half of tab is bent against flat on nut and the other half is bent against side of manifold flange. Inlet Manifold Check inlet manifold to make certain flanges are flat and there are no cracks or foreign material in mani fold. NOTE On engines equipped with tur bochargers, assemble turbo oil feed line to oil filter adapter before assembling in let manifold. CAUTION If turbocharger oil feed check valve is in system on ESI engines, it should be re moved, since field tests in dicate it is not required. Position lockwasher on capscrew and insert in flange holes. Using new gaskets, assemble manifold to engine. Tighten capscrews to specifications. Water Manifolds Non-Charge Air Cooling Inspect the water manifolds for re strictions, cracks, and flange wear. Assemble hose and clamps at center section of front inlet manifold. Us ing lockwashers, proper length cap screws, and new gaskets, assemble manifold to engine. Assemble rear water manifold to engine and tighten all capscrews. Position hose to suitable cover front and rear section for proper clamping area. Tighten hose clamps. Charge Air Cooling On these engines assemble rear sec tion of water outlet manifold after charge air cooler manifold is in position. Use new gaskets and rubber hose connection. Tighten capscrews to specifications. Tighten hose clamps. See Figure 2-191. Figure 2-191. Installing Rear Water Outlet Manifold 2-275 ;:l cooler WATER PUMP Ma.-:e certain that oil cooler is m satisfactory condition. (Refer to Cil Cooler Rebuild" Sub-Heading.; Assemble the oil cooler and oil fil ter lube oil fitting to the oil cool er. using a new 0-ring gasket. Snug capscrews. Make certain that water pump is in satisfactory condition. (Refer to Sub-Heading "Water Pump Rebuild".) Assemble water pump to cylinder block using new gasket. Install capscrews and lockwashers. and torque to speci fications. See Figure 2-193. Assemble thermostat by-pass tube, hoses, and clamps, at the oil cooler water inlet fitting. Assemble oil cooler to engine using new gasket between cooler inlet fit ting and water pump. Snug capscrews. See Figure 2-192. Figure 2-193. Water Pump Installation OIL PRESSURE RELIEF VALVE Refer to Sub-Heading "Lubrication System" for correct oil pressure re lief valve housing. Align gasket on mounting flange of relief housing to ensure that the proper gasket is used. See Figure 2-194. to Engine Assemble oil cooler oil inlet tube to cooler, using new 0-ring. Before fastening inlet tube to cooler, lub ricate 0-ring in oil filter fitting and insert tube into fitting. Snug capscrews. NOTE The snugged capscrews are tightened when the oil pres sure relief valve housing is assembled to the engine. This will permit alignment of all connecting parts. Figure 2-194. Checking Oil Pressure Relief Valve Housing Gasket CAUTION Failure to use proper gasket could result in insufficient oil pressure, and cause en gine damage. T THERMOSTAT Install new :.-.srcosta: seal in water outlet fitting using tool J-2S637. See Figure 2-205. the valve should be located in the direction of the arrows. The nail checks are located sc that they are unseated by the direction of coolant flow. $ Figure 2-205. Installing Thermostat Seal Using new thermostat and gasket, as semble fitting to water outlet mani fold. Attach hose from thermostat by-pass tube to water outlet fitting and tighten hose clamps. COOLANT CONDITIONER There are two basic types of coolant conditioner arrangements in use. Type I. - Engines equipped with 1500 F. (or 170F .) thermostats hav ing a higher opening temperature shutterstat. Type II. - Engines equipped with a 170F. thermostat and no shutterstat or a lower opening shutterstat. figure 2-206 Type II Coolant Conditioner Adapter Engines equipped with the 170F. thermostat and no shutterstat (or an optional shutterstat which operates at a lower temperature), have an ex ternal coolant feed line. This sys tem eliminates the inlet check valve that was in the adapter. Instead, the inlet check valve is included with the water inlet fitting which is assembled into the adapter. When assembling adapter to thermostat housing, always use new 0-ring in check valve counterbore. See Figure 2-207. T.y.e .1 With this arrangement, two ball check valves are assembled in the coolant conditioner adapter. The direction of the coolant flow into the adapter is indicated by cast arrows shown on top of the adapter. See Figure 2-206. Take note of the direction of the arrows so that check valves can be properly installed. The open end of Figure 2-207. Assembling Coolant Conditioner Adapter Before assembling coolant conditioner to adapter, apply a film of oil to the sealing gasket. Tighten con ditioner one full turn after gasket contacts adapter. 2-279 OIL COOLER REBUILD Oil Cooler Disassembly 1. Remove water inlet and outlet end caps. See Figures 2-287 and 2-288. 2. Scrape off end cover gaskets. See Figure 2-290 . Figure 2-287. Removing Water Inlet End Cap Figure 2-290. Scraping End Cover Gasket 4. Remove oil supply line gasket. See Figure 2-291. Figure 2-288. Removing Water Outlet End Cap 2. Remove bundle from housing. Figure 2-289. See Figure 2-291. Scraping Oil Supply Line Gasket 5. Remove 0-ring from housing. Figure 2-292 . See Figure 2-289. Removing Bundle Figure 2-292. Removing 0-Ring 2-303 NOTE Visually inspect cr.e housing for cracks which could lead to a leak. If the housing is damaged, replace with new. .6 The oil cooler bundle should be checked for leaks by pressurizing with 80 PSI air pressure and submerg ing in water. If leaks develop, re place bundle with new. See Figure 2293. Figure 2-295. Installing O-Ring 3. Spread Perma-Tex gasket sealer on inlet water flange before installing gasket. See Figure 2-296. Figure 2-293. Water Testing Bundle Oil Cooler Assembly 1. Lubricate 0-ring. 294. See Figure 2- Figure 2-296. Applying Gasket Sealer to Housing 4. Install gasket on water inlet end of housing. See Figure 2-297. 2. Install 0-ring in groove at water outlet end of the oil cooler. See Figure 2-295 . 5. Spread Perma-Tex gas.<et sealer on ~op of gasket. See Figure 2-298. 7. Spread Perma-Tex gasket sealer on bundle end. See Figure 2-301 . Figure 2-298 . Applying Gasket Sealer on Gasket 6. Install bundle. Tap last 1/2 inch with a soft-faced hammer to seat bundle past O-ring. See Figures 2299 and 2-300 Figure 2-301 . Applying Gasket Sealer on Bundle 8. Place gasket on bundle end. Figure 2-302. See Figure 2-299. Installing Bundle 9. Spread Perma-Tex gasket sealer on top of gasket before installing the end cap. See Figure 2-303. Housing on Gasket 2-305 . Install -.izer inlet end cap. See Figure 2-304 . Figure 2-304. Installing Inlet End Cap 11. Torque inlet end cap capscrews to 12 lb.ft. See Figure 2-305. Figure 2-306. Installing Oil Inlet Plate 2. Install a steel plate with a rub ber gasket on the oil outlet open ing. See Figure 2-307* Figure 2-305. Torquing Inlet End Cap Capscrews NOTE To install the water outlet end cap, spread Perma-Tex gasket sealer on housing flange. Place the gasket on the sealer then put seal on top of the gasket. Install the end cap and torque capscrews to 13 lb. ft. Figure 2-307. Installing Oil Outlet Plate 3. Connect air line and pressurize to 80 psi. Submerge in water to check for leaks. See Figure 2-308. Pressure Test Oil Cooler Assembly 1. Install a steel plate with a rub ber gasket and an air line fitting on the oil inlet opening. See Figure 2206. Figure 2-308. Pressure Testing Completed Assembly 18. Torque- pulley r.ut to 100 lb See Figure 2-324 . 20. Place gasicet on sealer making sure to line up the holes. See Figure 2-336. Figure 2-334 . Torquing Pulley Nut Figure 2-336. Applying Gasket 21. Position housing cover assembly over housing. See Figure 2-337. NOTE When torquing the pulley nut on the shaft, it is necessary to use a strap wrench to keep the pulley and shaft from turning while tightening the pulley nut. 19. Place gasket sealer on the gasket seating surface of the housing. See Figure 2-335. 22. Coat housing cover capscrew threads with sealing compound and tighten. See Figure 2-338. 1. Air Valve Assembly 2. Tip Turbine Fan 3. Header Plate 4. Inlet Manifold Gasket 5. Rear Inlet Manifold 9. Water Outlet Tube 6. Water-to-Air Core 10. Water Inlet Tube 7. Air-to-Air Core 11. Housing Mounting 8. Housing Bracket Figure 2-357. Exploded View of Series Charge Air Cooling Ar rta n (TPmpn r Series Charge Air Cooling The two stage, or series, charge air cooling arrangement combines a waterto-air heat exchanger with an air-toair heat exchanger. The combination of these two units lowers the temper ature of the air coming from the tur bocharger to the inlet manifolds by about 180 degrees F. (100 degrees C.] See Figure 2-357. The coolant for the water-to-air heat exchanger is drawn off the top of the water pump, circulated through the core and returned to the cooling sys tem via the oil cooler end cap. See Figure 2-357. Assemclv Chares Air Cooling Arrangement 1. To install the charge air cooling housing and intake manifold, place two locating guide pins in the cylin der nead to help in positioning the manifold. Assemble gasket over guide pins and position manifold over pins. Install mounting capscrews (patchlock) and torque to 35-45 lb.ft. 2. Install the thermostat housing. See Figure 2-381. Figure 2-383. Clamps Locations 5. Install the coolant conditioner mounting plate and torque capscrews to 12-14 lb.ft. [8.85-10.32 Nm). See Figure 2-384. Figure 2-381. Installing Thermostat Housing 3. Install the lower two capscrews in the thermostat housing. Torque to 12-14 lb.ft. See Figure 2-382. Figure 2-384. Installing Mounting Plate Figure 2-382. Lower Capscrews Location 6. Install coolant conditioner by hand. Tighten conditioner 3/4 turn after the gasket comes in contact with the mounting plate. 4. Position the hose clamps and tighten. See Figure 2-383. 7. Install the coolant conditioner inlet line. See Figure 2-385. 12. Connect charger ct 1 2-220. and tighten feed line. the See turbo Figure 15. Position and tighten the turbine fan bleed line clamps. Figure 2-392. tip See Figure 2-390. Connecting Oil Line 13. Install the air-to-air core in the housing. Then install the waterto-air core being careful not to dam age the ends that extend through the housing. NOTE Wipe housing or gasket sur faces with talcum powder or Dow Corning 44 silicone grease before installing in housing :o prevent gasket sticking. 14. Install the header plate and capscrews. Torque capscrews to 23 lb. ft. See Figure 2-391 16. Series Charge Air Cooling Only Place the water inlet and outlet tubes into the water-to-air core. 17. Series Charge Air Cooling Only Tighten clamps at both ends of the water tubes. See Figure 2-393. Figure 2-391. Installing Headplate Capscrews 18. Position and tighten the turbo charger crossover tube connecting sleeve clamps. See Figure 2-394. AIR-TO-AIR HEAT EXCHANGER Cleaning the Air-to-Air Heat Exchanger NOTE The cleaning procedure and the gasket replacing proce dure is the same for both the air-to-air heat exchanger and the air-to-air portion of the series heat exchanger. This can be done by either one of two methods. 1. Steam cleaning. CAUTION Steam pressure exceeding 40 psi and/or temperatures exceeding 400 degrees F. can damage core and gaskets. Figure 2-395. Pulling Gasket 2. Using a razor blade or a sharp knife, cut away the excessive bonding material. See Figure 2-396. 2. Detergent cleaning. Use a solution of household laundry detergent. Flush through the core several times followed by a rinse with warm water. Use low pressure air to blow dry. CAUTION Do NOT under any circum stances use strong caustic solutions such as "Oakite" or acids such as bowl cleaners, hydrochloric acid, etc. as they will corrode the core and damage the gaskets. Al so, do NOT use shop solvents to clean the core as they will damage the gaskets. Gasket Removal 1. Pull off old gaskets. See Figure 2-395. Figure 2-396. Cutting Material NOTE It is not necessary to remove all the bonding material out of the depressed areas since the new gasket will seal per fectly to the slightly uneven old gasket surface. 3. Remove all loose shavings and cuttings. Gasket I r.stal laticc NOTE The unit must he clean and dry before installing the new gaskets. 1. Place the unit on a flat work bench with the gasket surface up. (The turbocharger air flow arrow pointing up or down.) 2. Soak a clean rag with alcohol and wipe the old gasket surface and the new gasket to remove all oily resi due. Figure 2-398. Applying Agent to Gasket 5. Place gasket on core and adjust into place. See Figure 2-399. 3. Run a bead of silicone rubber bonding agent on the corners of the core. See Figure 2-397. 4. Run a bead of silicone rubber bonding agent on the four sides of the new gasket. See Figure 2-398. Figure 2-399. Placing Gasket CAUTION Refer to diagrams on gasket shipping container for proper installation position. 6. Invert the core and repeat steps 3 through 5 for the second gasket. NOTE If the end gaskets are damag ed, proceed with steps 7 through 10; otherwise, omit these steps and proceed with step 11. 7. Remove the old end gasket. Figure 2-400. See Figure 2-402. Placing Gasket Figure 2-400. Removing End Gasket 8. Soak a clean rag with alcohol and wipe the old gasket surface and the new gasket to remove all oily resi due. NOTE Hold the end gaskets in posi tion with string or tape wrapped around the entire unit until the bonding agent takes a set. 11. Check all the gaskets to make sure they have not shifted during handling. 9. Run a bead of silicone rubber bonding agent on the flat side of the new gasket. See Figure 2-401. NOTE The gaskets may be adjusted during the first five minutes while the silicone rubber bonding agent is curing. 137-33 Figure 2-401. Applying Agent to End Gasket 10. Place new gasket into position. See Figure 2-402. 12. Let the entire unit stand undis turbed for 1 to 1-1/2 hours minimum before installing. 13. Visually inspect the bond after curing to make sure that the gasket is firmly attached all the way around. Gaps that are found should be filled with additional silicone rubber bonding agent. Let cure. i j i i i I I j i CYLINDER HEAD GASKETS Two (2) types of cylinder head gas.-:ets are currently being used during engine rebuild. The "folded-steel" type gasket (see Figure 11) is used with the "flat-fiange" type cyl inder liner (see Figure 12). Figure 11. Folded-Steel Type Gasket Figure 13. Maxidyne-Type Gasket (with Fire Rings) Figure 12. Flat-Flange Type Cylinder Liner Figure 14. Beaded-Type Cylinder Liner (4-7/8 In. Bore) The "Maxidyne-Type" gasket (consisting of a one-piece composition gasket and three (3) fire rings as shown in Figure 13 must be used with the beaded-type liners as shown in Fig ures 14 and 15. NOTE Before assembly of cylinder head, always check the circular grooves in the head surface di rectly opposite the liner bead. They must be 0.008 in. deep and absolutely clean to assure a good fire ring seal. Figure 15. Beaded-Type Cylinder Liner (5 In. Bore-END707 and END711 Engines) CAUTION Always use new gaskets and fire rings when assembling engines. OIL FILTERS Early engine models had by-pass type oii filters. The quantity of oil going through this type of filter is controlled by a metering orifice. 5ee Figure 65. 1. Oil Pressure Feed Holes 2. Oil Drain Hole Figure 66. Top View of Oil Filter Pad Cover 1. Metering Orifice 2. Oil Inlet 3. Oil Outlet Figure 65. By-Pass Type Filter Figure 67. Bottom View of Oil Filter Pad Cover This filter used flexible lines for oil supply to filter and oil return to engine. The oil lines are connected to a cover which is as sembled to the oil filter pad on the left-hand side of the engine. Because of revisions that have been made to the cast contours of the pad on the current cylinder blocks, oil filter pad cover, 368GB29D, and gasket, 590GB1152B, must be used with a by-pass filter installation. See Figures 66, 67, and 68. 2J-M Figure 68. Oil Filter Pad Cover Gasket CAUTION Failure to use the correct cover and gasket, on current cylinder blocks, will result in low oil pressure and possible engine damage. If the replaced engine has a full-flow by-pass type of filter, as shown in Figure 69 or a spin-on type filter, as shown in Figure 70, use the adapters or housings from the orig inal engine. 2-382 OIL PRESSURE RELIEF VALVE HOUSING GASKET Since service gasket kits include different types of gaskets to cover the various oil pressure relief valve housing designs, it is important that the correct gasket be used. Although these gaskets are similar in ap pearance, they are not interchangeable. Identification of the correct gasket can be made by comparing with the following illus trations, which are full size. See Figures 73. 74. 75 and 76. Gasket Part No. 590GB1298B (See Figure 73) Application All ESI and ESI Plus Six Cylinder Engines. Piston Cooled and Non-Piston Cooled Oil Pressure Relief Valve Housing 766GB269-P1 ,P2.&P3 (Non-Piston Cooled Engines) 766GB51-P1.P2 &P3 (Piston Cooled Engines) NOTE The "B" version of the above gasket includes a tab at the bottom right corner, which will indicate at a glance whether the gasket is properly installed. }- Provisions have been made on both sides of the case to install buttress screws which fit into the main bearing cap. The buttress screws are used on both sides of all main bearing caps. They must be removed in order to remove the main bearing caps. Block Preparation 1. Check the cylinder block deck surface for warpage. If w'arpage is excessive be sure that the maximum amount of material removal limit is not exceeded. Figure 2-9 Cylinder Sleeve Bore Measuring Tool CAUTION The piston travel above the cylinder block deck is critical and must be checked during assembly to insure proper clearance of piston with cylinder head and valve. 2. Remove all core plugs and fittings from the cylinder block and remove any accumulation of rust and sludges. 3. Check block for cracks, the condition of threaded holes and the straightness of the mating flanges. 4. Thoroughly inspect the upper edge of the cylinder sleeve counterbore in the block for signs of pitting or errosion. Rework as required. Shims are available to obtain correct sleeve height at reassembly. 5. Blow all passages thoroughly with compressed air. 6. Coat new O-ring with sealant, place on core plugs and install plugs in block. 7. Install all oil gallery plugs and gaskets using Permatex sealant or equivalent to insure positive sealing. Cylinder Sleeve The cylinder sleeves are wet type, centrifugal cast iron and are available in standard size. A bead is provided around top of seating flange for using a fire ring type cylinder head gasket. Clean sleeve flanges using a brass wire rotary brush to be sure of effective fire ring sealing. Check cylinder sleeve for out-of-round and taper. Use tool J5347-01 and measure each sleeve I.D. See Figure 2-9. Take readings intwo directions at each of threelevels: top, center, and bottom. Check the sleeve height above the cylinder block deck. Use gage J26948. See Figure 2-10. Figure 2-10. Checking Sleeve Height Above Block Deck Honing If sleeve bore when in place does not exceed out-of-round and taper limit, clean up I.D. with a suitable hone, 150 to 220 grit, to produce a diamond criss-cross pattern surface finish of 25 to 40 micro-inch rms. Wash liner bore with a solutionof household laundry detergent and air blow dry. Wipe liner bore with a clean oil soaked cloth. Sleeve Rebore If sleeve exceeds out-of-round and taper limit, the sleeve may be resized using boring bar equipment to receive the next applicable oversize piston. After re-sizing, hone 150 to 220 grit to produce a diamond criss-cross pattern surface finish of 25 to 40 micro-inch rms. 2-407 Figure 2-14.Installing Camshaft Bushing CAUTION If for any reason the sleeve is backed out even as little as 1/8 inch, it may roll the top seal over the relief edge damaging the seal. Remove sleeve and replace seals. 8. Secure cylinder sleeve in pairs using keeper washer and capscrew at center cylinder head capscrew hole until pistons, rings and cylinder heads are installed. Expand the front oil gallery plug to offer resistance upon entering bore. The front oil gallery plug is further secured by installing the camshaft thrust washer which partially covers the plug. Patchlock countersunk AHenhead capscrews are used to secure the thrust washer in place. It is imperative that the mating surfaces be clean and new Patchlock screws are used. See Figure 2-15. Camshaft Bushings i There are two camshaft bushing widths. The front camshaft bushing is the wider bushing; the remaining bushings are of a narrower width. All bushings are located at set distances measured from the forward machined surface of the camshaft thrust washer recess to the forward edge of subsequent bushings. Use special tool kit J-21428 to install or remove bushings. Coat outer surface of the bushings with engine oil before installation. The oil supply hole in the bushing should be located to the right as viewed from above and standing to the rear of the engine. The camshaft bushing interlocking split should be installed upward. See Figure 2-14. Figure 2-15.Installing Camshaft Thrust Washer NOTE The rear camshaft bushing can be removed, using special tool J-21385, without removing the flywheel housing. Apply a coat of Permatex to the rear oil gallery plug and gasket and install in rear oil gallery. See Figure 2-16. 2-409 4. Remove front bearing retainer and drive front bearing and spacer from housing out through the front. 5. Reverse housing and drive rear bearing from housing out through the rear. Inspection 1. Inspect the water pump drive gear for wear pattern and condition of teeth. 2. Inspect and check shaft for journal wear and condition of internal spline. 3. Inspect and check condition of the bearings. Assembly 1. Install front bearing (double row ball bearing) in housing from the front. 2. Install retaining ring, tapered side outward, in housing groove. 3. Start water pump drive gear and shaft assembly into the bearing bore. Do not completely install. 4. Rotate gear and tap with a soft face hammer until gear rotates concentric with the bearing. 5. Press gear and shaft assembly into bearing until it bottoms on shoulder on shaft. 6. Invert housing and gear and install spacer. 7. Install rear bearing with seal side outward in housing. 8. Clamp assembly in a suitable clamping fixture to hold gear and install water pump drive shaft screw. Tighten to recommended torque. 50 lb. ft. 9. Install O-ring in the groove on outer periphery of the housing. 10. Lubricate O-ring seal generously and install drive assembly in cylinder block recess with flat side of housing toward camshaft gear. NOTE It is important to generously lubricate O-ring seal before installing in block. This will prevent the O-ring from rolling on upper surface and restricting oil supply to the water pump bearings. 11. Install three water pump housing capscrews securing assembly in position. Tighten to recommended torque. 26 lb. ft. TIMING GEAR COVER Inspection Inspect timing gear cover for dents, condition of threaded holes and straightness of flanges. Installation 1. Install crankshaft front oii seal into the cover using tool J-21375. 2. Install the adjustable camshaft thrust button from the inside and position the washer and jam nut on the outside of the cover. 3. Adjust camshaft thrust button to its retracted position. 4. Install six guide studs. Two guide studs are used at the lowest point, highest point and one adjacent to the water pump drive and the final stud adjacent to the drive provision directly opposite the water pump drive. 5. Install the timing gear gasket over guide studs. 6. Install the timing gear cover over the guide studs and push cover into position. 7. Install all cover capscrews loosely. 8. Install water pump drive alignment tool J-21382 and crankshaft oil seal alignment tool J-21381. Torque all capscrews. CRANKSHAFT VIBRATION DAMPER AND HUB Inspection 1. Inspect crankshaft vibration damper hub for scoring, condition of flange, threaded holes and key way. 2. Inspect the vibration damper for general condition, mounting threaded holes and housing. Installation 1. Position crankshaft keyway UP and install key. 2. Heat crankshaft vibration damper hub in hot oil to 250 degrees F. 3. Align crankshaft hub on key and install hub. See Figure 2-49. 2-427 h**t ;s L3*HfE* HMUBMdt "** 2. Inspect and check the bolt holes for elongation and baffle for security. 3. Inspect and check drain hole for condition of threads. Installation 1. Position gasket on oil pan and position oil pan on cylinder block. 2. Install and tighten oil pan retaining capscrews evenly to prevent oil leakage. AUXILIARY DRIVE ASSEMBLY NON-CURRENT (Figure 2-50) Prior to following: Engine ENDT(B)865 ENDT(B)865C ENDT(B)866 ENDT(B)866C Serial Number TB865 5F 9380 T865C 5M 5045 T866 5F 8981 T866C 5M 4357 * Not required on Current Production Engines Figure 2-49. Vibration Damper and Hub Arrangement 4. Install hub washer and retaining screws. Torque screws. 5. Install vibration damper, spacer and timing disc on crankshaft hub: the holes will only line up one way. 6. Install retaining capscrews securing assembly. NOTE When all parts are assembled on the crankshaft, keyway up, the scribe mark on the damper rim must be up. The TDC mark must align with the timing indicator 30 degrees to the left of the engine centerline. OIL PAN Inspection 1. Inspect oil pan for dents, cracks and condition of flange. *UK. ShaKT TMtuiT Figure 2-50. Auxiliary Drive Assembly Description The auxiliary drive is a complete unit sub-assembly located between the cylinder heads on the front of the engine. The auxiliary drive consists of a drive housing, idler shaft and gear assembly and drive shaft. It is gear driven from the camshaft. DRIVE HOUSING Description The auxiliary drive housing is an alloy casting and supports the drives for the injection pump, air compressor, tachometer drive and hydraulic steering pump. Installation 1. Time auxiliary drive :o camshaft gear. Install both push rods Lr. No. 6 cylinder location. Bar engine over until movement is felt in both push rods simultaneously and the timing indicator pointer indicates TDC for No. 1 and 6 cylinders. The single punch mark on the camshaft gear will be in the upright position. 2. Install O-ring in oil passage port at right hand front top edge of cylinder block. 3. Apply a bead of 243SX32 gasket compound or equivalent to mating surfaces of the auxiliary drive housing. 4. Place auxiliary housing assembly on top of the block carefully. NOTE Be sure timing gear cover gasket is properly positioned and the single timing mark on the camshaft gear alignes with the single timing mark on the auxiliary drive gear. 5. Install all nine capscrews and washers hand tight. 6. Torque the two lower timing gear cover to auxiliary housing capscrews. 7. Torque ail auxiliary housing to cylinder block capscrews. 8. Release the torque on the two timing gear cover to auxiliary - housing capscrews then retorque the same capscrews. NOTE This procedure will align auxiliary housing to front face of the cylinder block and permit block surface to butt fully to mating surface of auxiliary housing. 9. Check backlash between camshaft gear and auxiliary drive gear. If backlash is not within limits, loosen auxiliary housing capscrews and reposition housing by tapping with a soft faced mailer. Retorque capscrews and recheck backlash. NOTE Care must be taken at this time to have ail pipe plugs in the auxiliary drive oii gallery passages. Access to these plugs becomes increasingly difficult at later assembly points. VALVE LIFTER COVERS The center valve lifter cover is a steel stamping and requires a new gasket at assembly. The rear valve lifter cover is cast aluminum. At assembly apply a bead, of gasket compound 243SX32 to the cover and cylinder block mating area. INJECTION PUMP Installation 1. Bar engine over in the normal direction of rotation until the No. 1 cylinder piston is at TDC, as indicated by the timing indicator, and the timing marks on the auxiliary drive shaft gear aligns with the timing mark on the auxiliary drive idler. The pin hole location will be at the five o'clock position and the coupling tangs are at 12 degrees 36 minutes off the horizontal. See Figure 48. 2. Bar engine back approximately 40 degrees. 3. Bar engine over in the normal direction of rotation until timing indicator reads the B.T.C. setting as specified on the injection pump name plate. In this position the tangs on the drive coupling will be approximately horizontal and the drive coupling pin hole will be approximately at the 4:30 o'clock position. The gear marks will be approximately 15 degrees 30 minutes to the right. See Figure 2-55. 2-431 NOTE End play is controlled by the drive shaft thrust washers. Check the following if the ena play does not fall within the correct specifica tion. Make corrections as re quired. 1. Worn thrust washers. 2. Worn thrust journals. 3. Shaft bushings not properly installed. INSTALLATION 1. Thoroughly clean the auxiliary housing mounting surface on the engine block and remove the exposed portion of the timing gear cover gasket. Figure 2-79. Auxiliary Drive Gear 13. Install auxiliary drive gear retaining ring. See Figure 2-80. 2. Carefully cut a new timing gear cover gasket to the exact size of the removed portion and install on the timing gear cover using a good grade gasket sealer. NOTE Apply an extra bead of gasket sealer where the new gasket meets the old gasket. 3. Install a new O-ring seal in the engine block to auxiliary oil supply port. J 4. Apply a bead of Silastic to the mounting surface of the block. Use extreme care not to allow the Silastic to enter/block the oil supply port. See Figure 2-81. ~*r 7* 4 T& Figure 2-80. Installing Retaining Ring 4t Figure 2-81. Applying Silastic I 14. Place the auxiliary housing on end and check end play with a dial indicator. 5. Install the auxiliary housing on the engine block. 2-441 CYLINDER HEAD INSTALLATION- NOTE New cylinder head gaskets and fire rings must be installed each time cylinder heads are removed. 1. Clean the cylinder block deck thoroughly. 2. Install new cylinder head gasket on deck. Position of gasket is determined by guide pins in the upper deck. NOTE Do not use a sealing compound or soak cylinder head gaskets. They are all pre-coated. 3. Install new fire ring carefully fitted over circular bead on cylinder sleeve flange. See Figure 2-102. 6. Install cylinder head on block. 7. Install fourteen cylinder head capscrews. 8. Torque capscrews on each head progressively in steps of 50 to 100 to 175. and finally to 225 lb. ft. in sequence as shown. See Figure 2-103. 