TM 5-3895-355-14&P

TECHNICAL MANUAL

OPERATOR'S, ORGANIZATIONAL,
DIRECT SUPPORT AND GENERAL SUPPORT
MAINTENANCE MANUAL
(INCLUDING REPAIR PARTS INFORMATION AND SUPPLEMENTAL
MAINTENANCE AND REPAIR PARTS INSTRUCTIONS)
FOR
PAVING MACHINE BITUMINOUS MATERIEL CRAWLER
MOUNTED DED
MODEL BSF-400
(NSN 3895-01-063-7891)
WITH
DETROIT DIESEL ENGINE (SERIES 53)
IOWA MANUFACTURING COMPANY

HEADQUARTERS, DEPARTMENT OF THE ARMY

JANUARY 1981
 IMPORTANT NOTICE!

Federal, State and Local Safety Regulations must be complied with to prevent possible danger to person(s) or property,
from accidents or harmful exposure. This equipment must be used in accordance with all operation and maintenance
instructions.

(1) Read all warning, caution and instruction signs. Know what guards and protective devices are included and see
that each item is in place. Additional guards and protective devices, that may be required due to proximity to
related equipment, must be installed by the user (owner) before operating.
(2) NEVER LUBRICATE OR ADJUST EQUIPMENT WHEN IT IS IN MOTION!
(3) Always establish a positive lockout of the involved power source and block parts if necessary to prevent motion
before performing maintenance, cleaning, adjusting or repair work. Secure the power source lockout to prevent
start-up by other persons.
(4) Wear a protective mask whenever harmful air pollution exists.
(5) Use ear plugs wherever the noise level is above established acceptable limits.

SAFETY IS YOUR BUSINESS

Safety, based on technical skill and years of experience, has been carefully built into
your Detroit Diesel engine. Time, money and effort have been invested in making your
diesel engine a safe product. The dividend you realize from this investment is your
personal safety.

It should be remembered, however, that power-driven equipment is only as safe as the

man who is at the controls. You are urged, as the operator of this diesel engine, to keep
your fingers and clothing away from the revolving "V" belts, gears, blower, fan, drive
shafts, etc.

An accident can be prevented with your help.

a
 SAFETY RECOMMENDATIONS

CEDARAPIDS Equipment is designed with the safety of all personnel in mind. Guards, covers and shields are added
whenever necessary to prevent accidental injury to operators and others working on or near the equipment.

The following basic safety recommendations should be followed:

1. All guards and covers should be replaced after adjustment or maintenance of equipment.

2. Make sure handrails and walkways are on good repair and clear of tools, spare parts and obstructions.

3. Never adjust or lubricate equipment while it is operating.

4. Stand clear of hauling equipment that is dumping material into the hopper.

5. Always look around equipment before start-up to make sure no one is near moving parts, making inspection or
adjustment.

6. Do not drop material or tools from walkways or ladders without being positive that no one is below.

7. Blocking under-and around plants must be suitable material and properly placed to support the structure.
Periodically check blocking for signs of failure or shifting that could allow structure to fall.

8. Electricians should handle any kind of work on electrical equipment. Avoid touching any loose or misplaced
electrical wires. Consider them all dangerous.

9. Mark all inflammable materials; such as, oils, greases, and gasoline. Store these materials in an incombustible
building situated away from the operating plant. NO SMOKING while handling flammable material.

10. Proper clothing while on the job is important. Wear shoes with safety toes to protect your toes from falling objects.
Do not wear loosely hanging clothes or neck ties on the job. This type of clothing will get caught in moving parts
of the equipment and-generally hinders work. The use of hard hats and safety glasses or goggles are definite
safety protective equipment and are required by many safety conscious contractors.

11. Think safety! If you have and maintain an attitude of safety on the job, then the chances of being injured are very
greatly reduced. Point out hazards and instruct new employees on safety.

b
 GUIDE TO GROUNDING SAFEGUARDS

ON ELECTRICALLY POWERED EQUIPMENT

1. Each electric drive motor must have its frame 7. Each generator of engine-generator installations must
electrically bonded to its controlling starter. This is to be have its case (frame) bonded to the neutral connection of
by a conductor of equal size to the conductors feeding the generator power windings. This connection we refer
power to the motor. The bonding shall be by the junction to as the "common generator ground".
box mounting bolt at the motor end, and by a starter
mounting bolt at the starter end. The bonding must be by 8. The common generator ground(s) must, wherever
tight connection of clean metal to clean metal. possible, be connected to a driven or plate earth ground
in accordance with Article 250, Section H, of the 1962
2. All electric motor starters on a unit (separate piece of National Electric Code.
equipment) must have their cases (enclosures) bonded to
each other, and to the metal structure of the unit. 9. In addition to the earth ground at the common
generator grounds(s), there must also be at least one
3. All individually mounted push button units (not earth ground of the driven rod type or plate type to which
mounted on the starter covers) must have their cases the metallic supporting structures of the units are bonded.
(enclosures) bonded to the starter enclosure or encloses. When operating a group of. highly portable units, such as
in a quarry installation, the portable unit or units nearest
4. When electric drives are used on one or more the moist earth (quarry face) and nearest the metallic
portable units (separate pieces of equipment) in an mounted equipment (track mounted shovel, etc.) shall
installation, the metallic supporting structures of all units have earth grounds.
used in that installation must be bonded to each other by
a bonding wire having a size rating of not less than 10. When plugs and receptacles are used as a means of
#6AWG, and equal in size to the largest power supplying disconnecting power supplying or distributing lines, the
conductor. It is especially important that portable units plugs and receptacles shall have separate connections for
using no electric drives be bonded to electrically driven the bonding wire(s). Wherever possible, these
units. connections should be by separate pins rather than by the
plug and receptacle cases.
5. The starter or group of starters on each unit must
have their cases (enclosures) bonded to the main power 11. Damaged electric power supply cables and damaged
supply disconnect case (enclosure). This may be by a electric power distribution cables are hazardous. All
grounding conductor or conductors in the power supply exposed electric power supply conductors or exposed
cable(s). electric terminals must be guarded against accidental
contact by operating personnel.
6. The main power disconnect case (enclosure) must be
bonded to the ground approved by the power supply 12. Manufacturers of equipment using electrical products
company when electric energy is purchased, or to the cannot be responsible for owners and operators safety
generator common-ground when electric energy is being unless the above recommendations are followed...Play
generated by one or more engine-generator sets. Safe ...Electrical Currents Can Kill.

c
 INTRODUCTION

To The Owner and Operator:

In this manual we have tried to provide information which will give you a clear understanding of equipment construction,
function, capabilities and requirements. The details are compiled from the knowledge and experience of highly qualified
people at our factory and in our field organizations. By reading and using this information we believe you can better
obtain the highest degree of performance efficiency, the maximum service life from normal wear-absorption parts, and
the lowest possible maintenance expense. It is our strong recommendation that all persons directly involved with the
equipment, be familiar with the contents of this manual.

Respectfully,
IOWA MANUFACTURING COMPANY

TO THE OPERATOR
This manual contains instructions on the operation and preventive maintenance of your
Detroit Diesel engine. Sufficient descriptive material, together with numerous
illustrations, is included to enable the operator to understand the basic construction of
the engine and the principles by which it functions. This manual does not cover engine
repair or overhaul.

Whenever possible, it will pay to rely on an authorized Detroit Diesel Allison Service
Outlet for all your service needs from maintenance to major parts replacement. There
are over 1500 authorized service outlets in the U.S. and Canada. They stock factory
original parts and have the specialized equipment and personnel with technical
knowledge to provide skilled and efficient workmanship.

The operator should familiarize himself thoroughly with the contents of the manual
before running an engine, making adjustments, or carrying out maintenance procedures.

The information, specifications and illustrations in this publication are based on the
information in effect at the time of approval for printing. Generally, this publication is
reprinted annually. It is recommended that users contact an authorized Detroit Diesel
Allison Service Outlet for information on the latest revision. The right is reserved to
make changes at any time without obligation.

WARRANTY

The applicable engine warranty is contained in the form entitled POLICY ON OWNER
SERVICE, available from authorized Detroit Diesel Allison Service Outlets.

d
This manual contains copyright material and published with permission of Detroit Diesel Allison, Division of General
Motors Corporation: and Iowa Manufacturing Company.

TM 5-3895-355-14&P

TECHNICAL MANUAL HEADQUARTERS

DEPARTMENT OF THE ARMY
No. 5-3895-355-14&P WASHINGTON, DC, 26 January 1981

Operator's,. Organizational, Direct Support and General Support

Maintenance Manual
(Including Repair Parts Information and Supplemental
'Maintenance and Repair Parts Instructions)
For
PAVING MACHINE BITUMINOUS MATERIEL CRAWLER MOUNTED DED
MODEL BSF-400
(NSN 3895-01-063-7891)
WITH
DETROIT DIESEL ENGINE (SERIES 53)
IOWA MANUFACTURING COMPANY

REPORTING OF ERRORS
You can help improve this manual. If you find any mistake or if you know of a way to improve the procedures,
please let us know. Mail your letter, DA Form 2028 (Recommended Changes to Publications and Blank Forms),
or DA Form 2028-2 located in the back of this manual direct to: Commander, US Army Tank-Automotive
Command, ATTN: DRSTA-MB, Warren, MI 48090. A reply will be furnished to you.

NOTE
This manual is published for the purpose of identifying an authorized commercial manual for the use of
the personnel to whom the paving machine is issued.
Manufactured by: Detroit Diesel Allison, Division of General Motors Corp.
Iowa Manufacturing Company
Procured under Contract Nos: DSA 700-77-C-8481 and DAAE07-79-C5795

This technical manual is an authentication of the manufacturers' commercial literature and does not conform
with the format and content specified in AR 310-3, Military Publications. This technical manual does, however,
contain available information that is essential to the operation and maintenance of the equipment.

Part I. Operators Instructions for Series 53 Engine

II. Parts Listing for Detroit Diesel Engine
III. Equipment Operation and Maintenance Instructions
IV. Vane Pumps
V. Service Instructions for Cyclopac Series Air Cleaners
VI. Parts Listing for Paving Machine, Bituminous Material, Crawler Mounted, Model BSF-400
VII, Supplemental Operating, Maintenance and Repair Parts Instructions

i
 PART I. OPERATOR'S INSTRUCTIONS
For Series 53 Engines
TABLE OF CONTENTS
SUBJECT PAGE

DESCRIPTION
Principles of Operation................................................................................................................................... 4
General Description ....................................................................................................................................... 5
Model Description .......................................................................................................................................... 6
General Specifications ................................................................................................................................... 8
Engine Model and Serial Number -Designation .............................................................................................. 9
Built-In Parts Book ......................................................................................................................................... 9
Cross Section Views of Engine....................................................................................................................... 10

ENGINE SYSTEMS
Fuel System................................................................................................................................................... 13
Air System ..................................................................................................................................................... 17
Lubricating System......................................................................................................................................... 22
Cooling System.............................................................................................................................................. 25

ENGINE EQUIPMENT
Instrument Panel, Instruments and Controls ................................................................................................... 31
Engine Protective Systems ............................................................................................................................ 33
Electrical Starting System .............................................................................................................................. 37
Hydraulic Starting System .............................................................................................................................. 38
Cold Weather Starting Aids ............................................................................................................................ 41
Governors ...................................................................................................................................................... 44
Transmissions ................................................................................................................................................ 44

OPERATING INSTRUCTIONS
Engine Operating Instructions ........................................................................................................................ 47
A. C. Power Generator Set Operating Instructions.......................................................................................... 51

LUBRICATION AND PREVENTIVE MAINTENANCE

Lubrication and Preventive Maintenance........................................................................................................ 55
Fuel, Lubricants and Coolants ........................................................................................................................ 66

ENGINE TUNE-UP PRO)CEDURES

Engine Tune-Up Procedures .......................................................................................................................... 77
Exhaust Valve Clearance Adjustment ............................................................................................................ 78
Timing Fuel Injector ....................................................................................................................................... 80
Limiting Speed Mechanical Governor (In-Line Engines) ................................................................................. 81
Limiting Speed Mechanical Governor (6V-53 Engine) .................................................................................... 86
Variable Speed Mechanical Governor (In-Line Open Linkage) ....................................................................... 91
Variable Speed Mechanical Governor (In-Line Enclosed Linkage).................................................................. 95
Variable Speed Mechanical Governor (6V-53 Engine).................................................................................... 100
Supplementary Governing Device Adjustment ............................................................................................... 105
Hydraulic Governor (In-Line Engine) .............................................................................................................. 109
Hydraulic Governor (6V-53 Engine)................................................................................................................ 112

STORAGE ..................................................................................................................................................... 113

BUILT-IN PARTS BOOK ............................................................................................................................... 117

OWNER ASSISTANCE.................................................................................................................................. 141

ALPH ABETICAL INDEX ............................................................................................................................... 143

Page 3
 DESCRIPTION

PRINCIPLES OF OPERATION

The diesel engine is an internal combustion power unit, in which the heat of fuel is converted into work in the cylinder of
the engine.

In the diesel engine, air alone is compressed in the cylinder; then, after the air has been compressed, a charge of fuel is
sprayed into the cylinder and ignition is accomplished by the heat of compression.

The Two-Cycle Principle

In the two-cycle engine, intake and exhaust take place during part of the compression and power strokes respectively, as
shown in Fig. 1. In contrast, a four-cycle engine requires four piston strokes to complete an operating cycle; thus, during
one half of its operation, the four-cycle engine functions merely as an air pump.

A blower is provided to force air into the cylinders for expelling the exhaust gases and to supply the cylinders with fresh
air for combustion. The cylinder wall contains a row of ports which are above the piston when it is at the bottom of its
stroke. These ports admit the air from the blower into the cylinder as soon as the rim of the piston uncovers the ports as
shown in Fig. 1 (scavenging).
The unidirectional flow of air toward the exhaust valves produces a scavenging effect, leaving the cylinders full of clean
air when the piston again covers the inlet pons.

As the piston continues on the upward stroke, the exhaust valves close and the charge of fresh air is subjected to
compression as shown in Fig. 1 (compression).

Shortly before the piston reaches its highest position, the required amount of fuel is sprayed into the combustion chamber
by the unit fuel injector as shown in Fig. 1 (power). The intense heat generated during the high compression of the air
ignites the fine fuel spray immediately. The combustion continues until the injected fuel has been burned.

The resulting pressure forces the piston downward on its power stroke. The exhaust valves are again opened when the
piston is about halfway down, allowing the burned gases to escape into the exhaust manifold as shown in Fig. I (exhaust).
Shortly thereafter, the downward moving piston uncovers the inlet ports and the cylinder is again swept with clean
scavenging air. This entire combustion cycle is completed in each cylinder for each revolution of the crankshaft, or, in
other words, in two strokes; hence, it is a "two-stroke cycle".

Fig. 1 - The Two-Stroke Cycle

Page 4
 Description

GENERAL DESCRIPTION

The two-cycle diesel engines covered in this manual have the same bore and stroke and many of the major working parts
such as injectors, pistons, connecting rods, cylinder liners and other parts are interchangeable.

The In-line engines, including the inclined marine models, include standard accessories such as the blower, water pump,
governor and fuel pump, which, on some models, may be located on either side of the engine regardless of the direction
the crankshaft rotates. Further flexibility in meeting installation requirements is achieved with the cylinder head which
can be installed to accommodate the exhaust manifold on either side of the engine.

The V-type engine uses many In-line engine parts, including the 3-53 cylinder head. The blower is mounted on top of the
engine between the two banks of cylinders and is driven by the gear train. The governor is mounted on the rear end of
the 6V-53 blower.

The meaning of each digit in the model numbering system is shown in Figs. 2 and 3. The letter L or R indicates left or
right-hand engine rotation as viewed from the front of the engine. The letter A,B,C or D designates the blower and
exhaust manifold location on the In-line engines as viewed from the rear of the engine while the letter A or C designates
the location of the oil cooler and starter on the 6V-53 engine.

Each engine is equipped with an oil cooler, replaceable element type lubricating oil filter, fuel oil strainer, fuel oil filter, an
air cleaner or air silencer, a governor, a heat exchanger and raw water pump or a fan and radiator, and a starting motor.

Full pressure lubrication is supplied to all main bearings, connecting rod bearings, and camshaft bearings, and to other
moving parts.

Oil is drawn by suction from the oil pan through the intake screen and pipe to the oil pump where it is pressurized and
delivered to the oil filter and the oil cooler. From the oil cooler, the oil enters oil galleries in the cylinder block and
cylinder head for distribution to the main bearings, connecting rod bearings, camshaft bearings, rocker arm mechanism
and other functional parts.

The cooling system has a centrifugal water pump which circulates the engine coolant through the oil cooler and water
jackets. The engine temperature is regulated by a thermostat(s).

Fuel is drawn from the supply tank through the fuel strainer and enters a gear type fuel pump at the inlet side. Upon
leaving the pump under pressure, the fuel is forced through the fuel filter into the inlet manifold where it passes through
fuel pipes into the inlet side of the fuel injectors. The fuel is filtered through elements in the injectors and then atomized
through small spray tip orifices into the combustion chamber. Excess fuel is returned to the fuel tank through the fuel
outlet galleries and connecting lines.

Air for scavenging and combustion is supplied by a blower which pumps air into the engine cylinders via the air box and
cylinder liner ports. All air entering the blower first passes through an air cleaner or air silencer.

The engine may be started by either a hydraulic or an electric starting system.

The engine speed is regulated by a mechanical or hydraulic type engine governor, depending upon the engine
application.

Page 5
Description

Fig. 2 - In-Line Engine Model Description, Rotation and Accessory Arrangement

Page 6
 Description

Fig. 3 ·6V Engine Model Description, Rotation and Accessory Arrangement

Page 7
Description

GENERAL SPECIFICATIONS

3-53 4-53 6V-53

Type....................................................................................... 2 Cycle 2 Cycle 2 Cycle
Number of cylinders ............................................................... 3 4 6
Bore (inches) .......................................................................... 3.875 3.875 3.875
Bore (mm) .............................................................................. 98 98 98
Stroke (inches) ....................................................................... 4.5 4.5 4.5
Stroke (mm) ........................................................................... 114 114 114
Compression Ratio (nominal)(standard engines)..................... 17 to 1 17 to 1 17 to 1
Compression Ratio (nominal)("N" engines) ............................. 21 to 1 21 to 1 21 to 1
Total Displacement - cubic inches .......................................... 159 212 318
Total Displacement - litres ...................................................... 2.61 3.48 5.22
Number of main bearings ....................................................... 4 5 4

Fig. 4. Series 53 Cylinder Arrangement

Page 8
 Description

ENGINE MODEL AND SERIAL NUMBER DESIGNATION

Fig. 5 - Typical Model and Serial Numbers as Fig 6 - Typical Model and Serial Numbers as
Stamped on Cylinder Block (In-Line Engine) Stamped on Cylinder Block (6V Engine)

On the In-line engines, the model number and serial number are stamped on the right-hand side of the cylinder block in
the upper rear corner (Fig. 5). The model number and serial number on the V-type engine is located on the top right-
hand front corner of the cylinder block, as viewed from the rear of the engine (Fig. 6).

An option plate, attached to the valve rocker cover, is also stamped with the engine serial number and model number
and, in addition, lists any optional equipment used on the engine (Fig. 7).

With any order for parts, the engine model number and serial number must be given. In addition, if a type number is
shown on the option plate covering the equipment required, this number should also be included on the parts order.

Power take-off assemblies, torque converters, hydraulic marine gears, etc. may also carry name plates pertaining to the
particular assembly to which they are attached. The information on these name plates is useful when ordering parts for
these assemblies.

Fig. 7 - Option Plate

BUILT-IN PARTS BOOK
The Built-In Parts Book is an anodized aluminum plate (Option Plate) that fits into a retainer on the engine valve rocker
cover and contains the necessary information required when ordering parts. It is recommended that the engine user read
the section on the Built-In Parts Book in order to take full advantage of the information provided on the engine option
plate.

Numerous exploded view type illustrations are included to assist the user in identifying and ordering service parts.

Page 9
Description

Cross Section Views of a Typical In-Line Engine

Page 10
 Description

Cross Section Views of a Typical 6V-53 Engine

Page 11
 ENGINE SYSTEMS

The Series 53 Detroit Diesel engines incorporate four basic systems which direct the flow of fuel, air, lubricating oil, and
engine coolant.

A brief description of each of these systems and their components, and the necessary maintenance and adjustment
procedures are given in this manual.

FUEL SYSTEM

The fuel system (Figs. I and 2) consists of the fuel injectors, fuel pipes, fuel manifolds (integral with the cylinder head),
fuel pump, fuel strainer, fuel filter and the necessary connecting fuel lines.

On In-line engines, a restricted fitting is located in the cylinder head fuel return manifold outlet to maintain pressure
within the fuel system. On V-type engines, this restricted fitting is located in the left-bank cylinder head.

Fuel is drawn from the supply tank through the fuel strainer and enters the fuel pump at the inlet side. Upon leaving the
pump under pressure, the fuel is forced through the fuel filter and into the fuel inlet manifold where it passes through fuel
pipes into the inlet side of each fuel injector. The fuel is filtered through elements in the injectors and atomized
through small spray tip orifices into the combustion chamber. Surplus fuel, returning from the injectors, passes through
the fuel return manifold and connecting fuel lines back to the fuel tank.

The continuous flow of fuel through the injectors helps to cool the injectors and remove air from the fuel system.

A check valve may be installed between the fuel strainer and the source of supply as optional equipment to prevent
fuel drain back when the engine is not running.

Fuel Injector
The fuel injector combines in a single unit all of the parts necessary to provide complete and independent fuel injection at
each cylinder. The injector creates the high pressure necessary for fuel injection, meters the proper amount of fuel,
atomizes the fuel and times the injection into the combustion chamber.

Since the injector is one of the most important and carefully constructed parts of the engine, it is recommended that the
engine operator replace the injector as an assembly if it is not operating properly. Authorized Detroit Diesel Allison
Service Outlets are properly equipped to service injectors.

Fig. 1 - Schematic Diagram of Typical Fuel Fig. 2 - Schematic Diagram of Typical Fuel
System - In-Line Engine System - V-type Engine

Page 13
Engine Systems

Remove Injector
An injector may be removed in the following manner:

1. Clean and remove the valve rocker cover.

2. Disconnect the fuel pipes from both the injector and the fuel
connectors.

3. Immediately after removing the fuel pipes, cover the injector

inlet and outlet fittings with shipping caps to prevent dirt from
entering.

4. Turn the crankshaft manually in the direction of engine

rotation or crank the engine with the starting motor, if necessary,
until the rocker arms for the particular cylinder are aligned in a
horizontal plane.
CAUTION: If a wrench is used on the crankshaft bolt at
the front of the engine, do not turn the crankshaft in a
left-hand direction of rotation as the bolt will be
loosened. Remove the starting motor and use a pry
bar against the teeth of the flywheel ring gear to turn
the crankshaft.
Fig. 3 - Removing Injector from Cylinder Head
5. Remove the two rocker shaft bracket bolts and swing the
rocker arm assembly away from the injector and valves.

6. Remove the injector clamp bolt, washer and clamp.

7. Loosen the inner and outer adjusting screws on the injector rack control lever and slide the lever away from the
injector.

8. Free the injector from its seat as shown in Fig. 3 and lift it from the cylinder head.

9. Cover the injector hole in the cylinder head to keep foreign particles out of the cylinder.

Install Injector
Before installing an injector, be sure the beveled seat of the injector tube is free from dirt particles and carbon deposits.

A new or reconditioned injector may be installed by reversing the sequence of operations given above for removal.

Be sure the injector is filled with fuel oil. If necessary, add clean fuel oil at the inlet filter until it runs out the outlet filter.
CAUTION: On four valve cylinder heads, there is a possibility of damaging the exhaust valves if the exhaust
valve bridge is not resting on the ends of the exhaust valves when tightening the rocker shaft bracket bolts.
Therefore, note the position of the exhaust valve bridge before, during and after tightening the rocker shaft
bracket bolts.
Do not tighten the injector clamp bolt to more than 20-25 lb-ft (27-34 Nm) torque, as this may cause the moving parts of
the injector to bind. Tighten the rocker shaft bolts to 50-55 lb-ft (68-75 Nm) torque.

Align the fuel pipes and connect them to the injector and the fuel connectors. Use socket J 8932-01 and a torque wrench
to tighten the fuel pipe nuts to 12-15 lb-ft (16-20 Nm) torque.
CAUTION: Do not bend the fuel pipes and do not exceed the specified torque. Excessive tightening will twist
or fracture the flared ends of the fuel pipes and result in leaks. Lubricating oil diluted by fuel oil can cause
serious damage to the engine bearings.
Time the injector, position the injector rack control lever and adjust the exhaust valve clearance (cold setting) as outlined
in the engine tune-up procedure. If all of the injectors have been replaced, perform a complete tune-up on the engine.

Page 14
 Engine Systems
Fuel Pump
A positive displacement gear-type fuel pump is attached to the
governor or blower on the In-line engines and to the flywheel
housing on the V-type engines.
A spring-loaded relief valve, incorporated in the pump body,
normally remains in the closed position, operating only when the
pressure on the outlet side (to the fuel filter) becomes excessive
due to a plugged filter or fuel line.
The fuel pump incorporates two oil seals. Two tapped holes are
provided in the underside of the pump body, between the oil
seals, to permit a drain tube to be attached. If fuel leakage
exceeds one drop per minute, the seals must be replaced. An
authorized Detroit Diesel Allison Service Outlet is properly
equipped to replace the seals.
Fuel pumps are furnished in either left or right-hand rotation,
according to the engine model, and are stamped RH or LH.
These pumps are not interchangeable and cannot be rebuilt to
operate in an opposite rotation.
Fuel Strainer and Fuel Filter
A replaceable-element type fuel strainer and fuel filter (Fig. 4)
are used in the fuel system to remove impurities from the fuel.
The strainer removes the larger particles and the filter removes
the small foreign particles.
The fuel strainer and fuel filter are basically identical in
construction, both consisting of a cover, shell and replaceable
element. Since the fuel strainer is placed between the fuel supply
Fig. 4 - Typical Fuel Strainer and Filter Mounting
tank and the fuel pump, it functions under suction; the fuel filter,
which is installed between the fuel pump and the fuel inlet
manifold in the cylinder head, operates under pressure.
Replace the elements as follows:
1. With the engine shut down, place a suitable container under the fuel strainer or filter and open the drain cock. The
fuel will drain more freely if the cover nut is loosened slightly.
2. Support the shell, unscrew the cover nut and remove the shell and element.
3. Remove and discard the element and gasket. Clean the shell with fuel oil and dry it with a cloth or compressed air.
4. Place a new element, which has been thoroughly soaked in clean fuel oil, over the stud and push it down on the seat.
Close the drain cock and fill the shell approximately two-thirds full with clean fuel oil.

5. Affix a new shell gasket, place the shell and element into position under the cover and start the cover nut on the shell
stud.
6. Tighten the cover nut only enough to prevent fuel leakage.
7. Remove the plug in the strainer or filter cover and fill the shell with fuel. Fuel system primer J 5956 may be used to
prime the fuel system.
8. Start and operate the engine and check the fuel system for leaks.
Spin-On Type Fuel Filter
A spin-on fuel strainer and fuel filter (Fig. 5) is used on certain engines. The spin-on filter cartridge consists of a shell,
element and gasket combined into a unitized replacement assembly. No separate springs or seats are required to
support the filters.

Page 15
Engine Systems

The filter covers incorporate a threaded sleeve to accept the spin-on

filter cartridges. The word "Primary" is cast on the fuel strainer cover
and the word "Secondary" is cast on the fuel filter cover for identification.
No drain cocks are provided on the spin-on filters. Where water is a
problem, it is recommended that a water separator be installed.
Otherwise, residue may be drained by removing and inverting the filter.
Refill the filter with clean fuel oil before reinstalling it.
A 1" diameter twelve-point nut on the bottom of the filter is provided to
facilitate removal and installation.
Replace the filter as follows:
1. Unscrew the filter (or strainer) and discard it.
2. Fill a new filter replacement cartridge about two-thirds full with clean
fuel oil. Coat the seal gasket lightly with clean fuel oil.
3. Install the new filter assembly and tighten it to two-thirds of a turn
beyond gasket contact.
4. Start the engine and check for leaks.
Fuel Tank
Fig. 5 - Typical Spin-On Type Fuel Strainer Refill the fuel tank at the end of each day's operation to prevent
and Fuel Filter Mounting condensation from contaminating the fuel.
CAUTION: A galvanized steel tank should never be used for fuel storage because the fuel oil
reacts chemically with the zinc coating to form powdery flakes which quickly clog the fuel strainer
and filter and damage the fuel pump and the fuel injectors.
Engine Out of Fuel
The problem in restarting the engine after it has run out of fuel stems from the fact that after the fuel is exhausted from
the fuel tank, fuel is then pumped from the primary fuel strainer and sometimes partially removed from the secondary
fuel filter before the fuel supply becomes insufficient to sustain engine firing. Consequently, these components must be
refilled with fuel and the fuel pipes rid of air in order for the system to provide adequate fuel for the injectors.
When an engine has run out of fuel, there is a definite procedure to follow for restarting the engine.
1. Fill the fuel tank with the recommended grade of fuel oil. If only partial filling of the tank is possible, add a minimum
of ten gallons (38 litres) of fuel.
2. Remove the fuel strainer shell and element from the strainer cover and fill the shell with fuel oil. Install the shell and
element.
3. Remove and fill the fuel filter shell and element with fuel oil as in Step 2.
4. Start the engine. Check the filter and strainer for leaks.
NOTE: In some instances, it may be necessary to remove a valve rocker cover and loosen a
fuel pipe nut in order to bleed trapped air from the fuel system. Be sure the fuel pipe is
retightened securely before replacing the rocker cover.
Primer J 5956 may be used to prime the entire fuel system. Remove the filler plug in the fuel filter cover and install the
primer. Prime the system. Remove the primer and install the filler plug.
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Engine Systems
Air System
In the scavenging system used in two-cycle engines, illustrated in Figs. 6 and 7,
a charge of air is forced into the cylinders by the blower and thoroughly sweeps
out all of the burned gases through the exhaust valve ports. This air also helps to
cool the internal engine parts, particularly the exhaust valves. At the beginning of
the compression stroke, each cylinder is filled with fresh, clean air which provides
for efficient combustion.
The air, entering the blower from the air silencer or air cleaner, is picked up by the
blower rotor lobes and carried to the discharge side of the blower. The
continuous discharge of fresh air from the blower enters the air chamber of the
cylinder block and sweeps through the intake ports of the cylinder liners.
The angle of the ports in the cylinder liner creates a uniform swirling motion to the
intake air as it enters the cylinder. This motion persists throughout the
compression stroke and facilitates scavenging and combustion.

Fig. 7 - Air Intake System Through Blower and

Air Cleaners Engine (6V-53 Engine)
Several types of air cleaners are available for use with industrial
engines. The light-duty oil bath air cleaner is used on most models.
However, a heavy-duty oil bath type or a dry type air cleaner may be installed where the engine is operating in heavy
dust concentrations.

The air cleaners are designed for fast, easy disassembly to facilitate efficient servicing. Maximum protection of the
engine against dust and other forms of air contamination is possible if the air cleaner is serviced at regular intervals.
The light-duty oil bath type air cleaner (Fig. 8) consists of a metal wool cleaning element supported inside of a housing
which contains an oil reservoir. A chamber beneath the oil
reservoir serves as a silencer for the incoming air to the blower.
Air is drawn into the cleaner by the blower and passes over the
top of the oil bath, where a major portion of the dirt is trapped,
then up through the metal wool, where the finer particles are
removed, and then down the central duct to the blower.
The heavy-duty oil bath type air cleaner (Fig. 9) consists of the
body and fixed filter assembly which filters the air and condenses
the oil from the air stream so that only dry air enters the engine.
The condensed oil is returned to the cup where the dirt settles out
of the oil and the oil is recirculated. A removable element
assembly removes a major part of the dust from the air stream
thereby decreasing the dust load to the fixed element. An inner
cup, which can be removed from the outer (oil cup), acts as a
baffle in directing the oil-laden air to the element and also
controls the amount of oil in circulation and meters the oil to the
element. The oil cup supports the inner cup and is a reservoir for
oil and a settling chamber for dirt.
Service the light-duty oil bath air cleaner as follows:

Fig. 6 - Air Intake System Through Blower

and Engine (In-line Engine)

Page 17
 Engine Systems

1. Loosen the wing bolt and remove the air cleaner assembly from the air inlet
housing. The cleaner may then be separated into two sections; the upper section or
body assembly contains the filter element, the lower section consists of the oil cup,
removable inner cup or baffle and the center tube.
2. Soak the body assembly and element in fuel oil to loosen the dirt; then flush the
element with clean fuel oil and allow it to drain thoroughly.
3. Pour out the oil, separate the inner cup or baffle from the oil cup, remove the
sludge and wipe the baffle and outer cup clean.
4. Push a lint-free cloth through the center tube to remove dirt or oil.
5. Clean and check all of the gaskets and sealing surfaces to ensure air tight seals.
6. Refill the oil cup to the oil level mark only, install the baffle, and reassemble the
air cleaner.
7. Check the air inlet housing before
Fig. 8 - Light Duty Oil Bath Air installing the air cleaner assembly on the
Cleaner engine. The inlet will be dirty if air cleaner
servicing has been neglected or if dust-
laden air has been leaking past the air
cleaner or air inlet housing seals.
8. Make sure that the air cleaner is seated properly on the inlet housing and
the seal is installed correctly.
Tighten the wing bolt until the air cleaner is securely mounted.
Service the heavy-duty oil bath air cleaner as follows:
1. Loosen the wing nuts and detach the lower portion of the air cleaner
assembly.
2. Remove the detachable screen by loosening the wing nuts and rotating
the screen one-quarter turn.
One of the most important steps in properly cleaning the tray type oil bath air
cleaner is a step that is most overlooked. Unless the filter tray is thoroughly
cleaned, satisfactory performance of the engine cannot be realized. The
presence of fibrous material found in the air is often underestimated and is
the main cause of the malfunctioning-of heavy-duty air cleaners. This
material comes from plants and trees during their budding season and later
from airborne seed from the same sources. Figure 10 illustrates the severity
of lugging in a tray that is 50% plugged. The solid black areas in the mesh
are accumulations of this fibrous material. When a tray is plugged in this
manner, washing in a solvent or similar washing solution will not clean it
satisfactorily. It must be blown out with high pressure air or steam to remove
the material that accumulates between the layers of screening. When a

Fig. 9 - Heavy-Duty Oil Bath Air

Cleaner

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 Engine Systems
clean tray is held up to the light, an even pattern of light should be visible. It
may be necessary, only as a last resort, to burn off the lint. Extreme care
must be taken to prevent melting the galvanized coating in the tray screens.
Some trays have equally spaced holes in the retaining baffle. Check to make
sure that they are clean and open. Figure 11 illustrates a thoroughly cleaned
tray. The dark spots in the mesh indicate the close overlapping of the mesh
and emphasize the need for using compressed air or steam. It is suggested
that users of heavy-duty air cleaners have a spare tray on hand to replace the
tray that requires cleaning. Having an extra tray available makes for better
service and the dirty tray can be cleaned thoroughly as recommended. Spare
trays are well worth their investment.
3. Pour out the oil, separate the inner cup or baffle from the oil or outer cup,
remove the sludge and wipe the baffle and outer cup clean.
4. Clean and inspect the gaskets and sealing surfaces to ensure an air tight
seal. Fig; 11 - Air Cleaner Tray (Clean)
5. Reinstall the baffle in the oil cup and refill to the proper oil level with the
same grade of oil being used in the engine.
6. Remove the hood and clean by brushing, or by blowing out with compressed air. Push a lint-free cloth through the
center tube to remove dirt or oil from the walls.
7. Inspect the lower portion of the air cleaner body and center tube each time the oil cup is serviced. If there are any
indications of plugging, the body assembly should be removed from the engine and
cleaned by soaking and then flushing with clean fuel oil. Allow the unit to drain
thoroughly.
8. Place the removable element in the body assembly. Install the body if it was
removed from the engine for servicing.
9. Install the outer cup and baffle assembly. Be sure the cup is tightly secured to the
body assembly.
All oil bath air cleaners should be serviced as operating conditions warrant. At no time
should more than 1/2" of "sludge" be allowed to form in the oil cup or the area used for
sludge deposit, nor should the oil cup be filled above the oil level mark.
The United Specialties dry-type air cleaner shown in Fig. 12 consists of a body, dust
unloader and element clamped to a base.
Air is drawn through the cleaner intake pipe and is automatically set into a circular
motion. This positive spinning of the dirty air "throws out" the heavier particles of dust
and dirt where they are collected in the dust port and then expelled through the dust unloader.
Fig. 10 - Air Cleaner Tray
The circular action continues even during low air intake at engine idle speeds.
(Plugged)
The United Specialties dry-type air cleaner should be serviced, as operating conditions
warrant, as follows:

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 Engine Systems

Fig. 12 - United Specialties Dry Type Air Cleaner

1. Loosen the clamp screw and check the dust unloader for obstruction or damage.
2. Unlock the spring clamps that hold the cleaner body to the cleaner base which is bolted to the air inlet housing.
Remove the body and then remove the element from the cleaner base.
3. The paper pleated air cleaner element can be cleaned as follows:
a. For a temporary expedient in the field, tap the side or end of the element carefully against the palm of your hand.
CAUTION: Do not tap the element against a hard surface. This could damage the element.
b. Compressed air can be used when the major contaminant is dust. The compressed air (not to exceed 100 psi or 689
kPa) should be blown through the element in a direction opposite to the normal air flow. Insert the air nozzle inside
of the element and gently tap and blow out the dust with air. When cleaning the dust from the outside of the
element, hold the nozzle at least 6" from the element.
c. Wash the element if compressed air is not available, or when the contaminant is carbon, soot, oily vapor or dirt which
cannot be removed with compressed air.
d. Agitate the element in warm water containing a non-sudsing detergent.
CAUTION: Do not use water hotter than your hand can stand, solvents, oil, fuel oil or gasoline.
Preceding the washing, it helps to direct air (not exceeding 100 psi or 689 kPa) through the element in a direction
opposite the normal air flow to dislodge as much dust as possible. Reverse flush with a stream of water (not exceeding
40 psi or 276 kPa) until the water runs clean to rinse all loosened foreign material from the element. Shake out excess
water from the element and allow it to dry thoroughly.
CAUTION: Do not attempt to remove excess water by using compressed air.
4. Inspect the cleaned element with a light bulb after each cleaning for damage or rupture. The slightest break in the
element will admit sufficient airborne dirt to cause rapid failure of piston rings. If necessary, replace the element.
5. Inspect the gasket on the end of the element. If the gasket is damaged or missing, replace the element.
6. Install the element on the base with the gasket side of the element down against the base. Place the body over the
element and base and tighten the spring clamps by hand.
7. Replace the element after 10 washings or I year of service, whichever comes first, or any time damage is noted.
8. Install the dust unloader and tighten the clamp. The Farr dry-type air cleaner, (Fig. 13) is designed to provide highly
efficient air filtration under all operating conditions and is not affected by engine speed. The cleaner assembly consists
of a cleaner panel with a replaceable impregnated paper filter element.
The cleaner panel and replaceable filter element are held together in a steel housing with fasteners.

Fig. 13 - Farr Dry Type Air Cleaner

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 Engine Systems
The deflector vanes impart a swirling motion to the air entering the air cleaner and centrifuge the dust particles against
the walls of the tubes. The dust particles are then carried to the dust bin at the bottom of the cleaner by approximately
10% bleed-off air and are finally discharged into the atmosphere. The cleaner panel is fully effective at either high or low
velocities.
The remainder of the air in the cleaner reverses direction and spirals back along the discharge tubes again centrifuging
the air. The filtered air then reverses direction again and enters the replaceable filter element through the center portion
of the discharge tubes. The air is filtered once more as it passes through the pleats of the impregnated paper element
before leaving the outlet port of the cleaner housing.
The cleaner panel tends to be self-cleaning. However, it should be inspected and any accumulated foreign material
removed during the periodic replacement of the impregnated paper filter element. Overloading of the paper element will
not cause dirt particles to by-pass the filter and enter the engine, but will result in starving the engine for air.
The filter element should be replaced, as operating conditions warrant, as follows:
1. Loosen the wing nuts on the fasteners and swing the retaining bolts away from the cleaner panel.
2. Lift the cleaner panel away from the housing and inspect it. Clean out any accumulated foreign material.
3. Withdraw the paper filter element and discard it.
4. Install a new filter element.
5. Install the cleaner panel aid secure it in place with the fasteners.
Air Silencer
The air silencer, used on some marine engines, is bolted to the intake side of the blower housing. The silencer has a
perforated steel partition welded in place parallel with the outside faces, enclosing flame-proof, felted cotton waste which
serves as a silencer for air entering the blower.
While no servicing is required on the air silencer proper, it may be removed when necessary to replace the air inlet
screen. This screen is used to filter out any large foreign particles which might seriously damage the blower assembly.
Air Box Drains
During normal engine operation, water vapor from the air charge, as well as a slight amount of fuel and lubricating oil
fumes, condenses and settles on the bottom of the air box. This condensation is removed by the air box pressure
through air box drain tubes mounted on the side of the cylinder block.
The air box drains must be open at all times. With the engine running, a periodic check is recommended for air flow
from the air box drain tubes. Liquid accumulation on the bottom of the air box indicates a drain tube may be plugged.
Such accumulations can be seen by removing the cylinder block air box cover(s) and should be wiped out with rags or
blown out with compressed air. Then remove the drain tubes and connectors from the cylinder block and clean them
thoroughly.
Some engines are equipped with an air box drain check valve. Refer to the Lubrication and Preventive
Maintenance section of this manual for service instructions.
Crankcase Ventilation
Harmful vapors which may form within the engine are removed from the crankcase, gear train and valve compartment by
a continuous, pressurized ventilation system.
A slight pressure is maintained within the engine crankcase by the seepage of a small amount of air from the airbox past
the piston rings. This air sweeps up through the engine and is drawn off through a crankcase breather.
In-line engines are equipped with a breather assembly which is mounted on the rocker cover or the flywheel housing.
The 6V engines incorporate a breather assembly mounted inside of the upper engine front cover.
The wire mesh pad (element) in the breather assemblies should be cleaned if excessive crankcase pressure is observed.
If it is necessary to clean the element, remove the breather housing from the flywheel housing (In-line engines) and the
upper engine front cover (6V engines). Wash the element in fuel oil and dry it with compressed air. Reinstall the
element and the breather assembly.

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 Engine Systems

LUBRICATING SYSTEM

Fig. 14 - Typical In-Line Engine Oil Filter Mounting Fig. 15 - Typical V-Type Engine Oil Filter Mounting

The Series 53 engine lubricating system, illustrated in Figs. 16 and 17, includes an oil intake screen and tube assembly,
an oil pump, a pressure regulator, a full-flow oil filter or by-pass filter with by-pass valve, and an oil cooler with a by-pass
valve.
Lubricating oil from the pump passes from the lower front cover through short oil galleries in the cylinder block. From the
block, the oil flows to the full-flow oil filter, then through the oil cooler (if used) and back into the front engine cover and
cylinder block oil galleries for distribution to the various engine bearings. The drains from the cylinder head(s) and other
engine parts lead back to the oil pan.
Oil pressure is regulated by a pressure relief valve mounted in the engine front cover. Oil cooler and oil filter by-pass
valves prevent the stoppage of oil flow if these items become plugged.
Oil Filters
Each engine is equipped with a full-flow type lubricating oil filter (Figs. 14 and 15). If additional filtering is required, a by-
pass type oil filter may also be installed.
All of the oil supplied to the engine passes through the full-flow filter that removes the larger foreign particles without
restricting the normal flow of oil.
The by-pass filter assembly, when used, continually filters a portion of the lubricating oil that is being bled off the oil
gallery when the engine is running. Eventually all of the oil passes through the filter, filtering out minute foreign particles
that may be present.
The lubricating oil filter elements should be replaced, each time the engine oil is changed, as follows:
1. Remove the drain plug and drain the oil.
2. The filter shell, element and stud may be detached as an assembly, after removing the center stud from the base.
Discard the gasket.
3. Clean the filter base.
4. Discard the used element, wipe out the filter shell and install a new element on the center stud.
5. Place a new gasket in the filter base, position the shell and element assembly on the gasket and tighten the center
stud carefully to prevent damaging the gasket or center stud.
6. Install the drain plug and, after the engine is started, check for oil leaks.

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 Engine Systems

Fig. 16 - Schematic Diagram of Typical In-Line Engine Lubricating System

Page 23
 Engine Systems

Fig. 17 - Schematic Diagram of Typical 6V Engine Lubricating System

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 Engine Systems
COOLING SYSTEM
One of three different types of cooling systems is used on a Series 53 engine: radiator and fan, heat exchanger and raw
water pump, or keel cooling. A centrifugal type water pump is used to circulate the engine coolant in each system. Each
system incorporates thermostats to maintain a normal operating temperature of 160-185°F (71-85°C). Typical engine
cooling system- are shown in Figs. 18 and 19.

Radiator Cooling System

The engine coolant is drawn from the bottom of the radiator core by the water pump and is forced through the oil cooler
and into the cylinder block. The coolant circulates up through the cylinder block into the cylinder head, then to the water
manifold and thermostat housing. From the thermostat housing, the coolant returns to the radiator where it passes down
a series of tubes and is cooled by the air stream created by the fan.

When starting a cold engine or when the coolant is below operating temperature, the coolant is restricted at the
thermostat housing(s) and a by-pass provides water- circulation within the engine during the warm-up period.

Heat Exchanger Cooling System

In the heat exchanger cooling system, the coolant is drawn by the circulating pump from the bottom of the expansion
tank through the engine oil cooler, then through the engine the same as in the radiator and fan system. Upon leaving
the thermostat housing, the coolant either passes through the heat exchanger core

Fig. 18 • Typical Cooling System for In-Line Engines

Page 25
 Engine Systems
or by-passes the heat exchanger and flows directly to the water pump, depending on the coolant temperature.

While passing through the core of the heat exchanger, the coolant temperature is lowered by raw water, which is drawn
by the raw water pump from an outside supply. The raw water enters the heat exchanger at one side and' is discharged
at the opposite side.

To protect the heat exchanger element from electrolytic action, a zinc electrode is located in both the heat exchanger
inlet elbow and the raw water pump inlet elbow and extends into the raw water passage.

The length of time a heat exchanger will function satisfactorily before cleaning will be governed by the kind of coolant
used in the engine and the kind of raw water used. Soft water plus a rust inhibitor or a high boiling point type antifreeze
should be used as the engine coolant.

When foreign deposits accumulate in the heat exchanger to the extent that cooling efficiency is impaired, such deposits
can, in most instances, be removed by circulating a flushing compound through the fresh water circulating system without
removing the heat exchanger. If this treatment does not restore the engine's normal cooling characteristics, contact an
authorized Detroit Diesel Allison Service Outlet.

Fig. 19 - Typical Cooling System for V-Type Engine

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 Engine Systems
Keel Cooling System
The keel cooling system is similar to the heat exchanger system, except that the coolant temperature is reduced in the
keel cooler. In this system, the coolant is drawn by the circulating pump from the bottom of the expansion tank through
the engine oil cooler. From the cooler the flow is the same as in the other systems. Upon leaving the thermostat
housing, the coolant is by-passed directly to the bottom of the expansion tank until the engine operating temperature,
controlled by the thermostat, is reached. As the engine temperature increases, the coolant is directed to the keel cooler,
where the temperature of the coolant is reduced before flowing back to the expansion tank.
ENGINE COOLING SYSTEM MAINTENANCE
Engine Coolant
The function of the engine coolant is to absorb the heat, developed as a result of the combustion process in the cylinders,
from the component parts such as exhaust valves, cylinder liners and pistons which are surrounded by water jackets. In
addition, the heat absorbed by the oil is also removed by the engine coolant in the oil-to-water oil cooler.
For the recommended coolant, refer to Engine Coolant.
Cooling System Capacity
The capacity of the basic engine cooling system (cylinder block, head, thermostat housing and oil cooler housing) is
shown in Table I.
To obtain the complete amount of coolant in the cooling system of an engine, the additional capacity of the radiator,
hoses, etc. must be added to the capacity of the basic engine. The capacity of radiators and related equipment should
be obtained from the equipment supplier.
Fill Cooling System
Before starting an engine, close all of the drain cocks and fill the cooling system completely. If the unit has a raw water
pump, it should be primed, since operation without water may cause impeller failure.
COOLING SYSTEM CAPACITY CHART
(BASIC ENGINE)
ENGINE CAPACITY
Quarts Litres
3-53 8 8
4-53 9 9
6V-53 14 13
TABLE 1
Start the engine and, after normal operating temperature has been reached, allowing the coolant to expand to its
maximum, check the coolant level. The coolant level should be within 2"of the top of the filler neck.
Should a daily loss of coolant be observed, and there are no apparent leaks, there is a possibility of gases leaking past
the cylinder head water seal rings into the cooling system. The presence of air or gases in the cooling system may be
detected by connecting a rubber tube from the overflow pipe to a water container. Bubbles in the water in the container
during engine operation will indicate this leakage. Another method for observing air in the cooling system is by inserting
a transparent tube in the water outlet line.
Drain Cooling System
The engine coolant is drained by opening the cylinder block and radiator (heat exchanger) drain cocks and removing the
cooling system filler cap. Removal of the filler cap permits air to enter the cooling passages and the coolant to drain
completely from the system. Drain cocks or plugs are located on each side of the 4-53 and 6V cylinder blocks. The 3-53
cylinder block has a drain cock or plug located on the side of the block opposite the oil cooler.
IMPORTANT: Drain cocks or plugs on both sides of the engine must be opened to drain the
engine completely.
In addition to the drains on the cylinder blocks, the In-line engines have a drain cock located on the bottom of the oil
cooler housing. The V-type engines have two drain cocks that must be opened when draining the system. Radiators,
etc., that do not have a drain cock, are drained through the oil cooler housing drain.
To insure that all of the coolant is drained completely from an engine, all cooling system drains should be opened.
Should any entrapped water in the cylinder block or radiator freeze, it will expand and may cause damage. When
freezing weather is expected, drain all engines not adequately protected by antifreeze. Leave

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 Engine Systems

all of the drain cocks open until refilling the cooling system.
The exhaust manifolds of marine engines are cooled by the same coolant used in the engine. Whenever the engine
cooling system is drained, each exhaust manifold drain cock, located on the bottom near the exhaust outlet, must be
opened. Raw water pumps are drained by loosening the cover attaching screws. It may be necessary to tap the raw
water pump cover gently to loosen it. After the water has been removed, tighten the screws.
Flushing
The cooling system should be flushed each spring and fall. The flushing operation cleans the system of antifreeze
solution in the spring and removes the summer rust inhibitor in the fall, preparing the cooling system for a new solution.
The flushing operation should be performed as follows:
1. Drain the previous season's solution from the engine.
2. Refill the cooling system with soft clean water. If the engine is hot, fill slowly to prevent rapid cooling and distortion of
the engine castings.
3. Start the engine and operate it for 15 minutes to circulate the water thoroughly.
4. Drain the cooling system completely.
5. Refill the system with the solution required for the coming season.
Cooling System Cleaners
If the engine overheats and the fan belt tension and water level are satisfactory, clean and flush the entire cooling
system. Remove scale formation by using a quality de-scaling solvent. Immediately after using the solvent, neutralize
the system with the neutralizer. It is important that the directions printed on the container of the de-scaling solvent be
thoroughly read and followed.
After the solvent and neutralizer have been used, completely drain the engine and radiator and reverse-flush before
filling the cooling system.
Reverse-Flushing
After the engine and radiator have been thoroughly cleaned, they should be reverse-flushed. The water pump should be
removed and the radiator and engine reverse-flushed separately to prevent dirt and scale deposits clogging the radiator
tubes or being forced through the pump. Reverse-flushing is accomplished by hot water, under air pressure, being forced
through the cooling system in a direction opposite to the normal flow of coolant, loosening and forcing scale deposits out.
The radiator is reverse-flushed as follows:
1. Remove the radiator inlet and outlet hoses and replace the radiator cap.
2. Attach a hose at the top of the radiator to lead water away from the engine.
3. Attach a hose to the bottom of the radiator and insert a flushing gun in the hose.
4. Connect the water hose of the gun to the water outlet and the air hose to the compressed air outlet.
5. Turn on the water and, when the radiator is full, turn on the air in short blasts, allowing the radiator to fill between air
blasts.
CAUTION: Apply air gradually. Do not exert more than 30 psi (207 kPa) air pressure. Too
great a pressure may rupture a radiator tube.
6. Continue flushing until only clean water is expelled from the radiator.
The cylinder block and cylinder head water passages re reverse-flushed as follows:
1. Remove the thermostat and the water pump.
2. Attach a hose to the water inlet of the cylinder block to drain the water away from the engine.
3. Attach a hose to the water outlet at the top of the cylinder block and insert the flushing gun in the hose.
4. Turn on the water and, when the water jackets are filled, turn on the air in short blasts, allowing the engine to fill with
water between air blasts.
5. Continue flushing until the water from the engine runs clean.
If scale deposits in the radiator cannot be removed by chemical cleaners or reverse-flushing as outlined above, it may be
necessary to remove the upper tank and rod out the individual radiator tubes with flat steel rods. Circulate water through
the radiator core from the bottom to the top during this operation.

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 Engine Systems
Miscellaneous Cooling System Checks
In addition to the above cleaning procedures, the other components of the cooling system should be checked periodically
to keep the engine operating at peak efficiency. The thermostat and the radiator pressure cap should be checked and
replaced, if found defective. The cooling system hoses should be inspected and any hose that feels abnormally hard or
soft should be replaced immediately.
Also, check the hose clamps to make sure they are tight. All external leaks should be corrected as soon as detected.
The fan belt must be adjusted to provide the proper tension, and the fan shroud must be tight against the radiator core to
prevent re-circulation of air which may lower cooling efficiency.

Water Pump

A centrifugal-type water pump is mounted on top of the engine oil cooler housing, either on the right-hand or left-hand
side of the engine, depending upon the engine model and rotation. It circulates the coolant through the cooling system.
The pump is belt driven, by either the camshaft or balance shaft (In-line engines) or by one of the camshafts (V-type
engines).
An impeller is pressed onto one end of the water pump shaft, and a water pump drive pulley is pressed onto the opposite
end. The pump shaft is supported on a sealed double-row combination radial and thrust ball bearing. Coolant is
prevented from creeping along the shaft toward the bearing by a seal. The shaft and bearing constitute an assembly and
are serviced as such, since the shaft serves as the inner race of the ball
bearing.
The sealed water pump shaft ball bearing is filled with lubricant when assembled. No further lubrication is required.
Contact an authorized Detroit Diesel Allison Service Outlet if more information is needed.

Raw Water Pump

The raw water pump (Figs. 20 and 21) is a positive displacement pump, used for circulating raw water through the heat
exchanger to lower the temperature of the engine coolant. It is driven by a coupling from the end of the camshaft.
Seal failure is readily noticed by a flow of water visible at the openings in the raw water pump housing, located between
the pump mounting flange and the inlet and outlet ports. These openings must remain open at all times.

Fig. 20. - Raw Water Pump Used on In-Line Engine.

The impeller, cam and wear plate assembly, and water seal assembly may be serviced without removing the pump from
the engine as outlined below.
1. Remove the cover and gasket.
2. Note the position of the impeller blades to aid in the reassembly. Then grasp a blade on each side of the impeller
with pliers and pull the impeller off of the shaft.
3. The neoprene spline seal(s) can be removed from the impeller by pushing a screw driver through the impeller from
the open end.

Fig. 21. - Raw Water Pump Used on V-Type Engine.

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 Engine Systems
CAUTION: If the impeller is reuseable, exercise care to prevent damage to the splined surfaces.
4. Remove the cam retaining screw and withdraw the cam and wear plate assembly.
5. Remove the seal assembly from the pump used on a V-type engine by inserting two wires with hooked ends
between the pump housing and seal with the hooks over the edge of the carbon seal. Remove the seal seat and gasket
in the same way.
6. The seal may be removed from the pump used on the In-line engine by drilling two holes in the seal case and
placing metal screws in the holes so that they may be grasped and pulled with pliers. Then remove the rubber seal ring.
7. Clean and inspect the impeller, cam and wear plate assembly and water seal. The impeller must have a good
bond between the neoprene and the metal. If the impeller blades are damaged, worn or have taken a permanent set,
replace the impeller. Reverse the wear plate if it is worn excessively and remove any burrs. Replace the seal, if
necessary.
8. Install the seal assembly in the pump used on a V-type engine as follows:
a. If the seal seat and gasket were removed, place the gasket and seal seat over the shaft and press them into
position in the seal cavity.
b. Place the seal ring securely in the ferrule, and with the carbon seal and washer correctly positioned against the
ferrule, slide the ferrule over the shaft and against the seal seat. Use care to ensure that the seal ring is
contained within the ferrule so that it grips the shaft.
c. Install the flat washer and then the marcel washer. A new seal may be installed in the pump used on the In-
Line engine by placing the rubber seal ring in its groove, starting the seal (with the lip facing the impeller
cavity) over the shaft and tapping it into place against the seal spacer.
9. Install the cam and wear plate assembly.
NOTE: The wear plate is round and is doweled to the cam. The wear plate must be installed with the cam
in the pump housing as an assembly.
10. Apply a non-hardening sealant to the cam retaining screw and the hole in the pump body to prevent any leakage.
Then hold the cam with the tapped hole aligned and secure it with the screw.
11. Compress the impeller blades to clear the off-set cam and press the impeller on the splined shaft. The blades must
be correctly positioned to follow the direction of rotation.
12. Install the neoprene splined seal(s) in the bore of the impeller.
13. Turn the impeller several revolutions in the normal direction of rotation to position the blades.
14. Affix a new gasket and install the pump cover.
The Jabsco raw water pump is equipped with a synthetic rubber impeller. Since synthetic rubber loses its elasticity at low
temperatures, impellers made of natural rubber should be installed when it is necessary to pump raw water that has a
temperature below 40°F (4°C).
The natural rubber impeller can be identified by a stripe of green paint between two of the impeller blades.

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INSTRUMENT PANEL, INSTRUMENTS AND CONTROLS
The instruments (Fig. 1) generally required in the operation of a diesel engine consist of an oil pressure gage, a water
temperature gage, an ammeter and a mechanical tachometer. Also, closely related and usually installed in the general
vicinity of these instruments are certain controls consisting of an engine starter switch, an engine stop knob, an
emergency stop knob and, on certain applications, the engine hand throttle.
Torqmatic converters are equipped with an oil pressure gage and, in some instances, an oil temperature gage. These
instruments are mounted on a separate panel.
Oil Pressure Gage
The oil pressure gage registers the pressure of the lubricating oil in the engine. As soon as the engine is started, the oil
pressure gage should start to register. If the oil pressure gage does not register at least the minimum pressure listed
under Running in the Engine Operating Instructions, the engine should be stopped and the cause of low oil pressure
determined and corrected before the engine is started again.
Water Temperature Gage
The engine coolant temperature is registered on the water temperature gage.

Fig. 1 - Typical Instrument Panel

Ammeter
An ammeter is incorporated into the electrical circuit to show the current flow to and from the battery. After starting the
engine, the ammeter should register a high charge rate at rated engine speed. This is the rate of charge received by the
battery to replenish the current used to start the engine. As the engine continues to operate, the ammeter should show a
decline in charge rate to the battery. The ammeter will not show zero charge rate since the regulator voltage is set
higher than the battery voltage. The small current registered prevents rapid brush wear in the battery-charging alternator.
If lights or other electrical equipment are connected into the circuit, the ammeter will show discharge when these items
are operating or the engine speed is reduced.
Tachometer
The tachometer is driven by the engine and registers the speed of the engine in revolutions per minute (rpm).
Engine Starting Motor Switch
The starting switch is mounted on the instrument panel with the contact button extending through the front face of the
panel. The switch is used to energize the starting motor. As soon as the engine starts, release the switch.
Stop Knob
A stop knob is used on most applications to shut the engine down. When stopping an engine, the speed should be
reduced to idle and the engine allowed to operate at idle for a few minutes to permit the coolant to reduce the
temperature of the engine's moving parts. Then the stop knob should be pulled and held until the engine stops. Pulling
on the stop knob manually places the injector racks in the "no-fuel" position. The stop knob should be returned to its
original position after the engine stops.
Emergency Stop Knob
In an emergency or if after pulling the stop knob, the engine continues to operate, the emergency stop knob

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may be pulled to stop the engine. The emergency stop knob, when pulled, will trip the air shut-off valve located between
the air inlet housing and the blower and shut off the air supply to the engine. Lack of air will prevent further combustion
of the fuel and stop the engine.
The emergency stop knob must be pushed back in after the engine stops so the air shut-off valve can be opened for
restarting after the malfunction has been corrected.
Throttle Control
The engine throttle is connected to the governor speed control shaft through linkage. Movement of the speed control
shaft changes the speed setting of the governor and thus the engine speed.

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ENGINE PROTECTIVE SYSTEMS
MANUAL SHUT DOWN SYSTEM
The manually operated emergency engine shutdown device, mounted in the air inlet housing, is used to stop the engine
in the event an abnormal condition should arise. If the. engine continues to run after the engine throttle is placed in the
no fuel position, or if combustible liquids or gases are accidentally introduced into the combustion chamber causing over-
speeding of the engine, the shutdown device will prevent damage to the engine by cutting off the air supply and thus
stopping the engine.
The shutdown device consists of an air shut-off valve mounted in the air inlet housing which is retained in the open
position by a latch. A cable assembly is used to remotely trip the latch. Pulling the emergency shutdown knob all the
way out will stop the engine. After the engine stops, the emergency shutdown knob must be pushed all the way in and
the air shut-off valve manually reset before the engine can be started again.
AUTOMATIC MECHANICAL SHUTDOWN SYSTEM
The automatic mechanical shutdown system illustrated in Fig. 2 is designed to stop the engine if there is a loss of oil
pressure, loss of engine coolant, overheating of the engine coolant, or overspeeding of the engine. Engine oil pressure is
utilized to activate the components of the system.
A coolant temperature-sensing valve and an adapter and copper plug assembly are mounted on the exhaust manifold
outlet. The power element of the temperature-sensing valve is placed against one end of the copper plug, and the other
end of the plug extends into the exhaust manifold. Engine coolant is directed through the adapter and passes over the
power element of the valve. Engine oil, under pressure, is directed through a restricted fitting to the temperature-
sensing valve and to an oil pressure actuated bellows located on the air inlet housing.

Fig. 2 - Mechanical Shutdown System Schematically Illustrated.