105.73 2-103. Cylinder Head Tightening Sequence Figure 2-102. Cylinder Head Installation 4. Clean the surface of the cylinder head and ciruclar groove for the fire ring. 5. Carefully position the cylinder head assembly over the cylinder block deck aligning the guide pins in the block with the guide holes in cylinder head. PUSH RODS Description The push rods for the intake and exhaust vulve rocker arms s_e tubular steel with spherical ends. Engines not fitted with the Dynatard engine brake feature identical 1/2 inch O.D. x 14-17/64 " push rods; however, when the engine is fitted with the Dynatard engine brake system the exhaust valve rocker arm push rod is a solid steel rod 5/8 inch 0.D. x 14 inches long. Inspection 1. Inspect and check the push rods for length and straightness. Replace any that are bent. 2. Inspect and check the spherical surfaces for wear and tightness to tube. Installation Apply a light coat of lubricating oil to the spherical ends and install the push rods in the valve lifters. 4. Continue adjusting valve lash for the remaining cylinder pistons in firing order placing each cylinder piston at TDC with respective 1/4 turns of the engine crankshaft. 5. Properly secure aduusting screw locknut after each cylinder piston valve lash adjustment. INLET MANIFOLD Inspection 1. Inspect and check the mlet manifolds for restrictions. 2. Inspect and check mounting flanges for erosion, cracks and straightness. Installation 1. Place new gaskets between the inlet manifold and cylinder head. 2. Install right and left hand inlet manifolds and lifting eyes. Secure to cylinder head by installing attaching capscrews and tighten to the recommended torque. 3. Place a new inlet manifold fitting gasket on the top of each inlet manifold and install inlet manifold inlet fitting. 4. Install tee fitting and complete inlet manifold assembly. WATER OUTLET MANIFOLD Inspection 1. Inspect water outlet manifold for restrictions. 2. Inspect and check mounting flanges for cracks and straightness. Installation 1. Place new gasket between right bank and left bank water manifold and the mating cylinder heads. 2. Install and tighten attaching capscrews to the proper torque. 3. Install thermostats in the right and left bank water manifolds. 4. Install thermostat gaskets, water outlet fittings, thermostat seals and water outlet by-pass elbows. 5. Secure assembly to the water manifold by - + ~u:~rr f|.o irrnrhinp caOSCreWS. EXHAUST MANIFOLD Inspection 1. Inspect and check the exhaust manifold for restrictions. 2. Inspect and check the mounting flanges for erosion, cracks and straightness. Installation 1. Place new gaskets between exhaust manifold and cylinder head. 2. Install and tighten the attaching capscrews and washers to the proper torque. CYLINDER HEAD COVERS Inspection 1. Inspect and check the cylinder head covers for cleaniiness. dents and straightness of flange. 2. Inspect and check breatr.er in cover, if applicable, to be sure it is not plugged. Installation 1. Cement a new gasket to the mounting flange of the cylinder head cover. 2. Position the cylinder head cover over rocker arms. 3. Install and torque cover retaining capscrews. TURBOCHARGER Description The turbocharger is an exhaust gas driven air compressor. See Figure2-106,The purpose of the turbocharger is to increase the supply of air to the cylinders and thus bum more fuel which in turn produces more power. flows around the turbine housing and radially inward causing the turbine wheel to rotate. The exhaust gas is then discharged through the center of the turbine housing into the exhaust pipe. The bearing housing contains the through-shaft, bearings, seals, and oil passages. The bearings are of the floating sleeve type and are pressure lubricated from the engine oil supply system. Piston ring type oil seals are used at each end of the shaft to effectively seal off the oil. The compressor housing contains the compressor wheel and air enters at the center of the compressor wheel and flows radially outward intothe compressor wheel and flows radially outward into the compressor housing. The air leaves through a tangential outlet on the outside of the compressor housing and is ducted to the inlet manifold. Checks Before Removal If turbocharger malfunction is suspected, make the following checks before removal of turbocharger from the engine. Figure 2-106. Exhaust Driven Turbocharger The turbocharger consists of three main parts; the turbine housing, the bearing housing and the compressor housing. The turbine housing is located at one end of the bearing housing and the compressor housing is located at the other end. A common shaft connects the turbine wheel and compressor wheel. The turbine end of the turbocharger uses exhaust gas energy normally discharged to the atmosphere. The exhaust gas enters the turbocharger through the flange connection on the exhaust manifold. The exhaust gas 1. Start engine and check for unusual noise or vibration from turbocharger. This will idicate out-of-balance, rubbing or damage to compressor or turbine wheels. 2. Check for leaks in the air system from turbocharger to intake manifold and from intake manifold to cylinder block. Be sure all bolts, clamps and connections are tight and gaskets are not blown and are in proper location. 3. Check air cleaner and air intake system, from the air cleaner to turbocharger, for restrictions to air flow or leaks. 4. Check exhaust system from cylinder block to turbocharger for exhaust leaks. Be sure all bolts, clamps and connections are tight and gaskets are not blown and are in proper location. 5. Check exhaust system from turbocharger to outlet for restrictions. 2-453 Reassembly Install oil seal ring in groove in housing and position bearing and shaft assembly in housing. Place housing assembly on a suit able press, using a bucking bar through the plug hole to backup shaft and bearing assem bly, and Dress fan pulley on shaft. See Fig ure 2-107 . Install bearing retainer using suitable pliers. Be sure retainer is properly seated in groove. Pack grease compart ment 1/3 full with Alvania No. 3 water insoluble lithium soap petroleum grease or equivalent. Install plug. Installation 1. Press a new oil seal in support housing. 2. Install a new gasket and position sup port housing over auxiliary shaft extension and secure with capscrews. Be sure oil seal is properly positioned over shaft be fore tightening capscrews. 3. Place key in slot of auxiliary shaft ex tension and align and install driving pulley. 4. Secure with bolt and washer. 5. Position fan pulley housing in support housing and secure loosely with capscrews and washers. Install adjustment nut "D" loosely on stud. See Figure 2-107* 6. Install the two fan belts. Make adjust ment with nut "D" until the fan belts are properly tensioned. Refer to Fan Belts for procedure. Tighten lock plate screws. Extension Driven Type Disassembly Remove fan belt and fan. Remove housing retaining capscrews and remove housing. NOTE One capscrew cannot be completely removed due to interference with pulley hub. Place housing on a suitable adapter scrap auxiliary drive extension) in vise and re move fan hub retaining lock nut and wash er. Remove fan hub using a suitable puller in threaded holes of inner hub. Remove key from shaft. Remove bearing retainer snap ring using pliers. Place housing, rear side down, on adapter and press shaft from housing. Invert hous ing and press front bearing from hous ing. Remove grease compartment vent. Wash parts in suitable solvent and air blow dry. Inspect all parts and replace as required. Reassembly 1. Install front (large) bearing in housing, shielded side of bearing facing outward. 2. Install Tru-arc bearing retainer ring with taper facing out. Bottom retainer ring in groove. 3. Install short key at flange end of fan driveshaft. 4. Install fiber coupling on shaft with face inside of coupling seating against shaft flange. Install coupling spacer washer against coupling. 5. Install rear (small) bearing on shaft against coupling with sealed side toward coupling. 6. Install bearing spacer on shaft. 7. Pack housing 1/3 full with Alvania No. 3 water insoluble lithium soap petroleum grease or equivalent. 8. Place fan drive housing nose down on press base and install shaft with coupling, bearing and spacer in housing and through large bearing. Press shaft assembly into housing using suitable plug. See Figure 2-109. 11. Place housing assembly on a suitable adaptor in vise and install hub retaining washer ana locknut. See Figure 2-111. 12. Install grease vent. (Install auxiliary driveshaft extension, if removed). Figure 2-109. Installing Fan Drive Shaft V-8 Series 9. Invert housing on press stand and sup port coupling end of shaft on press base. Install long housing capscrew and lockwasher before installing fan drive pulley. 10. Install long key in shaft, align, and using a suitable tool to engage inner part of hub, press hub onshaft. See Figure 2-110 Figure 2-111. Installing Hub Retaining Washer and Locknut Installation 1. Place new gasket on housing and install housing, grease vent at top, aligning coupling with auxiliary driveshaft extension. 2. Assemble fan to hub. Be sure bolts are proper length, 3/8-16 x 7/8 inch. Figure 2-110. installing Fan Drive Hub CAUTION Longer bolts will engage inner member and cancel out vibration absorbing effect of elastic insu lator and shorten service life of fan drive assembly. 3. Install fan belt. Refer to Fan Belts for proper tensioning. o _ a e*? Oil Puzo Inlet Tube Piston Cooiinz Tubes Figure 119. Installing Oil Pump Inlet Tube Assemble gaskets, capscrews, and washers to oil pump inlet tube fit ting flange and mount to oil pump. See Figure 119. Oil Pump Outlet Tube Figure 121. Piston Cooling Cross-Over Tube (Front) Assemble "0"-ring over end of tube and into flange counterbore. See Figure 121. Lubricate "0"-rings. (Coating "0"-ring which fits in coun terbore with a little grease will aid in holding it in place.) Assemble screw and washer in flange end and mount to cylinder block. Tighten screws to specifications.' Figure 120. Installing Oil Pump Outlet Tube Assemble oil pump outlet tube fitting at cylinder block and hold in position by installing capscrews and washers. Do not tighten until complete assembly is completed. Assemble "0"-rlng to oil pump outlet tube. See Figure 120. Lubricate "0"-ring and insert tube into fit ting at cylinder block. Mount to oil pump using capscrews and washers. Torque all screws to specifications. NOTE Gaskets are not used between fitting and block and between fitting and oil pump. Figure 122. Piston Cooling Cross-Over Tube (Rear) Assemble "0"-rings into flange coun terbore at both ends of tube. See Figure 122. Use a light coating of grease in ''0''-rings to aid in holding them in place. Position cross-over tube on cylinder block. 2-541 TIMING GEAR COVER AND OIL PAN Inspection Inspect the timing gear cover mounting surface for flatness of flanges and condition of threaded holes. Timing Gear Cover Installation 1. Timing Gear Cover Alignment Tool (at Water Pump Location 2. Water Pump Locating Pin 3. Timing Gear Cover Alignment Tool (at Crankshaft Location) 4. Timing Indicator 5. Timing Indicator Mounting Pins 6. Alternator Drive Cover Stud 7. Camshaft Thrust Screw 8. Camshaft Thrust Screw Nut 9. Camshaft Thrust Screw Nut Washer Figure 124. Timing Gear Cover Installation Install the adjustable camshaft thrust screw from the inside of the timing cover. Position washer and nut on outside of cover and adjust thrust screw to the retracted posi tion. See Items 7, 8 and 9 in Figure 124. Thread alternator drive cover stud into timing gear cover. Apply Loctite 271 before installing stud. See Item 6 in Figure 124. Then install gasket, cover and tighten capscrews and nut. Install water pump locating pin in cover. Height of pin above mounting surface should be 0.250 - 0.200 inch es. See Item 2 in Figure 124. Place timing indicator over locating holes in timing gear cover and drive pins into holes to secure indicator. See Items 4 and 5 in Figure 124. Install six guide studs in the cyl inder block. Two guide studs are used at the lowest point, two at the high est point, and one adjacent to the water pump drive location and the final stud on the side opposite the water pump drive location. Install the timing gear cover gasket over the guide studs. Install timing gear cover over guide studs and push cover into position. Install all cover capscrews loosely. Install timing gear cover alignment tool J-29287, at water pump location. See Item 1 in Figure 124. Install timing gear cover alignment tool J-29288, over crankshaft stub end. See Item 3 in Figure 124. Make certain that timing gear cover lower edge is aligned with the oil pan mounting surface on the cylinder block. After timing gear cover is properly aligned, remove the guide studs. In stall the remaining capscrews and torque to 42 lb. ft. The timing gear cover gasket will extend below the cover and the block by approximately 1/8 inch. This excess gasket material should be trimmed flush with the cover and block. Check capscrew holes for elongation. cylinder block. Check drain hole for condition of threads. If oil pan is satisfactory, position new gasket on oil pan and assemble to Install and tighten oil pan retaining capscrews evenly and to specifica tions. This will prevent distortion of mounting flange and possible leak age problems. NOTE If the auxiliary housing is being installed on a block that does not have a new tim ing gear cover gasket, pro ceed as follows: 1. Before installing auxil iary housing on the engine block, remove the exposed portion of the timing gear cover gasket. 2. Carefully cut a new timing gear cover gasket to the ex act size as the removed por tion and install on the tim ing gear cover using a good grade gasket sealer. 3. Apply an extra bead of gasket sealer where the new gasket meets the old gasket. Install the auxiliary housing on the cylinder block. Assemble the auxil iary housing to cylinder block cap screws and lockwashers. Make certain that the front face of the auxiliary drive housing is in line with the front face of the cylinder block within 0.005 inches. Snug capscrews, but do not tighten. Assemble capscrews through timing gear cover and into auxiliary drive housing. Tighten capscrews to speci fications. Then tighten auxiliary drive housing mounting capscrews. NOTE Disregard timing marks that appear on the auxiliary drive shaft gear. Timing of the auxiliary drive shaft gear to the camshaft is not required for assembly of this short drive auxiliary housing. Check the backlash between the auxil iary drive shaft gear to camshaft gear. Should be 0.0037 to 0.0088 inches. 2-564 > Engine Breather Assemble four breather tube studs to valve lifter cover using Loctite 271. See Figure 185, Items 3 and 12. Assemble breather cover and filter in valve lifter cover. See Figure 185, Items 10 and 11. Assemble new gasket over studs, and fasten breather tube with plain wash ers and nuts. See Figure 185. Items 1, 2, 4, and 5. Oil Filler Tube (or Cover Plate) Thread oil filler tube flange stud (or cover plate stud) to valve lifter cover, using Loctite 271. Apply FIPG compound to mounting surface on cover. Assemble flange (or cover) to valve lifter cover and tighten the mounting stud nut and capscrew. fi rtf x- Jff. 1. Fan Pulley 2. Fan Pulley Screw 3. Fan Pulley Screw Washer 4. Fan Pulley Key 5. Auxiliary Drive Shaft Seal (at Fan Drive Housing) 6. Fan Drive Housing Screw 7. Fan Drive Housing Screw Washer 8. Timing Gear Cover 9. Fan Drive Housing Gasket 10. Fan Drive Housing 11. Auxiliary Drive Shaft Figure 186. Fan Drive Arrangement The fan drive is mounted on the front end of the auxiliary drive shaft. See Figure 186. Inspection Using new gasket assemble fan drive housing to timing gear cover with capscrews and washers. See Figure 187. Inspect fan drive housing to make certain that mounting flange is flat and free of defects. Installation Figure 188. Aligning Fan Drive Housing Before tightening fan drive housing screws, install alignment tool J29304 Figure 187. Installing Fan Drive in seal counterbore. See Figure *iS**-' Housing 188. 2-567 Cylinder Head Gasket Installation Cylinder Head Installation Figure 256. Assembling Fire Ring Assemble fire ring over shoulder on cylinder sleeve. See Figure 256. Figure 258. Lubricating Cylinder Head Capscrew Threads Position cylinder heads over cylinder block, locating guide holes in head over pins in block. Lubricate cap screw threads. See Figure 258. Figure 257. Assembling Cylinder Head Gasket Assemble gasket on cylinder block. Locating gasket over guide pins and making certain that fire ring is within gasket opening. Surface of gasket marked "TOP" should be on the top side. See Figure 257. All gaskets are pre-coated and do not require any type of sealing com pound . Figure 259. Lubricating Underside of Capscrew Head and Washer Lubricate underside of capscrew and washer. See Figure 259. Assemble all capscrews in cylinder head. Snug capscrews lightly. 2-595 INLET, EXHAUST AND WATER MANIFOLDS 1. Inlet Manifold 2. Water Outlet Manifold Figure 269. Inlet and Water Manifolds An integral gasket is used for the water and air manifold. See Figure 269. Assemble screws and washers to the inlet, and the water outlet manifold. Position gasket over screws and as semble manifolds to cylinder head. Tighten all screws.: Water Manifold Crossover Tube Figure 271. Assembly of Crossover Tube Shield Assemble shields over hoses with slots in shields pointing towards middle of engine. See Figure 271. Assemble inner hose clamps over shields, clamping the hoses and the shield to crossover tube. 1. Crossover Tube Shield 2. Crossover Tube Hose Clamp 3. Crossover Hose 4. Crossover Tube 5. Water Manifold Figure 270. Water Manifold Crossover Tube Slide hoses and clamps over crossover tube. See Figure 270. Place crossover tube between water manifold and slide, hose over water manifold. Tighten hose clamp at water manifold. Figure 272. Positioning Crossover Tube Shield Shields are used over the crossover tube hoses to protect them from the heat given off by the turbocharger. Position shields to provide maximum hose coverage. Cut out in shield should be as close to engine as poss ible, and still not interfering with adjacent parts. See Figure 272. 2-599 'ihen the check valve is properly installed, the open end "vi 11 be at the mounting surface, and the ball check -i 11 be towards the center of the adapter. See Figure 279. CAUTION If check valve assembled, no flow through tioner. is improperly coolant will the condi EXHAUST MANIFOLD Figure 281. Assembling Rear Exhaust Manifold Position new gaskets in place, and assemble exhaust manifolds to engine using capscrews, washers and locks. Figure 280. Installing Inlet Check Valve Fitting NOTE When assembling the rear ex haust manifolds, the long boss should be on the upper side. See Figure 281. Install the inlet check valve in the adapter. See Figure 280. This valve can only be assembled one way since one side has a 1/8 NDT thread which is assembled to the adapter. The other end has a 1/2 - 24 straight thread. Install feed line from water pump to inlet check valve fitting. Assemble exhaust manifold to turbo charger tee fitting on flywheel hous ing. Assemble exhaust fittings and sleeves at rear of engine. Use new gasket between fitting and rear ex haust manifold. Conditioner Installation and Removal Apply film of oil to sealing gasket. Install conditioner and turn one full turn after gasket contacts base, (check for leaks when engine is started) To remove, use tool J24783 or equivalent. After manifold, fittings, and sleeves are aligned at the rear of the en gine, tighten the capscrews at the turbocharger fitting on the flywheel housing. Assemble drain tube to turbocharger, using new gasket. Assemble screws ir.n lock washers. Tighten screws to specifications. CAUTION The flange on the drain tube is mounted at an angle to provide clearance between the bellows and the turbocharger mounting flange. See Figure 333. Failure to mount the tube properly will result in an interference between the bellows and flange, causing bellows to wear and possibly result in oil leakage. Assemble flexible hose to oil feed fitting at cylinder head. Assemble turbocharger oil inlet tube to turbo charger using new gasket. Install washers and screws and tighten to specifications. Assemble 90 degree elbow fitting to inlet tube. See Figure 331, Item 9. Assemble flex ible hose to fitting. See Figure , Item 1. Tighten all connections. Assemble from turbocharger mounting studs to tee fitting. See Figure 331, Item 4. Position new gasket over mounting studs. See Figure 331, Item 5. Figure 335. Inlet Manifold Crossover Fitting. After turbocharger is assembled, sition crossover fitting between let manifolds. See Figure 335. semble fitting with new gaskets. stall capscrews and washers tighten to specifications. po in As In and Figure 334. Assembling Turbo Oil Drain Hose Into Cylinder Block Assemble O-Ring seal to turbo drain tube. See Figure 332, Item 4. At the same time position turbocharger mounting flange over studs in tee fittings. See Figure 331. Assemble washers and nuts to studs, and tighten to specifications. Install new O-ring seal at rear scde of housing. See Figure 337. Lubri cate surface of O-ring with c.ean lubricating oil. Assemble gaskets and water inlet fit ting and rear bracket to oil cooler assembly. Assemble screws and tighten to specifications. See Fig ure 339. Oil Filter Pressure Relief Valve > ff- ' 1. Oil Inlet Port 2. Notch in Bundle Flange Figure 338. Installation of Bundle into Housing Assemble new gasket to flanged end of bundle and insert bundle into oil cooler housing. The notch in the bundle flange must be assembled in line with the oil inlet in oil cool er. See Figure 338. NOTE Use correct gasket between bundle flange and housing. This is an elastomer coated gasket, and is black in color. Failure to use cor rect gasket could result in oil leakage in this area. After gasket and bundle are in posi tion, push bundle into housing, past O-ring. 151-37 1. Oil Filter Adapter (Rear) 2. Oil Filter Adapter Pressure Relief Plunger 3. Oil Filter Adapter Pressure Relief Plunger Spring 4. Oil Filter Adapter Pressure Relief Cap 5. Oil Filter Adapter Pressure Relief Cap Washer Figure 340. Oil Pressure Relief Valve Arrangement Check plunger and spring to make cer tain they are in satisfactory condi tion. Install plunger, spring, wash er, and cap, in adapter. See Figure 340. Torque cap to 100 lb. ft. NOTE Figure 339. Oil Cooler Assembly with Water Inlet Fitting and Rear Bracket The oil filter pressure re lief valve opens when the pressure restriction across the element exceeds 42 to 50 psi. Oil then by-passes the filters and goes directly in to the main oil gallery. r. T-/-- 9--~ ^ f CLUTCH REMOVAL 1. Mark clutch cover and flywheel with a center-punch before removing clutch to facilitate reinstalling clutch in same posi tion. 2. Use three spring retention tools (J26450 for CL-28, 40 and 50 series, J26451 for CL-47 series) or retaining cups as shown in Figure 4-1, when removing a clutch as sembly from the flywheel. Figure 4-1. Retaining Cups To use spring retention tools, bottom screws in tapped holes in pressure plate. Set tool nuts up snugly against tool bracket. Tighten tool nuts evenly to relieve spring tension on pressure plate. Not used on CL-58 Series. 3. Remove two clutch-to-flywheel cap screws with lockwashers at the ten o'clock and two o'clock positions of the flywheel and install two long headless guide studs to support the clutch assembly during re moval of the remaining attaching capscrews. 4. After removal of all capscrew fasten ers, carefully remove heavy clutch and disc assembly from flywheel counterbore and place on bench. Be careful not to drop driven disc assembly which is now free. Also remove the temporary guide studs from flywheel. CLUTCH INSTALLATION 1. Using spring retention tools, bottom screws in tapped holes in pressure plate. Set tool nuts up snugly against tool brack et. Not used on CL-58 Series. NOTE Three retaining cups and screws are used to hold a new clutch as sembly together until it is in stalled on the flywheel. Spring cups are pressed into the clutch cover hence the retaining cups are necessary to prevent spring cups loosening and slipping out of the cover during handling. Re taining cups and screws must be removed after the clutch is as sembled to the flywheel. A tag is attached tonewclutches (CL-28, 40 and 50 Series) calling attention to this fact and cups and screws are painted red for ready identi fication. 2. Engage splined end of clutch disc align ing mandrel or a spare main driving pinion with hub splines of driven disc from rear of long hub side. Then position driven disc assembly in flywheel so that spigot end of shaft engages inner race of clutch pilot bearing mounted in flywheel. This arrangement positions the disc assembly in proper alignment until clutch is com pletely assembled and secured in flywheel. 3. Install two long guide studs in the ten and two o'clock positions in flywheel rim. Mount clutch assembly on guide studs and push unit into flywheel bore until clutch cover flange enters counterbored pilotproided. Be careful not to disturb disc aligning mandrel. 4. Lubricate and install cover-to-flywheel capscrews with their lockwashers. Tighten capscrews a few turns at a time so that cover will not be misaligned and forced into flywheel pilot by the tightening of the cap screws. Remove the two guide studs and re place with capscrews and their lock wash ers. Remove aligning mandrel. CL-28 and 40 SERIES Description CL-28, -40 Series assemblies are single plate, dry disc pusher type clutches. They consist of a pressure plate, a cover, and a driven disc which is splined to the trans mission main driving pinion shaft. When A engaged, the driven disc is clamped between the pressure plate and the flywheel by the pressure of coil springs which are mounted in cups on the cover. Drive is transmitted to the pressure plate by pressure plate lugs which fit in the cover openings. Six re lease levers have ball pivots and are linked to the pressure plate by eyebolts. The in ner ends of the levers are held by the notched release thrust washer. See Figure 4-2. ts IE 17 II-MC 1. Clutch Spring 12. Washer (outer) 13. Fulcrum Adjust 2. Clutch Spring (in- ment Nut ner, where used) 14. Lock Nut 3. Release Bearing 15. Eyebolt 4. Release Collar 16. Eyebolt Pin 5. Thrust Washer 17. Cover Plate 6. Release Lever 18. Pressure Plate 7. Lever Spring 19. Flywheel 8. Spring Washer 20. Pilot Bearing 9. Lever Pivot 21. Driven Disc 10. Lever Bushing Assembly 11. Eyebolt Ful- 22. Driven Disc crum Facings Figure 4-2. Sectional View of CL-28, 40 Series Clutch Disassembly 1. Before disassembly of the various parts, mark these parts with a center-punch, so that at reassembly, they can be reassembled in their original positions. This is neces sary in order not to disturb the dynamic balance of the clutch. 2. Before removing the three spring re tention tools, compress clutch release lever springs, remove washer pins, then remove washers and release lever springs. Pry off snap ring from thrust washer. Remove eyebolt nuts, fulcrums, and clutch release levers. CAUTION If retaining cups are used instead of tool (J26450) , clamp the cover in a press before removing the cups. This is necessary be cause the screw used does not have sufficient thread length to com pletely release the spring load before coming out of the pressure plate. 3. While holding spring retention tool screws, back off tool nuts alternately mak ing one turn at a time. When spring is entirely relieved, back out the three tool screws. 4. Remove clutch cover and springs. If heat-insulating washers are removed from pressure plate spring pockets, retain them for reassembly. The eyebolts need not be removed unless inspection reveals distor tion or loose fit on pins. Inspection and Repair 1. Remove all traces of dirt and oil with a suitable safety solvent. Inspect parts care fully for cracks, distortion or excessive wear as described in the following steps. 2. If cover is cracked or distorted, re place. Tack-weld loose spring cups (on covers having this construction) replace worn or loose ball-fulcrums. Replace loose or bent pin rivets. 2. Equally space three steel blocks 3/8 inch thick, on bed of arbor or drill press. 3. Place clutch with pressure plate side down, on blocks. (This is done in order to raise clutch to permit disassembly). 4. Place a block of wood, such as a two by four, across cover plate in a position that does not interfere with tips of release levers, as shown in Figure 4-10. Compress clutch assembly slightly, removing lever adjusting screw locknuts. 2. Check cover plate for distortion, ex cessive wear at indentations which register between drive bosses on pressure plate, and for stripped threads in holes accommodating release lever adjusting screws. If the above mentioned conditions are apparent, replacement of cover plate is required. 3. Replace springs if cracked or defective. Check all springs on a spring tester. Re place all that do not meet specifications. 4. Replace release levers that are badly worn on tips (this is an indication of a stick ing release bearing), worn threads on lever adjusting screws and nuts, or where bind ing appears to be present, which retards free back and forth movement. NOTE Release levers are serviced as a subassembly only, and consist of lever, adjusting screw, roller, rol ler block, lever spring and spring retaining pin. Figure 4-10. Compressing Clutch 5. Turn each lever adjusting screw down (clockwise), a few turns with a screw driver, releasing spring tension a small amount. Repeat operation until all lever adjusting screws are entirely free of cover plate. Release remaining spring tension, and lift cover plate off pressure springs. 6. Pressure springs may now be removed. After extracting cotter pins and lever pins, remove release levers. Inspection and Repair 1. Clean all parts thoroughly with a suita ble safety solvent. Inspect carefully for excessive wear, distortion, or cracks as described in the following steps. 5. If pressure plate shows signs of scor ing, excessive wear at lever pin holes, inside of drive bosses, heat checking, or if warped more than 0. 020 inch, plate must be refaced or replaced. (When refacing pressure plate, remove only sufficient metal to obtain a smooth flat surface.) When pressure plate thickness becomes less than 1.141 inch, replacement is nec essary. 6. If flywheel is warped or heat checked and surface is refinished, maintain the 1.188 inch dimension between disc surface and bolting face for proper release lever adjustment. No more than 0.070 inch maxi mum may be removed by grinding. 7. Inspect driven disc assembly for cracks, loose rivets, worn splines, warped or dished condition. If cracked, or hub splines are worn excessively, replace disc assembly. If facings are worn down nearly even with countersunk, facing-retaining rivet heads and provided assembly is in otherwise good condition, it may be rebuilt. 3. Pilot bearing should be removed, clean ed and checked each time clutch or engine is removed. Discard bearing if balls or races are chipped or scored. After in spection, hand-pack bearing with clutch pilot bearing grease and install bearing in flywheel. Tap into place with shielded side toward clutch. Use only the recommended pilot bearings specified. These bearings will function without premature failure where slight misalignment exists between engine and transmission. After bearing is properly installed, pack the entire cavity in back of the bearing with the same specified clutch pilot grease. 2. Place pressure springs in position on pressure plate, as shown in Figure 4-12. CAUTION To prevent damage to the bearing seal when the transmission is as sembled to the engine, the space occupied by the main driving pinion pilot must not be filled with grease. See Figure 4-11. ^__ flywheel CLUTCH PILOT BALL SEARING (SNAP-RING TYPE) WITH BUILT-IN GREASE SEAL ^ hano-packcavity EXACTLY AS SHOWN AFTER BALL BEARING INSTALLATION. CENTRAL area must be clear OF GREASE BEARING SNAP-RING COUNTERBORE !?-,, Figure 4-11. Cut-away View of Clutch Pilot Bearing Grease Reservoir Correctly Packed Reassembly 1. Mount release lever assemblies on pressure plate. Set pressure plate as sembly on three equally spaced steel blocks 3/8 inch thick, on bed of arbor or drill press, plate side down. Figure 4-12. Assembling Clutch 3. Lay cover plate over springs, being sure that all springs are seated on bosses of pressure plate, and around indentations on inside of cover. 4. If pressure plate was refaced, it will be necessary at assembly, to add shims under each pressure spring equal to total metal removed. 5. Compress assembly slowly, aligning lever adjusting screws with threaded holes in cover plate. (The indentations inside cover, should enter the spaces between drive bosses on pressure plate freely.) With screwdriver, thread ends of adjust ing screws into cover evenly, until screws protrude about 1/2 inch. Hold assembly compressed, while placing locknuts in posi tion, but do not tighten. 6. To facilitate installation on flywheel, place wood blocks approximately 3/8 inch thick, between the tops of release levers and inner rim of cover plate. (Be sure these stay in position as all tension is released). 7. Insert the three spring retention tools (J26451), through cover and bottom in tapped holes in pressure plate (center hole of each five series in cover). With pres- 4-Q 3. While holding spring retention tool screws, back off tool nuts alternately, mak ing one turn at a time. When spring is entirely relieved, back out the three tool screws. 4. Remove clutch cover and springs. If heat-insulating washers are removed from pressure plate spring pockets, retain them for reassembly. The eyebolts need not be removed, unless inspection reveals distor tion or loose fit on pins. Inspection and Repair 1. Remove all traces of dirt and oil with a suitable safety solvent. Inspect parts care fully for cracks, distortion or excessive wear as described in the following steps. 2. If cover is cracked or distorted, re place. Tack-weld loose spring cups (on covers having this construction) replace worn or loose ball-fulcrums. Replace loose or bent release lever spring pins. 3. Replace springs if cracked or defec tive. Check all springs on a spring tester. Replace all that do not meet specifications. 4. Replace thrust washer if worn, bent or defective. 5. Replace worn release levers, springs and ball seats. Check levers with a straight edge and 11/16 inch ball (J26453) as il lustrated, in Figure 4-14 and if bent so that dimension (1) is more 11/32 inch when measured at a point where distance (2) is 2-1/2 inch, replace the lever. Figure 4-14. Checking Release Lever for Bend 6. If pressure and intermediate plates are scored, heat checked, or warped more than 0.020 inch, they must be replaced or re faced. Remove only enough metal to ob tain a smooth flat surface. Finish with a light cut and polish with emery cloth. When thickness (1) becomes less than the worn limit given in specifications, the plate must be replaced. Measure at outer spring pock et as shown in Figure 4-15. Measuring at inner pocket is not accurate if pressure plate is dished. If cleft lugs are worn, cracked or distorted, replace the plate. The intermediate plate features a double set of drive slots for increased service life. At clutch installations after rebuild, it is re commended that the set with less wear be used. Replace eyebolts if they are dis torted, have worn threads or keyways. Figure 4-15. Pressure Plate Thickness Dimension 7. If flywheel is warped or heat checked and surface is refinished, maintain the 2.797 inch dimension between disc sur face and bolting face for proper release lever adjustment. See Figure 4-16. No more than 0.070 inch maximum may be removed by grinding. Figure 4-16. Flywheel Rubbing Surfaceto-Clutch Cover Bolting Surface Dimension Intermediate plate drive pins should be inspected for abnormal wear. When pins have been removed to permit flywheel machining, or require replace ment, squareness between flywheel friction and pin drive faces must be maintained at installation. A positioning tool will assist in establishing necessary alignment. Suitable for this purpose, will be a slotted steel block 4 inches long, 2-1/2 inches wide and 1-1/2 inches thick. One 2-1/2 inches x 4 inches face should be ground for maximum flatness, as it will constitute the major working surface. A 3/16 inch x 45 degree chamfer along all edges of this face will tend to prevent burrs that would affect accuracy. See Figure 4-17. 4-11 xj is 45* chamfer. Figure 4-17. Drive Pin Positioning Tool Midway between ends of the 4 inch length, a 0.627 to 0.628 inch wide slot l-{ inch deep should be machined through the 1-1/2 inch thickness. The slot must be exactly square with the ground face for it will determine flywheel to drive pin head alignment. A half -inch drift pin clearance hole, drilled from the side opposite, and intersecting with, the slot will complete the tool. Hole centerline should be 7/8 inch from the ground face, so that driving force will be centered over the head. Magnetizing the block will minimize movement during driv ing and lessen possibility of marring fly wheel face. In use, the threaded portion of the pin is inserted in the flywheel hole. The position ing tool slot is placed over the drive head, with the ground surface held flat against the flywheel friction face. The pin is then driven until fully seated. 8. Inspect driven disc assembly for cracks, loose rivets, worn splines, warped or dished condition. If cracked, or hub splines are worn excessively, replace disc assembly. If facings are worn down nearly even with countersunk facing-retaining rivet heads and assembly is in otherwise good condition, it may be rebuilt. 9. Pilot bearing should be removed, clean ed and checked each time clutch or engine is removed. Discard bearing if balls or races are chipped or scored. After inspec tion, hand-pack bearing with clutch pilot bearing grease and install bearing in fly 4 1A wheel. Tap into place with shielded side toward clutch and snap ring seated in coun terbore. All current Mack-made engine flywheels have been manufactured by boring the clutch pilot bearing hole straight-through and counterboring a recess to provide proper positioning for the snap ring type pilot bearings now in use. Old bearings without a snap ring cannot be used in new throughbored flywheels. CAUTION Do not install anew snap ring bear ing in an old flywheel without re moving the snap ring and dis carding. In old flywheels without the counterbore, the snap ring would position the bearing too far rearward, which would result in early bearing failure and consider able damage to costly components. Use only the recommended snap ring type bearings specified. These bearings will function with out premature failure where slight misalignment exists between en gine and transmission. After bearing is properly installed, pack the entire cavity in back of the bearing with the same specified clutch pilot grease. CAUTION To prevent damage to the bearing seal when the transmission is as sembled to the engine, the space occupied by the main driving pinion pilot must not be filled with grease. See Figure 4-18. Before assembling the clutch, a positive wear check should be made to insure that it will provide maximum disc wear. This check will uncover any interference that might prevent full release lever travel and allow corrections to be made before the clutch is assembled. Place the pressure plate assembly and cov er (without springs) into position as shown in Figure 4-19, making sure that shims of the correct thickness (0. 250) are inserted T i | i i Figure 4-22. Removing Lever Adjusting Nut Lock Plates main spring insulator washers from pres sure plate bosses. t NOTE i i Do not remove the six lever anti i rattle springs from the cover un less replacement is necessary. 4. Lay pressure plate on bench and with a soft metal drift, drive hardened lever pins out of pressure plate drive lugs to free re lease levers. With a pair of pliers, remove cotter pin from each lever yoke clevis pin i and then press out each yoke clevis pin by hand. CAUTION I When removing levers from pres sure plate drive lugs and lever yoke, be very careful not to lose any of the small uncaged needle rollers. 3. Release Lever 12. Thrust Washer Inspection and Repair Pin Clamp 4. Needle Bearings 13. Lever Thrust Remove all traces of dirt and oil with a 5. Release Lever Washer Ring suitable safety solvent. Inspect parts care Yoke 6. Yoke Leaf 14. Pressure Plate 15. Helical, Main fully for cracks, distortion or excessive wear as described in the following steps. i Spring Spring 7. Lever Adjust 16. Heat Insulator 1. Replace springs if cracked or defective. ing Nut Ring Check all springs on a spring tester. Re 8. Adjusting Nut 17. Driven Disc place all that do not meet specifications. Lock Plate Assembly 9. Lock Plate Lock 18. Facing Rivet 2. If pressure plate is scored, heat check Screw 19. Driven Disc ed, or warped more thanO. 025 inch, it must 10. Yoke Clevis Pin Facings be replaced or refaced. Remove only enough metal to obtain a smooth flat surface. No iii Figure 4-21. Sectional View of CL-58 Series Clutch more than 0. 070 inch maximum may be re moved by grinding. i 4-15 ifl 3. Inspect clutch release lever tips and clevis pin holes for excessive wear. Make sure levers are not bent. Replace where necessary. 4. Inspect release lever yokes for con dition of threads. Slight thread damage may be cleaned up with a three-cornered Swiss file. Replace lever yokes if clevis pin holes are elongated. 5. Check clevis pins and lever pins for wear. Replace if wear is excessive. Check lever slotted thrust washer ring for exces sive wear. Replace if slots are excessive ly worn. 6. Check lever needle roller bearings for wear. If flats are such that rollers slide rather than roll, replace rollers. 7. Inspect driven disc assembly for cracks, loose rivets, worn splines, warped or dished condition. If cracked, or hub splines are worn excessively, replace disc assembly. If facings are worn down nearly even with countersunk facing-retaining rivet heads and provided assembly is in otherwise good condition, it may be rebuilt. 8. If flywheel is warped or heat checked and surface is refinished, maintain dimen sions shown in Figure 4-23 between disc surface and bolting face for proper release lever adjustment. No more than 0. 070 inch maximum may be removed by grinding. tion, hand-pack bearing with clutch pilot bearing grease specified and install bear ing in flywheel. Tap into place with shield ed side toward clutch and snap ring seated in counterbore. Use only the recommended snap ring type bearings. These bearings will function with out premature failure where slight mis alignment exists between engine and trans mission. After bearing is properly installed, pack the entire cavity in back of the bearing with the same specified clutch pilot grease. CAUTION To prevent damage to the bearing seal when the transmission is as sembled to the engine, the space occupied by the main driving pinion pilot must not be filled with grease. See Figure 4-24. flywheel (SNAP-KINO TYPE) WITH built-in crease seal HANO-PAC* CAVITY exactly as shown AFTER BALL BEARING INSTALLATION. CENTRAL AREA MOST BE CLEAR OF CREASE BEARING SNAP-ring COUNTEPBORE Figure 4-23. Flywheel Rubbing Surfaceto-Clutch Cover Bolting Surface Dimension 9. Pilot bearing should be removed, clean ed and checked each time clutch or engine is removed. Discard bearing if balls or races are chipped or scored. After inspec Figure 4-24. Cut-away View of Clutch Pilot Bearing Grease Reservoir Correctly Packed Reassembly 1. Apply a light coat of clutch lever grease on the loose needle bearings and install rollers in each pin hole of levers. When bearings are installed, apply additional grease to each assembled bearing group. 2. Spread a thin coat of lever grease on the two rubbing flats of each lever and on all yoke rubbing surfaces. Center lever 13 1. Pressure Plate 2. Return Spring 3. Pivot Pin 4. Spring Clip 5. Lever 6. Adjusting Ring 7. Snap Ring 8. Release Sleeve Ring 9. Release Sleeve Retainer 10. Spring Pivot 11. Pressure Spring 12. Flywheel Ring 13. Adjusting Ring Lock 14. Bolt & Lock Washer Assy 15. Release Bearing & Bearing Assy 16. Driven Rear Disc 17. Intermediate Plate 18. Driven Front Disc Figure 4-33. Exploded View AS-1550 Series Clutch Assembly Removal and Disassembly A suitable "sling" or transmission jack should be used to properly support and main tain the engine/transmission alignment when removing or installing a transmission on an engine. DO NOT let the rear end of the transmission drop down and hang unsupported in the splined hubs of the clutch discs to avoid bending or distorting the friction discs. Disconnect the external linkage from the clutch release arm to permit the release yoke to turn up and pull free of the release bearing thrust pads. 1. Prior to actual clutch removal, assemble a clutch disc aligning tool to the driven disc and release bearing assembly. It is important that two 3/4 inch blocks of wood as shown in Figures 4-34 and 4-35 be inserted between the clutch release bearing housing and clutch flywheel ring as the clutch mounting bolts are loosened around the fly wheel. These blocks will relieve the heavy internal spring load, preventing cocking and bending within the clutch and insure easy re moval of remaining mounting bolts. 2. When all bolts have been removed, slide clutch assembly back and off using caution to keep aligning tool in place to retain discs and intermediate plate. 3. Carefully remove aligning tool, rear disc, intermediate plate and front disc. 4-30 Remaining Clutch Life Chart - % Figure 4-43. Removing Retainer Clip Inspection and Repair Clean all parts thoroughly with a suitable safety solvent. Many clutches are replacedas a preventative maintenance item at low mileage during re pairs of the transmission or engine. Before the Clutch Assembly is replaced, the unit should be inspected for the following items: REMAINING CLUTCH LIFE 143.7* Driven Discs Inspect disc assembly for cracks, loose ri vets, worn splines, warped or dished condi tion. Re-straighten if dished or warped beyond 0.015 inch maximum runout. Re place if hub is cracked, or splines are worn excessively. 1. Heat cracks in the pressure plate. 2. Excessive wear in ail drive slots. 3. Broken springs. 4. Dry or damaged release bearing. 5. Broken intermediate plate. 6. Excessive driven disc hub spline wear. 7. Burned facings. 8. Excessive wear on drive pins or inter mediate plate slots. If the preceding inspection shows clutch parts to be in good condition, use the fol lowing chart to determine the approximate remaining clutch life (by measuring the thickness of the rear driven disc assembly). Replace facings if they are glazed, scored, worn down to rivet heads, burned, or if contaminated with grease or oil. The driven discs use high-quality asbestos facings riveted to the steel disc. They may be furnished as rigid type disc or damper type. Used discs can be reworked in the field by drilling out the rivets to remove old facings. Use the correct size drill when re moving old rivets to avoid enlarging holes in disc. Use proper facings and a star set an vil to reline used discs. Find thickness of rear disc on column to left; follow curve on right, then drop this point down to read percent of clutch life re maining. Ceramic friction material, a combination of metal and ceramic, is used in producing round or trapezoidal buttons which are riveted to steel discs. These clutch 4-33 discs, available with either rigid or damper hubs, offer many advantages for heavy-duty applications. Reworking these discs in the field is not recommended because the ceram ic buttons must be assembled and ground to hold thickness as well as squareness with splines. Super-duty discs have six trapezoidal cer amic buttons and are available with rigid or damper hubs. These discs are thinner than standard discs while the intermediate plate is thicker. This combination of more ceramic buttons and thicker intermediate plate provides longer life and increased torque capacity. A super-duty kit consisting of two driven discs and an intermediate plate is available for converting a standard Angle-Spring clutch into a super-duty clutch. It is very im portant that the kit be installed as a unit and that Its components never be intermixed with standard components. Flywheel Ring Inspect the flywheel ring for cracks. Re place if cracks are visible. Check slots for indentation caused by wear of pressure plate driving lugs. See Specification Chart for slot limits. Inspect bolt circle face and pilot for nicks and burrs due to removal or handling. Re move burrs with file to insure proper seat ing and squareness when clutch is mounted to flywheel. pressure plate. Smooth and flat pressure plate surfaces must be used for satisfactory clutch life. Check drive lugs for wear per Specification Chart. Intermediate Plate Inspect friction surfaces of intermediate plate for heat checks, scoring or distortion. If friction surface is badly scored, heat checked, warped or dished in excess of 0.010 inch, resurface or replace with new intermediate plate. Smooth and flat inter mediate plate surfaces must be used for sat isfactory clutch life. Inspect driving slots of intermediate plate for wear per Specifi cation Chart. Release Levers Inspect levers for excessive wear at points of contact with pressure plate, release sleeve retainer, and pivot pin. If levers are bent or worn, replace with new levers. It is good preventive maintenance to replace levers during clutch rebuild. Release Sleeve Retainer Inspect for wear in lever groove and internal splines. Refer to specifications for driving slot clearance between flywheel ring drive slots and release sleeve retainer drive lugs. Adjusting Ring Check pivot pin holes for wear. Clearance may not exceed 0.010 Inch between pin and hole. Inspect for cracks; replace if cracks are visible. Pressure Plate Inspect fulcrum for wear. If wear exceeds 0.015 inch, remachine. See Specification Chart for maximum rework. Inspect friction surface of pressure plate for scoring, burning, heat checking or distor tion. If friction surface is badly scored, heat checked, warped or dished in excess of 0.010 inch, resurface or replace with new Spring Pivots Inspect for cracks; if visible, replace. Release Sleeve Sub-Assembly Check bushing for excessive wear. Check bearing diameter for tight fit. Refer to Specifications Chart and replace if nece ssary. Release Bearing and Sleeve Assembly It is recommended that the release bearing and sleeve assembly be replaced as a unit at the time of clutch rebuild. Assemblies are available as service replacement items. Disc Brakes No manual adjustment required. Brakes adjust automatically during braking oper ation. The square-cut piston seal is dis torted when pressure is applied to piston. When braking pressure is released, the seal returns to its normal condition and pulls the piston away from the lining. This action, plus some slight rotor lateral runout ("wob ble"), considerednormal, provides adequate running clearance. Disassembly and Assembly When brakes are relined or disassembled for other repairs, all parts should be in spected for wear and worn parts should be replaced as required. Cam Brakes - (See Figure 8-37) Disassembly 1. Remove shoe return spring. 2. Remove lock rings, retainers, and felts from brake shoe anchor pins. 3. Cut lock wire and remove anchor pin lock screws. 4. Remove anchor pins and shoe assemblies. 5. Remove brake shoe roller retaining clip (or screw) and remove roller. 6. Remove slack adjuster lock ring and spacing washers. 7. Remove camshaft, washer, and felt seal (if used ). 8. Remove nylon bushings if replacement is necessary. Use suitable tool for both re moval and installation of bushing. See Figure 8-44. NOTE On brakes where lip type seals are used, these will have to be removed and replaced if nylon bushings are replaced. Figure 8-44. Bushing Removal and Installation Tool Assembly 1. Install new nvion bushings, if required, using suitable tool. (Install new lip type seal if used.) 2. Install brake shoe rollers and retainers. Make certain rollers are of proper size. See instructions relative to brake shoe "Cam Roll-Over." 3. Install cam shaft, washer, and felt seals, (if used.) 4. Position brake shoe assembly over spi der and tap anchor pin into position with brass punch, "flat" in line with lock screw hole. 5. Install lock screws, tighten securely and thread with lockwire. 6. Position felts, retainers, and lock rings on anchor pins. 7. Install shoe return spring. New springs should be used with each brake reline. Ten sion loss occurs from normal use and heat buildup. New springs will ensure that shoes are returned to fully relaxed position, and not in contact with drum, which would cause premature wear. 8. Assemble slack adjuster on splined end of camshaft; using spacers and washers on each side of adjuster to obtain. 030-. 060 end play. Wedge Brakes - (See Figure 8-39) Disassembly 1. Remove shoe return springs. Use brake spring pliers. (Do Not use screwdriver.) 2. Remove brake shoe assembly. 3. Remove plunger guide screws and gaskets from plunger housing. If brake is automatic adjusting, remove hollow capscrew, gaskets, spring and adjusting pawl. It may be neces sary to use a magnet to remove the adjusting pawl. 4. Using a suitable screwdriver, pry the seals loose and remove anchor (solid) plungers, adjusting plungers, adjusting sleeves (actuators) and adjusting bolts. 5. Thoroughly inspect and clean all parts including the housing plunger and seal bores and shoe rest pads. DO NOT solvent clean any rubber parts (plunger seals or gaskets). 4. Lift the caliper off the hub and rotor. See Figure 8-50. Figure 8-50. Removing Caliper NOTE It is not necessary to remove the hydraulic line when replacing shoeandliningassemblies. How ever, do not let the caliper hang on the hydraulic line. Lay the caliper on the suspension. Figure 8-52. Remove Outer Shoe and Lining Assembly. Inspecting Caliper 1. Check the inside of caliper for hydraulic fluid leak. If evidence of fluid leak is noted, the caliper should be overhauled. 2. Wipe the inside of the caliper, clean and check the dust boots for cuts, cracks or other damage. If damage is noted the caliper should be overhauled. See Figure 8-53. Removing Shoe and Lining Assembly 1. Remove the inner shoe and lining assem bly from the anchor plate. Figure 8-53. Inspecting Boots for Cracks and Cuts. Figure 8-51. Removing Spring, Pin, and Cup. 3. Remove outer shoe and lining assembly. See Figure 8-52. Assembly Installing Shoe and Lining Assemblies 1. Install new inner shoe and lining as sembly into anchor plate. 2. Push the pistons to the bottom of the pis ton bore. This is done by taking a small block of wood and placing it over the pistons and boots. With a "C" clamp, push the pistons to the bottom of the piston bores. 3. This will provide clearance for the caliper to fit over the hub and rotor when new shoe and linings are installed. See Figure 8-54. 8-48 i ! I \I l I I Figure 8-54. Pushing Pistons back into Caliper. 4. Install outer shoe and lining'into caliper and install shoe hold-down spring and pin. See Figure 8-55. Figure 8-55. InstallingOuter Shoe and Lining Assembly. 5. Install caliper assembly over the hub and rotor and position into grooves in anchor plate. 6. Install the caliper hold-down assemblies and tighten bolts to 40 lb. ft. torque. See Figure 8-49. 7. Add brake fluid to bring level to 1/4 inch from top of reservoir. 8. If any hydraulic fluid lines have been dis connected, bleed the hydraulic brake system. Pump the brake pedal several times to make sure brake shoes are adjusted. 9. Install the front wheels and lower vehicle. Caliper Overhaul Always use denatured alcohol or brake fluid to clean caliper parts. CAUTION Do not use mineral base cleaning solvents such as gasoline, kero sene. carbon tetrachloride, ace tone or paint thinner to clean the caliper. It will cause rubber parts to become soft and swollen in extremely short time. 1. Remove caliper assembly as previously described in this section. 2. Disconnect the hydraulic hose and cap or tape the fitting to prevent dirt from entering the hydraulic line. 3. Check the brake hose for worn spots, cracks or other signs of deterioration. Dis card the hose if damaged. 4. Drain brake fluid from caliper. 5. Thoroughly clean the exterior of caliper. 6. Place a small block of wood under cal iper piston. (Approximately 2 inches thick) Pad the exterior of the caliper with a clean shop towel. Remove the piston by directing air into the caliper fluid inlet. See Figure 8-56. CAUTION Use just enough air pressure to ease the pistons out of bore. If the pistons are blown out, even with padding provided, it may be damaged. Do not place your, fingers in front of the piston in an attempt to catch or protect it when apply ing compressed air. This could result in serious injury. Figure 8-56. Removing Pistons from Caliper Bore. 7. Remove and discard the piston boots. 8-49 19. Install new shoe and lining assemblies, and caliper as previously described. 20. Connect the brake hose to the caliper. 25. Always check the hub and rotor braking surface for deep scores, cracks, and heat checks. See Figure 8-61. 21. Bleed the system. Allow the caliper to fill with brake fluid. After all air bubbles have escaped and fluid runs clear from bleeder, close the bleeder screw. Replenish the brake fluid in the hydraulic fluid reservoir. 22. ''Pump*' the brake pedal several times to actuate the piston seals and position the shoe and lining assemblies. 23. Check for fluid leakage at all connections under maximum pressure. Refill fluid res ervoir as necessary. 24. Install front wheels and lower vehicle. Figure 8-61. Checking Rotor Surface 26. Always check hub and rotor lateral run out ("wobble"). Lateral runout must not ex ceed 0.008 inch. 8-51 leading to the bottom of the container. The air then rises through the alcohol and passes into the line to the compressor, carrying alcohol in the form of vapor with it. The alcohol, thus introduced into the air system acts as an anti-freeze. Check to be sure all connections are tight. Check condition of filler cap gasket and cover gasket. RE LINING & RECONDITIONING Drum-Type Brakes After supporting the axle on stands, cage the springs in the spring brake chambers. Re move the tires, wheels, and drums as an assembly, and inspection drums for heat checks, cracks, distortion or other damage. Close inspection of all worn brake parts may lead to clues for corrective action to improve lining life and future drum damage. Scored Drum Only the tops of the ridges will contact brake lining. Since a small percentage of the brake lining is required to do all the work, hard pedal and fade will result. A scored drum must be reconditioned in a lathe. See Figure 8-83. Every 1,000 Miles or as Determined by Act ual Usage Check alcohol level and if necessary replenish with 188 proof methanol alcohol. In cold weather, alcohol level should be at least 2/3 full. NOTE If aicohol is not being consumed, it indicates the evaporator is in operative and should be inspected. Every Mack C and D Inspection Remove strainer if present in bottom of evap orator body and clean thoroughly in solvent. Every Mack C and D Inspection Disassembly evaporator unit and clean thoroughly. Inspect all parts for cracks and be sure evaporator tube is not clogged with dirt. Replace all gaskets and rubber parts. Inspection When the compressor is compressing air, air bubbles should be passing through the alcohol. If air bubbles are not present when the compressor is compressing air, then the alcohol evaporator is not functioning properly. Hard Spots Hard spots are "islands" of steel in the cast iron surface. They result from a change in metallurgy caused by the heat of braking. Hard spots must be ground out or brake perform ance will be poor and erratic. See Figure 8-84. Bell-Mouthed Drum If a drum is bell-mouthed or flared, full lining to drum contact cannot be achieved. Fade and noise can be expected. A bell-mouthed drum must be trued in a lathe in order to pro cure full lining to drum contact. See Figure 8-85. 8-65 Heat checking and discoloration, if only superficial, can be corrected by resurfacing the drum, otherwise replace drum. Drums having more than .010" out of round, or any of the conditions described above should be resurfaced. Use only those drums which produce a satisfactory surface finish. CAUTION Drum manufacturer and state vehicle inspection laws (where applicable) govern the amount of drum diameter increase allowed when resurfacing. Most drums are stamped by manufacturers as to maximum oversize allowable. Excessive removal of drum mat erial could result in drum failure or unsatisfactory brake perform ance and is illegal in some states. NOTE When reconditioning brakes, it is important that the brake assem blies on each side of the same axle be serviced in exactly the same manner. This will avoid unequal braking performance. (Drums on the same axle should be resurfacedwithin. 010 of each other. Cam Roll-Over Increasing the drum diameter will permit the cam to rotate beyond its maximum lift when the lining becomes worn. To prevent cam "Roll-Over," oversize roller cam fol lowers are available. Standard (1.250" O. D.) Standard rollers are used when installing standard linings with standard drums, "X" lining (1/16 oversize) with 1/16 oversize drums, and "XX" lining (1/8 oversize) with 1/8 overside drums. 1/8" Oversize (1.375") 1/8" oversize rollers are to be used with the installation of standard linings with worn or trued drums which are 1/32" oversize. 1/8" oversize rollers should be installed and the liners circle ground a few thousandths less than drum diameter. 1/4" Oversize (1. 500") Where "X" linings have been installed with 1/16" oversize drums and standard rollers, these rollers should be removed and 1/4" oversize installed before the lining becomes worn to a point where the brake cam is no longer effective with the standard rollers. 