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The pressure of the oil entering the bellows overcomes the tension of the bellows spring and permits the latch to retain
the air shut-off valve in the open position. If the oil pressure drops below a predetermined value, the spring in the
bellows will release the latch and permit the air shut-off valve to close and thus stop the engine.
The overspeed governor, used on certain applications, consists of a valve actuated by a se of spring-loaded weights.
Engine oil is supplied to the valve through a connection in the oil line between the bellows and the temperature-sensing
valve. An outlet in the governor valve is connected to the engine oil sump. Whenever the engine speed exceeds the
overspeed governor setting, the valve (actuated by the governor weights) is moved from its seat and permits the oil to
flow to the engine sump. This decreases the oil pressure to the bellows, thus actuating the shutdown mechanism and
stopping the engine.
A restricted fitting, which will permit a drop in oil pressure great enough to actuate the shutdown mechanism, is required
in the oil line between the cylinder block oil gallery and the shutdown sensing
devices.
To be sure the protective system will function properly if an abnormal engine condition occurs, have the system checked
periodically by your local Detroit Diesel Allison Service Outlet.
Also make sure the air shut-off valves close each time the engine is shut down.
Operation
To start an engine equipped with a mechanical shutdown system, first manually open the air shut-off valve and then
press the engine starting switch. As soon as the engine starts, the starting switch may be released, but the air shut-off
valve must be held in the open position until the engine oil pressure increases sufficiently to permit the bellows to retain
the latch in the open position.
During operation, if the engine oil pressure drops below the setting of the pressure sensitive bellows, the spring within the
bellows will release the latch and permit the air shut-off valve to close, thus stopping the engine.
If the engine coolant overheats, the temperature-sensing valve will open and permit the oil in the protective system to
flow to the engine crankcase. The resulting decrease in oil pressure will actuate the shutdown mechanism and stop the
engine. Also if the engine loses its coolant, the copper plug will be heated up by the hot exhaust gases passing over it
and cause the temperature-sensing valve to open and actuate the shutdown mechanism.
Whenever the engine speed exceeds the overspeed governor (if used) setting, the oil in the line flows to the sump,
resulting in a decrease in oil pressure. The oil pressure bellows then releases the latch and permits the air shut-off valve
to close.
When an engine is stopped by the action of the shutdown system, the engine cannot be started again until the particular
device which actuated the shutdown mechanism has returned to its normal position. The abnormal condition which
caused the engine to stop must be corrected before attempting to start it again.
AUTOMATIC ELECTRICAL SHUTDOWN SYSTEM
The automatic electrical shutdown system shown in Fig. 3 protects the engine against a loss of coolant, overheating of
the coolant, loss of oil pressure, or overspeeding. In the event one of the foregoing conditions arises, a switch will close
the electrical circuit and energize the solenoid switch, causing the shutdown solenoid to release the air shutdown latch
and stop the engine.
Operation
The electrical circuit is de-energized under normal operating conditions. When the engine is started, the oil pressure
switch opens when the oil pressure reaches approximately 10 psi (69 kPa) and the fuel oil pressure switch closes at
approximately 20 psi (138 kPa) fuel pressure. The water temperature switch remains open.
If the oil pressure drops below 10 psi (69 kPa), the oil pressure switch will close the circuit and energize the shutdown
solenoid. This will activate the shutdown mechanism and stop the engine.
A loss of coolant or an increase in coolant temperature to approximately 203 °F (95 ° C) will close the contacts in the
water temperature switch, thus closing the electrical circuit and activating the shutdown mechanism.
The water temperature switch consists of a temperature-sensing valve and a micro-switch. The valve

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Fig. 3. - Automatic Electrical Shut-Down System Diagram.

contacts a copper plug (heat probe) which extends into the exhaust manifold outlet. Engine water is directed over the
power element of the valve and should the water temperature exceed approximately 203°F (95°C), the valve will close
the contacts in the micro- switch and energize the shutdown circuit. If a loss of water occurs, the heat of the exhaust
gases will be transmitted through the copper plug to the temperature-sensing valve and cause the shutdown circuit to be
activated.
If the engine speed exceeds the high speed setting of the overspeed governor, the governor switch will close and
activate the shutdown mechanism.
When the engine is shut down, the decrease in speed will open the governor switch, and the decrease in oil and fuel
pressures will close the oil pressure switch and open the fuel pressure switch, thus de-energizing the circuit.
The cause of the abnormal conditions must then be determined and corrected before the engine is started again. Also,
the air shut-off valve must be manually reset in the open position before the engine can be started.

Fig. 4. - Automatic Electrical Shut-Down System Incorporating Hot Wire Relay.

Some engines are equipped with an electrically operated automatic shutdown system which incorporates a hot wire relay
(Fig. 4). Since the fuel pressure builds up rapidly, the fuel oil pressure switch could close before the lubricating oil
pressure switch opens and stop the engine. The hot wire relay, however, delays the closing of the fuel oil pressure switch
for several seconds to enable the lubricating oil pressure to build up and open the oil pressure switch contacts.
When the lubricating oil pressure falls below 10 ± 2 psi (69 ± 14 kPa), the contacts in the oil pressure switch used in this
system will close and current will flow through the hot wire relay to the solenoid. The few seconds required to heat the
hot wire relay provides sufficient delay to avoid stopping the engine when low oil pressure is caused by a temporary
condition such as an air bubble or a temporary overlap in the operation of the oil pressure switch and the fuel oil pressure
switch when starting or stopping the engine.
The water temperature switch, which remains open during normal engine operation, is installed in the side of the
thermostat housing. The switch contacts close when the water temperature reaches approximately 205 °F (96 °C) and
activate the shutdown solenoid.

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ALARM SYSTEM

Fig. 5 - Alarm System Wiring Diagram.

The alarm system shown in Fig. 5 is similar to the automatic electrical shutdown system, but uses a warning bell in place
of the air shut-off valve solenoid. The bell warns the engine operator if the engine coolant overheats or the oil pressure
drops below the safe operating limit.
When the engine is started and the oil pressure is sufficient to open the oil pressure switch contacts (opening pressure is
stamped on the switch cover), the alarm switch must be turned on manually to put the system in operation. The water
temperature switch is normally open. Should the engine coolant exceed 205° ± 5° F (96° ± -15° C), the water
temperature switch will close the electrical circuit and sound the alarm bell. Likewise, if the oil pressure drops below the
setting of the oil pressure switch, the switch will close and cause the bell to ring. The bell will continue to ring until the
engine operator turns the alarm switch off. The alarm switch must also be turned off before a routine stop since the
decreasing oil pressure will close the oil pressure switch and cause the bell to ring.
If the alarm bell rings during engine operation, stop the engine immediately and determine the cause of the abnormal
condition. Make the necessary corrections before starting the engine again.

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STARTING SYSTEMS
ELECTRICAL STARTING SYSTEM
The electrical system on the engine generally consists of a battery-charging alternator, a starting motor, voltage
regulator, storage battery, starter switch and the necessary wiring. Additional electrical equipment may be installed on
the engine unit at the option of the owner.
Starting Motor
The starting motor has a Sprag overrunning clutch. Pressing the starting switch engages the starting motor pinion with
the teeth of the flywheel ring gear and energizes the starting motor. The starting motor drives the pinion and rotates the
crankshaft. When the engine begins to operate, the Sprag clutch permits the pinion to overrun on its shaft, until the
starting switch is released, and prevents overspeeding the starting motor.
Starter Switch
To start the engine, a switch is used to energize the starting motor. Release the switch immediately after the engine
starts.
Alternator
The battery-charging alternator provides the electrical current required to maintain the storage battery in a charged
condition and to supply sufficient current to carry any other electrical load requirements up to the rated capacity of the
alternator.
Regulator
A voltage regulator is introduced into the electrical system to regulate the voltage and current output of the battery-
charging alternator and to maintain a fully charged storage battery.
Storage Battery
The lead-acid storage battery is an electrochemical device for converting chemical energy into electrical energy.
The battery has three major functions:
1. It provides a source of electrical power for starting the engine.
2. It acts as a stabilizer to the voltage in the electrical system.
3. It can, for a limited time, furnish current when the electrical demands of the unit exceed the output of the alternator.
The battery is a perishable item which requires periodic servicing. A properly cared for battery will give long and trouble-
free service.
1. Check the level of the electrolyte regularly. Add water if necessary, but do not overfill. Overfilling can cause poor
performance or early failure.
2. Keep the top of the battery clean. When necessary, wash with a baking soda solution and rinse with fresh water.
Do not allow the soda solution to enter the cells.
3. Inspect the cables, clamps and hold-down bracket regularly. Clean and re-apply a light coating of grease when
needed. Replace corroded, damaged parts.
4. Use the standard, quick in-the-unit battery test as the regular service test to check battery condition.
5. Check the electrical system if the battery becomes discharged repeatedly.
If the engine is to be stored for more than 30 days, remove the battery. The battery should be stored in a cool, dry place.
Keep the battery fully charged and check the level of the electrolyte regularly. The Lubrication and Preventive
Maintenance section of this manual covers the servicing of the starting motor and alternator.
Consult an authorized Detroit Diesel Allison Service Outlet for information regarding the electrical system.

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HYDRAULIC STARTING SYSTEM (HYDROSTARTER)
The hydrostarter system schematically illustrated in Fig. 6 is a complete hydraulic system for starting internal
combustion engines. The system is automatically recharged after each start, and can be manually recharged. The
starting potential remains during long periods of inactivity, and continuous exposure to hot or cold climates has no
detrimental effect upon the hydrostarter system. Also, the hydrostarter torque for a given pressure remains substantially
the same regardless of the ambient temperature.
The hydrostarter system consists of a reservoir, an engine-driven charging pump, a hand pump, a piston type
accumulator, a starting motor and connecting hoses and fittings.
Operation
Hydraulic fluid flows by gravity, or a slight vacuum, from the reservoir to either the engine-driven pump or the hand
pump inlet. Fluid discharging from either pump outlet at high pressure flows into the accumulator and is stored at 3250
psi (22 383 kPa) under the pressure of compressed nitrogen gas. When the starter is engaged with the engine flywheel
ring gear and the control valve is opened, fluid under pressure is forced out of the accumulator, by the expanding
nitrogen gas, and flows into the starting motor which rapidly accelerates the engine to a high. cranking speed. The used
fluid returns directly to the reservoir from the starter.
The engine-driven charging pump runs continuously during engine operation and automatically recharges the
accumulator. When the required pressure is attained in the accumulator, a valve within the pump body opens and the
fluid discharged by the pump is by-passed to the reservoir. The system can be shut down and the pressure in the
accumulator will be maintained.
The precharge pressure of the accumulator is the pressure of the nitrogen gas with which the accumulator is initially
charged. This pressure must be checked before the system pressure is raised for the initial engine start. To check the
precharge pressure, open the relief valve, on the side of the hand pump, approximately 1/2 turn, allowing the pressure
gage to return to zero. Close the relief valve and pump several strokes on the hand pump. The gage should show a
rapid pressure rise from zero to the nitrogen precharge pressure, where it will remain without change for several
additional strokes of the pump.

Fig. 6 - Schematic Diagram of Hydrostarter System Showing Oil Flow

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 Engine Equipment
Initial Engine Start
Use the hand pump to raise the accumulator pressure. An accumulator pressure of 1500 psi (10 335 kPa) when the
ambient temperature is above 40°F (4°C) will provide adequate cranking to start the engine. Between 40°F (4°C) and
0°F (-18°C), 2500 psi (17 225 kPa) should be sufficient. Below 0°F (-18°C), the accumulator should be charged to the
maximum recommended pressure. Although the hydrostarter cranks the engine faster than other starting systems,
starting aids should be used in cold weather.
NOTE: Use the priming pump to make sure the filters, lines, manifolds and injectors are full of fuel before
attempting to start the engine.
For ambient temperatures below 40°F (4°C), use a fluid starting aid. Add the starting fluid just prior to moving the
hydrostarter lever and during the cranking cycle as required. Do not wait to add the starting fluid after the engine is
turning over, otherwise the accumulator charge may be used up before the engine can start. In this case, the
accumulator charge must be replaced with the hand pump. With the engine controls set for start (throttle at least half-
open), push the hydrostarter control lever to simultaneously engage the starter pinion with the flywheel ring gear and to
open the control valve. Close the valve quickly when the engine starts, to conserve the accumulator pressure and
prevent excessive overrunning of the starter drive clutch assembly. Three different basic types of flywheel ring gears are
used; no chamfer, Bendix chamfer, or Dyer chamfer on the gear teeth. Some difficulty may be encountered in engaging
the -starter pinion with the Dyer chamfered ring gears. When this happens, it .is necessary to disengage and re-
engage until the starter pinion is cammed in the opposite direction enough to allow the teeth to mesh.
Remote Control System
The hydrostarter remote control system (Fig. 7) consists of a master cylinder, a pedal, a lever arm, two springs and a
flexible hose. It is an independent hydraulic system using diesel fuel oil as a hydraulic fluid to actuate the hydrostarter
control valve by means of the pedal operated master cylinder.
The master cylinder is connected to the control valve on the hydrostarter by a flexible hose. Pressing on the pedal forces
the fluid through the hose to the control valve which engages the starter pinion with the engine flywheel ring gear.
Release the pedal as soon as the engine starts.

Fig. 7 - Hydrostarter Remote Control System

The hydrostarter motor is equipped with a control valve that incorporates a threaded valve housing plug with a 1/8" -27
tapped hole in the center for installation of the flexible hose. A 1/8"-27 pipe plug is installed when the remote control
system is not used.
Springs are used to return the master cylinder pedal and the hydrostarter control lever to the off position.
Filling
Remove the filler cap from the reservoir and add a sufficient quantity of' hydraulic fluid (a mixture of 75% diesel fuel and
25% SAE 10 or 30 lubricating oil) to fill the system.
The required amount of hydraulic fluid will vary depending upon the size of the reservoir, length of hydraulic hoses and
the size and number of accumulators. The reservoirs are available in 10, 12, 16 and 23 quart (9, 11, 15, 22 liters)
capacities. In a 10 quart (9 liters) capacity reservoir, add approximately 8 quarts (8 liters) of hydraulic fluid, 10 quarts (9
liters) in a 12 quart (11 liters) reservoir, 14 quarts (13 liters)
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 Engine Equipment
in a 16 quart (15 liters) reservoir or 21 quarts (20 liters) in a 23 quart (22 liters) reservoir.
NOTE: When the accumulator is charged to 3000 psi (20 670 kPa) and all hoses are filled, there should
be enough hydraulic fluid remaining in the reservoir to completely cover the screen in the bottom of the
reservoir.
Purging
A by-pass valve is located on the inlet side of the hand pump. Loosen the lock nut and rotate this valve approximately
one turn counterclockwise with a screw driver. Operate the hand pump for 12 to 15 complete strokes. Do not pump too
rapidly. Close the by-pass valve tightly and tighten the lock nut.
1. Move the starter control lever to engage the pinion with the flywheel and open the control valve. While holding the
lever in this position, operate the hand pump until the starter has turned several revolutions. Close the control valve.
Loosen the swivel hose fitting at the discharge side of the engine-driven pump about two turns. Operate the hand pump
to force air out until oil begins to appear at the loose fitting. Tighten the swivel hose fitting and pressurize the system
with the hand pump sufficiently to start the engine.
2. Perform the initial starting instructions under Preparation for Starting Engine First Time. Then, with the engine
running at least 1500 rpm, purge the engine-driven pump of air. Break the hose connection at the discharge side of the
engine driven-pump until a full stream of oil is discharged from the pump. Connect the hose to the pump and alternately
loosen and tighten the swivel fitting on the discharge hose until the oil leaking out, when the fitting is loose, appears to
be free of air bubbles. Tighten the fitting securely and observe the pressure gage. The pressure should rise rapidly to
the accumulator precharge pressure (1250 psi or 10 413 kPa at 70°F or 21°C), then increase slowly, reaching 2900 to
3300 psi (19 981 to 22 737 kPa).
3. After the pressure has stabilized near 3000 psi (20 670 kPa), examine all of the high pressure hoses, connections
and fittings for leaks.
4. The engine-driven pump must by-pass oil to the reservoir when the accumulator pressure reaches 2900 to 3300 psi
(19 981 to 22-737 kPa). To determine whether the pump by-pass valve is operating properly, remove the reservoir filler
cap, disconnect the pump by-pass hose at the reservoir, and hold the hose over the open reservoir filler spout. An
occasional spurt of oil may be emitted from the hose prior to by-passing. When the by-pass valve opens, a full and
continuous stream of oil will flow from the hose. Reconnect the hose to the reservoir and install the filler cap.
5. Fill the reservoir to the proper level.
The hydrostarter remote control system may be purged of air as follows:
1. Fill the master cylinder with fuel oil.
2. Loosen the hose fitting at the hydrostarter control valve.
3. Actuate the master cylinder pedal until all of the air is discharged from the system and a solid stream of fuel oil is
being discharged with each stroke.
NOTE: Replenish the fluid in the master cylinder as required during the purging operation.
4. Tighten the hose fitting and check for leaks.
LUBRICATION AND PREVENTIVE
MAINTENANCE
Inspect the system periodically for leaks. Primarily, examine the high pressure hoses, connections, fittings and the
control valve on the starter. Make certain that the oil level in the reservoir is sufficient to completely cover the screen at
the bottom of the tank. Make this check after the accumulator is charged and the engine driven pump is by-passing oil to
the reservoir. Every 2000 hours, or as conditions warrant, drain the reservoir and remove the screen. Flush out the
reservoir and clean the screen and filler cap. Then reinstall the screen. Remove the bowl and element from the filter in
the engine-driven pump supply hose. Wash the bowl and element in clean fuel oil and reassemble the filter. Release
the pressure and drain the remaining hydraulic fluid from the system by disconnecting the hoses from the hydrostarter
components. Then reconnect all of the hydraulic hoses.
WARNING: The oil pressure in the system must be released prior to servicing the hydrostarter motor or
other components to prevent possible injury to personnel or equipment.
NOTE: Make sure all hoses and fittings are clean before any connections are made.
Fill the hydrostarter system with new clean fluid.

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 ENGINE EQUIPMENT
Lubrication
Remove the hydrostarter from the engine every 2000 hours for lubrication, Before removing the hydrostarter, release the
pressure in the system by means of the relief valve in the hand pump. Then remove the three bolts which retain the
starting motor to the flywheel housing. Remove the starting motor without disconnecting the hydraulic oil hoses. This
will prevent dirt and air from entering the hydraulic system.
Apply a good quality, lightweight grease on the drive clutch pinion to make sure the clutch will slide freely while
compressing the spring. Also apply grease to, the fingers of the clutch fork and on the spool of the clutch yoke engaged
by the fork. This lubrication period may be reduced or lengthened according to the severity of service.
Remove the pipe plug from the starting motor drive housing and saturate the shaft oil wick with engine oil. Then reinstall
the plug.
After lubricating, install the starting motor on the flywheel housing and recharge the accumulator with the hand pump.
On engines equipped with a hydraulic remote control system, lubricate the shaft in the master cylinder through the
pressure grease fitting every 2000 hours.
Cold Weather Operation
Occasionally, when an engine is operated in regions of very low temperatures, the starter drive clutch assembly may slip
when the starter is engaged. If the clutch slips, proceed as follows:
1. Release the oil pressure in the system by opening the relief valve in the hand pump.
WARNING: The oil pressure in the system must be released prior to servicing the hydrostarter motor or
other components to prevent possible injury to personnel or equipment.
2. Disconnect the hydraulic hoses from the starting motor.
3. Remove the three retaining bolts and lock washers and withdraw the starting motor from the flywheel housing.
4. Disassemble the starting motor.
5. Wash the hydrostarter drive clutch' assembly in clean fuel oil to remove the old lubricant.
6. When the clutch is free, apply SAE 5W lubricating oil.
7. Reassemble the starting motor and reinstall it on the engine. Then attach a tag to the starter noting the lubricant
used in the clutch.
8. Recharge the accumulator with the hand pump.
Marine Application
In addition to the normal hydrostarter lubrication and maintenance instructions, the following special precautions must be
taken for marine installations or other cases where equipment is subject to salt spray and air, or other corrosive
atmospheres:
1. Clean all exposed surfaces and apply a coat of zinc-chromate primer, followed by a coat of suitable paint.
2. Apply a liberal coating of Lubriplate, type 130-AA, or equivalent, to the following surfaces.
a. The exposed end of the starter control valve and around the control shaft where it passes through the clutch
housing.
b. The exposed ends of the hand pump cam pin.
3. Operate all of the moving parts and check the protective paint and lubrication every week.
Consult an authorized Detroit Diesel Allison Service Outlet for any information relating to the hydrostarter system.
COLD WEATHER STARTING AIDS
In a diesel engine, the fuel injected into the combustion chamber is ignited by the heat, of the air compressed into the
cylinder; However, when starting an engine in extremely cold weather, a large part of the energy of combustion is
absorbed by the pistons and cylinder walls, and in overcoming the high friction created by the cold lubricating oil.

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When the ambient temperature is low, it may be necessary to use an air heater or a starting fluid to assist ignition of the
fuel.
NOTE: Starting aids are NOT intended to correct for a low battery, heavy oil or other conditions which
cause hard starting. They are to be used only when other conditions are normal, but the air temperature is
too cold for the heat of compression to ignite the fuel-air mixture.
FLUID STARTING AID
The fluid starting aid (Fig. 8) is designed to inject a highly volatile fluid into the air intake system at low ambient
temperatures to assist in igniting the fuel oil injected. The fluid is contained in suitable capsules to facilitate handling.
The starting aid consists of a cylindrical capsule container with a screw cap, inside of which a sliding piercing shaft
operates. A tube leads from the capsule container to a hand operated pump and another tube leads to the atomizing
nozzle threaded into a tapped hole in the air inlet housing.

Fig. 8 - Typical Fluid Starting Aid

The capsule container should be mounted in a vertical position and away from any heat. Start the engine, using the fluid
starting aid, as follows:
1. Remove the threaded cap and insert a fluid capsule in an upright position within the container.
WARNING: The starting fluid is toxic and inflammable. Use caution when handling.
2. Pull the piercing shaft all the way out and install and tighten the cap on the container.
3. Push the piercing shaft all the way down. This will rupture the capsule and fill the container with the starting fluid.
4. Move the engine throttle to the maximum speed position.
5. Engage the starter and at the same time pull the pump plunger all the way out. Push the plunger in slowly, forcing
the starting fluid through the atomizing nozzle into the air intake. Continue to push the pump in until the engine starts. If
the plunger is not all the way in when the engine starts, push it in slowly until it locks in the IN position.
6. Unscrew the cap and remove the capsule. Do not leave the empty capsule in the container.
7. Replace the cap on the capsule container and make sure the piercing shaft is all the way down.
Service
The cold weather fluid starting aid will require very little service. Replace the piston seal packing if the pump leaks. If
there is an excessive resistance to pumping, the nozzle may be plugged. Remove the nozzle and clean it.
PRESSURIZED CYLINDER STARTING AID
Start the engine during cold weather, using the "Quick Start" starting aid system (Fig. 9) as follows:
1. Press the engine starter button.
2. Pull out the "Quick Start" knob for one or two seconds, then release it.
3. Repeat the procedure if the engine does not start on the first attempt.
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Fig. 9 - Quick-Start Assembly

CAUTION: Do not crank the engine more than 30 seconds at a time when using an electric starting motor.
Always allow one minute intervals between cranking attempts to allow the starting motor to cool.
Service
Periodically perform the following service items to assure good performance:
1. Remove the fluid cylinder and lubricate the valve around the pusher pin under the gasket with a few drops of oil.
2. Lubricate the actuator cable.
3. Actuate the valve with the cable to distribute the oil on the cable and allow the oil to run down through the valve.
4. Remove any dirt from the orifice by removing the air inlet housing fitting, the orifice block and the screen. Then
blow air through the orifice end only.
5. Assemble and tighten the air inlet housing fitting to the actuator valve and tube.
6. Check for leakage of fluid (fogging) on the outside of the engine air inlet housing by actuating the starting aid while
the engine is stopped. If fogging occurs, disassemble and retighten the air inlet housing fitting to the housing.
WARNING: Do not actuate the starting aid more than once with the engine stopped. Over- loading the
engine air box with this high volatile fluid could result in a minor explosion.
7. Check the fluid cylinder for hand tightness.

Page 43
 Engine Equipment
GOVERNORS
Horsepower requirements of an engine may vary continually due to the fluctuating loads; therefore, some means must
be provided to control the amount of fuel required to hold the engine speed reasonably constant during such load
fluctuations. To accomplish this control, one of three types of governors is used on the engines. Installations requiring
maximum and minimum speed control, together with manually controlled intermediate speeds, ordinarily use a limiting
speed mechanical governor. Applications requiring a near constant engine speed under varying load conditions, that
may be changed by the operator, are equipped with a variable speed mechanical governor. The hydraulic governor is
used where uniform engine speed is required under varying load conditions with a minimum speed droop.
Lubrication
The mechanical governors are lubricated by oil splash from the engine gear train. Oil entering the governor is directed
by the revolving governor weights to the various moving parts requiring lubrication.
The hydraulic governor is lubricated by oil under pressure from the engine.
Service
Governor difficulties are usually indicated by speed variations of the engine. However, speed fluctuations are not
necessarily caused by the governor and, therefore, when improper speed variations become evident, the unit should be
checked for excessive load, misfiring or bind in the governor operating linkage. If none of these conditions are
contributing to faulty governor operation, contact an authorized Detroit Diesel Allison Service Outlet.
TRANSMISSIONS
POWER TAKE-OFF ASSEMBLIES
The front and rear power take-off units are basically similar in design, varying in clutch size to meet the requirements of a
particular application. The power take-off unit is attached to either an adapter (front power take-off) or the engine
flywheel housing (rear power take-off).
Clutch Adjustment
These instructions refer to field adjustment for clutch facing wear. Frequency of adjustment depends upon the amount
and nature of the load. To ensure a long clutch facing life and the best performance, the clutch should be adjusted
before slippage occurs.
When the clutch is properly adjusted, a heavy pressure is required at the outer end of the hand lever to move the
throwout linkage to the "over center" or locked position.
Adjust the clutch as follows:
1. Disengage the clutch with the hand lever.
2. Remove the inspection hole cover to expose the clutch adjusting ring. Rotate the clutch, if necessary, to bring the
adjusting ring lock within reach.

3. Remove the clutch adjusting ring spring lock screw and lock from the inner clutch pressure plate and adjusting ring.
Then, while holding the clutch drive shaft to prevent the clutch from turning, turn the clutch adjusting ring
counterclockwise as shown in Fig. 10 and tighten the clutch until the desired pressure on the outer end of the hand lever,
or at the

Fig. 10 ·Adjusting Clutch

Page 44
 Engine Equipment

Clutch Hand Lever Pressure Torque

Diameter Length PSI kPa Ib-ft Nm
8" 15 1/2" 55 379 56-63 76-85
10" 15 1/2" 80 552 87-94 113-127
*11 1/2" 15 3/8" 100 689 129 175
11 1/2" 20" 105 724 112-120 152-163
*Twin Disc Clutch
TABLE 1
clutch release shaft (Fig. 11), is obtained as shown in Table 1.
When properly adjusted, the approximate pressure required at the outer end of the hand lever to engage the various
diameter clutches is shown in the table. These specifications apply only with the hand lever which is furnished with the
power take-off.
A suitable spring scale may be used to check the pounds pressure required to engage the clutch. However, a more
accurate method of checking the clutch adjustment is with a torque wrench as shown in Fig. 11.
To fabricate an adapter, saw the serrated end off of a clutch hand lever and weld a 1-1/8" nut (across the hex) on it as
shown in Fig. 11. Then saw a slot through the nut.
When checking the clutch adjustment with a torque wrench, engage the clutch slowly and note the amount of torque
immediately before the clutch engages (goes over center). The specified torque is shown in Table 1.
CAUTION: The thrust load on the bronze clutch release bearing should be kept at an absolute minimum.
Therefore, the hand lever should be positioned on the shaft as near the 12 o'clock or 6 o'clock position as
possible. The 9 and 3 o'clock positions are to be avoided.

Fig. 11 - Checking Clutch Adjustment with a Torque Wrench and Adapter

Make a final clutch adjustment with the engine running as follows:
1. Start the engine and operate it at idling speed (approximately 500 rpm) with the clutch disengaged. The speed will
be sufficient to move the segments out to the operating position.
2. Check the pressure required to engage the clutch. The engagement pressure should be the same as that following
the adjustment. If the clutch engages at a lower pressure, the adjustment was probably made against the unworn portion
of the facing.
3. Stop the engine and readjust the clutch, making sure all disc segments are properly positioned. Install the
inspection hole cover.
TORQMATIC CONVERTERS
The Torqmatic converter is a self contained unit which transfers and multiplies the torque of the prime mover. This unit
transmits the power through the action of oil instead of through gears and in addition to multiplying the torque also acts
as a fluid coupling between the engine and the equipment to be powered. The converter will automatically adjust the
output torque to load requirements.
There are various combinations of Torqmatic converters with features such as: an automotive or industrial flange on the
shaft, a hydraulically operated lock-up clutch, a manual input disconnect clutch, and an accessory drive for either a
governor or tachometer.
Check the oil level daily. If the converter is equipped with an input disconnect clutch, additional checks and
service will be necessary daily or at intervals determined by the type of operation.
Adjust the disconnect clutches as outlined under power take-off clutch adjustment.
Contact an authorized Detroit Diesel Allison Service Outlet for service on Torqmatic converters.
Page 45
 Engine Equipment
The Warner hydraulic marine gear assembly consists of a hydraulically operated multiple disc clutch in combination with
a hydraulically actuated reversing gear train, an oil pressure regulator, an oil sump independent of the engine oil system
and an oil cooler mounted on the engine.
Oil pressure for the operation of the marine gear is provided by an oil pump incorporated within the gear housing and
driven continuously while the engine is running. The oil is delivered under pressure from the pump to a combination
marine gear control valve and pressure regulator valve.
The pressure regulator valve maintains constant pressure over a wide speed range and the control valve directs the oil
under pressure to either the forward or reverse piston cylinder. The operating oil pressure range for the marine gear at
operating speed is 120 to 140 psi (827 to 965 kPa) and the maximum oil temperature is 225°F (107°C). Minimum oil
pressure is 100 psi (689 kPa) at idle speed (600 rpm).
Shifting from forward to reverse drive through neutral may be made at any speed; however, it is advisable to shift at low
speeds, below 1000 engine rpm, to avoid damage to the engine, reverse gear or shaft. The marine reverse and reduction
gear is lubricated by pressure and splash. The quantity of oil in the marine gear will vary with the inclination of the
engine and must be properly maintained to the full mark on the dipstick to ensure satisfactory operation.
It is recommended that vessels utilizing a marine gear have-a suitable locking device or brake to prevent rotation of the
propeller shaft when the vessel is not under direct propulsion. If the marine gear is not in operation and the forward
motion of the vessel causes the propeller shaft to rotate, lubricating oil will not be circulated through the gear because the
oil pump is not in operation. Overheating and damage to the marine gear may result unless rotation of the propeller
shaft is prevented.
Consult an authorized Detroit Diesel Allison Service Outlet for major repairs or reconditioning of the marine gear.

Page 46
 OPERATING INSTRUCTIONS
ENGINE OPERATING INSTRUCTIONS
PREPARATION FOR STARTING ENGINE FIRST TIME
Before starting an engine for the first time, carefully read and follow these instructions. Attempting to run the engine
before studying these instructions may result in serious damage to the engine.
NOTE: When preparing to start a new or overhauled engine or an engine which has been in storage,
perform all of the operations listed below. Before a routine start (at each shift), see Daily Operations in the
Lubrication and Preventive Maintenance Chart.
Cooling System
Install all of the drain cocks or plugs in the cooling system (drain cocks are removed for shipping). Open the cooling
system vents, if the engine is so equipped.
Remove the filler cap and fill the cooling system with clean, soft water or a protective solution consisting of high boiling
point type antifreeze, if the engine will be exposed to freezing temperatures. Refer to Engine Coolant. Keep the liquid
level about two inches below the filler neck to allow for fluid expansion.
Use a quality rust inhibitor if only water is used in the cooling system.
Close the vents, if used, after filling the cooling system.
On marine installations, prime the raw water cooling system and open any sea cocks in the raw water pump intake line.
Prime the raw water pump by removing the pipe plug or electrode provided in the pump outlet elbow and pour water in
the pump.
CAUTION: Failure to prime the raw water pump may result in damage to the pump impeller.
Lubrication System
The lubricating oil film on the rotating parts and bearings of a new or overhauled engine, or one which has been in
storage, may be insufficient for proper lubrication when the engine is started for the first time.
It is recommended that the engine lubricating system be charged with a pressure prelubricator, set to supply a minimum
of 25 psi (172 kPa) oil pressure, to ensure an immediate flow of oil to all bearings at the initial engine start-up. The oil
supply line should be attached to the engine so that oil under pressure is supplied to the main oil gallery.
With the oil pan dry, use the prelubricator to prime the engine with sufficient oil to reach all bearing surfaces. Use heavy-
duty lubricating oil as specified under Lubricating Oil Specifications. Then remove the dipstick, wipe it with a clean cloth,
insert and remove it again to check the oil level in the oil pan. Add sufficient oil, if necessary, to bring it to the full mark
on the dipstick. Do not overfill.
If a pressure prelubricator is not available, fill the crankcase to the proper level with heavy-duty lubricating oil as
specified. Then pre-lubricate the upper engine parts by removing the valve rocker covers and pouring lubricating oil, of
the same grade and viscosity as used in the crankcase, over the rocker arms.
Turbocharger
Disconnect the turbocharger oil inlet line and pour approximately one pint of clean engine oil in the line, thus making
sure the bearings are lubricated for the initial start. Reconnect the oil line.
Air Cleaner
If the engine is equipped with oil bath air cleaners, fill the air cleaner oil cups to the proper level with clean engine oil. Do
not overfill.
Transmission
Fill the transmission case, marine gear or torque converter supply tank to the proper level with the lubricant specified
under Lubrication and Preventive Maintenance.
Fuel System
Fill the fuel tank with the fuel specified under Diesel Fuel Oil Specifications.

Page 47
 Operating Instructions
If the unit is equipped with a fuel valve, it must be opened.
To ensure prompt starting, fill the fuel system between the pump and the fuel return manifold with fuel. If the engine has
been out of service for a considerable length of time, prime the filter between the fuel pump and the injectors. The filter
may be primed by removing the plug in the top of the filter cover and slowly filling the filter with fuel.
In addition to the above, on an engine equipped with a hydrostarter, use a priming pump to make sure the fuel lines and
the injectors are full of fuel before attempting to start the engine.
NOTE: The fuel system is filled with fuel before leaving the factory. If the fuel is still in the system when
preparing to start the engine, priming should be unnecessary.
Lubrication Fittings
Fill all grease cups and lubricate at all fittings with an all purpose grease. Apply lubricating oil to the throttle linkage and
other moving parts and fill the hinged cap oilers with a hand oiler.
Drive Belts
Adjust all drive belts as recommended under Lubrication and Preventive Maintenance.
Storage Battery
Check the battery. The top should be clean and dry, the terminals tight and protected with a coat of petroleum jelly and
the electrolyte must be at the proper level.
NOTE: When necessary, check the battery with a hydrometer; the reading should be 1.265 or higher.
However, hydrometer readings should always be corrected for the temperature of the electrolyte.
Generator Set
Where applicable, fill the generator end bearing housing with the same lubricating oil as used in the engine.
A generator set should be connected and grounded in accordance with the applicable local electrical codes.
CAUTION: The base of a generator set must be grounded.
Clutch
Disengage the clutch, if the unit is so equipped.
STARTING
Before starting the engine for the first time, perform the operations listed under Preparation For Starting Engine First
Time.
Before a routine start, see Daily Operations in the Lubrication and Preventive Maintenance Chart.
If a manual or an automatic shutdown system is incorporated in the unit, the control must be set in the open position
before starting the engine.
The blower will be seriously damaged if operated with the air shut-off valve in the closed position.
Starting at air temperatures below 40°F (4°C) requires the use of a cold weather starting aid. See Cold Weather Starting.
The instructions for the use of a cold weather fluid starting aid will vary dependent on the type being used. Reference
should be made to these instructions before attempting a cold weather start.
WARNING: Starting fluid used in capsules is highly inflammable, toxic and possesses anesthetic properties.
Initial Engine Start (Electric)
Start an engine equipped with' an electric starting motor as follows: Set the speed control lever at part throttle, then bring
it back to the desired no-load speed. In addition, on mechanical governors, make sure the stop lever on the governor
cover is in the run position. Then press the starting motor switch firmly. If the engine fails to start within 30 seconds,
release the starting switch and allow the starting motor to cool a few minutes before trying again. If the engine fails to
start after four attempts, an inspection should be made to determine the cause.
CAUTION: To prevent serious damage to the starter, if the engine does not start, do not press the starting
switch again while the starting motor is running.
Initial Engine Start (Hydrostarter)
Page 48
 Operating Instructions

Pressure Gage
Ambient Temperature Reading
psi kPa
Above 40°F (4.4°C) 1500 10 342
40 - 0°F (4.4 to -18°C) 2500 17 237
Below 0°F (-18°C) 3300 22 753
Table 1
An engine equipped with a hydrostarter may be started as follows:
Raise the hydrostarter accumulator pressure with the hand pump until the gage reads as indicated in Table 1.
Set the engine controls for starting with the throttle at least half open.
NOTE: During cold weather add starting fluid at the same time the hydrostarter motor lever is moved. Do
not wait to add the fluid after the engine is turning over.
Push the hydrostarter control lever to simultaneously engage the starter pinion with the flywheel ring gear and to open the
control valve . Close the valve as soon as the engine starts to conserve the accumulator pressure and to avoid
excessive over-running of the starter drive clutch assembly.
RUNNING
Oil Pressure
Observe the oil pressure gage immediately after starting the engine. If there is no pressure indicated within 10 to 15
seconds, stop the engine and check the lubricating oil system. The minimum oil pressure should be at least 18 psi (124
kPa) at 1200 rpm. The oil pressure at normal operating speed should be 40-60 psi (276-414 kPa).
Warm- Up
Run the engine at part throttle and no-load for approximately five minutes, allowing it to warm-up before applying a load.
If the unit is operating in a closed room, start the room ventilating fan or open the windows, as weather conditions permit,
so ample air is available for the engine.
Clutch
Do not engage the clutch at engine speeds over 1000 rpm.
Inspection
While the engine is running at operating temperature, check for coolant, fuel or lubricating oil leaks. Tighten the line
connections where necessary to stop leaks.
Engine Temperature
Normal engine coolant temperature is 160-185°F (71- 85°C).
Crankcase
If the engine crankcase was refilled, stop the engine after normal operating temperature has been reached, allow the oil
to drain back into the crankcase for approximately twenty minutes and check the oil level. Add oil, if necessary, to bring
it to the proper level on the dipstick.
Use only the heavy duty lubricating oil specified under Lubricating Oil Specifications.
Cooling System
Remove the radiator or heat exchanger tank cap slowly after the engine has reached normal operating temperature and
check the engine coolant level. The coolant level should be near the top of the opening. If necessary, add 'clean soft
water or a high boiling point type antifreeze (refer to Engine Coolant).
Marine Gear
Check the marine gear oil pressure. The operating oil pressure range for the marine gear at operating speed is 120 to
160 psi (827 to 1103 kPa) and minimum oil pressure is 100 psi (689 kPa) at idle speed (600 rpm).
Turbocharger
Make a visual inspection of the turbocharger for leaks and excessive vibration. Stop the engine immediately if there is
an unusual noise in the turbocharger.
Page 49
 Operating Instructions
Avoid Unnecessary Engine Idling
During long engine idling periods, the engine coolant temperature will fall below the normal operating range. The
incomplete combustion of fuel in a cold engine will cause crankcase dilution, formation of lacquer or gummy deposits on
the valves, pistons and rings and rapid accumulation of sludge in the engine.
NOTE: When prolonged engine idling is necessary, maintain at least 800 rpm.
STOPPING
Normal Stopping
1. Release the load and decrease the engine speed. Put all shift levers in the neutral position.
2. Allow the engine to run at half speed or slower with no load for four or five minutes, then move the stop lever to
stop to shut down the engine.
Emergency Stopping
If the engine does not stop after using the normal stopping procedure, pull the "Emergency Stop" knob all the way out.
This control cuts off the air to the engine. Do not try to restart again until the cause for the malfunction has been found
and corrected.
CAUTION: The emergency shutdown system should never be used except in an emergency. Use of the
emergency shutdown can cause oil to be sucked past the oil seals and into the blower housing.
The air shut-off valve, located on the blower air inlet housing, must be reset by hand and the "Emergency Stop" knob
pushed in before the engine is ready to start again.
Fuel System
If the unit is equipped with a fuel valve, close it. Fill the fuel tank; a full tank minimizes condensation.
Exhaust System
Drain the condensation from the exhaust line or silencer.
Cooling System
Drain the cooling system if it is not protected with antifreeze and freezing temperatures are expected. Leave the drains
open. Open the raw water drains of a heat exchanger cooling system.
Crankcase
If the engine crankcase was refilled, stop the engine after normal operating temperature has been reached, allow the oil
to drain (approximately 20 minutes) back into the crankcase and check the oil level. Add oil, if necessary, to bring it to
the proper level on the dipstick.
Use only the heavy-duty lubricating oil specified under Lubricating Oil Specifications.
Transmission
Check and, if necessary, replenish the oil supply in the transmission.
Clean Engine
Clean and check the engine thoroughly to make certain it will be ready for the next run.
Refer to Lubrication and Preventive Maintenance and perform all of the daily maintenance operations. Also perform the
operations required for the number of hours or miles the engine has been in operation.
Make the necessary adjustments and minor repairs to correct difficulties which became apparent to the operator during
the last run.

Page 50
 Operating Instructions
ALTERNATING CURRENT POWER GENERATOR SET OPERATING
INSTRUCTIONS
These instructions cover the fundamental procedures for operating an alternating current power generator set (Fig. 1).
The operator should read these instructions before attempting to operate the generator set.
Never operate a generator set for a short (15 minute) interval - the engine will not reach normal operating temperature in
so short a period.
Avoid operating the set for extended periods at no- load.
Ideally, operate the set for one hour with at least 40% load (generator rating).
When a test must be made with a line load of less than 40% of the generator rating, add a supplementary load.
Connect the supplementary load to the load terminals of the control cabinet circuit breaker so that the generator can be
"loaded" whenever the breaker is closed.
Make certain that the supplementary load is such that it can be controlled to permit a reduction in the load should a
normal load increase occur while the set is operating. Locate the supplementary load outside the engine room, if
desirable, to provide adequate cooling.
Loading the generator set to 40% of the generator rating and operating it for one-hour intervals will bring the engine and
generator to normal operating temperatures and circulate the lubricants properly. Abnormal amounts of moisture, carbon
and sludge are due primarily to low internal operating temperatures which are much less likely to occur when the set is
tested properly.
PREPARATION FOR STARTING
Before attempting to start a new or an overhauled engine or an engine which has been in storage, perform all of the
operations listed under Preparation for Starting Engine First Time. Before a routine start, see Daily Operations in the
Lubrication and Preventive Maintenance Chart.
In addition to the Engine Operating Instructions, the

Fig. 1 - Location of Controls on Power Generator Set

Page 51
 Operating Instructions
following instructions also apply when operating an alternating current power generator set.
1. Before the first start, check the generator main bearing oil reservoir. If necessary, add sufficient lubricating oil, of
the same grade as used in the engine crankcase, to bring it to the proper level on the sight gage.
2. Check the interior of the generator for dust or moisture. Blow out dust with low pressure air (25 psi or 172 kPa
maximum). If there is moisture on the interior of the generator, it must be dried before the set is started. Refer to the
appropriate Delco Products Maintenance bulletin.
3. The air shut-off valve located in the air inlet housing must be in the open or reset position.
4. Refer to Fig. 1 and place the circuit breaker in the off position.
5. If the generator set is equipped with synchronizing lamps, place the lamp switch in the off position.
6. Turn the voltage regulator rheostat knob counter- clockwise to its lower limit.
7. Make sure the power generator set has been cleared of all tools or other objects which might interfere with its
operation.
STARTING
If the generator set is located in a closed space, start the ventilating fan or open the doors and windows, as weather
permits, to supply ample air to the engine.
The engine may require the use of a cold weather starting aid if the ambient temperature is below 40°F (4°C). Refer to
Cold Weather Starting Aids.
Press the throttle button and turn the throttle control (Fig. 1) counterclockwise to a position midway between run and
stop. Then press the starting switch firmly.
If the engine fails to start within 30 seconds, release the starting switch and allow the starting motor to cool a few minutes
before trying again. If the engine fails to start after four attempts, an inspection should be made to determine the cause.
CAUTION: To prevent serious damage to the starter, if the engine does not start, do not press the starting
switch again while the starting motor is rotating.
RUNNING
Observe the engine oil pressure gage immediately after starting the engine. If there is no oil pressure indicated within 10
to 15 seconds, stop the engine and check the engine lubricating system.
If the oil pressure is observed to be normal, increase the throttle setting to cause the engine to run at its synchronous
speed.
PREPARING GENERATOR FOR LOAD
After the engine is warmed up (or the oil pressure has stabilized) prepare the generator set for load as follows:
1. Bring the engine up to the rated speed.
2. Turn the instrument switch to the desired position.
3. Turn the voltage regulator rheostat knob slowly in a clockwise direction to raise the voltage, while watching the
voltmeter, until the desired voltage is attained.
4. If the generator set is equipped with a frequency meter, adjust the engine speed with the vernier throttle knob until
the desired frequency is indicated on the meter.
5. Make sure all power lines are clear of personnel, then place the circuit breaker control in the on position.
NOTE: Perform Step 5 only if the generator set is not being paralleled with an existing power source. If it
is being paralleled with a power source already on the line, read and follow the instructions under
Paralleling before turning the circuit breaker control to the on position.
PARALLELING
If the load conditions require an additional unit to be placed on the line, the following instructions will apply to power
generator sets of equal capacity, with one generator set in operation on the line.
1. Prepare the generator set to be paralleled as outlined under Preparation For Starting, Starting, Running and Items
1through 4 under Preparing Generator for Load.
2. Check the voltmeter (Fig. 1); the voltage must be the same as the line voltage. Adjust the voltage regulator
rheostat control if the voltages are not the same.
3. Place the synchronizing lamp switch, of the generator set to be paralleled, in the on position.
Page 52
 Operating Instructions
4. Turn the vernier throttle knob until both units are operating at approximately the same frequency as indicated by
the slow change in the brilliancy of the synchronizing lamps.
5. When the synchronizing lamps glow and then go out at a very slow rate, time the dark interval. Then, in the middle
of this interval, turn the circuit breaker control to the on position. This places the incoming generator set on the line, with
no load. The proper share of the existing load must now be placed on this generator.
6. The division of the kilowatt load between the alternating current generators operating in parallel depends on the
power supplied by the engines to the generators as controlled by the engine governors and is practically independent of
the generator excitation. Divide the kilowatt load between the generators by turning the vernier throttle knob
counterclockwise on the incoming generator and clockwise on the generator that has been carrying the load (to keep the
frequency of the generators constant) until both ammeters read the same, indicating that each generator is carrying its
proper percentage of the total K.W. load.
7. The division of the reactive KVA load depends on the generator excitation as controlled by the voltage .regulator.
Divide the reactive load between the generators by turning the voltage regulator rheostat control on the incoming
generator (generally clockwise to raise the voltage) until the ammeters read the same on both generator sets and the
sum of the readings is minimum.
NOTE: The generator sets are equipped with a resistor and current transformer connected in series with
the voltage coil of the regulator (cross-current compensation) which equalizes most but not all of the
reactive KVA load between the generators.
8. When the load is 80 per cent power factor lagging (motor and a few lights only), turn the vernier throttle knob on
the incoming generator until the ammeter on that unit reads approximately 40 per cent of the total current load.
9. Rotate the voltage regulator rheostat control on the incoming generator clockwise to raise the voltage until the
ammeters read the same on both units.
NOTE: If a load was not added during paralleling, the total of the two ammeter readings should be the
same as the reading before paralleling. Readjust the voltage regulator rheostat on the incoming generator,
if necessary.
10. To reset the load voltage, turn the voltage regulator rheostat controls slowly on each unit. It is necessary to turn
the controls the same amount and in the same direction to keep the reactive current equally divided. Power generator
sets with different capacities can also be paralleled by dividing the load proportionately to their capacity.
STOPPING
The procedure for stopping a power generator set or taking it out of parallel is as follows:
1. Turn off all of the load on the generator when stopping a single engine unit.
2. Shift the load from the generator when taking it out of parallel operation by turning the vernier throttle knob until the
ammeter reads approximately zero.
3. Place the circuit breaker control in the off position.
4. Turn the voltage regulator rheostat control in a counterclockwise direction to the limit of its travel.
5. Press the throttle button and turn the throttle control to stop to shut-down the engine.
NOTE: When performing a tune-up on a generator set that will be operated in parallel with another unit,
adjust the speed droop as specified in Engine Tune-Up.

Page 53
 LUBRICATION AND PREVENTIVE MAINTENANCE

To obtain the best performance and long life from a Detroit Diesel engine, the Operator
must adhere to the following schedule and instructions on lubrication and preventive
maintenance.

The daily instructions pertain to routine or daily starting of an engine and not to a new
engine or one that has not been operated for a considerable period of time. For new or
stored engines, carry out the instructions given under Preparation for Starting Engine
First Time under Operating Instructions.

The time intervals given in the chart on the following page are actual operating hours or
miles of an engine. If the' lubricating oil is drained immediately after an engine has been
run for some time, most of the sediment will be in suspension and, therefore, will drain
readily.

All authorized Detroit Diesel Allison Service Outlets are prepared to service engines with
the viscosity and grade of lubricants recommended on the following pages.

Page 55
Preventative Maintenance

Page 56
Preventive Maintenance

Item 1
Check the oil level daily before starting the engine. Add oil, if necessary, to bring it to the proper level on the dipstick.
Select the proper grade of oil in accordance with the instructions in the Lubricating Oil Specifications. It is recommended
that new engines be started with 100 hour oil change periods. The drain interval may then be gradually increased, or
decreased, following the recommendations of an independent oil analysis laboratory or the oil supplier (based upon the
oil sample analysis) until the most practical oil change period has been established.

Item 2
Install new engine oil filter elements and gaskets each time the engine oil is changed. Check for oil leaks after starting
the engine. If the engine is equipped with a governor oil filter, change the element every 1,000 hours.

Item 3
Check the coolant level daily and maintain it near the top of the heat exchanger tank or the radiator upper tank.

Clean the cooling system every 1,000 hours or 30,000 miles using a good radiator cleaning compound in accordance
with the instructions on the container. After the cleaning operation, rinse the cooling system thoroughly with fresh water.
Then fill the system with soft water, adding a good grade of rust inhibitor or a high boiling point type antifreeze (refer to
Engine Coolant). With the use of a proper antifreeze or rust inhibitor, this interval may be lengthened until, normally, this
cleaning is done only in the spring or fall. The length of this interval will, however, depend upon an inspection for rust or
other deposits on the internal walls of the cooling system. When a thorough cleaning of the cooling system is required, it
should be reverse-flushed.

If the cooling system is protected by a coolant filter and conditioner, the filter element should be changed every 500
hours or 15,000 miles.

Item 4
Inspect all of the cooling system hoses at least once every 500 hours or 15,000 miles for signs of deterioration. Replace
the hoses if necessary.

Items 1 and 2 Items 3 and 4

Page 57
Preventive Maintenance

Item 5
Inspect the exterior of the radiator core every 1,000 hours or 30,000 miles and, if necessary, clean it with a quality grease
solvent such as mineral spirits and compressed air. Do not use fuel oil, kerosene or gasoline. It may be necessary to
clean the radiator more frequently if the engine is being operated in extremely dusty or dirty areas.

Item 6
Every 500 hours drain the water from the heat exchanger raw water inlet and outlet tubes. Then remove the zinc
electrodes from the inlet side of the raw water pump and the heat exchanger. Clean the electrodes with a wire brush or,
if worn excessively, replace with new electrodes. To determine the condition of a used electrode, strike it sharply against
a hard surface; a weakened electrode will break.

Drain the cooling system, disconnect the raw water pipes at the outlet side of the heat exchanger and remove the
retaining cover every 1,000 hours and inspect the heat exchanger core. If a considerable amount of scale or deposits
are present, contact an authorized Detroit Diesel Allison Service Outlet.

Item 7
Check the prime on the raw water pump; the engine should
not be operated with a dry pump. Prime the pump, if
necessary, by removing the pipe plug provided in the pump
Item 5
inlet elbow and adding water. Reinstall the plug.

Item 8
Keep the fuel tank filled to reduce condensation to a
minimum. Select the proper grade of fuel in accordance
with the Diesel Fuel Oil Specifications.

Open the drain at the bottom of the fuel tank every 500
hours or 15,000 miles to drain off any water or sediment.

Item 9
Install new elements every 300 hours or 9,000 miles or
when plugging is indicated. A method of determining when
elements are plugged to the extent that they should be
changed is based on he fuel pressure at the cylinder head
fuel inlet manifold and the inlet restriction at the fuel pump.
Item 6

Page 58
Preventive Maintenance

In a clean system, the maximum pump inlet restriction must not exceed 6 inches of mercury. At normal operating
speeds (1800-2800 rpm), the fuel pressure is 45 to 70 psi (310 to 483 kPa). Change the fuel filter elements whenever
the inlet restriction (suction ) at the fuel pump reaches 12 inches of mercury at normal operating speeds and whenever
the fuel pressure at the inlet manifold falls to 45 psi (310 kPa).

Item 10
Remove the dirty oil and sludge from the oil bath-type air cleaner cups and center tubes every 8 hours or less if operating
conditions warrant. Wash the cups and elements in clean fuel oil and refill the cups to the level mark with the same
grade of heavy duty oil as used in the engine. The frequency of servicing may be varied to suit local dust conditions.

It is recommended that the body and fixed element in the heavy-duty oil bath type air cleaner be serviced every 500
hours, 15,000 miles or as conditions warrant.

Clean or replace the element in the dry-type air cleaner when the restriction indicator instrument indicates high restriction
or when a water manometer reading at the air inlet housing indicates the maximum allowable air inlet restriction (refer to
the Air Inlet Restriction chart in the Trouble Shooting section). Refer to the instructions in the Air System section for
servicing the dry-type air cleaner.

Item 11
With the engine running, check for flow of air from the air
box drain tubes every 1,000 hours or 30,000 miles. If the
tubes are clogged, remove, clean and reinstall the tubes.
The air box drain tubes should be cleaned periodically
even though a clogged condition is not apparent. If the
engine is equipped with an air box drain tank, drain the
sediment periodically. If the engine is equipped with an air
box drain check valve, replace the valve every 500 hours
or 15,000 miles.

Item 12
Clean the externally mounted crankcase breather
assemblies every 1,000 hours or 30,000 miles. This
cleaning period may be reduced or lengthened according to
severity of service. Clean the internally mounted breather
pads at time of engine overhaul, or sooner if excessive
Item 9 crankcase pressure is observed.

Item 10 Item 11

Page 59
Preventive Maintenance

Remove the crankcase breather from the engine and wash the steel mesh pad (element) in fuel oil and dry it with
compressed air. Reinstall the breather assembly.

Clean the breather cap, mounted on the valve rocker cover, in clean fuel oil every time the engine oil is changed.

Item 13
Inspect the blower screen and gasket assemblies every 1,000 hours or 30,000 miles and, if necessary, clean the screens
in fuel oil and dry them with compressed air.

Reinstall the screen and gasket assemblies with the screen side of the assemblies toward the blower. Inspect for
evidence of blower seal leakage.

Item 14
The electrical starting motor is lubricated at the time of original assembly. Oil can be added to the oil wicks, which
project through each bushing and contact the armature shaft, by removing the pipe plugs on the outside of the motor.
The wicks should be lubricated whenever the starting-motor is taken off the engine or disassembled.

The Sprag overrunning clutch drive mechanism should be lubricated with a few drops of light engine oil whenever the
starting motor is overhauled.

Item 15
Lubricate the alternator bearings or bushings with 5 or 6
drops of engine oil at the hinge cap oiler every 200 hours
or-6;000 miles.

Some alternators have a built-in supply of grease, while

others use sealed bearings. In these latter two cases,
additional lubrication is not necessary.

The slip rings and brushes of an alternator can be

inspected through the end frame assembly. If the slip rings
are dirty, they should be cleaned with 400 grain or finer
polishing cloth. Never use emery cloth to clean slip rings.
Hold the polishing cloth against the slip rings with the
alternator in operation and blow away all dust after the
Item 12
cleaning operation.

Item 13 Item 14
Page 60
Preventive Maintenance

Item 15 Item 17

Item 15
If the slip rings are rough or out of round, replace them. Inspect the terminals for corrosion and loose connections and
the wiring for frayed insulation.

Item 16
Check the specific gravity of the electrolyte in each cell of the battery every 100 hours or 3,000 miles. In warm weather,
however, it should be checked more frequently due to a more rapid loss of water from the electrolyte. The electrolyte
level should be maintained in accordance with the battery manufacturer's recommendations.

Item 17
Lubricate the tachometer drive every 100 hours or 3,000 miles with an all purpose grease at the grease fitting. At
temperatures above +30°F (-1 C), use a No. 2 grade grease. Use a No. I grade grease below this temperature.

Item 18
Lubricate the throttle control mechanism every 200 hours or 6,000 miles with an all purpose grease. At temperatures
above +30°F (-1°C), use a No. 2 grade grease. Use a No. 1 grade grease below this temperature. Lubricate all other
control mechanisms, as required, with engine oil.

Item 19
There is no scheduled interval for performing an engine tune-up. As long as the engine performance is satisfactory, no
tune-up should be needed. Minor adjustments in the valve and injector operating mechanisms, governor, etc. should
only be required periodically to compensate for normal wear on parts.

Item 20
New drive belts will stretch after the first few hours of operation. Run the engine for 15 seconds to seat the belts and
readjust the tension. Then check the belts and retighten the fan drive, pump drive and battery-charging alternator drive
belts after 1/2 hour or 15 miles and again after 8 hours or 140 miles of operation. Thereafter, check the tension of the
drive belts every 200 hours or 6,000 miles and adjust, if necessary.

Page 61
Preventive Maintenance

Too tight a belt is destructive to the bearings of the driven part; a loose belt will slip.

Replace all belts in a set when one is worn. Single belts of

similar size should not be used as a substitute for a
matched belt set; premature belt wear can result because
of belt length variation. All belts in a matched set are
within .032 " of their specified center distances.

NOTE: When installing or adjusting an

accessory drive belt, be sure the bolt at
the accessory adjusting pivot point is
properly tightened, as well as the bolt in
the adjusting slot.

Adjust the belt tension so that a firm push with the thumb,
at a point midway between the two pulleys, will depress the
belt 1/2" to 3/4". If a belt tension gage such as BT-33-
73FA or equivalent is available, adjust the belt tension as
outlined in the chart. Item 20
Item 21
Lubricate the overspeed governor, if it is equipped with a hinge-type cap oiler or oil cup, with 5 or 6 drops of engine oil
every 500 hours. Avoid excessive lubrication and do not lubricate the governor while the engine is running.
Item 22
If the fan bearing hub assembly is provided with a grease fitting, use a hand grease gun and lubricate the bearings with
one shot of Texaco Premium RB grease, or an equivalent Lithium base multi-purpose grease, every 20,000 miles
(approximately 700 hours). Every 75,000 miles or 2500 hours, clean, inspect and repack the fan bearing hub assembly
with the above recommended grease.
At a major engine overhaul, remove and discard the bearings in the fan hub assembly. Pack the hub assembly, using
new bearings, with Texaco Premium RB grease or an equivalent Lithium base multi-purpose grease.
Check the shutdown system every 300 operating hours or each month to be sure it will function when needed.
Item 24
On engines equipped with a hydrostarter, refer to the Hydraulic Starting System in the section on Engine Equipment for
preventive maintenance and lubrication.
Item 25
To clean either the hair or polyurethane type air compressor air strainer element, saturate and squeeze it in fuel oil, or
any other cleaning agent that would not be detrimental to the element, until dirt free. Then dip it in lubricating oil and
squeeze it dry before placing it back in the air strainer. For replacement of the air strainer element, contact the nearest
Bendix Westinghouse dealer; replace with the polyurethane element, if available.
Item 26
There is no scheduled interval for performing an inspection on the turbocharger. As long as the turbocharger is operating
satisfactorily and there is no appreciable loss of power, no vibration or unusual noise and no oil leaks, only a periodic
inspection is necessary.
Page 62
Preventative Maintenance

When service is required, contact an authorized Detroit

Diesel Allison Service Outlet.

Item 27
The power generator requires lubrication at only one point -
the ball bearing in the end frame. If the bearing is oil
lubricated, check the oil level in the sight gage every 300
hours; change the oil every six months. Use the same
grade of oil as specified for the engine. Maintain the oil
level to the line in the sight gage. Do not overfill. After
adding oil, recheck the oil level after running the generator
for several minutes.

If the bearing is grease lubricated, a new generator has

sufficient grease for three years of normal service.
Thereafter, it should be lubricated at one year intervals. To
lubricate the bearing, remove the filler and relief plugs on
the side and the bottom of the bearing reservoir. Add
grease until new grease appears at the relief plug opening.
Run the generator a few minutes to vent the excess
grease; then reinstall the plugs.

The following greases, or their equivalents, are

recommended:
Item 25
Keystone 44H........................... Keystone Lubrication Co.
BRB Lifetime ............................ Socony Vacuum Oil Co.
NY and NJ F926 or F927.......... NY and NJ Lubricant Co.

After 100 hours on new brushes, or brushes in generators

that have not been in use over a long period, remove the
end frame covers and inspect the brushes, commutator
and collector rings. If there is no appreciable wear on the
brushes, the inspection interval may be extended until the
most practicable
period has been established (not to exceed six months).
To prevent damage to the commutator or the collector
rings, do not permit the brushes to become shorter than 3/4
inch.

Keep the generator clean inside and out. Before removing

the end frame covers, wipe off the loose dirt. The loose
dirt and dust may be blown out with low pressure air (25 psi
or 172 kPa maximum). Remove all greasy dirt with a
cloth.

Lubricate all of the power take-off bearings with an all

purpose grease such as Shell Alvania No. 2, or equivalent.
Item 27

Page 63
Preventive Maintenance

Lubricate sparingly to avoid getting grease on the clutch

facing.

Open the cover on the side of the clutch housing (8" and
10" diameter clutch) and lubricate the clutch release sleeve
collar through the grease fitting every 8 hours. On the 11-
1/2" diameter clutch, lubricate the collar through the fitting
on the side of the clutch housing every 8 hours.

Lubricate the clutch drive shaft pilot bearing through the

fitting in the outer end of the drive shaft (8" and 10 "
diameter clutch power take-offs) every 50 hours of
operation. One or two strokes with a grease gun should be
sufficient. The clutch drive shaft pilot bearing used with
the 11-1/2" diameter clutch power take-off is prelubricated
and does not require lubrication.

Lubricate the clutch drive shaft roller bearings through the

grease fitting in the clutch housing every 50 hours under
normal operating conditions (not continuous) and more
often under severe operating conditions or continuous
operation. Lubricate the clutch release shaft through the
fittings at the rear of the housing every 500 hours of
operation.

Lubricate the clutch levers and links sparingly with engine oil every 500 hours of operation. Remove the inspection hole
cover on the clutch housing and lubricate the clutch release levers and pins with a hand oiler. To avoid getting oil on the
clutch facing, do not over lubricate the clutch release levers and pins.
Check the clutch facing for wear every 500 hours. Adjust the clutch if necessary.

Item 29
Check the oil level in the Torqmatic converter and supply tank daily. The oil level must be checked while the converter is
operating, the engine idling and the oil is up to operating temperature (approximately 200°F or 93 °C). If the converter
is equipped with an input disconnect clutch, the clutch must be engaged.
Check the oil level after running the unit a few minutes. The oil level should be maintained at the proper level on the
dipstick. If required, add hydraulic transmission fluid type "C-2" (Table 1). Do not overfill the converter as too much oil
will cause foaming and high oil temperature.
The oil should be changed every 500 hours of operation. Also, the oil should be changed whenever it shows traces of
dirt or effects of high operating temperature as evidenced by discoloration or strong odor. If the oil shows metal
contamination, contact an authorized Detroit Diesel Allison Service Outlet as this usually requires disassembly. Under
severe operating conditions, the oil should be changed more often.
The converter oil breather, located on the oil level indicator (dipstick), should be cleaned each time the converter oil is
changed. This can be accomplished by allowing the breather to soak in a solvent, then drying it with compressed air.
OIL RECOMMENDATIONS
Prevailing
Ambient Recommended Oil
Temperature Specification
Above
-10°F (-230C) Hydraulic Transmission Fluid, Type C-2.

Hydraulic Transmission Fluid, Type C-2. Aux-

Below iliory preheat required to raise temperature
--10°F(--23°C) in the sump to a temperature above -10°F. (-23°C)
TABLE 1

Page 64
Preventive Maintenance
 Item 30

The full-flow oil filter element should be removed, the shell cleaned and a new element and gasket installed each time
the converter oil is changed. Lubricate the input clutch release bearing and ball bearing every 50 hours with an all
purpose grease through the grease fittings provided on the clutch housing. This time interval may vary depending upon
the operating conditions. Over-lubrication will cause grease to be .thrown on the clutch facing, causing the clutch to slip.

Item 30
WARNER MARINE GEAR:
Check the oil level daily. Start and run the engine at idle speed for a few minutes to fill the lubrication system. Stop the
engine. Then immediately after stopping the engine, check the oil level in the marine gear. Bring the oil level up to the
proper level on the dipstick. Use the same grade of lubricating oil that is used in the engine. Do not overfill.