1/2" Oversize (1.750") Where "XX"linings and 1/8" oversize drums have been used, the standard rollers should be removed when the linings become approx imately 50% worn and 1/2" oversize rollers installed. Brake Linings Linings must be the correct material for a specific application, and the same type lining should be used for each wheel on the same axle. Handle lining carefully to prevent grease, oil. or any other type of contamination to come in contact with lining surface. JAN. 9, 1970 FOR BRANCHES AND DISTRIBUTORS ONLY. BULLETIN No. Q-539 under brakes BRAKE LINING KITS SWD592, 5921, 595, 5951, RAD703, 705 {DM & R Models, As Applicable) PURPOSE To furnish service brake lining kit numbers for replacement of all previously approved lining kits for noted units. INFORMATION Although originally conceived for applications considered off-highway by nature, the units affected have increas ingly been operated at highway speed in dumper/mixer use. The replacement linings will provide increased brake effectiveness to meet these more demanding field operating conditions. Unit application, brake size and respective kit part numbers are as tabulated. Unit Brake Size Lining Kit No. SWD592, 595 RAD703. 705 SWD5921, 5951 17-1/4x 6 17-1/4 x 7 202SMH171 202SMH172 Each kit contains material for relining the brakes on a single axle. Both kits listed have FORWARD and REVERSE blocks of the same mix. Due to the different characteristics of the new lining it is not in terchangeable on an individual wheel basis with that of the previous type. Where a single drive axle is employed and one wheel brake assembly requires relining, both assemblies must be serviced with the new linings. In the case of dual axle drive bogies, good main tenance practice dictates replacement of all linings at the same period. Along other important factors, this will help to achieve the "balance necessary for maximum braking per- formaace^v^ ' -"fcs . * ' In extreme circumstances, where replacement of linings on all four wheel assemblies is not possible, it is absolutely essential that both ends of the same axle receive the same type linings. RECOMMENDATION When brake relining becomes necessary on affected units, use only those kits listed for increased brake effectiveness. Do not mix linings on any single axle or bogie. Parts are available now. P tlN fiO IN U S A Service Operations, Somerville, N. J., U. S. A. Mack RVIC BULLETIN \0.JAN. 28, 1970 Q-540 under brakes FOR BRANCHES AND DISTRIBUTORS ONLY. AIR PRESSURE WARNING SWITCHES All Mack Western Models (FL, FS, RL, RS Series) PURPOSE To direct attention to the possibility of incorrect installation of air pressure switches in subject chassis. INFORMATION The switches involved actuate the low air pres sure warning buzzer and auxiliary spring brake warning light. Nominally 70 psi, 1MR1318-P2 has an operating range of 68 to 75 psi and actuates the low air pressure warning buzzer. 1MR1318-P1 is a 60 psi switch with an operating range of 58 to 65 psi and actuates auxiliary spring brake warning light. Both switches are identical in appearance except that the outer terminal nut on the P2 is color coded blue. The PI has no color identification. INSPECTION PROCEDURE To check the proper placement and operating condition of these switches, build up truck air system to governor cut-out pressure. Slowly bleed air from system. The switches should operate in the following sequence: 1. When air pressure reaches nominal70 psi range, the lowpressure warning buzzer should operate. 2. Further reduction in pressure to 60 psi range should then ac tuate the auxiliary brake warning light. If these devices operate in reverse order, then air pressure switches will have to be reversed in their location. Where air switches do not operate in their specified operating range, install a test air gage in the air system to verify that the truck air pressure gage is correct. Any switch that does not func tion within given range, or gage that does not register properly, should be replaced. Inspections should be conducted at next scheduled service period, as part of routine maintenance. No allowance for checking is granted. However, if the switches were improperly installed, a maximum of one hour labor may be recovered via standard RWR procedure. RECOMMENDATION All Mack Western models released prior to 2/10/69 were subject to possible improper switch installation. Relocate low air pressure buz zer and auxiliary spring brake warning light switches that do not operate in cor rect sequence. M IN TE D IN U S A Service Operations, Somerville, N. J., U. S. A. Mack BULLETIN MAY 19, 1970 No. Q54i under brakes FOR BRANCHES AND DISTRIBUTORS ONLY. SLACK ADJUSTERS F, R, U and MB Models with (RAD606 and RAD704 Axles) PURPOSE To provide means of extending service life of slack adjusters on RAD606 and RAD704 axles. INFORMATION Service life of the slack adjusters on RAD606 and RAD704 axles can be increased by replacing type 20 slack adjusters, original service equipment, with type 30 slack adjusters. Direct replacement of slack adjusters cannot be completed until the lower bolt hole on the air chamber mounting bracket is spotfaced to 1.380 in. dia. x 0.380 in. See illustration. fllN T ID IN U S A . The air chamber mounting bracket modification is necessary to pro vide required slack adjuster clearance. Parts required: Qty. Part No. Description Removed Parts 2 25QDA334 Slack Adjuster Complete 25QDA118A RECOMMENDATION Installation of type 30 slack adjusters on RAD606 and RAD704 axles institutes a product improvement and is available at customers option and expense. Parts are available now. Service Operations, Allentown, Pa. U.S.A. Mack JULY 23, 1971 for branches and distributors only. BULLETIN No. Q543 under brakes (Supersedes Bulletin dated JAN. 18, 1971) BRAKE LINING CRACKING (All Models with SWD Bogies and 16-1/2 x 6 in. Brakes) PURPOSE To advise field of attaching part improvement made in the202SMHl85 "Velvetouch" brake lining kit, INFORMATION All steel attaching parts have replaced brass cap screws and elastic stopnuts. This change was made to provide a secure and rigid assembly. The lining kit part number 202SMH185 was not affected by this change. Qty. Part No. Description Replaces 32 21AX812** Locknut 21AX801 32 3AX527 Capscrew 5AX120 * Quantity shown is for one axle. ** Torque 21AX812 locknut 25 to 28 lb. ft. Refer to Service Bul letin Q542 under BRAKES for latest cast iron drum information. RECOMMENDATION Use lining kit 202SMH185 and improved attaching parts to correct brake lining cracking problems. Complaints of loose, previously installed 202SMH185 lining can be corrected by replacing brass capscrews and elastic stopnuts with steel capscrews and locknuts. Parts will be available by August 9, 1971. Servirp Operations. Allentown. Pa. U. S. A. Mack SERVICE BULLETIN FEB. 18, 1972 No* Q544 under brakes | for branches and distributors only. (Supersedes Bulletin dated Dec. 2, 1971) BRAKE CHATTER CORRECTION (DM, F, MB, R and U with SWD56, 57 and 75 Bogie Using Six or Seven Inch Brake Shoes) PURPOSE To provide information correcting brake chatter complaints. INFORMATION Some reports of brake chatter have been received. Investigation revealed brake chatter was eliminated by replacing wear plate type brake shoes with roller type brake shoes on front bogie axle, only. This is a direct parts replacement requiring re moval of existing brake shoe parts and installation of parts as listed. Parts required: * Qty. 4 4 4 4 4 4 Six Inch Brakes Part No. Description 2QD4158 55MX111-P1 7AX71 31AX436 80AX744 31AX506 Brake Shoe (malleable iron) Roller Screw Pin Bushing Pin, Return Spring * Quantity for one axle. NOTE It is recommended 202SMH17 3 Brake Lining be used in conjunction with six inch brake shoes. Seven Inch Brakes * Qty. Part No. Description 2 2QD4153-P1 2 2QD4154-P1 4 55MX111-P1 4 7AX71 4 31AX436 8 80AX744 4 31AX506 Brake Shoe RH (malleable iron) Brake Shoe LH (malleable iron) Roller Screw Pin Bushing Pin, Return Spring * Quantity for one axle. 2QD4153-P1 is used on RH lower and LH upper. 2QD4154-P1 is used on LH lower and RH upper. (Continued Over) V S n N l 0J1NHM ------ TT e A NOTE It is recommended 202SMH174 Brake Lining be used in conjunction with seven inch brake shoes. Apply grease to roller and pin at assembly. Stake roller pin lock screw with prick punch to lock in place. When converting from aluminum type brake shoes to malleable iron type brake shoe, on either six or seven inch brakes, return spring 58AX96 must replace existing spring 58AX117 because of length differences. RECOMMENDATION Brake chatter is to be corrected as described herein, using roller type brake shoe on front bogie axle, only. Field handling will be based on normal warranty. Warranty coverage will be based on first report of problem. MAR. 3, 1972 FOR BRANCHES AND DISTRIBUTORS ONLY. BULLETIN No. Q547 under brakes BRAKE SPIDER REPLACEMENT (Mack Western Chassis with Rockwell Standard "P" Series Brakes) PURPOSE To announce release of a replacement brake spider for subject chassis. INFORMATION A replacement 8-mounting hole brake spider has been made available for use on subject chassis fitted with square tube style axle housing only, and 16-mounting hole brake spider. The 8-mounting hole brake spider is directly interchangeable and, therefore, requires no special service modification instructions. The 8-mounting hole braike spider is recommended as a replace ment part for any damaged 16-mounting hole brake spider as applied on subject chassis. Parts required: Qty. * Part No. Description 1 8235-A3211N2224 Brake Spider (left front wheel and rear right wheel) 1 8235-A3211M2223 Brake Spider (right front wheel and left rear wheel) 8 43RU1590-P17 Bolt 16 35AX1367 Flat Washer (hardened) 8 21AX792 Stop Nut * The quantities as listed are for one wheel brake spider replace ment requiring either one 8235-A3211N2224 brake spider or one 8235-A3211-M2223 brake spider. Place one 35AX1367 flat washer under the head and one on the nut end of 43RU1590-P17 bolt prior to securing the 8-mounting hole brake spider. Torque bolt 225 lb. ft. RECOMMENDATION If replacement of 16-mounting hole brake spider is required, use 8-mounting hole brake spider as described herein. Normal brake warranty will apply. Parts are available now. M IN T E D IN U S A APRIL 12, 1973 FOR BRANCHES AND DISTRIBUTORS ONLY. BULLETIN IMo. Q550 under brakes BRAKE ARRANGEMENT IMPROVEMENTS (All Chassis Models with FA532C, FA535C, FA600C, FA601C, FA703C or FA704C Front Axle) PURPOSE To inform field of various brake arrangement improvements on sub ject front axles. INFORMATION Design changes have been made with respect to the brake spider and brake anchor pins. The brake spider flange thickness was increased to provide for heavy duty use. The brake anchor pins are designed with integral groove for snap rings, providingpositivepinretention. These changes were made to improve the operational efficiency on Rockwell-Standard air brake assem blies . Parts required: Qty. Part No. *Ref. 1QDA4I65A (RH) FA532C and FA535C Front Axles Description Brake Assembly Complete Replaces 1QDA4165 (RH) *Ref. 1QDA4166A (LH) Brake Assembly Complete 1QDA4166 (LH) 2 8235-A-3211-H-2400 Spider Service Assembly 8235-A-3211-H-2244 2 8235-A1-3211-H-2400 ** Spider 8235-3211-H-2244 4 8235-1225-N-378 ** Spider and Brkt. Bushing 8235-1225-N-378 2 344SZ95 ** Spider and Brkt. O-ring 344SZ95 2 8235-1705-D-290 ** Spider and Brkt. Retainer 8235-1705-D-290 2 8235-1779-J-1024 ** Spider and Brkt. Seal 2 8235-1225-U-827 ** Spider and Brkt. Bushing (Anchor Pin) 4 8235-1259-Q-251 Anchor Pin 30 ISM8 6 8 342SQ26 Retainer 342SQ26 4 361SZ679 Lockscrew ----- 2 8235-LW-1912 Lockwire (obtain locally) * Complete brake assembly listed for reference and the parts as listed are only included parts affected by design changes. ** Parts included in spider service assembly. (Continued Over) TT C A AM M IN T tD IN U U FA600C and FA601C Front Axles Qty- Part No. Description Ref. 1QDA4167A-P1 (RH) Brake Assembly Complete Replaces 1QDA4167-P1 (RH) Ref. 1QDA4168A-P1 (LH) Brake Assembly Complete 1QDA4168-P1 (LH) 2 8235-A-3211-J-2402 Spider Service Assembly 2 8235-A1-3211-J-2402 Spider 8235-A-3211-F-2242 8235-32ll-F-2242 ! 4 8235-1225-N-378 ** Spider and Brkt. Bushing 8235-1225-N-378 2 344SZ95 ** Spider and Brkt. O-ring 344SZ95 2 8235-1705-D-290 ** Spider and Brkt. Retainer 8235-1705-D-290 2 823 5-1779-J-1024 ** Spider and Brkt. Seal 4 8235-1225-U-827 ** Spider and Brkt. Bushing (Anchor Pin) 4 8235-12 59-Q-251 Anchor Pin 301SM86 8 342SQ26 4 36 IS Z 679 Retainer Lockscrew 342SQ26 2 8235-LW-1912 Lockwire (obtain locally) 41 Complete brake assembly listed for reference and the parts as listed are only included parts affected by design change. ** Parts included in spider service assembly.* ** Qty. Ref. Ref. Part No. FA703C and FA704C Front Axles Description 1QDA4167A-P2 (RH) Brake Assembly Complete 1QDA4168A-P2 (LH) Brake Assembly Complete Replaces 1QDA4167-P2 (RH) 1QDA4168-P2 (LH) 2 8235-A-3211-J-2402 Spider Service Assembly 8235-32 ll-F-2242 2 8235-A 1-3211-J-2402 ** Spider 8235-32 ll-F-2242 4 8235-1225-N-378 Spider and Brkt. Bushing 8235-1225-N-378 2 344SZ95 ** Spider and Brkt. O-ring 344SZ95 2 8235-1705-D-290 Spider and Brkt. Retainer 8235-1705-D-290 2 8235-1779-J-1024 ** Spider and Brkt. Seal 2 8235-1225-D-828 * Spider and Brkt. Bushing (Anchor Pin) 2 8235-1259-Q-251 Anchor Pin 8 342SQ26 Retainer 4 36 IS Z 679 Lockscrew 301SM86 342SQ26 4 8235-LW-1912 Lockwire (obtain locally) * Complete brake assembly listed for reference and the parts as listed are only included parts affected by design change. ** parts included in spider service assembly. APRIL 12, 1973 No. Q550 under BRAKES (Sheet #2) NOTE New complete brake assemblies will service old. New spiders will service old with the addition of new anchor pins with new snap rings and anchor pin set screws. New anchor pins (with new snap rings) will service old. RECOMMENDATION This bulletin is issued to inform the field of various brake arrangement improvements as applied on subject front axles. Use improved de sign parts when service is required. CIRCULATION Service Manager Shop Foreman Night Foreman Night Foreman Inspector Leadman Inspector Leadman Inspector Leadman Unit Over haul Room Shop Office SERVICE BULLETIN JUNE 15, 1973 No. Q549 under brakes for branches ano oistributors only. (Supersedes Bulletin dated MAR. 30, 1973) CAM BRAKE ASSEMBLY IMPROVEMENTS (All Chassis with SW76C, SW56C, SW57C, SW571C, SW573C, SW59C and SW68C Series Bogles) PURPOSE To inform field personnel of improvements made to brake assemblies on subject bogies. INFORMATION The improvements consist of changes to anchor pin and spider designed to Improve the operational efficiency, re tention of pin in spider and to facilitate removal of pin after long service. New anchor pins are used which have a flat that the set screw engages to more securely lock pin in spider. In addition, the snap ring grooves are of rectangular cross section and are used with new rectangular section snap rings for better retention. To prevent anchor pin becoming "frozen" in spider due to corrosion, the new spiders incorporate a stainless steel bushing in anchor pin bore. Brake assemblies incorporating these improvements are identified by a raised part number as shown in parts lists. Note that two types of assemblies are required; one for the right hand front rear axle or left hand rear rear axle and one for left hand front rear axle or right hand rear rear axle. Grade 8 mounting bolts and hardened flat washers are used for all new assemblies. Time allowance to change one brake assembly is 3.5 hours for all bogies. NOTE Service kits are available for SWS56 and SWS57 series bogies only. These kits provide all nec essary parts to convert existing brake assem blies to improved design. Each kit will service one wheel. SW76C, SW56C, SW57C, SW571C and SW573C To convert these brake assemblies to improved design, it will be necessary to order one kit for each wheel to be serviced. Two types of kit are available; one for right hand front rear axle and one for left hand rear rear axle. Brake assemblies involved are shown in following list: New Assy. No. 1QDA4159A-P1 1QDA4159A-P2 1QDA4159A-P3 1QDA4159A-P4 Description Replaces Air Brake Assy. (RH Front ft LH Rear) Air Brake Assy. (LH Front ft RH Rear) Air Brake Assy. (RH Front & LH Rear) Air Brake Assy. (LH Front ft RH Rear) 1QDA4159-P1 1QDA4159-P2 1QDA4159-P3 1QDA4159-P4 (Continued Over) Ar.o.aHnm! illenlnvn. Pa. U.S.A. CIRCULATION Service Manager Shop Foreman Night Foreman Night Foreman Inspector Leadman Inspector Leadman Inspector Leadman Unit Over haul Room Shop Office F IIN H D IN U S A. Parts required (quantity shown is for one wheel): Qty. Part No. l 8235-MPS-19 84 Description Brake Service Kit (RH Front & LH Rear) Replaces l 8235-MPS-1985 Brake Service Kit (LH Front & RH Rear) --- 8 3AX1810 Bolt, Brake Spider Mtg. 3AX 1299 8 * 35AX682 Washer, Brake Spider Mtg. --- 8 21AX718 Nut, Brake Spider Mtg. Bolt 20AX7 NOTE: Torque spider mounting bolts 290 to 320 lb. ft. The brake service kit consists of following parts. Except for the brake spider assemblies, parts listed are common to both kits. Part No. Description 8235-A-3211-N-2406 Brake Spider Assy. (Kit 8235-MPS-1984 RH Rear & LH Front) 1 8235-A-3211-P-2408 Brake Spider Assy. (Kit 8235-MPS-1985 LH Rear & RH Front) Following parts are common to both kits: daces ITA73211-N-2224 8235-A-3211-M-2223 2 8235-1259 -Q-251 Anchor Pin 1759-E-31 or 301SM86 4 228SM16 Snap Ring 1218-M-13 or 364SQ21 2 6AX813 Cap Screw --- 1 8235-LW-1912 Lockwire (obtain locally) - - - 1 ** 364SM27 Return Spring 364SM27 * If not available use washer 35AX1252 ** No change in part number. Identification is by color only. Old return spring is black, new return spring is green. SW59C Series Bogies Parts required to update these brake assemblies must be ordered individually as shown in "Parts required" list. Brake assemblies affected are shown in following list for reference purposes. New Assy. No. 1QDA4180A-P1 Description Air Brake Assy. (RH Front & LH Rear) Replaces 1QDA4180-P1 1QDA4180A-P2 Air Brake Assy. (LH Front & RH Rear) 1QDA4180-P2 (Continued on Sheet #2) JUNE 15, 1973______________________No. Q549________under BRAKES (Sheet #2) Parts required (quantity shown is for one wheel): Qty. Part No. Description l 8235-A-3211-A-2419 Spider Service Assy. (RH Front & LH Rear) Replaces 8235-A-32 ll-D-2240 1 8235-A-3211-Z-2418 Spider Service Assy. (LH Front & RH Rear) 8235-3211-C-2239 2 ***8235-1259-R-252 Anchor Pin 8235-1259-G-241 4 ***228SM16 Snap Ring 364SQ21 2 8AX813 Capscrew ---- 1 8235-LW-1912 Lockwire (obtain locally) - - - - 1 #8235-2258-H-528 Return Spring 8235-22 58-H-528 2 3AX1456 Brake Spider Mtg. Bolt 3AX 1447 6 3AX1811 Brake Spider Mtg. Bolt 3AX1751 8 36AX9 Lockwasher 36AX9 NOTE: Torque spider mounting bolts 365 to 470 lb. ft. *** These parts must be used to obtain full benefit of new arrange ment. # See illustration for means of identifying new spring. Following parts are included in spider service assemblies and listed here for reference. Except for spider, parts are same on both as semblies . Qty. Part No. Description 1 8235-A-3211-A-2419 Spider Assy. (RH Front & LH Rear) Replaces 8235-3211-D-2240 1 8235-A-3211-Z-2418 Spider Assy. (LH Front Si RH Rear) 8235-3211-C-2239 Following parts are common to both assemblies: 1 8235-1225-N-378 Bushing 8235-1225-N-378 1 344SZ95 O-ring 3780-A-131 or 344SZ95 1 8235-1705-D-290 Retainer 1705 -D -290 1 8235-1779-J-1024 Seal 1779-J-1024 2 8235-1225-U-827 Bushing, Anchor Pin SW68C Series Bogies Parts required to update these brake assemblies must be ordered individually as shown in "Parts required" list. Brake assemblies affected are shown in following list for reference purposes. New Assy. No. 1QDA4160A-P1 Description Air Brake Assy. (RH Front & LH Rear) Replaces 14DA4160-P1 1QDA4160A-P2 Air Brake Assy. (LH Front & RH Rear) 1QDA4160-P2 Parts required (quantity shown is for one wheel): Qty, Part No. Description 1 8235-A-3211-X-2416 Spider Service Assy. (RH Front & LH Rear) Replaces 8235-A-3211-U-2231 1 823 5-A -3211-Y-2417 Spider Service Assy. (LH Front & RH Rear) A-3211-V-2232X 2 %8235-1259-R-252 Anchor Pin ----- 4 %228SM16 Snap Ring ----- 2 6AX813 Capscrew ----- 1 8235 -LW-1912 Lockwlre (obtain locally) ----- 1 @ 8235-2258-H-528 Return Spring 8235-2258-H-528 8 3AX1809 Brake Spider Mtg. Bolt SAX1299 or 3AX1770 8 21AX718 8 35AX682 Brake Spider Mtg. Bolt Nut 21AX718 Washer ----- 8 36AX7 Lockwasher ---- NOTE: Torque spider mounting bolts 290 to 320 lb. ft. % These parts must be used to obtain full benefit of new arrange ment. @ See illustration for means of identifying new spring. Following parts are included in spider service assemblies and are listed here for reference. Except for spider, parts are same for both assemblies. Qty. Part No. Description 1 8235-A-3211-X-2416 Spider Assy. (RH Front & LH Rear) Replaces - -- 1 8235-A-3211-Y-2417 Spider Assy. (LH Front & RH Rear) 3211-V-2232X JUNE 15. 1973 No. Q549 under BRAKES (Sheet #3) Following parts are common to both assemblies: Qty. Part No. 2 8235-1225-N-378 Description Bushing Replaces 1225-N-378 1 344SZ95 O-ring 3780-A-131 1 8235-1705-D-290 Retainer 1705-D-290 1 823 5-1779-J-1024 Seal 1779-J-1024 2 8235-1225-U-827 Bushing, Anchor Pin RECOMMENDATION This bulletin describes the brake arrangement improve ments for subject bogies. Use improved parts to correct field failures on affected parts. Warranty: An extended warranty program has been issued "WDPL #27". Parts are available now. OLD RETURN SPRING 35 COILS WITH IDENTICAL ENOS NEW RETURN SPRING 33 COILS, UNEQUAL LENGTH ENDS ANO ISO' HOOKS RETURN SPRING IDENTIFICATION SWS59 and SWS68C SERIES BOGIES JULY 30, 1973 FOR BRANCHES AND DISTRIBUTORS ONLY. BULLETIN \0. Q549a under BRAKES BRAKE SHOE SUPPORT (SW56, 76, 57, 571 and 573 Series Bogies with Cam Brakes) PURPOSE To advise of a brake shoe support which can be installed on existing brake assemblies to extend service life. INFORMATION Current production brake assemblies have a sup port which stabilizes the brake shoe and extends life of shoe and spider anchor pin bore and camshaft splines and bushing. The sup port consists of a spring clip mounted on a separate bracket which grips the brake shoe and holds it in alignment. See following illus tration for arrangement. The support is attached with spider mount ing bolts and can be installed on brake assemblies now in service. Brake assemblies affected are 1QDA4159 or 1QDA4159A-P1, P2, P3 and P4. Parts required to add the shoe supports to existing assemblies are available in kit form. Kit number is: Qty. * Kit Number 8235-MPS2008 Description Brake Shoe Support Kit * Each kit services one axle (2 wheels) SUPPORT (R.H.) CUP SUPPORT (L.H.) CLIP SUPPORT (L.H.) P lIN T tO IN U S A . CUP SUPPORT (R.H.) BRAKE SHOE BRAKE ASSEMBLY IQDA 4159A-P2 AND P4 (L.H. FRONT REAR AND R.H. REAR REAR) L.H. REAR REAR AND R.H. FRONT REAR BRAKE ASSEMBLY 10DA 41S9A-P1 AND P3 (L.H. PEAR REAR AND R.H. FRONT REAR) (Continued Over) Service Operations, Allentown, Pa. U.S.A. Mack The kit consists of following parts: Qty. Part Number Description 2 8235-3280-W-6081 Support, LH 2 8235-3280-Z-6136 Support. RH 3 8235-2203-L-6798 Washer, 1/4" Spacer 8 8235-2203-K-6797 Shim, 1/16" 8 8235-2203-J-6796 Shim, 1/32" 4 45SM15 Clip 4 LAX374 Capscrew 4 20AX1 Nut 4 36AX1 Lockwasher Instructions are furnished with each kit; however, they are repro duced In this bulletin for informational purposes. Note that two procedures are given. One applies to non-current spiders with 1/2 inch thick flange and the other to current spiders with 3/4 inch thick flange. Also note that two of the four support mounting holes are not used. NOTE Refer to Service Bulletin Q549 under BRAKES for other improvements made to these brake assemblies. It is recom mended that these improvements be in corporated along with the shoe supports to provide maximum brake life with min imum time and expense. 3ECOMME NDATION Install brake shoe supports at time of regular brake ser vice, especially in cases where short life of spider or shoe anchor pin bore is scperienced or if camshaft endplay or bushing wear is a problem. Varranty: An extended warranty program has been issued per WDPL #27. JLATION ce ger nan nan nan :tor lan :tor lan tor tan veroom MACK 34, 38. and 44.000 Lb. Bogie (Mack SW-56C, 57C, 76C, 571C & 573C) INSTALLATION INSTRUCTIONS: 1. With 1/2 inch thick brake spider flange aT Remove four (4) mounting bolts shown, b. Select and position 1/4 inch spacer washer. SHOE SUPPORT BRACKET For L.H. Brake 3280-W-6081 Shoe Support Pad For R.H. Brake 3280-Z-6136 Shoe Support Pad L.H. SHOWN (STEP Cl PEELER GAGE- IfeM(J -SHOE SPRING lCLIP \J 1--1/2'FLANGE THICKNESS -1/4'SPACING WASHER -INSTALL SHIMS (AS REQUIRED! VIEW A VIEW B C. Use feeler and measure clearance between shoe web and shoe support bracket. (See View A). d. Select proper thin shim washers as measured. Install shim washer under support pad at the mounting bolt to nearest .032. e. Retorque mounting bolts to 210-270 ft ib. f. Bolt shoe spring clip to brackets with 1/4 inch diameter capscrew, lockwasher and nut pro vided. (See View B). g. Position shoe in proper working position under spring clip. Clip should provide approximately 65 lbs. lateral support force against the shoe support bracket. Check for free return at brake shoe against camhead by normal shoe return spring action. Lubricate if necessary. 2. With 3/4 inch thick brake spider flange a. Remove cast spider material shown in View C flush with mounting face both sides shown shaded. b. Follow steps a through g above but do not use 1/4 spacer washer. SAMPLE INSTRUCTION VIEW C SHEET SERVICE OCT. 9. 1973 FOR BRANCHES AND DISTRIBUTORS ONLY. BULLETIN No. Q55i under brakes SLACK ADJUSTER CLEARANCE (RL, RS, FL, FS) PURPOSE To provide slack adjuster clearance on subject models. INFORMATION Due to a possible interference between the right hand slack adjuster and the beam hanger on all Mack SWH 56/57 (Hendrickson suspension) and SWV 56/57 (vendor suspension other than Hendrickson) bogies using cam brakes 1QDA39301/302, the beam hangers must be ground in the area of the slack adjusters as illustrated. Procedure: 1. Remove clevis pin at slack adjuster. 2. Remove snap ring and washer from upper end of slack adjuster. 3. Remove slack adjuster. 4. Grind off bracket as sketch indicates. 5. Install slack adjuster. 6. Install washer and snap ring at upper end. 7. Install clevis pin at lower end. RECOMMENDATIQN This should be undertaken only in the event of a possible interference. Normal warranty shall apply. CIRCULATIOI Service Manager Shop Foreman Night Foreman Night Foreman Inspector Leadman Inspector Leadman Inspector Leadman Unit Over haul Room P R iN IID IN U S A Shop Office BULLETIN MAY 31, 1974 \0. Q552 under brakes for branches and DISTRIBUTORS only. (Supersedes Bulletin dated JAN. 4, 1974) CHASSIS AFFECTED ALLENTOWN' HAYWARD 'OAKVILLE' BRAKE CHAMBER (All with SWW69W Bogie) PURPOSE To inform the field of an improved method for locking brake chamber to plunger housing. INFORMATION Brake assemblies 1QDA4161-P1 and P2 and 1QDA4162-P1 and P2 now incorporate a collet nut to lock the brake cham ber in plunger housing. This arrangement replaces the setscrew and nylon pellet originally used as a locking device. The collet nut can be installed on brake assemblies originally equipped with a setscrew if improved locking ability is required. A new non-pressure housing is required for this installation because original housing has insufficient threads to accept nut. Parts required: Qty. 8 4 4 * Part Number 8235-1227-H-762 8235-A3780-X-414 8235-A3780-Z-416 8235-A3711-D-1408 8235-A3711-E-1409 Description Collet Nut Non-pressure Housing (Short) Non-pressure Housing (Long) Spider, R.H. Spider, L.H. * Required only if threads in existing spider are worn or damaged. Procedure CIRCULATION Service 1. Cage the spring brakes, using vehicle air to compress spring. Disconnect air lines. Remove setscrew and nylon pellet from plunger housing, then remove chamber assembly. Manager Shop Foreman Night 2. Remove existing non-pressure housing and reassemble cham Foreman ber with new housing. Do not tighten clamp ring. Install collet Night nut on non-pressure housing with chamfered side towards spider Foreman end of tube. See illustration. Inspector Leadman NON - PRESSURE HOUSING Inspector Leadman Inspector Leadman Unit Over haul Room rtlNHO I N U SA . INSTALL COLLET NUT WITH CHAMFER TOWAROS SPIOER PRESSURE HOUSING Service Operations, Allentown, Pa. U.r S. a. Shop Office Mack 3. Apply non-hardening sealer to first three threads of non-pres sure housing. Using standard assembly procedure, screw chamber assembly into plunger housing until it bottoms. Be sure collet nut is loose. Align pressure housing ports with air lines and tighten clamp ring. Connect air lines and uncage spring brake. 4. Apply brakes and maintain full pressure while tightening colletnut. Seat nut against plunger housing by hand then, using a ham mer and drift, tighten nut 1-1/2 notches (3/16 turn). 5. Plug setscrew hole in plunger housing. If a suitable plug is not available, cut end off of original setscrew and reinstall it. RECOMMENDATION Install collet nut and new non-pressure housing if the set screw does not provide satisfactory retention of brake chamber. Normal warranty will apply. All parts available September, 1974. j ERVICE BULLETIN SEPTEMBER 5 , 1974 l\o. Q537 under brakes for branches and distributors only. (Supersedes Bulletin dated NOV. 25, 1968) CHASSIS AFFECTED ALLENTOWNE HAYWARD iff OAKVILLE ET HAND CONTROL VALVE Brake vs. Sprint: Brake Piping Arrangement (All 4 & 6 Wheel Models (Except Tractors)) PURPOSE To outline air piping modification that may be necessary when hand control valves are used in conjunction with auxiliary spring brakes. INFORMATION Original piping of some vehicles with auxiliary spring brakes and hand control valve, permitted compounding of braking force on rear axle brake parts. This occurred when hand control valve was used after spring brakes were already applied. If damage such as broken brake drums, slack adjusters, camshafts, etc., is noted, the brake system should be checked for possibility of compounding and modified if necessary. The piping arrangement described in this bulletin will release the spring brakes when hand control valve is actuated. NOTE: There are two exceptions to the need for this modification: Tractors and other vehicles equipped with either Rock well-Standard Failsafe units or Bendix-Westinghouse model DD3 safety actuators. To ascertain whether piping modification is required, proceed as follows: 1. Apply auxiliary spring brake. 2. With piggy-back type, remove air line at spring brake side of chamber. CIRCULATION Service NOTE: This step is not necessary with frame mounted units as standard brake application and spring brake re lease can be observed visually. Manager Shop Foreman Night 3. Apply hand control valve. Air should expel from open line or, Foreman I in case of frame mounted units, movement of parts should be observed. Release hand control valve. Night Foreman Inspector 4. Apply foot brake and check as in previous step. Lea dm an Inspector If action is not evident as explained in Steps 3 & 4, piping modifi cation will be necessary. Lea dm an Inspector Leadman Preliminary to any work being performed, block wheels to prevent vehicle movement. Open reservoir drain cocks and fanbrakepedal Unit Over haul Room until air gage reads 0 psi. Close drain cock. All necessary precautions and workmanlike practices are to be fol lowed in the repiping. Keep dirt from entering lines, do not make sharp bends, pitch lines to drain back to reservoir and avoid pos sible chafe points. (Continued Over) Service Operations, Allentown, Pa. U.S.A. I Shop (Office Mack PttN TC O IN U iA t REAR SERVICE BRAKES R MODELS - TYPICAL At front axle quick release valve, disconnect tee connection joining lines 8 & 34. Replace tee with 63AX1092 elbow. Connect line 8 to elbow. Install 63AX1106 tee at convenient location in line 5 and re route line 34 to connect as shown in Figure 1. Recharge air sys tem and check for leaks. Follow steps for initial system inspec tion. TO AUXILIARY BRAKE CONTROL VALVE FIGURE 2 AUXILIARY BRAKE CONTROL VALVE PIPING U A DM MODELS - TYPICAL Disconnect rear service brake line 5 at double check valve. Re move elbow. Add 63AX62 nipple and 63AX69 tee as shown in Fig ure 2. Reconnect line 5. At manifold, as shown for original rout ing, disconnect line 34 connection. Plug port uncovered with 63AX212 plug. Reroute free end of auxiliary brake control valve line 34 to 63AX69 tee and connect. Figure 2 indicates hardware necessary. Recharge air system and check for leaks. Follow steps given for initial system inspection. (Continued On Sheet ?2) SEPTEMBER 5, 1974 No. Q537 under BRAKES (Sheet #2) Disconnect rear service brake line 5 at double check valve and stoplight switch. Add 63AX1316 tee at port uncovered. Reconnect line 5 as shown in Figure 3. Disconnect auxiliary brake control valve line 34 at brake valve. Plug uncovered port with 63AX107. Reroute line 34 to connect with 63AX1316 tee as shown. Figure 3 indicates hardware necessary. Recharge system and check for leaks. Follow steps given for initial system inspection. BRAKES FIGURE 3 AUXILIARY BRAKE CONTROL VALVE PIPING MB MODELS - TYPICAL RECOMMENDATION The modification should be made on a customer conven ience basis. Re-emphasize to operators that the hand control valve should not be used to hold the brakes applied when the vehicle is being parked unattended. Parts are available now. service bulletin APRIL 7. 1975 No. Q553 under BRAKES for branches and distributors only. (Supersedes Bulletin dated January 7, 1975) ^CHASSIS AFFECTED ALLENTOWN HAYWARDD OAKVILLE BRAKE CAM ROTATION CHANGE (SWS681C Bogie - Eaton 18 x 7 Brakes) PURPOSE To request that a campaign to change both brake assemblies on the forward bogie axle to prevent possibility of brake "chatter". This condition can damage the brake assembly. INFORMATION Brake chatter on front bogie axle is eliminated by having the cam rotate in same direction as forward wheel rotation when making a brake application. Up to the present time, brakes on the forward axle have been arranged so that cam rotation is opposite wheel rotation and chatter has been experienced under some conditions. Future production brake assemblies will incorporate the "cam and wheel rotation same" feature and all bogies in service are to be changed over to this configuration. m h n te d in u s a Brake assemblies that require modification can be recognized by the position of the air chamber. On assemblies requiring changeover, the chamber points down and forward. On assemblies with the desired cam rotation, the chamber points up and forward. See Figure 1. Basically, the modification consists of interchanging existing spiders and air chamber brackets from side to side and installing new, longer barrel assem blies and camshafts. The longer parts are required to maintain tire clearance when the air chambers are installed in their new position. CIRCULATION Service Manager Shop Foreman Night Foreman Night Foreman Inspector Leadman Inspector Leadman Inspector Leadman Unit Over haul Room Shop Office All parts required for the changeover are contained in Eaton kit, part number 2719-1001305. The kit contains two barrel assemblies, two camshafts, a grease fitting and attaching hardware. Inspect all other brake assembly parts and replace any found damaged. Pay particular attention to anchor pins, re taining springs and rollers. Procedure: To be performed on forward bogie axle only. 1. Cage spring brakes, disconnect air lines and remove air chamber from bracket. 2. Remove wheel and drum assemblies. 3. Remove slack adjusters, shoes, rollers and pins keeping shoes and linings on the same side as before. 4. Remove air chamber bracket. Discard bolts but retain washers. Also re move camshaft, camshaft barrel and spider. Retain bolts, nuts and washers. Remove pipe plugs from camshaft barrels and retain. NOTE This conversion requires that original left hand spider and air chamber bracket be installed on right side and the right hand spider and bracket on the left side. As these parts are removed, transfer them to the op posite side in preparation for reassembly. (Continued Over) Service Operations, Allentown, Pa,, U.S.A. 5. Mount spider on axle, interchanging left and right hand parts as ex plained in note. Left Side - Install spider so that camshaft bore is to front of axle, approximately at 9:30 o'clock. ( 8 to L(P above horizontal) Right Side - Install spider so that camshaft bore is to front of axle, approximately at 2:30 o'clock. ( 8 0 to lOP above horizontal) 6. Mount barrel assembly on the spider. Attach with 1/2-13 x 1-3/4 bolts supplied in kit and the original washers. Tighten bolts to 110 lb. ft. torque. Left Side - Use barrel assembly 2719-1001272. See Figure 2. Right Side - Use barrel assembly 2719-1001273. See Figure 3. 7. Attach air chamber bracket to barrel assembly using 1/2-13 x 3-1/4 bolts and nuts furnished in kit. Use washer under nut and head of bolt. Use eight existing washers and the eight new ones supplied in kit. Tighten nuts to 110 lb. ft. torque. Left Side - Use air chamber bracket with forging number 1000265. Right.Side - Use air chamber bracket with forging number 1000266. 8. Install new camshaft into barrel assembly. See Figure 4. Left Side - Use camshaft 363SM87. Right Side - Use camshaft 363SM86. 9. Install slack adjusters, washers and secure with new snap rings. 10. Install grease fitting from kit into one of the barrel assemblies. Pressure lubricate the assembly through this fitting until grease appears next to slack adjuster. Remove fitting and replace with plug from original assembly. Repeat procedure on other side. 11. Complete assembly of brake. Install shoes and drum on same side as originally used on. 12. Connect air lines to air chambers. Left Side - Use the lines from right chamber. Right Side - Fabricate new lines locally. They must be approximately one foot longer than originals. 13. Adjust both brakes, then uncage spring brake. Check slack adjusters to be sure they do not strike axle housing during a brake application. RECOMMENDATION This is a campaign. Convert all SWS681C bogies in your area with Eaton brake assemblies incorporating cam rotation opposite wheel rotation on front bogie axle to cam rotation same as wheel rotation. Reimbursement for parts and labor is to be made through normal RWR procedures. Maximum labor time allowed is six hours. All work performed under this program must be completed no later than June 30, 1975. Disposition of removed parts - Ship old camshafts and barrels collect to: Eaton Corporation Brake Division 21220 West Eight Mile Road Southfield, Michigan 48075 Attn: Ray Johnston (Continued on Sheet #2) REVISED ARRANGEMENT (CAM ROTATION SAME AS WHEEL) No. Q553 under BRAKES (Sheet # 2) ORIGINAL ARRANGEMENT (CAM ROTATION OPPOSITE WHEEL) LEFT HAND FIGURE 1 SWSM1C FORWARD AXLE BRAKE ASSEMBLIES L.H. SHOWN RIGHT HAND LEFT HAND FIGURE 2 Looking into the short end of the camshaft barrel (where the camshaft spline will be), and with the grease fitting hole pointing to 3 o'clock (horizontal), the top of flange closest to the observer will point to the hand of the assembly, as indicated by the arrow. Looking into the short end of Looking into the head of the the camshaft barrel (where camshaft in the position the camshaft spline will be), shown, the hand of the cam and with the grease fitting shaft is indicated by the arrow. hole pointing to 3 o'clock (horizontal), the top of flange closest to the observer will point to the hand of the assembly, as indicated by the arrow. JANUARY 8. 1976 WHEELS AND AXLES No. Q554 under BRAKES (Sheet #2) 1. Changing Axles or Springs on Reelass Changeover Changing axles or springs is possible but once again the GAWR certifi cation must be changed accordingly. For example, if lighter springs are used, the Gross Axle Weight Rating (GAWR) which is governed by light est component in assembly, will be lowered. Conversely, if heavier springs are used, all other front axle components (brakes, axle beam, knuckle) may require upgrading to allow heavier front axle loadings. 2. Tire or Rim Changeovers on Steering Axle Tires or rims on the steering axle may be changed to a lower load capr acity which lowers the Gross Axle Weight Rating (GAWR) certification accordingly. Tire size, ply rating and rim design all are important factors in determining these capacities. If the operator does not limit front axle loading to the new rating, weight transfer during panic type stops may cause control problems. WHEELBASE CHANGES Wheelbase changes can be made within the following guidelines. The wheelbase can be shortened if air line sizes are not reduced or re strictive type fittings are not installed. Wheelbase on a vehicle shall not be reduced below that shown in the current sales Data Book (pres ently 120 inches). Care must be exercised on straight trucks that the center of gravity wheelbase guidelines outlined in SED letter 585-75 are allowed. Lengthening the wheelbase from the standard minimum up to 220 inches can be made without adding additional air valving or plumb ing. From 220 to 300 inches each axle controller must be fitted with an individual supply line, not smaller than 5/8 inchO. D. tubing. See Figure 3. Any lengthening of the chassis platform by welding additional platform length to the existing frame is not recommended or approved. If the platform is lengthened by welding or other means. it is the sole responsibility of the person or persons doing such work. NOTE It is not permissible to splice air line. If longer lines are re quired it will be necessary to install a complete new line. CHANGE OF APPLICATION OF STOCK CHASSIS In the past, it has not been uncommon to modify, say, a tractor chassis (in stock) to be used in a truck application. This will no longer be economically feasible because of changes in brake system components and possible axle and spring changes required to meet weight transfer under the required stopping distance of MVSS 121. These changes required due to difference in weight transfer, may also involve frame modifications. TRACTOR OR TRAILER STOPLIGHT CIRCUIT OVERLOAD Caution must be exercised when adding extra stoplights to either tractor or trailer such that the stoplight circuit in either is not overloaded. The anti-wheel lock control that would be mounted on a trailer receives its current source through the stoplight electrical circuit. Should this circuit be overloaded by addition of stoplights on either the tractor or trailer, it could'render the anti-wheel lock on the trailer inoperative. SPRING BRAKE LINE ON ALL EXCEPT DM MODELS JANUARY 8, 1976 No. Q554 under BRAKES (Sheet #3) FIGURE 3 ADDING SEPARATE CONTROLLER SUPPLY LINE ON EXTENOED WHEELBASE BULLETIN JANUARY 22, 1976 No. Q549c under BRAKES FOR BRANCHES AND DISTRIBUTORS ONLY. CHASSIS AFFECTED ALLENTOWNllf HAYWARDgf OAKVILLEfZf BRAKE RETURN SPRING (All with SW59C and SW68C Series Bogies) PURPOSE To advise of an alternate return spring available for service replacement. RECOMMENDATION Install the spring recommended below if short service life is experienced with standard spring. Normal warranty will apply. INFORMATION The return spring supplied with brake assemblies for subject bogies may not have adequate service life in all oper ations. Field experience indicates that in these cases the spring shown in following chart will provide longer life. New Service Part 58AX55 Description Brake Return Spring Replaced Part 8235-2258-H-528 NOTE In Service Bulletin Q549 under BRAKES, mark parts list for SW59C and SW68C (sheet 2, front and back) to show the new spring as replacement for the original spring. CIRCULATION Service Manager Shop Foreman Night Foreman Night Foreman Inspector Leadman Inspector Leadman Inspector Leadman Unit Over haul Room PRINTED IN U S A Service Operations. Allentown. Pa.. U.S.A. Shop Office Mack. BULLETIN ____________MARCH 9. 1976 No* Q556 Uilllcr BRAKES FOR BRANCHES AND DISTRIBUTORS ONLY. CHASSIS AFFECTED ALLENTOWND HAYWARDEf OAKVILLED BRAKE CHAMBER Increasing Clearance at Cab Tilt Cylinder (WL and WS with FAW536C, 537C Front Axles and Cam Brakes) PURPOSE To inform the field of procedure for eliminating possible interference be tween front brake chambers and cab tilt cylinder. RECOMMENDATION Check for subject condition and, if found, reposition brake chamber as instructed in bulletin. Normal warranty will apply. INFORMATION Additional clearance can be obtained by installing a new brake chamber mounting bracket which rotates the existing chamber 40 degrees to the rear. See illustration New parts required: Qty. Part Number Description 1 8235-D48-3299-R1552 1 8235-D48-3299-S1553 Parts available May. Procedure: Brake Chamber Brkt.and Bush. Ass'y.. L. H. Brake Chamber Brkt. and Bush. Ass'y- < R. H. 1. Tilt Cab for accessibility. 2. Remove front brake chambers. 3. Take off "C" clip that retains slack adjusters on camshaft, then re move slack adjusters. 4. Remove four bracket mounting bolts and slide bracket off spider. 5. Install new bracket using existing retaining bolts. 6. Reinstall slack adjusters and brake chambers. 7. Return cab to normal position. CIRCULATION Service Manager Shop Foreman Night Foreman Night Foreman Inspector Leadman Inspector Leadman Inspector Leadman Unit Over haul Room Shop Office MJ L________ -- SERVIC BULLETIN APRIL 12. 137(5 \. 0r53 uniler brakes FOR BRANCHES AND DISTRIBUTORS ONLY. / ^ CHASSIS AFFECTED ALLENTOWNtEl HAYWARDD OAKVILLEEf ANTI-WHEEL LOCK WIRING (All with B. F. Goodrich Anti-Wheel Lock System) PURPOSE To inform the field of a possible cause for the anti-lock warning light remaining on after start up although there is no malfunction in the system. RECOMMENDATION Revise the B. F. Goodrich anti-lock warning unit wiring as de scribed herein if this condition occurs. Normal warranty will apply. INFORMATION The brake controller is sensitive to a time delay between energizing of the warning unit's KEY and POWER terminals. In some cases the delay to the POWER terminal, caused by the time required for the accessory relay to close, is long enough to be in terpreted as a power failure by the controller. When this occurs, the anti-lock warning light will not go out even though the system is functioning normally. To prevent this condition, the warning unit wiring has been changed at the factory to insure simultaneous energization of these terminals. The modification, shown in following illustration, consists of re moving existing wire from KEY terminal and connecting KEY and POWER terminals with a bus bar. For field modifications a jumper wire can be used in place of the bus bar. B.F. GOODRICH WARNING UNIT 13MN39R CAUTION Be sure to remove the wire from the KEY terminal. not POWER terminal. This is important because the KEY terminal wire is not heavy enough to carry combined load of both circuits. CIRCULATION Service Manager Shop Foreman Night Foreman Night Foreman Inspector Leadman Inspector Leadman Inspector Leadman Unit Over haul Room Shop Office SERVICE NOTE The original controller. 3355-1800-2 is terminated and future service requirements will be met with an improved con troller 7MN31R. This controller incorporates revised circuitry that prevents possibility of the false failure indication described herein. An additional improvement involves use of different sizes for the power/warning and wheel sensor connectors. This feature eliminates posibility of making an incorrect connection at these points. An adapter harness 41MR3516-P1 is available to permit connecting the improved controller to old style leads Valve and controller assemblies incorporating controller 7MN31R are part number 5MN35R. replacing 5MN33R Service installation of controller 7MN31R (or assembly 5MN35R) can be accomplished as follows: 1. It is permissible to intermix current and non-current controllers on a single chassis; however if at least one controller is of non-current type the warning unit must be wired as described previously. 2. When all controllers on a vehicle are of improved type 7MN31R, the revised wiring shown in the il lustration is not required. Vehicles that are wired in this manner should be changed back to standard wiring if, at any time, all controllers are changed to 7MN31R. This is accomplished by removing the bus bar (or jumper wire) from warning unit and reconnecting the KEY ter minal wire. R VIC JUNE 15, 1976 l\0. 0554 under BRAKES for branches and distributors only. (Supersedes Bulletin anted JANUARY 8, 1976) CHASSIS AFFECTED ALLENTOWNtZl HAYWARD 0^ OAKVILLE ST MVSS 121 PRECAUTIONS (All Vehicles So Equipped) PURPOSE To inform branch and distributor personnel of certain precautions regard ing chassis modifications on MVSS 121-equipped vehicles that could adversely affect braking performance and require recertification to comply with MVSS 121. RECOMMENDATION It is strongly recommended that vehicles subject to MVSS 121 requirements not be modified in any way that would jeopardize their certification. If for any reason, such modification is considered necessary, be sure to observe the guide lines presented in the preceding discussion. However, bear in mind that this is only a guide; the party making the installation is ultimately responsible for the vehicles com pliance with all regulations. The following SED letters provide additional details on MVSS 121 requirements: 577-75 FMVSS Equipped Chassis 520-73 Braking Requirements 555-74 MVSS 121 Air Brake Standard 585-75 Center of Gravity vs. Wheelbase 550-74 Elimination of Short Wheelbase INFORMATION If any modifications affecting braking performance are performed, it will be the responsibility of the facility making the modification to recertify that the vehicle meets all requirements of FMVSS 121. These requirements cover (but are not limited to) the following: (1) Air compressor pressure build-up time (2) Air reservoir volume (3) Service brake stopping distance (4) Brake actuation time (5) Brake release time (6) Parking brake grade holding (7) Emergency brake stopping distance BRAKE SYSTEM 1. Relocation of Chassis Air Reservoirs This has often been done in the past to provide clearance for install ation of bodies and other special equipment. This is no longer acceptable if the relocation requires changing length of any hoses or changing any hose connecting fittings. For example, if relocation would require a change from a straight fitting to an elbow fitting, then this could adversely affect brake application times or air com pressor build-up time and would not be acceptable. Minor air reservoir relocation that does not require changing line diameter, lengthening lines or addition of restrictive fittings would be acceptable. (Continued Over) CIRCULATION Service Manager Shop Foreman Night Foreman Night Foreman Inspector Leadman Inspector Leadman Inspector Leadman Unit Over haul Room Shop Office M lN ltO IN U S A 2. Removing Front Brakes Uur tests disclose that the front branes are required to meet the min imum stopping distance requirements of MVSS 121. 3. Reclass Changeover of Brake System Components This has been done in the past in certain instances to satisfy customer requirements lor a particular brand name brake system component. This practice will no longer be permitted, unless the installer mak ing the changeover is prepared to recertify that the chassis so mod ified meets all MVSS 121 requirements. This necessity comes as a result that the chassis, as was originally certified by Mack Trucks, was so certified based on the performance of entire braking system being considered on a system basis. To change a component, even though that component may be used in an MVSS 121 brake system for some other model or application, could result in the affected brake system failing to meet requirements. Alcohol evaporators and after coolers may be field installed. 4. Local Installation of Tag or Pusher Axles This has often been done in the past (prior to MVSS 121) on new chassis to satisfy customer request. As a result of the recertification require ment in MVSS 121. the installation of either a tag or pusher axle will require the installer to recertify that the chassis meets ail MVSS 121 requirements. It is suggested that both distributors and branches re frain from making any such installation at this time as a result of the expense chat could be incurred in the event that the recertification was challenged by D. O. T. This would result in the installer, at his expense. having the vehicle tested to assure compliance. Adding the third axle requires installation of an additional reservoir and in most cases a larger air compressor. Based on use of type 30 brake chambers, minimum additional reservoir size is 2160 cubic inches. Vehicles equipped with a TU-FLO 501 air compressor will require a TU-FLO 600 compressor to provide adequate capacity. We highly rec ommend, although not specifically required by MVSS 121. that adequate spring brake chambers be installed on the third axie to ensure the chassis will meet parking and emergency stopping requirements. It is also necessary to add anti-wheel lock equipment to a third axle under most conditions. 4-Wheel Truck - An additional axle, either tag or pusher, liftable or non-liftable must have anti-lock device. 6-Wheel Truck A non-liftable tag axle must be equipped with anti-lock.. To meet the performance requirements of MVSS121 we recommend that any additional axle installed whether liftable or non-liftable, in the tag or pusher position be equipped with anti-lock. Another consideration when adding a third axle is weight transfer. The additional axie and consequent higher gross loads may increase forward weight transfer. This condition can decrease braking ability and pos sibly damage front axle components. Additional information regarding weight transfer is given in Sales Engineering letter 585-75. The accompanying diagrams of a third axie piping arrangement is offered as a guide for cases where it has been decided to make such an installation. See Figures 1 and 2. However, use of these arrangements should not be construed as a guarantee that a vehicle so modified will meet any or all MVSS 121 requirements. S\ ERVICE BULLETIN JULY 16, 1976 \o. Q555 under brakes FOR BRANCHES AND DISTRIBUTORS ONLY. (Supersedes Bulletin dated OCTOBER 27. 1975) CHASSIS AFFECTED ALLENTOWNOT HAYWARDQ OAKVILLES' BRAKE CONTROLLER AND MASTER CYLINDER RESERVOIR Component Relocation (R, RD. DM and U Models) PURPOSE To outline procedure for relocating subject components if required to permit installation of special bodies, improve accessibility etc. RECOMMENDATION If it is necessary to relocate brake master cylinder or front axle controller, follow procedure outlined in bulletin. INFORMATION Early production of MVSS121 equipped vehicles had the front axle brake controller mounted on the engine front support crossmember. It has since been relocated to a frame crossmember to improve engine accessibility, line routing and brake operation. The brake reservoir of DM400. 600 all R and RD vehicles equipped with disc brakes has been relocated to engine side of dash panel to eliminate interference with body components. Parts required: Brake Reservoir Mounting Parts Chassis Qty. Part Number Description DM400 DM600 1 24QE3197 Bracket, Reservoir Mounting 1 * 42QEA40400-P122 Flex Hose Assembly 2 1AX111 Bolt, 3/8-24X3/4 2 20AX3 Nut, 3/8-24 Hex 2 36AX3 Lockwasher R, RD w/ Fiber- 1 24QE3198 Bracket. Reservoir Mounting 1 * 42QEA40400-P120 Flex Hose Assembly glass Hood (W/O Air 1 1 83AX629 239AX331 Clamp, Hose Screw, #10-16 X 1/2,Self drilling Susp.Cab.) 1 24QE2397 Bracket. Reservoir Mounting R, RD w/ 1 *42QEA 40400-P120 Flex Hose Assembly Fiberglass 1 83AX629 Clamp, Hose Hood and 1 239AX331 Screw, #10-16 X 1/2,Self drilling Air Susp. 2 4AX22 Bolt. 1/4-20 X 1 Cab. 2 36AX1 Lockwasher, 1/4 2 # 1AX445 Bolt. 1/4-28X2-5/8 1 24QE2397 Bracket, Reservoir Mounting R, RD w/ 1 * 42QEA40400-P120 Flex Hose Assembly Sheetmetal 1 83AX629 Clamp, Hose Hood 2 4AX22 Bolt. 1/4-20X1 2 36AX1 Lockwasher 2 * 1AX445 Bolt. 1/4-28 X 2-5/8 1 1 i CIRCULATION Service Manager ebnL op Foreman Night Foreman Night Foreman Inspector Leadman Inspector Leadman Inspector Leadman Unit Over- haul Room i !( Shop ! Office * Make from 973AX130FT25 hose and (2) 63AX1720 fittings 4 Purchase locally. (Continued Over) Onsrsfinni! Allpntnwn. Pa.. U.S.A. Mark. Controller Mounting Parts Chassis Qty. Part Number Description AR AR All w, 1 Eaton 1 Controller 2 & Channel 1 Type cross- 2 member 5 5 2 3 101AX126RF50 101AX127RF50 26QB2241 26QB2305 1AX63 1AX6 1AX114 20AX2 36AX22 37AX68 35AX1027 Hose (1/2 O. D.) Hose (5/S 0. D.) Controller Mounting Bracket Ratio Valve Mounting Bracket Bolt, 5/16-24 X 2 Bolt, 5/16-24X1-3/4 Bolt, 5/16-24 x 1 Nut Lockwasher Flatwasher External Tooth Lockwasher with Eaton Controller Si I-beam Crossmember AR 1 2 3 5 2 3 3 26QB2239 1AX60 1AX6 20AX5 36AX5 36AX22 35AX1027 Hose Controller Mounting Bracket Bolt. 1/2-20x1-1/2 Bolt, 5/16-24x2 Nut Lockwasher Lockwasher External Tooth Lockwasher with Goodrich Controller 3 3 3 3 1AX13 20AX3 36AX3 35AX916 Bolt, 3/8-24 x 1-1/2 Nut Lockwasher External Tooth Lockwasher Relocating Brake Reservoir Refer to following illustrations for the reservoir location and mounting instructions. i--24QE 3197 BRK'T RES. MTG. FIGURE 1 BRAKE RESERVOIR MOUNTING, OM No. Q555 under BRAKES (Sheet #2) 24QE 3198 BRAKE RESERVOIR MOUNTING ARRANGEMENT. R ANO RD SERIES WITH FIBERGLASS HOOO AND STANOARO CAB MOUNTING 1.00 .1 1 I 1< AOO (2) .281 OIA. HOLES (2| 4AX 22 BOLT (2) 36AX 1 L. WA. 2.6 (REF.) CHASSISii A CAB 150E 41 (REF.) HVD. RES. 24QE 2397 RES. BRKT.- PANEL DASH (REF.) 24MF 32 BRACE (REF.)-' .. 1---------------- *T (2) 1 AX 32 BOLT (2) 20AX 1 NUT (2) 36AX 1 L. WA. ' (2) 37AX 471 F. WA. . ' tj: li -.-ja WITH 24QE 2397 BRACKET LOCATED AS SHOWN. DRILL (2) .281 OIA. HOLES IN 24MF 32. USING RESERVOIR BRACKET AS TEMPLATE. (2) 1 AX 445 BOLT (2) 20AX 1 NUT (REF.) (2) 36AX 1 L. WA. (REF.) (2) 37AX 471 F. WA. (REF.) i_ i (2) S3AX 372 ELBOW 90 (REF.) NOTE: INSTALL ONE ELBOW IN FLUID SIDE OF HYDRAULIC MASTER CYLINOER 83AX 629 CLAMP 239AX 331 SCREW FIGURE 3 BRAKE RESERVOIR MOUNTING ARRANGEMENT. R AND RO SERIES WITH FIBERGLASS HOOO ANO AIR SUSPENDED CAB (2) 1 AX 32 BOLT (2) 20AX 1 NUT (2) 36AX 1 L. WA. (2) 37AX 471 F. WA. 24QE 2397 73RU 22077 SUPP'T (REF.) WITH 24QE 2397 BRACKET LOCATED AS SHOWN. DRILL (2) .291 OIA. HOLES IN 30MF 436. USING BRACKET AS TEMPLATE (2) 1 AX 443 BOLT (2) 20AX 1 NUT (REF.) (2) 36AX 1 L. WA. (REF.) (2) 37AX 471 F. WA. (REF.) FIGURE 4 BRAKE RESERVOIR MOUNTING ARRANGEMENT. R AND RO SERIES WITH SHEET METAL FRONT END Master Cylinder FIGURE 5 BRAKE RESERVOIR MOUNTING HOLES CAUTION If the master cylinder must be relocated, maintain the hydraulic fluid supply port in the top or upright position. Hydraulic System Bleeding Whenever brake system hydraulic components have been relocated, it is necessary to bleed the system of air. First bleed the master cylinder at the bleed vent then bleed each front wheel caliper. Use a pressure bleeder or bleed the system manually. After bleeding replenish the brake fluid in the hydraulic reservoir. No. Q555 under BRAKES (Sheet 43) Relocating Front Axle Controller Eaton Controller - Mount on the frame crossmember located immediately behind cab. Locate approximately as shown in Figure 6. Be sure controller clears frame, crossmember and any adjacent chassis equipment before drilling mounting holes. Shift controller as necessary to provide adequate clearance. Note that two mounting arrangements are used, depending on type of crossmember. See Figures 6 and 7. NOTE To conform with current production, the ratio valve is relocated along with the controller. FIGURE 6 MOUNTING EATON CONTROLLER ON CHANNEL TYPE CROSSMEMBER (Continued Over) FIGURE 7 INSTALLING EATON CONTROLLER ON I-BEAM CROSSMEMBER Goodrich Controller - Mount on inside of left hand frame rail, close to the cab crossmember as shown in Figure 8. Air and electrical lines routed along the frame rail may have to be raised or lowered in this area to clear the controller. FIGURE 8 MOUNTING GOODRICH CONTROLLER Repipe the relocated components as shown in Figure 9. Use same size air lines as original installation and be sure to use non-restrictive fit tings. If possible, reuse original fittings. Do not splice air lines. Use a complete new hose if a longer line is required. No Q555 under BRAKES (Sheet #4) FIGURE 9 PIPING CONTROLLER AND RATIO VALVE BULLETIN JULY 29, 1976 No. Q559 under brakes FOR BRANCHES AND DISTRIBUTORS ONLY. / CHASSIS AFFECTED ALLENTOWND HAYWARD Ef OAKVILLE FRONT BRAKE CHAMBER Increasing Clearance with Power Steering Gear (WL and WS with FAW536W, FA537W, FF931W Front Axle and Wedge Brakes) PURPOSE To provide procedure for eliminating possible interference between air inlet fitting and power steering gear. RECOMMENDATION Revise brake chamber on ail chassis equipped with power steering gear if originally built with non-current inlet port orientation. Normal warranty will apply. INFORMATION The inlet fitting on forward, left hand air brake chamber can interfere with the power steering gear if it is not correctly positioned. Vehicles with this condition can be re ctified by rotating the chamber cover to properly orient the fitting. To reposition the cover, disconnect air line from chamber. Loosen chamber clamp and rotate cover to position inlet port as shown in illustration. Tighten clamp. M IN T E D IN U V A CIRCULATION Service Manager Shop Foreman Night Foreman Night Foreman Inspector Leadman Inspector Leadman Inspector Leadman Unit Over haul Room The air line connecting front and rear chambers will have to be shortened to suit the new port location of front chamber. Repos ition air line fittings to provide best routing with the shorter hose. Service Operations. Allentown. Pa.. U.S.A. Shop Office Mack~ SERVICE BULLETIN No. underAUGUST 27, 1976____________________________ Q56o brakes FOR BRANCHES ANO DISTRIBUTORS ONLY. CHASSIS AFFECTED ALLENTOWND HAYWARDQ^OAKVILLE TRACTOR PROTECTION VALVE MOUNTING (Mack Western Models WL and WS) PURPOSE To inform the field of an Improved mounting arrangement for subject valve. RECOMMENDATION Install the new reinforcement on all vehicles not so equipped. Normal warranty will apply. INFORMATION The improved mounting arrangement consists of a reinforcement plate installed between the tractor protection valve and cab floor. Parts required: Quantity Part Number Description 1 50QW29310 Reinforcement Plate 4 27AX370 Rivet To install the plate, remove tractor protection valve and drill four mounting holes in cab floor using the reinforcement plate as a template. Position template by using 5/16-24 bolts installed in tractor protection valve mounting nut-serts. Refer to illustration for hole layout and size. Install reinforcement plate using rivets shown in parts list. Reinstall tractor protection valve using existing hardware. 