Change the oil every 200 hours. After draining the oil from the unit, clean the removable oil screen thoroughly before
refilling the marine gear with oil.

TWIN DISC MARINE GEAR:

Check the marine gear oil level daily. Check the oil level with the engine running at low idle speed and the gear in
neutral. Keep the oil up to the proper level on the dipstick. Use oil of the same heavy-duty grade and viscosity that is
used in the engine.

Change the oil every 200 hours. Remove and clean the oil inlet strainer screen after draining the oil and before refilling
the marine gear. The strainer is located in the sump at the lower end of the pump suction line. When refilling after an oil
drain, bring the oil up to the proper level on the dipstick (approximately 5 quarts or 4.74 litres).

Page 65
Fuel, Oil and Coolant Specifications
DETROIT DIESEL FUEL OIL SPECIFICATIONS
GENERAL CONSIDERATIONS
The quality of fuel oil used for high-speed diesel engine operation is a very important factor in obtaining
satisfactory engine performance, long engine life, and acceptable exhaust.
Fuel selected should be completely distilled material. That is, the -fuel should show at least 98 percent by volume
recovery when subjected to ASTM D-86 distillation. Fuels marketed to meet Federal Specification VV-F-800 (grades DF-
1 and DF-2) and ASTM Designation D-975 (grades 1-D and 2-D) meet the completely distilled criteria. Some of the
general properties of VV-F-800 and ASTM D-975 fuels are shown below.
FEDERAL SPECIFICATION & ASTM DIESEL FUEL PROPERTIES
Residual fuels and domestic furnace oils are not considered
satisfactory for Detroit Diesel engines: however, some may be
acceptable. (See "DETROIT DIESEL FUEL OIL
SPECIFICATIONS.")
NOTE: Detroit Diesel Allison does not
recommend the use of drained lubricating oil
as a diesel fuel oil. Furthermore, Detroit
Diesel will not be responsible for any engine
detrimental effects which it determines
resulted from this practice.
All diesel fuel oil contains a certain amount of sulfur. Too high
a sulfur content results in excessive cylinder wear due to acid
build-up in the lubricating oil. For most satisfactory engine
life, fuels containing less than 0.5% sulfur should be used.

Fuel oil should be clean and free of contamination. Storage tanks should be inspected regularly for dirt, water or water-
emulsion sludge, and cleaned if contaminated. Storage instability of the fuel can lead to the formation of varnish or
sludge in the tank. The presence of these contaminants from storage instability must be resolved with the fuel supplier.
DETROIT DIESEL FUEL OIL SPECIFICATIONS
Detroit Diesel Allison designs, develops, and manufactures commercial diesel engines to operate on diesel fuels
classified by the ASTM as Designation D-975 (grades I-D and 2-D). These grades are very similar to grades DF-I and
DF-2 of Federal Specification VV-F-800. Residual fuels and furnace oils, generally, are not considered satisfactory for
Detroit Diesel engines. In some regions, however, fuel suppliers may distribute one fuel that is marketed as either diesel
fuel (ASTM D-975) or domestic heating fuel (ASTM D-396) sometimes identified as furnace oil. In this case, the fuel
should be investigated to determine whether the properties conform with those shown in the "FUEL OIL SELECTION
CHART" presented in this specification.
The "FUEL OIL SELECTION CHART" also will serve as a guide in the selection of the proper fuel for various
applications. The fuels used must be clean, completely distilled, stable, and non-corrosive, DISTILLATION RANGE,
CETANE NUMBER, and SULFUR CONTENT are three of the most important properties of diesel fuels that must be
controlled to insure optimum combustion and minimum wear.
Engine speed, load, and ambient temperature influence the selection of fuels with respect to distillation range and cetane
number. The sulfur content of the fuel must be as low as possible to avoid excessive deposit formation, premature wear,
and to minimize the sulfur dioxide exhausted into the atmosphere.
To assure that the fuel you use meets the required properties, enlist the aid of a reputable fuel oil supplier.
The responsibility for clean fuel lies with the fuel supplier as well as the operator. During cold weather engine operation,
the cloud point (the temperature at which wax crystals begin to form in diesel fuel) should be 10°F (6°C) below the lowest
expected fuel temperature to prevent clogging of the fuel filters by wax crystals.
At temperatures below -20°F (-29°C), consult an authorized Detroit Diesel Allison service outlet, since particular
attention must be given to the cooling system, lubricating system, fuel system, electrical system, and cold weather
starting aids for efficient engine starting and operation.
FUEL OIL SELECTION CHART
NOTE: When prolonged idling periods or
cold weather conditions below 32°F (0°C)
are encountered. the use of lighter distillate
fuels may be more practical. The same
consideration must be made when operating
at altitudes above 5,000 ft.

Page 66
Fuel, Oil and Coolant Specifications
DETROIT DIESEL FUEL OIL SPECIFICATIONS
GENERAL CONSIDERATIONS
All diesel engines require heavy-duty lubricating oils. Basic requirements of such oils are:
Lubricating Quality High Heat Resistance Control of Contaminants
LUBRICATING QUALITY. The reduction of friction and wear by maintaining an oil film between moving parts is the primary requisite
of a lubricant. Film thickness and its ability to prevent metal-to-metal contact of moving parts is related to oil viscosity. The
optimums for Detroit Diesel engines are SAE 40 or 30 weight.
HIGH HEAT RESISTANCE. Temperature is the most important factor in determining the rate at which deterioration or oxidation of
the lubricating oil will occur. The oil should have adequate thermal stability at elevated temperatures, thereby precluding formation of
harmful carbonaceous and/or ash deposits.
CONTROL OF CONTAMINANTS. The piston and compression rings must ride on a film of oil to minimize wear and prevent cylinder
seizure. At normal rates of consumption, oil reaches a temperature zone at the upper part of the piston where rapid oxidation and
carbonization can 'occur. In addition, as oil circulates through the engine, it is continuously contaminated by soot, acids, and water
originating from combustion. Until they are exhausted, detergent and dispersant additives aid in keeping sludge and varnish from
depositing on engine parts. But such additives in excessive quantities can result in detrimental ash deposits. If abnormal amounts of
insoluble deposits form, particularly on the piston in the compression ring area, early engine failure may result. Oil that is carried up
the cylinder liner wall is normally consumed during engine operation. The oil and additives leave carbonaceous and/or ash deposits
when subjected to the elevated temperatures of the combustion chamber. The amount of deposits is influenced by the oil
composition, additive content, engine temperature. and oil consumption rate.
DETROIT DIESEL LUBRICATING OIL SPECIFICATIONS
OIL QUALITY
OIL QUALITY is the responsibility of the oil supplier. (The term oil supplier is applicable to refiners, blenders, and rebranders of
petroleum products, and does not include distributors of such products.)
There are hundreds of commercial crankcase oils marketed today. Obviously, engine manufacturers or users cannot completely
evaluate the numerous commercial oils. The selection of a suitable lubricant in consultation with a reliable oil supplier, observance of
his oil drain recommendations (based on used oil sample analysis and experience) and proper filter maintenance, will provide the
best assurance of satisfactory oil performance.
Detroit Diesel Allison lubricant recommendations are based on general experience with current lubricants of various types and give
consideration to the commercial lubricants presently available.
RECOMMENDATION
Detroit Diesel engines have given optimum performance and experienced the longest service life with the following oil performance
levels having the ash and zinc limits shown:
Former Military API Letter Code
Identification Service Classification SAE Grade
MIL-L- CC/SC 40 or 30 •
2104B/1964MS *
Supplement 1** CB 40 or 30 •
*Military Specification MIL-L-2104B is obsolete and new developed products can no longer be qualified to meet this performance
level. However, many lubricants formulated to meet the performance criteria of MIL-L-2104B/1964MS are still being marketed.
Detroit Diesel engines have given optimum performance and experienced the longest service life using MIL-L-2104B/1964MS
lubricants. The majority of MIL-L-2104B/1964MS lubricants have a sulfated ash content between 0.55 and 0.85 percent by weight.
**Supplement I oils have a history of very satisfactory performance in Detroit Diesel engines. Supplement 1oils have a relatively low
ash content. However, the Supplement I oil specification is obsolete and new products cannot be qualified to meet this performance
level. Some older formulations are still distributed and used by Detroit Diesel engine customers.
• SAE 40 grade oil has performed satisfactorily and is recommended in Detroit Diesel engines. Obviously, the expected ambient
temperatures and engine cranking capability must be considered by the engine owner/operator when selecting the proper grade of
oil. Only when the ambient temperatures and engine cranking capabilities result in difficult starting should SAE 30 grade oil be
used.
ASH LIMIT
The sulfated ash (ASTM D-874) limit of all the lubricants recommended or selected as alternates for use in Detroit Diesel engines
shall not exceed 1.000 percent by weight, except lubricants that contain only barium detergent-dispersant salts where 1.500 percent
by weight is allowed. Lubricants having a sulfated ash content between 0.55 and 0.85 percent by weight have a history of excellent
performance in Detroit Diesel engines. Lubricants having a sulfated ash content greater than 0.85 percent by weight are prone to
produce greater deposit levels in the ring belt and exhaust valve areas of the engine.

Page 67
Fuel, Oil and Coolant Specifications
ZINC CONTENT
The zinc content, as zinc diorganodithiophosphate. Of all the lubricants recommended or selected as alternates for use
in Detroit Diesel engines shall be a minimum of 0.07 percent by weight. However, where EMD or RR oils are used in
marine service applications, the minimum zinc content is not required.
ALTERNATE LUBRICANT SELECTIONS
***Some lube suppliers have superseded the obsolete MIL-L-2104B
oils with either MIL-L-2104C, MIL-L-46152, or' Universal lubricants.
Generally, all of the above oil performance levels contain a higher
sulfated ash content than the older MIL-L-2104B/1964MS
lubricants. Ring belt and exhaust valve deposits are usually
greater when higher ash lubricants are used. Excessive deposit
formation in these areas may result in stuck rings and/or guttered
valves.
MIL-L-2104C. MIL-L-46152, or Universal lubricants may be used if
they meet the sulfated ash and zinc limits shown elsewhere in this
specification and sufficient evidence of satisfactory performance in
Detroit Diesel engines has been provided to the customer by the oil
supplier.
LUBRICANTS NOT RECOMMENDED
The following lubricants are NOT recommended because of a history of poor performance in Detroit Diesel engines:
Former Military or API Letter Code Comment
Industry Accepted Service on
Identification Classification Performance
MIL-L-2104B/1968MS CC/SD Excessive ash deposits formed
MIL-L45199B CD Excessive ash deposits formed
(Series 3)
All Multigrade Oils Numerous History of poor performance
MULTIGRADE OILS
Detroit Diesel does NOT recommend the use of multigrade oils. Recent investigations with some multigrade oils indicate
they do NOT, generally, exhibit the antiscuffing and antiwear properties obtained from straight SAE 40 and 30 grade oils
operating in the same service applications. Neither fuel or oil consumption rates were improved using multigrade
lubricants. Detroit Diesel engines literally create their own environment after they have been started and warmed up. It
is during the operational mode under load that the straight SAE 40 and 30 grade lubricants have provided more
satisfactory service than multigrade oils. Detroit Diesel will continue to investigate the performance of multigrade oils.
SYNTHETIC OILS
The performance of single grade (e.g., SAE 4U or J0) synthetic oils is comparable to the performance of single grade
mineral base oils. However, where low viscosity lubricants are required for cold starting, synthetic multigrade oils have
shown significantly improved performance over mineral base multigrade oils. Multigrade synthetic oils are not as
satisfactory as single grade mineral or synthetic SAE 40 or 30 oils where the latter can be used.
If a lubricant meets MIL-L-2104B or MIL-L-2104C oil performance requirements and the sulfated ash and zinc limits
shown elsewhere in this specification, it qualifies for use in Detroit Diesel engines. The base stock may be either mineral
or synthetic. It is the performance level (i.e., MIL-L-2104B) and properties (i.e., ash and zinc contents) that are
significant. Refer to MIL-L46167 Arctic Lube Oil Section of this specification.
COLD WEATHER OPERATION
Cold weather starting will be facilitated when immersion type electrical coolant heaters can be used. Other practical
considerations, such as the use of batteries, cables and connectors of adequate size, generators or alternators of ample
capacity, proper setting of voltage regulators, ether starting aids, oil and coolant heater systems, and proper fuel
selection will accomplish starting with the use of SAE 40 or SAE 30 oils.
For complete cold weather starting information, consult an authorized Detroit Diesel Allison service outlet. Ask for
Engineering Bulletin No. 38 entitled, Cold Weather Operation of Detroit Diesel Engines.
MIL-L-46167 ARCTIC LUBE OILS FOR NORTH SLOPE & OTHER EXTREME SUB-ZERO OPERATIONS
The-MIL-L-46167 specification was published by the Military on 15 February, 1974. Federal Test Method 354 of Federal Test
Standard 791 is an integral test requirement of MIL-L-46167. Lubricants that have passed the oil performance requirement limits of
Method 354 may be used where continuous sub-zero temperatures prevail and where engines are shut down for periods longer than
eight (8/ hours. The lubricants that have shown the best performance when subjected to Method 354 evaluation may be described as
multigrades having a synthetic base stock and low volatility characteristics. These lubricants are not comparable to the performance
of SAE 40 or 30 oils after the engine has started and is operating at normal engine temperature conditions. For this reason, MIL-L-
46167 lubricants should be considered only as a last resort when engine cranking is a severe problem and auxiliary heating aids are
not available.
Page 68
Fuel, Oil and Coolant Specifications
EMD OR RR OILS
Lubricants specified by Electro-Motive Division of General Motors Corporation (EMD) are special lubricants. Generally,
these may be described as SAE 40 fluids that possess low Viscosity Index (VI) properties and do not contain any or very
low concentrations of zinc ingredients. They are identified by industry as EMD or railroad (RR) oils. They are an
approved option for Series 149 engines in all marine appilications and for all other model Detroit Diesel engines used for
auxiliary power in marine service applications.
OIL CHANGES
Oil change intervals are dependent upon the various operating conditions of the engines and the sulfur content of the
diesel fuel used. Oil drain intervals in all service applications may be increased or decreased with experience using a
specific lubricant, while also considering the recommendations of the oil supplier. Generally, the sulfur content of diesel
fuels supplied throughout the U.S.A. and Canada are low (i.e., less than 0.5 per cent by weight-ASTM D-129 or D-1552
or D-2622). Fuels distributed in some overseas locations may contain higher concentrations of sulfur, the use of which
will require reduced lube oil drain intervals.
Highway Trucks & Inter-City Buses (Series 53, 71, and 92 Naturally Aspirated and Turbo-charged Engines)
For highway trucks and buses, used for inter-city operation, the oil change interval is 100,000 miles. The drain interval
may be extended beyond this point if supported by the results obtained from used lube oil analysis; it is recommended
that you consult with your lube oil supplier in establishing any drain interval exceeding 100,000 miles.
City Transit Coaches and Pick-Up and Delivery Truck Service (Series 53, 71, and 92 Naturally Aspirated and
Turbocharged Engines
For city transit coaches and pick-up and delivery truck service. the oil change interval is 12,500 miles. The oil drain
interval may be extended beyond 12,500 miles if supported by used oil analyses.
Industrial and Marine (Series 53, 71, and 92 Naturally Aspirated and Turbo-charged Engines)
Series 53, 71, and 92 engines, in industrial and marine service, should be started with 150-hour oil change periods. The
oil drain intervals may be extended if supported by used oil analyses.
Large Industrial and Marine (Series 149 Naturally Aspirated and Turbocharged Engines)
The recommended oil change period for naturally aspirated Series 149 engines is 500 hours, while the change period for
turbocharged Series 149 engines is 300 hours. These drain intervals may be extended if supported by used oil analyses.
Used Lube Oil Analysis Warning Values
The presence of ethylene glycol in the oil is damaging to the engine. Its presence and need for an oil change and for
corrective maintenance action may be confirmed by glycol detector kits which are commercially available. Fuel dilution
of the oil may result from loose fuel connections or from prolonged engine idling. A fuel dilution exceeding 2.5 percent
by volume indicates an immediate need for an oil change and corrective maintenance action. Fuel dilution may be
confirmed by ASTM D-322 test procedure performed by oil suppliers or independent laboratories. In addition to the above
considerations, if any of the following occur, the oil should be changed:
1. The viscosity at 1000 F. of a used oil sample is 40 percent greater than the viscosity of the unused oil measured at
the same temperature (ASTM D-445 and D-2161).
2. The iron content is greater than 150 parts per million.
3. The pentane insolubles (total contamination) exceed 1.00 percent by weight (ASTM D-893).
4. The total base number (TBN) is less than 1.0 (ASTM D-664). Note: The sulfur content of the diesel fuel used will
influence the alkalinity of the lube oil. With high sulfur fuels, the oil drain interval will have to be shortened to avoid
excessive acidity in the lube oil.
LUBE OIL FILTER ELEMENT CHANGES
Full-Flow Filters
A full-flow oil filtration system is used in all Detroit Diesel engines. To insure against physical deterioration of the filter
element, it should be replaced at a maximum of 25,000 miles for on-highway vehicles or at each oil change period,
whichever occurs first. For all other applications, the filter should be replaced at a maximum of 500 hours or at each oil
change period, whichever occurs first.
By-Pass Filters
Auxiliary by-pass lube oil filters are not required on Detroit Diesel engines.

Page 69
Fuel, Oil and Coolant Specifications
NEW ENGINE OIL CLASSIFICATION SYSTEM
A relatively new engine oil classification system has been introduced to industry that describes the criteria required to
meet each performance level. A simplified cross-reference of oil and current commercial and military specifications is
shown below.
CROSS-REFERENCE OF LUBE OIL CLASSIFICATION SYSTEMS
API Code Letters Comparable Military or Commercial Industry Spec.
CA MIL-L-2104A NOTE: MIL-L-2t04B lubricants are
CB Supplement I currently marketed and readily
CC MIL-L-2104B (see Note below) available for commercial use.
CD MIL-L-45199B (Series 3) MIL-L-2104B lubricants are
t MIL-L-46152 (supersedes MIL-L-2104B for Military only)
MIL-L-2104C (supersedes MIL-L-45199B for Military only)
obsolete for Military service
SA none applications only.
SB none
SC 1964 MS oils - Auto passenger car
SD 1968 MS oils - Auto passenger car
SE 1972 MS oils - Auto passenger car
t Oil performance meets or exceeds that of CC and SE oils.
Oil performance meets or exceeds that of CD and SC oils.
Consult the following publications for complete descriptions:
1. Society of Automotive Engineers (SAE) Technical Report J-183a.
2. Federal Test Method Standard 791a.
PUBLICATION AVAILABLE SHOWING COMMERCIAL "BRAND" NAME LUBRICANTS
A list of "brand" name lubricants distributed by the majority of worldwide oil suppliers can be purchased from the Engine
Manufacturers Association (EMA). The publication is titled, EMA Lubricating Oils Data Book for Heavy-Duty Automotive
and Industrial Engines. The publication shows the brand names, oil performance levels, viscosity grades, and sulfated
ash contents of most "brands" marketed.
ENGINE MANUFACTURERS ASSOCIATION
111 EAST WACKER DRIVE
CHICAGO, ILLINOIS 60601
STATEMENT OF POLICY ON FUEL AND LUBRICANT ADDITIVES
In answer to requests concerning the use of fuel and lubricating oil additives, the following excerpt has been taken from a
policy statement of General Motors Corporation:
"It has been and continues to be General Motors policy to build motor vehicles that will operate satisfactorily on the
commercial fuels and lubricants of good quality regularly provided by the petroleum industry through retail outlets. "

Therefore, Detroit Diesel Allison does not recommend the use of any supplementary fuel or lubricant additives. These
include all products marketed as fuel conditioners, smoke suppressants, masking agents, reodorants, tune-up
compounds, top oils, break-in oils, graphitizers, and friction-reducing compounds.

NOTE: The manufacturer's warranty applicable to Detroit Diesel engines provides

In part that the provisions of such warranty shall not apply to any engine unit
which has been subject to misuse, negligence or accident. Accordingly,
malfunctions attributable to neglect or failure to follow the manufacturer's fuel or
lubricating recommendations may not be within the coverage of the warranty.

SERVICE AND INSPECTION INTERVALS

Generally, operating conditions will vary for each engine application, even with comparable mileage or hours and,
therefore, maintenance schedules can vary. A good rule of thumb for piston, ring, and liner inspections, however, would
be at 45,000 miles or 1500 hours for the first such inspection and at 30,000 miles or 1000 hour intervals thereafter.

Page 70
Fuel, Oil and Coolant Specifications
ENGINE COOLANT
Engine coolant is considered as any solution which is circulated through the engine to provide the means for heat transfer
from the different engine components. In general, water containing various materials in solution is used for this purpose.
The function of the coolant is basic to the design and to the successful operation of the engine. Therefore, coolant must
be carefully selected and properly maintained.
COOLANT REQUIREMENTS CORROSION INHIBITORS
A suitable coolant solution must meet the following basic A corrosive inhibitor is a water soluble chemical compound
requirements: which protects the metallic surfaces of the cooling system
I. Provide for adequate heat transfer. against corrosive attack. Some of the more commonly
2. Provide a corrosion resistant environment within the used corrosion inhibitors are chromates, borates, nitrates,
cooling system. nitrites and soluble oil.
3. Prevent formation of scale or sludge deposits in the
cooling system.
4. Be compatible with the cooling system hose and seal
materials.
5. Provide adequate freeze protection during cold
weather operation.
The first four requirements are satisfied by combining a
suitable water with reliable inhibitors. When operating
conditions dictate the need for freeze protection, a solution
of suitable water and a permanent antifreeze containing
adequate inhibitors will provide a satisfactory coolant.

WATER
Any water, whether of drinking quality or not, will produce a
corrosive environment in the cooling system. Also, scale
deposits may form on the internal surfaces of the cooling
system due to the mineral content of the water. Therefore,
water selected as a coolant must be properly treated with
inhibitors to control corrosion and scale deposition. To
determine if a particular water is suitable for use as a
coolant when properly inhibited, the following
characteristics must be considered: the concentration of
chlorides, sulfates, total hardness and dissolved solids.
Chlorides and/or sulfates tend to accelerate corrosion,
while hardness (percentage of magnesium and calcium
present) causes deposits of scale. Total dissolved solids
may cause scale deposits, sludge deposits, corrosion or a
combination of these. Chlorides, sulfates, magnesium and
calcium are among but not necessarily all the materials
which make up dissolved solids. Water, within the limits
specified in Tables 1 and 2 of Fig. 1, is satisfactory as an
engine coolant when proper inhibitors are added.

Fig 1. Water Characteristics

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Fuel, Oil and Coolant Specifications

Depletion of all types of inhibitors occurs through normal operation. Therefore, strength levels must be maintained by
the addition of inhibitors at prescribed intervals. Always follow the supplier's recommendations on inhibitor usage and
handling.

Chromates
Sodium chromate and potassium dichromate are two of the best and most commonly used water system corrosion
inhibitors. However, the restrictive use of these materials, due to ecology considerations, has de-emphasized their use in
favor of non-chromates. Care should be exercised in handling these materials due to their toxic nature.

Chromate inhibitors should not be used in permanent type antifreeze solutions. Chromium hydroxide, commonly called
"green slime", can result from the use of chromate inhibitors with permanent type antifreeze. This material deposits on
the cooling system passages, reducing the heat transfer rate (Fig. 2) and results in engine overheating. Engines which
have operated with a chromate-inhibited water must be chemically cleaned before the addition of permanent antifreeze.
A commercial heavy-duty de-scaler should be used in accordance with the manufacturer's recommendation for this
purpose.

Soluble Oil
Soluble oil has been used as a corrosion inhibitor for many years. It has, however, required very close attention relative
to the concentration level due to adverse effects on heat transfer if the concentration exceeds 1% by volume. For
example: 1 1/4% of soluble oil in the cooling system increases fire deck temperature 6% and a 2 1/2% concentration
raises fire deck temperature up to 15%. Soluble oil is not recommended as a corrosion inhibitor.

Non-chromates
Non-chromate inhibitors (borates, nitrates, nitrites, etc.) provide corrosion protection in the cooling system with the basic
advantage that they can be used with either water or a water and permanent antifreeze solution.

INHIBITOR SYSTEMS
An inhibitor system (Fig. 3) is a combination of chemical
compounds which provide corrosion protection, pH control
and water softening ability. Corrosion protection is
discussed under the heading Corrosion Inhibitors. The pH
control is used to maintain an acid-free solution. The water
softening ability deters formation of mineral deposits.
Inhibitor systems are available in various forms such as
coolant filter elements, liquid and dry bulk inhibitor
additives, and as an integral part of permanent antifreeze.

Fig. 2 - Heat Transfer Capacity

Coolant Filter Elements

Replaceable elements are available with various chemical inhibitor systems. Compatibility of the element with other
ingredients of the coolant solution cannot always be taken for granted.

Problems have developed from the use of the magnesium lower support plate used by some manufacturers in their
coolant filters. The magnesium plate will be attacked by solutions which will not be detrimental to other metals in the
cooling system. The dissolved magnesium will be deposited in the hottest zones of the engine where heat transfer is
most critical. The use of an aluminum or zinc support plate in preference to magnesium is recommended to eliminate
the potential of this type of deposit. High chloride coolants will have a detrimental effect on the water softening
capabilities of systems using ion-exchange resins. Accumulations of calcium and magnesium ions removed from the
coolant and held captive by the zeolite resin can be released into the coolant by a regenerative process caused by high
chloride content solutions.

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Fuel, Oil and Coolant Specifications

Inhibitor Compatibility
Corrosion Complete Ethylene *Methoxy
Inhibitor or Inhibitor Inhibitor Glycol Propanol
Inhibitor System Type System Base Base
Water Antifreeze Antifreeze
Sodium chromate Chromate No Yes No No
Potassium dichromate Chromate No Yes No No
Perry filter elements:
5020 (type OS) Chromate Yes Yes No No
S-453 (Spin-on) Chromate Yes Yes No No
5030 (type OS) @Non-chromate Yes Yes Yes No
S-331 (Spin-on) @Non-chromate Yes Yes Yes No
5070 (type OS) # Non-chromate Yes Yes Yes No
S-473 (Spin-on) # Non-chromate Yes Yes Yes No
Lenroc filter element Non-chromate Yes Yes Yes No
Fleetguard filter elements:
DCA (canister) Non-chromate Yes Yes Yes No
DCA (Spin-on) (Eth. Gly.) Non-chromate Yes Yes Yes No
DCA (Spin-on) (Meth. Prop.) Non-chromate Yes No No Yes
AC filter elements:
DCA (canister) Non-chromate Yes Yes Yes No
DCA (Spin-on) Non-chromate Yes Yes Yes No
Luber-Finer filter elements:
LW-4739 (canister) Non-chromate Yes Yes Yes No
LFW-4744 (spin-on) Non-chromate Yes Yes Yes No
Nalcool 2000 (liquid) Non-chromate Yes Yes Yes No
Perry LP-20 (liquid) Non-chromate Yes Yes Yes No
Sy-Cool (liquid) Non-chromate Yes Yes Yes No
Lubercool (liquid) Non-chromate Yes Yes Yes No
Dowtherm cooling sys-
tem condition Non-chromate Yes Yes Yes Yes
*Dowtherm 209, or equivalent. @Perry "Year Around" formula. # Perry "Universal" formula.
Fig. 3 - Coolant Inhibitor Chart

Bulk Inhibitor Additives

Commercially packaged inhibitor systems are available which can be added directly to the engine coolant or to bulk
storage tanks containing coolant solution. Both chromate and non-chromate systems are available and care should be
taken regarding inhibitor compatibility with other coolant constituents.

Non-chromate inhibitor systems are recommended for use in Detroit Diesel engines. These systems can be used with
either water or permanent antifreeze solutions and provide corrosion protection, pH control and water softening. Some
non-chromate inhibitor systems offer the additional advantage of a simple on-site test to determine protection level and,
since they are added directly to the coolant, require no additional hardware or plumbing.

All inhibitors become depleted through normal operation and additional inhibitor must be added to the coolant at
prescribed intervals to maintain original strength levels.

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Fuel, Oil and Coolant Specifications

Always follow the supplier's recommendations on inhibitor usage and handling.

NOTE: Methoxy Propanol base permanent antifreeze (such as Dowtherm 209, or
equivalent) must be re-inhibited only with compatible corrosion inhibitor systems.

ANTIFREEZE
When freeze protection is required, a permanent antifreeze
must be used. An inhibitor system is included in this type
of antifreeze and no additional inhibitors are required on
initial fill if a minimum antifreeze concentration of 30% by
volume is used. Solutions of less than 30%, concentration
do not provide sufficient corrosion protection.
Concentrations over 67% adversely affect freeze
protection and heat transfer rates (Fig. 4).

Methoxy Propanol base antifreeze is not recommended for

use in Detroit Diesel engines due to the presence of
fluoroelastomer (Viton '0') seals in the cooling system.
Before installing ethylene glycol base anti-freeze in an
engine previously operated with Methoxy Propanol, the
entire cooling system should be drained, flushed with clean
water and examined for rust, scale, contaminants, etc. If
deposits are present, the cooling
system must be chemically cleaned with a commercial
grade heavy-duty de-scaler.

Ethylene glycol base antifreeze is recommended for use in

Detroit Diesel engines. Methyl alcohol antifreeze is not
recommended because of its effect on the non-metallic
components of the cooling system and because of its low
boiling point.

The inhibitors in permanent antifreeze should be

replenished at approximately 500 hour or 20,000 mile
intervals with a non-chromate inhibitor system.
Commercially available inhibitor systems may be used to
re-inhibit antifreeze solutions.

Sealer Additives
Several brands of permanent antifreeze are available with
sealer additives. The specific type of sealer varies with the
manufacturer. Antifreeze with sealer additives is not
recommended for use in Detroit Diesel engines due to
possible plugging throughout various areas of the cooling
system.

GENERAL RECOMMENDATIONS
All Detroit Diesel engines incorporate pressurized cooling systems which normally operate at temperatures higher than
non-pressurized systems. It is essential that these systems be kept clean and leak-free, that filler caps and pressure
relief mechanisms be correctly installed at all times and that coolant levels be properly maintained.

WARNING: Use extreme care when removing a radiator pressure control cap from an
engine. The sudden release of pressure from a heated cooling system can result in a
loss of coolant and possible personal injury (scalding) from the hot liquid.
1. Always use a properly inhibited coolant.

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Fuel, Oil and Coolant Specifications

2. Do not use soluble oil.

3. Maintain the prescribed inhibitor strength.

4. Always follow the manufacturer's recommendations on inhibitor usage and handling.

5. If freeze protection is required, always use a permanent antifreeze.

6. Re-inhibit antifreeze with a recommended non-chromate inhibitor system.

7. Do not use a chromate inhibitor with permanent antifreeze.

8. Do not use Methoxy Propanol base antifreeze in Detroit Diesel engines.

9. DO NOT mix ethylene glycol base antifreeze with Methoxy Propanol base antifreeze in the cooling system.

10. Do not use an antifreeze containing sealer additives.

11. Do not use methyl alcohol base antifreeze.

12. Use extreme care when removing the radiator pressure control cap.

Page 75
 ENGINE TUNE-UP PROCEDURES

There is no scheduled interval for performing an engine tune-up. As long as the engine performance is satisfactory, no
tune-up should be needed. Minor adjustments in the valve and injector operating mechanisms, governor, etc. should
only be required periodically to compensate for normal wear on parts.

Three types of governors are used. Since each governor has different characteristics, the tune-up procedure varies
accordingly. The three types are:

1. Limiting speed mechanical.

2. Variable speed mechanical.

3. Hydraulic.

The mechanical engine governors are identified by a name plate attached to the governor housing. The letters D.W.-
L.S. stamped on the name plate denote a double-weight limiting speed governor. A single-weight variable speed
governor name plate is stamped S.W.-V.S.

Normally, when performing a tune-up on an engine in service, it is only necessary to check the various adjustments for a
possible change in the settings. However, if the cylinder head, governor or injectors have been replaced or overhauled,
then certain preliminary adjustments are required before the engine is started.

The preliminary adjustments consist of the first four items in the tune-up sequence. The procedures are the same except
that the valve clearance is greater for a cold engine.

To tune-up an engine completely, all of the adjustments are made by following the applicable tune-up sequence given
below after the engine has reached the normal operating temperature. Since the adjustments are normally made while
the engine is stopped, it may be necessary to run the engine between adjustments to maintain normal operating
temperature.
Tune-Up Sequence for Mechanical Governor

CAUTION: Before starting an engine after an engine speed control adjustment or after
removal of the engine governor cover, the serviceman must determine that the injector
racks move to the no-fuel position when the governor stop lever is placed in the stop
position. Engine overspeed will result if the injector racks cannot be positioned at no fuel
with the governor stop lever.

1. Adjust the exhaust valve clearance.

2. Time the fuel injectors.
3. Adjust the governor gap.
4. Position the injector rack control levers.
5. Adjust the maximum no-load speed.
6. Adjust the idle speed.
7. Adjust the buffer screw.
8. Adjust the throttle booster spring (variable speed governor only).
9. Adjust the supplementary governing device (if used).

Tune-Up Sequence for Hydraulic Governor

1. Adjust the exhaust valve clearance.
2. Time the fuel injectors.
3. Adjust the fuel rod.
4. Position the injector rack control levers.
5. Adjust the load limit screw.
6. Adjust the speed droop.
7. Adjust the maximum no-load speed.
NOTE: Use new valve rocker cover gasket(s)after each tune-up.

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Engine Tune-Up

EXHAUST VALVE CLEARANCE ADJUSTMENT

The correct exhaust valve clearance at normal engine operating temperature is important for smooth,
efficient operation of the engine.

Insufficient valve clearance can result in loss of compression, misfiring cylinders, and eventually burned valve seats and
valve seat inserts. Excessive valve clearance will result in noisy operation,
especially in the low speed range.

Whenever the cylinder head is overhauled, the exhaust valves reconditioned or replaced, or the valve operating
mechanism is replaced or disturbed in any way, the valve clearance must first be adjusted to the cold setting to allow for
normal expansion of the engine parts during the engine warm-up period. This will ensure a valve setting which is close
enough to the specified clearance to prevent damage to the valves when the engine is started.

All of the exhaust valves may be adjusted, in firing order sequence, during one full revolution of the crankshaft. Refer to
the General Specifications at the front of the manual for the engine firing order.

TWO CYLINDER VALVE HEADS

Cold Engine
1. Place the speed control lever in the idle speed position.
If a stop lever is provided, secure it in the no-fuel
position.
2. Remove the loose dirt from the valve rocker cover(s)
and remove the cover(s).
3. Rotate the crankshaft, manually or with the starting
motor, until the injector follower is fully depressed on
the cylinder to be adjusted.

CAUTION: If a wrench is used on the

crankshaft bolt, do not turn the engine in
a left-hand direction of rotation as the
bolt will be loosened.
Fig 1. Adjusting Valve Clearance (Two-Valve
Cylinder Head) 4. Loosen the exhaust valve rocker arm push rod lock
nut.

5. Place a .012" feeler gage, J 9708, between the valve stem and the rocker arm (Fig. 1). Adjust the push rod to
obtain a smooth pull on the feeler gage.
6. Remove the feeler gage. Hold the push rod with a 5/16"wrench and tighten the lock nut with a 1/2 "wrench.
7. Recheck the clearance. At this time, if the adjustment is correct, the .010" gage will pass freely between the end of
the valve stem and the rocker arm and the .012" gage will not pass through.
8. Check and adjust the remaining valves in the same manner as outlined above.

Hot Engine
Maintaining normal engine operating temperature is particularly important when making the final valve clearance
adjustment. If the engine is allowed to cool off before setting any of the valves, the clearance, when running at full load,
may become insufficient.

1. With the engine at normal operating temperature (160-185°F or 71-85°C), recheck the exhaust valve clearance with
feeler gage J 9708. At this time, if the valve clearance is correct, the .008"gage will pass freely between the end of the
valve stem and the rocker arm and the .010"gage will not pass through. Readjust the push rod, if necessary.

2. After the exhaust valve clearance has been adjusted, check the fuel injector timing.

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Engine Tune-Up

Fig. 2 - Adjusting Valve Clearance (Four-Valve Cylinder Head)

Cold Engine
1. Place the speed control lever in the idle speed position. If a stop lever is provided, secure it in the no-fuel position.

2. Remove the loose dirt from the valve rocker cover(s) and remove the cover(s).

3. Rotate the crankshaft until the injector follower is fully depressed on the cylinder to be adjusted.

CAUTION: If a wrench is used on the crankshaft bolt, do not turn the engine in a left-
hand direction of rotation as the bolt will be loosened.

4. Loosen the exhaust valve rocker arm push rod lock nut.

5. Place a .027" feeler gage, J 9708, between the end of one valve stem and the rocker arm bridge (Fig. 2). Adjust the
push rod to obtain a smooth pull on the feeler gage.

6. Remove the feeler gage. Hold the push rod with a 5/16"wrench and tighten the lock nut with a 1/2 " wrench.

7. Recheck the clearance. At this time, if the adjustment is correct, the .025" gage will pass freely between the end of
one valve stem and the rocker arm bridge and the .027" gage will not pass through. Readjust the push rod if necessary.

8. Check and adjust the remaining exhaust valves, in the same manner as above.

Hot Engine
Maintaining normal engine operating temperature is particularly important when making the final valve clearance
adjustment. If the engine is allowed to cool off before setting any of the valves, the clearance, when running at full load,
may become insufficient.

1. With the engine at normal operating temperature (160-185°F or 71-85°C), recheck the exhaust valve clearance with
gage J 9708. At this time, if the valve clearance is correct, the .023" gage should pass freely between the end of one
valve stem and the rocker arm bridge and the .025" feeler gage should not. Readjust the push rod, if necessary.

2. After the exhaust valve clearance has been adjusted, check the fuel injector timing.

Page 79
Engine Tune-Up

TIMING FUEL INJECTOR

Timing Tool
Injector Dimension Number

*35 1.508 J 8909

35 1.484 J 1242
40 1.484 J 1242
45 1.484 J 1242
S40 1.460 J 1853
S45 1.460 J 1853
S50 1.460 J 1853
L40 1.460 J 1853
N40 1.460 J 1853
N45 1.460 J 1853
N50 1.460 J 1853
*Reefer Car

To time a fuel injector properly, the injector follower must be adjusted to a definite height in relation to the
injector body. All of the injectors can be timed, in firing order sequence, during one full revolution of the crankshaft.

Time Fuel Injector

After the exhaust valve clearance has been adjusted, time the fuel injector as follows:

1. Place the speed control lever in the idle speed position. If a stop lever is provided, secure it in the no-fuel position.
2. Rotate the crankshaft, manually or with the starting motor, until the exhaust valves are fully depressed on the
particular cylinder to be timed.

CAUTION: If a wrench is used on the crankshaft bolt at the front of the engine, do not
turn the crankshaft in a left-hand direction of rotation or the bolt will be loosened.

Fig. 3 - Timing Fuel Injector

3. Place the small end of the injector timing gage (see table for correct timing gage) in the hole provided in the top of
the injector body, with the flat of the gage toward the injector follower as shown in Fig. 3.
4. Loosen the push rod lock nut.
5. Turn the push rod and adjust the injector rocker arm until the extended part of the gage will just pass
over the top of the injector follower.
6. Hold the push rod and tighten the lock nut. Check the adjustment and readjust, if necessary.
7. Time the remaining injectors as outlined above.
8. If no further engine tune-up is required, use a new gasket(s) and install the valve rocker cover(s).

Page 80
Engine Tune-Up

LIMITING SPEED MECHANICAL GOVERNOR AND INJECTOR RACK

CONTROL ADJUSTMENT

IN-LINE ENGINES

The double-weight limiting speed governor is mounted on the rear end plate of the engine and is driven by a gear that
extends through the end plate and meshes with either the camshaft gear or the balance shaft gear, depending upon the
engine model.

After adjusting the exhaust valves and tithing the fuel injectors, adjust the governor and position the injector rack control
levers.

NOTE: Before proceeding with the governor and injector rack adjustments, disconnect
any supplementary governing device. After the adjustments are completed, re-connect
and adjust the supplementary governing device.

Adjust Governor Gap

With the engine stopped and at operating temperature, adjust the governor gap as follows:

1. Remove the high-speed spring retainer cover.

2. Back out the buffer screw (Fig. 8) until it extends approximately 5/8" from the lock nut.
3. Start the engine and adjust the idle speed screw (Fig. 7) to obtain the desired engine idle speed. Hold the screw and
tighten the lock nut to hold the adjustment.

NOTE: The recommended idle speed for non-EPA certified engines is 500-600 rpm, but
may vary with special engine applications.

4. Stop the engine, clean and remove the governor cover and the valve rocker cover. Discard the gaskets.
5. Start and run the engine, between 800 and 1000 rpm by manual operation of the injector control tube lever.

CAUTION: Do not overspeed the engine.

6. Check the gap between the low-speed spring cap and the high-speed spring plunger with a .0015 " feeler gage. If the
gap setting is incorrect, reset the gap adjusting screw (Fig. 1). If the setting is correct, the .0015" movement can be
seen by placing a few drops of oil into the governor gap and pressing a screw driver against the gap adjusting screw.
Movement of the cap toward the plunger will force the oil from the gap in the form of a small bead.

Fig. 2 Positioning the Rear Injector Rack

Fig. 1 Adjusting Governor Gap Control Lever

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Engine Tune-Up

7. Hold the gap adjusting screw and tighten the lock nut.
8. Recheck the gap and readjust if necessary.
9. Stop the engine and, using a new gasket, install the governor cover. The governor cover should be placed on the
housing with the pin of the speed control lever projecting into the slot of the differential lever.
10. Install screws and lock washers finger tight. Pull the cover away from the engine and tighten the screws. This step
will properly locate the cover on the governor housing.

Position Injector Rack Control Levers

The position of the injector racks must be correctly set in relation to the governor. Their position determines the amount
of fuel injected into each cylinder and ensures equal distribution of the load. Properly positioned injector rack control
levers with the engine at full-load will result in the following:

1. Speed control lever at the full-fuel position.

2. Governor low-speed gap closed.
3. High-speed spring plunger on the seat in the governor control housing.
4. Injector racks in the full-fuel position.

Adjust the rear injector rack control lever first to establish a guide for adjusting the remaining injector rack control levers.

1. Disconnect any linkage attached to the speed control lever.

2. Turn the idle speed adjusting screw until 1/2"of the threads (12-14 threads) project from the lock nut, when the nut is
against the high-speed plunger.

CAUTION: A false fuel rack setting may result if the idle speed adjusting screw is not
backed out as noted above.

NOTE: This adjustment lowers the tension of the low-speed spring so it can be easily
compressed. This permits closing the low speed gap without bending the fuel rods or
causing the yield mechanism springs to yield or stretch.

3. Back out the buffer screw approximately 5/8", if it has not already been done.
4. Loosen all of the inner and outer injector rack control lever adjusting screws (Fig. 2). Be sure all of the levers are
free on the injector control tube.

5. Move the speed control lever to the maximum speed position. Turn the inner adjusting screw down on the rear
injector rack control lever until a step-up in effort is noted. This will place the rear injector rack in the full-fuel position.
Turn down the outer adjusting screw until it bottoms lightly on the injector control tube. Then alternately tighten both the
inner and outer adjusting screws. This should result in placing the governor linkage and control tube assembly in the
same positions that they will attain while the engine is running at full-load.

Fig. 3 - Checking Rotating Movement of

Injector Control Rack Fig. 4 - Checking Injector Rack "Spring'

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Engine Tune-Up

6. To be sure of the proper rack adjustment, hold the speed control lever in the full-fuel position and press down on the
injector rack with a screw driver or finger tip and note "rotating" movement of the injector control rack (Fig. 3) when the
speed control lever is in the maximum speed position. Hold the speed control lever in the maximum speed position and,
using a screw driver, press downward on the injector control rack. The rack should tilt downward (Fig. 4) and when
the pressure of the screw driver is released, the control rack should "spring" back upward.

If the rack does not return to its original position, it is too loose. To correct this condition, back off the outer adjusting
screw slightly and tighten the inner adjusting screw slightly.

The setting is too tight if, when moving the speed control lever from the no-speed to the maximum speed position, the
injector rack becomes tight before the speed control lever reaches the end of its travel (as determined by the stop under
the governor cover). This will result in a step-up in effort required to move the speed control lever to the end of its travel.
To correct this condition, back off the inner adjusting screw slightly and tighten the outer adjusting screw slightly.

NOTE: Overtightening of the injector rack control lever adjusting screws during
installation or adjustment can result in damage to the injector control tube. The
recommended torque of the adjusting screws is 24-36 in-lbs (3-4 Nm).

IMPORTANT: The above step should result in placing the governor linkage and control
tube assembly in the same position that they will attain while the engine is running at full
load.

7. To adjust the remaining injector rack control levers, remove the clevis pin from the fuel rod and the injector control
tube lever, hold the injector control racks in the full-fuel position by means of the lever on the end of the control tube.
Turn down the inner adjusting screw on the injector rack control lever of the adjacent injector until the injector rack has
moved into the full-fuel position and the inner adjusting screw is bottomed on the injector control tube. Turn the outer
adjusting screw down until it bottoms lightly on the injector control tube. Then alternately tighten both the inner and outer
adjusting screws.

8. Recheck the rear injector rack to be sure that it has remained snug on the ball end of the injector rack control lever
while adjusting the adjacent injector. If the rack of the rear injector has become loose, back off, the inner adjusting screw
slightly on the adjacent injector rack control lever. Tighten the outer adjusting screw. When the settings are correct, the
racks of both injectors must be snug on the ball end of their respective rack control levers.

Fig. 5 - Adjusting Maximum No-Load Engine

Speed (Type A) Fig. 6 - Governor Spring Assemblies

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Engine Tune-Up
9. Position the remaining injector rack control levers as outlined in Steps 6 and 7.
10. Connect the fuel rod to the injector control tube lever.
11. Turn the idle speed adjusting screw in until it projects 3/16" from the lock nut to permit starting the engine. Tighten
the lock nut.
12. Use a new gasket and replace the valve rocker cover.
Adjust Maximum No-Load Engine Speed
All governors are properly adjusted before leaving the factory. However, if the governor has been reconditioned or
replaced, and to ensure the engine speed will not exceed the recommended no-load speed as given on the engine
option plate, set the maximum no-loadspeed as follows:
TYPE A GOVERNOR SPRINGS (Fig. 6):
1. Loosen the lock nut (Fig. 5) and back off the high-speed spring retainer approximately five turns.
2. With the engine at operating temperature and no-load on the engine, place the speed control lever in the full-fuel
position. Turn the high-speed spring retainer IN until the engine is operating at the recommended no-load speed.
The best method of determining the engine speed is with an accurate tachometer.
3. Hold the high-speed spring retainer and tighten the lock nut.
TYPE B GOVERNOR SPRINGS (Fig. 6):
1. Start the engine and after it reaches normal operating temperature, remove the load from the engine.
2. Place the speed control lever in the maximum speed position and note the engine speed.
3. Stop the engine and, if necessary, adjust the no-load speed as follows:
a. Remove the high-speed spring retainer, high-speed spring and plunger.
CAUTION: To prevent the low-speed spring and cap from dropping into the governor, be
careful not to jar the assembly while it is being removed.
b. Remove the high-speed spring from the high-speed spring plunger and add or remove shims (Fig. 6) as required
to establish the desired engine no-load speed.
NOTE: For each .010" shim added, the engine speed will be increased approximately 10
rpm.
c. Install the high-speed spring on the plunger and install the spring assembly in the governor housing. Install the
spring retainer in the governor housing and tighten it securely.
d. Start the engine and recheck the engine no-load speed. Repeat the procedure as necessary to establish the no-
load speed.
Adjust Idle Speed
With the maximum no-load speed properly adjusted, adjust the idle speed as follows:
1. With the engine running at normal operating temperature and with the buffer screw backed out to avoid contact with
the differential lever, turn the idle speed adjusting screw (Fig. 7) until the engine is operating at approximately 15 rpm
below the recommended idle speed.
NOTE: The recommended idle speed for non-EPA certified engines is 500-600 rpm, but
may vary with special engine applications.
2. Hold the idle speed adjusting screw and tighten the lock nut.

Fig. Adjusting Engine Idle Speed

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 Fig. 8 - Adjusting Buffer Screw

3. Install the high-speed spring cover and tighten the two bolts.
Adjust Buffer Screw
With the idle speed properly set, adjust the buffer screw as follows:
1. With the engine running at normal operating temperature, turn the buffer screw in (Fig. 8) so it contacts the differential
lever as lightly as possible and still eliminates engine roll.
NOTE: Do not increase the engine idle speed more than 15 rpm with the buffer screw.
2. Recheck the maximum no-load speed. If it has increased more than 25 rpm, back off the buffer screw until the
increase is less than 25 rpm.
3. Hold the buffer screw and tighten the lock nut.

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LIMITING SPEED MECHANICAL GOVERNOR AND INJECTOR RACK

CONTROL ADJUSTMENT

The limiting speed mechanical governor is mounted at the rear of the engine, between the flywheel housing and the
blower (Fig. 1). The governor is driven by the right blower rotor drive gear. The left blower rotor drive gear is driven by a
shaft, that passes through the governor housing, from the engine gear train. There are two types of limiting speed
governor assemblies. The difference in the two governors is in the spring mechanism (Fig. 7). One has a long spring
mechanism, the other has a short spring mechanism.
After adjusting the exhaust valves and timing the fuel injectors, adjust the governor and position the injector rack control
levers.
NOTE: Before proceeding with the governor and injector rack adjustments, disconnect any supplementary governing
device. After the adjustments are completed, re-connect and adjust the supplementary governing device.
Adjust Governor Gap
With the engine stopped and at operating temperature, adjust the governor gap as follows:
1. Remove the high-speed spring retainer cover.
2. Back out the buffer screw (Fig. 9) until it extends approximately 5/8" from the lock nut.
CAUTION: Do not back the buffer screw out beyond the limits given, or the control link lever may disengage the
differential lever.
3. Start the engine and loosen the idle speed adjusting screw lock nut. Then adjust the idle screw (Fig. 8) to obtain the
desired engine idle speed. Hold the screw and tighten the lock nut to hold the adjustment.
NOTE: The recommended idle speed for non-EPA certified engines is 500-600 rpm, but may vary with special
engine applications.
4. Stop the engine, clean and remove the governor cover and the valve rocker covers. Discard the gaskets.
5. Start and run the engine, between 800 and 1000 rpm, by manual operation of the differential lever.
CAUTION: Do not overspeed the engine.
6. Check the gap between the low-speed spring cap, and the high-speed spring plunger with a .0015 " feeler gage. If the
gap setting is incorrect, reset the gap

Fig. 1 - Limiting Speed Governor Mounting

Fig. 2 - Adjusting Governor Gap

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adjusting screw (Fig. 2). If the setting is correct, the engine. Cylinders are numbered starting at the front of
.0015" movement can be seen by placing a few drops of the engine on each cylinder bank. Adjust the No. 3L
oil into the governor gap and pressing a screw driver injector rack control lever first to establish a guide for
against the gap adjusting screw. Movement of the cap adjusting the remaining injector rack control levers.
toward the plunger will force the oil from the gap in the
1. Disconnect any linkage attached to the speed control
form of a small bead.
lever.
7. Hold the gap adjusting screw and tighten the lock
2. Turn the idle speed adjusting screw until 1/2" of the
nut.
threads (12-14 threads) project from the lock nut when
8. Recheck the gap and readjust if necessary. the nut is against the high-speed plunger.
9. Stop the engine and, using a new gasket, install the CAUTION: A false fuel rack setting may result if
governor cover. the idle speed adjusting screw is not backed out as
noted above.
Position Injector Rack Control Levers
NOTE: This adjustment lowers the tension of the
The position of the injector racks must be correctly set in
low-speed spring so it can be easily compressed.
relation to the governor. Their position determines the
This permits closing the low speed gap without
amount of fuel injected into each cylinder and ensures
bending the fuel rods or causing the yield
equal distribution of the load. Properly positioned
mechanism springs to yield or stretch.
injector rack control levers with the engine at full-load
will result in the following: 3. Back out the buffer screw approximately 5/8", if it
has not already been done.
1. Speed control lever at the maximum speed position.
4. Remove the clevis pin from the fuel rod and the right
2. Governor low-speed gap closed.
cylinder bank injector control tube lever.
3. High-speed spring plunger on the seat in the
5. Loosen all of the inner and outer injector rack control
governor control housing.
lever adjusting screws on both injector control tubes. Be
4. Injector fuel control racks in the full-fuel position. sure all of the injector rack control levers are free on the
injector control tubes.
6. Move the speed control lever to the maximum speed
position; hold it in that position with light finger pressure.
Turn the inner adjusting screw on the

Fig. 3 - Positioning No. 3L Injector Rack Fig. 4 ·Checking Rotating Movement of

Injector Control Rack
Control Lever

The letters R or L indicate the injector location in the

right or left cylinder bank, viewed from the rear of the

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No. 3L injector rack control lever down as shown in Fig. The setting is too tight if, when moving the speed control
3 until a slight movement of the control tube lever is lever from the no-speed to the maximum speed
observed or a step-up in effort to turn the screw driver is position, the injector rack becomes tight before the
noted. This will place the No. 3L injector in the full-fuel speed control lever reaches the end of its travel (as
position. Turn down the outer adjusting screw until it determined by the stop under the governor cover).
bottoms lightly on the injector control tube. Then
This will result in a step-up in effort required to move the
alternately tighten both the inner and outer adjusting
speed control lever to the end of its travel. To correct
screws.
this condition, back off the inner adjusting screw slightly
NOTE: Overtightening of the injector rack control and tighten the outer adjusting screw slightly.
lever adjusting screws during installation or
8. Remove the clevis pin from the fuel rod and the left
adjustment can result in damage to the injector
bank injector control tube lever.
control tube. The recommended torque of the
adjusting screws is 24-36 in-lbs (3-4 Nm). 9. Insert the clevis pin in the fuel rod and the right
cylinder bank injector control tube lever and position the
IMPORTANT: The above step should result in No. 3R injector rack control lever as previously outlined
placing the governor linkage and control tube in Step 6 for the No. 3L injector rack control lever.
assembly in the same position that they will attain
while the engine is running at full-load. 10. Insert the clevis pin in the fuel rod and the left
cylinder bank injector control tube lever. Repeat the
7. To be sure of the proper rack adjustment, hold the check on the 3L and 3R injector rack control levers as
speed control lever in the maximum speed position and outlined in Step 7. Check for and eliminate any
press down on the injector rack with a screw driver or deflection which may occur at the bend in the fuel rod
finger tip and note "rotating" movement of the injector where it enters the cylinder head.
control rack (Fig. 4) when the speed control lever is in
the maximum speed position. Hold the speed control 11. To adjust the remaining injector rack control levers,
lever in the maximum speed position and, using a screw remove the clevis pin from the fuel rods and the injector
driver, press downward on the injector control rack. The control tube levers, hold the injector control racks in the
rack should tilt downward (Fig. 5) and when the pressure full-fuel position by means of the lever on the end of the
of the screw driver is released, the control rack should control tube, and proceed as follows:
"spring" back upward. a. Turn down the inner adjusting screw of the injector
If the rack does not return to its original position, it is too rack control lever until the screw bottoms (injector
loose. To correct this condition, back off the outer control rack in the full-fuel position).
adjusting screw slightly and tighten the inner adjusting b. Turn down the outer adjusting screw of the injector
screw slightly. rack control lever until it bottoms on the injector
control tube.
c. While still holding the control tube lever in the full-
fuel position, adjust the inner and outer adjusting
screws to obtain the same condition as outlined in
Step 7. Tighten the screws.
CAUTION: Once the No. 3L and No. 3R injector
rack control levers are adjusted. do not try to alter
their settings. All adjustments are made on the
remaining control racks.
NOTE: Overtightening of the injector rack control
tube lever adjusting screws during installation or
adjustment can result in damage to the injector
control tube. The recommended

Fig. 5 - Checking Injector Control Rack

Spring

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 Engine Tune-Up

torque of the adjusting screws is 24-36 in-lbs (3-4 Nm).

2. With the engine at operating temperature and no-
12. When all of the injector rack control levers are load on the engine, place the speed control lever in the
adjusted, recheck their settings. With the control tube maximum speed position. Turn the high-speed spring
lever in the full-fuel position, check each control rack as retainer in (Fig. 6) until the engine is operating at the
in Step 7. All of the control racks must have the same recommended no-load speed. Use an accurate hand
"spring" condition with the control tube lever in the full- tachometer to determine the engine speed. The
fuel position. maximum no-load speed varies with the full-load
13. Insert the clevis pin in the fuel rod and the injector operating speed.
control tube levers. 3. Hold the spring retainer and tighten the lock nut.
14. Turn the idle speed adjusting screw in until it TYPE B GOVERNOR SPRINGS (Fig. 7):
projects 3/16" from the lock nut to permit starting the
engine. 1. Start the engine and after it reaches normal
operating temperature, remove the load from the
15. Use new gaskets and replace the valve rocker engine.
covers.
Adjust Maximum No-Load Engine Speed
All governors are properly adjusted before leaving the
factory. However, if the governor has been
reconditioned or replaced, and to ensure the engine
speed will not exceed the recommended no-load speed
as given on the engine option plate, set the maximum
no-load speed as follows:
TYPE A GOVERNOR SPRINGS (Fig. 7):
1. Loosen the lock nut with a spanner wrench and back
off the high-speed spring retainer several turns. Then
start the engine and increase the speed slowly. If the
speed exceeds the required no-load speed before the
speed control lever reaches the end of its travel, back
off the spring retainer a few additional turns.

Fig. 7 - Governor Spring Assemblies

Fig. 6 - Adjusting Maximum No-Load Engine

Speed

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Engine Tune-Up

3. Stop the engine and, if necessary, adjust the no-load avoid contact with the differential lever, turn the idle
speed as follows: speed adjusting screw (Fig. 8) until the engine is
operating at approximately 15 rpm below the
a. Remove the high-speed spring retainer with tool J
recommended idle speed.
5895 and withdraw the high-speed spring and
plunger assembly. NOTE: The recommended idle speed for non-
EPA certified engines is 500-600 rpm, but may
CAUTION: To prevent the low-speed spring and
vary with special engine applications.
cap from dropping into the governor, be careful
not to jar the assembly while it is being removed. If the engine has a tendency to stall during deceleration,
install a new buffer screw. The current buffer screw
b. Remove the high-speed spring from the high-
uses a heavier spring and restricts the travel of the
speed spring plunger and add or remove shims as
differential lever to the off (no-fuel) position.
required to establish the desired engine no-load
speed. 2. Hold the idle screw and tighten the lock nut.
NOTE: For each .010"in shims added, the 3. Install the high-speed spring retainer cover and
engine speed will be increased approximately 10 tighten the two bolts.
rpm.
Adjust Buffer Screw
c. Install the high-speed spring on the plunger and
With the idle speed properly set, adjust the buffer screw
install the spring assembly in the governor
as follows:
housing. Install the spring retainer in the governor
housing and tighten it securely. The maximum 1. With the engine running at normal operating
no-load speed varies with the full-load operating temperature, turn the buffer screw in (Fig. 9) so it
speed desired. contacts the differential lever as lightly as possible and
still eliminates engine roll.
d. Start the engine and recheck the no-load speed.
Repeat the procedure as necessary to establish NOTE: Do not increase the engine idle speed
the no-load speed required. more than 15 rpm with the buffer screw.
Adjust Idle Speed 2. Recheck the maximum no-load speed. If it has
increased more than 25 rpm, back off the buffer screw
With the maximum no-load speed properly adjusted,
until the increase is less than 25 rpm.
adjust the idle speed as follows:
3. Hold the buffer screw and tighten the lock nut.
1. With the engine running at normal operating
temperature and with the buffer screw backed out to

Fig. 9 - Adjusting Buffer Screw

Fig. 8 - Adjusting Engine Idle Speed

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VARIABLE SPEED MECHANICAL GOVERNOR (OPEN LINKAGE) AND

INJECTOR RACK CONTROL ADJUSTMENT

IN-LINE ENGINES

After adjusting the exhaust valves and timing the fuel

injectors, adjust the governor (Fig. I) and the injector Adjust Variable Speed Spring Tension
rack control levers.
1. Adjust the variable speed spring eye bolt until 1/8" of
Preliminary Governor Adjustments the threads project from the outer lock nut .(Fig. 2).

1. Clean the governor linkage and lubricate the ball 2. Tighten both lock nuts to retain the adjustment.
joints and bearing surfaces with clean engine oil. NOTE: This setting of the eye bolt will produce
2. Back out the buffer screw until it projects 9/ 16" from approximately 7% droop in engine speed from no-
the boss on the control housing. load to full-load.

Position Injector Rack Control Lovers

The position of the injector control racks must be
correctly set in relation to the governor. Their position

Fig. 2 - Adjusting Governor Spring Eye Bolt

Fig. 1 - Variable Speed Open Linkage Governor
Mounted on Engine

3. Back out the booster spring eye bolt until it is flush

with the outer lock nut.

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determines the amount of fuel injected into each 7. Loosen the nut which locks the ball joint on the fuel
cylinder and ensures equal distribution of the load. rod. Hold the fuel rod in the full-fuel position and adjust
Adjust the rear injector rack control lever first to the ball joint until it is aligned and will slide on the ball
establish a guide for adjusting the remaining levers. stud on the stop lever (Fig. 4). Position the shutdown
cable clip and tighten the fuel rod lock nut to retain the
1. Clean and remove the valve rocker cover. Discard
adjustment.
the gasket.
8. Check the adjustment by pushing the fuel rod toward
2. Disconnect the fuel rod at the stop lever.
the engine and make sure the injector control rack is in
3. Loosen all of the inner and outer injector rack control the full-fuel position. If necessary, readjust the fuel rod.
lever adjusting screws. Be sure all of the injector rack
9. Manually hold the rear injector rack in the full-fuel
control levers are free on the injector control tube.
position, with the lever on the injector control tube, and
4. Move the speed control lever to the maximum speed turn the inner adjusting screw of the adjacent injector
position. rack control lever down until the injector rack moves into
the full-fuel position. Turn the outer adjusting screw
5. Adjust the rear cylinder injector rack control lever down until it bottoms lightly on the injector control tube.
adjusting screws (Fig. 3) until both screws are equal in Then alternately tighten both the inner and outer
height and tight on the injector control tube. adjusting screws.
6. Move the rear injector control rack into the full-fuel
NOTE: Overtightening of the injector rack control
position and note the clearance between the fuel rod
lever adjusting screws during installation or
and the cylinder head bolt. The clearance should be
adjustment can result in damage to the injector
1/32 " or more. If necessary, readjust the injector rack
control tube. The recommended torque of the
adjusting screws until a clearance of at least 1/32" to
adjusting screws is 24-36 in-lbs (3-4 Nm).
1/16" exists. Tighten the adjustment screws.
10. Recheck the rear injector rack to be sure that it has
remained snug on the ball end of the rack control lever
while adjusting the adjacent injector rack. If the rack of
the rear injector has become loose, back off the inner
adjusting screw slightly on the adjacent injector rack
control lever and tighten the outer adjusting screw.
When the settings are correct, the racks of both injectors
must be snug on the ball end of their respective control
levers.

Fig. 3 - Adjusting Injector Rack Control Lever

Adjusting Screws
Fig. 4 - Adjusting Fuel Rod Length

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11. Position the remaining injector rack control levers

as outlined in Steps 9 and 10. is 500 rpm. However, the idle speed may vary with
special engine applications.
Adjust Maximum No-Load Speed 3. Hold the idle speed adjusting screw and tighten the
lock nut.
1. With the engine running, move the speed control
lever to the maximum speed position. Use an accurate
Adjust Buffer Screw
tachometer to determine the no-load speed of the
engine. 1. With the engine running at idle speed, turn the buffer
screw in (Fig. 7) so that it contacts the stop lever as
NOTE: Do not overspeed the engine.
lightly as possible and still eliminates engine roll.
2. Loosen the lock nut and adjust the maximum speed
NOTE: Do not raise the engine idle speed more
adjusting screw (Fig. 5) until the required no-load speed
than 20 rpm with the buffer screw. Check the
is obtained.
maximum no-load speed to make sure it has not
3. Hold the adjusting screw and tighten the lock nut. increased over 25 rpm by the buffer screw setting.