3.ao-- BOTTOM VIEW NOTE The nut-sert flanges are larger than the 1/2 inch diameter mounting bolt holes in the reinforcement plate and will prevent the plate from seating flush against cab floor. Do not enlarge holes in plate to provide clearance. The plate must support the nut-serts. CIRCULATION Service Manager Shop Foreman Night Foreman Night Foreman Inspector Leadman Inspector Leadman Inspector Leadman Unit Over haul Room Shop Office y ^ n mi oiiNMW -------- Ttry TT Q A Mnnb BULLETIN FEBRUARY 3, 1978 T No. Q56i under brakes FOR BRANCHES AND DISTRIBUTORS ONLY. CHASSIS AFFECTED ALLENTOWN HAYWARDef OAKVILLEer' DOUBLE CHECK VALVE AND STOP LIGHT SWITCH (All Highway Models) PURPOSE To announce availablility of a separate double check valve and stop light switch to replace the combination valve and switch. RE COMM ENDATION Install the new check valve and stop light switch arrangement if the combination valve and switch requires replacement. INFORMATION The separate valve and switch arrangement provides easier servicing of the stop light switch. The switch screws into the check valve body and can be replaced without disturbing any air lines. A separate valve and switch can be used to service the combination unit. Parts required: Qty. 1 1 New Part * 1MRA2325R Description Double Check Valve Stoplight Switch Replaces ^oqeSiSor * Includes boot 8MY266 M IN T E D IN U S A . Service Operations, Allentown, Pa., U.S.A. CIRCULATION Service Manager Stop Foreman Night Foreman Night Foreman Inspector Leadman Inspector Leadman Inspector Leadman Uhit Over haul Room hop Office Mack~ MARCH 16, 1978 underT \ft. 0564 brakes FOR BRANCHES AND DISTRIBUTORS ONLY. CHASSIS AFFECTED ALLENTOWN0 HAYWARDD 0AKVILLE2T BRAKE ASSEMBLY DUST SHIELD (DM. F.MB. R, RD, U and R Fire Apparatus With FAW536C, 537C Front Axles and 16 1 2 x 5 Cam Brakes) PURPOSE To announce availability of a one-piece dust shield. RECOMMENDATION Install the one-piece shield if water or dirt entering the brake is a problem. INFORMATION Air brake assemblies 1QDA4225R(R. H.) and 1QDA4226R (.L.H.), formerly supplied with two-piece dust shields, now have one-piece shields. The new shield provides better protection against entry of water than the previous part. Water in the brake assembly can cause erratic brake performance, such as pulling to one side. One-piece shield, part number 8235-3236-K-2065, can be used as a replacement for the two-piece shield, if desired. M IN H D IN U S A cmctri.Avr..' oltjlil Fo.-em.~n Inspe ct o'I.undinan I I I Service Operations. Allentown, Pa. U.S.A. i Office Mack: SERVICE BULLETIN JULY 20, 1978 No. under__________________ Q566 brakes FOR BRANCHES AND DISTRIBUTORS ONLY. CHASSIS AFFECTED ALLENTOWNB'' HAYWARDS' OAKVILLE Ifl AUTOMATIC SLACK ADJUSTER (RAS512C and RAD529C Rear Axles on Chassis Equipped with Disc Brakes) PURPOSE To provide instructions for installing automatic slack adjusters on rear wheel brake assemblies. RECOMMENDA TION Install automatic slack adjusters if service life of disc brake lining is unsatisfactory. INFORMATION Rapid wear of disc type front brakes has been traced, in many cases, to incorrect adjustment of the rear wheel brake slack adjusters. This condition occurs because the disc brakes, being self-adjusting, always provide braking actio-i, whereas incorrectly adjusted rear wheel brakes do not provide their normal share of the braking action under light braking conditions. Installation of automatic slack adjusters will maintain the rear brakes at correct operating clearance at all times thereby equalizing wear on front and rear brakes. NOTE In addition to the slack adjusters, it is recommended to replace the front wheel brake ratio valve with meter ing valve 20QE2191R. Refer to Service Bulletin Q95 t under BRAKES for details. 3 l 3 Parts required: E i Qty. Part Number Description CIRCULATION Service 2 25QDA335-P8 2 21QX1188 4 48RU1899 Slack Adjuster Slack Adjuster Retainer Retainer Clamp Manager Shop Foreman Night Foraman 2 7AX263 2 1AX147 4 1AX69 Setscrew Bolt, 1/4-28 x 1-1/4 Bolt, 1/4-28x1-5/8 Night Foraman Inapaetor Laadman 6 20AX1 e 36AX1 2 36AX4 Nut, 1/4 - 28 Lockwasher Lockwasher Inapaetor Laadman Inapaetor Laadman Unit Overhaul Room (Continued Over) Shop OHIea - A-* All rttim D*J TT Q A Mnrh ~ Procedure - See illustration. INTERNAL STOP. 1. Cage spring brakes if used. 2. Remove existing slack adjusters from brake assembly. 3. Install new slack adjuster on camshaft Be sure arrow on adjuster points in the direction of a brake application. 4. Install clamps 48RU1899 and retainer on camshaft tube. Do not JULY 20, 1978 No. Q566 under BRAKES (Sheet 2) 5. Align clevis pin hole in adjuster arm with clevis by turning worm adjustment nut clockwise, and install clevis pin. 6. Move slack adjuster control arm by hand in direction shown in illus tration to make sure it is in contact with the internal stop. Proper operation depends on control arm being correctly positioned against stop. 7. Install control arm setscrew as shown in illustration, then tighten retainer slamp screw. Be sure control arm does not move when clamp is tightened. 8. Check operation of slack adjuster by operating brakes and observ ing if adjusting nut rotates. The nut should rotate until brake linings are at normal operating clearance. If operation is satis factory, uncage spring brakes, if used. SERVICE BULLETIN OCTOBER 12, 1978 T No. Q567 under BRAKES FOR BRANCHES AND DISTRIBUTORS ONLY. CHASSIS AFFECTED ALLENTOWN0 HAYWARDD OAKVILLE 0^ (Mack Fleet Service Facts No. Q2001) P tlN llD IN U S .A . BRAKE SHOE RETURN SPRING (DM,DMM, F,RD,RM,MB and HMM Models With FA(W)617C Front Axle) PURPOSE To inform the field of correct return spring for the cam brakes used on this front axle. RECOMMENDATION Check for use of correct brake shoe return spring at time of overhaul or if short life of return springs is experienced. INFORMATION Interference between the brake shoe return spring and hub of spoke wheels has been noted on some vehicles. The return spring recommended for this application is 8235-2258-E-525. This spring has the coils located closer to the shoes to provide increased clearance in the hub area. It is painted yellow for identification. Any brake assembly equipped with the superseded spring (painted green) should be changed over to the yellow spring. END CIRCULATION Sarvtca Managar Shop Foraman Night Foraman Night Foraman Inapactor Laadman Inapactor Laadman Inapactor Laadman Unit Ovarhaul Room Service Operations, Allentown, Pa., U.S.A. Shop Olflca BULLETIN OCTOBER 16, 1978 OH T l\lo. Q563 under brakes for branches ano oistributors only. (Supersedes Bulletin dated FEBRUARY 27, 1978) CHASSIS AFFECTED ALLENTOWN* HAYWARDD OAKVILLEiEf SPECIAL INSTRUCTIONS: This is a Mandatory Product Improvement campaign to be done on a no-charge basis to customer. A list of affected chassis is not available;there fore it will be necessary to visually inspect each chassis to determine need for modification. Maximum labor allowance is two hours per chassis. BRAKE SYSTEM MODIFICATION (All M Model Off-Highway Trucks) PURPOSE To inform the field of a modification that will provide early "M" model vehicles with an improved dual circuit brake system. RECOMMENDATION Modify the braking system of older vehicles as outlined here as a pro duct improvement. INFORMATION Current production off-highway truck brake systems are piped so that No. 3 reservoir is charged from No. 1 reservoir. This arrangement prevents loss of air from No. 3 reservoir, which supplies air for the brakes on one axle, from affecting the No. 2 reservoir which supplies air for the brakes on the other axle. On non-current chassis which are piped as shown in Figure 1, No. 3 reservoir is charged from No. 2 reservoir. With this arrangement loss of air from one reservoir could possibly drain the other reservoir, resulting in loss of all brakes. By changing the piping to the arrangement shown in Figure 2, loss of air from one reservoir will not affect the other one. The modification generally involves changing only one air line, item 3, Figures CIRCULATION 1 and 2. Remove the line from No. 2 reservoir (shown in Figure 1) and con nect it to No. 1 reservoir as shown in Figure 2. Due to the many different arrangements in use, specific details regarding parts and installation proce Sarvica Managar Shop Foreman dure are not provided here. Air line size and length, fittings etc. will have Night to be worked out locally to suit the particular chassis. Foreman CAUTION Be sure air for No. 3 reservoir is taken from No. 1 reservoir and not directly from compressor. If No. 3 reservoir is charged directly from the compressor, moisture will accumulate that could cause a brake mal Night Foreman Inapactor Laadman Inapactor Laadman inapactor Laadman function during freezing weather. Unit Ovarhaul Room Page 1 Service Operations, Allentown, Pa., U.S.A. Shop ortica OCTOBER 16, 1978 FIGURE 1 TYPICAL NON-CURRENT ARRANGEMENT 2. NO. 2 RESERVOIR 3. AIR LINE TO NO. 3 RESERVOIR 4. NO. 3 RESERVOIR 7. CONNECT AIR LINE (ITEM 3) SO THAT NO. 3 RESERVOIR IS CHARGED FROM NO. 1 RESERVOIR. COMPRESSOR DISCHARGE LINE FIGURE 2 MODIFIED ARRANGEMENT END Paee 2 0563 BULLETIN NOVEMBER 3, 1978 T \0. Q562a under BRAKES FOR BRANCHES AND DISTRIBUTORS ONLY. CHASSIS AFFECTED ALLENTOWNEf HAYWARDEf OAKVILLEEf FRONT BRAKE RATIO VALVE (All Allentown "SXM Models and Mack Western 6-Wheel Dump or Mixer Truck Models) PURPOSE To inform the field that, in some cases, improved life of rear brakes can be obtained by removing subject valve. RECOMMENDATION Remove the ratio valve if premature wear of bogie brake linings and drums is experienced. INFORMATION Under severe operating conditions, bogie brakes on vehicles equipped with a ratio valve (20QE2148R or 20QE3109R), wear faster than the front axle brakes. This condition is caused by the ratio valve limiting front axle braking force at certain performance levels. Removal of the ratio valve will allow the front brakes to provide a larger share of the braking force and thereby equalize front and rear brake life. The ratio valve is connected in series between the brake valve and front axle brake quick release valve or anti-wheel lock controller. After the ratio valve is removed it will be necessary to fabricate a new line to connect these com ponents. Do not splice existing lines. On vehicles having the ratio valve and quick release valve connected by an air line, the existing tube fittings can be reused. On Allentown vehicles having the valves connected by a pipe nipple, use existing fitting at brake valve end and 90 degree elbow 63AX51094R (1/2 in. Tube x 1/2 NPTF) at quick release valve in let port. Use plastic tubing 101AX126RF-50 (1/2 in. O. D.) for the new airline. Figures 1 and 2 are typical Allentown arrangements. Mack Western is similar except ratio valve is mounted on underside of floor (RL,RS) or engine support (WL, WS). 2. ELBOW 3. QUICK RELEASE VALVE OR CONTROLLER 4. AIR LINE TO BRAKE APPLICATION VALVE FIGURE 1 VALVES MOUNTED SEPARATELY END 1. RATIO VALVE (REMOVE) 2. ELBOW 3. QUICK RELEASE VALVE OR CONTROLLER 4. AIR LINE TO BRAKE APPLICATION VALVE FIGURE 2 VALVES MOUNTED TOGETHER Service Operations, Allentown, Pa., U.S.A. CIRCULATION Service Manager Shop Foreman Night Foreman Night Foreman Inspector Leadman Inspector Leadman Inspector Leadman Unit Over haul Room Shop Office ,9 BULLETIN NOVEMBER 6. 1978 J\o. Q562b under BRAKES FOR BRANCHES AND DISTRIBUTORS ONLY. CHASSIS AFFECTED ALLENTOWNB' HAYWARDlvf OAKVILLE^ P IIN H O IN U S .A DISC TO DRUM BRAKE CHANGEOVER (Highway Vehicles with FA536D, 537D, 616D, 617D, or 619D Disc Brake Equipped Front Axles) PURPOSE To inform the field that drum brakes can legally be installed on vehicles originally equipped with disc brakes. RECOMMENDATION Refer to the Service Sales Merchandising letter mentioned herein if a customer wants to convert his vehicle from disc to drum brakes. This work is to be done at the customer's option and expense. INFORMATION Revisions to MVSS121 specify less stringent stopping and performance requirements for trucks. This makes it permissible to change from air-over-hydraulic disc brakes to cam or wedge type brakes if the cutomer desires. All parts required for this changeover are listed in Service Sales Mer chandising letter No. 78-121, dated October 11, 1978. Refer to this publication if a disc to drum brake conversion is planned. It is recom mended that this changeover be made when the disc brakes require relining or other service in order to minimize the expense involved. END cincuLATior Service Manager Shop Foreman Night Foreman Night Foreman Inapector Leadman Inapector Leadman Inapector Leadman Unit Over haul Room e M. . Shop Office * B UUETIM FEBRUARY 13, 1980 underT i\0. Q557 BRAKES FOR branches and distributors only. (Supersedes Bulletin dated MARCH 26, 1976) CHASSIS AFFECTED ALLENTOWNs/HAYWARDD OAKVILLE COMBINATION BRAKE LINING (Eaton and Rockwell 18 x 7 Cam Brakes) PURPOSE: To announce the availability of special lining kits for service use which provide longer life than the standard lining. i RECOMMENDATION: Install a service or heavy-duty lining kit, if extended lining life is desired. INFORMATION: The "service" lining kit for SWS681C and SS58C bogies is a combination type consisting of one organic and one semi-metallic block for' each shoe. All blocks in the "heavy-duty" kits are semi-metallic. NOTE Semi-metallic blocks contain no asbestos and therefore may be ground to fit if required, with,out danger of creating asbestos dust. Part numbers of the standard lining kits and corresponding service and heavy-duty lining kits are shown in following chart. Bogie SWS681L,SS58C SWS592C,SS65C Brake Type Eaton Rockwell Standard Lining Kit 202SMH218 202SMH208 Service Lining Kit *202SMM218 Heavy-Duty Lining Kit **202SMH230 **202SMH229 * Combination organic and semi-metallic blocks ** Semi-metallic blocks Install lining blocks of combination kits as shown in following illustration. Note that semi-metallic blocks are shown shaded. CIRCULATION Service Manager Shop Foreman Night Foreman Night Foreman Inapector Laadman Inapector Laadman Inspector Laadman Unit Over haul Room Page 1 (Continued Page 2) Service Operations, Allentown, Pa., U.S.A. Shop Otflca ,9 FEBRUARY 13, 1980 NOTE Semi-metal11c brake blocks can be Identified by the letters "SM" preceding the block identifica tion number. 1. DIRECTION OP ROTATION 3. BRAKE CAM 2. REVERSE (SECONOARY) SHOE 4. FORWARD (PRIMARY) SHOE 5. BRAKE ANCHOR BRAKE BLOCK INSTALLATION FOR COMBINATION KITS RIGHT SIDE SHOWN The forward and reverse shoes may be in either position, depending on location of the cam. Vith cam facing toward front of vehicle, the forward shoe is at bottom. Vith cam at rear of vehicle, the forward shoe is at top. See illustration. END SERVICE BULLETIN APRIL 7, 1980 No. Q562 under BRAKES FOR branches and distributors only. (Supersedes Bulletin dated FEBRUARY 3, 1978) CHASSIS AFFECTED ALLENTOWNSZ' HAYWARDS' OAKVILLESd (Mack Fleet Service Facts No. Q2092) BRAKE SYSTEM CHANGES (All With MVSS121 Brake System) PURPOSE To announce changes in MVSS121 brake system requirements and to advise of improvement that can be made to existing systems. RECOMMENDATION Be sure all vehicles subject to MVSS121 requirements are not modified or alterec in anyway except as specified in this bulletin. INFORMATION Recent changes to Motor Vehicle Safety Standard (MVSS)121 have resulted in less stringent performance requirements in some areas. Vehicles built prior to release of the revised standards can be modified to current standards if desired. Changes which affect Mack vehicles include the following: a. * Removal of anti-wheel lock equipment from front (steering) axle. b. Brake chambers on front (steering) axle of FA536C, 537C reduced from type 24 to type 20. \ c. Reduced chamber size to type 24 on 44,000 lb. bogies and single rear axle of 23,000 lbs. or less. d. Lower friction brake lining on front (steering) axle. Reduce coefficient of friction from GG to EE. e. Smaller air lines for supply and control functions provides better timing between tractor and trailer. f. Less stringent stopping requirements that eliminate need for disc brakes on the larger front axles; cam or wedge brakes are adequate. * CAUTION: Removal of anti-lock from the steering axle cannot safely be accomplished without item d. If an operator wishes to take advantage of these changes to bring his vehicle in conformity with current regulations he may do so. However, due to the many brake arrangements involved and the need to insure that changes are in com pliance with regulations, the part numbers required are not given in this bul letin. Mack branches or distributors can obtain those part numbers by consul ting axle arrangements on micro-fiche cards for chassis built after June, 1976. CIRCULATION S.rvlc. Manager Shop Foreman Night Foreman Night Foreman Inspector Leadman Inspector Leadman Inspector Leadman Unit Over haul Room 1 \ 1 Page 1 (Continued Pace 2) Service Operations, Allentown, Pa., U.S.A. Shop Office APRIL 7, 1980 Various improvements have been made to MVSS121 brake systems that can be applied to existing systems at time of overhaul or to correct an operational problem. These improvements are listed below and installation instructions are provided. a. Drum brake linings. b. Front brake ratio valve. c. Metering valve for disc brake systems. d. Relocating front axle controller. e. Relocating disc brake intensifier reservoir. f. Lower ratio intensifier for disc brakes. g. Automatic slack adjusters on rear axle with automatic adjusting front brakes. I. Drum Brake Linings Brake linings listed in the accompanying charts apply to all highway models equipped with cam or wedge actuated brakes. The lining mix has been changed due to increased stopping distance. The new lower friction lining will provide increased lining and drum life while maintaining overall brake performance. Due to the different characteristics of the new mix, it is not interchangeable on an individual wheel basis with linings of previous type. Where a single drive axle is employed and one wheel brake assembly requires relining, both assemblies must be serviced with the new mix linings. Similarly, in the case of dual axle drive bogies, all four assemblies must be serviced with the new mix linings when any relining is required. Failure to observe these pre cautions will have an adverse effect on brake balance and brake stability may be jeopardized. Some lining kits are combination type consisting of one organic and semi-metallic block per shoe. Instructions for installing these kits follows. NOTE Semi-metallic brake blocks can be identified by the letters "SM" preceding the block identification number. 1. DIRECTION OF ROTATION 3. BRAKE CAM 2. REVERSE (SECONDARY) SHOE 4. FORWARD (PRIMARY) SHOE 5. BRAKE ANCHOR FIGURE 1 BRAKE BLOCK INSTALLATION FOR COMBINATION KITS - RIGHT SIDE SHOWN The forward and reverse shoes may be in either position, depending on location of thecam. With cam facing towardfront of vehicle, the forward shoe is at bottom. With cam at rear of vehicle, the forward shoe is at top. See illustration. Thrro 9 ^PnnHntiorl (TO APRIL 7, 1980 DRUM BRAKE SERVICE LINING ALLENTOWN AND OAKVILLE CHASSIS Brake Assy. Axle or Bogie Brake Type No. 1QDA- FA535W, 5&2W FAW536W. 537W Wedge 323A, 321A 343R.344R FAW536C, 537C 4260R, 4261R FA(W)617C FA703C RAS512W, RAD 52 9W Cam 4239, 4240 4167A.4168A 55LA,552A L155W Wedge 568R, 569R R170W RAD529C RAS512C 568R.569R * 4231R, 4232R * 4231R,4232R RAS512C, RAD529C 4171A,4172A RAD530C Cam RAD608C, 707C, 708C * 4233R, 4234R * 4169A,4170A R170C L155C SW56, 57W SW56, 57W Wedge * 4247R,4248R 4241R.4242R 55LA,552A 568R. 569R SW56C, 57C 4216 SW56C, 57C SW561C 4224R 4228R SW571, 573C SW571, 573C Cam 4217 *4227R SW5711, 5731C *4228R Size Lining Kit No. 15 x 4 TTO2SMH1B7 15x5 202SMH191 16 1/2 x 5 262SMM207 16 1/2 x 5 202SMH207 16 1/2 x 5 202SMH207 15 x 7 2U2v>MHl39 15 x 7 202SMH159 15x7 202SMH159 16 1/2 x 7 "202J3MH204-P2 16 1/2 x 7 202SMH204-P2 16 1/2 x 7 202SMM204 16 1/2 x 7 202SMH204-P2 16 1/2 x 7 202SMH204-P2 16 1/2 x 7 202SMH204-P2 16 1/2 x 7 202SMH204 15 x 7 202SMH159 15 x 7 202SMH159 16 1/2 x 7 2O2SMM204 16 1/2 x 7 202SMH204 16 1/2 x 7 202SMH220 16 1/2 x 7 202SMH204 16 1/2 x 7 202SMH210 16 1/2 x 7 202SMH220-P2 Fasteners i 1 * These assemblies use combination brake linings. Assemble as shown in Figure 1. Combination linings have been effective in many instances in eliminating noise and complaints of short lining life. (1) Bolt 8235-15X882, Nut 20 AX1, Lockwasher 36AX1. Install per Bulletin Q72 under BRAKES. (2) Rivet 341SZ158 (3) Rivet 341SZ151 (D Rivet 341SZ110-P2 Page 3 Q562 (Continued Page 4) APRIL 7, 1980 DRUM BRAKE LINING MACK WESTERN CHASSIS BRAKE AXLE OR BOGIE TYPE PAw53ei, 537d Cam BRAKE ASSEMBLY NO. 1QDA 49333/334R-P5 (R) 49333/334R-P6 (W) SIZE 16 1/2 x 5 LINING FAST KIT NO. ENERS 202SMM207 75 FAW536W, 537W Wedge 49319/320R-P1* 49319/320R-P2** 49319/320R-P3*** (14 x 12") (12 x 12") 15 x 5 202SMH159 (14 x 9") CD FAW536/537W FF-9311 Wedge Wedge 49355/356R 49345/346R(R) 15 x 4 15 x 4 202SMM225 202SMM225 FF-9311 FF-9311 FF-931-C FF-931-W Wedge Wedge Cam Wedge 49357/358R(W) 49345/346R -P2(RW) 49335/336R-P3 49337/338R-P1* 49337/338R-P2** 49337/338R-P3*** 15x4 202SMM225 15 x 4 202SMM225 <Z> 16 1/2 x 5 202SMM225 (D (14 x 12") (12 x 12") 15 x 5 202SMH191 (14 x 9") CD FL931W RAD-529-C R-170-C Wedge Cam Cam 39323/324R-P1 4231/4232R 49317/318R-P13+ 49317/318R-P15++ 15 x 6 16 1/2 x 7 16 1/2 x 7 202SM139-P2 202SMH204 202SMH204 R-170-W Wedge 49319-320R-P9 49319/320R-P12 <12? 15x7 (10) 15x7 202SMH159 SWS56/57/76C SWS56/57/76W SWS71/573C Cam Wedge Cam 49317/318R-P11 49319/320R-P10 49317/318R-P12 16 1/2 x 7 (12) 15 x 7 16 1/2 x 7 202SMH204 202SMH159 202SMH210# SL,SQ(C) Cam 49317/318R-P17FWD+ 49317/318R-P18RR+ 49317/318R-P19FWD++ 49317/318R -P20RR++ 16 1/2 x 7 202SMH204 SL,SQ(W) SSHD(C) Wedge Cam 49319/320R-P11 49317/318R-P13FWD+ 49317/318R -P14RR+ 15 x 7 16 1/2 x 7 202SMH159 202SMH204 SSHD(C) Cam 49317/318R-P15FWD++ 16 1/2 x 7 49317/318R-P16RR++ 202SMH204 * 4x2 Tractors Over 120 W/B ** 4x2 Trucks & Tractors 120 W/B & Under *** All 6x4 (D Rivet 341SZ158 (2) Rivet 8235-RV3108 + Standard Suspension ++ Neway Suspension # CombinationLining Page 4 Q562 (Continued Page 5) APRIL 7, 1980 II. Front Brake Ratio Valve An improved ratio valve20QE3166R that provides more reliable cold weather per formance is available. The non-current valve may malfunction due to cold weather freeze-up. Some modifications are required to install the new valve as a service replacement for old. Instructions are provided herein. A ratio valve can be installed on chassis not originally equipped with one for im proved brake performance. A ratio valve delays air pressure to the front brakes until pressure at rear brakes exceeds 10 psl. Above 10 psi and up to approximately 75 psi the valve maintains a pressure differential between front and rear brakes with the front brakes operating at the lower pressure. The pressure differential becomes progressively less as braking pressure approaches 75 psi and above 75 psi front and rear brake application pressure is equal. Procedure for installing a ratio valve on vehicles not so equipped is also provided. CAUTION It is illegal to install or use a manual front wheel limiting valve on a vehicle equipped with MVSS 121 brake system. Parts involved are shown in following list. Actual requirements will depend on vehicle model, existing brake equipment and whether previosuly equipped with a ratio valve. Qty. 1 l 1 ** 2 2 3 2 2 2 2 2 2 2 2 2 2 Part Number Z(X4E3166R 26QB2305 *29QE2218 101AX126R 63AX51085R 63AX163 63AX51093R 1AX19 1AX114 LAX36 1AX400 1AX33 20AX2 20AX3 36AX3 36AX22 37AX68 Description katio V^alve Bracket, Ratio Valve Mounting (R, RD,DM,U) Bracket, Ratio Valve Mounting (F) Tube, Plastic, 1/2"O.D. Connector (F Model) Connector (F Model) Elbow(R,U,DM) Bolt, Valve Mntg., 5/16-24 x 7/8 Bolt, Valve Mntg., 5/16-24 x 1 Bolt, Brkt. Mntg., 5/16-24 x 1 1/4 Bolt, Brkt. Mntg., 5/16-24 x 1 1/2 Bolt, Brkt. Mntg., 3/8-24 x 7/8 Nut, 5/16-24 Nut, 3/8-24 Lockwasher, 3/8 I.D. Lockwasher, 5/16 I.D. Flat Washer, 11/32 I.D. * Not required if originally equipped with ratio valve. **As required. NOTE On Mack Western chassis, reuse existing brackets by elongating mounting holes as required. Procedure 1. Vehicles not originally equipped with ratio valve (no anti-wheel lock). a. Install ratio valve bracket on chassis. Use quick release valve mounting holes for R, U (Figure 2) and RD, DM (Figure 3). Use alcohol evaporator mounting holes for F models (Figure 4). Mount ratio valve on bracket (except MB). A separate bracket is not re quired for the MB. b. On MB models the ratio valve is installed on outboard side of ac cessory mounting plate. This plate is located adjacent to and out board of the right-hand tilt bracket. Install valve with inlet port facing up. Page 5 Q562 (Continued Page 6) APRIL 7, 1980 c. Pipe the ratio valve as shown in Figures 2, 3 or 4. (MB not shown; pipe as shown in Figure 4 for F models). Basically this involves connecting the line from brake application valve, that originally went to the quick release valve, to the supply (input) port of the ra tio valve. The ratio valve's output port is then connected to the quick release valve. In effect , the ratio valve is inserted into the application valve-to-quick release valve line. 2. Vehicles equipped with ratio valve 20QE3109R or 20QE2148R can be changed over to new valve 20QE3166R as follows: a. Disconnect two air lines from old valve and unbolt valve from mounting bracket. b. Install new valve on bracket with inlet port facing up. Use existing fasteners. c. Replace fittings on ratio valve hoses to match changed thread size if original valve is 20QE3109R d. Pipe system as shown in Figures 2,3 or 4 except that the line shown going to quick release valve is connected to signal port of the anti-wheel lock controller/valve assembly. A separate quick release valve is not used with anti-wheel lock systems. 1. RATIO VALVE 20QE3166R 2. CROSSMEMBER 3. BOLT 1 AX 38. NUT 20AX 2 LOCKWASHER 36AX 22. FLATWASHER 37AX 88 4. ELBOW S3AX S1093P S. AIR LINE - QUICK RELEASE VALVE 10 RATIO VALVE 8. QUICK RELEASE VALVE (REFERENCE) 7. BRACKET 26QB 2305 8. BOLT 1 AX 114. NUT 20AX 2. LOCKWASHER 36AX 22 9. AIR LINE RATIO VALVE TO BRAKE APPLICATION VALVE FIGURE 2 R AND U MODELS Page 6 Q562 (Continued Page 7) APRIL 7, 1980 3. CR0SSMEM8ER 4. ELBOW 63AX S1093R 5. OUICK RELEASE VALVE (REFERENCE) t. BOUT 1AX 114. NUT 20AX 2, LOCKWASHER MAX 22 8. AIR LINE - RATIO VALVE TO BRAKE APPLICATION VALVE FIGURE 3 RO AND DM MODELS 1. AIR LINE - RATIO VALVE TO BRAKE APPLICATION VALVE 2. BOLT 1 AX 33. NUT 20AX 3. LOCKWASHER 36AX 3 3. CONNECTOR 63AX S1085R. CONNECTOR 63AX 163. ELBOW 63AX 343 (EXISTING) 4. BRACKET 290E 2218 5. BOLT 1 AX 19. NUT 20AX 2. LOCKWASHER 36AX 22 6. AIR LINE OUICK RELEASE TO RATIO VALVE 7. QUICK RELEASE VALVE FIGURE 4 F MODELS Page 7 Q562 (Continued Page 8) APRIL 7, 1980 2. INTENSIFIER ). FRONT BRAKE CONTROLLER . AIR LINE - CONTROLLER TO BRAKE APPLICATION VALVE S. FRONT BRAKE CYLINDER. L.H. t. RATIO VALVE REMOVE 7. METERING VALVE 200E 21S1R FIGURE 5 R. U AND OM MOOELS 2. Installing low ratio intensifies 2. FRONT BRAKE CONTROLLER ]. RATIO VALVE REMOVE . AIR LINE - CONTROLLER TO BRAKE APPLICATION VALVE S. METERING VALVE . FRONT BRAKE CYLINOER. R.H. 7. FRONT BRAKE CYLINOER. L.H. FIGURE 6 MB MOOELS a. The 17:01 intensifier is directly interchangeable with the 23:1 unit. Parts required New part 8<4E429R(17:1) DescriDtion Brake Intensifier ReDlaces 8QE430R(23:1) 3. Installing automatic slack adjusters on SW56, 57, 571, 573 and 76 series bogies. a. Remove existing slack adjusters. b. Install new slack adjuster on brake camshaft. Be sure arrow on adjuster points in direction unit rotates for a brake application. See Figure 7. c. Install slack adjuster retainer bracket on brake assembly using existing spider mounting bolts as shown in Figure 8. Do not tighten the bolts. Align clevis pin hole in slack adjuster with push rod clevis by turning worm ad justing nut clockwise and install clevis pin. FIGURE 7 FIGURE 8 d. Move slack adjuster control arm in direction shown in Figure 8 to be sure it is in contact with the internal stop. Proper operation depends on control arm being correctly positioned against stop. e. Install control arm setscrew as shown in Figure 8 and tighten retainer brack et screws. Be sure control arm does not move when retainer screws are tightened. Page 9 Q562 (Continued Page 10) APRIL 7, 1980 Parts required: Qty. * ** * ** * Part Number 4891-09726602 4891-09906101 4891-09829401 4891-0929501 Description Kit, Boot and Seal Kit, Shoe and Lining Piston Lining Holddown Kit * Services one caliper ** Service two calipers *** As required IV. Relocating Front Brake Controller Early production R, RD, DM and U models with MVSS121 brake systems had the antiwheel lock controller mounted on the engine front support crossmember. Current pro duction vehicles have the controller mounted on a frame crossmember. The controller was relocated to improve engine accessibility; line routing and brake operation. Chassis Qty. AR AR All w/ 1 Eaton 1 Controller 2 & Channel 1 Type cross- 2 member 5 5 2 3 with Eaton Controller & I-beam Crossmember AR 1 2 3 5 2 3 3 with Goodrich Controller 3 3 3 3 Part Number Description 101AX126RF50 101AX127RF50 26QB2241 26QB2305 1AX63 1AX6 1AX114 20AX2 36AX22 37AX68 35AX1027 Hose (1/2 O. D.) Hose (5/8 O. D.) Controller Mounting Bracket Ratio Valve Mounting Bracket Bolt, 5/16-24X2 Bolt, 5/16-24X1-3/4 Bolt, 5/16-24 x 1 Nut Lockwasher Flatwasher External Tooth Lockwasher 26QB2239 1AX60 1AX6 20AX5 36AX5 36AX22 35AX1027 Hose Controller Mounting Bracket Bolt, 1/2-20x1-1/2 Bolt, 5/16-24x2 Nut Lockwasher Lockwasher External Tooth Lockwasher 1AX13 20AX3 36AX3 35AX916 Bolt, 3/8-24 x 1-1/2 Nut Lockwasher External Tooth Lockwasher Eaton Controller - Mount on the frame crossmember located immediately behind cab. Locate approximately as shown in Figure 10. Be sure controller clears frame, cross member and any adjacent chassis equipment before drilling mounting holes. Shift con troller as necessary to provide adequate clearance. Note that two mounting arrange ments are used, depending on type of crossmember. See Figures 10 and 11. Page 11 Q562 (Continued Page 12) APRIL 7, 1980 Goodrich Controller - Mount on inside of left hand frame rail, close to the cab crossmember as shown in Figure 12. Air and electrical lines routed along the frame rail may have to be raised or lowered in this area to clear the controller. 