Adjust Engine Idle Speed Adjust Governor Booster Spring

1. Make sure the stop lever is in the run position and The governor booster spring is used on some engines to
place the speed control lever in the idle position. reduce the force necessary to move the speed control
lever from the idle speed position to the maximum
2. With the engine running at normal operating speed position. Adjust the booster spring as follows:
temperature, loosen the lock nut and turn the idle speed
adjusting screw (Fig. 6) until the engine idles at the 1. Move the speed control lever to the idle speed
recommended speed. The recommended idle speed position.
2. Reduce the tension on the booster spring, if not

Fig. 6 - Adjusting Idle Speed

Fig. 5 - Adjusting Maximum No-Load Engine

Speed

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Engine Tune-Up

Fig. 7 - Adjusting Buffer Screw

previously performed, to the minimum by backing off

the outer lock nut (Fig. 8) until the end of the booster
spring eye bolt is flush with the end of the nut. Fig. 8 - Adjusting Booster Spring
3. Adjust the eye bolt in the slot in the bracket so that
an imaginary line through the booster spring will align Adjust Engine Speed Droop
with an imaginary center line through the speed control The adjustment of the spring tension as outlined under
shaft. Secure the lock nuts on the eye bolt to retain the Adjust Variable Speed Spring Tension will result in
adjustment. approximately 7% droop from the maximum no-load
4. Move the speed control lever to the maximum speed speed to the full-load speed. This is the optimum droop
position and note the force required. To reduce the setting for most applications. However, the droop may
force, back off the inner lock nut and tighten the outer be changed as necessary for a particular engine
lock nut to increase the tension on the booster spring. application.

NOTE: Before tightening the lock nuts, reposition 1. Lower the speed droop by increasing the spring
the booster spring as in Step 3. tension.

The setting is correct when the speed control lever can 2. Raise the speed droop by decreasing the spring
be moved from the idle speed position to the maximum tension.
speed position with a constant force, while the engine is NOTE: A change in the variable speed spring
running, and when released it will return to the idle tension will change the maximum no-load speed
speed position. and the engine idle speed which must also be
readjusted.

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VARIABLE SPEED MECHANICAL GOVERNOR (ENCLOSED LINKAGE) AND
INJECTOR RACK CONTROL ADJUSTMENT
IN-LINE ENGINES
The single-weight variable speed governor is mounted on the rear end plate of the engine and is driven by a gear that
extends through the end plate and meshes with either the camshaft gear or the balance shaft gear, depending upon the
engine model.
After adjusting the exhaust valves and timing the fuel injectors, adjust the governor and position the injector rack control
levers.
NOTE: Before proceeding with the governor and injector rack adjustments, disconnect any supplementary
governing device. After the adjustments are completed, reconnect and adjust the supplementary governing
device.
Adjust Governor Gap
With the engine stopped and at operating temperature, adjust the governor gap as follows:

1. Disconnect any linkage attached to the governor levers.

2. Back out the buffer screw until it extends approximately 5/8" from the lock nut.
3. Clean and remove the governor cover and valve rocker cover. Discard the gaskets.
4. Place the speed control lever (Fig. 1) in the maximum speed position.
5. Insert a .006" feeler gage between the spring plunger and the plunger guide as shown in Fig. 1. If required,
loosen the lock nut and turn the gap adjusting screw in or out until a slight drag is noted on the feeler gage.
6. Hold the adjusting screw and tighten the lock nut. Check the gap and readjust if necessary.
7. Use a new gasket and install the governor cover as follows:
a. Place the cover on the governor housing, with the

Fig. 1 - Checking Governor Gap Fig. 2 - Positioning the Rear Injector Rack Control Lever

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pin in the throttle shaft assembly entering the slot in the differential lever.
b. Install the four cover screws and lock washers finger tight.
c. Pull the cover assembly in a direction away from the engine, to take up the slack, and tighten the cover
screws.
NOTE: This step is required since no dowels are used to locate the cover on the housing.
Position Injector Rack Control Levers
The position of the injector control rack levers must be correctly set in relation to the governor. Their position determines
the amount of fuel injected into each cylinder and ensures equal distribution of the load. Properly positioned injector
control rack levers with the engine at full-load will result in the following:
1. Speed control lever at the maximum speed position.
2. Stop lever in the RUN position.
3. Injector fuel control racks in the full-fuel position.
Adjust the rear injector rack control lever first to establish a guide for adjusting
the remaining levers.
1. Loosen all of the inner and outer injector rack control lever adjusting screws
(Fig. 2). Be sure all of the levers are free on the injector control tube.
2. Move the speed control lever to the maximum speed position.

Fig. 3 - Checking Rotating Movement of Injector Control Rack.

3. Move the stop lever to the RUN position and hold it in that position with light
finger pressure. Turn the inner adjusting screw of the rear injector rack
control lever down until a slight movement of the control tube is observed or
a step-up in effort to turn the screw driver is noted. This will place the rear
injector rack in the full-fuel position. Turn the outer adjusting screw down
until it bottoms lightly on the injector control tube. Then alternately tighten
both the inner and outer adjusting screws. This should result in placing the
governor linkage and control tube in the respective positions that they will
attain while the engine is running at full load.

NOTE: Overtightening of the injector rack control lever adjusting screws

during installation or adjustment can result in damage to the injector
control tube. The recommended torque of the adjusting screws is 24-36
in-lbs (3-4 Nm).

Fig. 4 - Checking Injector Control Rack "Spring"

4. To be sure of proper rack adjustment, hold the stop lever in the RUN position and press down on the injector rack
with a screw driver or finger tip and note "rotating" movement of the injector control rack (Fig. 3). Hold the stop lever in
the RUN position and, using a screw driver, press downward on the injector control rack. The rack should tilt downward
(Fig. 4) and, when the pressure of the screw driver is released, the control rack should "spring" back upward.
If the rack does not return to its original position, it is too loose. To correct this condition, back off the outer adjusting
screw slightly and tighten the inner adjusting screw. The setting is too tight if, when moving the stop lever from the
STOP to the RUN position, the injector rack becomes tight before the stop lever reaches the end of its travel. This will
result in a step-up in effort

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 Engine Tune-Up
required to move the stop lever to the RUN position and a deflection in the fuel rod (fuel rod deflection can be seen at the
bend). If the rack is found to be too tight, back off the inner adjusting screw slightly and tighten the outer adjusting screw.
5. To adjust the remaining injector rack control levers, remove the clevis pin from the fuel rod and the injector control
tube lever, hold the injector control racks in the full-fuel position by means of the lever on the end of the control tube.
Turn down the inner adjusting screw on the injector rack control lever of the adjacent injector until the injector rack has
moved into the full-fuel position and the inner adjusting screw is bottomed on the injector control tube. Turn the outer
adjusting screw down until it bottoms lightly on the injector control tube. Then alternately tighten both the inner and outer
adjusting screws.
6. Recheck the rear injector rack to be sure that it has remained snug on the ball end of the rack control lever while
adjusting the adjacent injector rack. If the rack of the rear injector has become loose, back off the inner adjusting screw
slightly on the adjacent injector rack control lever and tighten the outer adjusting screw. When the settings are correct,
the racks of both injectors must be snug on the ball end of their respective control levers.
7. Position the remaining injector rack control levers as outlined in Steps 4, 5 and 6.
8. When all of the injector rack control levers are adjusted, recheck their settings. With the control tube lever in the
full-fuel position, check each control rack as in Step 4. All of the control racks must have the same "spring" condition
with the control tube lever in the full-fuel position.
9. Insert the clevis pin in the fuel rod and the injector control tube levers.

Fig. 5 - Locating of Shims and Stops

10. Use a new gasket and replace the valve rocker cover.

Adjust Maximum No-Load Speed

All governors are properly adjusted before leaving the factory. However, if the governor has been reconditioned or
replaced, and to ensure the engine speed will not exceed the recommended no-load speed as given on the option plate,
the maximum no-load speed may be set as follows:
Start the engine and, after it reaches normal operating temperature, determine the maximum no-load speed of the
engine with an accurate tachometer. Then stop the engine and make the following adjustments, if required.
1. Refer to Fig. 8 and disconnect the booster spring and the stop lever retracting spring.
2. Remove the variable speed spring housing and the variable speed spring retainer located inside of the housing.
3. Refer to Table 1 and determine the stops or shims required for the desired full-load speed. Do not use more than
four thick and one thin shim. A split stop can only be used with a solid stop (Fig. 5).
4. Install the variable speed spring retainer and housing and tighten the two bolts.
5. Connect the booster spring and stop lever spring. Start the engine and recheck the maximum no-load speed.
6. If required, add shims to obtain the necessary operating speed. For each .001 " in shims added, the operating
speed will increase approximately 2 rpm.
IMPORTANT: If the maximum no-load speed is raised or lowered more than 50 rpm by the
Full Load Speed
STOPS SHIMS
RPM Solid Ring Split Ring

2575-2800 0 0 As Required
2101-2575 1 0 As Required
1701-2100 1 1 As Required
1200-1700 1 2 As Required

TABLE 1
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Fig. 6 ·Adjusting Idle Speed

installation or removal of shims, recheck the governor gap. If readjustment of the governor gap is required, the position
of the injector racks must be rechecked.
NOTE: Governor stops are used to limit the compression of the governor spring which determines the maximum
speed of the engine.
Adjust Idle Speed
With the maximum no-load speed properly adjusted, adjust the idle speed as follows:
1. Place the stop lever in the RUN position and the speed control lever in the IDLE position.
2. With the engine running at normal operating temperature, back out the buffer screw to avoid contact with the
differential lever.
3. Loosen the lock nut and turn the idle speed adjusting screw (Fig. 6) until the engine is operating at approximately
15 rpm below the recommended idle speed.
The recommended idle speed is 550 rpm, but may vary with special engine applications.
4. Hold the idle speed adjusting screw and tighten the lock nut.

Fig. 7 - Adjusting Buffer Screw

Adjust Buffer Screw
1. With the engine running at normal operating temperature, turn the buffer screw in (Fig. 7) so that it contacts the
differential lever as lightly as possible and still eliminates engine roll.
NOTE: Do not increase the engine idle speed more than 15 rpm with the buffer screw.
2. Hold the buffer screw and tighten the lock nut.

Adjust Booster Spring

With the engine idle speed adjusted, adjust the booster spring as follows:
1. Move the speed control lever to the idle speed position.
2. Refer to Fig. 8 and loosen the booster spring retaining nut on the speed control lever. Loosen the lock nuts on the
eye bolt at the opposite end of the booster spring.
3. Move the spring retaining bolt in the slot of the speed control lever until the center of the bolt is on or slightly over
center (toward the idle speed position) of an imaginary line through the bolt, lever shaft and eye bolt. Hold the bolt and
tighten the lock nut.
4. Start the engine and move the speed control lever to the maximum speed position and release it. The lever should
return to the idle speed position. If it does not, reduce the tension on the booster spring. If it does, continue to increase
the spring tension until the point is reached where it will not return to idle. Then reduce
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Fig. 8 - Adjusting Booster Spring

the spring tension until the lever does return to idle and tighten the lock nuts on the eye bolt. This setting will result in the
minimum force required to operate the speed control lever.
5. Connect the linkage to the governor levers.

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VARIABLE SPEED MECHANICAL GOVERNOR AND INJECTOR RACK

CONTROL ADJUSTMENT
The variable speed mechanical governor assembly is mounted at the rear of the 6V engine, between the flywheel
housing and the blower (Fig. 1). The governor is driven by the right-hand blower rotor drive gear.
After adjusting the exhaust valves and timing the fuel injectors, adjust the governor and position the injector rack control
levers.
NOTE: Before proceeding with the governor and injector rack adjustments, disconnect any supplementary
governing device. After the adjustments are completed, reconnect and adjust the supplementary governing
device.
Adjust Governor Gap
With the engine stopped and at normal operating temperature, adjust the governor gap as follows:
1. Disconnect any linkage attached to the governor levers.
2. Back out the buffer screw until it extends approximately 5/8" from the lock nut.

Fig. 1 - Variable Speed Governor Mounting

3. Clean and remove the governor cover and the valve rocker covers. Discard the gaskets.
4. Place the speed control lever in the maximum speed position.
5. Insert a .006" feeler gage between the spring plunger and the plunger guide as shown in Fig. 2. If required, loosen
the lock nut and turn the adjusting screw in or out until a slight drag is noted on the feeler gage.
6. Hold the adjusting screw and tighten the lock nut. Check the gap and readjust if necessary.
7. Use a new gasket and install the governor cover.

Position Injector Rack Control Levers

The position of the injector control racks must be correctly set in relation to the governor. Their position determines the
amount of fuel injected into each cylinder and ensures equal distribution of the load.
Properly positioned injector rack control levers with the engine at full-load will result in the following:
1. Speed control lever at the maximum speed position.

Fig. 2 - Adjusting Governor Gap

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Fig. 3 - Positioning No. 3L Injector Rack Control Lever

2. Stop lever in the RUN position.
3. Injector fuel control racks in the full-fuel position.
The letters R or L indicate the injector location in the right or left cylinder bank, viewed from the rear of the engine.
Cylinders are numbered starting at the front of the engine on each cylinder bank. Adjust the No. 3L injector rack control
lever first to establish a guide for adjusting the remaining levers.
1. Remove the clevis pin from the fuel rod and the right cylinder bank injector control tube lever.
2. Loosen all of the inner and outer injector rack control lever adjusting screws on both injector control tubes. Be sure
all of the injector rack control levers are free on the injector control tubes.
3. Move the speed control lever to the maximum speed position.
4. Move the stop lever to the run position and hold it in that position with light finger pressure. Turn the inner
adjusting screw of the No. 3L injector rack control lever down (Fig. 3) until a slight movement of the control tube is
observed, or a step-up in effort to turn the screw driver is noted. This will place the No. 3L injector rack in the full-fuel
position. Turn the outer adjusting screw down until it bottoms lightly on

Fig. 4 - Checking Rotating Movement of Injector Control Rack

the injector control tube. Then alternately tighten both the inner and outer adjusting screws.
NOTE: Overtightening the injector rack control lever adjusting screws during installation or adjustment can result
in damage to the injector control tube. The recommended torque of the adjusting screws is 24-36 in-lb (3-4 Nm).
The above steps should result in placing the governor linkage and control tube in the respective positions that they will
attain while the engine is running at full load.
5. To be sure of proper rack adjustment, hold the stop

Fig. 5 - Checking Injector Control Rack "Spring”

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lever in the run position and press down on the injector rack with a screw driver or finger tip and note the "rotating"
movement of the injector control rack (Fig. 4). Hold the stop lever in the run position and, using a screw driver, press
downward on the injector control rack. The rack should tilt downward (Fig. 5) and when the pressure of the screw driver
is released, the control rack should "spring" back upward. If the rack does not return to its original position, it is too loose.
To correct this condition, back off the outer adjusting screw slightly and tighten the inner adjusting screw. The setting is
too tight if, when moving the stop lever from the stop to the run position, the injector rack becomes tight before the
governor stop lever reaches the end of its travel. This will result in a step-up in effort required to move the stop lever to
the run position and a deflection in the fuel rod (fuel rod deflection can be seen at the bend). If the rack is found to be
too tight, back off the inner adjusting screw slightly and tighten the outer adjusting screw.
6. Remove the clevis pin from the fuel rod and the left bank injector control tube lever.
7. Insert the clevis pin in the fuel rod and the right cylinder bank injector control tube lever and position the No. 3R
injector rack control lever as previously outlined in Step 4 for the No. 3L control lever.
8. Insert the clevis pin in the fuel rod and the left bank injector control tube lever. Repeat the check on the 3L and 3R
injector rack control levers as outlined in Step 5. Check for and eliminate any deflection which may occur at the bend in
the fuel rod where it enters the cylinder head.
9. To adjust the remaining injector rack control levers, remove the clevis pin from the fuel rods and the injector control
tube levers, hold the injector control racks in the full-fuel position by means of the lever on the end of the control tube
and proceed as follows:
a. Turn down the inner adjusting screw of the injector rack control lever until the screw bottoms (injector control
rack in the full-fuel position).
b. Turn down the outer adjusting screw of the injector rack control lever until it bottoms on the injector control
tube.
c. While still holding the control tube lever in the full-fuel position, adjust the inner and outer adjusting screws to
obtain the same condition as outlined in Step 5. Tighten the screws.
CAUTION: Once the No. 3L and No. 3R injector rack control levers are adjusted, do not try to alter their settings.
All adjustments are made on the remaining control racks.
10. When all of the injector rack control levers are adjusted, recheck their settings. With the control tube lever in the
full-fuel position, check each control rack as in Step 5. All of the control racks must have the same "spring" condition
with the control tube lever in the full-fuel position.
11. Insert the clevis pin in the fuel rods and the injector control tube levers.
12. Use new gaskets and install the valve rocker covers.

Adjust Maximum No-Load Speed

All governors are properly adjusted before leaving the factory. However, if the governor has been reconditioned or
replaced, and to ensure the engine speed will not exceed the recommended no-load speed as given on the engine option
plate, the maximum no-load speed may be set as follows:
Start the engine and after it reaches normal operating temperature, determine the maximum no-load speed of the engine
with an accurate tachometer. Then stop the engine and make the following adjustments, if required.
1. Refer to Fig. 9 and disconnect the booster spring and the stop lever retracting spring.
2. Remove the variable speed spring housing and the spring retainer, located inside of the housing, from the governor
housing.
3. Refer to Table I and determine the stops or shims required for the desired full-load speed. A split stop can only be
used with a solid stop (Fig. 6).
4. Install the variable speed spring retainer and housing and tighten the two bolts.

Fig. 6 - Location of Shims and Stops

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Fig. 7 - Adjusting Idle Speed

Full-Load Speed Stops Shims*
Solid Split
1200-2100 1 1 As Required
2100-2500 1 0 As Required
2500-2800 0 0 As Required
*Maximum amount of shims .325"
TABLE 1
5. Connect the booster spring and the stop lever spring. Start the engine and recheck the maximum no-load speed.
6. If required, add shims to obtain the necessary operating speed. For each .001 1"in shims added, the operating
speed will increase approximately 2 rpm.
IMPORTANT: If the maximum no-load speed is raised or lowered more than 50 rpm by the installation or removal
of shims, recheck the governor gap. If readjustment of the governor gap is required, the position of the injector
racks must be rechecked.
NOTE: Governor stops are used to limit the compression of the governor spring, which determines the maximum
speed of the engine.

Adjust Idle Speed

With the maximum no-load speed properly adjusted, adjust the idle speed as follows:
1. Place the stop lever in the run position and the speed control lever in the idle position.

Fig. 8 - Adjusting Buffer Screw

2. With the engine running at normal operating temperature, back out the buffer screw to avoid contact with the
differential lever.
3. Loosen the lock nut and turn the idle speed adjusting screw (Fig. 7) until the engine is operating at approximately
15 rpm below the recommended idle speed. The recommended idle speed is 550 rpm, but may vary with special engine
applications.
4. Hold the idle speed adjusting screw and tighten the lock nut.
Adjust Buffer Screw
1. With the engine running at normal operating temperature, turn the buffer screw in (Fig. 8) so that it contacts the
differential lever as lightly as possible and still eliminates engine roll.
NOTE: Do not raise the engine idle speed more than 15 rpm with the buffer screw.
2. Hold the buffer screw and tighten the lock nut.
Adjust Booster Spring
With the idle speed adjusted, adjust the booster spring as follows:
1. Move the speed control lever to the idle speed position.
2. Refer to Fig. 9 and loosen the booster spring
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Fig. 9 - Adjusting Booster Spring

retaining nut on the speed control lever. Loosen the lock nuts on the eye bolt at the opposite end of the booster spring.
3. Move the spring retaining bolt in the slot of the speed control lever until the center of the bolt is on or slightly over
center (toward the idle speed position) of an imaginary line through the bolt, lever shaft and eye bolt. Hold the bolt and
tighten the lock nut.

4. Start the engine and move the speed control lever to the maximum speed position and release it. The speed
control lever should return to the idle position. If it does not, reduce the tension on the booster spring. If the lever does
return to the idle position, continue to increase the spring tension until the point is reached that it will not return to idle.
Then reduce the tension until it does return to idle and tighten the lock nut on the eye bolt. This setting will result in the
minimum force required to operate the speed control lever.

5. Connect the linkage to the governor levers.

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SUPPLEMENTARY GOVERNING DEVICE ADJUSTMENT
ENGINE LOAD LIMIT DEVICE
Engines with mechanical governors may be equipped with a load limit device (Fig. 1) to reduce the maximum
horsepower.
This device consists of a load limit screw threaded into a plate mounted between two adjacent rocker arm shaft brackets
and a load limit lever clamped to the injector control tube.
The load limit device is located between the No. 2 and No. 3 cylinders of a three or four cylinder engine or between the
No. 1 and No. 2 cylinders of each cylinder head on a V-type engine. However, when valve rocker covers with a breather
are used, the load limit device is installed between the No. 1 and No. 2 cylinders on in-line engines and between the No.
2 and No. 3 cylinders on V-type engines to avoid interference with the rocker cover baffles.
When properly adjusted for the maximum horsepower desired, this device limits the travel of the injector control racks
and thereby the fuel output of the injectors.

Fig. 1 - Engine Load Limit Device

Adjustment

After the engine tune-up is completed, make sure the load limit device is properly installed as shown in Fig. 1. Make
sure the counterbores in the adjusting screw plate are up. The rocker arm shaft bracket bolts which fasten the adjusting
screw plate to the brackets are tightened to 50-55 lb-ft (68-75 Nm) torque. Then adjust the load limit device, on each
cylinder head, as follows:

1. Loosen the load limit screw lock nut and remove the screw.

2. Loosen the load limit lever clamp bolts so the lever is free to turn on the injector rack control tube.

3. With the screw out of the plate, adjust the load limit screw lock nut so the bottom of the lock nut is 7/8" from the
bottom of the load limit screw (Fig. 1) for the initial setting.
4. Loosen the load limit lever clamp bolts so the lever is free to turn on the injector rack control tube.
4. Thread the load limit screw into the adjusting screw plate until the lock nut bottoms against the top of the plate.

5. Hold the injector rack control tube in the full-fuel position and place the load limit lever against the bottom of the
load limit screw. Then tighten the load limit lever clamp bolts.

6. Check to ensure that the injector racks will just go into the full-fuel position -- readjust the load limit lever if
necessary.

7. Hold the load limit screw to keep it from turning, then set the lock nut until the distance between the bottom of the
lock nut and the top of the adjusting screw plate corresponds to the dimension (or number of turns) stamped on the plate.
Each full turn of the screw equals .042", or .007" for each flat on the hexagon head.
NOTE: If the plate is not stamped, adjust the load limit screw while operating the engine on a dynamometer test
stand and note the number of turns required to obtain the desired horsepower. Then stamp the plate accordingly.
8. Thread the load limit screw into the plate until the lock nut bottoms against the top of the plate. Be sure the nut
turns with the screw.
9 Hold the load limit screw to keep it from turning, then tighten the lock nut to secure the setting.
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The throttle delay mechanism is used to retard full-fuel injection when the engine is accelerated. This reduces exhaust
smoke and also helps to improve fuel economy.
The throttle delay mechanism (Fig. 2) is installed between the No. I and No. 2 cylinders on three cylinder engines,
between the No. 2 and No. 3 cylinders on four cylinder engines, or between the No. 1 and No. 2 cylinders on the right-
bank cylinder head of V-type engines. It consists of a special rocker arm shaft bracket (which incorporates the throttle
delay cylinder), a piston, throttle delay lever, connecting link, oil supply plug, ball check valve and U-bolt.
A yield lever and spring assembly replaces the standard lever and pin assembly on the rear end of the injector control
tube on In-line engines (Fig. 3). A yield lever replaces the standard operating lever in the governor of the 6V-53 engine
(Fig. 4).
Operation
Oil is supplied to a reservoir above the throttle delay cylinder through a special plug in the drilled oil passage in the
rocker arm shaft bracket (Fig. 2). As the injector racks are moved toward the no-fuel position, free movement of the
throttle delay piston is assured by air drawn into the cylinder through the ball check valve. Further movement of the
piston uncovers an opening which permits oil from the reservoir to enter the cylinder and displace the air. When the

Fig. 2 - Throttle Delay Cylinder

Fig. 3 - Throttle Delay Yield Lever (In-Line Engine)

engine is accelerated, movement of the injector racks toward the full-fuel position is momentarily retarded while the
piston expels the oil from the cylinder through a .016" orifice. To permit full accelerator travel, regardless of the retarded
injector rack position, a spring loaded yield lever or link assembly replaces the standard operating lever connecting link to
the governor.

Inspection
When inspecting the throttle delay hydraulic cylinder, it is important that the check valve be inspected for wear. Replace
the check valve if necessary.

Fig. 4 - Throttle Delay Yield Lever (6V Engine)

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Fig. 5 - Adjusting Throttle Delay Cylinder

To inspect the check valve, fill the throttle delay cylinder with diesel fuel oil and watch for check valve leakage while
moving the engine throttle from the idle position to the full fuel position.

Adjustment

Whenever the injector rack control levers are adjusted, disconnect the throttle delay mechanism by loosening the U-bolt
which clamps the lever to the injector control tube. After the injector rack control levers have been positioned, the
throttle delay mechanism must be re-adjusted. With the engine stopped, proceed as follows:

1. Refer to Fig. 5 and insert gage J 23190 (.454" setting) between the injector body and the shoulder on the injector
rack. Then exert a light pressure on the injector control tube in the direction of full fuel.

2. Align the throttle delay piston so it is flush with the edge of the throttle delay cylinder.

3. Tighten the U-bolt on the injector control tube and remove the gage.

4. Move the injector rack from the no-fuel to full-fuel to make sure it does not bind.

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ADJUSTMENT OF MECHANICAL GOVERNOR SHUTDOWN SOLENOID

Fig. 6 - Typical Speed Governor Lever Fig. 7 - Typical Limiting Speed Governor Lever
Position Position

When a governor shutdown solenoid is used on an engine equipped with a mechanical governor, the governor stop lever
must be properly adjusted to match the shutdown solenoid plunger travel.

The solenoid plunger can be properly aligned to the governor stop lever as follows:

1. Remove the bolt connecting the rod end eye (variable speed governor), or the right angle clip (limiting speed
governor) to the stop lever (Figs. 6 and 7). Align and clamp the lever to the shutdown shaft in such a way that, at its
mid-travel position, it is perpendicular to the solenoid plunger. This assures that the linkage will travel as straight as
possible. The solenoid plunger has available 1/2" travel which is more than adequate to move the injector control racks
from the full-fuel to the complete no-fuel position and shutdown will occur prior to attaining complete travel.

2. With the stop lever in the run position, adjust the rod end eye or right angle clip for minimum engagement on the
solenoid plunger when the connecting bolt is installed. The oversize hole in the eye or clip will thereby permit the
solenoid to start closing the air gap, with a resultant build-up of pull-in force prior to initiating stop lever movement.

3. The bolt through the rod end eye or the right angle clip should be locked to the stop lever and adjusted to a height that
will permit the eye or clip to float vertically. The clearance above and below the eye or clip and the bolt head should be
approximately 1/32 " minimum.

NOTE: The lock nut can be either on top of or below the stop lever.

4. Move the lever to the stop position and observe the plunger for any possible bind. If necessary, loosen the mounting
bolts and realign the solenoid to provide free plunger motion.

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HYDRAULIC GOVERNOR AND INJECTOR RACK CONTROL ADJUSTMENT

The hydraulic governor is mounted on the 3 and 4-33 engines as shown in Fig. 1. The terminal lever return spring and
the fuel rod are attached to an external terminal shaft lever. The maximum fuel position of the governor load limit is
determined by the internal governor terminal lever striking against a boss that projects from the governor cover.

Adjust engines having a hydraulic governor assembly after adjusting the exhaust valve clearance and timing the fuel
injectors.

Adjust Fuel Rod and Injector Rack Control Levers

1. Adjust the inner and outer adjusting screws (Fig. 2) on the rear injector rack control lever until both screws are equal
in height and tight on the control tube. Check the clearance between the fuel rod and the cylinder head casting (below
the bolt) for at least 1/16" clearance when the injector rack is in the full-fuel position and the rack adjusting screws are
tight. If the fuel rod contacts the bolt or cylinder head casting, readjust the screws to obtain the 1/16" clearance.

NOTE: Overtightening the injector rack control lever adjusting screws during installation or
adjustment can result in damage to the injector control tube. The recommended torque of the
adjusting screws is 24-36 in-lbs (3-4 Nm).
2. Remove the governor terminal lever return spring.

3. Remove the fuel rod end bearing or ball joint from the terminal shaft lever and the terminal lever from the terminal
shaft.

4. Place the terminal lever on the terminal shaft so that the hole for attaching the fuel rod end bearing or ball joint is in
line vertically above the terminal lever shaft at one half the arc of travel. Do not tighten the clamping bolt.

5. Hold the injector rack control tube and the terminal lever in the full-fuel position and adjust the length of the fuel rod
until the end bearing or ball joint will slide freely into the hole of the terminal lever as shown in Fig. 3. Tighten the lock
nut to retain the ball

Fig. 1-Hydraulic Governor mounted on Engine

Fig. 2-Adjusting Height of Rack Control

Lever Adjusting Screws.
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Fig. 3 - Adjusting Length of Fuel Rod Fig. 4 - Adjusting Droop Bracket

joint or end bearing and the terminal lever clamping bolt securely.

NOTE: It will be necessary to slide the terminal lever partially off of the shaft to attach the fuel rod end
bearing or ball joint to the terminal lever.

6. Hold the terminal lever in the full-fuel position and loosen the inner adjusting screw 1/8 of a turn and tighten the outer
adjusting screw 1/8 of a turn to retain the adjustment. This is done to prevent the governor from bottoming the injector
racks, since there is no load limit screw on this governor.
7. Remove the clevis pin between the fuel rod and the injector control tube lever.
NOTE: Cover the cylinder head oil drain back hole, located under the control lever, when removing the
fuel rod clevis pin to prevent its loss and possible damage to the engine.
8. Manually hold the rear injector in the full-fuel position and turn down the inner rack control lever adjusting screw of the
adjacent injector until the injector rack of the adjacent injector has moved into the full-fuel position and the inner adjusting
screw is bottomed on the injector control tube. Turn the outer adjusting screw down until it bottoms lightly on the Fig. 4 -
Adjusting Droop Bracket injector control tube. Then alternately tighten both the inner and outer rack control lever
adjusting screws.
9. Recheck the rear injector fuel rack to be sure that it has remained snug on the ball end of the rack control lever while
adjusting the adjacent injector. If the rack of the rear injector has become loose, back off slightly on the inner adjusting
screw on the adjacent injector rack control lever. Tighten the outer adjusting screw. When the settings are correct, the
racks of both injectors must be snug on the ball end of their respective rack control levers.
10. Position the remaining rack control levers as outlined in Steps 8 and 9.
11. Insert the clevis pin between the fuel rod and the injector control tube lever.
12. Install the terminal lever return spring.

Adjust Speed Droop

The purpose of adjusting the speed droop is to establish a definite engine speed at no load with a given speed at rated
full load.

The governor droop is set at the factory and further adjustment should be unnecessary. However, if the governor has
had major repairs, the speed droop should be readjusted.
The best method of determining the engine speed is with an accurate hand tachometer.
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Full Load No-Load

50 cycles 1000 rpm 52.5 cycles 1050 rpm
60 cycles 1200 rpm 62.5 cycles 1250 rpm
50 cycles 1500 rpm 52.5 cycles 1575 rpm
60 cycles 1800 rpm 62.5 cycles 1875 rpm
TABLE 1

If a full-rated load can be established on the engine

and the fuel rod, injector rack control levers and load
limit have been adjusted, the speed droop may be
adjusted as follows:

I. Start the engine and run it at approximately one-

half the rated no-load speed until the lubricating oil
temperature stabilizes.

NOTE: When the engine lubricating oil is cold,

the governor regulation may be erratic. The
regulation should become increasingly stable as
the temperature of the lubricating oil increases. Figure 5 - Adjusting Maximum Engine Speed

2. Stop the engine and remove the governor cover. Discard the gasket.
3. Loosen the lock nut and back off the maximum speed adjusting screw (Fig. 5) approximately 5/8"

4. Refer to Fig. 4 and loosen the droop adjusting bolt. Move the droop bracket so that the bolt is midway between the
ends of the slot in the bracket. Tighten the bolt.

5. With the throttle in the run position, adjust the engine speed until the engine is operating at 3% to 5%
above the recommended full-load speed.

6. Apply the full-rated load on the engine and readjust the engine speed to the correct full-load speed.
7. Remove the rated load and note the engine speed after the speed stabilizes under no-load. If the speed droop is
correct, the engine speed will be approximately 3% to 5% higher than the full-load speed.

If the speed droop is too high, stop the engine and again loosen the droop bracket retaining bolt and move the droop
adjusting bracket in toward the engine. Tighten the bolt. To increase the speed droop, move the droop adjusting bracket
out, away from the engine.

The speed droop in governors which control engines driving generators in parallel must be identical, otherwise, the
electrical load will not be equally divided.

Adjust the speed droop bracket in each engine governor to obtain the desired variation between the engine no-load and
full-load speeds shown in Table 1.
The recommended speed droop of generator sets operating in parallel is 50 rpm (2-1/2 cycles) for units operating at 1000
and 1200 rpm and 75 rpm (2-1/2 cycles) for units operating at 1500 rpm and 1800 rpm full load. This speed droop
recommendation may be varied to suit the individual application.

Adjust Maximum No- Load Speed

With the speed droop properly adjusted, set the maximum no-load speed as follows:
1. Loosen the maximum speed adjusting screw lock nut and back out the maximum speed adjusting screw three turns.
2. With the engine operating at no-load, adjust the engine speed until the engine is operating at approximately 8%
higher than the rated full-load speed.
3. Turn the maximum speed adjusting screw (Fig. 5) in lightly until contact is felt with the linkage in the governor.
4. Hold the maximum speed adjusting screw and tighten the lock nut.
5. Use a new gasket and install the governor cover.

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HYDRAULIC GOVERNOR AND INJECTOR RACK CONTROL ADJUSTMENT

6V-53 Engine

Fig. 1 - Hydraulic Governor Mounting Fig. 2 - Hydraulic Governor Controls

The hydraulic governor Is mounted between the blower and the rear end plate as shown in Fig. 1. The vertical control
link assembly is attached .to the governor operating lever and the bell crank lever on the governor drive housing (Fig. 2).

After adjusting the exhaust valves and timing the fuel injectors, adjust the governor as follows:

1. Disconnect the vertical control link assembly from the governor operating lever.

2. Loosen all of the injector rack control lever adjusting screws.

3. While holding the bell crank lever (on the governor drive housing) in a horizontal position (full-fuel), set the No. 3
injector rack control levers on each bank to full-fuel.

4. Position the remaining rack control levers to the No. 3 control levers.

5. Remove the governor cover. Discard the gasket.

6. To determine the full-fuel position of the terminal lever, adjust the load limit screw to obtain a distance of 2" from the
outside face of the boss on the governor sub-cap to the end of the screw.

7. Adjust the operating lever (on the governor) so that it is horizontal, or slightly below (as close as the serrations on the
shaft will permit) when the shaft is rotated to the full-fuel position, or clockwise when viewed from the front of the engine.

8. Loosen the lock nut and adjust the length of the vertical link assembly, attached to the bell crank lever, to match the
full-fuel position of the governor operating lever and the injector rack control levers. This length should be
approximately 6-5/16". Tighten the lock nut.

9. With the governor operating lever held in the full-fuel position, turn the load limit screw ((Fig. 1) inward until the
injector racks just loosen on the ball end of the control levers, to prevent the injector racks from bottoming.

10. Release the governor operating lever and hold the adjusting screw while tightening the lock nut.

11. Use new gaskets and install the governor cover and the valve rocker covers.

Page 112
 STORAGE
PREPARING ENGINE FOR STORAGE

When an engine is to be stored or removed from operation for a period of time, special precautions should be taken to
protect the interior and exterior of the engine, transmission and other parts from rust accumulation and corrosion. The
parts requiring attention and the recommended preparations are given below.

It will be necessary to remove all rust or corrosion completely from any exposed part before applying a rust preventive
compound. Therefore, it is recommended that the engine be processed for storage as soon as possible after removal
from operation.

The engine should be stored in a building which is dry and can be heated during the winter months. Moisture absorbing
chemicals are available commercially for use when excessive dampness prevails in the storage area.
To protect an engine for a temporary period of time, proceed as follows:
1. Drain the engine crankcase.
2. Fill the crankcase to the proper level with the recommended viscosity and grade of oil.
3. Fill the fuel tank with the recommended grade of fuel oil. Operate the engine for two minutes at 1200 rpm and no
load.
NOTE: Do not drain the fuel system or the crankcase after this run.
4. Check the air cleaner and service it, if necessary, as outlined under Air System.
5. If freezing weather is expected during the storage period, add a high boiling point type antifreeze solution in,
accordance with the manufacturer's recommendations. Drain the raw water system and leave the drain cocks open.
6. Clean the entire exterior of the engine (except the electrical system) with fuel oil and dry it with air.
7. Seal all of the engine openings. The material used for this purpose must be waterproof, vaporproof and possess
sufficient physical strength to resist puncture and damage from the expansion of entrapped air.

An engine prepared in this manner can be returned to service in a short time by removing the seals at the engine
openings, checking the engine coolant, fuel oil, lubricating oil, transmission, and priming the raw water pump, if used.
When an engine is to be removed from operation for an extended period of time, prepare it as follows:

1. Drain and thoroughly flush the cooling system with clean, soft water.
2. Refill the cooling system with clean, soft water.
3. Add a rust inhibitor to the cooling system (refer to Corrosion Inhibitor under Cooling System).
4. Remove, check and recondition the injectors, if necessary, to make sure they will be ready to operate when the
engine is restored to service.
5. Reinstall the injectors in the engine, time them, and adjust the valve clearance.
6. Circulate the coolant through the entire system by operating the engine until normal operating temperature is reached
(160-185 F or 71-85 °C).
7. Stop the engine.
8. Remove the drain plug and completely drain the engine crankcase. Reinstall and tighten the drain plug. Install new
lubricating oil filter elements and gaskets.
9. Fill the crankcase to the proper level with a 30-weight preservative lubricating oil MIL-L-21260, Grade 2 (P10), or
equivalent.
10. Drain the engine fuel tank.
11. Refill the fuel tank with enough rust preventive fuel oil such as American Oil Diesel Run-In Fuel (LF

Page 113
Storage
4089), Mobil 4Y17, or equivalent, to enable the engine to operate 10 minutes.
12. Drain the fuel filter and strainer. Remove the retaining bolts, shells and elements. Discard the used elements and
gaskets. Wash the shells in clean fuel oil and insert new elements. Fill the cavity between the element and shell about
two-thirds full of the same rust preventive compound as used in the fuel tank and reinstall the shell.
13. Operate the engine for 10 minutes to circulate the rust preventive throughout the engine.
14. Refer to Air System and service the air cleaner.
15. MARINE GEAR
a. Drain the oil completely and refill with clean oil of the proper viscosity and grade as is recommended.
Remove, clean or replace the strainer and replace the filter element.
b. Start and run the engine at 600 rpm for 5 minutes so that clean oil can coat all of the internal parts of the
marine gear. Engage the clutches alternately to circulate clean oil through all of the moving parts.

16. TORQMATIC CONVERTER

a. Start the engine and operate it until the temperature of the converter oil reaches 150°F (66 0 C).
b. Remove the drain plug and drain the converter.
c. Remove the filter element.
d. Start the engine and stall the converter for twenty seconds at 1000 rpm to scavenge the oil from the
converter. Due to lack of lubrication, do not exceed the 20 second limit.
e. Install the drain plug and a new filter element.
f. Fill the converter to the proper operating level with a commercial preservative oil which meets Government
specifications MIL-L-2 1260, Grade 1. Oil of this type is available from the major oil companies.
g. Start the engine and operate the converter for at least 10 minutes at a minimum of 1000 rpm. Engage the
clutch; then stall the converter to raise the oil temperature to 225 0 F (107 °C).

CAUTION: Do not allow the oil temperature to exceed 225 F (107°C). If the unit does not have a
temperature gage, do not stall the converter for more than thirty seconds.

h. Stop the engine and permit the converter to cool to a temperature suitable to touch.
i. Seal all of the exposed openings and the breather with moisture proof tape.
j. Coat all exposed, unpainted surfaces with preservative grease. Position all of the controls for minimum
exposure and coat them with grease. The external shafts, flanges and seals should also be coated with
grease.
17. POWER TAKE-OFF
a. With an all purpose grease such as Shell Alvania No. 2, or equivalent, lubricate the clutch throwout bearing,
clutch pilot bearing, drive shaft main bearing, clutch release shaft, and the outboard bearings (if so
equipped).
b. Remove the inspection hole cover on the clutch housing and lubricate the clutch release lever and link pins
with a hand oiler. Avoid getting oil on the clutch facing.
c. If the unit is equipped with a reduction gear, drain and flush the gear box with light engine oil. If the unit is
equipped with a filter, clean the shell and replace the filter element. Refill the gear box to the proper level
with the oil grade indicated on the name plate.
18. TURBOCHARGER
The turbocharger bearings are lubricated by pressure through the external oil line leading from the engine cylinder block
while performing the previous operations above and no further attention is required. However, the turbocharger air inlet
and turbine outlet connections should be sealed off with moisture-resistant tape.
19. HYDROSTARTER SYSTEM
Refer to Hydraulic Starting System in the section on Engine Equipment for the lubrication and preventive maintenance
procedure.
20. Apply a non-friction rust preventive compound, to all exposed parts. If it is convenient, apply the rust preventive
compound to the engine flywheel. If not, disengage the clutch mechanism to prevent the clutch disc from sticking to the
flywheel.

Page 114
 Storage
CAUTION: Do not apply oil, grease or any wax base compound to the flywheel. The cast iron will absorb
these substances which can "sweat" out during operation and cause the clutch to slip.

21. Drain the engine cooling system.

22. The oil may be drained from the engine crankcase if so desired. If the oil is drained, reinstall and tighten the drain
plug.
23. Remove and clean the battery and battery cables with a baking soda solution and rinse them with fresh water. Do
not allow the soda solution to enter the battery. Add distilled water to the electrolyte, if necessary, and fully charge the
battery. Store the battery in a cool (never below 32 °F or 0°C) dry place. Keep the battery fully charged and check the
level and the specific gravity of the electrolyte regularly.
24. Insert heavy paper strips between the pulleys and belts to prevent sticking.
25. Seal all of the openings in the engine, including the exhaust outlet, with moisture resistant tape. Use cardboard,
plywood or metal covers where practical.
26. Clean and dry the exterior painted surfaces of the engine. Spray the surfaces with a suitable liquid automobile body
wax, a synthetic resin varnish or a rust preventive compound.
27. Cover the engine with a good weather-resistant tarpaulin or other cover if it must be stored outdoors. A clear plastic
cover is recommended for indoor storage. The stored engine should be inspected periodically. If there are any
indications of rust or corrosion, corrective steps must be taken to prevent damage to the engine parts. Perform a
complete inspection at the end of one year and apply additional treatment as required.

PROCEDURE FOR RESTORING AN ENGINE TO SERVICE WHICH HAS BEEN IN EXTENDED STORAGE

1. Remove the covers and tape from all of the openings of the engine, fuel tank, and electrical equipment. Do not
overlook the exhaust outlet.
2. Wash the exterior of the engine with fuel oil to remove the rust preventive.
3. Remove the rust preventive from the flywheel.
4. Remove the paper strips from between the pulleys and the belts.
5. Remove the drain plug and drain the preservative oil from the crankcase. Re-install the drain plug. Then refer to
Lubrication System in the Operating Instructions and fill the crankcase to the proper level with the recommended grade of
lubricating oil.
6. Fill the fuel tank with the fuel specified under Diesel Fuel Oil Specifications.
7. Close all of the drain cocks and fill the engine cooling system with clean soft water and a rust inhibitor. If the engine
is to be exposed to freezing temperatures, add a high boiling point type antifreeze solution to the cooling system (the
antifreeze contains a rust inhibitor).
8. Install and connect the battery.
9. Service the air cleaner as outlined under Air System.
10. POWER GENERATOR
Prepare the generator for starting as outlined under Operating Instructions.
11. MARINE GEAR
Check the Marine gear; refill it to the proper level, as necessary, with the correct grade of lubricating oil.
12. TORQMATIC CONVERTER
a. Remove the tape from the breather and all of the openings.
b. Remove all of the preservative grease with a suitable solvent.
c. Start the engine and operate the unit until the temperature reaches 150°F (66°C). Drain the preservative oil
and remove the filter. Start the engine and stall the converter for twenty seconds at 1000 rpm to scavenge
the oil from the converter.

CAUTION: A Torqmatic converter containing preservative oil should only be operated enough to bring the
oil temperature up to 150°F (66 0 C).
d. Install the drain plug and a new filter element.

Page 115
Storage

e. Refill the converter with the oil that is recommended under Lubrication and Preventive
Maintenance.

13. POWER TAKE-OFF

Remove the inspection hole cover and inspect the clutch release lever and link pins and the bearing ends of the clutch
release shaft. Apply engine oil sparingly, if necessary, to these areas.

14. HYDROSTARTER

a. Open the relief valve on the side of the hand pump and release the pressure in the system.

b. Refer to the filling and' purging procedures outlined in Hydraulic Starting System. Then, drain, refill and
purge the hydrostarter system.
15. TURBOCHARGER
Remove the covers from the turbocharger air inlet and turbine outlet connections. Refer to the lubricating procedure
outlined in Preparation for Starting Engine First Time.
16. After all of the preparations have been completed, start the engine. The small amount of rust preventive compound
which remains in the fuel system will cause a smoky exhaust for a few minutes.
NOTE: Before subjecting the engine to a load or high speed, it is advisable to check the engine tune-up.

Page 116
Page 117
Built-in Parts Book

Progress in industry comes at a rapid pace. In order for the engine manufacturer
to keep pace with progress he needs a versatile product for the many models and
arrangements of accessories and mounting parts needed to suit a variety of
equipment. In addition, engine refinements and improvements are constantly
being introduced. All of this dynamic action must be documented so that the
equipment can be serviced if and when it's needed. It is fully documented in the
manufacturer's plant and in dealer Parts Departments with Master Files and
adequate supporting records. But, what about YOU the user of this equipment?
You have neither the time nor the inclination to ferret out specific part number
data. What is the answer?-It is Detroit Diesel's exclusive BUILT-IN PARTS BOOK
which is furnished with each engine. It takes the form of an "Option Plate"
mounted on the rocker cover of the engine. With it, ordering parts becomes as
simple as A, B, C. You have merely to provide the Dealer with ...

A. The "Model" number B. The "UNIT" number C. The "TYPE" number

From that much information, the dealer with his complete records on all engine
models, can completely interpret your parts requirements.

Page 118
 Built-In Parts Book

What is this "built-in" book? It is a photo etched aluminum plate that fits into
a holding channel on the engine rocker cover.

ON THE RIGHT SIDE of the plate is shown the model number, serial
number and the related governor setting.

Page 119
Built-In Parts Book

All engine components are divided into groups of functionally related parts. A complete listing of the twelve major
groups and their many sub-groups is shown below.

Page 120
 Built-In Parts Book

Within each of these sub-groups, various designs of similar equipment are

categorized as "Types" and identified by a Type Number.

The Distributor/Dealer has an Index for each engine model. The Index lists all
of the "Standard" and "Standard Option" equipment for that model.

NOTE The Distributor/Dealer uses his model index to interpret the standard
equipment. The plate, therefore, lists only
the non-standard or choice items.

So, from the plate, give the dealer the

A-Model No.
B-Unit No.
*C-Type No.
*(If not shown, indicate "NONE". The dealer knows the
"standard" for the model).

Page 121
Built-In Parts Book

FOR READY REFERENCE, Transfer the information on the Option Plate to this record.

OTHER USEFUL INFORMATION:

Each fuel and lube oil filter on your engine has a decal giving the service package part
number for the element. It is advisable to have your own personal record of these part
numbers by filling in the chart provided below:

AIR CLEANER
If dry-type, indicate make and number of filter element:

Wet type, indicate capacity qts.

Page 122
 Built-In Parts Book

CYLINDER HEAD

P 628

Page 123
Built-In Parts Book

CONNECTING ROD, PISTON AND LINEAR

CAMSHAFT AND GEAR (V-ENGINE)

P 629

IDLER GEAR

Page 124
 Built-In Parts Book

ACCESSORY DRIVE FOR BELT DRIVEN ACCESSORY (DRIVE HUB TYPE)

ACCESSORY DRIVE FOR DIRECT DRIVEN ACCESSORY (CAMSHAFT GEAR)

Page 125
 Built-In Parts Book

Page 127
Built-In Parts Book

Page 128
 Built-In Parts Book

Page 129
Built-In Parts Book

Page 130
 Built-In Parts Book

OIL PUMP AND REGULATOR

Page 131
Built-In Parts Book

OIL FILTER

OIL COOLER
P 637

Page 132
 Built-In Parts Books

Page 133
Built-In Parts Book

FRESH WATER PUMP

THERMOSTAT (6V-53
P 639

Page 134
 Built-In Parts Book

Page 135
Built-In Parts Book

FAN MOUNT

HEAT EXCHANGER
P 641

Page 136
 Built-In Parts Book

Page 137
Built-In Parts Book

Page 138
 Built-In Parts Books

Page 139
 Owner Assistance
OWNER ASSISTANCE

The satisfaction and goodwill of the owners of Detroit Diesel engines are of primary concern to the Detroit Diesel Allison
Division, its distributors and their dealers.

As an owner of a Detroit Diesel engine, you have a complete network of over 2300 Detroit Diesel Allison Distributors and
Dealers in the U.S. and Canada, plus many outlets worldwide that are prepared and anxious to meet your parts and
service needs:

Expert service by trained personnel.

Emergency service 24 hours a day.

Complete parts support, including reliabilt components.

Sales teams to help determine your power requirements.

Product information and literature.

We recognize, however, that despite the best intentions of everyone concerned, misunderstandings may occur.
Normally, any such situation that arises in connection with the sale, operation or service of your engine will be handled by
the distributor or dealer in your area (check the Yellow Pages for the Detroit Diesel Allison Service Outlet nearest you).

To further assure your complete satisfaction, we have developed the following three-step procedure to be followed
in the event you have a problem that has not been handled satisfactorily.

Step One - Discuss your problem with a member of management from the distributorship or dealership.
Frequently, complaints are the result of a breakdown in communication and can quickly be resolved by a member of
management. If you have already discussed the problem with the Sales or Service Manager, contact the General
Manager. If your problem originates with a dealer, explain the matter to a management member of the distributorship
with whom the dealer has his service agreement.

Step Two - When it appears that your problem cannot readily be resolved at the distributor level without additional
assistance, contact the Detroit Diesel Allison Regional Office nearest you listed below:

Eastern Region Southeastern Region

Suite 202 5730 Glenridge Drive, N.E.
10 Parsonage Road Atlanta, Georgia 30328
Edison, New Jersey 08817 Phone: (404) 252-3310
Phone: (201) 246-5074 Regional Manager: L. R. Kirby
Regional Manager: S. F. Zappia Service Manager: B. D. Robison, Jr.
Service Manager: D. P. Friedrich

Great Lakes Region Midwestern Region

Garrison Place Suite 618
19855 Outer Drive 2021 Spring Road
Dearborn, Michigan 48124 Oak Brook, Illinois 60521
Phone: (313) 565-0411 Phone: (312) 654-6619
Regional Manager: A. W. Christy Regional Manager: C. O. Zimmerman
Service Manager: R. Schwaller Service Manager: T. F. Chope

Southwestern Region Northwestern Region

Suite 130 Suite 250
2655 Villa Creek Drive 20380 Town Center Lane
Dallas, Texas 75234 Cupertino, California 95014
Phone: (214) 241-7721 Phone: (408) 255-7700
Regional Manager: F. A. Skells Regional Manager: W. C. Edwards
Service Manager: W. C. Kaphengst Service Manager: J. P. Miles
Page 141
Owner Assistance

Western Region
Suite 823
Crocker Bank Building
15760 Ventura Blvd.
Encino, California 91436
Phone: (213) 981-7300
Regional Manager: G. J. Dunneback
Service Manager: W. K. Clark, Jr.

Prior to this call, have the following information available:

Name and location of distributor or dealer.

Type and make of equipment.
Engine model and serial number.
Engine delivery date and accumulated
miles or hours of operation.
Nature of problem.
Chronological summary of unit's history.

Step Three - If you are still not satisfied, present the entire matter in writing or by phone to the Home Office:

Diesel Operations - J. E. Fisher, Manager Customer Services, Detroit Diesel Allison, 13400 W. Outer Drive,
Detroit, Michigan 48228, Phone (313) 592-5608.

Canada Operations - E. A. Kobe, Manager of Product Service, Diesel Division, General Motors of Canada, Ltd.,
P.O. Box 5990, 847 Highbury Avenue, London, Ontario N6A 4L6, Phone (519) 455-7110.

If at this point your problem is still not resolved to your satisfaction, call or write J. P. Lewis, Manager, Diesel
Engine Service, Diesel Operations (313) 592-7279; D. F. Downham, Sales Manager, Diesel Operations
(313) 592-7276.

When contacting the Regional or Home Office, please keep in mind that ultimately your problem will likely be
resolved at the distributorship or dealership utilizing their facilities, equipment and personnel. Therefore, it is
suggested that you follow the above steps in sequence when experiencing a problem.

Page 142
 ALPHABETICAL INDEX

Subject Page Subject Page

A E

Accessory Drive .................................................. 125 Engine Coolant .................................... 71

Adjustments: ....................................................... Engine Cross-Section Views ...... ......... 10
Injector Timing ................................................ 80 Engine Model Description Chart .......... 6
Mechanical Governor Shutdown Solenoid.. 108 Engine out of Fuel .............................. 16
Power Take-Off.......................................... 44 Engine Protective Systems.................. 33,128
Valve Clearance ........................ ............... .. 78 Electrical Starting System.................... 37
Air Compressor .................................. .......... 139 F
Air System:
Air Box Drains ........................................... 21
Air Cleaners ............................................... 17 Fan Mounting .......... ........................... 135
Air Silencer ................................................ 21 Filters:
Crankcase Ventilation ..................... ......... 21 Fuel Oil .......................................... 15,127
Alarm System .......................... .................... 36 Lubricating Oil ................................ 22,132
Assistance--Owner ......................... .............. 141 Fuel Oil Specifications ........................ 66

Fuel System:
B Injector............................................ 13
Pump.............................................. 15, 126
Strainer and Filter ........................... 15, 127
Blower Assembly and Drive........................... 129
Breathers ................................. .................... 133 G
Built-In Parts Book...................... .................. 9, 117

C General Description ........... ................. 5

General Specifications ........................ 8
Governors ........................................... 44
Camshaft and Gears ..................................... 124
Cold Weather Starting Aids .......................... 41 H
Connecting Rod .................... ...................... 124
Cooling System:
Heat Exchanger................................... 136
Antifreeze .................................................... 74 Hydraulic Pump ....................... ........... 139
Coolant Filter ................................................ 72 Hydraulic Starting System .................... 38
Cooling System Capacity ........................ 27
Corrosion Inhibitor .................... ............... 71 I
Flushing ..... ............................................. 28
Heat Exchanger Cooling........................... 25, 136
Radiator Cooling ........................................ 25 Idler Gear ........................................... 124
Radiator Cooling....................................... 25 Injector and Controls .............................. 127
Raw Water Pump ..................................... 29 Instruments and Controls ..................... 31
Crankshaft .................................................... 123
Cylinder Head ............................................... 123 L

D Liner ................................................ ... 124

Lubricating Oil Specifications .............. 67
Lubrication and Preventive Maintenance 55
Description, General .................................... 5 Lubrication Chart..................................... 56
Description, Model ........................................ 6 Lubricating System .............................. 22

Page 143
Index

ALPHABETICAL INDEX

Subject Page Subject Page

M Storage:
Preparation....................................... 113
Restoration....................................... 115
Maintenance, Preventive............................... 55
Marine Gear.................................................. 46
Model and Serial Number.............................. 9 T

O
Tachometer Drive ............................... 138
Thermostat ............... .......................... 134
Oil Cooler ..................................................... 132 Torqmatic Converter .......................... 45
Oil Filter ........................................ ............... 132 Transmissions ........................................ 44
Oil Pump and Regulator................................ 131 Tune-Up Procedures:
Operating Instructions: .................................. Engine.............................................. 77
Cold Weather Starting ............................. 41 Exhaust Valve Clearance Adjustment 78
Engine ..................................................... 47 Hydraulic Governor:
Power Generator Set ................................ 51 Line Engine ...................................... 109
Preparation for First Start ................................. 47 6V Engine ........................................ 112
Owner Assistance ......................................... 141 Mechanical Governor:
Limiting Speed (In-Line Engine) ....... 81
P Limiting Speed (6V Engine) . .................. 86
Variable Speed (Open Linkage)........ 91
Variable Speed (Enclosed Linkage) .. 95
Piston ........................................................... 124 Variable Speed (6V Engine) ............. 100
Power Take-Off ............................................ 44 Supplementary Governing Device ....... 105
Preventive Maintenance................................ 55 Engine Load Limit................................ 105
Principles of Operation.................................. 4 Governor Shutdown Solenoid .............. 108
Throttle Delay Mechanism ........................ 106
S Timing Fuel Injector............................. 80

Shutdown Systems ....................................... 33,137

Specifications:
Fuel Oil ............................... .................... 66 Valve Operating Mechanism................ 126
General .................................................... 8
Lubrication Oil .......................................... 67 W
Starting Systems:
Electrical ............................. .................... 37
Hydraulic............................................. ..... 38 Water Pump ...................................... 29,134

Page 144
 PART II. PARTS LISTING FOR DETROIT

Diesel Series 53 Engine

GENERAL INFORMATION

General Information

All engine components are divided into twelve major groups of functionary related parts. A list of the groups appears in
the index of this manual.

Within each group different design of similar equipment are shown, each group uses a type number. The type number in
one group has no relationship to the type number of another group.

All optional material type numbers are shown on the engine Option Plate. The plate is shown in the illustration below.

The names and type numbers of optional equipment built into the unit at the factory are listed on, this plate, along with
the unit model, serial number and custom specification (if any). Material not listed on the Option Plate is standard
equipment. (Copies of the information, on the Option Plate Work Sheet, are furnished to distributors for their files.)

To locate a part establish the group where the part is used (see index page). Turn to the page listed for that group.
Locate the part on the illustration. Locate the item number in the parts list and the part number will be listed along with an
item description. The quantity column is the number of times the part is used in the assembly shown.

YOUR PARTS ORDER WILL BE HANDLED MORE EFFICIENTLY IF:

1. The following information is provided for the item ordered:
A. Group in the parts book in which it is listed
B. Quantity desired
C. Item part number
D. Complete item description
E. Complete unit model identification and serial number
2. "TYPE" rather than "WRITE" the above information

MISCELLANEOUS

Unless otherwise specified, standard bolts in the parts list are hexagon head. Other standard parts are described in detail.

The information and illustrations in this publication are based on the information in effect at the time of printing.

ENGINE OPTION PLATE

I
 TABLE OF CONTENTS

GROUP NAME GROUP PAGE

NO. TYPE NO.
Cylinder Block 1.1000 29 2
Air Box Drains 1.1OOOA 63 3
Cylinder Head 1.2000 23 5
Engine Lifter Bracket 1.2000A 190 6
Crankshaft 1.3000 20 8
Crankshaft Front Cover 1.3000A 119 10
Crankshaft Pulley 1.3000C 111 8
Crankshaft Pulley Belt 1.3000D 176 3
Flywheel 1.4000A 327 12
Flywheel Housing (SAE #3) 1.5000A 349 12
Connecting Rod and Piston 1.6000 61 13
Camshaft and Gear Train 1.7000 31 15
Accessory Drive (Hydraulic Pump) 1.7000B 203 16
Valve Operating Mechanism 1.8000 30 18
Rocker Cover 1.800OA 38 19
Fuel Injector (N-45) 2.1000A 76 20
Fuel Pump 2.2000 180 21
Fuel Filter 2.3000A 157 23
Fuel Manifold Connections 2.4000 48 25
Fuel Lines 2.5000A 360 25
Governor Hydraulic 2.8000A 1002 27
Injector Controls 2.9000 279 29
Air Cleaner Adaptor 3.1O00A 211 30
Air Inlet Housing 3.3000A 140 32
Blower 3.4000 114 34
Oil Pump 4.1000A 49 36
Oil Distribution System 4.1000B 235 37
Oil Pressure Regulator 4.1000C 9 36
Oil Filter 4.2000A 226 39
Oil Cooler 4.4000A 230 40
Dipstick 4.6000A 253 41
Oil Pan 4.7000A 584 42
Fresh Water Pump 5.1000 145 43
Water Outlet Elbow 5.2000A 67 45
Thermostat 5.2000B 72 45
Water By-Pass Tube 5.2000C 318 45
Radiator 5.3000A 64 46
Water Connections 5.3000B 135 47
Fan 5.4000A 290 48
Exhaust Manifold 6.100A 217 50
Exhaust Muffler Flange 6.2000A 234 50
Starting Motor 7.3000A 174 51
Engine Mount 11.1000A 510 52

II
DETROIT DIESAL ENGINE
MODEL 353

FRONT, LEFT HAND VIEW

REAR, RIGHT HAND VIEW

III
 CYLINDER BLOCK
(GROUP NO. 1.1000)

(FIG. NO. 1)

1
 CYLINDER BLOCK
(GROUP NO. 1.1000)

FIG/ITEM PART NO. DESCRIPTION QTY.

1-1 5196490 Block Assy. 1

3-1 5116142 Cap, Main Bearing 3
8-1 5198209 Bearing Set, Camshaft 1
3-2 5116199 Bolt, Main Bearing Cap 6
* 5146437 Elbow, Air Box Drain Tee 1
* 3231135 Tee, 1/4" Inv. Fl. 1
1-12 141346 Pin, 3/16" x 1/2" Dowel 4
1-2 5146900 Pin, 3/8" x 1-1/8" Dowel 4
* 114981 Draincock, 1/8" 1
3-4 5145009 Plug, 1/8" Pipe 7
* 5121182 Plug, 1/4" Pipe 1
* 5150131 Plug, 7/16" Cup 2
* 5121316 Plug, 5/8" x 13/32" 2
1-14 5121366 Plate Assy. 1
1-15 5121459 Nut, Plug 3/8" - 24 8
1-16 454813 Bolt, 3/8" - 16 x 7/8" 13
1-17 103321 Lockwasher, 3/8" AR
1-3 5116354 Gasket 1
1-4 5116373 Cover 1
1-5 180120 Bolt, 3/8" - 16 x 3/4" 6
1-6 103321 Lockwasher, 3/8" 6
1-7 5116380 Gasket 1
1-8 5150023 Cover (Plain) 1
1-9 186618 Bolt, 5/16" - 18 x 5/8" 2
1-10 103320 Lockwasher, 5/16" 2
1-11 5116357 Gasket 1

* Not Shown

2
 AIR BOX DRAINS
(GROUP 1.1000A)

FIG/ITEM PART NO. DESCRIPTION QTY.

* 5132286 Tube 1
* 137421 Elbow, 1/4" Inv. Fl. Tube 90 Deg. 1
* 137397 Nut, 1/4" Inv. Fl. Tube 1

* Not Shown

CRANKSHAFT PULLEY BELT

(GROUP NO. 1.3000D)

FIG/ITEM PART NO. DFSCRIPTIDN QTY.

* 5131395 Belt Set (2 Belts) (41.00" L., .500" W.) 1

* Not Shown

3
 CYLINDER HEAD
(GROUP NO. 1.2000)

(FIG. NO. 2)

4
 CYLINDER HEAD
(GROUP NO. 1.2000)

FIG/ITEM PART NO DESCRIPTION QTY.

2- 5198203 Head Assy. 1

2-2 5198655 Plug, Fuse 1
2-2 5154453 Plug, 3/8" - 16 Special 4
2-2 5145009 Plug, 1/8" Pipe 2
2-12 5199527 Tube Kit (Includes Ring 5160037) 3
* 5116361 Insert, Exhaust Valve 12
* 5131961 Guide, Exhaust Valve 12
* 5121182 Plug, 1/4" Pipe 6
* 5151449 Plug, 13/16" Cup Special 3
* 5144425 Adaptor, Fuse Plug (Outside of Head Assy.) 1
* 5116262 Adaptor, Cylinder Head Governor Control Link 1
* 5121252 Adaptor, Cylinder Head Governor Control Link 1
10-1 5111467 Seat, Exhaust Valve Spring 12
* 5139997 Plug, 7/8" Dia. Cup Stn. Stl. 3
2-9 5119293 Nozzle 4
2-8 5121254 Gasket 3
2-11 5116290 Ring, Seal (End Water Hole) 4
2-11 5121207 Ring, Seal (Center Water Hole) 4
2-11 5116122 Ring, Seal (Oil Hole) 2
2-11 5116292 Ring, Seal 1
2-3 5121263 Bolt, 5/8" - 11 x 6-1/4" (12 Pt. Hd.) 8
2-3 5136610 Cover (Use 3/8" - 16 x 1" Bolt) 1
2-4 179839 Bolt, 3/8" - 16 x 1" 2
2-5 103321 Lockwasher, 3/8" 2
2-6 5116242 Gasket 1

* Not Shown

5
 ENGINE LIFTER BRACKET
(GROUP NO. 1.2000A)

FIG/ITEM PART NO. DESCRIPTION QTY.

* 5100428 Bracket (Front R.H.) 1

* 5164294 Spacer, 1/8" Thick 2
* 179839 Bolt, 3/8" - 16 x 1" AA Lock 3
-1 5119379 Bracket (Also Fig 5 Item 2) (Rear) 1
* 9409028 Bolt, 3/8" - 16 x 1" 2
* 103341 Washer, 318" Flat 2
* 103321 Washer, 3/8" Lock 3

*Not Shown

6
(FIG. NO. 3)

(FIG. NO. 4)

7
 CRANKSHAFT
(GROUP NO. 1.3000)

FIG/ITEM PART NO. DESCRIPTION QTY.

3- 5116447 Crankshaft Assy. 1

3-4 444687 Plug, 1/8" Pipe 3
3-5 5116224 Seal 1
4-2 5198503 Seal, Single Lip O.S. - Use with 5198502 Sleeve 1
4-2 5148314 Seal 1
4-3 5198502 Sleeve (Use with 5198503 Seal) 1
6-4 5116224 Seal 1
3-6 5116229 Seal (Single Lip, Standard) 1
3-6 5128917 Seal (Double Lip, Standard) 1
3-6 5196852 Seal (Single Lip, O.S., Use with 519685 1
Sleeve) AR
3-65 199477 Seal (Double Lip, O.S., Use with 519685 1
Sleeve) AR
* 5196851 Sleeve (With O.S. Oil Seal) AR
3-7 5195928 Shell Set (Std.) 4
3-7 5196660 Shell Set (.002" U.S.) 4
3-7 5196661 Shell Set (.010" U.S.) 4
3-7 5196662 Shell Set (.020" U.S.) 4
3-8 5116197 Washer 4
3-8 5196755 Washer (.005" O.S.) AR
3-8 5196756 Washer (.010" O.S.) AR
3-3 141346 Pin, 3/16" x 1/2" Dowel (Std.) 4
3-3 5149149 Pin, 7/32" x 1/2" Dowel (O.S.) AR
3-1 5195935 Cap (Std.) 4
3-2 5116199 Bolt 8
3-9 5116195 Gear 1
3-10 127559 Key, 1/4" x 3/4" Woodruff 1

* Not Shown
CRANKSHAFT PULLEY
(GROUP NO. 1.3000C)

FIG/ITEM PART NO. DESCRIPTION QTY.

3-13 5116484 Pulley (5.38" Dia., 2 Grooves) 1

3-11 5180291 Retainer (Washer) 1
3-12 5180629 Bolt, 3/8" - 16 x 1-3/4" L. 1

8
CRANKSHAFT FRONT COVER
(GROUP NO. 1.3000A)

(FIG. NO. 5)

(FIG. NO. 5)

9
 CRANKSHAFT FRONT COVER
(GROUP NO. 1.3000A)

FIG/ITEM PART NO. DESCRIPTION QTY.

5- 5101347 Cover Assy., Engine Front Upper 1

* 5146900 Pin, 3/8" x 1-1/8" Dowel 2
5-1 186622 Bolt, 3/8" - 16 x 1-1/4" 9
5-1 179844 Bolt, 3/8" - 16 x 1-5/8" 4
* 9414322 Washer, 3/8" I.D. x .744 O.D. x .63 Thick 13
5-2 103321 Lockwasher, 3/8" 13
6- 5197415 Cover Assy., Engine Front Lower 1
* 5145009 Plug, 1/8 Pipe 1
* 5146648 Plug, 1/2 Pipe 7
6-1 186282 Bolt, 3/8" - 16 x 3-1/4" 7
6-2 103321 Lockwasher, 3/8" 7
5-3 5121082 Gasket, Upper 1
6-3 5116386 Gasket, Lower 1
6-4 5116224 Seal 1

* Not Shown

10
FLYWHEEL HOUSING (SAE #3)
(GROUP NO. 1.5000A)

(FIG. NO. 7)

11
 FLYWHEEL
(GROUP NO. 1.4000A)

FIG/ITEM PART NO. DESCRIPTION QTY.

7- 5119495 Flywheel Assy. (Sae #3, Non-Chamfered)

Includes 5116301 Gear 1
7-2 9412018 Bolt, Lock (2-1/4" L.) 6
7-1 5116301 Gear (Sae #3-126 Teeth) 1
7-15 5126671 Plate, Scuff 1

FLYWHEEL HOUSING (SAE #3)

(GROUP NO. 1.5000A)

FIG/ITEM PART NO. DESCRIPTION QTY.

7-3 5132260 Housing, (Sae #3) (Also Fig 5 Item 3) 1

* 5145011 Plug, 3/8" Pipe 1
* 5145012 Plug, 1/2" Pipe 1
7-4 9409126 Bolt, 5/16 - 18 x 2-1/2 2
7-4 5101779 Bolt, 3/8" - 16 x 7/8" 1
7-4 9414215 Bolt, 3/8 - 16 x 2-1/2 4
7-4 427588 Bolt, 3/8" - 16 x 2-1/2 6
7-4 5170489 Bolt, 3/8 - 24 x 3 9-16 Lock 3
7-5 103321 Lockwasher, 3/8" AR
7-16 5123802 Shim, Flywheel (Hsg. to End Plate) 1
7-6 5121334 Gasket 1
7-7 5122281 Cover 2
7-8 179857 Bolt, 7/16" - 14 x 7/8" 2
7-8 122408 Bolt, 1/2" - 13 x l" 8
* 5150568 Washer, (7/16" Copper) 2
7-9 103323 Lockwasher, 1/2" 8
7-10 5117061 Gasket 2
7-11 5116411 Cover 2
7-12 186625 Bolt, 5/16" - 18 x 7/8" 4
7-13 103320 Lockwasher, 5/16" 4
7-14 5116391 Gasket 2
* 5130995 Gasket 1

* Not Shown

12
 CONNECTING ROD & PISTON
(GROUP NO. 1.6000)

FIG/ITEM PART NO. DESCRIPTION QTY.

-1 5122262 Rod Assy. (Includes Cap and Orifice Not Sold

Separately) 3
-2 5197852 Bolt, 3/8" - 24 x 2.76" L. 6
-3 839103 Nut (3/8" - 24 Hex.) 3
-4 5150140 Nozzle 3
-5 5116181 Bushing 6
-6 5195929 Shell Set (Standard) (Shell Sets Have (1)
Upper and (1) Lower Shell) 3
-6 5196664 Shell Set (.002" U,S.) 3
-6 5196665 Shell Set (.010" U.S.) 3
-6 5196666 Shell Set (.020" U.S.) 3
-7 5198877 Piston Assy. (Contains (1) 5116181 Bushing and
(1) 5180250 Retainer (Series "N") 3
-8 5198822 Ring Set (Sufficient Rings for One Cylinder) 3
-11 5116189 Pin 3
-12 5116181 Bushing 6
-13 5180250 Retainer 6
-14 5132803 Liner (Standard) 3
-14 5101016 Liner (.010" O.S., O.D.) AR
-15 5121256 Seal 1

13
CAMSHAFT & GEAR TRAIN
(GROUP NO. 1.7000)

(FIG. NO. 8)

(FIG. NO. 9)

14
 CAMSHAFT & GEAR TRAIN
(GROUP NO. 1.7000)

FIG/ITEM PART NO. DESCRIPTION QTY.

8-2 5126929 Camshaft Assy. 1

8-3 5151277 Plug (1/2" Drive) 2
8-1 5198209 Bearing Set Std. 1
8-1 5198980 Bearing Set (Std. I.D., .010" O.S. O.D.) AR
8-1 5198470 Bearing Set (.010" U.S., I.D., Std. O.D.) AR
8-1 5198471 Bearing Set (.020" U.S., I.D., Std. O.D.) AR
8-4 3116198 Washer 2
8-5 9409028 Bolt, 3/8" - 16 x 1" 4
8-6 5106223 Seal, Oil (Front) 2
8-7 5134388 Slinger 2
8-8 5121071 Spacer 2
8-9 5121073 Shaft 1
8-10 5121108 Pulley 2
8-11 218217 Key, 3/16 x 5/8" Woodruff 2
8-12 5150087 Nut 2
8-13 5119277 Weight 2
8-14 9409028 Bolt, 3/8" - 16 x 1" Lock 4
8-15 5133387 Gear (R.H. Helix) 1
8-16 5133388 Gear (L.H. Helix) 1
8-17 218217 Key, 3/16" x 5/8" Woodruff 2
8-18 5150087 Nut 2
8-19 5121077 Spacer 1
8-20 5172734 Retainer 2
8-21 181360 Bolt, 3/8" - 24 x 3/4" 4
8-22 103321 Lockwasher, 3/8" 4
9- 5135227 Gear Assy., Idler 1
9-1 5196793 Bearing 1
9-2 5132504 Washer (Thrust) 2
9-3 5124458 Hub 1
9-4 5157244 Bolt 1

15
 ACCESSORY DRIVE (HYDRAULIC PUMP)
(GROUP NO. 1.7000B)

FIG/ITEM PART NO. DESCRIPTION QTY.

-1 5123814 Adapter, Hydraulic Pump 1

-2 179839 Bolt, 3/8" - 16 x 1" 6
-3 103321 Washer, 3/8" Lock 6
-4 5168852 Gasket, Hyd. Pump to Adapter 1
-5 5170450 Plate 1
-6 5140814 Spacer 1
-7 5143616 Coupling 1
* 103375 Pin, 3/32" x 1-1/4" 1
-8 5188848 Gear, Hyd. Pump Drive 1
-9 5117061 Gasket 1
-10 5145091 Bolt, Special 4
-11 122408 Bolt, 1/2" - 13 x 1" 4
-12 103323 Washer, 1/2" Lock 4
-13 179858 Bolt, 7/16" - 14 x 1" 1
-14 103322 Washer, 7/16" Lock 1

* Not Shown

16
 VALVE OPERATING MECHANISM
(GROUP NO. 1.8000)

(FIG. NO, 10) (FIG. NO. 11)

17
 VALVE OPERATING MECHANISM
(GROUP NO. 1.8000)

FIG/ITEM PART NO. DESCRIPTION QTY.

11-1 5135268 Arm Assy., Rocker Exhaust R.H. 3

11-1 5135267 Arm Assy., Rocker Exhaust L.H. 3
11-2 5179954 Arm Assy., Rocker Injector 3
11-3 5150318 Bushing 3
11-4 5150311 Bushing 3
11-5 5150312 Clevis 9
11-6 5123700 Bushing 15
11-7 5150314 Pin (Clevis End) 9
11-7 5123711 Pin (Bridge End) 6
11-8 5116072 Shaft Assy. 3
11-8 5151272 Plug 3
11-9 5116128 Bracket 6
11-10 5119198 Bolt 6
11-11 5128640 Rod, Push 9
11-12 5151601 Locknut 9
11-13 5108918 Spring 9
11-14 5108919 Seat (Valve and Injector) 9
11-15 5123250 Seat 9
11-16 5150303 Retainer (Snap Ring) 9
11-17 5115087 Follower Assy. (Includes Roller Set) 9
* 5195220 Roller Set (Standard)
(Includes Roller W/Bushing and Pin) 9
11-18 5116125 Guide 3
11-19 443603 Bolt, 1/4" - 20 x 3/4" 6
11-20 103319 Lockwasher, 1/4" 6
10-2 5199323 Valve 12
10-3 5131961 Guide 12
* 5198529 Kit, Valve Guide and Seal 12
10-4 5131973 Seal, Valve Guide (Use with 5131961) 12
* 5199912 Installer, Exhaust Valve Seal AR
10-5 5116361 Insert (Standard) 12
10-5 5196752 Insert (.010" Oversize on O.D.) AR
10-6 5144019 Spring (Red and Green Stripe) 12
10-7 5135262 Bridge 6
10-8 5123330 Cap 12
* 5125922 Seat (.150" Thick) 12
10-9 5116341 Lock (Halves) 24

* Not Shown

18
 ROCKER COVER
(GROUP NO. 1.8000A)

FIG/ITEM PART NO. DESCRIPTION QTY.

-1 18C001 Cover (IMCO Special) 1
-2 5147994 Gasket 1
-3 5100104 Screw Assy 4
-4 1528732 Cap - Oil Filler & Breather 1

19
 FUEL INJECTOR (N-45)
(GROUP NO. 2.1000A)

FIG/ITEM PART NO. DESCRIPTION QTY.

-1 5228773 Injector Assy. (Includes P.N. 5229649 thru

5228594) 3
-5 5229649 Service Kit: (1) Seal Ring, (2) AR Filter Cap
Gaskets, (2) Filter Elements & (2) Shipping
Caps AR
-2 5121259 Clamp 1
-3 5150250 Washer 1
-4 180130 Bolt, 3/8" - 16 x 2" 1

20
 FUEL PUMP
(GROUP NO. 2.2000)

FIG/ITEM PART NO. DESCRIPTION QTY.

-1 5146341 Pump Assy. No Serviced; Use Part No. 5199560 1
-2 5146337 Body 1
-3 141195 Pin, 1/4" x 5/8" Dowel 2
-4 5134560 Cover 1
-5 3719219 Bolt, i/4" - 20 x 3/4" (With Lockwasher) 8
-6 5230007 Seal 2
-7 5174975 Gear 1
-8 147481 Ball, 1/8" Dia. Steel 1
-9 5181747 Shaft Assy. (Includes Gear) 1
-10 5181746 Shaft Assy. (Includes Gear and Ball) 1
-11 5174973 Valve 1
-12 103709 Pin, 5/32" x 1" Straight 1
-13 5184530 Spring 1
-14 5174971 Plug 1
-15 5161003 Gasket 1
-16 5131685 Bolt, 5/16" - 18 x 3/4" (With Nyloc Insert) 3
5195078 Overhaul Kit, Fuel Pump (Includes Items 17, 6,
8, 10, 9, 11, 12, 13, 15 AR
-17 5150193 Gasket 1
-18 5154216 Coupling 1

21
 FUEL FILTER
(GROUP NO. 2.3000A)

(FIG. NO. 12)

(FIG. NO. 13)

22
 FUEL FILTER
(GROUP NO. 2.3000A)

FIG/ITEM PART NO. DESCRIPTION QTY.

12-1 AC-T-60 Strainer Assy. (Fuel) 1

12-2 5574961 Element (6", Felt Sock Type)(AC-T-553) 1
12-2A 5574161 Gasket Only 1
12-3 103647 Draincock, 1.4" 1
12-4 5121182 Plug, 1/4" Pipe 2
12-4 5145011 Plug, 3/8" Pipe 2
12-5 6435793 Bolt 1
12-6 6435794 Gasket 1
* 5575197 Decal (With AC-T-60 Strainer) 1
* 444692 Plug, 1/4" 2
* 186619 Bolt, 3/8" - 16 x 1-1/2" 2
* 133341 Washer, 3/8" Flat 2
** 103321 Lockwasher, 3/8" 2
13- AC-T-58 Filter Assy. (4") 1
13-1 5573261 Element (4")(AC-TP-509) 1
13-2 5574123 Seat 1
13-3 5574126 Seal 1
13-4 5574120 Retainer (Ring) 1
13-5 5574124 Spring 1
13-6 5574122 Seat, Spring (Washer) 1
13-7 5574125 Shell Assy. 1
13-9 5574161 Gasket 1
13-10 5574118 Screw 1
13-11 1503537 Gasket 1
13-12 5121182 Plug, 1/4" Pipe 2
13-13 103647 Draincock, 1/4" 1

* Not Shown

23
(FIG. NO. 14)

24
 FUEL MANIFOLD CONNECTIONS
(GROUP NO. 2.4000)

FIG/ITEM PART NO. DESCRIPTION QTY.

14-1 5116204 Pipe Assy. (Inlet & Outlet) (Qty. is two times
Cylinder Count) 6
14-2 5152138 Connector (Quantity is two times Cylinder
Count) 6
* 5152148 Washer (Quantity is two time Cylinder Count) 6

* Not Shown
FUEL LINES
(GROUP NO. 2.5000A)

FIG/ITEM PART NO. DESCRIPTION QTY.

14-3 5121149 Tube Assy. (Dev. L. 39.76") 1

14-4 442323 Connector, 3/8" Inv. Fl. Tube 1
14-5 143338 Elbow, 3/8" Inv. Fl. Tube 45 Deg. 1
14-6 5177623 Clip, 3/8" Tube 2
* 5160388 Clip, 3/8" Tube 1-3/8" Long 1
* 3224539 Clip, 3/8" Tube 1
14-7 5134897 Tube Assy. (Dev. L. 36.90") 1
14-9 442323 Connector, 3/8" Inv. Fl. Tube 1
14-8 193004 Elbow, 3/8" Inv. Fl. Tube 90 Deg. 1
14-10 5112241 Clamp 6
* 110502 Bolt, #10 - 24 x 3/4" 3
* 120217 Lockwasher, #10 Med 3
* 110633 Nut, #10 - 24 Hex. 3
14-11 5129623 Tube (Dev. L. 12.68") 1
14-12 442323 Connector, 3/8" Inv. Fl. Tube 1
14-13 193004 Elbow, 3/8" Inv. Fl. Tube 90 Deg. 2
14-14 5127911 Elbow, Restricted (.070") 1

* Not Shown

25
GOVERNOR HYDRAULIC
(GROUP NO. 2.8000A)

(FIG. NO. 15)

26
 GOVERNOR HYDRAULIC
(GROUP NO. 2.8000A)

FIG/ITEM PART NO. DESCRIPTION QTY.

15 5136998 Governor Assembly 1

15-1 5199864 Cover 1
15-2 5197603 Screw #10 - 32 x 1" W/Lock Washer 3
15-3 3249110 Gasket' 1
* 192484 Screw, 1/4" - 28 x 1-1/4" 1
* 114492 Nut, 1/4" - 28 Hex (Thin) 1
15-4 5197105 Housing Assembly 1
15-4 444687 Plug 1/8" Pipe, Hex Soc. Hd. 1
15-5 5197052 Plug 1
* 5197066 Gasket 1
15-6 5197080 Shaft 1
15-7 5197846 Pin, Roll 1
15-8 5197065 Seal 1
* 5197059 Bushing 1-7/8" L. 1
* 5197078 Bushing 1-1/2" L. 1
* 5197060 Plug, Cup 1
15-9 5197013 Lever 1
15-9 5199196 Stop 1
15-9 5194069 Washer, 1/4" Copper 1
15-9 5194495 Nut 1/4" - 28 Hex Stop 1
5-10 5197015 Lever 1
15-10 5197016 Clip, Spring 1
15-11 5197014 Fork 1
15-12 5197046 Bracket, Droop (Includes Pin) 1
15-13 100659 Screw #10 - 32 x 3/8" 1
15-14 446142 Washer #10 Flat 1
15-15 5198332 Plate, Lever Support 1
15-16 137171 Pin, 3/32" x 1" Cotter 2
15-17 5197045 Shaft 1-11/32" L. 1
15-18 5197084 Shaft 2-3/8" L. 1
15-19 5197065 Seal 1
15-20 5197060 Plug, Cup 1
15-21 5197019 Piston 1
15-21 5197062 Pin, Piston 2-1/4" L. 1
15-22 3304053 Screw #10 - 32 x 1-1/4" 1
15-22 5194070 Washer #10 Copper 1
15-22 120614 Nut, #10 - 32 Hex 1
15-23 5198398 Spring 1
15-24 5198397 Ball Head Assembly 1
15-25 5197010 Plunger 1
15-26 5157328 Bearing 1

- Continued -

27
 GOVERNOR HYDRAULIC
(GROUP NO. 2.8000A)

2.8000 A (Continued)

FIG/ITEM PART NO. DESCRIPTION QTY.

15-27 274271 Ring, Retaining 1

15-28 5198627 Plunger Kit 1
15-29 5197066 Gasket 1
* 5197068 Spring (Inner) 1
* 5197067 Spring (Outer) 1
* 5197056 Plug 11/16" - 16 1
15-30 5192760 Base 1
15-30 5197847 Pin #2 x 5/8" Tapper Dowel 2
15-30 132188 Screw #12 - 24 x 1/2" 3
15-31 3307753 Ring 1
15-32 3249119 Gear 1
15-33 3249118 Gear (Includes Bushing) 1
15-34 5197058 Bushing 2
* 3249147 Stud 1

* Not Shown

28
 INJECTOR CONTROLS
(GROUP NO. 2.9000)

FIG/ITEM PART NO. DESCRIPTION QTY.

-6 5195968 Tube Assy. 1

-7 5116264 Bracket 2
-8 9422203 Bolt, 1/4" - 20 x 5/8" (12 Pt. Hd.) 4
-9 5150259 Shaft (1-1/16" L.) 1
-10 5116267 Lever 1
-11 142486 Pin, 1/8" x 3/4" Groove 1
-12 5116266 Spacer 1
-13 5116265 Spring 1
-14 5115322 Lever 3
-15 5176228 Screw 6
* 2090519 Arm 1
* 213546 Bolt, 1/4" - 20 x 1" 2
* 120380 Lockwasher, 1/4" 2
* 5146554 Plate 1
* 5129913 Screw 1
* 114493 Nut, 5/16" - 24 Hex. Lock 1

* Not Shown

29
 AIR CLEANER ADAPTOR
(GROUP NO. 3.1000A)

FIG/ITEM PART NO. DESCRIPTION QTY.

-1 5122195 Adaptor 1
-2 186625 Bolt, 5/16" - 18 x 7/8" 4
-3 103320 Washer, 5/16" Lock 4
-4 5124405 Gasket 1

30
 AIR INLET HOUSING
(GROUP NO. 3.3000A)

(FIG. NO. 16)

31
 AIR INLET HOUSING
(GROUP NO. 3.3000A)

FIG/ITEM PART NO. DESCRIPTION QTY.

16 5121181 Housing Assembly 1

16-1 5157244 Bolt, 3/8" - 16 x 1-3/4" 4
16-1 179847 Bolt, 3/8" - 16 x 2" 1
16-1 179851 Bolt, 3/8" - 16 x 3" 1
16-1 103341 Washer, 3/8" Flat 6
16-1 103321 Washer, 3/8" Lock 6
16-2 5116383 Housing 1
16-3 5121182 Plug, 1/4" Pipe 1
16-4 5124405 Gasket 1
16-5 5116456 Valve 1
16-6 273436 Pin, 1/8" x 11/16" Roll 2
16-7 5116444 Shaft 1
16-8 103341 Washer, 3/8" Flat 1
16-9 273436 Pin, 1/8" x 11/16" Roll 1
16-10 5182977 Seal Ring 2
16-11 5111904 Spring (Valve, Internal) 1
16-12 5112787 Spring (Latch, R.H. Helix) 1
16-13 5114727 Latch 1
16-14 5143836 Bushing - Eccentric 1
16-15 179803 Bolt, 1/4" - 20 x 1-3/4" 1
16-16 120380 Washer, 1/4" Lock 1
16-17 5114974 Handle 1
16-18 5122623 Cam 1
* 5146239 Wire, Assembly (90" L.) 1
16 -19 3796374 Guide 1
16-19 140855 Screw, #8 - 32 x 5/16" Hex, Socket 1
16-19 110730 Washer, 3/8" Lock 1
16-19 124925 Nut, 3/8" - 24 Hex 1
16-20 5186687 Plate, Instruction 1
16-21 3290569 Clip 1
16-22 123298 Bolt, 1/4" - 28 x 3/8" 1
16-23 120380 Washer, 1/4" Lock 1
16-24 121902 Nut, 1/4" - 28 Hex 1
16 -25 5196053 Screen 1

* Not Shown

32
 BLOWER
(GROUP NO. 3.4000)

(FIG. NO. 17)

33
 BLOWER
(GROUP NO. 3.4000)

FIG/ITEM PART NO. DESCRIPTION QTY.

17- 5139305 Blower Asm. 1

17-1 5119391 Housing (Includes Pins) 1
17-2 141242 Pin, 3/8" x 7/8" Dowel 4
17-3 5139297 Rotor Assy. 2
17-4 5134179 Plate 1
17-5 5116170 Spacer 3
17-6 9409062 Bolt, 1/4" - 20 x 1" 3
17-7 5127077 Washer, 25/64 I.D. 2
17-8 9409034 Bolt, 3/8" - 24 x 7/8" 2
17-9 5119194 Gear (R.H. Helix) 1
17-10 5119195 Gear (L.H. Helix) 1
* 9409018 Bolt, 5/16" - 24 x 7/8" 2
* 5121403 Washer, 21/64" x 1" x 3/16" 2
17-12 5116164 Shim (.002") AR
17-12 5116165 Shim (.003") AR
17-12 5116166 Shim (.004") AR
17-12 5116167 Shim (.005") AR
17-13 5116168 Spacer 2
17-14 5134914 Plate, Front 1
17-15 5139299 Plate, Rear 1
17-28 5145009 Plug, 1/8" Pipe 2
* 117297 Screw, 5/16" - 18 x 1-3/4" Fil. Hd. 4
17-17 5142266 Seal (Lip Type) 4
17-18 9433110 Bolt, 7/16 - 14 x 6-11/16" 4
* 5121464 Bolt (10-3/16" L.) 2
17-20 5116150 Bolt (10-11/16" L.) 4
17-21 5131913 Washer (7/16") (Flat) 4
* 5198041 Blower Installation Kit AR
* 5198684 Repair Kit Not Serviced, Use 5198683 Kit AR
17-22 5119433 Gasket (To End Plate) 1
17-23 5116295 Gasket (To Block) 1
17-24 5119429 Cover 1
17-25 5119394 Plate, Reinforcement (Large) 2
17-26 5119395 Plate, Reinforcement (Small) 2
17-27 5119433 Gasket 1

* Not Shown

34
(FIG. NO. 18)

35
 OIL PUMP
(GROUP NO. 4.1000A)

FIG/ITEM PART NO. DESCRIPTION QTY.

18- 5116110 Pump Assy. 1

18-1 193942 Bolt, 5/16" - 18 x 1-5/8" (AA Lock) 6
18-2 5195714 Rotor Set (Includes Inner and Outer Rotors) 1
18-3 5195685 Cover 1
18-4 145067 Screw, #6 x 3/8" Drive 2
18-5 5144375 Gear 1

OIL PRESSURE REGULATOR

(GROUP NO. 4.1000C)

FIG/ITEM PART NO. DESCRIPTION QTY.

18-6 5126436 Spring 2

18-7 5177777 Valve 2
18-8 5113657 Plug 2
18-9 5177773 Gasket 2

36
 OIL DISTRIBUTION SYSTEM
(GROUP NO. 4.1000B)

FIG/ITEM PART NO. DESCRIPTION QTY.

-1 5126211 Pipe (Includes Support 5125947

Not Serviced Separately) 1
-2 5119425 Flange 1
-3 5127175 Seal Ring 1
-4 179816 Bolt, 5/16" - 18 x 3/4" 4
-5 103320 Lockwasher, 5/16" 4
-6 5126456 Screen Assy. 1
-7 5152385 Screen 1
-8 274558 Nut, 5/16" - 24 Hex, Lock 2

37
 OIL FILTER
(GROUP NO. 4.2000A)

(FIG. NO. 19)

38
 OIL FILTER
(GROUP NO. 4.2000A)

FIG/ITEM PART NO. DESCRIPTION QTY.

19- 5134393 Filter Assy. Not Serviced; For Replacement 1

Use Assembly (5100 757) 1
19-1 5574978 Element (6") (AC-PF-147) 1
19-2 5574906 Shell (Includes Plug) 1
19-3 5570480 Plug 1
19-4 5100818 Adapter 1
19-5 4544557 Plug, 1/4" Pipe 1
19-6 5573711 Gasket 1
19-7 5187308 Spring 1
19-8 5187309 Retainer 1
* 5120602 Retainer (Snap Ring) 1
19-9 122366 Nut, 5/8" - 18 Hex. 1
19-10 5187310 Gasket, Retainer 1
19-10 6437298 Gasket 1
19-11 5154538 Washer 1
19-12 5130740 Stud 1
* 5198303 Valve Kit 1
19-13 5133431 Valve 1
19-14 5134477 Spring 1
* 5134456 Retainer 1
* 450865 Screw Rnd. Hd. 1
* 5134920 Gasket 1
19-17 5575213 Decal 1
19-18 454906 Bolt, 3/8" - 16 x 1-1/2" 4
* 103341 Washer, 3/8" Flat 4
19-19 103321 Lockwasher, 3/8" 4
19-20 5121205 Gasket 1

* Not Shown

39
 OIL COOLER
(GROUP NO. 4.4000A)

FIG/ITEM PART NO. DESCRIPTION QTY.

-1 8501328 Core Assy. (6 Plate) 1

-2 5150155 Gasket, Inner 1
-3 5154215 Gasket, Outer 1
-4 5119451 Housing 1
-5 103647 Draincock, 1/4" 1
-6 179830 Bolt, 5/16" - 18 x 3" 7
* 186270 Bolt, 5/16" - 18 x 3-1/2" 1
-7 103320 Lockwasher, 5/16" 8
-8 5123413 Adaptor 1
-9 186622 Bolt, 3/8" - 16 x 1-1/4" 4
-10 179847 Bolt, 3/8" - 16 x 2" 2
-11 103321 Lockwasher, 3/8" AR
-12 5152904 Gasket (Ring) 3
-13 5119286 Gasket (Strip) 1

40
 DIPSTICK
(GROUP NO. 4.6000A)

FIG/ITEM PART NO. DESCRIPTION QTY.

-1 5109253 Dipstick (X-12", Y-.94", Z-10.54")

Not Svcd. Use 5146680 1
-2 5121062 Guide (1-1/8" L.) 1
-3 5109621 Adaptor (8.50" L.) (Also Fig 5 Item 6) 1
-4 137401 Nut, 1/2 Inv. Fl. Tube 1

41
 OIL PAN
(GROUP NO. 4.7000A)

FIG/ITEM PART NO. DESCRIPTION QTY.

-1 5146360 Pan 1
-2 5148437 Bolt, 5/16" - 18 x 1" 20
-3 5116256 Gasket 1
* 5145012 Plug, 1/2" - 14 Hex. Skt. 3
-4 5142549 Plug, 3/4" Pipe Sq. Skt. 1

* Not Shown

42
 FRESH WATER PUMP
(GROUP NO. 5.1000)

FIG/ITEM PART NO. DESCRIPTION QTY.

- 5144685 Pump Assy. (Also Fig 5 Item 4) 1

-1 5144688 Body 1
-2 5145009 Plug, 1/8" Pipe 1
-3 5119283 Cover 1
-4 5148436 Bolt, 5/16" - 18 x 3/4" 7
-5 5119282 Gasket 1
-6 904827 Shaft Assy. 1
-7 5113800 Impeller 1
-8 5130959 Seal 1
-9 5144503 Pulley 1
-10 186625 Bolt, 5/16" - 18 x 7/8" 5
-11 103320 Lockwasher, 5/16" 5
-12 5133107 Gasket 1
* 5197279 Replacement Kit, Impeller Insert AR

*Not Shown

43
(FIG. NO. 20)

44
 WATER OUTLET ELBOW
(GROUP NO. 5.2000A)

FIG/ITEM PART NO. DESCRIPTION QTY.

20-1 5116409 Flange, (2-1/2" L.) 1

20-2 186619 Bolt, 3/8" - 16 x 1-1/8" 2
20-3 103321 Lockwasher, 3/8" 2
20-4 5116092 Gasket 1

THERMOSTAT
(GROUP NO. 5.2000B),

FIG/ITEM PART NO. DESCRIPTION QTY.

20- 33041379 Thermostat Assy. 1

20-18 5123247 Housing 1
* 5145014 Plug, 3/8" Pipe 2
* 5115214 Plug, 1/2" Pipe 2
* 108608 Bolt, 3/8" - 16 x 2-1/8" 2
* 103321 Lockwasher, 3/8" AR
20-5 5116242 Gasket 1
20-6 5119426 Flange 1
20-7 186618 Bolt, 5/16" - 18 x 5/8" 2
20-8 103320 Lockwasher, 5/16" AR
20-9 5128139 Gasket 1

* Not Shown

WATER BY-PASS TUBE

(GROUP NO. 5.2000C)

FIG/ITEM PART NO, DESCRIPTION QTY.

20-10 5108944 Tube 1

20-11 5119425 Flange 1
20-12 5144702 Connector 1
20-13 5184301 Seal Ring 1
* 5142549 Plug, 3/4" Pipe 1
20-14 186625 Bolt, 5/16" - 18 x 7/8" 2
20-15 103320 Lockwasher, 5/16" 2
20-16 5169721 Hose, 7/8" I.D. x 1.74" L. Std. Length Hose;
Cut to Length Shown 1
20-17 5186840 Clamp, 1" Dia. Hose 2

* Not Shown

45
 RADIATOR
(GROUP NO. 5.3000A)

FIG/ITEM! PART NO. DESCRIPTION QTY.

* 5122879 Radiator Assembly 1

* 103647 Draincock 1
* 5145010 Plug, 1/4" Pipe 1
* 181360 Bolt, 3/3" - 24 x 3/4" 8
* 103321 Washer, 3/8" Lock 8
* 5135963 Shell Assembly 1
* 5126065 Support, Radiator Shell (Upper, Blower Side) 1
* 5126064 Support, Radiator Shell (Upper, Exhaust
Side) 1
* 5126066 Support, Radiator Shell (Upper, Blower Side) 1
* 5131200 Support, Radiator Shell (Upper, Exhaust
Side) 1
* 5126062 Support, Radiator Shell (Lower, Exhaust
Side) 1
* 5126061 Support, Radiator Shell (Lower, Blower Side) 1
* 181360 Bolt, 3/8" - 24 x 3/4" 7
* 186627 Bolt, 3/8" - 24 x 1" 2
* 103341 Washer, 3/8" Flat 6
* 103321 Washer, 3/8" Lock AR
* 117049 Nut, 3/8" - 24 Hex 9
* 5197822 Cap 1

* Not Shown

46
 WATER CONNECTIONS
(GROUP NO. 5.3000B)

FIG/ITEM PART NO. DESCRIPTION QTY.

* 5119026 Elbow, Not Serviced, Use 5138275 Plus

(2) 5145014. 1
* 179819 Bolt, 5/16" - 18 x 1-1/8" 2
* 103320 Lockwasher, 5/16" 2
* 5116357 Gasket 1
* 5199777 Hose (17/8" I.D. x 4-3/4") Std. Length Hose,
Cut to Length Shown 1
* 5186841 Clamp, 1-9/16" - 2-1/2" Dia. Hose 2

* Not Shown

47
 FAN
(GROUP NO. 5.4000A)

FIG/ITEM PART NO. DESCRIPTION QTY.

-1 5162837 Blade, 22-5 Blade, Suction 1

-2 179824 Bolt, 5/16" - 18 x 1-3/4" 4
-3 103320 Lockwasher, 5/16" 4
-4 5122869 Pulley Assy. 1
-5 5116477 Bracket 1
-6 905619 Shaft Assy. 1
-7 5148420 Pulley (4.30”Dia.) 1
-8 126868 Support 1
-9 186619 Bolt, 3/8" - 16 x 1-1/8" 2
-9 186282 Bolt, 3/8" - 16 x 3-1/4" 2
-10 103321 Lockwasher, 3/8" 7
-11 186612 Bolt, 3/8" - 16 x 1-3/8" 3
-12 103341 Washer, 3/8" Flat 3
-13 5125022 Cap & Spacer Assy. (Includes Cap P, N. 5125021) 1

48
(FIG. NO. 21)

49
 EXHAUST MANIFOLD
(GROUP NO. 6.1000A)

FIG/ITEM PART NO. DESCRIPTION OTY.

21-1 5130330 Manifold 1

21-2 113175 Plug, 1/8" Pipe 1
21-3 5188273 Washer (Dished, 1-1/4" O.D.) 4
21-4 127855 Nut, 7/16" - 20 4
21-5 5116205 Gasket 1
21-6 5112899 Stud, 7/16" x 2-3/32" L. 4

EXHAUST MUFFLER FLANGE

(GROUP NO. 6.2000A)

FIG/ITEM PART NO. DESCRIPTION QTY.

* 51108632 Flange (Customer Furnished) 1

21-11 5108377 Gasket 1
* 103321 Lock Wash 3/8 4
* 1145447 Nut 3/8" - 24 Hex (Brass) 4
* 5109158 Stud 3/8 - 16-3/8 - 24 x 1-1/2" L. 4

* Not Shown

50
 STARTING MOTOR
(GROUP NO. 7.3000A)

FIG/ITEM PART NO. DESCRIPTION QTY.

-1 1113216 Motor Assy., 12 V., C.W., Grd. Sprag 1

-2 9418228 Bolt, 5/8" - 11 x 1-3/4", 12 Pt. 1
-2 223435 Bolt, 5/8" - 11 x 1-3/4" 2
-3 103325 Lockwasher, 5/8" 3

51
 ENGINE MOUNT
(GROUP NO. 11.1000A)

FIG/ITEM PART NO. DESCRIPTION QTY.

-1 5123945 Support 1
* 186283 Bolt, 3/8" - 16 x 3-1/2" 4
* 454933 Bolt, 7/16" - 14 x 1-1/8" 4
* 103321 Washer, 3/8" Lock 4
* 103322 Washer, 7/16" Lock 4

* Not Shown

52
 PART III. EQUIPMENT OPERATION
AND MAINTENANCE INSTRUCTIONS

PAVING MACHINE

SECTION 1

TABLE OF CONTENTS

Subject Page

Section 2 - General Information

Inspection on arrival .................................................................................................................... 3
Instructions for moving paver ...................................................................................................... 3
Dimensions and specifications ............................................... ..................................................... 5&6
Loading and unloading paver .......................................... ........................................................... 5
Paver function and application .......................................... .......................................................... 7

Section 3 - Tractor and Drives

Engine data ............................................................... ................................................................. 9
Paver instruments ....................................................................................................................... 9
Engine controls ........................................................... ................................................................ 10
Main clutch ........................................ ......................................................................................... 12 & 14
Transmission........................................ ....................................................................................... 13 & 14
Brakes ....................................................................................................................................... 15
Feed clutches ............................................................................................................................. 15

Section 4 - Electrical System

Generator -120 Volt AC system ................................................................................................... 17
Generator -12 Volt DC system .................................................................................................... 18, 21 & 22
Main panel components ............................................................................................................. 19
Trouble Shooting - general .......................................................................................................... 23
Trouble Shooting - 12 VDC systems ........................................................................................... 23 - 26
Trouble Shooting - 120 VDC systems .......................................................................................... 27
Wiring Diagrams - paver systems .............................................................................................. 29 & 30

Section 5 - Hydraulic System.. ........................................................................................................ 31 - 46

Section 6 - Material Feed System

Hopper wings ............................................................................................................................... 47
Feed clutches .............................................................. ............................................................... 47
Slat conveyors and spreader screws .......................................... ................................................ 48
Manual and automatic controlling................................................................................................. 50
Hopper gate adjustment............................................................................................................... 51

(Continued on following page)

Page 1
 TABLE OF CONTENTS
(Continued)

Subject Page

Section 7 - Screed System

Raising and lowering screed ................................................. ........................................................ 53
Mat thickness control ..................................................................................................................... 54
Crown adjustment ......................................................................................................................... 56
Attachments (for reduced or extra width paving) ........................................................................... 57 - 59
Pull arms ................................................................. ..................................................................... 59 & 60
Strike-off plates ........................................................... ................................................................. 60 - 62
Procedure for assembling and attaching screed extensions ....................... ................................... 62 - 66
Screed heater - general information .............................................................................................. 67 & 68
Screed heater - operation & trouble shooting .................................. .............................................. 69 & 70
Vibrators (compaction) ..................................................... ............................................................ 71
Quick-change bottom surface ................................................ ....................................................... 71

Section 8 - Operating the Paver

Operator's control switches ......................................................................................................... 73 & 74
Pre-start check (daily requirement) ........................................... .................................................. 75
Starting - traveling - stopping .............................................. . .................................................... 75
Parking and hauling paver .................................................. ........................................................ 76
Engine angularity restrictions ................................................ ...................................................... 76
Reversing slat conveyor to release jammed object .............................. ....................................... 77
Operating vibrators when paver is stopped ..................................... ............................................ 77
Burnishing electric clutch & brake facing to improve operation .................................................... 78

Section 9 - Paving Technique

Planning the paving job ....................................... .................................................................. 79
Paving procedure ........................................................................................................................ 79 - 84
Conditions encountered ..................................................... ......................................................... 84 - 86
Asphaltic materials data .............................................................................................................. 86 - 88
Trouble shooting chart - paving ................................................................................................. 89

Section 10 - Cleaning and Lubricating

Cleaning paver ........................................................................................................................... 91
Lubrication .................................................................................................................................. 92 - 96

Section 11- Mechanical Maintenance

(Refer to separate Table of Contents) ......................................... ................................................ 97 & 98

Section 12 - Purchased Component Vendor Instructions ......................... ................................... 133

Page 2
 SECTION II
GENERAL INFORMATION

Identification Of Paver Components

Figure 1

INSPECTION UPON ARRIVAL

1. As soon as the paver arrives it should be
thoroughly inspected for visible damage.
2. Check the freight bill or packing list against all
parts packed in boxes shipped with the paver.
3. Install all parts which were removed for shipment.
Some of these will be found inside the paver tool box.
(See Figure 1)

INSTRUCTIONS FOR MOVING PAVER

Explicit instructions covering the proper procedure for
moving the paver under it's own power are printed inside
the protective cover for the operator's console. These
instructions should be studied before any attempt is made
to start the engine and move the paver in either direction. Paver Serial Number Location
Figure 2

Page 3
 Identification Of Paver Components
Figure 3

Diesel Fuel Tank - LH Side of Paver Hydraulic Fluid Reservoir - RH Side

Figure 4 Figure 5
Page 4
DIMENSIONS AND SPECIFICATIONS
Capacities:
Mat Width ..........................................................................................................................6'to 10' standard
Mat Width ......................................................................................................................... 10' to 20'optional
(For paving widths over 20' - consult factory)
Mat Thickness.................................................................................................................................... to 10"
Paving Speeds............................................................................................................. 11 FPM to 132 FPM
Travel Speed ....................................................................................................................... Up to 3.8 MPH
Hopper Capacity .............................................................................................................................10 Tons
Weight:
Standard width paver (diesel engine) . 24,000 lbs.
Extensions to 20' paving widths..................................................................................................... 2225 lbs.
Overall Dimensions: (Also see page 8)
Length ............................................................................................................................................... 16'-5"
Width (without extension)................................................................................................................... 10'-3"
Height (to top of engine)................................................................................................................... 8'-1½ /"
Ground Clearance to Screws.............................................................................................................. 4 5/8"
Supply Tank Capacities:
Engine Fuel ................................................................................................................................ 33 gallons
Hydraulic System Oil .................................................................................................................. 10 gallons
Screed Heater Fuel (Oil) .......................................................................................................... 12.5 gallons

Figure 6 - Correct Lifting Points (Four)

LOADING AND UNLOADING PAVER
The self-propelled paver can be loaded or unloaded by constructing a ramp or by using a dock or a platform.
CAUTION! Be sure all support methods used will safely carry the full weight of the paver. The Diesel driven unit
weights 24,000 lbs.
If a crane with 30,000 lbs. lifting capacity is available it can be used to load or unload the paver. Attach lifting
cables at the four points shown in Figure 6.
SHIPPING BRACE & FASTENER REMOVAL
Important! Before attempting to move the paver either by hoisting or driving be sure all shipping blocks,
cables, braces, and other fasteners have been completely removed.
CLEARANCE FOR UNLOADING & TRAVEL
The clearance from ground level of the paver to the bottom of its spreader screws is 45/8". All loading and
unloading ramps must be built so that the spreader screws will not drag and be damaged at any point. In traveling, care
must be taken not to bring the screws into contact with any firm object.
IMPORTANT! Before attempting to start the paver engine and to move it under its own power, read and
comply with all instructions given under "Pre-Start Check" in Section 8 - Operation.
Instructions for moving the paver are also printed inside the protective cover of the operator's console.
SCREED ELEVATION FOR UNLOADING AND TRAVEL
(For explanation of the term "Screed" read following page.)
The screed must always be raised for unloading or travel. Normally it will be suspended by two safety cables for
this type of paver movement. (Refer to Screen Section 7 for details.) When the paver is to be loaded and transported a
lengthy distance, provide smooth wood blocks for three point support on the truck bed. Lower the screed to these blocks,
located at each end and at the center. Important! Never rest the screed bottom on bolts, rivets, nails, etc. which could
scratch and gouge the bottom surface.
TRAVEL SPEED
The paver has a top travel speed of approximately 3.8 MPH. It can be driven from one paving location to another
when practical. If considerable traveling is done the track rollers should be lubricated properly at least twice daily. (See
Lubrication Instructions, Section 10.)
Page 5
MODEL BSF-400 ASPHALT PAVER DIMENSIONS

TOP VIEW-FIGURE 7

SIDE VIEW-FIGURE 8

Page 6
 Figure 9. Material Flow Diagram

FUNCTION AND APPLICATION

The Cedarapids crawler mounted paver is designed to lay a uniform high density mat of asphalt material on
highways, roadways, airport-runways, parking lots and driveways. It is cap able of performing jobs having strict control
specifications and high production requirements. The paver will level and compact asphalt material up to 10 inches in
depth, with mat widths varying from 6 to 20 feet. Mat depth and width variations are accomplished by adjustment of feed
controls and by arrangement and adjustment of the finishing and compacting device called the "Screed."
OPERATING PRINCIPLE
The uniformly mixed, hot asphalt material is dumped by truck loads onto the hopper of the paver at a rate suitable
for spreading and finishing. During this unloading process the paver contacts the rear wheels of the truck and pushes the
vehicle ahead with it's own power as the paving progresses.
The hot material from the hopper is metered by two separate slat conveyors to the two spreading screws which are
at the rear of the tractor unit and ahead of the screed. The feed of material may be either manually or automatically
regulated to obtain a properly proportioned distribution. The attached "screed" assembly which is a full floating unit drawn
by the tractor, "rides up" on the asphalt to the degree set on the adjustable controls and in so doing varies the thickness
and contour of the mat deposited beneath it. The screed controls can be adjusted either manually or automatically to
create a new surface which is minus the undesirable irregularities of the old. The screed unit which performs the "ironing"
job on the asphalt is equipped with electric vibrators which assist in the initial compaction and smoothing of the high
density mat.
Final compaction of the newly laid asphalt mat is accomplished by separate rolling equipment according to
established compaction specifications.
The paver screed can be fitted with special attachments for paving of highway shoulders which are not simple
extensions of the roadway. Numerous cut-off and beveling attachments meet the need for varying width and contour
requirements.
The screed is equipped with an oil or gas fired heater which is operated prior to paving in order to bring the screed
temperature up to the temperature of the asphalt, so that no sticking and dragging will occur.
The raising and lowering of the full floating screed for either paving or travel is done hydraulically by toggle switch
control.

Page 7
 SECTION III

Tractor and Drives

Figure 1. Instrument Panel - (Protective Cover In Unlocked Position)

ENGINE DATA
The paver engine is a GMC Model 3-53N Diesel with 4 Valve Head, Specification No. 5033-7201, Rating: 74 HP @
2000 RPM, Compression Ratio: 21 to 1, Injectors: N-45, Governor Setting: 2100 RPM-Full Load, 2200 RPM Max. Hi Idle,
500 RPM Lo Idle, with selected custom features. This engine complete with custom features is supplied by Hicklin GM
Diesel Corporation, Des Moines, Iowa per Iowa Manufacturing Company Specification No. 45924-008-02.
ENGINE SPEED
The GM 3-53 diesel engine is equipped with a speed governor which should be set at 2000 RPM when the engine
is at full throttle. Important! Engine speed should not vary more than 3% regardless of load.
Engine speed is directly proportional to the output of the Frequency Meter (Figure I above) which indicates the
speed of the 120 VAC belt driven generator unit (Section IV). At the 2000 RPM engine speed, the generator will produce
a 61 cycle reading on the Frequency Meter. When the meter is at 61 cycles the engine speed (at full throttle and no
load) may be considered correct.
PAVER INSTRUMENTS
All paver instruments are mounted in the lockable enclosure on top of the engine housing. (Figure 1) A description
of the instrument functions follows.
A. Oil Pressure Gauge: Indicates engine oil pressure (Refer to engine manufacturers manual for details).
B. Engine Fuel Level Gauge: Indicates level of Diesel fuel in the 33 gallon supply tank. Gauge markings are in
quarter-tank increments. Gauge sensor in tank is shown in Figure 3, page 18.
C. Water Temperature: Indicates temperature of coolant flowing through engine block and radiator.
D. Ammeter: Verifies proper function of the 12 VDC battery charging circuit. Power is supplied by the belt driven
generator unit on the side of the engine (See Section IV). At full throttle the ammeter reading should be positive,
indicating a charging of the battery.
E. Voltmeter: Indicates voltage output of belt driven AC generator unit which as 120 VAC rating. (See Section IV).
With Engine at full throttle voltage must not be less than 120 V. nor more than 135 V.
F. Frequency Meter: Indicates speed (in cycles
per second) of 120 VAC generator. When the engine is at full throttle the meter should show no less than
59 CPS nor more than 61 CPS.
G. Hour-tachometer: Indicates engine speed on dial and registers the number of engine operating hours
accumulated (on counter) since paver left factory. This combination tachometer and time recording instrument operates
whenever oil pressure developed by engine operation closes a pressure switch. (See wiring diagram in Section IV).

Page 9
ENGINE CONTROLS

1. Control Key Switch: The three-position key-operated control switch (See Figure 1) located on the engine
housing instrument panel is a master switch which makes all other engine and paver control switches operative. At the
ON position (vertical) the engine starter solenoid switch and control switches for brakes, lights flashers, feed clutches and
hydraulic solenoids are operative. At the OFF position, nothing electrical is operative except the indicating meters on the
instrument panel. It does not stop engine operation!
The switch is spring loaded for the START position and must be held in that' position to start the engine, in the
manner of automobile engine starting.
2. Fuel Cut-off Lever
This lever stops the flow of fuel to the engine injectors to stop operation. It is
located on the side of the engine housing (See Figure 2).

3. Emergency Stop Lever Figure 2. Diesel Engine - Left Side

This lever trips an air shutter to the Closed position, thereby cutting off all air flow to the engine fuel system which
brings engine operation to a positive stop. It is located on the side of the engine housing (See Figure 2). IMPORTANT!
When ever the Emergency Stop Lever is used it is necessary that the spring loaded air shutter be reset manually,
otherwise the engine cannot be restarted. The louvered engine cover on the left side must be raised to reach the reset
point. (See Figure 2). If at anytime the engine cannot be started, be sure to see that the air shutter is properly
reset for operation, as the air shutter may have been tripped without the knowledge of the operator.
4. Speed Governor: An adjustable speed governor located on the side of the engine maintains the correct operating
speed at the full throttle setting. (See Figure 3) Correct engine speed is 2000 RPM.
5. Engine Throttle Solenoid: An electric solenoid unit mounted on the engine moves the throttle. mechanism from
Idle to Full Throttle setting. (See Figure 3) The solenoid is actuated by
a toggle switch on the operator's console. A spring returns the throttle
to Idle when the solenoid is not energized. (Refer to the Soft Start
information in the paragraphs covering the Control Console in Section
8).

Figure 3. Diesel Engine - Right Side

Page 10
Figure 4. Travel & Conveyor Drive Arrangements

Page 11
 Figure 5. Friction Clutch- Main Drive

Figure 6. Dual Throw-Out Control For Main Drive Clutch

Page 12
 Figure 7. 24 Speed Transmission-Manual Shifts

TRANSMISSION
The paver transmission will permit movement in either forward or reverse directions at 24 different speeds ranging
from 11 to 336 feet per minute. The four highest speeds (153 thru 336 FPM) are for travel only, not for paving! The top
travel speed at full throttle is 4 miles per hour (aprox.) All movement is accomplished with the engine either at IDLE
speed or FULL throttle (2000 RPM). -There is no other engine speed adjustment.
The transmission has three shift levers (See Figure 7)..
1. Direction Lever Two positions: Forward, Reverse
2. Range Lever Four positions: 1st (Low Speed), 2nd, 3rd, 4th (High Speed)
3. Speed Lever Six Positions: 1st (Low Speed), 2nd, 3rd, 4th, 5th, 6th (High Speed)
By selecting combinations of shift lever positions as shown on the Speed Selection Plate (Figure 8) the paver
speed is determined by the operator. The Selection Plate decal is located on. The top surface of the engine cover for
convenient reference.
An electrical system limit switch is operated by a shaft extension from the Direction Lever gearbox. When the
direction lever is shifted into REVERSE, the switch contacts are opened so that the material feed conveyors and the
screed vibrator units cannot operate when the paver is moving in reverse.
WARNING! Do not stand in the hopper to shift the paver transmission levers.
This is dangerous, due to the possibility of slat conveyor movement.

Page 13
 Figure 10. Location Of Controls,
Gauge & Limit Switch

Figure 8. 24-Speed Transmission

Selection Plate
(This plate is located on the top of the
engine cover)
MAIN CLUTCH
A main clutch, which is part of the engine assembly, is
manually engaged and disengaged by means of the levers on the
side of the engine (See Figure 9). The clutch lever shaft extends
through the engine housing so that one of the levers is accessible on
each side, for operator convenience.

TRANSMISSION OIL FLOW GAUGE

Indicates that oil is flowing from pump unit to spray nozzle in
the top of the transmission case. Gauge glass will appear clear when
engine is stopped and dark when engine is running and oil is flowing.
(See Figure 10) Figure 9. Detroit Diesel Engine (Cover
TO SHIFT TRANSMISSION Removed)
With Engine running:
1. Disengage main clutch. IMPORTANT! The transmission is not synchro mesh. If easy engagement cannot be
achieved, momentarily engage clutch to change gear tooth alignment then disengage clutch and try shifting again.
Never force a shift lever!
2. Check the TRAVEL toggle switches on the operator's console to be sure they are in the BRAKE position.
3. Shift the Direction Lever.
4. Shift the Range Lever.
5. Shift the Speed Lever.
6. Just before moving the paver, engage the Main Clutch.
PAVER TRACK CLUTCHES
The electro magnetic clutch for each of the two track drives is operated by toggle switch from the paver console.
These switches are labeled "L.H. Track" and "R.H. Track". When a switch is moved to the "Travel" position the clutch
discs (Figure 11) for that track are magnetically engaged and that side of the paver moves. When both clutches are
engaged the paver travels in a straight line. An electrical interconnection of clutch and throttle solenoid circuits is used to
produce a "Soft Start" movement of the paver for a smooth take-off after each stop. Complete instructions covering the
care and adjustment of the electric clutches are contained in Mechanical Maintenance Section 11.

Page 14
PAVER BRAKES Figure 11. Location Of Clutch For RH Track
The electro-released brake for each of the two tracks is operated by toggle switch from the paver console. These
switches are labeled "L.H. Track" and "R.H. Track". When a switch is moved to the "Brake" position, the armature plate
on the input shaft of the track gear case is magnetically attracted to the stationary friction plate on the gear case. This
locks the shaft so that no movement of the track can occur. Each track brake operates independent of the other. (See
Figure 12).

Figure 12. Location Of Brake For LH Track

Depending upon the condition of the 12 VDC Battery, the electric brakes can be released whenever the control key
switch is in the ON position. When all power is OFF, both brakes are locked ON. Complete instructions covering the
care, clearance checking, and repair of the electric brake are contained in the Mechanical Maintenance Section 11.
ASPHALT FEED CLUTCHES (Slat and Screw Conveyors)
The two slat conveyors and the two screw conveyors which combine functions to move asphalt from the hopper to
the area ahead of the trailing screed, are operated by means of two electromagnetic clutches. Each clutch starts or stops
the movement of one side of the feed system (Right hand or Left hand). By chain and sprocket connection, one slat
conveyor and one screw conveyor operate simultaneously to feed one side. (See
Figure 13) Each clutch is operated by means of a toggle switch on the operator's
console.
Complete information on the care and adjustment of electric clutches is
contained in the Mechanical Maintenance Section 11)

Figure 13. Electric Clutches For Material Conveyors

Page 15
 SECTION IV

Electrical System

Figure 1. 12 VDC & 120 VAC Generators Detroit Diesel Engine

GENERATOR - 120 VOLT AC

Two belt driven electrical power producing units are used on the paver, one for 12 volt DC current and one for 120
volt AC current. (See Figure 1) The 120 volt AC generator is capable of supplying 26 amperes when the paver engine is
at full throttle. This power is used for the screed vibrators and the plug-in electric service outlet. There is no power output
unless the Throttle switch on the console is at Full or Soft Start position.
'When the paver is under load, the voltmeter should read not less than 115 volts. During no-load operation it
should read no more than 130 volts. The cycle readings on the frequency meter should be no less than 59 or more than
61. If cycles and voltage are not within this range, first check V-belt tension, clutch slippage, and then adjust governor to
increase or decrease RPM if necessary. (See engine speed paragraph in Section 2.)
120 VOLT AC PLUG-IN OUTLET
A plug-in type power supply outlet (receptacle) is provided on the paver for convenient availability of 120 Volt AC
current. This makes possible the use of small power tools such as drills and grinders for maintenance or repair work, and
provides a power source for extra lighting with plug-in extension cord, etc.

Figure 2. Main Panel - L.H. Side Of Engine Housing

The outlet is located inside the engine housing enclosure. It is necessary to remove the L.H. engine housing panel
to make the plug-in connection. (See Figure 2) CIRCUIT BREAKER FOR 120 VOLT AC SYSTEM
A circuit breaker for the 120 volt AC electrical system is located in the main power panel on the left side of the engine
housing. (See Figure 2) It must be manually reset.
12 VOLT STORAGE BATTERY
The paver battery is an Electric Storage Battery Co. No. 6TN-23, Military Part No. MS-35000-3. It is rated as
follows: Ampere hour capacity (20 hour rate) 100 AH Cold cranking (300 Ampere discharge @ 400 F), 5 Sec. Voltage -
7.20 volts, Minutes run to 6V-1.25 minutes.
The battery is contained in a wood-lined metal box in the LH sub-deck area of the tractor. (See Figure 3)

Page 17
GENERATOR: (12 VDC) - See Figure 1
The generator, driven by pulley and V-belt arrangement from the engine's electrical accessory drive shaft, is
dependent upon correct engine speed to produce the required voltage. This unit supplies 12 Volt DC current for the paver
Control System and battery charging. In standard automobile fashion the battery supplies current for engine starter,
ignition, lights, horn, screed heater, etc. It also supplies current to release the paver brakes (magnetic). It is therefore
vitally important that the battery be kept in top efficiency condition at all times so that a full 12 volts are
delivered to all control circuits! A battery with bad cells will draw so much generator current and lower its available
voltage so much that clutch coils and solenoid coils will not "pull in" properly. This allows clutches to slip and burn rapidly.
IMPORTANT! Do not start a paver by jumping an unsatisfactory battery! Replace the battery with one in top condition so
that when the engine is idling the electric clutches and brakes work properly.

CAUTION! The generator is equipped with a voltage regulator which includes

rectifier and isolation diodes. When charging or installing a battery be sure
proper polarity is observed. Ground polarity of the battery and ground polarity of
the generator must be the same. Reversal of polarity will destroy the diodes
in the generator voltage regulator!

Figure 3. 12 Volt Battery Location - LH

Walkway Removed

Figure 4. Location Of 12 VDC Circuit Breakers

CIRCUIT BREAKERS FOR 12 VOLT DC SYSTEM

There are eight circuit breakers for the 12 volt DC electrical system. Four of them require manual reset after
overload cut-off. Four are automatic reset units. These automatic breakers have no overload indicator to show their
status. The circuit breaking function simply repeats until the overload situation in that circuit is corrected. The circuit,
rating and location of each breaker is as follows:
Circuit Rating Reset Location
Throttle Solenoid ....................................................... 15A ...........................................................Manual.......................................................Instru. Panel
Travel Clutches ......................................................... 15A ...........................................................Manual.......................................................Instr. Panel
Feed Clutches ........................................................... 15A ...........................................................Manual.......................................................Instr. Panel
Screed Burner ........................................................... 30A ...........................................................Manual.......................................................Instr. Panel
Gauge Lights............................................................. IOA............................................................Auto...........................................................Instr. Box
Front Flood Lights ..................................................... 15A ...........................................................Auto...........................................................Instr. Box
Conveyor Flood Lights............................................... 15A ...........................................................Auto...........................................................Instr. Box
Rear Flood Lights ...................................................... 5SA ...........................................................Auto...........................................................Instr. Box

RE-SETTING CIRCUIT BREAKERS

IMPORTANT! Whenever a circuit breaker is tripped by an overload do not reset the breaker until a thorough
check has been made to locate the cause of the overload. The tell-tale odor of over-heated electrical equipment and
discolored or melted wire insulation often help to locate a trouble source. It is best that someone with good electrical
system knowledge perform this trouble check and reset the breaker.

Page 18
 MAIN ELECTRIC PANEL COMPONENTS
Figure 5
12 Volt D.C. Systems
Item No. Description
1 Terminal Strips - 12 VDC Systems
2 Spare Relay
3 RH Track Clutch Relay - R7
4 LH Track Clutch Relay - R6
5 Engine Throttle Solenoid Relay - R4
6 Horn Relay - R3
7 RH Brake Relay - R8
8 LH Brake Relay- R5
9 LH Conveyor Clutch Relay - R12
10 RH Conveyor Clutch Relay - R13
11 Bleeder for Conveyor Clutch Circuits
12 Bleeder for Track Clutch and Brake Circuits
18 Ground Terminal

12 Volt A.C. Systems

Item No. Description
13 Duomatic Screed Control Relay - R10
(Wired only when option is purchased)
14 Screed Vibrator System Relay- R 11
15 Plug-in Outlet
16 Circuit Breaker (Manual Reset)
17 Terminal Strip - 120 VAC Systems
18 Ground Terminal
Page 19
Electrical Details - RH Side Of Frame 120 VAC Outlet - LH Side Of Engine Compartment
Figure 6 Figure 8

Adjustment Of Brake Release Current Screed Burner Solenoid Valves & Switch
Figure 7 Figure 9

Page 20
 Top View of Screed Junction Box Wiring Color Code For Pulsator
Figure 10 Figure 12

Rear View Of Screed Junction Box - RH Screen Cable Disconnect & Lights
Figure 11 Figure 13

VOLTAGE REGULATOR FOR 12 VDC GENERATOR

The Motorola Model RA Generator which supplies current for the 12 volt D.C. control system, track clutches, brake
release, hydraulic solenoids, lights and horn is equipped with a special type 8RF2011A voltage regulator which has a
high voltage supression feature. Motorola Type R3-1 and Type R3-2 Regulators cannot be used on paver generators as
they will not last in this application.

Page 21
 ATTACHMENT OF A.C. TAP TO D.C. GENERATOR

The hourmeter-tachometer on the instrument panel which indicates engine speed and records the
number of hours of engine operation derives its tachometer function from an alternating current (A.C.) tap
on the 12 V.D.C. generator. The A.C. tap must be applied to a diode lead on the 12 V.D.C. generator,
using an effective heat sink to prevent destruction of the diode.