36AX 3. *35AX 916 A*D FRAME FIGURE 12 MOUNTING GOOORICH CONTROLLER Repipe the relocated components as shown in Figure 13. Use same size air lines as original installation and be sure to use non-restrictive fittings. If possible, re use original fittings. Do not splice air lines. Use a complete new hose if a longer line is required. l Cw<51/Tn-T" pot--------------------------------------------- -f -V 1r/sAfv1_ ........ ; 1. FRONT BRAKE CHAMBER 2. SECONOARY AIR RESERVOIR 3. CONTROLLER 4. RATIO VALVE 5. BRAKE VALVE S- SUPPLY 0- DELIVERY A - APPLICATION / 7^ --- FIGURE 13 PIPING CONTROLLER AND RATIO VALVE V. Relocating Intensifier Reservoir The brake intensifier is a combination air chamber and hydraulic master cylinder. It utilizes brake system air pressure to develop hydraulic pressure in the master cylinder. Hydraulic pressure is used to operate the disc brakes. A reservoir is required to contain a reserve supply of brake fluid. On early pro duction R, RD and DM models the reservoir was mounted on the cab support crossmember. It has since been relocated to engines side of dash panel to eliminate pos sible interference with body components. The reservoir can be relocated per fol lowing procedure. Note that parts required vary with chassis model. Page 13 Q562 (Continued Page 14) APRIL 7, 1980 FIGURE IS BRAKE RESERVOIR MOUNTING ARRANGEMENT R AND RO SERIES WITH FIBERGLASS HOOD AND STANDARD CAB MOUNTING OASH PANEL RESERVOIR USE EXISTING HARDWARE L H. HOOD REST BRACKET BRACKET 240E 319S I AX 32. 20AX 1. 3SAX 1. 37AX 471 ELBOW S3AX 372 CLAMP S3AX 629 SCREW 239AX 331 HOSE 420EA 40400-PI 20 INTENSIFIER 1. ADO (2) 0.291 DIA HOLES ATTACH WITH BOLT 4AX 22. LOCKWASHER 36AX 1 2. RESERVOIR 3. OASH PANEL 4. ORILL (2) 0.281 DIA HOLES IN 24MF 32 USING 240E 2397 AS TEMPLATE ATTACH WITH 1 AX 445. 20AX 1 36AX 1. 37AX 471 5. ELBOW 63AX 372 6. CLAMP S3AX 629. SCREW 239AX 331 7. HOSE 420EA 40400-PI 20 3. 1 AX 32. 20AX 1. 36AX 1 37AX 471 9. BRACE 24MF 32 10. BRACKET 240E 2397 FIGURE 16 BRAKE RESERVOIR MOUNTING ARRANGEMENT. R AND RD SERIES WITH FIBERGLASS HOOD APRIL 7, 1980 VI. Low Ratio Intensifier The intensifier used to generate hydraulic pressure for disc type front brakes is available in two ratios, 17:1 and 23:1. The ratio indicates hydraulic pressure in relation to air pressure. For example, at an application pressure of 100 psi in the air brake system, 1700 psi will be developed in the hydraulic system with the 17:1 intensifier, or 2300 psi with the 23:1 intensifier. If an operator has a vehicle equipped with the 23:1 unit and desire to reduce front wheel braking force, the 17:1 ratio intensifier can generally be installed. This modification is permissible on highway vehicles equipped with a bogie rated at 55,000 pound or less. Part number of the 17:1 intensifier is 8QE429R; part num ber of 23:1 intensifier is 8QE430R. END Page 17 Q562 ERVICE BULLETIN MAY 2, 1980 No. Q568 under brakes FOR BRANCHES AND DISTRIBUTORS ONLY. y . CHASSIS AFFECTED ALLENTOWNST HAYWARDS?DAKVILLEE^ BRAKE ADJUSTMENT PROCEDPRE (All with B.F. Goodrich Air Disc Brake) PPRPOSE brakes. To provide the field with alternate methods for adjusting these RECOMMENDATION Inform users of subject brake that alternate adjustment procedures are available. INFORMATION Attached to this bulletin is a copy of B.F. Goodrich Service Bulletin HDB-3 which explains two alternate methods of adjusting the full air disc brake. These methods do not require any special tools or gages. The preferred method of adjustment, as given in B.F. Goodrich Maintenance and Overhaul Manual 0H275, requires use of adjustment gage ESD-78-HB-1. Correct brake adjustment is necessary for best performance and life. Inadequate lining clearance can cause overheating, leading to reduced lining and disc life. Excessive clearance will necessitate more frequent adjustment. c.rvira Onamtions. Allentown. Pa.. U.S.A. CIRCULATION S.rvlc. Managar Shop Foraman Night Foraman Night Foraman Inapactor Laadman Inapactor Laadman Inapactor Laadman Unit Ovarhaul Room Shop OHIca B1 SERVICE 12103 DECEMBER 18. 1975 BULLETIN No. underqioii brakes :OR BRANCHES AMO DISTRIBUTORS ONLY. J CHASSIS AFFECTED ALLENTOWNH HAYWARD OAKVILLE MANDATORY SAFETY CAMPAIGN REF: SC067 BRAKE TREADLE VALVE PIPING (R. RD. RM. U. DM. DMM. F and MB with MVSS121 Dual Brake System) PURPOSE To advise of possibility that some chassis may have the primary and secondary supply line connections reversed at the brake treadle valve or air junction block. In the event of air loss in either primary or secondary system the service brakes would not function on these chassis. RECOMMENDATION Inspect all affected chassis as outlined in bulletin and correct treadle valve piping if required. Complete the campaign as quicklv as possible to assure safe operation of these vehicles and comply with Federal safety regulations. INFORMATION Reversed supply piping at the treadle valve will not affect braking if both primary and secondary reservoirs are charged: however it will render both primary and secondary service brake systems inoperative if air pressure is lost in either supply system. Should this occur, the spring brakes must be applied manually to stop the vehicle. Approximately 1200 vehicles built between September 2. 1974 and March 31. 1975 may have this condition. Branches and distributors will be supplied with a list of affected chassis that will include known owners names. Procedure: 1. Drain the secondary reservoir. Disconnect control line at steering axle brake controller. Make a treadle valve application and check for air at the disconnected line. If air is discharged, the treadle valve is piped wrong. NOTE The secondary reservoir can be identified by following features. (a) On most combination reservoirs, there is plate show ing which is primary and secondary section. (b) On combination reservoirs without identification plates, locate secondary section as follows. Start at steering axle brake controller and trace the 5 8 inch supply line to the secondary reservoir. (c) If separate reservoirs are used the secondary is the smaller one: however do not confuse it with supply (wet) tank. CIRCULATION Service Manager Shop Foreman Night Foreman Night Foreman Inspector Leadman Inspector Leadman Inspector Leadman Unit Over haul Room Shop Office (Continued Over) Service Operations. Allentown. Pa., U.S. A. Mack~ v s n mi ounmm SERVICE BULLETIN JANUARY 12. 19761\0. QlOlO Ullder BRAKES for branches ano distributors only. (Supersedes Bulletin dated DECEMBER 17, 1975) / CHASSIS AFFECTED ALLENTOWNH^ HAYWARDQ OAKVILLE MANDATORY SAFETY CAMPAIGN REF: SC066 BRAKE ANTI-WHEEL LOCK WIRING (R, RD. U and DM with MVSS121 Anti-Lock System) PURPOSE To advise of the requirement for inspection and possible correction of front axle brake controller wiring connections. If the controller is connected incorrectly, the front brakes could lock during a panic stop. RECOMMENDATION Check front axle brake controller connections on all affected chassis and correct as required. Complete the campaign as soon as possible to insure safe oper ation of these vehicles and compliance with Federal safety requlations. INFORMATION On some vehicles, the wires from cab power/warning harness to front axle controller were connected to one of the controller wheel sensor leads instead of the controller power/'warning leads. When connected in this manner, the controller is not powered, resulting in loss of anti-wheel lock capability on the front brakes and failure of the warning light to indicate this malfunction. Under this condition, the front brakes operate in the fail-safe mode, but without anti lock control and therefore could lock during a panic stop. Approximately 3400 chassis built from September 1974 through July 17, 1975 could have this condition. A list of these vehicles will be supplied to all affected branches and distributors. Procedure: Check wiring color coding at the harness connections at front axle con CIRCULATION troller. If they are as shown in Figure 1. no further inspection or cor Service rection is required. Manaser Shop HARNESS FROM WARNING UNIT IN CAS Foreman Night Foreman Night Foreman Inspector Leadm an Inspector Leadman Inspector Leadman Unit Over haul Room M IN It D IN U l HARNESS CONNECTIONS AT BRAKE CONTROLLER CORRECT f Continued Over! Service Operations. Allentown. Pa.. U.S.A, Shop Office Mack BULLETIN FEBRUARY 16. 1976 \0 Q1012 under brakes fob BRANCHES AND DISTRIBUTORS ONLY CHASSIS AFFECTED ALLENTOWN0 HAYWARD OAKVILLE C MANDATORY SAFETY CAMPAIGN REF: SC058 TRACTOR TRAILER PARK VALVE PIPING (F Models with MVSS121 Brake System) PUR POSE To inform the field of possibility that some park valves were piped incorrect lv. causing an automatic spring brake application in the event of air loss in primary system. When this occurs it is necessary to release the spring brakes manually. RECOMMENDATION Complete the campaign as quickly as possible to insure safe oper ation of these vehicles and compliance with Federal safety regulations. INFORMATION On current F model chassis there are two brake svstem air manifolds located inside the console, above the engine compartment. The forward manifold has a line connected to the double check valve lo cated on right hand frame rail near the air reservoir (see Figure 1) and the fear manifold has a line connected to the treadle valve. On some chassis, these lines were interchanged at the manifolds, resulting in the primary air system becoming the sole source of air to the park valve. When piped this way. loss of primary air will cause automatic application of the spring brakes and. because there is no secondary air available. :he brakes must be released manually. Total of 596 chassis, built between September 2. 1974 and July 30. 1975 may have this condition. A list of these chassis will be supplied to all affected branches and distributors. Procedure: To check for subject condition, proceed as follows: 1. Chock wheels so truck will not roll, then release parking brake. 2. With both primary and secondary reservoirs fully charged, drain primary reservoir. 3. While primary tank is draining, observe rear brakes and note whether or not spring brakes apply. a. If spring brakes do not apply, after primary reservoir is fully drained, system is piped correctly and no further inspection or correction is necessary. b. If spring brakes apply, system is piped incorrectly and must be corrected according to instructions in following steps. NOTE The primary reservoir can be recognized by the following features: a. Identification plate stating "PRIMARY" if combination tank. b. If plate is missing, determine which end of tank is connected to the rear axle brake controller(s). This will be the pri mary reservoir. c. If vehicle has two reservoirs, the primary reservoir is the larger of the two. circuit: Service Man ace r Shop Foreman Night Foreman N ignt Foreman Lnscector Lea dm.am Inspector Lea dm an Inspector Lea dm an Unit Over haul Room Shop Office (Continued Over) Service Operations. Allentown. Pa.. U.S. A. Mack RYIC BULLETIN APRIL 9, 1976 \o. Q1013 under brakes :0R BRANCHES AND DISTRIBUTORS ONl_v CHASSIS AFFECTED ALLENTOWNG HAYWARD Ef OAKVILLE i_j MANDATORY SAFETY CAMPAIGN SC072 FRONT WHEEL SPEED SENSOR ROTOR (Mack Western Models RL.RS.WL and WS with Anti-wheei Lock System) PURPOSE To notify the field that the front wheel rotors must be replaced on certain of these vehicles. Some rotors have been damaged by internal interference, thereby causing malfunction or failure of the front axle anti-wheel lock system. RECOMMENDATION Replace front wheel rotors on all chassis involved and replace pickups as required. Complete the campaign as quickly as possible to insure safe operation of these vehicles. Parts will be available approximately April 26. 1976. IN FORMATIQN Vehicles subject to this condition are those equipped with Rockwell International FF-931 and FL-931W front axles having aluminum hubs for 10 hole disc type wheels and Eaton anti-wheel lock system. Wheel speed rotors used on these chassis may be incorrect. The incorrect rotors extend out too far from the brake drum and create a potential interference condition with the sensor pickup. Damage to these parts will occur if the pickup lacks adequate adjustment range to compensate for the oversize rotor. If interference occurs, malfunctions ranging from a temporary dis abling to a complete failure of the front axle anti-lock may result, depending on degree of interference. Failure of both sensors will result in loss of anti-wheel lock capability but the warning light will not be activated. Approximately 350 vehicles built between March 13. 1975 and Dec ember 11. 1975 are involved in this campaign. A list of these vehicles will be supplied to all affected branches and distributors. Parts CIRCULATION Service Manager shop Foreman In1 ignc Foreman N'ignt Foreman inspector Leadman Inspector Leadman Inspector Leadman Unit Over haul Room Two front wheel rotors are required for each vehicle campaigned. In addition, if a pickup is damaged it must be replaced also. Order parts on an emergency requisition. Include only parts required for the campaign on this requisition.* Shop Office Parts required: Qty. 2 * * Part Number Description 12MN39302A-P1 Wheel Speed Sensor Rotor 8MNA41-P15 Wheel Speed Sensor and Brkt. Ass'y. (FF-931) 8MNA39301 -PI Wheel Speed Sensor and Brkt. Ass'y. (FL-931W) r ilN U D IN U 5>A * Order only if original parts are damaged. (Continued Over) Service Operations. Allentown. PA.. t'.S.A. Mack No. Q1013 under BRAKES (Sheet =2) 3. Loosen screw packs and slide pickup to it's maximum outboard position on mounting bracket. Retighten screw packs 40 to 45 in. lbs. This applies to both new and used assemblies and is necessary to assure that the correct operating clearance will be established with the new rotor. 4. Connect pickup leads (if new pickup was installed) and install wheel and drum assembly. NOTE Rotor-to-pickup operating clearance is established auto matically when the wheel is installed. Avoid "rocking" the wheel as it approaches the installed position as this can push the pickup too far inboard and adversely affect the sensor signal. Use the bearing adjusting nut to draw the wheel into position. Reimbursement All expenses incurred in this campaign are to be recovered through RWR procedures as instructed in Service Bulletin AJ1000 under POLICY. The usual $25. 00 minimum for claims is waived and an RWR must be submit ted for each chassis campaigned. Include following information on the RWR form. Under Enter Description of failure - - - - Service Bulletin Q1013 under BRAKES Failed Part Number-------------SC072 Part Name--------------------------- Rotor Maximum labor allowance is 1. 5 hours per chassis. Removed parts - Hold removed parts, pending instructions for return. JULY 28, 1976 JllllF BRAKES rOR BRANCHES AND DISTRIBUTORS ONl_Y CHASSIS AFFECTED ALLENTOWN HAYWARD 3^OAKVILLE 3 MANDATORY SAFETY CAMPAIGN REF: 5C076 FRONT BRAKE CHAMBER RELOCATION (WL and WS with FAW536C, 537C Front Axles and Cam Brakes) PURPOSE To notify the field that the brake chamber mounting arrangement on subject chassis equipped with FAW536C and 537C must be cnanged to eliminate possible interference between brake chamoer and cab tilt cylinder. This interierence could cause chamber damage with potential reduction in braking ability. RECOMMENDATION Relocate brake chambers on all affected chassis as instructed herein. Complete the campaign as quickly as possible to insure safe operation of these vehicles. PH N U D IN U S A INFORMATION The brake chamber/tilt cylinder interference occurs under extreme front axle articulation. To provide greater clearance at this point, the brake chambers must be repositioned to the rear oy use of a new mounting bracket. Gee Figure 1. Approximately 400 vehicles built becween December 16, 1974 and September 9. 1975 may have this condition. A list of these vehicles is provided :n this bulletin and will also oe included in the campaign package supplied to ail affected Brancnes aac Distributors. Parts Order parts on an emergency requisition from the parts distribution center normally serving your location. Include only parts required for the campaign. State on the requisition that the parts are for a mandatory safety campaign per Service Bulletin Q1014 under BRAKES. Quantity Part Number 1 8235-F33299 -R1552 1 8235-F33299-S1553 2 8MY130 2 73RU22022 Description j ! Brake Chamber Brkt. and Bush. Assy., L.H.] ! Brake Chamber Brkt. and Busn. Assy., R.H.| j Brake Chamber Eoot 1 Boot Retainer Plate 1 j 1 1 CIRCULATION Service Manager Shop Foreman tiignc Foreman Night Foreman Inspector Leadman Inspector Leadman Inspector Leadman Unit Over haul Room 1 ! i 1 l 1 ! I 1 i Shoo Office (Continued Over) Service Operations. Allentown, ?a., U.S.A. Mack~ No. Q1014 under BRAKES (Sheet #2) 8. Install brake chamber on bracket. 9. Loosen brake chamber clamp and rotate cover until side port is at twelve o'clock (top) position, then tighten clamp. See Figure 1. 10. Install the elbow in side port of the brake chamber and plug the center port. Position elbow so it points towards front of chassis. See Figure 1. 11. Reinstall brake chamber air hoses. Existing hoses can be reused if at least 18" long after positioning elbow port per Step 10. 12. Adjust slack adjusters. Reimbursement All expenses incurred in this campaign are to be recovered through RWR procedures as instructed in Service Bulletin AJ1000 under POLICY. The usual $25.00 minimum for claims is waived and an RWR must be submitted for each vehicle campaigned. Show the following information on the RWR form. Under Enter Description of Failure-------------Service Bulletin Q1014 under BRAKES Failed Part Number----------------SC076 Part Name------------------------------ Brake Chamber Maximum labor allowance -- 2.5 hours per chassis Removed parts -- Hold until advised of disposition. (Continued Over) BULLETIN APRIL 13, 1978 No. Q1015 under brakes for branches and distributors only. (Supersedes Bulletin dated AUGUST 18, 1977) CHASSIS AFFECTED ALLENTOWND HAYWARDizf OAKVILLE MANDATORY SAFETY CAMPAIGN REF: SCO84 FRONT BRAKE ASSEMBLY (Mack Western Models WL and WS With Rockwell International FF931C Front Axle and "P" Series Cam Brakes) PURPOSE To request the inspection and possible modification or replacement of subject brake assemblies to overcome failure of the brake spider. Failure of a spider results in brake pull to the direction opposite the broken spider or wheel lock-up on the wheel with the broken spider, resulting in impaired vehicle control. INFORMATION AND RECOMMENDATION It has been determined that Rockwell "P" cam brake assemblies, when assembled with brake cam rotation opposite wheel ro tation (rotation being defined when the chassis is going forward),are subject to a "chatter" condition that could lead to failure of the brake spider. On vehicles with manual steering the brake assemblies must be checked and if found to have camshaft in opposite rotation they must be removed and reassembled so cam and wheel rota tion is same, after Magnafluxing the spiders for cracks. On vehicles with power steering, an interference condition exists such that the pre sent "P" cam brake assembly cannot be used with the brake assembled for cam rota tion same as wheel. On these chassis it will be necessary to install alternate assem blies, either the Rockwell 'T" series cam brake or Rockwell wedge brake. The brake to be used depends on chassis application as described later in this bulletin. CIRCULATION Service Approximately 570 vehicles built between January 6, 1975 and December 10, 1976 are Manaeer involved. A list of these vehicles will be sent to the affected branches and distributor: Shop Procedure Foreman Night There are three chassis configurations involved and the corrective action varies for each. The differences are in steering type, i.e. manual or power, and rear axle configuration and are as follows; Foreman Night Foreman Inspector NOTE Lea dman Inspector The following instructions must be strictly adhered to to assure complicance with current requirements of Federal Motor Vehicle Safety Standard 121. If not followed, you could be subject to fine. Lea dm an Inspector Leadman Unit Over All with manual steering (Refer to item 1). haul Room Tandem tractors with power steering (Refer to item 2). Single axle tractors and truck-trailers with power steering (Refer to item 3). i (Continued Over) Service Operations, Allentown, Pa.. U.S.A. Shop Office Mack APRIL 13, 1978 No. 01015 under BRAKES (Sheet 2) c. Transfer spiders, camshafts and brake chambers to the side opposite the one they were originally installed on. Be sure cam and chamber are oriented as shown in Figure 3. Complete the assembly using a new inner wheel seal. Torque brake assembly mounting bolts 268 to 296 lb. ft. Torque spoke wheel clamp stud nuts 122 to 135 lb. ft. Torque disc wheel stud nuts 450 to 500 lb. ft. NOTE Do not transfer brake drums and shoes. These parts must remain on same side as originally installed and shoes must also be installed in same position, (i.e. primary & secondary). 2. BRAKE ASSEMBLY. 1S>1/2 X 5 CAM (L.H. SHOWN) 3. BRAKE CAMSHAFT FIGURE 3 d. After installing the wheel assembly and adjusting the wheel bearing, check for correct operation of anti-wheel lock system as follows. Spin wheel at approximately five mph. (40 rom) and check voltage at sensor lead; it should be 0.3 to 0.5 volt AC. If less, readjust sensor to rotor clearance. e. Burnish brake linings using following procedure. Brake vehicle from 40 mph to 20 mph. a minimum of 20 times. Allow one half mile between brake applications to prevent overheating the brakes. Readjust brakes when burnishing operation is com pleted. (Continued Over) APRIL 13, 1973 N'o. w iu 15 unaer BRAKES (Sheet 3) c. Install quick release valve 20QE291 on encine front support in same location from which the front wheei controller vas removed. Mount on bracket shown in parts list using existing fasteners for the bracket new fasteners for the valve. This valve is required to perform tne quick release iunction formerly provided by the front axle controller. Pipe the valve as shown in Figure- 6. Remove iine originally used to connect con troller supply port to secondary reservoir and plus tank opening. This line is not required. 2. BRAKE CHAMBERS 3. EXISTING RATIO VALVE FIGURE 6 d. Install a jumper between the front axle terminal and W2 terminal of the failure warning unit located in cab. This step is necessary with removal of the front axle controller, to prevent a false failure indication. See Figure 7. 3. BOGIE REAR AXLE S. BOGIE REAR AXLE FIGURE 7 (Continued Over) APRIL 13, 1978 No. Q1015 under BRAKES (Supersedes Sheet dated AUGUST 18, 1977)(Sheet 4) List B - Parts required for tandem tractors equipped with disc wheels and power steering Part Number Description i 1QDA49357R i 1QDA49358R 2 17QJ39337 1 5QJA39344 1 5QJA39345 10 9872-84527 10 9872-84528 1 5QJA39340 1 5QJA39341 2 7843-3434095 2 121SR19 14 3AX1809 2 34 IS R 52 1 - 20QE291 1 29QE39304-P2 1 29QE39304-P1 2 1AX13 4 37AX38 2 21AX783 2 8235-A22-3275- G-501 Quantity Part Number 1 1QDA4935^R 1 1QDA49358R 2 17QJ39336 14 3AX1809 2 34 IS R 52 1 20QE291 1 29QE39304-P2 1 29QE39304-P1 2 LAX 13 4 37AX38 2 21AX783 2 8235-A22-3275- G-501 Brake Assembly, R.H. (15 x 4 cam) Brake Assembly, L.H. (15 x 4 cam) Brake Drum Hub Assembly, R. H. Hub Assembly, L. H. Wheel Stud, R. H. Wheel Stud, L.H. Drum & Hub Assembly, R.H. Drum & Hub Assembly, L.H. Hub Cap Hub Cap Gasket Bolt, Brake Mounting, 5/8-18 x 2 Seal, Wheel Inner Quick Release Valve Quick Release Valve Bracket (exceptwith Cummins) Quick Release Valve Bracket (with Cummins) Bolt, Quick Release Valve Mntg. Washer, Quick Release Valve Mntg. Lock Nut, Quick Release Valve Mntg. Slack Adiuster steering Description Brake Assembly, R.H. (15 x 4 cam) Brake Assembly, L.H. (15 x 4 cam) Brake Drum Bolt, Brake Mounting, 5/8-18 x 2 Seal, Wheel Inner Quick Release Valve Quick Release Valve Bracket (excep w/fcummins) Quick Release Valve Bracket (with Cummins) Boit, Quick Release Valve Mntg. Washer, Quick Release Valve Mntg. Lock Nut, Quick Release Valve Mntg. Slack Adjuster Quantity Part Number 1QDA49353R-P1 i 1QDA49354R-P3 2 17QJ39310 2 341SR52 2 63AX69 * 144SX22FT25 2 92RU19317-P3 2 92RU19313 -P4 Description Brake Assembly, R.H. (15 x 5 Wedge) Brake Assembly, L.H. (15 x 5 Wedge) Brake Drum Seal, Wheel Inner Tee Fitting Hose Hose Fitting Hose Fitting * 50 inches required per vehicle (Continued Over) BULLETIN JULY 20, 1978 \o. Q1017 under brakes FOR BRANCHES ANO DISTRIBUTORS ONLY. CHASSIS AFFECTED ALLENTOWNO HAYWARDEf OAKVILLE" M lN U D IN U SA MANDATORY SAFETY CAMPAIGN REF: SC099 AIR DRYER PIPING (Mack Western Models RL,RS,WLand WS With Anchorlok Air Dryer) PURPOSE To notify the field of need to revise the air dryer piping on subject models to prevent possibility of moisture freezing in the relief valve or air compressor governor control line. Should this condition occur, air system damage may result that will cause automatic aoplication of the sprin brakes and possible loss of vehicle control. INFORMATION AND RECOMMENDATION The original piping for Anchorlok air dryers has low points that permit any moisture which passes through the dryer to collect in relief valve and compressor governor control line. If this moisture freezes it will, in some cases, cause excessive brake system pressure. This high pressure can cause failure of brake system hoses and valves which, in turn, causes automatic application of the spring brakes. These events can occur with out prior warning to the operator. Approximately 400 vehicles, built from December 1975 through January 1978, re quire modification to the air dryer piping. A list of these vehicles will be supplied to the affected branches and distributors. Procedure Basically, the piping revision consists of relocating the relief valve and gover nor control line to eliminate low points. To accomodate this change it is neces sary to relocate the primary reservoir line and, if used, the air starter line. Figure 1 shows piping as originally installed. This arrangement must be re vised. Figure 2 shows piping arrangement that must be followed for this campaign. CIRCULATION Service Manager Shop Foreman Night Foreman Night Foreman Inspector Leadman Inspector Leadman Inspector Leadman Unit Over haul Room (Continued Over) Service Operations, Allentown, Pa., U.S.A. Shop Office BULLETIN AUGUST 16, 1978 \0. Q1019 under brakes FOR BRANCHES AND DISTRIBUTORS ONLY. CHASSIS AFFECTED ALLENTOWN^' HAYWARDS OAKVILLE S' MANDATORY SAFETY CAMPAIGN REF: SC 100 ANTI-WHEEL LOCK CONTROLLER (Models R,RD,U,DM,DMM,DML,F,MB,HMM,RM RL,RS,WL and WS With Eaton Anti-Wheel Lock System) PURPOSE To notify the field of need to recall certain of these vehicles to inspect and where necessary replace the controller. An electrical malfunction in these controllers can cause a "no brake condition" on the axle being controlled by the affected anti-wheel lock controller. INFORMATION AND RECOMMENDATION The Eaton Corporation has informed Mack Trucks, Inc. that some controllers manufactured prior to March, 1976 may not be to specifications. This coupled with the failure of certain other electronic devices within the controller can cause the valve solenoid to be constantly energized. A constantly energized solenoid will prevent application of brakes on the axle moni tored by that controller. No other axle will be affected. Due to the nature of this malfunction, the warning light is not always activated and, therefore, the driver may not be aware of the condition. Chassis manufactured between October 1974 and March 1976 (May 1976 for Hayward chassis) will be recalled for the inspection and possible replacement of controllers. A list of the chassis involved will be sent to affected branches and distributors. Procedure Corrective action consists of replacing certain Model 21 controllers with con trollers of current production design (Model EAL1201N). Controllers that must be replaced can be identified by the manufacturing date code. The date code has a series of characters. On suspect controllers the third from last is "M" and the last two digits are 26 or lower. Controllers with a date code in this range must be replaced. Example: P2 02775 M14 P2 360 75 M26 P2 310 76 M2 7 P2 099 75 S10 Replacement required Replacement required OK - No Replacement required OK - No Replacement required CIRCULATION Service Manager Shop Foraman Night Foreman Night Foraman Inspactor Laadman Inapactor Laadman Inapactor Laadman Unit Over haul Room (Continued Over) Service Operations, Allentown, Pa., U.S.A. Shop Offlca ,9 AUGUST 16, 1978 No. Q1019 under BRAKES (Sheet 2) Parts . CONTROLLER . POWER LEAD - RED 5. VALVE FIGURE 2 MODEL 1200 CONTROLLER/VALVE ASSEMBLY Order parts on an emergency requisition from the parts distribution center normally serving your area. State on the requisition that the parts are for a mandatory safety campaign per Service Bulletin Q1019 under BRAKES. Do not include parts not re quired for the campaign on this requisition. Parts required: Qty. AR AR Part Number 27i9-646o^ 2719-640049 Description Anti-Wheel Lock Controller, Pos. Grd. Anti-Wheel Lock Controller, Neg. Grd. Reimbursement All expenses incurred in this campaign are to be recovered through RWR procedures as instructed in Service Bulletin AJ1000 under POLICY. Submit an RWR for each vehicle campaigned. Show following information on RWR form. Description of Failure---------------------- Service Bulletin Q1019 under BRAKES Failed Part Number--------------------------SC 100 Part Name --..........------------ --------------Controller Maximum Labor Allowance: Inspection----------------------------------------------- . 3 hr. Replacement (per controller)----------------- . 3 hr. RWR must include - Completed Campaign Questionnaire Return parts carrier name and shipper's Bill of Laden number (Continued Over) CAMPAIGN QUESTIONNAIRE Complete one tor each controller replaced w/duplicate (cut in halt and use carbon). Attach original to RWR ana duplicate to be used an packing slip for removed controller. If no controller replacement is required, complete only ONE copy and attach to RWR. Branch/Distributor Name____________ _____________ Location Repair Order Number_______________ ________________________ Date Chassis Model & Serial Number (VTN)_______________________ Mileage Controller Identification No. (removed controller) Removed from: (Circle one) Steering Axle Bogie Front Axle Bogie Rear Axle Other____________ Was Anti-Wheel Lock Warning Light Operative (1) As Received (2) After Controller Replacement (if required) (3) As Released to Customer Yes No Yes No Yes No If Anti-Wheel lock system inoperative after controller campaign inspection and/or replacement (as required), show name of individual (customer or customer representative) whom you notified that system was inoperative and that additional repairs were required. THIS COPY MUST ACCOMPANY RWR (cut here) Branch/Distributor Name Location Repair Order Number._______________________________________ Date Chassis Model & Serial Number (VTN)_______________________ Mileage Controller Identification No. (removed controller) Removed from: (Circle one) Steering Axle Bogie Front Axle Bogie Rear Axle Other Was Anti-Wheel Lock Warning Light Operative - (1) As Received __________ Yes No (2) After Controller Replacement (if required) Yes No (3) As Released to Customer __________ Yes No If Anti-Wheel lock system inoperative after controller campaign inspection and/or replacement (as required), show name of individual (customer or customer representative) whom you notified that system was inoperative and that additional repairs were required THIS COPY TO BE USED AS PACKING SLIP fr OC BULLETIN OCTOBER 30, 1973 \0. Q1020 under brakes FOR BRANCHES AND DISTRIBUTORS ONLY. CHASSIS AFFECTED ALLENTOWN0" HAYWARDS OAKVILLE^ P IN N H D IN U Ai MANDATORY SAFETY CAMPAIGN REF: SC 106 BOGIE ANTI-WHEEL LOCK SYSTEM (F, R. U, DM, DMM. RM, MB, MR, MC, RD, WL, WS, RL. RS, RWL and RWS Having a Single Bogie Controller) PURPOSE To notify the field that the electrical portion of this system must be dis connected to prevent a possible "no brake" condition. INFORMATION AND RECOMMENDATION The vehicles involved in this recall may experience a delay of up to two seconds from the time the brake treadle is actuated until the bogie brakes apply. This condition is caused bv defects in the wheel speed sensor wiring. The increased braking rime occurs without prior warning to the driver and could result in an accident. This "no brake" condition can occur in vehicles built between October, 1977, and September. 1978, and is restricted to vehicles which have one anti-wheel lock controller to monitor both bogie axles. Branches and distributors will be notified of the vehicles affected. Procedure As a temporary measure, the electrical portion of the bogie anti-wheel lock system must be disconnected. This procedure will remove all anti-lock capabilities of the bogie brakes and they will function as normal pre-FMVSS-121 brakes. Drivers must be advised that the bogie wheels can now be locked up and greater care must be exercised when operating on slippery roads to avoid skidding. 1. Disconnect the anti-wheel lock system power lead at the circuit breaker. Tape wire back. Location of the circuit breaker strip and means of identifying the affected wire is shown in the following chart. Page 1 Service Operations, Allentown, Pa., U.S.A. CIRCULATION Service Manager Shop Foreman Night Foreman Night Foreman Inspector Leadman Inspector Leadman Inspector Leadman Unit Over haul Room Shop Ollice OCTOBER 30, 1978 NOTICE The Wheel Anti-Lock System on this Vehicle has been made Inoperative by Disconnecting the Power Supply. The Brakes are Fully Driver Controlled. 4 MR 14S2 Reimbursement Submit an RWR to recover expenses incurred in disconnecting the bogie anti-wheel lock system. Follow procedures given in Service Bulletin A.J1000 under POLICY. The standard $25.00 minimum for claims is waived and an RWR is to be submitted for each vehicle campaigned. Show the following information on RWR form. Under Enter Description of Failure....................................... Service Bulletin Q1Q2Q Failed Part Number........................................... SC106 Part Name ............................................................. Controller Maximum Labor Time -- 0.3 hour per vehicle END Page 3 Q1020 BULLETIN DECEMBER 21, 1978 No. 01021 under brakes FOR BRANCHES AND DISTRIBUTORS ONLY. / CHASSIS AFFECTED ALLENTOWNE HAYWARDG OAKVILLEiZ Sr/s- /2^ , ,~~'L C^/rts.-. _-,i -/tJ * '* ' -/it. />*/- -i 4LL. /L AT r:/l -/*, 4?/^*= CSZTJ,/*=/', A/^r7/^f* Z c* -rr r-'.-r /' s*t y x,: *" -T- ; /li y~ - Z./-5 ~ s / />/ 7 _/ 7>2.' .j ,,u/U ,, ci>'' :fliL ,4 >f .i(Jf* ,,/v-- ,/i* ^^7" -'t-et/gv MANDATORY SAFETY-CAMPAIGN REF: SC108 V------- /i 2- '<2 /y/j" .K <35^ BENDDC ANTI-WHEEL LOCK CONTROLLER (F,R, U,DM,DMM,RM,.\IB,MR,MC,RD, Having Axle-By-Axle Controller) PURPOSE To notify the field that the electrical portion of this system must be disconnected to prevent a possible "no brake" condition. H lN U O IN U S A INFORMATION AND RECOMMENDATION The Heavy Vehicle Systems Group of the Bendix Corporation has notified Mack Trucks. Inc. that defects exist in certain anti-wheel lock controllers that could cause brakes on the rear axle(s) to be inoperative. This defect involves a zener diode which may fail and al low current to continue flowing to the controller solenoid when no brake modu lation is required. When the solenoid is energized, brake system air cannot pass through the controller to actuate the brakes. This "no brake" condition can occur when the solenoid is activated, either by the system self-check when the key switch's turned on or durirrr an actual anti-wheel lock cycle. This condition will occur without a visual warning to the vehicle operator. Approximately 1065 vehicles built from August 1977 through September 1978 are affected. A list of these vehicles will be sent to those branches and dis tributors that received vehicles requiring correction. NOTE This campaign (SC108) does not duplicate campaign SC106 which was announced in Service Bulletin Q1020 under BRAKES. Campaign SC106 covers six-wheel chassis using one controller for both axles of the bogie. Campaign SC108 covers either four or six-wheel chassis using a separate controller for each rear axle. CIRCULATION Service Manager Shop Foreman Night Foreman Night Foreman Inspector Leadman Inspector Leadman Inspector Leadman Unit Over haul Room Page 1 (Continued Page 2) Service Operations, Allentown, Pa., U.S.A. Shop Office DECEMBER 21. 1978 NOTE The anti-wheel lock warning light will remain on after the disconnection. IMPORTANT WARNING BE SURE THE NOTICE LABEL SUPPLIED TO YOU IS AFFIXED TO THE INSTRUMENT PANEL IN FULL VIEW OF THE VEHICLE DRIVER. NOTICE The Wheel Anti-Lock System on this Vehicle has been made Inoperative by Disconnecting the Power Supply. The Brakes are Fully Driver Controlled. 4 MR 1452 Reimbursement Submit an RWR to recover expenses incurred in disconnecting the anti-wheel lock system. Follow procedures given in Service Bulletin AJ1000 under POLICY. The standard $25. 00 minimum for claims is waived and an RWR is to be submitted for each vehicle campaigned. Show the following information on RWR form. Under Enter Description of Failure....................................... Service Bulletin Q1021 Failed Part Number........................................... SC108 Part Name ............................................................ Controller Maximum Labor Time -- 0. 3 hour per controller END Page 3 Q1021 BULLETIN MARCH 23, 1979 No. Qioi6 under brakes for branches and distributors only. (Supersedes Bulletin dated JULY 7, 1978) CHASSIS AFFECTED ALLENTOWN01 HAYWARDD OAKVILLEST MANDATORY SAFETY CAMPAIGN REF: SC095 BRAKE FITTING TEE BRACKET (F,R and U Models With SW56 and SW57 Series Bogies In On-Highway Service) PURPOSE To request the recall of subject vehicles for the purpose of replacing the brake fitting tee bracket. Bracket failure and subsequent air line damage can cause an automatic application of the spring brakes, thereby creating a potential traffic hazard. INFORMATION AND RECOMMENDATION The brake fitting tee bracket mounted on the front carrier is subject to failure caused by vibration. A bracket failure leaves the tee fitting unsupported and can result in a broken hose or connector fitting. Should this occur, loss of air pressure will cause the spring brakes to apply automatically. This condition occurs without prior warning to the operator. < Approximately 33,000 vehicles, manufactured between March 1, 1975 and February 1, 3 1978 are involved in this recall. A list of these vehicles will be sent to all affected 3 branches and distributors. z Procedure CIRCULATION Remove existing tee bracket and install new bracket. The bracket is located on Service Manager the forward axle carrier and uses the carrier mounting bolts for attachement. Shop See Figure 1. Tighten the attaching bolts 134 to 148 lb. ft. torque at installation Foreman of new bracket. Night Foreman Night Foreman Inspector Leadman Inspector Leadman Inspector Leadman Unit Over haul Room Page 1 Q1016 (Continued Page 2) Service Operations, Allentown, Pa., U.S.A. Shop Office BULLETIN APRIL 11, 1979 No. Qioi8 under brakes for branches ano distributors only. (Supersedes Bulletin dated SEPTEMBER 13, 1978) CHASSIS AFFECTED ALLENTOWNC HAYWARDBf OAKVILLEG MANDATORY SAFETY CAMPAIGN REF: SC098 AIR START RESERVOIR (Mack Western Models FL, FS,RL,RS,WL and WS With Aluminum Reservoir) PURPOSE To notify the field that the aluminum air start reservoir used on certain of these vehicles must be replaced. The reservoirs presently installed are subject to failure which can cause personal injury. INFORMATION AND RECOMMENDATION We have determined the aluminum air start reservoir does not have adequate strength because of an inherent de sign deficiency. Should a reservoir fail, the resultant explosive force could propel metal fragments in all directions with sufficient velocity to injure people in the area. We will recall approximately 268 vehicles, built between January 3, 1974 and December 31, 1977 for replacement of affected reservoir. A list of these vehi cles will be furnished at a later date to affected branches and distributors. Procedure Check part number of existing reservoir located on the identification and test plate before starting installation of a new one. Some chassis appearing on cam paign chassis listing may have been built with air start reservoir 22QE39319P1. These are satisfactory and DO NOT require change. If the vehicle is equipped with suspect reservoir 22QE39309, install new, re designed reservoir 22QE39320. No piping changes are required, however, the new reservoir has a larger outside diameter which affects the mounting. To permit use of the standard mounting straps, an extension adapter is required. The adapter attaches to end of strap and is secured with a jam nut. NOTE Some 22QE39309 reservoirs may have been misstamped22QE39303; these are also to be changed on a campaign basis CIRCULATION Service Manager Shop Foreman Night Foramen Night Foreman Inspector Leadman Inspector Leadman Inspector Leadman Unit Over haul Room Drain pressure from air system and air start reservoir. Disconnect air lines and remove reservoir from chassis. Install new reservoir and reconnect air lines. Charge system and check for leaks. Page 1 (Continued Page 2) mm Shop Ottlce Service Operations, Allentown, Pa., U.S.A. SERVICE BULLETIN JULY 9, 1979 No. Q1021a under BRAKES FOR BRANCHES AND DISTRIBUTORS ONLY. y * CHASSIS AFFECTED ALLENTOWN HAYWARDD OAKVILLE2j MANDATORY SAFETY CAMPAIGN REF: SC108 BENDIX ANTI-WHEEL LOCK CONTROLLER (CF,F,R,U,DM,DMM,RM,MB,MR,MC and RD Having Axle-By-Axle Anti-Wheel Lock System) PURPOSE To advise that improved controllers are available. INFORMATION AND RECOMMENDATION An improved controller is now available to replace the ones subject to failure. These controllers are to be installed on vehicles originally equipped with controllers having a serial number from 001000 through and including 012958 and on which the anti-wheel lock electrical system was disconnected per Service Bulletin Q1021 under BRAKES. NOTE Due to the Federal Court decision affecting brake performance standards, an anti-wheel lock system is not required to meet current requirements. If the customer so desires, the system can be left disconnected. Procedure CIRCULATION Service Manager 1. Disconnect wheel speed sensor leads and ground wire and unfasten existing Shop controller(s) from valve(s). Do not remove valve(s) from chassis. Foreman Night 2. Transfer controller leads from old controller to new one. Be sure the con Foreman nections are correct for the vehicle ground. The same controller is used for positive and negative ground systems, the only difference being in the ground and continuity wire connections. See Figure 1 for negative ground systems and Figure 2 for positive ground systems. Night Foreman Inapector Leadman Inapector Leadman Inapector Leadman Unit Over haul Room Page 1 (Continued Page 2) Service Operations, Allentown, Pa., U.S.A. Shop Office JULY 9, 1979 If these events occur, the system is functioning normally and the vehicle can be returned to service. If not, check the anti-wheel lock system using normal trouble shooting procedures. New Parts Order parts on an emergency requisition from the parts distribution center nor mally serving your area. State on the requisition that the parts are for a manda tory safety campaign per Service Bulletin Q1021a under BRAKES. Do not include any parts on this requisition that are not required for the campaign. Qtv. 1 Part Number Aft 1 'Mb-289359 Anti-Wheel Lock Controller (Bendlx-Pos. & Nee. Grd) Removed Parts Prepare a FO-42 Form as described in Paragraph G Section IV of the Warranty Ad ministration Manual. Under cause of failure list SC-108. Attach hard copy of this tag and the removed controller and ship it prepaid to the Bendix branch serving your location. Be sure a copy of your FO-42 and shipping document is attached to the RWR. Reimbursement All expenses incurred in this campaign are to be recovered through RWR procedures as instructed in Service Bulletin AJ1000 under POLICY. Submit an RWR for each vehicle campaigned. Show following information on RWR form. Under Enter Description of Failure---------------------------- Service Bulletin Q1021a under BRAKES Failed Part Number ------------------------------ SC108 Part Name-------------------------------------------- Controller Maximum labor time: . 3 hour Inspection per Controller . 7 hour Replacement per Controller END Page 3 Ql021a BULLETIN JULY 17, 1979 No. Q1020a under BRAKES FOR BRANCHES AND DISTRIBUTORS ONLY. y y CHASSIS AFFECTED ALLENTOWN0 HAYWARDS''OAKVILLE^ MANDATORY SAFETY CAMPAIGN REF: SC106 BOGIE ANTI-WHEEL LOCK SYSTEM Converting Single Bogie Controller System to Axle^by-Axle System (F,R,U,DM,DMM,RM,MB,MR,MC,RD,WL,WS,RL,KS,RWL and RWS) PURPOSE To provide instructions for converting vehicles originally equipped with a single bogie controller system to an axle-by-axle system and installing wheel speed sensors with larger gauge wires. This modification is the correction for controller malfunctions covered by Mandatory Safety Campaign SC106 and described in Service Bulletin Q1020 under BRAKES. INFORMATION AND RECOMMENDATION Owners of vehicles affected by this cam paign, who so desire, may have this modification performed at no charge. Because of a recent court ruling which negates the requirement for anti-wheel lock systems, it is the owner's option whether or not to have the anti-wheel lock system installed. Procedure Two systems, Eaton and Bendix are involved. With Eaton systems, two complete new valve/controller assemblies are used. With Bendix systems, only one new valve/controller assembly is required and a new controller is to be installed on present valve. Figure 1 illustrates the two types of valve/controller assemblies 1. EATON VALVE/CONTROLLER ASSEMBLY 2. BENOIX VALVE/CONTROLLER ASSEMBLY FIGURE 1 INOENTIFYING VALVE VALVE/CONTROLLER ASSEMBLIES Page 1 (Continued Page 2) Service Operations, Allentown, Pa., U.S.A. CIRCULATION Service Manager Shop Foreman Night Foreman Night Foreman Inapector laadman Inspector Laadman Inspector Leadman Unit Over haul Room Shop Office ,9 JULY 17, 1979 1. CONTINUITY WIRE (RED) 2. WHEEL SPEED SENSOR LEAD. L.H. 3. WHEEL SPEED SENSOR LEAO. R.H. 4. GROUND WIRE (WHITE) 5. POWER/WARNING LEAO (LARGE CONNECTOR) 6. GROUND LINK FIGURE 3 BENOIX CONTROLLER CONNECTIONS TWO-SENSOR UNIT WITH NEGATIVE GROUNO EATON SYSTEM 1. POWER/WARNING LEAD (LARGE CONNECTOR) 2. WHEEL SPEED SENSOR LEAO, L.H. 3. WHEEL SPEED SENSOR LEAO. R.H. 4. CONTINUITY WIRE (RED) 5. GROUND WIRE (WHITE) . GROUNO LINK FIGURE 4 BENOIX CONTROLLER CONNECTION TWO-SENSOR UNIT WITH POSITIVE GROUNO If equipped with Eaton system, remove existing valve/controller assembly completely and install a new one. Reuse existing air supply line and power/warning lead. BENDIX AND EATON SYSTEMS 1. Controller Installation a. On both systems, remove and discard delivery line manifold fitting. Itis mounted on left hand frame rail, adjacent to bogie rear axle. See Figure 5, Item 4. 1. DELIVERY LINE FOR BOGIE FORWARD AXLE BRAKES 2. BRAKE CHAMBER (4) 3. TEE FITTING 4. MANIFOLD 5. DELIVERY LINE FOR BOGIE REAR AXLE BRAKES S. CONTROLLER 7. SUPPLY LINE FROM RESERVOIR S. APPLICATION LINE FROM BRAKE VALVE FIGURE 5 PIPING SCHEMATIC - BOGIE CONTROLLER SYSTEM -- A (TO BE REMOVED) /IN JULY 17, 1979 ^ 0 0 g () 0 SRBL- (Q t .. 23 -- -16G. -18BW 18BL- ----- V WIRE COLOR CODE: B = BLACK R ~ RED BL = BLUE G = GREEN RG RED WITH GREEN TRACER RBL = RED WITH BLUE TRACER BW = BLACK WITH WHITE TRACER 1. CAB WIRING HARNESS 2. THIS WIRE REMOVEO PER SERVICE BULLETIN 01020 UNDER BRAKES. IT MUST BE RECONNECTED TO NO. 3 CIRCUIT BREAKER TERMINAL. 3. CIRCUIT BREAKER STRIP #18 BLACK WIRE - PART OF CAB WIRING HARNESS. THIS WIRE IS NOT USED WITH SINGLE BOGIE CONTROLLER. S. AOOEO WARNING LIGHT RELAY 8. NO. 14 JUMPER WIRE (ADDED) 7. ORIGINAL WARNING LIGHT RELAY 8. REMOVE FROM ORIGINAL RELAY ANO CONNECT TO AOOEO RELAY 9. GROUND TO MOUNTING SCREWS. FIGURE T RELAY WIRING OIAGRAM Relay location is as follows: R,RD,RM,DM,DMM and U models - On right hand side of dash panel inside cab, behind give compartment. F models - In front of riders seat, underneath the defroster duct. MB models - Behind electrical component access panel, in front of driver. MC and MR models - In electrical equipment compartment on passenger side of engine cover, behind access panel. WL and WS models - Behind access panel on passenger side of instrument panel, adjacent to the circuit breakers. RL,RS,RWL and RWS models with Evans heater/air conditioner - Cab side of dash panel, below glove compartment. RL,RS,RWL and RWS models with Red Dot heater/air conditioners - In center of cab above transmission tunnel. Page 5 Q1020a (Continued Page 6) JULY 17, 1979 c. Connect continuity cables as follows: See Figure 10. Use existing cable for forward controller. Disconnect it from the cab har ness (at dash panel), rotate 180 degrees and reconnect it, using male side of cab harness connector. Female side of cab connector is left open. d. Run a new continuity cable, 41MH3527-P11 from rear controller forward to the cab harness at dash panel. Note from the illustration that the female side of the new continuity cable is to be connected to the female side of cab harness. To make this connection, it is necessary to fabricate an adapter cable having bullet type connectors at both ends. Make the cable from 14 gage wire (approximately 18 in. long) and two 0.180 diameter, SAE J928 connectors. 1. continuity cable in cab wiring harness 2. ADAPTER CABLE .3. CONTINUITY CABLE FROM ADDED (REAR) CONTROLLER 4 CONTINUITY CABLE FROM ORIGINAL (FRONT) CONTROLLER 3 FIGURE 10 CONTINUITY CABLE CONNECTION e. Connect the new relay into the circuit as shown in Figure 7. This includes reconnecting the wire removed per Service Bulletin Q1020 under BRAKES. In addition a jumper wire (14 gage) must be added to connect the No. 2 ter minal of original relay to No. 2 terminal of the added relay. f. Remove existing wheel speed sensors and replace with the new ones shown in parts list. These sensors have longer leads than original ones, elimi nating need for the intermediate sensor harness. The harness should be discarded. Exercise caution when routing and clamping sensor wires to avoid damage caused by relative motion of axle and frame. See Figure ll. S-50. 58. 68 AND 681 SERIES BOGIE 1. WHEEL SPEED SENSOR LEAD 2. SECURE SENSOR LEADS TO AXLE HOUSING WITH TIE BANDS 3. VALVE/CONTROLLER ASSEMBLY 4. SECURE SENSOR LEAOS TO BRAKE HOSES WITH TIE BANOS (MAX. 6 IN. SPACING) 5. ROUTE SENSOR LEADS UNDER AXLE HOUSING (S-50.58.S8 A 881 ONLY) FIGURE 11 WHEEL SPEED SENSOR LEAD ROUTING ... rv\ JULY 17, 1979 New Parts Order campaign parts on Emergency/Breakdown Parts Requisition form XG10 and process throught the Service Parts Distribution Center normally serving your area. Prefix the requisition number you assign with "Z". This will insure parts so ordered will not be cancelled. Also, show "DO NOT CANCEL" on face of the requisition used to order parts for safety campaign corrections. Do not include parts on this requisi tion that are not required for the campaign. NOTE Order either Eaton or Benciix valve/controller assemblies, depending on type originally installed. Qtv. 2 1 1 1 1 or 1 or 1 1 Part Number MN46lR + 5MN400R + 5MN402R 745-289359 41MR3516-P9 41MR3516-P13 41MR3516-P15 41MR3527-P11 Descriotion Valve and Controller Assembly (Eaton-Neg. Grd.) Valve and Controller Assembly (Bendix-Neg. Grd.) Valve and Controller Assembly (Bendix-Pos. Grd.) Controller (Bendix-Pos. or Neg. Grd.) Power/Warning Lead (Tractor) Power/Warning Lead (Truck under 220 in. W. B.) Power/Warning Lead (Truck - over 220 in. W. B.) Continuity Cable 4 1 1 1 or 1 or 1 1 2 - 9MN32-P2 2MR240-P2 * 63AX53267R 63AX51599R * * 63AX353 * *63AX1799 63AX1251 43MR21-P4 550AX Wheel Speed Sensor Relay Tee, 1/2 O. D. Tube x 3/8 O. D. x 3/8 NPT(App. Port) Tee, 5/8 O. D. Tube x 1/2 NPTF (Supp. Port) Tee, Flared Type, 3/8 NPTF X 1/2 O. D. Tube(App. Port) Tee, Flared Type, 1/2 NPTF x 5/8 Tube (Supp. Port) Bushing, 1/2 NPT x 3/4 NPT (Bendix only) Connector, Bullet Wire, 14 Gage Black * Use with Synflex tubing * * Use with Wire Braid hose 4- See Note Page 2 Removed Parts Hold all removed parts for possible return. Removed material disposition instructions will be provided with the credit memo copy of the RWR when returned. Reimbursement Submit an RWR to recover expenses incurred in making this installation, following procedure given in Service Bulletin AJ1000 under POLICY. Show following informa tion on RWR form. ' RWR MUST SHOW SERIAL NUMBER FOR BENDIX CONTROLLER REMOVED. Under Enter Description of Failure----------------- Service Bulletin Q1020a under BRAKES Failed Part Number---------------------SC 106 Part Name----------------------------------- Anti-Wheel Lock Maximum Labor Time----------------- 10. 6 hours END BULLETIN AUGUST 16, 1979 No. Q1022 under brakes FOR BRANCHES AND DISTRIBUTORS ONLY. . +J CHASSIS AFFECTED ALLENTOWN0 HAYWARD0/OAKVILLE[? MANDATORY SAFETY CAMPAIGN REF: SC113 ANTI-WHEEL LOCK VALVE (R,RD,RM,DM,DMM,F,MB,HMM,U,RL,RS,WL and WS Models With Eaton System) PURPOSE To provide a procedure for either repairing or permanently disabling the anti-wheel lock section of the anti-wheel lock valve. Some valves may malfunction and prevent application of the brakes on affected axle. INFORMATION AND RECOMMENDATION Accumulation of fluid contaminants in the valve, gen erally caused by poor maintenance practices, can cause the anti-wheel lock lock valve piston t swell and possibly bind. During an anti-wheel lock cycle, it is possible for the anti-wheel loci piston to bind in a position where no air will be delivered to the brake chambers served by that valve on subsequent service brake applications. If this condition should occur, the reduced br. king power would result in increased stopping distances without prior warning to the driver. Approximately 37,607 vehicles manufactured between October 1, 1974 and September 1, 1977 were equipped with the suspect valves. Valves affected are those bearing date codes 274-74 through 244-77 (See Figure 1). A list of these vehicles will be sent to affected branches and di tributors. NOTE A small quantity of valves were shipped with a slightly modified body that should not be rebuilt. These valves carry date codes (Julian) 231-75 through 241-75, which are stamped on the outer edge of the top end cover. If one of the above mentioned valves is-found to require repair, please call the nearest Eaton Truck Components branch, which will provide an exchange valve. Northcentral (Kalamazoo, MI) - 616/385-5400 Northeast (Allentown, PA) - 215/797-7583 Southeast (Charlotte, NC) - 704/372-5840 Southwest (Tulsa, OK) - 918/622-0880 Western (San Leandro, CA) - 415/562-7555 Canadian (Toronto, Ontario) - 416/678-2497 CIRCULATION Service Manager Shop Foreman Night Foreman Procedure Two courses of action are available to correct this possible condition. thod used is at the vehicle owner's choice. They are as follows: The me Night Foreman Inapector Leadman 1. Repair valve using an approved rebuilt kit with piston of improved material. Inspector Leadman Refer to Section A. Inspector Disable the anti-wheel lock capability of the valve. Refer to Section B. Leadman Unit Over NOTE haul Room Method 2 cannot be used on vehicles equipped with high-torque front (steering) axle brakes unless the brakes are modified to be compatible with a non-anti-lock system. Brake modifications are to be made at customers expense and prior to any Mack Branch or Distributor disabling the anti-lock system. Shop Office _________________ Page 1 (Continued Page 2) Service Operations, Allentown, Pa., U.S.A. MINTED IN U $.A AUGUST 16, 1979 * PART OF REBUILD KIT FIGURE 2 INSTALLING REBUILD KIT Cleaning and Inspection 1. Wash all metal parts in good grade commercial cleaning solvent and dry thoroughly. Care will be necessary to see that sealing ridges on both end caps are not damaged through handling or reassembling. 2. Inspect all metal castings for cracks or breakage which may have occurred during operation. Threaded ports and valve seats should also be examined for damage. Do not use valves with damaged castings for rebuilding. If damage is evident, replace the valve. 3. Small amounts of adhesive were used to attach diaphragm and gasket to end caps during assembly.' Any dried adhesive scale should be scraped from end caps. Care must be taken not to gouge surface area, to elimi nate the possibility of leakage after reassembly. 4. Those used parts for which replacements are provided in the repair kit should be discarded. Page 3 Q1022 (Continued Page 4) AUGUST 16. 1979 3 NUT TIGHTENING SEQUENCE Test Procedure Upon completion of the anti-wheel lock control valve rebuild procedure, the skid con trol valve should be given a full operational and leakage test. This can be done by reinstalling the valve on the vehicle or using a fabricated test fixture. An accurate pressure gauge with a minimum 2" face is recommended for checking delivery pres sures. Additional gauges for reservoir pressure and application pressure are re quired for fixture testing. 1. After mounting the air valve, minus the controller, connect only the supply port to the line from the air supply reservoir for the first test. 2. Apply a soap solution at the exhaust port, completely covering the exhaust port round rubber baffle with the soap solution. Also place the soap solu tion around the edges of both the diaphragm and bias gasket. 3. Charge system reservoir pressure which feeds the valve supply port to ap proximately 100 p. s. i. Then check the soap solutioned areas to be sure there is no excessive leakage (1" bubble permitted in 3 seconds). If leakage exceeds this rate, check for damaged or displaced "O" rings and/or foreign material under supply valve seat. Reassemble and retest. 4. Connect application port to the application line coming from treadle valve. Connect delivery port so that the 2" air gauge is inserted into (a) an extra port in the service chamber, (b) a tee placed in the delivery line, or (c) an unused valve delivery port. This gauge is used for test procedure only, and is to be removed prior to operation of vehicle. 5. Again apply soap solution as in Step 2, plus at fitting ports and at the ex haust port. Proceed to next step. 6. Make a full application to the service brake system. Check soap solutioned areas to again be sure there is no excessive leakage (1" soap bubble in 3 seconds is the acceptable industry leakage rate allowance). 7. Release application pressure after completing leakage test. Reapply full service brake rapidly and observe air gauge in the delivery line. The de livery pressure is to rise to within 10 p. s. i. of reservoir in less than 1 second. 8. When making a quick release of the application pressure (treadle valve), the delivery pressure should drop to zero p. s. i. in less than 1 second. 9. To check the skid control function of the relay valve, fully apply and hold brakes, and then apply 12 volts D. C. to the air valve solenoid terminal blades. This should fully exhaust the brakes within 1-2 seconds. Pafi 01022 (Continued Pave 6) AUGUST 16, 1979 FIGURE 4 INSTALLING ANTI-WHEEL LOCK DISABLING KIT 1. After detaching the controller from the air valve assembly, remove the two 5/16 in. nuts (2) using a 1/2" socket or wrench, holding the solenoid on the mounting studs (7). (Save the two 5/16 in. nuts for reuse). 2. Carefully remove the solenoid (1) from its stud mounted position by lifting it straight up. If both "O" rings (8) do not come out with the solenoid, in spect the solenoid recess cavity to find them. Remove and discard them along with the solenoid. 3. Prior to installing the new "O" ring (5), clean the solenoid recess cavity of any dirt, grease or foreign material. 4. Lubricate the conversion plug"0" ring (5), with silicone grease and place it on the conversion plug (4). 5. Install the conversion plug (4) in the solenoid recess cavity with the "O" ring down. 6. Place the conversion bracket (3) onto the solenoid mounting studs (7). 7. Install the two 5/16 in. nuts (2) on the studs (7) and tighten to 125-150 lbs. in. torque. 8. Check the conversion kit for leakage by applying and holding a full brake pedal application while covering the area around the conversion plug with soap and water. No leakage is permitted. Page 7 Q1022 (Continued Page 8) AUGUST 16, 1979 Reimbursement All expenses incurred in this campaign are to be recovered through RWR procedures as instructed in Service Bulletin AJ1000 under POLICY. Submit an RWR for each vehicle campaigned. Include following information on RWR form. Under Enter Description of Failure---------------------------------Service Bulletin Q1022 under BRAKES Failed Part Number----------------------------------- SCI 13 Part Name-------------------------------------------------- Anti-Wheel Lock Valve Maximum labor allowance: Installing rebuild kit----------------- 1.6 hours Installing disable kit-----------------0.4 hours END Page 9 Q1022 (Continued Page 10)