In the event that a new 12 V.D.C. generator is installed, transfer the A.C. tap kit from the old unit to the
new in the following manner.

1. Form tight loop on stripped end of cable assembly and slip over lead of diode as shown in Figure 14.

2. Solder-cable assembly to diode lead.

CAUTION

Use long nose pliers as heat sink to prevent damage to diode. (See Figure 14)

3. Remove all nuts and washers (and connectingwires, if generator is already installed) from
insulating fiber washer on terminal.

4. Mount terminal insulator to REGULATOR TERMINAL and secure with nut, lockwasher and flat washer
(supplied in Kit). Align terminal insulator as shown in Figure 16. Reconnect all connecting wires to terminal.

5. Connect terminal of newly soldered cable assembly to A.C. tap on terminal insulator and secure with
lockwasher and nut provided.

6. Use keps nut removed from generator on REGULATOR TERMINAL of generator. Leave A.C. tap.

Figure 14 Figure 16

Figure 15 Figure 17

Page 22
 ELECTRICAL TROUBLESHOOTING

To ease troubleshooting and repair of electrical problems, it is necessary to have a reliable AC-DC volt-ohm meter
and to have a thorough understanding of the meter and how the paver electrical system operates. Instructions on proper
use of the volt-ohm meter are usually furnished with the instrument and should be read carefully before first use.
Improper use can quickly render the meter inoperative.
The paver electrical system is made up basically of two different voltage supplies: 12 volts DC and 120 volts AC.
The 12 VDC circuit is powered by a 12 volt battery. It is recharged by a Motorola generator with built-in voltage
regulator. (IMPORTANT: Regulator must be an R3-3 or 8RF201 IA with high voltage suppression feature.)
The 120 volt AC circuit supplies power for the screed vibrators and the AC convenience outlet. Output of the AC
generator should be 130 volts - 61 hz with no load applied. Double check the frequency by "taching" the generator shaft.
Speed should be 3660 RPM.

TROUBLESHOOTING METHOD

When the following troubleshooting guide is used, check out the possibility of a defective unit listed by substituting
a spare or by interchanging two identical units to see what change in operation (if any) occurs.
Refer to the schematic diagram when making voltage checks listed in the following charts. Wire numbers referred
to are shown on the schematic. All voltages should be 12 volts DC, unless otherwise specified. A voltage at one point,
but not at the following point indicates that there is difficulty in that area. The numbers listed will suggest the area of
remedy such as loose connections, broken wire, switch in wrong position, relay missing, dirty contacts, etc.
When taking a voltage reading, the first number listed in the chart is for the positive meter lead, and the second
number listed is for the negative meter lead.

For example: Check 17 to 3

Positive meter lead on 17

Negative meter lead on 3

IMPORTANT FIRST STEP!

DC POWER

To begin checks, make sure there is 12 VDC from I to 3. Turn DC power switch to ON and check for 12 VDC from
17 to 3. All circuit breakers are to be ON and 12 VDC should be present on load side of breakers. If not, check for a
faulty breaker.

TROUBLESHOOTING STARTING CIRCUIT

DC power switch held in start position. Track switches in brake position.

Engine does not start
Voltage check:
(1) 13 to 3 - defective start-stop switch
(2) 2 to 3 - defective R2 relay - voltage present indicates faulty starter or starter solenoid

Page 23
 TROUBLESHOOTING THROTTLE CIRCUIT

Engine does not throttle up in full throttle position

Voltage checks:
(1) 48 to 3 - defective throttle switch or open wire 48 to relay R4
(2) 4 to 3 - defective throttle breaker or breaker tripped - if tripped, check for bind in throttle linkage
(3) 5 to 3 - defective R4 relay or relay socket - if voltage is present on throttle solenoid, check for faulty solenoid

Throttle works in full but not in soft-start

One or both track switches in travel FWD-REV limit switch in FWD.
Voltage checks:
(1) 46 to 3 - defective FWD-REV limit switch
(2) 47 to 3 - defective R6 and/or R7 relay or relay socket
(3) 48 to 3 - defective soft-start side of throttle switch

TROUBLESHOOTING TRAVEL CIRCUIT

Brakes do not release

Track switches in neutral position.
Voltage checks: (LH side)
(1) 35 to 3 - if present, LH track switch is defective or 35 is shorted to 12 VDC
(2) 25 to 3 - defective R5 relay or relay socket
(3) Check for approximately 6 VDC from 26 to 27 - if not, adjust 5 ohm resistor until 6 VDC is present or release
begins
(4) Check for 6 VDC from 26 to 27 on brake coil - if present, check for defective brake coil - coil should have 3
ohms resistance

Voltage check: (RH side)

(1) 38 to 3 - if present, RH track switch is defective or 38 shorted to 12 VDC
(2) 31 to 3 - defective R8 relay or relay socket
(3) Check for approximately 6 VDC from 32 to 30 - if not, adjust 5 ohm resistor until 6 VDC is present or release
begins
(4) Check for 6 VDC from 32 to 30 on brake coil - if present, check for defective brake coil - coil should have 3
ohms resistance

Brakes do not energize

Track switches in brake position
Voltage checks: (LH side)
(1) 35 to 3 - defective LH track switch
(2) 27 to 3 - defective R5 relay or relay socket
(3) Check for 6 VDC from 27 to 26 - defective or misadjusted 5 ohm resistor
(4) Turn travel circuit breaker OFF to see if permanent magnet in brake works

Voltage checks: (RH side)

(1) 38 to 3 - defective RH track switch
(2) 30 to 3 - defective R8 relay or relay socket
(3) Check for 6 VDC from 27 to 26 - defective or misadjusted 5 ohm resistor
(4) Turn travel circuit breaker OFF to see if permanent magnet in brake works.

(CONTINUED)

Page 24
 TRAVEL CIRCUIT - Continued

Clutches do not pull in

Track switches in travel position.
Voltage checks: (LH side)
(1) 36 to 3 - defective LH travel switch
(2) Relay R6 should be energized - if not, check for bad relay coil or socket, or lack of continuity from 39 to 3.
(3) 21 to 3 - defective R6 relay contact or socket
(4) Check for defective clutch coil - should have 3.5 ohm resistance for standard torque and 1 ohm resistance for
hi-torque

Voltage checks: (RH side)

(1) 37 to 3 - defective RH travel switch
(2) Relay R7 should be energized - if not, check for faulty relay, socket, or lack of continuity from 39 to 3
(3) 23 to 3 - defective R7 relay contact or socket
(4) Check for defective clutch coil - should have 3.5 ohm resistance

TROUBLESHOOTING FEED CIRCUIT

LH Feed Conveyor does not run

LH feed conveyor switch in MANUAL. FWD-REV limit switch in FORWARD.
Voltage checks:
(1) 46 to 3 - defective FWD-REV limit switch
(2) 52 to 3 - defective LH conveyor switch
(3) Relay R12 should be energized - if not, check for defective R12 relay coil or socket
(4) 56 to 3 - defective R12 relay contact
(5) If voltage present - check for defective clutch coil

LH Feed Conveyor runs in MANUAL but not in AUTO.

FWD-REV limit switch in FORWARD. One or both track switches in travel.
Voltage checks:
(1) 47 to 3 - defective R6 and/or R7 relay contact
(2) 51 to 3 - defective LH conveyor switch or defective diode
(3) 52 to 3 - defective or tripped LH feed limit switch

RH Feed Conveyor does not run

RH feed conveyor switch in MA NUA L. FWD- REV limit switch in FOR WA RD.
Voltage checks:
(1) 46 to 3 - defective travel switch
(2) 54 to 3 - defective RH conveyor switch
(3) Relay R13 should be energized - if not, check for defective R13 relay coil or socket
(4) 58 to 3 - defective R13 relay contact
(5) If voltage present - check for defective clutch coil

RH Feed Conveyor runs in MANUAL but not in AUTO.

FWD-REV limit switch in FORWARD. One or both track switches in travel.
Voltage checks:
(1) 47 to 3 - defective R6 and/or R7 relay contact
(2) 53 to 3 - defective RH conveyor switch or defective diode
(3) 54 to 3 - defective or tripped RH feed limit switch

Page 25
 TROUBLESHOOTING HYDRAULIC SOLENOIDS

Should be 12 VDC from 45 to 3.

Screed does not go up
Screed lift switch held in UP position
Voltage checks:
(1) 63 to 3 - defective switch
(2) 63 to 3 at solenoid - open wire to solenoid - if present, check for defective solenoid coil

Screed does not go down

Screed lift switch held in DOWN position
Voltage checks:
(1) 64 to 3 - defective switch
(2) 64 to 3 at solenoid - open wire to solenoid - if present, check for defective solenoid coil

Hopper Wings do not go up

Hopper wing switch in UP position
Voltage checks:
(1) 65 to 3 - defective switch
(2) 65 to 3 at solenoid - open wire to solenoid - if present, check for defective solenoid coil

Hopper Wings do not go down

Hopper wing switch held in DOWN position.
Voltage checks:
(1) 66 to 3 - defective switch
(2) 66 to 3 at solenoid - open wire to solenoid - if present, check for defective solenoid coil

TROUBLESHOOTING DC BURNER ON SCREED

Burner Motor and Pulsator do not run

Burner breaker ON. Burner-spray down switch in BURNER position.
Voltage checks:
(1) 115 to 3 - defective burner breaker or wiring from meter box
(2) 116 to 3 - defective burner switch
(3) Check for good ground on entire system
Burner motor checkout (motor does not run)
Voltage checks:
(a) 116 to 3 at motor - open motor cable
(b) Check for defective burner motor

Pulsator checkout (No spark across ignitor points)

Points adjusted properly. High tension lead from coil to one point in place.
Voltage checks:
(a) 118 to 3 - defective burner switch
(b) 119 to 3 - if the same as 118 to 3 - pulsator is not working. If no voltage is present - check coil
resistance (1.5 ohm)-if coil is okay, make sure wire 119is not grounded. If not - replace pulsator.

No fuel at nozzle of burner

Check for 12 VDC at fuel oil solenoid (Wire #118). If present, check for defective solenoid. If solenoid is working
check for defective fuel pump.

Page 26
 TROUBLESHOOTING VIBRATOR CIRCUIT

Disengage main clutch. FWD-REVY limit switch in FOR WARD, one or both track switches in TRAVEL, engine at
FULL throttle, vibrator switch ON, AC main breaker ON.

Vibrators do not work

DC Control Section Voltage checks: (If relay R 11 does not pull in)
(1) 46 to 3 - defective FWD-REV limit switch
(2) 47 to 3 - defective R6 and/or R7 relay contact or socket
(3) 50 to 3 - defective vibrator switch
(4) Check wire #3 on relay R 11 coil for good ground - if so, defective relay coil

AC Power Section Voltage checks: (Relay RI I does pull in)

On following checks, voltage is to be 120 VAC
(1) 200 to 3 - see AC generator section
(2) 201 to 3 - defective AC main breaker
(3) 210 to 3 - defective RI 1 relay contact
(4) 210 to 3 in both screed junction boxes - open wiring from meter box

One Vibrator does not operate - all others are normal

120 VAC Voltage checks: (Vibrator 1 used as an example)
(1) 210 to 3 at Pin 1 on Vibrator 1 autotransformer - open 210 wire from terminal block
(2) Make sure Pin 4 of Vibrator 1 autotransformer has a good connection to ground (Wire #4)
(3) 211 to 3 (while rotating knob from 0 to max.) - voltage should go from 0 VAC to 120 VAC - if not, output
autotransformer is bad
(4) 211 to 3 at vibrator (vibrator has good ground) - open wiring
(5) Check for bad vibrator coil

Page 27
Operator’s Console
Figure 18

Instrument Panel
Figure 19

Page 28
Page 29
Page 30
 SECTION V

Hydraulic System

(FOR OPERATION OF SCREED LIFT & HOPPER WINGS)

TABLE OF CONTENTS

Paragraph Subject Page

(1) Hydraulic System - General Description .............................................................33

(2) Fluid Level .........................................................................................................33
(3) Inspection For Leakage ......................................................................................34
(4) Filter Element Change .......................................................................................34
(5) Filter Condition Gauge .......................................................................................34
(6) Hydraulic Fluid Change ......................................................................................34
(7) Hydraulic Pump..................................................................................................34
(8) Toggle Switches and Electrical Connections ......................................................35
(9) Solenoid Valves - General..................................................................................36
(10) Solenoid Coil Testing By Substitution.................................................................36
(11) Manual Testing Of Solenoid Valve .....................................................................37
(12) Preparation For Dismantling Valve Bank............................................................38
(13) Dismantling Valve Bank .....................................................................................38
(14) Dismantling Solenoid Valve ...............................................................................38
(15) Hydraulic Holding Valve .....................................................................................40
(16) Pressure Relief Valve.........................................................................................40
(17) Throttle Valve ....................................................................................................41
(18) Hydraulic Cylinders ............................................................................................41
(19) Screed Lift Cables..............................................................................................43
(20) Hose and Tube Id6ntification..............................................................................43
(21) Hose Assembly ..................................................................................................43
(22) Hose Couplings..................................................................................................44
Hydraulic Throttle Shooting Chart...................................................................44 & 45
Schematic Diagram - Paver Hydraulic System ...................................................46

Page 31
Representative Drawing of Hydraulic System Components
Figure 1

Top View of Valve Bank

Figure 2

Page 32
HYDRAULIC SYSTEM - General (Figures 1 & 2)
(1) The hydraulic pump which maintains the flow of hydraulic fluid through the paver system is a direct driven
unit. The engine must be at full throttle in order to develop the pump speed required for satisfactory fluid delivery. The
pump draws fluid from the reservoir and circulates it through the solenoid bank and filter unit back to the reservoir.
The solenoid operated hydraulic valves which make up the valve bank are controlled by toggle switches on the
operator's console. These spool type valves direct the flow to and from the various hydraulic cylinders which operate the
Screed Lift and Hopper Wings. When a spool is shifted to direct flow to a cylinder, pressure builds in that system
sufficient to move the cylinder piston and operate the assembly.
A pressure relief valve attached to the reservoir limits the build-up of system pressure to approximately 1500
P.S.I. any time the free return of fluid is restricted by diversion to a cylinder.
A holding valve in the screed lift system locks the screed hydraulically at any degree of elevation so that it cannot
creep downward due to its weight. Pump pressure is required to unlock this valve and the screed should be lowered with
the engine running fast enough to prevent a jerky descent of the screed due to intermittent "unlocking" of the holding
valve.
A throttle valve in the screed lift system limits the speed of screed descent to a safe rate.
A filter condition gauge on the filter unit in the fluid return line to the reservoir gives a visible indication of the
renewable element's condition. This gauge indicates the relative pressure required to force returning fluid through the 10
micron element. The gauge is only intended for this purpose and does not show paver system operating pressures. (For
recommended gauge readings see "Filter Gauge Readings" paragraph, Item 5) A by-pass feature is included in the filter
assembly so that a clogged element cannot stop the return flow of hydraulic fluid to the reservoir and interrupt system
operation. Important! The paver should not be operated with a clogged filter as an accelerated wearing of vital working
parts may occur and their service life will be shortened.

RH Sub-deck Area - (Walkway Removed)

Figure 3
The components which make up the hydraulic system will perform efficiently and have a long service life if the
following basic service requirements are consistently met.
(2) Fluid Level Check - (Figure 5) Maintain hydraulic fluid supply in reservoir at sight glass level. Fluid capacity
with all lines, components, and reservoir properly filled is approximately 10 gallons.
Use Texamatic Type F automatic transmission fluid only! Do not substitute other fluids. IMPORTANT - All fluid
being added to the reservoir must be completely free of foreign particles and contaminants. All maintenance work
performed on the system must be accomplished without introducing any solid particles which can find their way into
vital operating components.

RH Sub-deck Area - (Walkway Removed)

Figure 4

Page 33
 (3) Inspection For Leakage. - During each day's run the operator should take the time to make a visual check of
the exposed parts of the system for evidence of fluid leakage. Early detection of a leak will prevent extensive loss of
fluid and unnecessary down-time.

Figure 5 - Line Filter & Filter Condition Gauge

(4) Filter Element Change - (Figure 5.) The 10 micron filter element on the side of the fluid reservoir should be
changed after the first month of operation or when gauge reading indicates a filtering restriction as explained in
Paragraph (5). Subsequent element changes should be made each 250 engine hours to assure good fluid passage.
(5) Filter Gauge Readings - A new filter element produces a reading of less than 5 when the engine is at full
throttle, the hydraulic fluid is hot (150° F or above) and no hydraulic component is being operated. As the element
becomes restricted by contaminants from hours of normal paver operation the gauge reading will rise. When the
reading stays above 15 at all times during operation, with the same conditions as listed above, the filter element
is badly restricted and should be changed! Do not take a gauge reading when any of the hydraulic cylinders are
being operated.
(6) Hydraulic Fluid Change - The fluid reservoir should be drained completely, flushed clean and re-filled with
fresh fluid at least once a year. When the reservoir is empty the fill screen and the large 100 mesh suction strainer which
are both attached to the cover should also be cleaned. Back-flush the strainer by forcing cleaning solvent thru the
suction pipe in the cover. (See Figure 6.) Use clean hydraulic fluid to rinse all components after they are cleaned with
solvent.

Figure 6 - Reservoir - Exploded View

(7) Hydraulic Pump - The hydraulic pump is capable of delivering 10 to 12 G.P.M. of hydraulic fluid to the valve
bank at the required pressure when the paver engine speed is 2000 r.p.m. At slower speeds the pump output flow rate
and pressure capability is reduced.
The pump requires no adjustment, however, V-belt driven units will lose efficiency if belt tension is not correct and
slippage around the pulleys occurs. Belt tension should be checked at regular intervals.
The pump must be able to build 1,200 PSI pressure on a test gauge installed in the pressure line to the valve bank
when engine is at full throttle and screed switch is held in "UP" position. (Pressure relief valve must be working properly).
Replace or repair a pump which cannot maintain this pressure.
Page 34
 (8) Toggle Switches and Electrical Connections - A common cause of hydraulic system problems is electrical
failure due to a broken wire, loose connection, or an inoperative toggle switch. When a single hydraulic function fails to
occur while another works normally it is wise to check the wiring and switch details first before performing more complex
troubleshooting work.

Figure 7 - Paver Control Console

The recommended way to make a fast accurate check of the hydraulic system electrical components and the valve
units they control is as follows:
A - With paver engine stopped, set Control Key Switch to ON.
B - Using a small probe such as an Allen wrench (See Figure 8) exert finger pressure on the manual operating pin
of the solenoid valve for the troublesome system. (Refer to Figure 2 for correct coil location). Have the correct switch
toggle moved back and forth through all positions and feel for the "throw" of the valve plunger and spool. If a definite
back and forth movement is felt it is unlikely that any electrical or solenoid trouble is causing the problem. If no
movement can be felt in that solenoid, but can be felt in other solenoids you test, proceed as follows:
The entire solenoid valve control system is 12 Volt D.C. and can be worked on safely. When a suspected system
has been checked out as described in paragraph above and found to be bad, make the following elementary checks of
the wiring in order to restore a troublesome system to normal operation.
With the paver engine stopped and the Control Key Switch ON,
1 - Disconnect the hot wire from the coil at the quick connector.
2 - With the console toggle switch set to operate the troublesome function of the system, make a quick, light,
brushing contact of the hot wire with the ground wire screw to which the ground wire of the coil is connected. There
should be a visible sparking if electrical current is flowing to the end of the wire.

Figure 8 - Method Of Probe Testing Solenoid Valves

CAUTION: If a firm steady grounding contact is made the control system

overload protector will function and will have to be re-set.
(a) If there is a spark, check the ground wire connection of the coil for a break or loose connection.
(b) If there is no spark, proceed with Step 3.
3 - If the hot wire does not spark when tested as described in Step 2 above, loosen the four screws in console switch
panel and carefully tilt the panel to make the switch terminals and wiring accessible. Using a short piece of single
conductor insulated wire with ends bared, jumper from the center terminal to each of the outer terminals of the switch
which operates the troublesome unit. As this is done a second person should be making the spark test with the loose hot
wire at the solenoid.
(a) If there is a spark at the solenoid hot wire when one combination of switch terminals is jumpered the toggle
switch is defective and should be replaced.
(b) If there still is no spark at the solenoid hot wire despite the switch terminal jumpering, proceed with Step 4.
4 - If no sparking occurs at the solenoid hot wire when the switch terminals are jumpered, carefully touch the short
jumper wire to the center terminal of the switch and make a quick, light, brushing contact of the wire with a bare area of
the console case.
(a) If sparking occurs at the console case the cause of unit failure is probably an "open" or break
Page 35
in the wiring from the operator's console to the junction box or from the junction box to the solenoid valve. If a visual
check of the junction box does not disclose any broken wire, consult a qualified electrician. (Use paver electrical manual)
(b) If no sparking occurs at the console case, the problem is more complex and a qualified electrician should be
consulted.

Figure 9 - Solenoid Valve - Cross Section

(9) Solenoid Valves - All of the 4-way solenoid operated directional valves used on the paver are identical units
(See Figures 9 and 10). They are double acting valves with spring return of the spool to the neutral position. The
operation of each valve is controlled by a double throw toggle switch on the operator's console. When one of the switch
contacts is closed, a 12 V.D.C. valve coil is energized and the spool position is shifted by the plunger to connect internal
porting so that hydraulic fluid under pressure flows to one end of the hydraulic cylinder(s). Fluid displaced by the moving
cylinder piston flows through aligned ports of the same solenoid valve to the reservoir. When the toggle switch is moved
to the opposite position, the opposite coil is energized and the spool is shifted to reverse the pressure and return flow
ports so that the cylinder moves in an opposite direction. When the switch is at the central "OFF" position the spool is
centered in the valve body by coil spring action and all ports connected to cylinders are closed so that no flow to or from
the cylinders can occur.
(10) Solenoid Coil Testing by Substitution - If a coil is suspected to be the cause of a hydraulic system's
failure, exchange the questionable coil with an adjacent coil which is known to be functioning properly.

METHOD: (See Figure 10)

A - Remove Nut (1) and Sleeve (2) from each coil.
B - Grasp Coil (3) and twist gently back and forth while pulling unit away from valve body.
C - When both coils are clear of their tubes (6) slip the good coil onto the tube of the inoperative system and the
questionable coil onto the tube of the functioning system. Install the sleeves and nuts.
D - Do not change the wiring connections. Operate the toggle switches with the exchange of coils in mind.
Example: If the screed lift was inoperative and the hopper wing coil is substituted, operate the Hopper Wing
toggle switch to test the screed lift system (and vice versa). If the substitute coil will not operate the screed lift system,
but the coil removed from it will operate the hopper wing system, then the screed lift valve may be jammed internally so
that it cannot be operated electrically. Put coils back in original locations and make a manual actuation test as outlined
in Paragraph (11).
If the substitute coil operates the troublesome system properly, interchange only the hot wire of each coil (quick
disconnect type). See if the substitute coil will still operate the valve when connected to the troublesome system's wiring
circuit. If the system again works properly, the suspected coil is truly defective and should be replaced. If the system
fails to work with the original wiring or if the suspected coil operates the other system, a bad toggle switch or a broken
wire are the actual cause of the failure. Refer to Paragraph (8).

Page 36
 Figure 10 - 4 Way Solenoid Operated Hydraulic Valve - Exploded View
(11) Manual Test Operation of Solenoid Valve - If a properly tested substitute coil and electrical wiring system
fails to operate a valve, a means is provided for manual shifting of the spool which may be temporarily jammed. (See
Figures 9 & 11).
METHOD:
Use a ¼ ” diam. X 1 ½ ” long steel pin or similar tool which will enter the bore of the valve tube. With the paver engine at
full throttle, and all hydraulic system toggle switches in the OFF of center position, depress the pin in the bore of the
valve tube so that it contacts and moves the plunger, pin, and spool toward the opposite end of the valve. The first 1/8”
movement will require nearly 25 pounds of force. As long as the valve is held manually depressed the cylinder operated
by the valve receives hydraulic fluid. If the spool has been jammed by dirt particles the flushing action of flow through
the valve may permanently correct the problem and normal operation can be resumed. Do not use unreasonable
pressure for manual shifting! If the spool cannot be manually shifted or fails to return by spring action to the OFF
position, the valve should be completely dismantled, inspected, cleaned, and test operated. (See following paragraph) If
manual shifting succeeds in operating the system, try electrical operation again to see whether the coil’s magnetic force
is strong enough to consistently move and hold the plunger.

Figure 11 - Manual Operation of Solenoid Valve

Page 37
 (12) Preparation For Dismantling Valve Bank - When it is necessary to detach and dismantle any of the valves
which make up the Valve Bank Assembly (Figure 12) it is necessary that the bank be disconnected from hydraulic hoses,
unbolted from the mounting brackets and moved to a totally clean work bench area free of wind borne particles and
surface dirt. The detached unit should also be plugged and washed clean externally before any dismantling is started.
Always support screed before uncoupling.
METHOD:
A - Remove electric coils according to Paragraph (10). If no coil exchange is to be made mark each coil and each
valve tube assembly from which it is taken so that a correct return will be assured. Remove the coils and lay them in a
safe area leaving the hot wires connected. If a coil change is to be made mark the hot wire number on the valve tube to
assure correct connection of the new coil.
B - Mark each hose and it's companion fitting on the valve bank with a code that will assure correct re-coupling
when the bank is installed. It is possible to accidentally connect hoses improperly if they are not marked. (Should
marking be forgotten or erased, refer to system diagrams Figures 1 and 2 for correct connection details.)
C - Disconnect hoses properly as described in Paragraph (22). As each hose is loosened plug the exposed end
with a clean plastic plug or wrap with a clean cloth cover and fasten securely. Do the same to the open fitting on the
valve bank. Do not leave any open hydraulic connector unprotected against wind borne particles.
D - Unbolt and remove the valve bank. Important! Scrub and rinse the exposed surfaces of the entire valve bank
to remove all dirt particles before the assembly is placed on a clean working surface and dismantled.
(13) Dismantling Valve Bank - The dismantling job must be performed in a clean area with tools that are free of
loose dirt particles. As the internal valve parts are removed they should be placed on a lint and particle free surface.
METHOD. (See Figure 12)
A - If a Throttle Valve (20) is to be inspected or cleaned unscrew it from the Holding Valve (19). Be sure to retain
O Ring (22).
B - If Holding Valve (19) is to be inspected or cleaned remove Cap Screws (24) and Lockwashers (28).
C - Remove Tie Bolt (25) and separate the valves. Be sure to retain all O Rings (23) which seal the bodies against
leakage.
D - See individual valve dismantling details, Paragraphs (14), (15), (16), and (17).
IMPORTANT - When assembling valve bank, tighten screws alternately,
evenly, and with not more than 150 inch pounds of torque. It is
important that the machined contact surfaces and O rings make a leak-
free contact without excessive screw tightness which can warp bodies
and cause binding of the spool.

(14) Dismantling Solenoid Valve (See Figure 10).

A - Unscrew and remove Hex Nut (1).
B - Remove Sleeve (2).
C - Carefully pull Coil (3) off tube Assembly (6). Never use a pry tool against the plastic wire protector.
D - Place housing (14) in a vise exerting only slight jaw pressure on the rough sides of the body casting to keep it
from turning when tube is unscrewed. Have the tube assemblies (6) horizontal so that loose parts will not fall out.
E - Using the special spanner wrench (15) provided in the paver tool box carefully unscrew the tube (6) from the
body (14). Note: It may be necessary to remove the paint and some metal from the spanner wrench pins to make them
fit the tube holes.
F - When the tube is removed, the loose parts; plug (9), pin (10), and plunger (8), can be emptied from the tube
interior.
G - Push pin (5) out of tube.
H - Remove spring (11) from housing.
I - If spool (13) is to be removed, both coil and tube assemblies should be removed first. Then pull out the retainer
(12) from each end of the spool and work spool (13) carefully out of housing (14). Important! The matched spool and
housing are precision parts which fit together with very little clearance. When removing or installing spool, gently work it
in or out with the fingers by small increments being careful not to bind it. Never use force other than a gentle tap with the
plunger (8).
Clean all parts except electric coils in a good solvent being certain to flush all particles out of the housing, spool,
tube, etc. Re-lubricate parts with clean hydraulic fluid. Re-use O Ring seals only if they are in near new condition,
otherwise a steady loss of hydraulic fluid will occur. Spool (inside the body) should be free of binding when moved
laterally. Free movement should not be affected by a 360°rotation of the spool while it is being moved laterally. If spool
movement is not free a replacement valve is recommended.

Page 38
 Figure 12 - Exploded View Of Valve Bank

Ref. No. Part Description Quantity

17 4-Way Solenoid 2
19 Holding Valve 1
20 Valve Throttle 1
21 Plug, Banking 2
22 O-Ring 3
23 O-Ring 6
24 Capscrew 4
25 Bolt, Tie 3
26 Capscrew 4
27 Nut 2
28 Lockwasher 4
33 Bracket 2

Figure 13 - Hydraulic Valve Bank Assembled

Page 39
 (15) Holding Valve - (See Figure 14)
The holding valve is a double acting check valve assembly with a floating piston for power unseating of the two spring
loaded check valves. When pressure is applied to one of the actuating ports the spring loaded check valve on the
pressure side of the housing is unseated and fluid passes to the hydraulic cylinder. The piston is moved by the same
pressure to mechanically lift the opposite check valve off its seat, permitting the return flow from the cylinder to pass
through the valve to the reservoir. When there is no pressure applied to either actuating port, both check valves are
seated and no flow to or from the cylinder can occur. The cylinder piston is therefore locked in position and the unit it is
powering is "held."
The holding valve can be dismantled and checked internally or repaired as follows:
A - Unscrew and remove Plugs (4).
B - Remove Springs (2) and Check Valves (9).
IMPORTANT! Each Check Valve (9) must be reassembled in its match fit Cage (8).
Keep these parts separated from the duplicate set on the opposite side of the valve so
that no accidental interchange can occur.
C - Using a short length of rod small enough in diameter to pass through the bore of one of the Cages (8) carefully
drive the Floating Piston (5) against the opposite Cage to force it out of the housing. The piston will follow the cage out
of the housing.
D - Carefully re-install the piston in its bore, with the opposite cage downward. Use the rod again to drive the
piston against the cage until it is also clear of the body.
Inspect the piston and the bore of the housing for scratches, score marks, or particles which may have caused a
binding or jamming of the piston. Test the piston in the bore for completely free movement, turning it through several
revolutions slowly as it is drawn back and forth. There should be no indication of binding.
Inspect check valves and cages at the contact area for nicks, scratches, and fluid erosion grooves which can permit fluid
passage. Do NOT attempt to re-machine these parts. Obtain replacements.

IMPORTANT! When replacing cages be sure to use reliable O Rings (3) and Back Up
Rings (7) and arrange them in the proper order as shown in Figure (14).
IMPORTANT! When re-attaching the assembled valve to the valve bank, tighten
mounting screw evenly and use not more than 150 inch pounds of tightening force.
Uneven or excessive tightening can distort the housing and bind the piston in its bore
making the valve erratic or inoperative.

(16) Pressure Relief Valve (See Figure 15)

The system pressure relief valve is a spring loaded ball type assembly which is externally adjustable. A new valve
is adjusted by the manufacturer to limit system pressure to approximately 1200 PSI.
Dis-assembly: The valve can be dismantled for inspection, cleaning and part replacement. (Refer to Figure 15)
(1) Unscrew and remove CAP (A).
(2) Loosen and remove LOCKNUT (B).
(3) Unscrew and remove ADJUSTING SCREW (C).
(4) Unscrew and remove HOUSING (E) from BODY (F).
(5) Push out SPRING (D), GUIDE (G) and BALL (H).
Page 40
 Figure 15 - Pressure Relief Valve - Cross Section
(6) Inspect all parts for wear, burrs, etc. Be sure all gaskets and seals are in good condition. Replace if questionable.
(7) Before re-assembling, clean all parts thoroughly so that no foreign particles are introduced into the valve and
hydraulic system.
Re-setting Relief Pressure
IMPORTANT!
To re-set the valve for 1500 PSI relief, proceed as follows:
(a) Back-off (counterclockwise) adjusting screw (C) so that the valve will by-pass fluid at low pressure.
(b) Install an accurate pressure gauge in the gauge port at the rear corner of the engine radiator shroud.
(c) Run engine at Full speed.
(d) Hold hopper wing switch at UP position and turn valve adjusting screw (C) inward (clockwise) to slowly raise
gauge pressure to 1500 PSI. Hold screw (C) and tighten locknut (B). Re-check gauge for 1500 PSI after tightening
locknut.
(e) Hold hopper wing switch at DOWN position to re-check relief setting. Repeat test several times.
(f) Install valve cap (A).
(17) Throttle Valve - (See Figure 16) - Throttle valves are used in the "down" phase of the screed lift system and
in both phases of the optional truck hook system. The throttle valve in a two directional line allows unrestricted flow in
one direction and metered or restricted flow in the opposite direction. In the case of the screed lift, the flow in the RAISE
direction is unrestricted while the return flow in the LOWER direction is restricted by a 3/32" DIAM. orifice. This permits
the screed to raise at moderate speed but to descend at a slower safe rate. A drilled poppet is the only moving part. The
valve can be easily disconnected for examination of the orifice for presence of foreign matter. The orifice can be probed
clear using a piece of 1/16" diam. wire. If probing succeeds in clearing a blockage the valve should then be removed
from the line and flushed clean of particles.

Figure 16 - Throttle Valve - Cross Section

(18) Hydraulic Cylinders - (See Figures 17 & 18) The hydraulic cylinders used on Cedarapids pavers are
selected for efficient service and maximum durability. Very little trouble is normally experienced unless the hydraulic
fluid is contaminated by foreign particles which find their way into cylinders and cause rapid seal wear. Heavy duty wiper
type seals for the exposed rods help to minimize contamination. These parts should be maintained in top condition.
If severe contamination of the hydraulic fluid has occurred and it is likely that a large quantity of particles has reached the
cylinders, it is wise to flush them thoroughly with a suitable solvent. Replace seals when worn so that leakage is not a
threat to efficient system operation.
A worn piston seal will permit leakage of fluid around the seal from the pressure to the discharge side of the
cylinder. The result is sluggish movement of the piston rod or a failure to maintain rod position. Seal replacement is the
only solution.
Page 41
 Figure 17

Figure 18

Item Description Quantity Item Description Quantity

1 Piston 1 11 *O-Ring 1
2 Piston 1 12 *O-Ring 1
3 Tube, 2nd Stage 1 13 *Back Up Washer 1
4 Tube, 1st Stage 1 14 *O-Ring 1
5 Case 1 15 *Back Up Washer 1
6 Head 1 16 *U-Cup and Load O-Ring 1
7 Head 1 17 *U-Cup and Load O-Ring 1
8 *Piston Ring 1 18 *Seal, Wiper 1
9 *Piston Ring 1 19 *Seal, Wiper 1
10 *O-Ring 1
*NOTE: These Parts Purchased as a Repair Kit

Page 42
 Figure 19 - Tilting Hopper Wings Figure 20 - Screed Lift Cylinder - Cut-away View

(19) Screed Lift Cables - Raising and lowering of the heavy screed assembly is accomplished through an
arrangement of hydraulic cylinders, flexible cables, and pulleys. (See Figure 20). Because of the mechanical portion of
the system which is for the most part hidden from the operator's view, it is wise to examine the cylinder operated pulley
through the under side opening in any event of uneven screed movement. This will eliminate unnecessary hydraulic
system trouble-shooting in the event the actual cause is the binding or jamming of a cable.
(20) Hose and Tube Identification - Each hose and tube is identified with a tag on one end as shown in Figure
21. The number shown 38-34 corresponds with the last four numbers of the hose or tube assembly part number 5032-
201-38-34.

Figure 21
(21) Hose Assembly - The rubber-covered wire braid hoses used throughout the hydraulic system will give
trouble-free service and long life if properly maintained.
Periodically check hose position to make sure they are not rubbing against moving parts or supported on sharp
steel edges.
The hose end fittings are (no skive) re-usable hose fittings, to make it possible to repair the hose on the job site.
Replace rubber-covered hose as follows:
(1) Disassemble fitting nipple by turning it out of hose socket.
(2) Disassemble hose socket by turning it off the rubber hose.
(3) Clean steel socket and nipple.
(4) Dip ends of new hose into hoze-oil lubricant and then thread the socket onto the rubber hose.
Do not cut inner or outer covering for assembly.
(5) Thread nipple to socket.
(6) Clean fitting and interior of hose. CAUTION: Flush hose with solvent before installing into system.

Page 43
 (22) Hose Couplings - The swivel nut at the end of each hose assembly is a free turning part which holds the
nipple tightly against the companion fitting. There will be some binding as the nut bears tight against the flare of the
nipple. Always hold the Hex Collar of the nipple stationary as the swivel nut is tightened or loosened. This prevents
damage to the hose.

Figure 22 - Hose Assembly

HOW TO USE THE TROUBLE SHOOTING GUIDE ON

PAGE 45
1. In the "Troubles" listed across the top of the following
page, find the symptom which most closely describes the
actual problem with the paver hydraulic system.
2. Follow the guide line downward from that problem to
the circled No. . Then follow the guide line to the right
hand column where a probable cause and remedy is listed.
The cause shown for No. will be the most common
occurrence and the remedy will often require the easier
checking and corrective work. A remedy may be given
outright, or may be a reference to manual pages and
paragraphs which give complete details on function,
maintenance, test, or repair of the component part
suspected of malfunction.
3. If the No. cause is not the actual problem proceed
to the No. on that same vertical guide line and-make the
check or correction suggested. If that also fails to produce
the solution proceed to No. etc.
As the circled number of a cause and remedy goes
higher, the work required for making the check and
correction usually increases. The higher numbered
possibilities are also less common in occurrence. For these
reasons it is wise to start with and progress numerically.

Page 44
TROUBLE-SHOOTING GUIDE FOR BSF-400 PAVER HYDRAULIC SYSTEM

Page 45
Schematic Diagram-BSF-400 Paver Hydraulic System
Figure 23

Page 46
 SECTION VI

Asphalt Spreading System (Feed)

MATERIAL FEED SYSTEM

The feed system is arranged to give the operator
good control of material movement and distribution.
From his seat almost directly over the spread-screws,
the operator has an unobstructed view of material
distribution ahead of the screed.

Electric Clutches - R.H. Walkway Removed

Figure 3

Material Flow Diagram

Figure 1

HOPPER WINGS
The two hinged hopper wings which can be raised and
lowered hydraulically to permit complete emptying of
the large hopper should be operated after each supply
truck has pulled away and cleared the hopper area.
They should never be raised when a truck is at the
paver. (See Figure 2) Electric Clutches - L.H. Walkway Removed
The hydraulic cylinders which raise each of the Figure 4
hopper wings are powered from the same hydraulic
pressure line and one will normally preceed the other
in reaching the fully raised and fully lowered attitude. ASPHALT FEED CLUTCHES (Slat and Screw
Conveyors)
The two slat conveyors and the two screw conveyors
which combine functions to move asphalt from the
hopper to the area ahead of the trailing screed, are
operated by means of two electromagnetic clutches.
Each clutch starts or stops the movement of one side of
the feed system (Right hand or Left hand). By chain and
sprocket connection, one slat conveyor and one screw
conveyor operate simultaneously to feed one side.
(See Figures 3 and 4) Each clutch is operated by
means of a toggle switch on the operator's console, or
by an auxiliary switch on the paver deck beneath the
operator's seat. (The auxiliary switch is for the
convenience of the screed man when he chooses to
control the feed manually for some special
requirement).
Complete information on the care and adjustment of
Tilting Hopper Wings electric clutches is contained in the Mechanical
Figure 2 Maintenance Section 11)

Page 47
 Slat Conveyors and Spreading Screws
(Screed Removed)
Figure 5
SLAT CONVEYORS IMPORTANT! The slat conveyors are
Two slat conveyors move material from the bottom of built to run in only one direction. When
the receiving hopper through parallel tunnel areas to each the paver is shifted into Reverse gear for
of the two spreading screws which operate in conjunction backing, a micro switch at the gear box is
with the slat conveyors. The depth of material moved is actuated to open the conveyor clutch
varied by manual adjustment of fixed gates located at the circuits so that no reverse movement of
head end of each tunnel. (See Figure 5) the slats can occur. This limit switch
Slat speed is fixed, unless an optional two-speed (Section 8, Figure 4) must always be
transmission unit is purchased to permit a 30% speed kept in adjustment!
shift when required. With the fixed speed arrangement
the drive may be either the high or the low range. SPREADING SCREWS
Each slat conveyor and its companion spreading screw The two spreading screws which operate in conjunction
are controlled by electric clutch action. The clutches can with the slat conveyors receive material as it is brought
be engaged manually by toggle switch movement at the through the tunnel areas near the center of the tractor
operators console, or can be controlled automatically by a unit. The opposing pitch of the screw blades forces the
material depth feeler if the console toggle switch is set at material outward toward the ends of the screed. A set of
AUTO. (See details of automatic operation in following special blades on each spreader screw at its inner end
paragraphs covering conveyors). has a reverse slant which assures placement of adequate
material in the center area. Agitators at the outer end of
each screw perform a stirring function to prevent material
compaction by the screws against the retaining blades.
Spreader screws are offered in two diameters for
different feeding rates; 12" diameter for lower volume
feeding and 14" diameter for higher volume feeding.
Whenever extreme wear reduces the diameter of a screw
by ½ the tips should be built up or the blades refaced to
the original O.D. (See Maintenance Section 11).
When less than 10 ft. wide paving is done, the end
flight of the screw on the cut-off side is uncoupled by
sliding a key outward. When uncoupled the outer flight no
Bottom View of Tractor Assembly longer moves material. (See Figure 5).
Figure 6

Page 48
 When extra wide paving is done, the spreader screws
must be extended to match the extensions added to the
screed. Screw extensions are 12" Long (See Figure 7)
and each includes a drive shaft extension for coupling
purposes.

Retaining Plate used with Screed Extension

Figure 9
Screw Conveyor Extensions (Uncoupled)
Figure 7

EXTENDING SPREADER SCREWS

When screed extensions are added and screws
are to be extended, proceed as follows:
1. Remove nut and bolt which holds agitator section Paving with Extensions - No Retaining Plate
and slide agitator off the shaft. Figure 10
2. Assemble as many screw extensions as needed.
(See Figures 7 and 8).
3. Slide the socket end of the new assembly onto the
drive shaft and install the bolt and nut. Always use
hardened bolts which have maximum shear strength.
4. Install the agitator on the end of the outer extension
shaft.

MATERIAL RETAINING PLATE

When screed extensions are added a Retaining Plate
should be attached to the pull arm to prevent material
from spilling forward. With the retaining plate placed as
close to the screw as possible, material moves outward to
the end of the screw and the material depth sensor works
more effectively to keep just the right amount of material
ahead of the screed. (See Figure 9).

Paving with Extensions and Retaining Plate

Figure 11

Page 49
MANUAL OPERATION OF MATERIAL FEED
The two parallel but separate material feed systems
are controlled by toggle switches on the operators
console. These switches engage and disengage electric
clutches. (See Figures 3 and 4). The switches are three
position; MANUAL-OFF-AUTO. When the paver is in
Forward gear with engine running each feed system
combination of one slat conveyor and one screw conveyor
will operate whenever the toggle switch is set to
MANUAL. The operator must observe the feed and
operate the switch to keep material ahead of the screed
but not flowing over the mold board.

AUTOMATIC OPERATION OF MATERIAL FEED

The depth feeler assembly can be quickly set for
automatic operation as follows: (See Fig. 12 & 13)
1. Loosen the control arm clamp so that it is loose on
the switch shaft.
2. Lower the arm to within A" of the positive stop which Adjustable Material Depth Control Switch
keeps it from swinging farther downward. (A spacer can with Feeler Arm - RH Assembly Shown
be used to hold the 1/16 setting). Figure 12
3. Turn the switch shaft until an audible click indicates
that the internal contacts have closed, then while holding
that setting, tighten the clamp on the control arm.
4. Start engine and move feed switch on the console to
AUTO.
5. Manually raise and lower control arm to make sure
switch starts and stops conveyor at the point set.
6. To set the depth of material desired, move the
Extension which is clamped to the Control Arm. When
the extension is moved closer to the switch a higher
level of material at that point will

Recommended Setting Of Control Assemblies

Figure 13

Page 50
be maintained. When the Extension is moved farther
from the switch a lower level of material will be
maintained.
IMPORTANT! This adjustment should be made
during an actual paving run so that the
efficiency of the setting can be tested. Different
materials will require different settings of the
Extension, as there is a great variation in the
way materials move. WARNING! Do not set
extensions unless the Console Feed Switch is in
the OFF position. Adjusting RH Hopper Gate Height
Figure 15

Schematic Side View Of Material Feed System

Figure 16

Range of Depth Feeler Switch Location

Figure 14

TO ADJUST HOPPER GATES

A hopper gate for each half of the material conveying
system regulates the depth of material moved from the
hopper to the spreader screw. The height of each gate is
adjusted separately by manual turning of the gate shaft
which operates a pinion gear to drive the rack attached to
the gate (See Figure 15).
Correct adjustment of the gates is important to good
paving. Best paving results are achieved when the
material level is approximately even with, or slightly
below the tops of the spreader screws. If material is deep
near the center of the screed and there is very little near
the ends, the gates are too high. If material is deep at
the ends of the screed and there is very little near the
center, the gates are too low. This tell-tale "material
profile" is the best way for an operator to judge the gate
settings. (See Figure 17). Usually a lower gate setting will
produce a smoother run than too high a gate setting.

Comparison Of Gate Height To Material Feed

Figure 17

Page 51
 SECTION VII

Screed System

pre-heated, asphalt does not stick to the metal as the first

strike-off and smoothing begins.
The flat screed bottom can be bent at its midpoint so that
the single plane becomes two connected planes which
can be adjusted into a slight V-shape or into a slight
inverted-V (^) shape. Such adjustment produces a
positive (^) or a negative (V) crowning contour on the mat
for the specified water drainage requirement. The contour
adjustment linkage is called the crown adjustment. (See
Figure 9)

Floating Screed Assembly

Figure 1

SCREED PRINCIPAL
The screed is a free floating attachment to the paver
which strikes-off and smooths the fresh asphalt after it is
spread by the screws. It is attached to the tractor unit by
means of two pull arms which are free to pivot at the pull
points located close to the forward end of the tractor.
(See Figure 1).
The height of the two pull-points for the screed, and the
angle of the screed bottom in relation to the pull arms, are
the factors which control the amount of asphalt deposited
on a roadway. The handwheels at the ends of the screed
which change the angle of "screed bottom to pull arm,"
are the operator's means of making adjustments of
asphalt deposit (mat thickness) whenever necessary. Cut-away View - L.H. Screed Lift Cylinder
Figure 3

RAISING AND LOWERING SCREED

The raising and lowering of the screed is accomplished
by two double acting hydraulic cylinders connected to the
screed by cable and pulley arrangement (See Figure 3).
Cylinder movement is controlled by a toggle switch on the
console which operates a hydraulic system flow control
valve.
When the engine is at full throttle and the console
Cross-section thru Screed and Material toggle switch is moved to UP, the screed will be raised to
Figure 2 its maximum elevation. When the switch is moved to
The screed is equipped with electric vibrators which DOWN the screed will slowly descend to the ground. The
help to obtain the initial compaction of the fresh mat. It is rate of descent is limited by a flow valve so that the
also equipped with a heater which is capable of bringing screed will not sustain damage and personnel in the area
the temperature of the screed up to the temperature of will not be endangered.
the asphalt supply prior to paving start-up. When the When the toggle switch i. in the central position the
screed is existing screed elevation is held by a hydraulic holding
valve.

Page 53
To Support Screed for Travel thicker mat is produced. When the rear edge of the
1. Short Distance Travel - The screed lift hydraulic screed is raised, a thinner mat is produced. (See Figures
system includes a locking or holding valve which will 4 and 5) Mat thickness at each end of the screed is
maintain any screed elevation established by the operator controlled independently so that a tapered mat can be laid
with a centering of the console switch toggle. The paver in order to level or to super-elevate a roadway.
can travel short distances safely with the screed The pull point height adjustment is made prior to the
hydraulically "held" in the raised position. paving job start-up when the normal mat thickness for that
2. Long Distance Travel - Safety cables are provided job has been established. (A Table of pull point heights
for long distance travel. It is recommended that for all recommended for various mat thickness is shown in
travel other than short on-the-job paver movement, the following paragraphs). It should be noted that a
safety cables be attached to the support hooks. difference in materials used for paving will have a great
To hook the cables, raise screed to upper limit until affect on all adjustments of pull points and handwheels.
cables can be hooked. Then lower screed until slack can
be observed in both lifting cables.
To Support Screed for Maintenance Work

IMPORTANT! Whenever the screed is to be

worked-on while it is elevated, use the safety
cables to support its weight. Never rely upon
the hydraulic lock feature to keep the screed
elevated when personnel are in the screed area.

Effect of Handwheel Adjustment on Screed

Figure 5

A foot operated lock keeps the handwheel adjustment

fixed. The operator must step on the pedal and release
the lock before the handwheel can be turned. When
released the lock engages automatically.
Each end of the long screed can be adjusted so that
Making Mat Thickness Adjustment - R.H. Side the mat thickness is far from equal when measured at
Figure 4 each edge. (See Figure 6)

MAT THICKNESS CONTROL (MANUAL) HANDWHEEL GAUGE AND SCALE

The thickness of the material deposit or mat left by the A gauge and scale on each handwheel screw serve as a
paver is determined by two factors; reference for the operator. The vertical scale, graduated
(1) The height of the screed pull points on the tractor in inches, is fixed to the pull arm. The disc type gauge is
unit. held in place on the handwheel screw by means of a
(2) The screed angle in relation to the pull arm. The setscrew and can be moved up or down, to establish the
screed angle adjustment, made by turning the desired reference. It is marked to show 12 equal divisions
handwheel at each end of the screed, is the of one complete turn. (See Figure 7)
intended manual control of mat thickness during a
paving run. When the handwheels are turned to force
the rear edge of the screed downward, a

Page 54
 ing job is to be started, or when an extensive
thickness change is to be made on a job, the operator
can adjust the handwheels to the reference marks and
start-off very close to the mat thickness desired, if he
has recorded reference close to the new requirement.
Without a reference he must guess at the setting and
make corrections on the first several feet of the new
mat. Eventually an operator's reference record will
cover most of the common mat thicknesses and types
of material used
Change of material specifications will usually
cause a different screed behavior and a different
handwheel setting, even though the mat thickness is a
common one.
To obtain a smooth mat, the screed adjustment
controls should be gradually changed, one notch at a
time, and the screed should travel a few feet before
an additional adjustment is made. This will allow
the screed the proper distance of travel required to
seek the new level of operation.

Handwheels Set to Level Inclined Roadway

Figure 6
The scale is graduated vertically from a central
zero marking. The graduations may be in inches, with
increments of 1/4¼ ", 3" each way from the zero, so
that the total range is 6". Or the graduations may be
in turns of the handwheel, with increments of 1 turn,
12 turns each way from zero, so that the total range is
24 turns.
The disc-like gauge which is attached to the
handwheel screw has 12 equally space markings
which can be indexed from the edge of the vertical
scale to show the division of 1 turn.
The scale reading is taken by holding a small
straight edge upward against the bottom of the gauge
disc and across the scale face.
When an operator has established the best hand
wheel setting for paving a specific thickness with a
specific material, he will zero the two gauge and scale
readings then tighten the gauge setscrews. He then
Screed Man Making Handwheel Adjustment
makes a record of the conditions and gauge settings
for future reference. Whenever a new pav- Figure 8

Page 55
MAT CROWN ADJUSTMENT
The flat screed bottom can be flexed as its center
area to produce a finished mat having a positive or
negative crown for water drainage. (See Figure 10)
For 10 ft. wide paving the maximum positive crown is
2". The maximum negative crown is 3/4".

Screed Bottom with Crowning Arms

Figure 10

Crown adjustment is accomplished by means of

four crowning arms which are located on top of the
screed but are bolted to the screed bottom. A turn
buckle adjustment joining each pair of crowning arms
permits screed bottom flexing in either direction. A
separate adjustment is made for the leading edge and
for the trailing edge, so that the "lead" crown is slightly
higher than the trailing or "finish" crown. As material
moves under the screed during paving this differential
between crowns increases the density of the surface
and imparts a smooth texture.

NOTE: The crown adjustment is one of

the more important adjustments on the
paver. Mat imperfections can often
be corrected by changing the
adjustment of the lead crown!

Screed Bottom with Crowning Arms Two gauges on the screed provide a crown
Figure 9 referencing ability for the operator. A more accurate
fine-adjustment gauge is located on the rear crown
turnbuckle screw. (See Figure 11).

Crown Adjustment Gauges

Figure 11

Page 56
START-UP ADJUSTMENT
The initial crown adjustments should be made
when the screed is on the wood blocks at the starting
point and has been heated to paving temperature.
Stretch a taut string line between the ends of the hot
screed at both front and rear edges. Adjust the crown
turnbuckles (Figures 10 and 11 ) alternately a little at a
time and use a ruler to measure the distance from the
exact center of the screed bottom to the taut string
line. Use the front and rear gauges as rough
references only! Set the front crown 1/16" higher than
the specified rear crown to start the paving.

FINAL ADJUSTMENT
The final crown adjustment is made when the
paving has been started and the actual mat crown can
be accurately checked by taut string line. The front Screed Side Plate & Bevel Guide Plate
crown can be varied slightly in order to obtain the very Figure 12
best mat surface. The front crown will always be and follow the contour of the base surface. If the
higher than the rear crown. The final adjustment operator wishes to restrict the downward movement of
is always made after checking the actual asphalt the plate, he adjusts the screw (C) which limits the
mat when enough has been laid to be certain the travel of the support arm, and adjusts the chain (H) or
screed has stabilized. chain anchor handle (E).
The lead crown is normally 1/16" above the When bleeding material to the outside, the side
finish crown. plate is raised until the end of the support arm passes
If any change is made in the final (trailing edge) over center. The chain is hooked to the screed end
crown adjustment the front (leading edge) crown plate to hold the assembly in the elevated position.
setting must be made simultaneously to maintain the (See Figures 14 & 15)
1/16" differential. When the screed is to be raised, the support-arm
The Dual Adjustment Assembly, which links the adjusting screws (C) should be adjusted to hold the
two turnbuckles by the chain and sprocket method side plates in line with the screed bottom. The chain
permits separate or simultaneous adjustment of the (H) is adjusted so that the rear end of the side plate
two crown settings. cannot drop downward as the screed is raised.
If only one crown needs adjusting, the coupling of
the assembly can be disengaged from the sprocket so
that each crown turnbuckle can be adjusted
separately. (See Figure 11)
Two gauges on the screen provide a crown
referencing ability for the operator. An indicator on
the rear turnbuckle shaft also provides means of
determining fine adjustments. (See Figure 11)

INSTALLING ATTACHMENTS

Side Plates (Refer to Figures 12 thru 1 5)

A side plate assembly is attached to each end of
the screed to limit the movement pf material. These
plates (A) are bolted to a support arm (B) attached to
the screed. Both parts can move in parallel planes so
that when desirable, the side plate can rest upon

Adjusting Side Plate Chain Anchor

Figure 13

Page 57
 Typical 36” Retaining Plate Arrangement
Figure 16

Swinging Side Plate to Vertical Position

& Anchoring to Permit Material Bleeding
Figure 14

Disengaging Coupling to Stop Screw End Section

Figure 17

ceeds two, an extra brace is added. (See Figure 16).

Method of Attaching Chain for Bleeding

Figure 15 Cut-off Shoes (Refer to Figure 18)
Bevel Guide Plates (Refer to Figure 12) Standard cut-off shoes which fit the paver
Bevel guide plates can be bolted to the side plates extensions reduce the paving width in varying
in order to produce a beveled edge on the mat as the amounts in 112" increments, down to the minimum of
material is deposited. The degree of bevel is 450°. The 10 ft. They slide under the side plates and are bolted
bevel depths available are 1½ /2" and 3". in place. Bolt holes are spaced 1 /2" apart.

Retaining Plates (1) To install cut-off shoe, block up screed to

Material retaining plates must be used ahead of shoeheight.
extended screw conveyors whenever the mat (2) Raise side plate and slide cut-off shoe "G" under
extension exceeds 2 ft. These plates prevent the screed as much as required for desired mat width
forward spread of material so that the screws are reduction. (See Figure 19)
handling a uniform depth all the way out to the ends (3) Bolt cut-off shoe to side plate. (Shoe fits either
(See Section 6, Figures 10 & 11). When up to 4 ft. of end of screed.)
extension is added to one end of the screed a (4) Release lock (J) on spreader screw to allow tip
retaining plate support angle is attached to the screed screw section (H) to become idle. To prevent material
pull arm and when the number of plates ex- from being fed onto the top of the cut-off shoe and
spilling onto the road base, fashion pieces

Page 58
 Screed Pull-point Height Adjustment
Figure 20

Cut-Off Shoe Installed on L.H. Side Plate Typical pull point settings:
Figure 18
Distance from base Mat Depth
16 3/4" (High) 31/2" or thicker
14 1/4" (Normal) 1/2" to 3 1/2" inclusive
13" (Low) Minimum to 1 1/2"
10 1/2" (Lowest) Minimum to 3/4" (optional)

minimize irregularities found in the grade or base

material.
1. The screed pull-arms. can be raised or lowered by
moving the ball-joint connection up or down or by rotating
it and lining up bolt holes. With the usual type of material
and mat thickness encountered, the distance of 141/¼
inches from center of joint to the ground, as shown in
Figure 20 and the chart following it.
In nearly all types of material, the straighter the pull
on the screed, the more satisfactory it will operate. The
Laying Reduced Width Mat Using most critical settings are with low stability sandy mixes.
2. If the screed tends to sink and ride on the trailing
Cut-off Shoe
edge, due to unstable mix, or if a very thick mat is
Figure 19
required, the long screed pull arms can be raised to
improve the mat.
of wood to block off that area between screed
3. When the paver is required to lay a very thin mat,
moldboard and the tractor.
the screed pull arms can be lowered to give the screed
IMPORTANT NOTE! Always remove cut-off shoe
better flotation and more initial density to the mat.
before raising screed. 4. Two bolts in each ball-joint connection are
sufficient for all positions.
SCREED PULL ARM POSITIONS 5. When the pull points are too low and the front of
The long screed pull arms which are attached to
the screed is tilted up, in order to maintain the correct
the crawler frame with a ball-joint connection provide
mat thickness, the following wear and op-
maximum floating action, allowing screed to

Page 59
 ing edge of the screed is not in contact with the mat
being laid.
Vibrators connected to the screed bottom support
will not be operating efficiently as the full screed plate
width is not being utilized. Mat appearance and
texture will change with only slight movement of the
screed adjusting hand wheels.
f. Loose or worn screed.
7. Correct pull point settings become a matter of
experience. Locating center line of pull points 14 1/4"
from the ground has proven satisfactory for most
paving jobs. Settings listed will normally cover the
necessary adjustments when laying both stable and
unstable mixes. The softer and more unstable the
material, the more important it becomes to have the
screed flat with the mat.
NOTE: Unstable mixes can be caused
by too much asphalt in the mix, poor
gradation, poor quality asphalt,
excessive temperature, moisture in the
material and insufficient dust.
IMPORTANT: Both pull points must be
located equal distance from the ground.
Effect of Pull-point Height on Screed Wear
Figure 21

erational difficulties will be encountered.

a. Premature wear on the trailing edge of the the
screed.
b. A tendency for the screed to climb each time the
paver starts with normal hand wheel setting. Poor
control of mat thickness will exist and good transverse
joints will be difficult' to make.
c. Possible tearing of the mat because of excessive
ironing effect of the screed.
d. Loose or worn screed.
6. When the pull points are too high and the front of
the screed is tilted down, in order to maintain the
correct mat thickness, the following wear and
operational difficulties will be encountered.
a. Premature wear on the leading edge of screed and Flat Strike-off Installed on Screed
possibly deformation of the strike-offs because of the Figure 22
excessive pressures exerted against it when operating
in this manner. STRIKE-OFF
b. Bumpy, wavy road caused by the screed riding on The strike-off located ahead of the screed plate, is
its leading edge. a metering, pre-compactor, and pre-screeding device,
c. Tendency for screed to dip each time the paver that when properly positioned provides the exact
starts with normal hand wheel setting. amount of material to the screed. It also absorbs wear
d. Tearing the mat, caused by the "digging in" action which would otherwise take place on the leading edge
of screed. of the screed bottom. If this strike-off is not properly
e. Loss of compaction will result as the trail- adjusted and maintained, it can cause operational
difficulties.

Page 60
 justment for the mat texture while paving. Never
lower strike-offs below screed bottom. Important!
Always make strike-off adjustments when screed
and asphalt are hot. If the asphalt is cold,
adjusting bolts and brackets will bend before the
strike-off moves and the entire adjustment
assembly is damaged.
4. Whenever strike-offs are to be re-adjusted, it is
best to lower both sides, then use the top adjusting nut
Checking Height of Flat Strike-off at each of the four adjustment points to pull the strike-
Figure 23 offs up to the desired gauge readings. This is a
uniform movement of the strike-offs and

Adjusting Height of Strike-off

Figure 24
ZEROING AND ADJUSTING STRIKE-OFFS
Cross-section - Flat Strike-off Assembly
1. After strike-offs are properly assembled to Figure 25
sereed. lower strike-offs until flush with screed
bottom. Use the template straight edge to check
position of strike-offs. See Figure 23.
2. Then, adjust gauges to "0" setting with gauge
pointers.
3. Raise strike-offs above screed bottom
according to the chart. (Shown below.) Make the final
ad-

Height of
Flat Strike-off Characteristics of Asphalt
"+1/16" Standard (Normal Mat Conditions)
1/4" Aggregate Size; Sand to 1" Minus Aggregate
- 0" Mat Thickness: 1¼ " to Maximum Thickness
Alternate (Fines Materials with Thin Mat)
3/16" + 1/16" Aggregate Size: Fines to 1/4" minus sand
Mat Thickness: Minimum 1/2" to 1" mat
3/8" + 1/8" **Alternate (Coarse Materials with Thick Mat)
3/8" *Aggregate Size: 1" minus 1½ ”maximum Recommended
__- 1/16" Mat Thickness: 2" to maximum thickness

*Pavers have laid top size material of 3" minus, however accelerated wear can be expected.
**Only if tearing due to flats in aggregate. With flat plate strike-off it is possible to raise to 1½ ",there-
fore, no strike-off effect.

Page 61
 Flat Strike-off Adjusted Too Low
Figure 26

RESULTS OF IMPROPER STRIKE-OFF

When the strike-offs are too low the following wear Paving With Extended Screed
and operational difficulties will be encountered. (See Figure 28
Figure 26). EXTENSION OF SCREED
1. Insufficient amount of material will be metered The screed length can be extended in order to lay a
to the screed. Therefore, in order to maintain mat mat wider than 10 ft. Mat widths up to and including
thickness, it is necessary to tip the front of the screed 20 ft. can be laid. Screed extensions come in various
up. Continued operation of the screed in this manner widths and can be attached to either end of the
may cause wear on the trailing edge of the screed. screed.
2. Fines will collect at the front edge of the screed Each 6", 12" and 24" extension is supplied complete
directly behind the strike-offs which will build up and with cover, moldboard extension, and adjustable
cause tearing and voids in the mat. The strike-off will strike-off extension.
frequently catch and drag large stone, with the result
that a streak is made in the mat. When this occurs
often, stop paving, raise the strike-off, and try again.
When the strike-offs are too high the following wear
and operational difficulties will be encountered. (See
Figure 27).
1. Too much material will be metered to the
screed. Therefore, in order to maintain a relatively
thin mat thickness, it is necessary to tip the front of the 12 Inch Extension On LH End Of Screed
screed down with the hand wheel adjustments. With Figure 29
the screed in this position for any length of time, rapid All parts of the extension are shipped loose and
wear on the leading edge of the screed will occur. must be assembled in the field. Some careful work is
2. Poor mat textures and low compaction of the required to align each extension bottom to the screed
mat will prevail under these conditions. bottom, the moldboard extension to the moldboard,
3. Erratic control of the screed will be noticeable and the strike-off plate extension to the strike-off
when making minor adjustments. plate.
A double set of shim packs is supplied with each
extension so that an adjusted shim pack can be kept
inside the extension at its proper corner location.
(See Figure 30). The lengthy job of fitting the
extension bottom to the screed bottom need not
be repeated each time the extensions are
installed. Re-installation of the two correct shim
packs will quickly restore alignment and no time is
lost. The moldboard shims can also be attached at
their respective locations to save time aligning the
Flat Strike -off Adjusted Too High extension moldboard.
Figure 27 A step by step procedure for assembly and
installation of an extension is shown on the following
pages.

Page 62
 ASSEMBLY OF SCREED EXTENSION

5. Install the two Adjusting Bolt assemblies

1. Run a ½ " NC tap through the screw holes for
using
strike-off plate to clean out paint and dirt.
* a hex nut above the bracket and one below.
(The special screws are not locally available.)

2. Install the Support. Tighten the two flat-head 6. Run a ½ /2" NC tap through the screw hole in
* socket screws. each Adjusting Bolt assembly to clean out
paint and dirt.

3. Install the Bracket and the Height Gauge. 7. Install the Strike-Off Plate using all of the
special parts shown in Illustration 8, arranged
exactly as shown! Tighten Shoulder Screws.

4. Install a Gauge Pointer on each of the two

Adjusting Bolts. 8. Arrange the Seal and the three Washers on
each Shoulder Screw as shown above

Page 63
 ASSEMBLY OF SCREED EXTENSION - cont.

9. Install the capscrews which attach the Strike- 11. Use gauge tool to check accuracy of Gauge
* off Plate to the Adjusting Bolts. Tighten the and Pointer read-out when strike-off plate is
screws. raised.

10. Adjust Strike-off Plate flush with screed ex- 12. Install the Back Cover. Tighten the screws.
tension bottom, then adjust Gauge zero (0) even with
top of Pointer.

INSTALLATION OF SCREED EXTENSION

3. Set extension with bottom tight against and

1. Remove Screed Plate.
nearly flush with screed bottom. Make up ap-
proximate shim packs for top bolts.

2. Remove Plate from heat duct.

4 Install the four bolts in the lower positions.
* Draw up a loose tension. (finger tightness)

Page 64
INSTALLATION OF SCREED EXTENSION - Continued

5 Suspend screed on its safety cables. Check 9. Install bolts and tubular spacers.
across the two bottom surfaces with straight
edge to align flush.

10. Add shims at all top bolt positions as necessary

6. Adjust the two shim packs to align the bottom * to align the moldboard and the moldboard
surfaces and draw all six bolts very tight. Recheck extension. Tighten all three bolts.
alignment.

11. Use a straight edge and adjust the extention

strike-off plate exactly in line with the adjacent
strike-off plate
7. Re-check alignment.

12 Install the Heat Duct Deflector whenever an

extension longer than 1 foot is added. For 1 foot
8 Fit Moldboard Extension into place between extension leave duct cover plate off.
strike-off plate and extension.

Page 65
INSTALLATION OF SCREED EXTENSION - Continued

13. Install screed plate. Use hex head screws at rear 14. Install the extension cover
and flat head screws at front, where the side plate
requires clearance

Extension With Adjusted Shim Packs Attached

Figure 30

IMPORTANT! When extensions are removed from the screed always attach the correct shim pack at the
correct point of use so that you will nlot have to delay the job by re-figuring the two packs. Merely use the
former shim pack and the alignment will be correct. (See Figure 30).
When more than one extension is used at one end of the screed, be sure to mark each extension for re-
installation in the same order as before. Mark the extension attached to the screed as No. 1, the second from
the screed, No. 2, etc. This will keep the adjusted shim packs correct for straight bottom alignment.
The bottom of an outer extension should be checked for wear frequently particularly when over lap paving
is done. An extension is always recommended for use at the point of overlap so that the short length of
bottom section will absorb the extra wearing tendency of the overlap operation.

Page 66
 Cut-away Of Screed Showing Heating System Cross-section Showing Heat Flow Thru Screed
Figure 31 Figure 32

SCREED HEATER
The fuel oil or LP gas fired screed heating system is switch operated at the burner unit. Fuel ignition is
automatic and fan operation is continuous. The fan forces the hot fumes of combustion downward through the
flame chamber and into a distributor duct which extends to each end of the screed. The heat passes across the
entire screed bottom surface, then travels upward through the curved hollow moldboard assembly to vents
along its upper edge.(See Figures 31 and 32).
The main purpose of the heater is to raise the temperature of a cold screed to approximately 3000 F.
before first contact with the hot asphalt mix. This assures a non-sticking flow of material along the moldboard
and screed bottom and imparts a smoother more uniform mat surface texture. When paving begins the heater
is usually shut off, as the hot asphalt material will normally maintain the proper screed temperature.
If material delivered to the paver hopper has cooled too much, the surface texture of the mat may be
improved by running the screed heater. The excessive cooling of material may be caused by delays in hauling,
however, if the material was dumped into the truck at too low a temperature a correction must be made at the
mixing plant to restore efficient production of a high quality mat.
The temperature recommended for material delivered to the paver is 2500 F. minimum when medium and
high penetration asphalt is used. The minimum is 3000 F. for low penetration (40 to 50) asphalts. Many mat
defects can be caused by incorrect material temperature at the time of paving.

Usually a screed bottom will be heated sufficiently by running the heater for 20 to 30 minutes. When the
screed is hot enough, close the burner fuel valve but leave the switch at ON to keep the blower motor running
for at least 15 minutes to dissipate the heat. On oil fired units also open the vent door at the top to speed the
cooling. Excessive heat can cause the screed to warp. Do Not Heat the Screed Above 3500°!

IMPORTANT: When specifications require heat on the material at all times the
heater should be set as low as possible.

A check for accumulation of asphalt in the heat vent holes the moldboard can be made by placing a hand
near these openings behind the top of the moldboard and checking the full length for even exhaust of warm air.
These vents become plugged when material is carried too high over the conveyor screws and falls between the
moldboard and backing plate. A stiff wire can be used to clean small accumulations of material, or the
moldboard can be removed for cleaning.
Periodically remove the screed plate as described in the Maintenance Section 11 and clean the inside of
the screed plate and heat duct of all asphalt, sand the fine material which has sifted in over a period of time.
Failure to keep the inside of screed plate clean will cause uneven distribution of heat to a cold screed and
consequently lead to tearing of the mat surface when the paving operation begins.

Page 67
 Rear View Of Screed And Burner Assembly
Figure 33

12VDC SCREED HEATER OPERATION AT

ENGINE IDLE SPEED
12 VDC screed heater system can be put into operation as soon as the paver engine is running at Idle
speed for warm-up. This permits the simultaneous warm-up of both engine and screed in preparation for
paving.
At the end of the paving run when the paver is to be spray cleaned and lubricated with fuel oil, the engine
speed can be reduced to Idle while the screed heater motor is being used to operate the fuel oil pump.
PULSATOR AND COIL
The 12 V.D.C. ignition system for the oil fired screed heater includes a pulsator unit which interrupts the
flow of D.C. current to the ignition coil in order to create a sparking at ignition electrodes. The pulsator is
mounted inside the box which houses the auto. transformer for the right hand vibrators. (See Figure 33)
The ignition coil is mounted on the inner side of the fuel oil pump and fan housing, under the heater
cover. (See Figure 35)
CIRCUIT BREAKER FOR 12 V.D.C. SCREED
HEATER SYSTEM
A burner system power switch on the instrument panel is also the circuit breaker for the system. If the switch
trips to OFF automatically during operation, look for the cause of the overload before re-setting.
A second burner system power switch for ground level accessibility is located on the R.H. junction box for
the screed. (See Figure 33)
A third switch in the screed heater system is described in the following paragraph.
SOLENOID VALVES
Two solenoid operated shut-off valves and a selector switch are used to direct fuel oil flow to burner or to
spray nozzle. A manual shut-off valve is provided in each feed line. They are intended as positive shut- in
case of eventual solenoid valve leakage. Normally they should remain fully open. The toggle type selector
switch has three positions - OFF, BURNER & SPRAYDOWN. (See Figure34)

Right Side View Of Burner

Figure 34

Page 68
 Exploded View of Screed Heater
Figure 35
TO OPERATE SCREED HEATER (OIL FIRED)
1. Set engine operation at idle speed.
2. Close air vent cover & adjustable air damper.
3. Open the supply tank valve. (If closed)
4. Open burner feed valve. (If closed)
5. Set solenoid selector switch to BURNER.
6. Push burner switch to ON (*) at instrument panel. Turn junction box burner switch to ON.
7. Check sight hole in flame chamber for flame.
8. Adjust air damper on burner to obtain bright, clean fire. (Approximately 1/3 to 1/2 open.)
To Turn Burner Off
1. Set solenoid selector switch to OFF.
2. Open air vent cover.
3. Run burner blower for approximately 15 minutes or until fumes and heat are dissipated in screed.
4. Turn junction box burner switch to OFF (*). Pull instrument panel switch to OFF.
5. Close air vent cover at end of day's run to prevent moisture from entering screed.
(*) NOTE: Burner will re-light quicker when switch has been at "OFF' for two or three minutes, and air
damper is closed.

Burner Nozzle & Ignition Electrodes

Figure 36
To Use Spray Hose
1. Run engine at idle speed.
2. Open supply tank valve. (If closed)
3. Open spray hose valve. (If closed)
4. Set solenoid selector switch to Spray Down.
5. Push burner switch ON at instrument panel.
6. Turn junction box burner switch to ON.

Page 69
 Top View of Screed Junction Box
Figure 37
Trouble and Remedies for Oil Burner

1. No Oil Spray and No Ignition

(a) Check instrument panel switch for ON. It is also the system circuit breaker and may have tripped
immediately by an overload.
(b) Check junction box burner switch for ON.
(c) Check solenoid valve selector switch (located close to valves on RH side of burner). It has three
positions, BURNER-OFF-SPRAY DOWN.
(d) Check wiring to switches. There should be 12 volts DC at the power terminal. (Refer to electrical
trouble shooting data in Section 4.)

2. Oil Spray but No Ignition

(a) Turn burner switch to OFF.
(b) Remove burner cover and check for contact of ignition coil wire to electrode contact strip.
(c) Remove electrode assembly. Clean electrode points and insulator and determine if insulator is cracked
or broken. Check setting of electrode points to specifications in Figure 35.
(d) Check wiring from switch to pulsator and from pulsator to coil. (Refer to Electrical Section 4.)
(e) Re-install electrode assembly in burner. Install cover. Turn burner switch to ON. If there is still no
ignition, check pulsator. (Refer to Burner Electrical System Troubleshooting Instructions in Section 4.)

3. Ignition but No Spray from Burner Nozzle

(a) Be sure hand valve in burner fuel line is open.
(b) Check fuel oil tank for level. Be sure sediment filter element is not plugged.
(c) Turn burner switch ON and make sure fan is running. Turn solenoid selector switch to SPRAY DOWN
and squeeze spray nozzle lever to see if normal spraying occurs. (Be sure hand valve in hose line is
open.)
(d) If normal spraying occurs turn switch to BURNER and check at burner solenoid wire terminals for 12
VDC with voltmeter. If no voltage, the toggle switch or wiring is faulty.
(e) If 12 VDC is present, turn switch to OFF. Disconnect burner fuel line at shut-off valve. Hold a container
in such a way that a spurt of oil can be safely caught. With pump running, jog switch to BURNER
position. If no oil spurts into container, solenoid valve is inoperative.
(f) If oil spurts from valve, re-connect fuel line. Clean burner nozzle and the strainer ahead of it.

Note: Pump must develop 100 PSI pressure in feed line for proper operation.
Replace pump if gauge installed in feed line does not show 100 PSI.

Page 70
SCREED VIBRATORS
The electric vibrators on the screed which help with the initial compaction and smoothing of a high density
mat are operated by toggle switch

Figure 38 Adjusting Screed Vibrator Intensity

from the control console. The vibrators will only operate when the paver is at full throttle and either
Track Switch is in the Travel position . This prevents extra compaction in one place on the mat when the
paver is temporarily stopped. (Note: Vibrators can be test-operated when paver is not moving by first moving
the clutch lever on the side of the engine housing to DISENGAGED position. Transmission must be in
FORWARD.) The operating intensity of each unit can be varied to produce more or less vibration. An
adjusting knob is located on the variable transformer connected to each vibrator (See Figure 38). A
recommended start-up setting is 3/4 of the range between zero and the highest dial marking.
SCREED MAINTENANCE
It is important that the screed be kept in good condition so that wear, looseness, or breakage of parts does
not begin to produce poor paving results before a noticeable defect exists. The hand wheel assemblies which
adjust the screed angle must be kept in good condition. Crown adjustment and spring hanger bolts must be
kept tight. There are numerous places where wear can be compensated by shimming and adjusting. See
Maintenance Section 11 for details.

Screed Bottom With Crowning And Pull Arms

Figure 39
QUICK-CHANGE SCREED BOTTOM:
The asphalt finishing surface of the full floating screed should be kept in good condition. The quickchange
bottom features makes replacement of this vital part relatively easy. If all paving is done with the correct
adjustment of the pull arm "pull-point" and strike-off, and without extensive bridging when mat overlap is
required, the screed bottom will wear uniformly.
If either the leading or trailing edge does wear first, the bottom can be reversed to interchange the leading
and trailing edges.
Always replace the screed bottom before it wears completely through!

Quick-change Screed Bottom With Frame And Crowning Arms

Figure 40
Page 71
 SECTION VIII
Operating the Paver

Paving with Operator in Right Hand Seat Position

Figure 1
CONTROL SWITCHES
Movement of the paver and all paving function is controlled from the operator's console (See Figure 1).
This electrical unit is mounted on a support which can be picked up and shifted from one side of the paver to
the other along with operator's seat. The electrical cable is long enough to reach both positions. All of the
operators controls are toggle switches except the main clutch and the transmission shift levers. The individual
switch functions are follows: (Refer to Figure 2).
1. Horn Switch: Used mainly to signal truck drivers and crew members. The horn switch is two position;
ON-OFF with spring loading to OFF.
2. Duo-matic Switch: Used as main power switch for automatic screed control system (when purchased).
If the system is not supplied the switch is not connected.
3. Throttle Switch: Adjusts engine speed to the following,
(a) Idle speed (center position)
(b) Immediate full throttle (forward position)
(c) Gradual full throttle if travel switches are in TRAVEL position so that a Soft Start of paver
movement occurs (rear position). The switch has three positions; FULL-IDLE-SOFT START.
4. Vibrator Switch: Starts and stops screed vibrators used for initial compaction, if the paver is moving
forward.
The switch has two positions; ON-OFF.
5. Track Switches (Right Hand and Left Hand): Engage electric clutches in paver track drive system
and electric brakes. Each track has its own control switch so that the paver can be turned by operating only
one track drive. The machine pivots on the opposite track. If an abrupt turn is to be made the switch for the
pivot track can be

Operator's Control Console

Figure 2

Page 73
moved to the BRAKE position and the paver turns sharply. If both switches are moved to the BRAKE position
the paver stops instantly. In its center position the switch is OFF. Each switch has three positions: TRAVEL-
OFF-BRAKE.
6. Screed Lift Switch: Raises, holds, or lowers screed assembly by hydraulic power. In the center
position, the screed position is held hydraulically locked so that no downward creep can occur. The switch is
three position; UP-HOLD-DOWN with spring return to HOLD.
7. Feed Switches (Right and Left Hand): These two switches individually start and stop each pair of
combined slat and screw conveyors which feed material ahead of each half of the screed. Conveyor operation
can be controlled manually with the operator observing the amount of feed, or it can be done automatically
using two auxiliary "feeler switches" which are operated by material build-up near the ends of the screws. Each
type of operation engages or dis-engages the electric clutches which drive the conveyors. Each switch has
three positions; MANUAL-OFF-AUTOMATIC.

Adjustable Material Depth Control Switch

with Feeler Arm - R.H. Assembly Shown
Figure 3
NOTE: The conveyors will not run unless the paver transmission shift lever for travel direction .is in the
FORWARD position. (See Figure 4) A limit switch actuated by the transmission opens the conveyor electrical
circuit when the paver is shifted for reverse travel.

Main Clutch and Transmission Shift Levers

Figure 4
8. Hopper Wing Switch: The two hopper wings are raised or lowered by operation of this toggle switch. It
controls valves in the hydraulic system which direct the action of two hydraulic cylinders connected to the
wings. The wings are raised when material at the sides of the hopper needs to be moved toward the slat
conveyors. The switch is three-position; UP-OFF-DOWN, with spring return to off.
(NOTE: The movement of hopper wings is normally irregular because a single hydraulic pressure line
powers both cylinders and the wing offering the least resistance moves first).
9. Truck Hook Switch: Used as control switch for hydraulically powered truck hook system (when purchased).
If system is not supplied the switch is not connected.
10. Screed Heater Switches:
Three switches are used to control operation of the oil fired screed heater and oil spray-down unit which is
mounted on the screed.
The burner pump and fan motor is controlled by the burner power switch and circuit breaker on the
instrument panel, and the ground level burner switch on the screed junction box.
The selection of burner operation or oil spray for clean-up and lubrication is made by setting the 3-position
toggle switch on the side of the burner housing. The switch has three positions, OFF - BURNER - SPRAY
DOWN. It controls two solenoid operated valves in the fuel oil distribution lines.
Page 74
 Three small hand-operated shut-off valves in the fuel oil distribution lines are provided as positive shut-off
means in the event of leakage through solenoid valves, etc. They are normally open.
See Screed Section 7 for screed heating and fuel oil spray details.
PRE-START CHECK (DAILY REQUIREMENT)
Before starting a paver for a regular run the operator should check the following details personally.
1- Engine oil level. It will be somewhat below hot oil level, (Dipstick gauge).
2 - Transmission oil level (14" on Dipstick).
3 - Engine fuel level.
4 - Coolant supply. (Radiator).
5 - Hydraulic fluid level (Reservoir sight gauge).
6 - Battery water level.
7 - Screed Heater fuel level.
8 - V-Belt Tightness and condition.
9 - Engine air filter condition. (Especially Diesel.)
10 - Air Filter Hose for loose clamps or leaks.
Before starting a paver for a regular run, the operator should make sure that the following requirements
have been attended to:
1 - Oil level in both transfer cases is adequate.
2 - Grease fittings have been attended as recommended for daily lubrication requirement.
TO START ENGINE:
The following procedure is recommended for start-up of a paver in preparation for a paving run.
1 - Disengage main clutch.
2 - Turn main control key switch to ON.
3 - Set both Track switches to BRAKE. Set all other switches on console to OFF.
4 - Start engine by turning and holding the key switch to ON. (Also see Engine Operator's Manual).
5 - Check to make sure the transmission oil pump is operating in the following way:
(a) Look at the oil line Sight Glass on the top of the transmission. (Section 3, Fig. 10) With the main
clutch disengaged and the transmission pump not turning the sight glass will be clear, indicating no oil flow.
(b) Engage the Main Clutch.
(c) Look at the sight glass to be sure it is darkened by the oil flow which indicates that the pump is
working properly to lubricate the upper gears and bearings of the transmission.

Selection Plate for 24-Speed Transmission

Figure 5
PAVER TRAVEL (NOT PAVING)
With the engine idling and main clutch disengaged;
1. Move both Track Switches to BRAKE position, and Follower Switch to OFF position.
2. Set the three transmission levers to produce the speed and direction of movement you wish. (If gears
do not mesh, jog main clutch and try again).
(a) Range Lever - #1 (slowest) through #4 (fastest).
(b) Direction Lever - Forward or Reverse.
(c) Speed Lever - #1 (slowest) through #6 (fastest).
3. Engage main clutch.
4. If slow movement is desired, as for unloading the paver or moving through a narrow area, leave the
Throttle Switch at idle and move the track switches to TRAVEL. Steer the paver by moving the switch of the
pivot track to OFF or BRAKE depending upon how sharp a turn is needed.
5. When fast movement is desired, move the Throttle Switch to SOFT START and move both Track
Switches to TRAVEL. Steer the paver by moving the switch of the pivot track to OFF or BRAKE depending on
how sharp a turn is needed.
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STOPPING PAVER
A paver is normally stopped by moving both Track Switches to the OFF (center) position. If an emergency
stop is required, move both track switches all the way forward to BRAKE position. CAUTION! An operator
should be braced for sudden stoppage if brakes are applied when the paver is moving at top speed.
PARKING AND HAULING PAVER - IMPORTANT!
When a paver is to be parked on any degree of slope, both tracks should be adequately blocked at the
downhill end to prevent downhill movement! The electric brakes should not be used as parking brakes!
When a paver is loaded for transport, regardless of distance to be moved, both tracks must be blocked
adequately at each end, or the paver chained down to prevent it from rolling. Do not rely upon the electric
brakes to hold a paver during transit.

ANGULARITY RESTRICTIONS
The constant need for proper engine lubrication makes it necessary to restrict the slope at which the paver
may operate. These restrictions which are imposed by the engine manufacturers are as follows:
1. Paving Uphill (See Figure 6) - Do not exceed a 53% slope (28°).
2. Paving Downhill (See Figure 7) - Do not exceed a 36%o slope (20°).
3. Paving With One End of Screed Elevated (See Figure 8) - Do not exceed a 57% slope (30°).
NOTE: The angularity shown represents the engine operating restriction only! If a paver is to operate
near this slope limitation some satisfactory method of holding the paver on the slope must be devised by
the owner.
CLEANING PAVER
It is important that the paver be thoroughly cleaned at the end of each day's operation. A long spray
nozzle hose is attached to the heater fuel oil supply valve and will reach any part of the paver for spray
cleaning and lubricating. (See Figure 9. Refer to Maintenance Section for details.) Every time the paver is
cleaned, the tracks should be sprayed with fuel oil. There is enough lubricant in the fuel oil to keep the track
pins from rusting and binding.
TIGHTENING NEW TRACKS
IMPORTANT ! A new paver or one having a new set of tracks will require daily tightening of the tracks
until all link pins have "worn in" and stretching of the track no longer occurs. When this initial stretching
stops it will only be necessary to check and tighten the tracks occasionally. (See Section 11)

Figure 6

Figure 7

Cleaning paver with Screed Heater Fuel Spray Accessory

Figure 9
Figure 8

Page 76
OPERATING CAUTION
When a paver has been out of service for a lengthy period, such as during the Winter months, be sure to
clear the hopper of all items such as shovels, tools, and personnel before starting the engine! Under
certain conditions rust will build up on feed clutch surfaces to the extent that slat and screw conveyor
movement will take place even when both Feed Switches are OFF. As soon as the rust wears away, operation
becomes normal. Always start the paver after a long shut down with the main clutch disengaged, track
switches at BRAKE, both Feed Switches OFF, and the hopper cleared.

Main Electrical Panel

Figure 10
REVERSING DIRECTION OF SLAT CONVEYOR TO RELIEVE JAMMED OBJECT
1. Remove cover of main electrical panel on the front of the engine to expose the paver wiring. (See
Figure 10)
2. Connect a jumper wire between terminals No. 45 & No. 46 at any convenient point. (This eliminates
the function of the limit switch on the transmission.)
3. Start the engine and run at IDLE speed.
4. Shift the transmission Direction Lever to REVERSE. (The limit switch opens but the circuit remains
unbroken due to the jumper wire.)
5. Move the appropriate console switch for the conveyor involved to the MANUAL position just long
enough to move the slat conveyor in the reverse direction and release the jammed object. Do not run it longer
so that the chain starts to ride-up on the sprockets due to reversed tension. The slat bars can also catch on the
return rails if the chain happens to be quite slack.
6. Stop the engine. Shut-off all power and remove the jumper wire.
VIBRATOR OPERATION WITH PAVER STOPPED
Whenever it is desirable to operate the vibrators when the paver is stationary, proceed as follows:
1. Disengage main clutch.
2. Shift transmission into FORWARD gear. (This will close the circuit limit switch.)
3. Set engine throttle switch to FULL.
4. Set one of the two track switches to TRAVEL.
5. Set vibrator switch to ON.
IMPORTANT! When test operating the vibrators, set the screed bottom on a flat surface with no
stones or similar objects under it so that the bottom is not scored and scratched as the bottom
vibrates.

Page 77
BURNISHING TRACK CLUTCH & BRAKE FACINGS TO IMPROVE PERFORMANCE
The facing material on the two electric track clutches and on the two electric track brake assemblies can
become glazed from operation so that excessive slippage occurs. Poor clutch operation will result in both R.H.
& L.H. drives slipping, or in one track consistently failing to keep up with the other so that an abnormal amount
of steering is required to maintain a straight course.
Poor brake operation will result in an inability to hold position on uphill paving run.
When poor performance of a clutch or brake is suspected, the unit in question should first be 'checked for
armature "hang-up" on the drive pins, oil on the friction faces, improper electrical function, or worn-out friction
faces. (See details of dimension checking in preceding paragraphs.) Slippage can also be due to an overload
condition. The drive train and tracks should be inspected for mechanical binding.
If none of the above factors seem to be the cause of clutch slippage, the performance of the clutches may
be improved by carrying out a burnishing operation to remove "glaze" from the friction surfaces. (The same
effect cannot be obtained by using a solvent, as during an oil removal effort, nor by "roughing-up" the friction
surfaces by hand!)
Burnishing Track Clutches
(1) Move paver to where center of main frame front edge is in direct contact-with a suitable immovable
object, which can safely withstand the full force of paver drive power. IMPORTANT! Be sure that no truck hook
or other part of the paver will make contact and be damaged by the full force of the paver drive. The tracks
should be resting on hard dry soil or other dry surface which will not break-up or be badly damaged by the full
force of the paver drive.
(2) When paver is in place, arrange electric system so that brakes will be on when the Track switches are
at the Travel position. (For early model paver brakes the brake coil must be energized. For pavers with
electrically released brakes the coil must be de-energized.)
(3) Arrange track speed controls for high speed travel.
(4) Move the track switches to the center position (neutral).
(5) Move throttle switch to Full position.
(6) Intermittently move one track switch to Travel position then back to neutral so that the clutch is
momentarily engaged and the clutch surfaces heat-up rapidly to above their normal operating temperature.
(150 F - approx.).
IMPORTANT! The clutch should not smoke from intense heating.
Repeat this procedure on the opposite track. After both clutches have reached the elevated temperature
continue the procedure for at least five minutes at a slower rate so that the temperature is maintained but not
exceeded. Both clutches are then burnished at the same time by alternate switch actuation.
Burnishing Track Brakes
(1) Arrange track speed controls for high speed travel.
(2) With track switches at Brake position, move throttle switch to Full position. When engine is warmed up
for operation move both track switches to Travel and when paver has attained its maximum forward speed,
move one track switch to Brake then back to Travel as quickly as possible. When this is done fast enough, the
brake does not "grab", but
does make sufficient contact to the heat surfaces.
Caution! The operator should however, be braced for sudden deceleration.
Repeat this procedure until the brake is hotter than during normal operation (I 500 to 2000 F) but not
smoking. Then repeat the same burnishing effort on the opposite brake.
(NOTE: If this procedure presents a problem, the same effect can be obtained by blocking-up the paver
so that both tracks are completely off the ground, and there is no actual paver movement).
(3) When the brakes have cooled completely, test paver steering to see that normal operation of the
brakes has been restored.

Page 78
 SECTION IX
PLANNING THE PAVING JOB
PLANNING THE PAVING JOB
The careful planning of a paving job is essential to fast, efficient, and low cost operation. Some of the
planning factors related to general paving are covered in the following paragraphs:
(a) Material Delivery - The steady delivery of hot material to the paver will often have a bearing on how
a multiple width mat will be divided. The accessibility of roadway to the delivery trucks could possibly override
the advantages gained by laying portions of the mat in the more desirable way from the standpoint of paver
operation.
(b) Two or More Different Mat Widths - When two or more mats of different widths are laid, the narrow
mat which requires the use of a cut-off shoe should be laid first. The final mat can then be laid at full screed
width without the complication of cut-off parts.
(c) Matching One Mat to Another - When matching one mat to another use a 6" or 1 foot screed
extension on the joining end. This will provide a small separate screed bottom surface to absorb the extra wear
that occurs when the slight overlap for matching is made. The extra wear would otherwise take place on one
tip of the long screed bottom and destroy its uniformity.
(d) Straight Center Crown Requirement - When it is necessary to maintain a straight crown in the
middle of a wide multiple mat roadway, it is best to lay the crown section first, then match the adjoining mats to
it.
(e) Narrow Roadways requiring Multiple Mats When planning to pave a narrow roadway which does not
have a shoulder area for screed overhang past the cut-off shoe, pave the narrow mat first with the screed
overhang on the inside. If this road is to have a crown, the cut-off will be made at the center for both mats with
the shoe actually riding on the first mat when the second mat is laid.
(f) Overlapping Mats - Do not overlap mats extensively unless it is required. If required, keep the
overlap to the minimum requirement. Excessive overlap can cause a bridging and tearing of the mat. If a
large overlap is required use a cut-off shoe to block material from coming too far under the screed in the
overlap area. It is the excess material allowed to build up under a screed that eventually supports the end of
the screed to cause bridging and holes in the mat. It also causes very rapid wearing of the screed bottom in the
area that is supporting most of the screed weight.
(g) Maximum Stone Size in Material - The intended mat thickness must be at least 11/2 times the
dimension of the largest stone size in the material. Fewer problems will be experienced if the mat is twice
or three times thicker than the largest stone dimension.
Example: If the roadway specification calls for a 3" thick rolled mat, the largest stone used in the material
should not exceed 11/2" to 2"! If 1" stone can be the maximum size it will cause fewer problems than the
larger stone.

Positioning Screed for Paving Start-up

Figure 1
PAVING
(a) Move the paver into position so that the steering guide marker is aligned and the screed can be
lowered to the exact point at which the mat is to begin. Move both Track Switches to the BRAKE position when
the paver is in place.
(b) Make a careful check of the screed to make sure it is ready for paving. Extensions, cut-off shoes,
etc., should be properly installed. Crown adjustment should be checked with stringline as a start-up setting.
Strike-off should be accurately measured and adjusted.
(c) Set wood support blocks under the ends and center of the screed at the correct mat thickness
height and level for proper screed take-off when paving begins. With engine at full throttle unhook screed
safety cables and lower screed to blocks allowing both lift cables to go completely slack before moving screed
lift switch to center (HOLD) position.
(d) Raise each hopper gate to the 1/4 open position for start-up. When paving starts adjust them as
necessary. See Figure 4.

Page 79
 (e) For manual adjustment of mat thickness control, turn each handwheel until no load is felt on the
screw. Turn the handwheels clockwise until a load is felt, then turn them an additional 1/3 revolution in the
same direction to set a slight screed angle for start-up.
(f) Make a visual check of engine speed by reading the Frequency Meter. If the engine speed is
holding at 2000 RPM the frequency will be steady at 61 cycles (Adjust engine speed governor if necessary to
obtain this reading).
(g) Set throttle switch at IDLE and engage the main clutch.
(h) With engine at IDLE speed, start screed heater. Heater should run from 20 to 30 minutes in order
to bring the temperature of the screed bottom to approximately 3000 F. CAUTION! Do not heat the screed
above 3500 F as warping can result.
(i) When screed temperature is satisfactory move solenoid valve selector switch to OFF position. This
will allow burner fan to dissipate the heat. Also open upper vent door.
(j) When intense heat is eliminated stop fan motor by turning junction box burner switch to OFF.
(k) Disengage main clutch.
(l) Shift transmission Direction Lever to FORWARD.
(m) Shift transmission Range Lever and Speed Lever to produce the paving speed selected. This
selection should be based primarily on the rate at which hot material can be delivered to the paving site. A
chart showing paving speeds for 1" mat thickness, as related to tonnage of material required, is shown near the
end of this Section. (New operators should use slow speed for gaining first experience).
(n) Set both Track Switches to BRAKE position.
When the first truck arrives with material, the paving operation can be started as follows:
(o) Have truck back-up to within 1" (approx.) of the paver push rollers.
IMPORTANT! The trucks should never be allowed to bump the paver, as this will cause marks on the
finished mat as paving progresses.

Using Guide Marker, Reference Line and Cut-off Shoe

Figure 2
Have the trucker set his brake so that the truck will not roll away from the paver when the material is
dumped. IMPORTANT! Do not allow material to be spilled in front of the paver. If this occurs, shovel the
spillage into the hopper. Do not attempt to bulldoze it with the front of the paver! Material will jam up the
return side of the slat conveyors and pack into the track links. If material is left in front of the tracks it may
cause waves in the mat.
(p) Dump material Into Paver Hopper.
(q) When ready to pave, engage master clutch.
(r) Set engine Throttle Switch to FULL position.
(s) Move both Feed Switches to the MANUAL position. When the slat conveyors have fed the material
to the spreader screws and it is spread across the full length of the screed to the proper depth, move the Feed
Switches to OFF.
(t) Set Vibrator Switch to ON. (Vibrators will not start until paver moves forward. Adjust the four
Vibrator Intensity Control Knobs on the transformers to about 3/4 range to start. When some mat is laid re-
adjust the vibrator intensity for the best mat surface appearance. Once properly set, little or no additional
adjustment will be necessary).
(u) Set engine throttle switch to SOFT START position.
(v) Set both Track Switches to TRAVEL simultaneously to start paver movement and operate the Feed
Switches manually to keep the material spread ahead of the screed.

Page 80
 (w) Correct the direction of paver movement by moving 'the Track Switch of the pivot track to OFF
momentarily.
(x) After some experience is gained with manual feed control, set both Feed Switches to AUTO. and
observe the level of material maintained by the two depth sensors. If necessary, stop paving and re-set each
sensor by loosening the control arm and sliding it inward or outward to maintain a different material height on
the screws.

Adjusting Right Hand Hopper Gate

Figure 3
MATERIAL CONTROL
Adjust hopper gates, Figure 3, so the material flows almost constantly to the spreader screws. The
spreader screws should be kept a little more than half covered with material (Refer to Material Feed,
Section 6)
(1) The ends of the spreader screws should not be filled too full. This causes the material to pack
against the end plates and in some cases may spill over the sides. IMPORTANT: When operating with
automatic feed control, never starve the screw conveyors to the extent that there is not enough material in
the screws for the cut-off switches to operate. It is important to check to see that material does not build up in
switches and control arms, causing improper operation. KEEP CLEAN AT ALL TIMES.
(2) When too much material is carried in the spreader screws, excessive wear will occur on the screws,
and the material will spill over the end plates and screed moldboard.
(3) When operating under manual control the operator will have to watch the material level across the
length of the screed because uneven or excessive amounts of material cause a poor appearing and wavy mat.
ADJUSTMENT OF HOPPER GATES
The material gates, Figure 4, located to the rear of the hopper, control the flow of material to the spreader
screws.
(1) Gates should be regulated so that the spreader screws operate 80% (minimum) of the time.

Comparison of Gate Height to Material Feed

Figure 4
(2) When bleeding out material on one side of paver, the operator should and may have to adjust the
gate on that side to increase the amount of material flowing to the spreader screws. Switch from automatic to
manual feed.
OPERATING SUGGESTIONS
(1) Mat Thickness - The screed man should check the depth being laid at each side of the mat and
make whatever adjustments necessary to maintain a uniform depth of mat.
(2) The adjustment of the screed control should not be made too rapidly. The screed should always be
allowed to seek the new level of operation.
(3) The operator should make sure that the proper amount of material is being fed to the spreader
screws.
(4) The operator should check the speed the paver is traveling. The paver should move fast enough to
lay the material without delaying the trucks, and not so fast that he has to wait for trucks.
(5) The operator should never run the slat conveyors out of material and starve the spreader screws,
but he should allow the hopper to empty out to some extent before the next truck dumps its material.
Page 81
 (6) When controlling the paver, the operator should be careful not to push either right or left toggle
switch all the way forward. This would apply the brakes and cause over correction and an impression on the
finished mat. Quickly dis-engage and re-engage track clutches as many times as becomes necessary to
correct the direction of paver movement.
NOTE: One of the most common mistakes made by a new operator is over-
control in steering. A quick snap of one switch to OFF is all that is necessary to
correct the direction of the paver.
(7) IMPORTANT: Clutches should be inspected after the first week of operation and every 30 days thereafter.

Selecting Proper Operating Speeds

The paver should not travel any faster than necessary. The operation should run smooth at all times.
Even though the paver will travel at speeds that exceed the production of the mixing plant, the operator will not
gain by running at the faster speed. Always operate at a constant speed, and let the production of the mixing
plant determine this speed.
If necessary higher paver speeds can be used to expedite the unloading of a backlog of trucks which may
be caused when the paver is making a joint or similar time-consuming operations.
(1) Operating Speed Ranges (Refer to Material Feed, Section 6)
When operating at high speed ranges, it may be necessary to adjust the rheostat controls for the screed
vibrators; increasing the amplitude of the two outside, middle, or all four vibrators.
Correct operating speed of paver should be selected to handle the output from asphalt plant without long
delays between trucks
(2) Job specifications may determine the paver speed.
Laying a Wide Mat
When the paver is required to lay mats of extreme widths or an extra deep mat, the following adjustments
and changes must be made.
(1) Make sure screed plate extensions and screws are assembled according to recommended
procedure. See Installation Of Attachments, Section 7.
(2) Measure screw conveyor diameter, and weld screw up to its original diameter (14" Standard Auger)
if necessary. Also, check paddles on screw conveyor (14" Diameter standard, and reweld if necessary.
(3) Check to make sure strike-offs are positioned correctly on front of screed plate. THIS IS VERY
IMPORTANT. (See Screed Section 7.)
(4) Usually it is necessary to lower the gates to feed more material to the ends of the screed.
(5) Install material retaining plates, so that spreading screws readily move the mix to the outer ends of
screed. This keeps a full supply in front of the screed extensions, rather than letting it flow away from in front
of the screws. Also, with retainer plates it is possible to maintain a low but uniform level of material in the
moldboard area, and consequently better movement off the moldboard into the screws and better operation of
the automatic depth sensors.

CAUTION: Avoid too much material in spreader screws as excess material

will not roll off the moldboard efficiently. Adjust depth control feelers to
maintain desired level of material.

CROWN ADJUSTMENT
Some of the conditions that can be corrected by proper front crown adjustments are loose edges with
sandy streaks in the center of the mat, or tight edges with a marking in the center of the mat. (See Figure 5)
Loose mat edges for approximately the last 18" on each side, and a tight sandy center strip indicates too
much crown. To correct this condition, back off the front crown adjusting nut until the front crown is only 1/16"
greater than the rear crown or less. Then

Page 82
 Edges Loose - Decrease Front Crown Center Loose - Add More Front
Crown
Effect of Crown on Mat Uniformity
Figure 5
add front crown by turning the nut 1/6th turn at a time until the mat has the desired appearance. Adjustment
should be made slowly, waiting each time for the effects of the new setting.
Tight mat edges and a marking or looseness at the center of the mat indicates a need for more front crown.
Add crown to the front edge of the screed 1/6-th turn of the adjusting nut at a time, waiting each time for the
effects of the new setting, until the mat has the desired appearance.
The rear crown adjustment should not be changed unless a new or different degree of crown is desired in
the finished mat. Front crown adjustment does not affect the road crown, it only helps to get proper distribution
of material under the screed. The front crown must always be adjusted after the rear crown adjustment is
correct.
The initial crown settings are 1/16 to 1/8" more in the front crown than in the rear crown. For example: The
rear crown setting is for 1/4" crown in the road, therefore the front crown would be 1/16"more or 5/16”total.
Final adjustment must be made when the paver is actually laying mat. This eliminates the possibility of
crown error and enables the operator to observe the quality of the surface. If the density and texture are not
uniform, adjustment of the lead crown differential should be made to determine whether the mat can be
improved by this simple change in screed attitude.

Matching Mats
In any paving operation where two or more mats are joined together, this procedure is called matching a
joint (Figure 6). The joint may be either parallel or transverse, depending upon the phase of operation. When
matching any joint the operator should always have sufficient thickness so when the mat is rolled it will be the
same depth as adjoining mat. Extra thickness depends upon how thick a mat is being laid. Example: a 4" black
base mat may require 5" of fresh material in order to measure 4" after final rolling. A 1½ 2" mat may require
only 13,14" of material.
(1) Parallel Joints-The "CEDARAPIDS" Bituminous Paver is designed to match one mat to another mat by
overlapping the previously laid mat. The amount of overlay will depend some upon skill of the operator. (Refer
to Figure 6.) The operator should also consider the following examples when laying mats with parallel joints.
(a) Match the mats when possible before the asphalt sets up. If it is possible to do this, the roller should
be kept away from the first mat approximately 6" to 1'.

Page 83
Then roll the joint when rolling the second mat.
(b) When laying one mat some distance ahead, so that the material sets up or traffic causes
compaction the second mat should be thick enough to allow for compaction. The full width of this mat should be
rolled.
(c) When matching a previously rolled mat, allow for the compaction of the roller. The screed should
never ride on the first mat. (Refer to Figure 6)
(d) Roll the mat joint as soon as possible behind the paver.
(e) When it is important to maintain a straight crown in the middle of a wide road, it is usually desirable
to lay the middle mat first.
(f) When paving narrow roads that do not give sufficient clearance on the shoulder for the screed on
the cut-off side, the operator can lay the first mat the narrow width. When a crown is to be maintained in the
center of the road, match with cut-off shoe riding the previously laid mat.
(g) When matching one mat with another, a 6" or 1' extension should be used on the side of the
matching joint, if possible. This will allow the usual wear experienced when overlapping to take place on the
short extension rather than on one end of the screed plate.
(2) Transverse Joints-When making a transverse joint, the operator should take into consideration whether
or not the material will set up before the paver is returned to make this joint.
(a) If the joint will be made before the asphalt sets up, the roller should not roll the last two yards of the
mat.
(b) When making the joint, raise the screed and back up, so the entire screed will rest on the mat.
(c) Then lower the screed, fill up the screw conveyor with material and start normal operation.
(d) The screed should be adjusted to the same position as when this mat was ended. Screed can be
adjusted while resting on mat.
(e) When a transverse joint is being made to a compacted mat, the same procedure is followed, and
the operator should allow for the roller compaction of the new mat.
Ending A Mat
When ending a mat of asphaltic paving where a transverse joint will be made, a vertical edge should be left
to accomplish a good bond in the transverse joint.

Ending A Mat
Figure 7
There are several methods that are used to end a mat to insure a good transverse joint.
(1) One of the simplest methods used is to use a piece of paper about 3' wide and a little longer than the width
of the mat.
(a) The operator should run the slat conveyors and spreader screws until all the material is used up.
(b) Stop the slat conveyors and spreader screws. Operate screed lift enough to snug lift cables and partly
support the screed, then move the paver forward until the screed has cleared the mat.
(c) Raise the screed and move the paver forward to allow working room.
(d) Rake the material evenly across the width of the mat.
(e) Lay paper across the width of mat, Figure 7
(f) Rake the material evenly onto the paper the same thickness as the mat.
CONDITIONS ENCOUNTERED IN PAVING
The following information is designed to aid the operator when faced by various conditions that are
encountered during paving operations. While it would be impossible to cover all conditions, the following are
the most common in everyday operation.
General
Inspect the road ahead of the paver; watch for grade changes, and adjust screed thickness controls gradually
to compensate for these changes in grade.
(1) Mat thickness cannot be held to a fine measurement. Material will be thinner over high spots and thicker
over low spots. Always maintain a level surface.
84
 (2) When resurfacing, specifications may call for a mat too thin to cover the high spots, thus the screed will
drag. The operator should watch for such high spots and have them bladed down be- fore paving. Extreme
trouble will be experienced if large stone has been used in the material. This is an important reason why the
mat should be at least 1 1/2 times the largest stone size.
(3) When laying a binder course on a base with holes, best results will be obtained by filling these holes
with binder ahead of the paver.
(4) Screed should be adjusted to follow the contour of intersections when laying city pavements. More
material may be required to obtain this contour.
(5) Never cover catch basins. Always decrease mat thickness if basins are lower at intersections, to give
proper slope for collecting water. When paver travels care should be taken not to hook the screed on any rigid
object which could damage the strike-off plate or other parts of the assembly.
(6) When changing to faster speeds the screed operator should make any adjustments necessary to
maintain proper mat thickness.
(7) When resurfacing city streets, the operator should watch for manholes.
(a) Mark the pavement at one side of the manhole so it can be uncovered after paver passes.
(b) When necessary, the screed thickness control should be changed to allow more material to cover
manhole.
(c) If crawler is in line with manhole, adjust thickness control to correct the rising of paver.
(d) If manhole is more than an inch high, a few shovels full of material will enable the crawler to climb
over it.
(e) When material covers manhole, it should be cleaned off before roller passes over it.
Mat Conditions
There are various conditions that will affect the finished mat or surface. These conditions are usually an
indication of improper adjustment, operation, temperature, crown or material. When these conditions are
evident, they can be eliminated by proper corrections made by the operator.
(1) Proper Crown Adjustment - The leading edge or front of the screed should be set with a crown of at
least 1/16”more than the trailing edge or rear of the screed. When making final adjustment on mat, do not turn
the hex nut more than of a turn at a time. Observe results and make further correction if needed.
(a) If the mat is loose or coarse in the center and the edges are firm, there is not enough crown on the
leading edge of the screed.
(b) If a sandy line is present in the center of the mat and the edges are loose, this indicates too much
crown on the leading edge of the screed. It can also be due to an incorrect strike-off plate adjustment.
(2) Voids in Mat - When any form of holes show up across the mat surface, these may be due to any of the
following:
(a) Material in the form of lumps that are rich in asphalt will not break up and pass under the screed.
This starves the mat.
(b) Any foreign object in the material that will not pass under the screed also starves the mat.
(c)Material partially set up due to long hauls is the most common cause of tearing. A mix that is short of
solvents also acts the same as a cold load.
NOTE: To correct this type of tearing to the
mat surface, first try to remove the cause.
When it is impossible to hold the heat in the
material due to long hauls, a higher plant
mixing temperature should be used. Also,
covering loads and insulating truck bodies will
help hold the heat. Adding heat to the screed
helps to smooth out the mat, because material
will not stick to a hot screed.
(3) Tearing of Mat Surface - This tear looks like some object has been dragging or scuffing the surface.
This is caused by material sticking to the screed and building up. Heat to the screed will generally take care of
this condition. If this condition is not cleared up by heating the screed, the screed should be raised and cleaned.
Asphalt containing excess moisture will not lay properly.
(a) If tears appear along the edges of the mat, there is too much material being forced out against the
end plate. Adjust gates and automatic feed control to cut down the amount of material in front of the screed.
(b) If the screed surface is rough, or rusty, this condition will also cause tearing. to the mat surface.
Also swab or spray screed plate at end of each day's operation.
(c) When mix gradation is low in small sizes of aggregates, the mix will cause an open- type surface
texture. When this is not desirable in the mix, a sufficient amount of smaller aggregate sizes should be added.

Page 85
 (d) Always be careful not to overheat the screed when material requires a heated screed. Overheating
may warp the screed.
(4) Cracks in the Mat -When cracks show up across the mat in various places, this is caused by the
material being unworkable and dry. It is not being compacted properly under the screed. This can be corrected
by one of the following:
(a) Increase the intensity of the vibrators.
(b) Add heat to the screed or change the specifications.
(c) Screed tear marks should not be confused with roller cracks, although they are similar in
appearance. Roller cracks are the result of too much rolling.
APPLICATION OF ASPHALTIC MATERIALS
a. Equipment and Temperature Control -Whether or not a job is successful, depends in large measure
upon the way the asphaltic materials are incorporated into the road surface. Good work requires good
equipment and skillful operation.
b. Experience has demonstrated that the best results in asphalt construction are obtained when the
work is done in summer temperatures.
c. Practically all asphaltic materials are applied at higher than atmospheric temperatures, which
necessitates heating in most cases.
d. Temperature of Use - Following is a table of temperature limits which should govern the use of
various asphaltic materials. These temperatures will insure a sufficiently liquid condition for the use which each
material is to serve.
Temperature
ASPHALTIC MATERIAL F
Asphaltic Cements . ........................................................................................................ 275-350
SC-O ............................................................................................................................... 50-120
SC-1 ................................................................................................................................ 80-125
SC-2 ................................................................................................................................ 150-200
SC-3 ................................................................................................................................ 175-250
SC-4................................................................................................................................. 175-250
SC-5................................................................................................................................. 200-275
MC-0. ............................................................................................................................... 50-120
MC-1 ................................................................................................................................ 80-125
MC- .................................................................................................................................. 150-200
MC-3. ............................................................................................................................... 175-250
MC-4 ................................................................................................................................ 175-250
MC-5 ................................................................................................................................ 200-275
RC-0 ............................................................................................................................... 50-100
RC-1 ............................................................................................................................... 80-125
RC-2 .............................................................................................................................. 100-175
RC-3 ............................................................................................................................... 150-200
RC-4 ............................................................................................................................... 175-250
RC-5 .............................................................................................................................. 200-275
Emulsified Asphalt .......................................................................................................... 50-120
e. General Conditions Prior to Placement of Plant Mix - Plant mixtures should only be laid upon a base
which is dry, or at least free from standing water and only when weather conditions are suitable. Prior to the
delivery of mixture on the work, the prepared base should be cleaned of all loose or foreign material.
f. Spreading Asphalt Mixtures - All hot-laid mixtures should be delivered on the work at temperatures
which will permit ready, spreading without segregation of aggregate or asphalt. For several types they are:
(1) Asphaltic surface
course ......................................................................................... 225 to 325°F
(2) Asphaltic concrete base
course ......................................................................................... 285 to 325°F
(3) Stone-filled sheet asphalt
surface course ........................................................................... 250 to 350°F
(4) Sheet asphalt binder
course ......................................................................................... 225 to 350°F
(5) Cold-laid asphalt surface
course ............................................................. 50 to -50°F
NOTE: The desired temperature should be set by the engineer for the particular mix employed. A variation of
20°F from this temperature, but within limits, may be permitted.
Temperature of Mix
(1) Mix temperature requirements will vary with the type of work being done, time of day, air temperature, type of
asphalt being used, and distance material is hauled. By temperature testing and observation an operator can learn to tell
whether the mix temperature should be increased or decreased to fit his particular job conditions.
(2) Usually the asphalt plant can produce the asphaltic mixture at temperatures below that which is determined by
the paver operator to be best. Keep the temperature of the mix at the correct point to assure good mixing and coating of
the aggregate particles in the plant as well as proper workability in placing on the road.
(3) From experience with the "CEDARAPIDS" Paver, the temperature that is usually recommended is a minimum
of 250°for the medium and high penetration asphalts and a minimum of 300°for low penetration asphalts, such as 40 or
50 penetration.
NOTE: Many mat defects can be traced to incorrect temperature of mix at the Paver.
Page 86
Silicone Additive for Hot Mixed Asphaltic Concrete
Excellent results have been obtained by adding a Silicone fluid to liquid asphalt prior to mixing with
aggregate. This additive is Dow Corning 200 Fluid 1,000 CS manufactured by Dow Corning Corporation,
Midland, Michigan. With the addition of a few ounces of this silicone into the asphalt tanks, very definite
improvement was noticed in overcoming difficulty of spreading some types of hot asphalt paving mixtures.
When critical conditions such as foaming, flushing, flatting of loads are occurring, and complete drying is
border line this silicone additive will considerably improve the laying of mix by the paver.
Basically, silicone additive improves the laying characteristics of certain type of surface, or fine aggregate
type mixes. Improvement is also noted where there is a predominance of native or natural sand materials used
in a blended state, and also where drying of fines to eliminate internal moisture is borderline. Experience to
date indicates coarse aggregate mixes (base and binder) do not respond as readily as fine aggregate surface
mixes.
No claim is made that silicones provide a cure- all for all surface course laydown problems. Silicone will not
replace drying of the aggregates but does provide some desirable reactions when critical conditions are
encountered. Usually, the two main problems observed when lay-down was unsatisfactory before adding
silicone were:
(a) Some slumping of the mix in the truck.
(b) Behavior of the Paver such as you get when there is moisture in the mix.
Both of these conditions changed to satisfactory after adding silicone. No detrimental effects to the quality of
the asphaltic concrete was found in jobs reported. They passed all standard tests. Tests were made by the
State Highway Commissions before and after treatment and mix was always within specifications.
It is important that the correct quantity of silicone be thoroughly mixed in the asphalt, and good results have
been obtained by diluting two (2) ounces of silicone in two (2) gallons of kerosene or No. 1 diesel fuel. Then
add this mixture to a 10,000 gallon tank of asphalt. This is equivalent to about two (2) parts per million (PPM)
content. Some contractors add this to the asphalt transport trucks before it is pumped into the storage tanks at
the plant. This helps provide the necessary mixing when pumped to the storage tanks. Some State
specifications require that silicone be added at the refinery and be thoroughly mixed by mechanical means.
Dow Corning Corporation definitely specifies #200 Fluid Q 1000 CS (Centistrokes) viscosity for use with hot
asphaltic mixes. Even though other viscosities are available, the 1000 CS viscosity should be used!
Iowa Manufacturing Company does not stock or sell this product, but will supply upon request the addresses
and phone numbers of Dow Corning Branch Offices, where this product can b( purchased.

Mat Surface Before Adding Silicone Compound Mat Surface After Adding Silicone
Compound
Figure 8 Figure 9

87
Page 88
TROUBLE-SHOOTING CHART

Page 89
 SECTION X
CLEANING and LUBRICATING PAVER
Cleaning Paver
It is extremely important that the paver be thoroughly cleaned at the end of each day's operation!. A
spray nozzle with 15 foot hose is attached to the pressure side of the screed heater fuel system. This permits
the operator to reach all areas of the paver which require cleaning and lubricating.

Method:
(1) Run engine at IDLE speed.
(2) Set valve selector switch to SPRAY-DOWN
(3) Push panel circuit breaker to ON
(4) Turn junction box burner switch to ON
(5) Depress hose line valve lever

Clean all parts of the paver which come in con- tact with asphalt. The track and track rollers, hop- per, slat
conveyors, spreader screws, screed, drive chains, etc. all require cleaning at the end of each day. This holds
true even if the paver was actually used only a short time. Many paver troubles can be traced to improper
cleaning! Fuel oil on the slat conveyors and tracks provides the needed lubrication which prevents rapid wear.
The spray should reach all track link pins so that there is no squeaking as the paver moves. The slat convey-
ors should be operated during the spraying to be sure that all of the slats and chain are reached.

IMPORTANT! Keep oil spray away from all electrical boxes,

motors, generators, starters, etc. Do not spray paver when it is
parked on an asphalt mat! Move it to the side of the road
where drainage of oil and dissolved asphalt will not damage
anything.

In addition to spray cleaning of the paver the following clean up practices should be routine.
1. Check for accumulation of asphalt in the heat vent holes along the top of the moldboard.
This check can best be made by feeling the exhaust of hot air when the heater is being operated (the upper
vents become plugged when asphalt spills over the moldboard when a material level too high above the screw
is allowed to build up. Use a stiff wire to clean out accumulated asphalt.

Cleaning Paver with Screed Heater Fuel Spray Accessory

Figure 1
2. Periodically remove the screed plate as de- scribed in Screed Section 7 and clean the interior of all
asphalt, sand, and fine material. Failure to keep the inside of the screed plate clean will cause uneven
distribution of heat to the screed bottom and possible tearing of the mat surface.

TRUCK ROLLERS
Two rollers located on the front of the hopper are lubricated before assembly and require no further
lubrication. However, these rollers should be cleaned often during operation to eliminate material build-up.

Page 91
 LUBRICATION - GENERAL SUGGESTIONS
PROPER LUBRICATION:
Proper Lubrication helps obtain top equipment performance and minimum down-time from worn out
bearings. Make it a daily practice. Be sure to comply with all lubrication instructions on the following Lubrication
Chart. Do not neglect any area or detail!

TOO MUCH GREASE:

Too Much Grease pumped into bearing housings can overheat bearings and reduce their service life. Use
good judgment.

TOO MUCH LUBRICANT PRESSURE

The use of too much pressure when lubricating a sealed bearing can blow-out the soft seal ring. Once the
seal is blown, the bearing has no grease retention ability and no protection against the entry of dirt into the race
area. Rapid failure results!
When using a hand operated grease gun, stop pumping as soon as the easy stroking begins to change to a
hard pumping requirement. When using a pressurized grease system, develop a "feel" for the correct pressure
of gun against fitting for automatic pressure relief in case the bearing be- comes filled.

SELECTION OF LUBRICANTS:
Texaco Lubricants are recommended on the lubrication chart following. Use only recommended lubricants.

GOOD HABITS:
Cleanness when lubricating is vital! The grit which is always present around grease fittings and oil reserves
can destroy a good bearing surface rapidly if it is forced inside with the lubricap.
When using a grease gun, wipe the nozzle clean before use.
Wipe grease fittings absolutely clean before each application or keep them covered with the special plastic
Lubricaps which are on each paver fitting when it leaves the factory. Keep lubricaps clean while they are off the
fittings. Leave an excess of grease on each fitting.
Don't wipe it off until the next greasing. It protects the fitting.
Use grease gun with cartridge type supply unit for positive elimination of dirt and abrasive particles in the new
grease.

Plastic Lubricap for Bearing Grease Fittings

Figure 2
COLOR CODED LUBRICAPS
Lubricaps can be installed on all fittings to keep the area around the grease fittings free from dirt and dust.
This Neoprene cap is easily removed and replaced. These inexpensive Lubricaps are available in quantities
and can be ordered for placement on equipment in the field. Lubricaps are available in colors, so the customer
can establish a coding system for different types and time intervals of lubrication. Grease guns and lubricant
containers with matching color coding make correct lubricating routines easier.
Correct lubrication practices and continued use of the Lubricaps will insure the customer a longer bearing life,
as well as eliminate many hours of unnecessary down time. It is important that the lubrication requirements be
thoroughly under- stood and followed. SCHOOL YOUR LUBRICATION MAN.

Page 92
 LUBRICATION DETAIL

(a) Bearing Inspection

Anti-friction bearing assemblies should be checked immediately after stopping the paver, whenever possible,
as their failure is most easily detected by a high operating temperature. If a bearing is too hot to be touched, it
is either running without any lubricant; with too much, or has failed.
(b) Transmission
The main transmission for the "CEDARAPIDS" Bituminous Paver has a capacity of 17 quarts and should be
lubricated with Texaco Multigear or Universal Gear Lubricant EP 90. It is important that the operator check for a
flow of oil through the sight gauge each day and check the level of the transmission when making general
lubrication inspections. The transmission should be flushed with Rando AA oil every 1,000 hours or seasonally.
(See lubrication chart.)
(c) Transfer Gear Cases
There are two transfer gear cases, one located on each side of the paver. Both have a capacity of 91/ quarts.
Use Texaco Multigear or Universal Gear Lubricant EP 90. The same instructions for flushing and checking
should be followed as for the main transmission. (See lubrication chart.)
(d) Hydraulic System
The system has a capacity of 10 gallons. Use Texaco Rando HD-C Oil. When filling the reservoir tank it is
important that the fluid is allowed time to flow and fill the system. Every 1,000 hours this system must be
drained, the strainer washed, and refilled with recommended lubricant. (See Section 5 for complete details).
(e) Slat Conveyor Bearings
Each of the two slat conveyors have four bearings. Two are mounted at the front of the paver and two at the
back. The lubrication of these bearings is important. They should be lubricated every 8 hours of operation with
Texaco Marfak O lubricant.
(1) To lubricate front slat conveyor bearings, remove front hopper cover plate. (See lubrication chart.)
(2) To lubricate rear slat conveyor bearings, see lubrication chart.
(f) Conveyor Drive Chains
The four conveyor drive chains should be lubricated once each week to minimize wear. To reach the chains
connecting each conveyor drive shaft to the countershafts, remove the rear deck plate on each side of the
engine. The two chains connecting the countershafts to the conveyor shafts are located directly beneath the
rear end of the engine and are readily accessible. Lightly coat all chain links with Texaco EP90 Universal Gear
Lubricant. (Also used in the paver gear cases).
(g) Track Assembly
(1) Crawler Track Link Pins - Spray fuel oil over crawler tracks when cleaning paver at the end of each
day's operation to lubricate link pins and keep them from squeaking.
(2) Paver tracks are driven from the transfer cases with heavy duty chains and sprockets, that require
cleaning and lubricating at the end of the day's operation. Remove the two rear deck plates and spray fuel oil
over the chain and sprocket using the wash-off hose from the heater fuel tank. This will normally keep the
asphaltic material soft so that it falls off during the following day's operation.
Failure to spray the chain can result in the asphaltic material building up in the chain and on the sprockets until
the chain becomes so tight it will cause the chain to break.
CAUTION: When spraying chain and
sprockets, use care not to spray the
electric clutch on transfer case.
(3) Lower roller and track roller and pivot shaft assemblies are equipped with grease fittings to lubricate the
pivot pins and each roller with Texaco Marfak O lubricant every 8 hours of operation. (See lubrication chart).
(4) Track rear sprocket or front idler - Once each year remove the fill plugs and install grease fitting. Add
Texaco Marfak O lubricant until new lubricant appears at opposite pipe plug hole. Re- move fitting and replace
both pipe lugs. (See illustrations in Maintenance Section II)
(h) Spreader Screw Bearings
All bearings for the spreader screws have grease fittings which are easily accessible and should be' lubricated
every 8 hours of operation. It is important these fittings be cleaned before lubricant is applied. Use Texaco
Marfak O lubricant. (See lubrication chart).
(i) Travel and Feed Clutches - All travel and feed clutch bearing assemblies must be disassembled and
repacked with Texaco Marfak O lubricant every season.

Page 93
 (j) Screed Adjusting Mechanism and Pull Arms
Ball joint housings on screed adjusting mechanisms and pull arms are equipped with grease fittings to
lubricate the ball joints with Texaco Marfak O lubricant every 8 hours of operation. (See lubrication chart).
(k) Pulleys For Screed Lift Cables
There are two pulleys for each screed lift cable and each has a grease fitting. The fitting of the enclosed
pulley is not in plain sight. All four fittings should be greased once each month
(1) Power Unit
The diesel engine that powers the paver must be properly lubricated and maintained to insure the dependable
and smooth performance needed in a paving operation.
An individual instruction manual is provided, carefully outlining intervals of time to lubricate, clean air filter,
and change oil along with other points of preventative maintenance. More frequent replacement or cleaning of
air filter will be required in dusty conditions.

Page 94
 ASPHALT PAVER LUBRICATION CHART

ITEM REQUIRING TEXACO

LUBRICANT
LOCATION LUBRICATION LUBRICATING INSTRUCTIONS
RECOMMENDED
A Engine: Refer to Lubrication Requirements in Engine Instruction Manual.
Keep filled to show ”on dipstick. Sight glass must show oil
flow during operation. Seasonally, drain, back-flush filter screen EP90 Universal Gear
Lubricant*
B Main Transmission: and case. Drain and re-fill with fresh lubricant (See Instruction (Flush with Rando AA
Oil)
Manual - Section 11 for details}.
Keep filled to level hole. Seasonally, drain, flush and re-fill with EP90 Universal Gear
Lubricant*
C Power Transfer Cases: fresh lubricant. (Flush with Rando AA
Oil)
General Grease Lubricated
D Bearings and Pivot Points: One pump of gun each day. Marfak # 0
(Requiring Daily Lubrication)
General Grease Lubricated
E Bearings and Pivot Points: One pump of gun each week. Marfak # 0
(Requiring Weekly Lubrication)
Each day spray all track pins. Spray all slat conveyor chains
Track Pins, Slat Conveyor Incomplete loops). Remove deck plates and spray both track drive Fuel Oil
F Chains, Track Drive Chains chains. (Use oil spray accessories from screed heater system].
Track and Feed Clutch Seasonally wash out and repack bearings and lube chamber. Re-
G Bearings: place grease seals (See Instruction Manual - Section 11). Marfak # 0
Track Sprockets and Seasonally remove plugs, install temporary fitting, add grease
H Track Idlers: until fresh grease extrudes from opposite hole. Remove plugs. Marfak # 0
K Conveyor Drive Chains: Once each week coat all conveyor drive chains lightly. EP 90 Universal Gear
Lubricant
*IMPORTANT NOTE:
Never mix brands of lubricant in paver gear cases. Chemical inter-action can occur to produce harmful, non-lubricating compounds. If uncertain
of lubricant
in a gear case, drain, flush and re-fill. DON'T JUST ADD MORE LUBRICANT!
(See Over)
Page 95
ASPHALT PAVER LUBRICATION CHART

(See Over)

Page 96
 SECTION XI
Mechanical Maintenance

TABLE OF CONTENTS

Subject Page

Crawler Tracks .......................................................................................................... 99-102

Adjusting tension ................................................................................................. 99
Replacing track assembly .................................................................................... 100
Replacing oscillating roller ................................................................................... 100
Drive chain take-up .............................................................................................. 101
Replacing track sprockets ........................................ ........................................... 101
Lubricating track sprocket and track idler bearings .................. ............................ 101
Replacement of huck-bolted sprockets .............................. .................................. 102

Track Drive Transfer Cases ...................................................................................... 103-108

Checking for wear ............................................... ................................................ 103
internal inspection and adjustment ................................. ..................................... 104
Case repair ..................................................... .................................................... 107

Slat Conveyors .................................................... ..................................................... 109-110

Slat turn-over ................................................... ................................................... 109
Slat chain take-up ............................................... ................................................ 109
Conveyor drive chain take-up .............................................................................. 109
Replacing liners under slat conveyors .............................. ................................... 110
Screw Conveyors ......................................................................................................110 &
111
Restoring screws to original diameter .............................. .................................... 110
Refacing screws with Ni-hard liners ................................ ..................................... 110

Electric Clutches - travel and feed ...........................................................................112 &

113
Inspection of clutches .......................................................................................... 112
Adjustment of clutches ........................................... ............................................. 112
Replacing worn-out clutch parts ........................................................................... 113

Screed Assembly ...................................................................................................... 114-116

Removing quick-change bottom ................................... ....................................... 114
Installing new bottom ............................................ .............................................. 114
Checking bolts .................................................. .................................................. 114
Handwheel screw maintenance ...........................................................................115 &
116

Vibrator Control Knob Installation & Tight ening .................................................... 117

Page 97
 TABLE OF CONTENTS
Continued

Electrically Released Track Brakes ......................................................................... 117-119

General information ............................................................................................ 117
Armature clearance ............................................................................................. 118
Wear pattern ....................................................................................................... 118
Replacing worn-out parts ..................................................................................... 118
Brake electrical module........................................................................................ 119

Main Clutch (manually Operated) ............................................................................120 &

121
Clutch adjustment ............................................................................................... 121

Engine Power Take-off Assembly ............................................................................ 121

24 Speed Transmission (Manually Shifted) ............................................................ 122-128

Component part description ................................................................................ 122-127
Assembly of parts on bevel pinion shaft .............................................................. 123
Replace of transmission oil pump......................................................................... 127
Transmission oil line filter ....................................................................................127 &
128

125 Volt A.C. Generator ............................................................................................128 &

129
Loss of voltage .................................................................................................... 128
Maintenance .................................................... ................................................... 128
V-belt tension .................................................... .................................................. 129

12 Volt D.C. Generator .............................................................................................. 129

Seasonal Paver Overhaul Recommendations.......................................................... 130

Page 98
CRAWLER TRACKS
The most expensive mistake the owner of any track type piece of equipment can make is to assume that
such an uncomplicated mechanism as a crawler track needs no care. An effective service life is built into the
track, but without proper care its life will be shortened.
The track, rollers, sprockets and take up idlers should be inspected at least once a week. Lubrication should
be according to recommendations. Everytime the paver is cleaned, the track should be sprayed with fuel oil.
There is enough lubricant in the fuel oil to keep the track pins from rusting and binding.
Track tension is most important. The tension de- termination method shown in Figure 2 is a guide. Proper
track tension depends on the type of laying operation. When the base is sandy there tends to be a buildup
on the track bushings. This material will pack and the track tension will increase. The drive sprocket will jump in
the track and cause excessive strain on the rear track sprocket bearings and front idler bearings.
If the tracks are too tight, there is unnecessary strain on the drive assembly and the engine will lug excessively,
and fuel consumption will be high.
A very loose track has a tendency to come off when the machine pivots or backs up an incline. Even if it
does not come off a loose track still may cause wear on the rollers, sprocket teeth and track. Loose track will
tend to whip at travel speeds, which will cause severe impact loads on all running gear parts and allow
additional movement of the contacting surfaces, which consequently increases wear to all parts.

IMPORTANT! A new paver or one having a new set of tracks will require daily tightening of the tracks until all
link pins have "worn in" and stretching of the track no longer occurs. When this initial stretching stops it will only
be necessary to check and tighten the tracks occasionally.

Method of Adjusting Track Tension:

1. Drive the paver to a point where the front end overhangs the track support surface enough to allow the
movement of a long handled wrench engaging the track adjusting Nut "B" on each side of the paver (See
Figure 3).
2. Loosen the locknut and turn Adjusting Nut "B" in the normal way to tighten or loosen.

Bottom View of Tractor Assembly Measuring Track. Tension

Figure 1 Figure 2

3. Take a measurement of the sag in each track (See Figure 2) and adjust the tension accordingly to arrive
at the 67/g" dimension shown. Be sure to measure at the lowest point of track sag.
4. Tighten the locknuts after making an adjustment.
Tension Pre-load:
A minimum tension on the track is set at the factory by adjustment of the "pre-load". The spring is partly
compressed by the Cap which is drawn to within 2" or 2¼ ¥4" of the Base Plate (See Figure 3) by adjustment of
the stud Hex Nuts
"C". This Portion of the tension assembly requires no further adjustment! If a spring or other parts are
replaced, adjust the Pre-load to this specified dimension.

Page 99
 Track Tension Adjustment (Factory assembly view) Track Link and Pin Detail
Figure 3 Figure 4
CAUTION! Always take the proper precautions when making such an adjustment where parts are subjected
to strong spring tension.
Replacing Crawler Track Assembly
(1) Removing Crawler Assembly: (Figure 4)
a. Elevate paver to allow adequate working area under the hopper.
b. Release tension on track assembly.
c. Drive the roll pins out of each end of one of the track pins.
d. Drive track pin out of crawler link.
e. Attach a cable to the "broken" track and pull track off track frame.
(2) Replacing Crawler Assembly:
One complete track is shipped in two sections for ease of handling. One section of the track will have one (1)
more link than the other section. Couple these two sections together with track pin for one complete track
assembly.
a. Place blocking of sufficient height on top of track frame to support tracks level with upper roller
assembly.
b. Attach cable to one end of the track assembly and pull tracks over top of track frame until loose
ends of track are under track frame toward the hopper end.
c. Couple the two ends of tracks together with track pin.
d. Drive roll pin into each end of track pin.
e. Adjust track to the recommended tension.
f. Release and remove jacks that elevated paver.

Oscillating Track Roller (Partially dismantled)

Figure 5
Replacing Oscillating Roller Assembly
(Figure 5)
Three sets of oscillating track roller assemblies are part of each track assembly. When bushings and rollers
require replacement, these assemblies can quickly be removed from the track frame by the following
procedures:
IMPORTANT: Operating paver with worn track roller bushings will cause wavy surfaces on the laid mat,
and unsatisfactory transverse joints, erratic depth control and marks on mat when paver stops. (1) Elevate
machine until it is possible to loosen track take-up assembly allowing track to hang free.
(2) Remove the complete oscillating roller assembly by removing the four nuts "A" which hold it to the track
frame.
(3) To further disassemble the rollers from the oscillating assembly, remove bolt and lock, Items "B" and "C."
Then, push shaft through the roller.
Page 100
 (4) Press out worn bushings "D." Examine bore of roller to be sure that the bore is clean and free from wear
marks.
(5) Press the new bushings into the rollers, being careful not to damage or distort the bushing while it is
being pressed into position.
NOTE: On earlier model pavers, seals were installed on each end of roller. When installing seals in these
assemblies, turn the lip of seals toward the outer edge of roller.
(6) Position roller in oscillating bracket and install shafts through bracket and rollers. Assemble both roller
shafts so grease fittings are on the same side of bracket. Assemble the shaft lock "C."
(7) Assemble the oscillating roller assembly into track frame making sure grease fittings are turned to the
outside of track.
(8) Lubricate with Texaco Marfax O until lubricant extrudes from assembly.
(9) After replacing all roller bushings the paver must be operated at slower travel speeds. Do not travel
paver in excess of 129 feet per minute for the first 10 miles. This will only pertain to traveling with the screed
raised. During "break in" period lubricate frequently. After "break in" lubricate every day as recommended in
lubrication chart.
Track Drive Chain Take-up (Figure 6).
To tighten the right or left drive chain "P" between the transfer Gear Case "Q" and drive sprocket "R" use the
following procedure.
(1) Loosen bolts "S" that hold transfer gear case "Q" in place.
(2) Loosen the jam nuts on adjusting screws "U" (four), then turn the screws downward to raise the transfer
case. When the chain tension is correct and the case is parallel to the frame, slip shims "T" under each side of
the case to retain the new position. The chain should have M" deflection on the slack side.
(3) Unscrew the four adjusting screws "U" so that they do not touch the frame and tighten their jam nuts to
keep them in place.
(4) Tighten bolts "S" to hold the transfer case solidly in place. Re-check chain tension to be sure it did not
change.

Crawler Track Drive Detail - R.H.

Figure 6
REPLACING TRACK DRIVE SPROCKETS
Track drive sprockets are made up of a hub assembly and two bolted-on tooth sections. When the sprocket
teeth are worn, these removable sections can be replaced in order to restore the sprocket teeth to new
condition. When attaching the new parts apply Locktite Sealant (Grade B) to the capscrew threads to help
prevent loosening. Sprocket tooth sections can be replaced without disconnecting the track.
TRACK SPROCKET AND IDLER BREARING LUBRICATON
IMPORTANT! Once each seasons remove both grease plugs from the hubs of the two track sprockets and
the two track idlers. (see Figures 7 and 8). Install a grease fitting in the upper hole. Pump in fresh grease until
it is extruded steadily from the bottom hole. Replace hole plugs.

Cross-section thru Track Sprocket Cross-section thru Track Idler

Figure 7 Figure 8
Page 101
 Cross-section Thru Track Drive Sprocket Assembly Showing
Factory and Field Methods of Sprocket Attachment
Figure 9

REPLACEMENT OF TRACK DRIVE & CHAIN SPROCKETS WHICH WERE HUCK-BOLTED TO HUB

The two-piece drive sprockets are attached to their hub assembly at the factory by means of "Huck Bolt"
fasteners. These special bolts, which employ a high pressure swaging principal for application of the "nut"
element, cannot be unfastened, but must be burned off when replacement of the sprocket halves is required.
(See Figure 9) The special fastener is used at this point to prevent any loosening of sprockets.

When sprockets become worn and must be replaced, use shoulder bolts of the correct length and hex nuts, in
place of the Huck Bolts. Important! Be sure that the bolt shoulder does not contact the hex nuts when
tightened. Use flat washers under the bolt head, if necessary, to prevent this occurrence. When all bolts are
tightened evenly, tack weld each nut to its bolt so that no loosening of the bolts is possible. (See Figure 9) Do
not apply too much weld so that the bolt is overheated and stretched.

CHAIN SPROCKETS
The chain sprockets are also attached to the hub at the factory by means of "Huck Bolts". These special
fasteners must be burned off and replaced by shoulder bolts when a new chain sprocket is required. Again it is
recommended that the hex nuts be tack welded to the bolts after tightening, so that there is no chance of
loosening during operation. Page 102

Page 102
 Checking Shaft Bearings For Looseness Figure 10

CHECKING & ADJUSTING TRACK DRIVE TRANSFER CASES

The two transfer cases for the track drive system can best be protected against shock loading and
subsequent bearing wear by keeping the tracks and the drive chains properly tightened and well lubricated.
When a paver is operated with loose tracks and drive chains, shock loading occurs each time the travel
clutches and brakes are engaged. The tapered roller bearings and gears on the output shaft, and the ball
bearings and pinion on the stub shaft, are subjected to extreme stress each time the paver starts and stops.
Extreme drive loading also occurs when tracks and drive chains are allowed to accumulate a coating of
hardened asphalt. It is important that they be spray cleaned and lubricated thoroughly with fuel oil after each
days operation so that the asphalt remains soft and drops off during subsequent operation. When
excessive loading is allowed to occur due to inadequate spray cleaning, the drive chains are stretched and
develop the looseness that increases shock loading.
It is recommended that the tension of the drive chains be checked after each week of operation. When
correctly tightened a drive chain can just barely be deflected by hand. It should not be drawn up "drum tight".
It is also recommended that anytime a loose chain is to be tightened, the output shaft of that transfer case
be carefully checked for looseness.

This can be done as follows:

(1) With paver engine stopped and track brakes Off, turn the clutch rotor on the transfer case so that
there is an equal amount of slack in the drive chain on both sides of the sprocket.
(2) Using a pry bar and some blocking as shown in Figure 10, put some upward pressure on the output
shaft and see if any vertical movement of the shaft is noticeable. Exert some end wise pressure on the shaft in
both directions and see if any horizontal movement of the shaft is noticeable. The output shaft bearings are
pre-loaded at assembly and there should be no movement possible in any direction. If there is noticeable
movement it is strongly recommended that the transfer case be repaired or adjusted so that a part failure does
not occur during operation. The cost of inspection, adjustment, replacement, or field repair during an out-of-
service maintenance period is far less than the cost of a break-down during paving.

Page 103
 L.H. Transfer Case (Current Model) - Exploded View Figure 11

TRANSFER CASE INSPECTION & ADJUSTMENT

A.- Remove the transfer case from the paver and move it to a shop area where the unit can be opened,
cleaned and inspected internally without risk of contamination from wind borne dust, etc.

B.- Before opening a transfer case clean the outside surfaces of all loose dirt.

C.- Remove the case cover. Drain the oil and flush the interior with solvent to remove all oil and residue.

D.- Inspect the gears for their wear patterns. (See Figure 13) Pay particular attention to the wear patterns of
gears (29) and (37), Figures 11 and 12, as the drive loading is greatest on these gears. If any gears in the case
show signs of improper wear or if there is a looseness of any shaft or bearing, the case should be dismantled
and checked for the following requirements:

(1) All bearings must be tight in the case or retainer. If they are loose due to an out-of-round bore, a new
bearing will not correct the looseness. Pay particular attention to output shaft area. (Bearings 34 and 39).

(2) All bearings must be in good condition. Worn bearings cannot maintain the high degree of shaft
alignment required.

(3) All shafts must be rigidly fixed in a parallel attitude.

(4) Input shaft should not have more than .003”end float. (See Step E)

(5) Tapered roller bearings on output shaft must be accurately pre-loaded. (See Step H)

(6) Oil seals must be in good condition so that a rapid loss of oil does not occur.

E.- If necessary, make a micrometer check at the two critical points on each bearing retainer (3) and (15) for
the input shaft (12). See Figure 16 for correct dimensions. In the event they are worn out- of-tolerance replace
the retainers.
Adjust the clearance of the tapered bearings (6) and (7) on input shaft (12). This is done by adjusting
shim kit (4) so that the shaft has .001" to .003" end float. (Important! The installation of new bearings will
help assure trouble-free performance.)

F. - Carefully check the two stub shafts for vertical looseness. If there is looseness in shafts(22) or (28)-
replace the ball bearings (20) and (26). (There is no ball bearing adjustment.) However, before installing new
bearings at these points check. The bores of the housing for size, roundness, and axial alignment. (See
Figures 17 and 18 for correct
Page 104
 L.H. Transfer Case (Current Model) - Cross Section View Figure 12

Item Part Description

3 Cover, Mounting
4 Shim Kit
5 Seal, Oil
6 Roller Bearing
7 Roller Bearing
12 Shaft, Input
13 Pinion, Input
14 Snap Ring
15 Cover, Mounting
19 Cover, Bearing
20 Ball Bearing
21 Gear, Drive
22 Shaft, Stub
23 Gear, Driven
24 Cover, Bearing
25 Cover, Bearing
26 Ball Bearing
27 Gear, Intermediate
28 Shaft, Stub
29 Gear, Drive
32 Retainer, Bearing
33 Shim Kit
34 Roller Bearing
35 Gasket
36 Spacer, Output Shaft
37 Gear, Output
38 Shaft, Output
39 Roller Bearing
40 Gasket
41 Seal, Oil
42 Carrier, Bearing
Page 105
 Start Rolling Torque Test Rotation Figure 14

Examples Of Gear Tooth Wear Patterns Figure 13 Reading Rolling Torque Test Scale Figure 15
dimensions.) This should be done with machinists gauges or micrometers. When bores are oversize or out-of-round, a
shock loading occurs during operation and new bearings are quickly ruined. Refer to paragraph J headed "Case Repair"
which follows.
Important! Leave the stub shaft (28) out of the case until after the rolling torque check is made on the output shaft
as described in Step I.

G.- Check the bore of the housing for correct diameter, roundness, and axial alignment at the points where output shaft
bearings (34) and (39) are installed. It is vitally important that these bores be correct as shown in Figures 17 and 18. If
they do not conform to specifications, refer to Step J covering case repair.

H.- Adjust the clearance of the tapered bearings (34) and (39) to produce a .014" pre-load. This is done by adjusting
shim pack (33) so that all end float is just barely eliminated, then removing .014" from shim pack (33) and again
tightening the bearings retainer screws.

NOTE: When normal deflection of the transfer case walls occurs, the pre-load will actually be considerably
less than .014". The rolling torque check described in the following paragraph should be made to verify
that an accurate pre-load has been set.

I.- Make a rolling torque check of the output shaft pre-load in the following manner:

(1) Remove pinion shaft assembly (28) from the case so that output shaft (38) will be free to rotate.

Page 106
 (2) Install the chain sprocket on the output shaft.

(3) Obtain a 10 ft. length of strong cord (50 lb. test) and a reliable hand-held spring scale such as the one
supplied with each paver Duo-matic system for ade line tensioning. (0 to 100 lbs. capacity).

(4) Tie one end of the cord to a sprocket and tooth, then wind several wraps around the sprocket hub and attach
the spring scale hook.

(5) Pull on the scale to tighten the cord and use your free hand to start rotation of the sprocket. (See Figure 14)
Observe the amount of pull required to keep the sprocket turning.(See Figure 15)If the pre-load is correct, a pull of 16
to 24 lbs. will be required. (This equals 40 to 60 inch pounds of torque; 16 to 24 x 2.5" radius of sprocket hub). If more
than 24 lbs. of pull is required, add some shim thickness to loosen the pre-load. If less than 16 lbs. is required, remove
some shim thickness.

CASE REPAIR

J.- It is vitally important that all bearing bores in the transfer case be in "new part" condition in order for bearings and
shafts to be accurately aligned and rigidly held. If a bore is worn over-size or out-of- round by an old bearing, a
replacement bearing will fail rapidly. This is due to the shock loading which results from a hammering action and from
misalignment of the shaft.
If parts have failed in a case, or severe mismatch of gear teeth has produced a poor "wear pattern" the case bores
should be checked by a machinist, using micrometers, dial indicators, etc. The factory dimensions given in Figures 16
thru 18 will provide the necessary checking details. If serious discrepancies are found, the case should be replaced, or
field re-built to new condition.
Bearing retainers and carriers as shown in Figure 16 must also have accurate bore and diameter. Re- place any
ones that do not conform to specified tolerances.

Removable Bearing Supports Figure 16

Page 107
 Transfer Case - Side View Figure 17

Transfer Case - Top View Figure 18

Note: Case bores must be axially aligned with mating bores.

Page 108
 Slat Conveyor Chain Tightener (Four Used) Figure 19
SLAT CONVEYORS
Inverting Slat Bars
The right and left slat conveyors consist of a series of bars, linked together by two continuous chains attached to
the end of the bars. Either the right or left slat conveyor can be turned over to allow use of the other side as follows:
(1) Loosen chain (refer to following paragraph).
(2) Remove pin from chain link and break chain.
(3) Turn slat conveyor over and replace.
(4) Couple chain.
(5) Tighten chain.
Slat Conveyor Take-up
To adjust chain (Refer to Figure 19):
(1) Remove hopper end cover plate "B" from intake end of hopper "A".
(2) Loosen lock-nut "C" and tighten take-up.
(3) To loosen chain, loosen take-up nut "D".
(4) Tighten locknut "C" after proper adjustment.
IMPORTANT! Care should be taken that the two chains of each conveyor are tightened equally. The chain will be
properly tightened when 1" sag is present between return track and front sprockets.
CAUTION: DO NOT OVER-TIGHTEN. THIS WILL CAUSE EXCESS WEAR ON CHAIN. Also be sure that chain
cover guards are in good repairs for maximum protection to the chain from the feed materials.
(5) When chain is properly tightened, replace hopper end cover plate before operating.

Slat Conveyor & Spreader Screw Drive Chain Take-up (Refer to Figure 20)
The right slat conveyor and spreader screw and the left slat conveyor and spreader screw are driven by individual
chain drives.
To tighten chain (be sure engine is not running):
(1) Remove bolts "A" that holds cover plate "B" in place.
(2) Remove cover plate "B".
(3) Loosen bolts "C" that hold Idler shaft take-up plates "D" in place.
NOTE: Idler shaft take-up plates are slotted for chain adjustment. To tighten chains, slide idler shaft take-up
plates forward and tighten bolts. When slots are used up in plates, slide plates back, tighten bolts "C" and make the
following adjustments:
(4) Loosen nuts "E" that hold take-up plates "F”in place.
(5) Make chain adjustment with bolt "H".
(6) If the limit of adjustment is reached before the chains are tight, back off bolts "H" to relieve tension of carriage
bolts "E".
(7) Shift carriage bolts E to the adjacent hole in Support "G" to obtain maximum adjustment, then readjust bolts
"H".
(8) With sprockets "J" and "K" in line, tighten nuts "E".
(9) Check tightness at opening "L". When both chains are properly adjusted, there should be a deflection of
approximately 1/2" on each chain. It is important to maintain this tightness at all times!
(10) Replace cover plate "B".
(11) If chain "M" is too loose (dragging on deck) break chain and remove link or /2 link until properly adjusted. This
chain can run looser than those in Step 9.

Conveyor Drive Chain Tighteners Figure 20

Page 109
 Slat Conveyor Liner Detail Figure 21
Replacing Slat Conveyor Liners (Refer to Figure 21)
IMPORTANT! Before replacing liners, operator should advance the slat conveyor to the position where five chain
links instead of the normal three, are in contact with the top of the rear slat conveyor sprockets. This will allow more
working space for breaking the chain.

To remove liners:
(1) Elevate paver to allow safe and adequate working area under the hopper.
(2) Remove hopper end cover plate "B".
(3) Remove clamp "C" that holds center cover plate "D" in place.
(4) Remove center cover plate "D", and side covers "A".
(5) Raise flow control gates "E" for additional clearance.
(6) Loosen slat conveyor chain "F". (Refer to first paragraph of slat conveyor instructions for proper procedure in
loosening chain.)
(7) Break both slat conveyor chains "F”at rear sprocket, by removing two cotter pins and pins on
each chain extension link.
(8) Remove slat conveyor "G" by sliding it forward and out the bottom opening at the front of the hopper.
NOTE: It is only necessary to remove the top section of the slat conveyor. Leave the bottom section in place.
(9) Loosen and remove flat head bolts "H" that hold the liner plates "J" in place.
(10) Slide front liner plate "J" forward and out the top of hopper to remove.
(11) Rear plates are also removed by sliding them forward and out top of hopper.
(12) To replace liner plates, reverse removal procedure.
IMPORTANT! The right and left slat conveyors have one front, two center and one rear liner plates. Each plate
can be removed individually, and it is not necessary to remove the front plate when only replacing the rear plate.

Build-up Of Worn Screw Conveyor Figure 22

RESTORING WORN SPREADING SCREWS TO ORIGINAL DIAMETER
(1) When effective diameter of spreader screws is less than 11/2" for 12" original screw diameter or 131/2" for 14"
original screw diameter, remove and build up by hard facing with welding rod. (See Figure 22)
(2) Add hard surface weld in a spiral direction only when rebuilding the spreader screws. Welding in this manner
considerably reduces drive load incurred when rebuilt screws are reinstalled, and allows for most efficient feed control.
NOTE: It is recommended that an extra set of spreader screws be available for use while repairs are being made.
(3) The paddles on the screw shafts which move material inward toward the center of the screed should also be
built-up with weld to their original diameter.

RE-FACING WORN SCREW CONVEYORS

When screw conveyors are severely worn they can be re-faced with special contoured liners made from Ni-hard
alloy. The application of these liners restores the screw to near new condition. To apply genuine CEDARAPIDS Ni-hard
liners to a screw conveyor section proceed as follows:
(1) Remove screw conveyor from paver.
(2) Clean screw sections as much as possible, particularly in the weld areas.
Page 110
 Formed Ni-hard Liner For Screw Conveyors Figure 23
(3) Using several C-clamps attach the pieces of liner to the screw face starting at the drive shaft end as shown in
Figure 24. By starting at this end, the main wear surface of the section will be covered and any small area not covered
will be at the discharge end. Adjust liner pieces to extend about 1/8" above the edges of the screw flight as shown in
Figure 27. Be sure that the first piece applied is accurately aligned so that the remaining liners will fit properly along the
flight.
(4) Using only a low hydrogen weld rod make a continuous weld along the inside edge ("A" Figures 24 and 27).
Make welds at each of the two Pockets ("B" Figures 25 and 27). On the first and last liners of each flight make a weld at
the exposed edge ("C" Figure 26) for extra strength.
NOTE: The small cracks which develop in the liners from the welding process are normal and should not be
considered defects.

Making Hub Weld Figure 24

Filling Weld Pockets Figure 25

Welding Liner Edge Figure 26

Cross-section Thru Screw Flight & Liner Figure 27

Page 111
 Electric Clutches - RH Side
Figure 28
ELECTRIC CLUTCHES - TRAVEL & FEED

Inspection
The life span of the clutches will be increased by making a thorough periodic inspection.
The operator should be familiar with the operation of these clutches. He should assume the responsibility of
inspecting and maintaining each clutch as follows:
(1) Check to see that clutches are free from oil and grease.
(2) Clean clutches with oil-free solvents.
(3) Keep clutches covered by walkways.
IMPORTANT! Keep walkways in place except when servicing.
(4) Check electrical wiring for all clutches to see if there are any loose connections or broken wires.
(5) Maintain a minimum opening of .046" (3/64") between the Armature "C" and Rotor "B". (See Figure 29) This
dimension should be checked simultaneously at 3 points, 120°apart. All present paver clutches have a Scribe Line on
the OD of the field "A" for assembly purposes, align the inward edge of the outer pole of the Rotor "B" with this Scribe
Line visually to a tolerance of plus 1/32" minus .000". This setting will provide proper clearance internally between the
Rotor and the field.
(6) Pavers in the field without Scribe Line maintain the measurement of 3/4" .008" between the outer edge of the
Field Mounting Flange "A" and edge of Rotor "B".
CAUTION: If dimension is less or Field "A" is rubbing against Rotor "B", DO NOT MOVE MACHINE. Make the
following adjustments to eliminate clutch damage.

Feed Clutch Adjustment (Refer to Figure 29)

NOTE: Travel clutch is identical except for hub detail.
(1) To adjust clutch for .046" (3/64") opening, loosen set screws "P" on Hub "F” and move Hub until proper
measurement of .046" is reached between Rotor "B" and Armature "C". Check this measurement at three points around
the circumference of the clutch. Tighten set screws "P" and be sure Armature "C" slides free on pin "Q".
(2) To adjust clutch for alignment to the Scribe Mark within + 1 / 32" minus .000”, remove bolts "G" that hold Drive
Assembly "H" in place. Detach Drive Assembly "H". Free Lock Washer "J" from Nut "K" and remove Nut "K". Remove
Washer "J" and "L". Remove Chain from Sprocket "M". Use Bearing Puller to remove Hub and Armature Assembly
from Shaft. Remove Two Set Screws "N”that hold Taper-lok Bushing "E" and Rotor Hub
"D" in place.
CAUTION: DO NOT DETACH Hub "D", from Rotor "B" for this particular clutch adjustment. LEAVE HUB "D"
INPLACE.
(3) By adjusting Taper-lok Bushing "E" the alignment of the Rotor "D" can be obtained. Before assembling Rotor
Hub "D" to Tapered Bushing "E", rinse mating parts and shaft with solvent to remove any oil film on parts to be
assembled.
(4) Assemble Rotor and Taper-lok Bushing on shaft and tighten set screws "N" to 800-inch lbs. wrench-torque on
screws. After tightening, rap bushing with hammer to seat it into hub. Tighten set screws again. Repeat alternate
hammering and screw tightening until 800-inch lbs. wrench-torque can no longer move the screws.

Page 112
 Method Of Measuring Wear Of Electric Clutch
Figure 30

Cross-section Thru Electric Feed Clutch

(Travel clutch identical except for hub)
Figure 29
Side View Of Clutch Showing Wear-check Dimensions
Figure 31
IMPORTANT! Use a machinists dial gauge on Travel Clutch Adjustment
the face of Rotor "B" to be sure that surface is
running true as it is turned through 360° of rotation. Refer to Feed Clutch adjustment details in preceding
This will assure 100% contact of the friction face paragraphs. The travel clutch is identical except for the hub
with the friction face of Armature "C". If the dial area. Use Figure 29.
gauge indicates more than .010" total variation,
Bushing "E" must be tapped on the side that will When To Replace Worn Out Armature & Rotor
true-up the Rotor, and the set screws re-tightened to
hold the alignment. If the Rotor is not adjusted in The clutch armature-rotor set is completely worn-out when
this way and fails to run true, serious clutch slippage 9/32" of the combined friction faces has been worn away.
will result. When this occurs the two parts must be replaced in order to
CAUTION: DO NOT POUND ON POLES OF avoid a breakdown at a critical time.
ROTOR.
(5) When clutch is assembled and drive is in The simple and accurate wear check is made by measuring
place, check .046" opening between Armature "C" the combined thickness of the Rotor "B" and Armature "C",
Rotor "B". Make adjustment if necessary. when the movable armature is pressed tight against the rotor.
(6) For other alignment checks, refer to (See Figures 30 and 31) When both parts are new, dimension
separate clutch manual. "W" will be 2 1/8". When completely worn-out, "W" will be
NOTE: Care should be taken to keep clutch 1 27/32". Be sure that the armature is held tight against the
clean when assembling. rotor when the measurement is taken.

Page 113
 (in comparison to properly tightened frames) to deform the
spring hangers. If spring should be deformed, straighten or
replace before attaching new screed bottom. Loose or
deformed spring hangers can be a cause for poor screed
control.
(2) Install crown gauge pointers No. 3.
(3) Position new screed bottom so that studs align with
holes in the screed frame. Then, lower
screed unit onto Screed Bottom and fasten with
GRIPCO Center Lock Corrosion Resist Nuts.
Before tightening GRIPCO Nuts, push screed
bottom as far forward as possible. Then, tighten
Supporting Crowning Arms For Screed Bottom fastening nuts to 90 Ft./lbs. torque.
Screed Bottom Removal (4) Install strike-offs to screed bottom. Check to
Figure 32 make sure that strike-offs are not gouging or locking
SCREED UNIT against mold board. Also check for excessive
clearance between strike-offs and mold board. If
Removing Quick-Change Screed Bottom (Refer to clearance is excessive, tack weld a 1/4" rod of
Figure 33) required length to top of strike-offs. Failure to
1) Adjust screed crown to "O" crown. Then properly seal this area will allow asphalt to seep into
place wood blocks as shown in Figure 32, Item "Z" screed bottom making the change in the screed
to support crowning mechanism. These blocks must bottom more time-consuming.
extend under both front and rear crowning arms (5) Install walkway.
and on both right and left hand side of screed. This
will hold frame level and allow studs to align with CAUTION: If screed bottom is to be reversed the
support frame bolts. inside of screed must be thoroughly clean, to insure
(2) Remove walk-way proper seating of frame to screed bottom, and
(3) Remove Strike-off bolts No. 1 and No. 5. consequently obtain the maximum tightness with
(4) Remove Screed bottom GRIPCO Nuts No. fastening studs and nuts.
2. (5/8”GRIPCO Corrosion Resist - Center Lock).
(5) Remove crown guage pointers No. 3

Location Of Screed Hinge Bolt

Figure 34

Screed Bottom and Frames-Exploded View SCREED BOLTS

Figure 33 The bolts which attach the screed bottom to the
frame and the frame tc the pull arms must be kept
Install Screed Bottom as follows: tight at all times. When bolts become loose and the
screed bottom is no longer rigidly held, waves may
(1) Check tightness of bolts No. 4 that fasten frame
spring hangers to top frame. If screed frames are operated appear in the finished mat. Check all screed bolts
with loose fastening bolts, it will take only one-half the load frequently for tightness.
In the event that the hinge bolts (Figure 34)

Page 114
become worn, they should be replaced so that no Swivel Nut Adjustment (Refer to Figure 36)
play develops at that critical point to produce a The pull arm couplings are slotted Swivel Nuts (4)
waviness in the mat. Hinge bolts are made with "1/2' which utilize the ball and socket principle. The
UNC pulling bolt hole to aid in bolt removal (See Figure 35). socket is made up of the pull arm (1) and Cap (7)
with four Shim Packs (3) used for adjustability.
Adjustment of the Shim Pack thickness changes the
amount of "squeeze" exerted on the slotted Swivel
Nut (4) and the corresponding tightness of fit
against the Screw (2) threads.
Whenever looseness is felt, first check the four
Capscrews (6) for tightness. If they are tight, remove
them and Cap (7). Remove an equal amount of
Shim Pack (3) stock from the four packs and reassemble.
Replace worn Swivel Nuts (4) when adjustment no
longer corrects looseness.

Detailed Of Screed Hinge Bolt In-place Ball Coupling (Refer to Figure 37)
Figure 35). Normally handwheel screw looseness will be due
to clearance at the two Swivel Nuts (4). It can,
HANDWHEEL SCREW MAINTENANCE however, be due to badly worn ball bearings at the
Both handwheel screw assemblies should be kept lower end coupling point. If it is determined that the
in good operating condition so that they hold the screed couplings are at fault, refer to following
screed rigidly at the desired setting. Looseness at the paragraphs for replacement instructions.
two pull arm coupling points or at the two screed
coupling points will allow free up and down
movement of the screed and corresponding waves in
the mat surface. There must never be more than
three notches of play (free handwheel movement,
without affect on the screed).

Detail Of Screed Handwheel Screw And Pull-arm Swivel Nut Coupling

Figure 36

Page 115
 Handwheel Coupling With Ball Bearing & One-piece Bearing Housing
Figure 37

REPLACEMENT OF BALL BEARING IN HANDWHEEL COUPLING (See Figure 37)

The handwheel screw ball bearing (5) with one piece bearing housing (3) is a non-adjustable coupling arrangement. In
the event of ball bearing wear the bearing (5) for each handwheel screw (1) should be replaced as follows: (Refer to the
above illustration for numbered items.)
A. Remove the screed end plate. Drive out wedge keys and remove the small access late under the screed walkway to
expose the hold-down screws (6).
B. Remove the four capscrews (6) which attach the housing (3) to the deck plate.
C. Remove the four capscrews (10) which secure the upper ball joint. Remove cap (I 1) so that the entire handwheel
screw assembly can be lifted off the screed.
D. Unscrew and remove retaining screw (7) and washers (8).
E. Pull the screw shaft (1) out of the ball bearing (5).
F. Turn ball bearing (5) 900 in the housing so that it can be aligned with the slots in the housing and driven out the
bottom opening.
G. Replace the snap ring (2) on the screw shaft if necessary.
H. Install the new ball bearing and re-assemble all parts by reversing the dismantling procedure.
I. Pump bearing chamber full of grease.

Page 116
 Electric Brake For Right Hand Crawler Track
Tightening Vibrator Control Knob Figure 40
Figure 38

VIBRATOR CONTROL KNOB

INSTALLATION
The black plastic knob which adjusts the intensity of
vibration for each vibrator, is equipped with a
neporene friction washer to prevent vibration from
rotating the knob during the paving operation.
To correctly assemble a knob to a transformer,
remove walkway cover and loosen the allen
setscrews in knob, and push knob with washer
tightly against dial on control box, while holding
opposite end of shaft. (See Figure 38) Lock Allen
setscrews tightly to the shaft. Rotate knob to check
for sufficient resistance to insure that the knob will
remain in any desired position.
IMPORTANT! If the shaft "bottoms" in control
knob before the required friction is obtained
between washer and dial, it will be necessary to
loosen the setscrews at- the back of the rheostat
inside the housing, and to move the shaft farther
into the rheostat to reduce the amount of shaft in the
knob. Relock setscrews
Cut-away Showing Electric Brake Components
Figure 41

ELECTRICALLY RELEASED BRAKES

The two electrically released brake assemblies are
of the dry friction disc type. Braking force is applied
by permanent magnets in the stationary ring which
attracts the movable disc attached to the gear
reducer shaft. The brake is released when electric
current is passed through a coil surrounding the
permanent magnets to neutralize their magnetic
fields. The movable disc on the shaft is moved away from
the stationary ring by small coil springs and is
Vibrator Rheostat, Dial And Knob then free to revolve. Electric current for brake
Figure 39 operation is controlled by toggle switch from the
operator's console.
(Continued)

Page 117
 Detail Of Drive Pin Safety Wiring
Figure 43

DRIVE PIN SAFETY WIRING

Whenever the safety wire on brake drive pins (9) is
Detail Of Brake Auto-gap Drive Pin removed, it should be restored before the brake is
Figure 42 again operated. See details in Figure 43.
(Refer to Figures 41 & 42 for Part Identification) Brake Armature Clearance
The magnet ring (3) is bolted to the paver track Automatic wear adjustment, or armature follow-
drive gear case, with the case input shaft extension up, is provided by allowing the armature to slide
(16) passing through the ring but not attached to it. freely axially on the drive pins. (See Figure 42). This
This ring contains the permanent magnets and the provides maximum armature life with a minimum
windings of the electro magnet. Its outer face amount of care and attention. As the friction
includes the friction surface (4). Armature (2) is the surfaces "wear in" the armature advances on the
movable disc which is loosely held by four drive pins pins so full contact with magnet is maintained at all
(9) and coil springs. These pins project from hub (7) times.
which is keyed to the input shaft extension from the
gear case. The armature (2) is free to move laterally Wear Pattern
along the shaft but is slaved to the shaft by the drive Wear grooves appear on the armature and
pins. The permanent magnets therefore draw the magnet surfaces after extended service, (Figure 41).
armature tight against the friction face (4) of the This is a normal wear condition and will not impair
stationary magnet ring (3). This prevents any
functioning of the unit or cause it to lose torque. In
movement of the armature and consequently any
fact, a new brake may require burnishing, or
rotation of the gear case shaft.
running-in, before maximum rated torque may be
Small coil springs on the drive pins (9) are
developed. Never machine the armature or magnet
compressed when the armature is held by the
contact surfaces to remove grooving or scoring.
permanent magnets. When the brakes are to be
Remachining the face of a worn armature is never
released the operator moves the console toggle
recommended. But a worn magnet face should
switch to Neutral or Travel. Electric current then
always be machined if it is to be used with a
energizes the electro magnetic coil in the magnet
replacement armature. In refacing a worn magnet:
ring (3) and neutralizes the magnetic attraction of
(1) machine only enough material to clean up the
the permanent magnets. The coil springs on the
entire face of the magnet; (2) hold face within .005"
drive pins force the armature (2) away from the
of parallel with the mounting plate; and (3) undercut
frictioi face on the magnet ring and the armature
the molded facing material .002" to .004" below the
and gear case shaft are then free to rotate. When the
pole faces.
brake switch is at Neutral or Travel there must
always be a clearance between the armature and the
WHEN TO REPLACE WORN ARMATURE
magnet ring friction face.
As the friction faces wear from repeated AND ROTOR
application of the brake, the gap between them The brake armature-rotor set is completely worn
increases. The desired gap of 1/16" should be out when 9/32" of the combined friction faces has
maintained by adjustment of the armature hub (7) been worn away. When this occurs the two parts
must be replaced in order to avoid brake slippage at
and its taper-lock bushing (8) on shaft (16).
a critical time.

Page 118
 BRAKE ELECTRICAL MODULE
The electrically released brake system includes a
plug-in relay and E.M.F. bleeder module located in
the main electric panel. The relay is for ON-OFF
power application by remote control switch. The
bleeder is for electromotive force dissipation when
the power contacts open. (See Figure 47)
Adjustment of the brake release point is covered
by Figure 48.

Method Of Measuring Wear Of Electric Brake

Figure 44

The simple and accurate wear check is made by

measuring the combined thickness of Magnet (3)
and Armature (2) when the armature is pressed tight
against the magnet. (See Figures 44 & 45) When
both parts are new, dimension Y will be 3-1/16".
When completely worn-out, Y will be 2-3/4". Be
sure that the console switch is at, BRAKE so that the
armature is held tight against the rotor when the
measurement is taken.

Location Of Brake Relays & E.M.F. Bleeder

Figure 47

Side View Brake Showing Wear-check Dimension

Figure 45

Cross-section Thru Electric Brake Magnet Assembly

Figure 46 Variable Resistor For Brake Release Adjustment
Figure 48

Page 119
 Figure 49

COMPOPNENT PARTS IDENTIFICATION - TWIN DISC C-110 CLUTCH

Ref. Ref.
No. Description Qty. No Description Qty
1 Hub & Back Plate 1 10 Lever Link Pin 8
2 Adjusting Yoke 1 11 Cone Collar 1
3 Finger Lever 4 12 Bolt 2
4 Lever Pin 4 13 Nut 2
5 Cotter Pin 4 14 Cotter Pin 8
6 Adjusting Lock Pin 1 15 Washer (Collar) 4
7 Adjusting Lock Pin Spring 1 16 Driving Plate (3 Segments Each) 1
8 Sliding Sleeve 1 17 Floating Plate 1
9 Lever Link 8 18 Release Spring 6

COMPONENT PART IDENTIFICATION - POWER TAKE-OFF ASSEMBLY (FIGURE 50)

Ref. Ref.
No. Description Qty. No Description Qty

1 Driving Ring 1 15 Shaft 1

2 Yoke, Throw Out 1 16 Seal, Oil 2
3 Key 1 17 Gasket 1
4 Grease Line 1 18 Instruction Plate,Clutch Adjustment 1
5 Lockwasher 1 19 Snap Ring 1
6 Locknut 1 20 Clutch, Twin Disc Model C-110
7 Bearing 1 (See above parts identification list)
8 Shaft, Clutch 1 21 Fitting, Grease 2
9 Handle 2 22 Fitting, Grease 2
10 Key 2 23 Lube Line - Shaft Bearing 1
11 Bell Housing 1 24 Lube Line - Yoke Throw Out
13 Bearing 1 Bearing 1
14 Cover 1 25 Capscrew (Nylock) 8

Page 120
Clutch Adjustment (See Figure 49)
(a) Shift 24 Speed Transmission to Neutral. Stop
engine and remove ignition key.
(b) Remove inspection door from Bell Housing
(11). Dis-engage clutch.
(c) Rotate clutch by means of generator V-belt
until Lock Pin (6) is accessible.
(d) Pull out Lock Pin (6) and insert wire or nail to
hold it disengaged.
(e) Hold generator V-belt so that Shaft (15)
cannot turn.
(f) Turn the Yoke and Sleeve Assemblies (2) & (8)
clockwise to reduce slippage when clutch is engaged,
or counterclockwise to increase clearance when
clutch is dis-engaged.
(g) Release Lock Pin (6) to hold the setting, but
be sure the Pin enters one of the locking grooves.

Power Take-off & Clutch Assembly for GM Diesel Engine

Figure 50

Page 121
Cross-section View Of 24 Speed Manual Shift Transmission - (View A-A, Figure 52)
Figure 51

Page 122
 COMPONENT PART DESCRIPTIONS - 24 SPEED TRANSMISSION (FIGURE 51)

Item Item
No. Description Qty. No Description Qty.

2 Main Housing 1 38 Ball Bearing 1

3 Housing Cover 1 39 Ball Bearing 1
4 Bevel Pinion 1 40 Drive Gear, High 1
5 Ball Bearing 1 41 Drive Gear, Intermediate 1
7 Lockscrew, Idler Shaft 1 42 Input, Shaft 1
8 Driven Gear, Ist 1 43 Ball Bearing 1
9 Snap Ring 4 44 Oil Seal 1
10 Snap Ring 5 45 Gasket 2
11 Sliding Clutch 2 46 Bearing Retainer 1
12 Driven Gear, 2nd 1 47 Breather 1
13 Driven Gear, 3rd 1 48 Breather Extension 1
14 Driven Gear, 4th 1 57 Gasket, Main Housing 1
16 Washer 1 58 Gasket 1
17 Sliding Gear, 5th and 6th 1 59 Bearing Cover 1
*18 Bearing Shim Kit 1 Kit 60 Elbow, Male 2
19 Ball Bearing, Snap Ring Type 1 61 Tubing,1/2" As Req.
*19A Bearing Shim Kit 1 Kit 62 Ball Bearing 8
20 Snap Ring 1 63 Gauge, Sight 1
21 Ball Bearing 2 65 Oil Pump with Coupling 1
22 Pinion and Shaft 1 67 Lube Line, 3/8" OD 1
23 Drive Pinion, 2nd 1 69 Fitting, Lube Spray 1
24 Drive Pinion, 3rd 1 70 Gasket, Oil Pump 1
25 Spacer 1 71 Bearing Cover 1
26 Drive Gear, 4th 1 *72 Shim Kit 1 Kit
27 Drive Gear, 5th 1 73 Plug, 3/" Pipe Magnetic 1
28 Spacer 1 86 Filter, Cartridge 1
29 Drive Gear, 6th 1 87 Elbow 1
33 Ball Bearing 1 93 Connector, Male 1
34 Sliding Gear, High 1 94 Nipple 1
35 Countershaft 1 95 Plug, Expansion 1
36 Sliding Gear, Forward & Reverse 1 97 Gear 1
37 Sliding Gear, Low & Intermediate 1 98 Spacer 1

*Assembly Of Parts On Bevel Pinion Shaft (Item No. 4)

(a) To prevent bearing "float", pre-assemble the double set of ball bearings (9) for gears (12) & (13) near the center
of the shaft. Determine how many shims from Kit (18) are required between the bearing sets to keep them confined
between the two snap rings you install on the pinion shaft. Remove all parts but keep the required shims with the
bearings and snap rings for the assembly sequence.
(b) To prevent shaft "float", pre-assemble ball bearing (19) onto shaft (4) and install snap ring (20) to retain it. With
the bearing pressed tight against the shoulder of the shaft, determine how many shims from Kit (72) must be slipped
between the bearing and the snap ring to fill the gap. Lay aside the excess shims. Remove the bearing and install the
shims between the shaft shoulder and the bearing to be sure there is no bearing float when the snap ring is again in
place. Leave these parts on the shaft for the following Step (c) procedure.
(c) To prevent shaft "float", hold the shaft (4) (with bearing, shims and snap ring installed as in Step b) in place
inside the housing with the bearing snap ring tight against the housing counterbore. Install gasket (58) and bearing cover
(59) and tighten at least three of its retaining screws. Attempt to move the shaft laterally back and forth to feel if "float"
exists. If it does, add enough shims from Kit (19A) between the bearing snap ring and the housing shoulder to eliminate
all float. Do not add too many shims so that gasket (58) is not properly compressed to prevent oil leakage when cover
(59) is on tight. Remove all parts but keep the required number of shims with the bearing for the assembly sequence.

Page 123
 End View Cut-away of 24 Speed Manual Shift Transmission (View B-B, Figure 51)
Figure 52

COMPONENT PART DESCRIPTIONS - 24 SPEED TRANSMISSION (FIGURE 52)

Item Item
No. Description Qty. No Description Qty.

9 Plastic Ball 3 50 Lockwasher, Ball Bearing 2

5 Shift Lever, Fwd-Rev. 1 51 Cover, Bearing Mounting 2

5A Shift Lever, Range 1 52 Oil Seal 2

5B Shift Lever, 6-Speed 1 53 Ball Bearing 2

21 Micro Switch 1 54 Spacer 1

47 Breather 1 55 Bevel Gear 1

48 Extension . . 1 56 Gasket Kit 1

49 Locknut, Ball Bearing 2 91 Output Shaft 1

Page 124
 Cross-section View of 24 Speed Manual shift Transmission (View C-C, Figure 51)
Figure 53

COMPONENT PART DESCRIPTIONS - 24 SPEED TRANSMISSION (FIGURE 53)

Item Item
No. Description Qty. No Description Qty.

1 Housing, Fwd-Rev. Shift 1 21A Micro Switch 1

1A Housing, Range Shift 1 23 Jam Nut 2
2 Gasket 1 24 Retaining Screw 1
7 Lockscrew, Idler Shaft 1 24A Expansion Plug 2
10 Shaft, Fwd-Rev. 1 25 Detent Spring I
10A Shaft, Range 1 30 Ball Bearing 2
10B Shaft, Low & Intermediate 1 31 Shaft, Idler Gear 1
11 Shift Fork, Fwd-Rev. 1 32 Idler Gear, Reverse 1
12 Oil Seal 1 33 Ball Bearing 1
12A Expansion Plug 2 34 Sliding Gear, High 1
13 Detent Ball 1 35 Countershaft 1
13A Shift Fork, High 1 36 Sliding Gear, Fwd-Rev. 1
14 Detent Spring 1 37 Sliding Gear, Low & Intermediate 1
14A Shift Fork, Low & Intermediate 1 38 Ball Bearing 1
17 Capscrew 1 45 Gasket I
17A Detent Ball 1 71 Cover for Bearing I
18 Retaining Screw 1 95 Expansion Plug 1
21 Capscrew 1

Page 125
Side & End View Cross-sections Of 6 Speed Shift Lever Module
Figure 54

126
 COMPONENT PART DESCRIPTIONS - 24 SPEED TRANSMISSION (FIGURE 54)

Item Item
No. Description Qty. No Description Qty.
1 Housing 1 19 Plug 1
2 Gasket 1 20 Plunger, Locking 4
3 Gasket, Shifter Cover 1 21 Spring 2
4 Cover, Shifter 1 22 Ball 3
5 Shift Lever, Six Speed 1 23 Pin 1
6 Spring, Shift Shaft 1 24 Expansion Plug 3
7 Washer, Shift Cap 1 28 Retainer, Spring 3
8 Cap, Shift Housing 1 29 Spring 3
9 Ball, Shift Lever 1 30 Nut 3
10 Shifter Shaft, 5th & 6th 1 32 Pin, Groove 3
11 Shifter Shaft, 3rd & 4th 1 33 Boot, Cover 1
12 Shifter Shaft, 1st & 2nd 1 34 Clamp, Boot 1
13 Shifter Dog, 5th & 6th 1 36 Collar, Shifter Stop 1
14 Fork, 5th & 6th 1 37 Pin, Roll 1
15 Fork, 3rd & 4th 1
16 Shifter Dog, 1st & 2nd 1
17 Fork, 1st & 2ND 1

REPLACEMENT OF TRANSMISSION OIL PUMP

The paver is equipped with an oil pump on front end of transmission. (Item 65, Figure 51)This pump provides positive
lubrication circulation to gears and bearing in the main transmission.

If it should be necessary to replace pump, it is important that it be properly mounted.

Failure to follow this assembly procedure can result in premature failure of the pump.
METHOD:
1. Check condition of upper shaft bearings in transmission. A slight lateral movement of shaft should be possible if
bearings and shah are in acceptable operating condition.
2. Inspect pump coupling for wear and make sure it will slide freely on pump shaft. Also, inspect driving slot for
coupling in transmission shaft. Replace parts if worn.
3. Assemble pump to transmission and only finger tighten bolts. Fill pump with the recommended transmission
lubricant.
4. Attach lube lines to pump. Do not completely tighten lines so that the pump will be free to align itself to the
transmission while rotating.
5. Start engine and engage clutch. While pump is operating , tighten mounting capscrews evenly and
progressively.
6. Tighten lube lines securely.
7.
TRANSMISSION OIL LINE FILTER
A fine mesh filter screen is used ahead of the oil supply line of the transmission pump to keep the foreign particles
from damaging the pump. This filter is a cartridge type unit which is screwed into the transmission housing. The oil pump
suction line fitting is then screwed into the center of the filter cartridge. (Item 86, Figure 51)
If an oil pump in apparent good condition fails to maintain a good flow of oil through the sight glass, a plugged filter
screen may be responsible. If this is suspected, back-flush the strainer and transmission case as follows:
1. Disconnect the suction line to the pump and attach a hose and funnel so that flushing solution can be poured into
the line.
2. Drain the transmission oil, then re-install the drain plug.
3. Pour a quantity of Texaco Rando AA flushing solution into the gear case through the pump suction line to
back-flush the filter screen. Fill the case to a point above the normal oil level (on dipstick) and allow several hours for the
solution to dissolve the oil residue.
(Continued)
Page 127
 Transmission Oiling system - Exploded View
Figure 55

4. Drain the flushing solution.

5. With the drain plug removed, pour some
additional fresh solution into the pump lines as a
final flushing of the screen.
6. Re-attach line. Replace drain plug. Fill case
to proper level with Texaco #EP90 Universal Gear
Lubricant (about 17 quarts) and test pump for Method Of Flashing 125 V AC Generator
proper flow through sight glass. Figure 56
NOTE: The filter screen flushing procedure
is recommended as a seasonal lubrication secondary should have extension leads with insulated
requirement in keeping with good probes.
equipment maintenance programs. Where METHOD: With the generator rotating at
normally gear cases are drained, flushed, proper speed, plug the transformer into any
and re-filled with fresh lubricant for an "Hot" 125 VAC outlet and touch the probes
upcoming season, this procedure varies to L1 & L2 connections at the junction box
only in that the flushing solution is poured on the generator. A momentary contact is
into the case through the pump suction line all that is required.
so that the filter screen back-flush occurs
automatically. GENERATOR MAINTENANCE
Little maintenance is required other than routine inspection
LOSS OF GENERATOR VOLTAGE (125 V.A.C.) and cleaning. The bearings are prelubricated and will be a
Occasionally, Winpower 3600 RPM generator long life item unless damaged by accident or excessive
will lose its residual magnetism and fail to produce driving belt tension.
AC power. This is very unusual, unless the The interior of the generator should be clean and
generator has been dis-assembled, or has received a unobstructed. Slip rings and brushholders should be kept
severe jolt. In such a case it will be necessary to free from dirt, oil, and moisture. If compressed air is
"flash the field" in order for the generator to again available it can be used effectively for cleaning.
produce power.
To 'flash the field" a step-down transformer
with a nominal 125 V.A.C. primary winding and a
12 to 30 volt secondary winding can be used. A
12.6 volt filament transformer will also do the job.
(See Figure 56).
The transformer primary should have a cord
with a plug for a 125 V.A.C. wall receptical. The
Page 128
 failure of the unit.
When available use a pencil type belt tension gauge to
accurately set the tightness. (See Figure 57). If no gauge
is available, use a straight edge and a measuring tape
(See Figure 58) and estimate a tightness that does not
stretch the belt.

12 V DC GENERATOR MAINTENANCE
IMPORTANT! The voltage regulator used on the Motorola
Model RA Generator must be Type 8RF201 1A with high
voltage suppression feature. Do not substitute R3-1 or R.3-
2 Regulators as neither type will last in this application.

Checking Belt Tension Using Pencil Type Gauge

Figure 57

GENERATOR V-BELT TENSION

It is important to keep the generator V-Belt at the
proper tension. A loose belt will slip when the generator
load is high and it will fail to produce the required current
when most needed. An overly. tight belt will cause very
rapid wearing of bearings in the generator and pre-mature

Motorola 12 Volt DC Generator

Figure 59

V-BELT TENSION - When installing a generator be sure

the pulley is in line with the motor drive pulley. Tighten the
V-belt by putting pressure on the fan end of the housing.
Do not apply pressure to the voltage regulator end! The
belt should be just tight enough so that the driven pulley
will not slip when an attempt is made to turn the fan by
hand. (See Figure 60).

Checking Belt Tension With Straight Edge & Tape

Figure 58

Page 129
 (g) Clean out the heater fuel tank.
(h) Clean out the heater; check the igniter tip
and porcelain. Be sure blower fan is tight. Set tips as
outlined in manual. Check and clean out pump. Be sure
the transformer is working.

WARNING: Cover must be over transformer at

all times.

2. Check over all wiring on the tractor, looking for

loose or bare wire. Tighten all connections on:
(a) Relays
(b) Toggle switches
(c) Limit switch on the reverse shifter bar
(d) Depth control limit switches
(e) Manual override switch
(f) Check the 125 volt generator V-belt drive
and mounting. Check pulley set screws for tightness.
Correct Alignment of Generator Pulley (g) Check the 12 VDC Generator V-belt drive
and mounting. Check pulley set screws for tightness.
Figure 60
3. Refer to the engine manufacturer's manual
for all periodic maintenance instructions. Strict compliance
SEASONAL OVERHAUL
with these instructions will help assure steady and efficient
Iowa Manufacturing Company strongly recommends
operation of the vital power plant.
that each paver be given a seasonal overhaul if it has
4. Drain and flush the transmission and transfer
accumulated at least 500 operating hours during that
cases and fill with the correct quantity and type of oil.
season. By so doing the paver owner prepares for the next
5. Check electric clutches - make sure each
season by eliminating many of the potential break-down
clutch is getting the proper amount of current. This should
possibilities in advance.
be a minimum of 11.4 volts when machine is in operation.
The following procedures are recommended for
Make sure all clutch settings are maintained as noted in
conditioning the CEDARAPIDS Paver for the coming
Electric Clutch Paragraphs, this Section.
season.
6. Remove the slat and screw conveyors.
1. Separate the screed from the tractor unit by
(a) The liners for the slat conveyor may need
unbolting the arm at the pivot points, loosen the screed
replacing.
lifting cables and unplug the electric cable at the quick-
(b) If the chain of the slat conveyor is starting
disconnect.
to show wear it may be reversed.
(a) Remove the moldboard from the screed.
(c) Check the conveyor sprockets if they show
(b) Check all holes that allow heat to enter the
excess wear, replace at this time.
moldboard chambers to see that they are open.
(d) Check all the roller bearings and tighten all
(c) Check all Eriez Vibrators for the proper
hold down bolts.
setting. Follow procedure as outlined in Section 7.
(e) The outboard bearing for the screw
(d) Check all wiring and connections to make
conveyor may need replacing.
sure they are not broken or bare. Take care to check the
(f) Hardface the screw conveyor. An extra
heavy crossover cable.
hardfaced screw conveyor should be kept in stock. As the
(e) Check the screed plate thickness and look
one on the machine starts to show wear, it should be
for cracks.
replaced and built back up with hardface.
(f) Disassemble the depth control screws and
socket. Clean out and check for wear and excessive
looseness in these sockets, which could cause a wavy mat.

Page 130
 7. Remove track, upper lower, and oscillating rollers. Replace all track roller shafts that show wear. The rollers
can be rebushed if the bore is not damaged. It the bore is damaged either a new roller is needed or a salvage operation
can be performed by boring the roller oversize and pressing in a steel sleeve. For bore sizes, consult Iowa Manu-
facturing Company, Service Engineering Department.
(a) Check the sprockets and shoes.
(b) Clean out the guard around the track drive chain.
(c) Check the bolts which hold the flange drive sprocket to the rear track drive sprocket. Make sure they are
S.A.E. bolts with a double jam nut and tightened properly.
8. Drain hydraulic fluid reservoir. Clean tank and suction filter. Re-fill with fresh fluid. (See Section 5)

Page 131
 SECTION XII

Purchased Component Vendor Instructions

Page 133
 PART IV.

VANE PUMPS

V100, V200, V300, V400

V500, AND V2P SERIES

 TABLE OF CONTENTS

Section Page
I INTRODUCTION
A. Purpose of Manual ..................................................................................................... 2
B. General Information ................................................................................................... 2

II DESCRIPTION
A. General ............................... ...................................................................................... . 4
B. Assembly and Construction ................... .................................................................... 4
C. Flow Control and Relief Valve ................ ................................................................... 4
D. Application ............................. ................................................................................... 4

III PRINCIPLES OF OPERATION

A. Pumping Cartridge ..................................................................................................... 4
B. Hydraulic Balance ...................................................................................................... 5
C. Pressure Plate ........................................................................................................... 5
D. Flow Control and Relief Valve ................ ................................................................... 5

IV INSTALLATION AND OPERATING INSTRUCTIONS

A. Installation Drawings .................................................................................................. 6
B. Drive Connections ..................................................................................................... 6
C. Shaft Rotation ............................. .............................................................................. 6
D. Piping and Tubing ......................... ............................................................................ 6
E. Hydraulic Fluid Recommendations ............................................................................. 6
F. Overload Protection.................................................................................................... 7
G. Port Positions............................................................................................................. 7
H. Start-Up...................................................................................................................... 8

V SERVICE INSPECTION AND MAINTENANCE

A. Service Tools ............................................................................................................. 8
B. Inspection ................................................................................................................... 8
C. Adding Fluid To The System .................. .................................................................. 8
D. Adjustments ............................. ................................................................................. 8
E. Lubrication ................................................................................................................. 8
F. Replacement Parts ......................... ........................................................................... 8
G. Trouble-Shooting........................................................................................................ 8

VI OVERHAUL
A. General ................................ ..................................................................................... 10
B. Disassembly ............................. ................................................................................. 10
C. Inspection and Repair ................................................................................................ 10
D. Assembly ................................................................................................................... 11

VII TESTING................................................................................................................................. 11

1
 Section I - INTRODUCTION

A. PURPOSE OF MANUAL
This manual has been prepared to assist the users of Vickers balanced vane type hydraulic single pumps in properly
installing, maintaining and repairing their units. In the sections which follow, the single pumps are described in detail,
their theory of operation is discussed and instructions are given for their proper installation, maintenance and overhaul.

The general series of models covered are V100, V200, V300, V400, V500 and V2P. The information given applies to
the latest design configurations listed in Table I. Earlier designs are covered only insofar as they are similar to the
present equipment.

B. GENERAL INFORMATION
1. Related Publications - Service parts information and installation dimensions are not contained in this manual.
The parts catalogs and installation drawings listed in Table I are available from any Vickers Mobile Division Application
Engineering office, or from:

Vickers
Mobile Hydraulics Division
Product Service Department
P.O. Box 302, Troy, Michigan

2. Model Codes - There are many variations within each basic model series, which are covered by variables in the
model code. Table II is a complete breakdown of the code covering these units. Service inquiries should always include
the complete unit model number, which is stamped on the pump cover.

TABLE I
PARTS CATALOGS AND INSTALLATION DRAWINGS
MODEL DESIGN NO. PARTS INSTALLATION
SERIES (See Table II) CATALOG DRAWING
V100 -10 M-2031-S M-152060
V200 -12 M-1771-S M-190082
V300 -11 M-2033-S M-128797
V400 M-127065
V500 -10 M-1262-S M-236696
V2P -10 M-2002-S M-289405

Figure 1
2
TABLE II - MODEL CODE BREAKDOWN

3
 Section II - DESCRIPTION

A. GENERAL As the rotor is driven by the driveshaft, the vanes generate

fluid flow by carrying fluid around the elliptical ring contour
Pumps in this series are used to develop hydraulic fluid (see section m). Fluid enters the cartridge through the
flow for the operation of Mobile equipment. The positive inlet port in the body and is discharged through the
displacement pumping cartridges are the rotary vane type pressure plate to the outlet port in the cover.
with shaft side loads hydraulically balanced. The flow rate
depends on the pump size and the speed at which it is C. FLOW CONTROL AND RELIEF VALVE
driven.
V200 pumps are available with an integr Flow Control
All units are designed so that the direction of rotation, and Relief Valve in the pump cover. This limits the fluid
pumping capacity and port positions can be readily flow in the system to a maximum prescribed rate and
changed to suit particular applications. prevents excessive pressure build-up. Fluid not required
in the system is recirculated to tank.
B. ASSEMBLY AND CONSTRUCTION
D. APPLICATION
The V200 series pump illustrated in cutaway in Figure
1 is representative of all single pumps in this series. The Pump ratings in GPM as shown in the model coding are at
unit consists principally of a ported body and cover, a drive 1200 RPM. For ratings at other speeds, methods of
shaft supported by two ball bearings, a pumping cartridge installation and other application information, Vickers
and a pressure plate. The components of the cartridge are Mobile Division Application engineering personnel should
an elliptical ring, a slotted rotor splined to the drive shaft be consulted.
and twelve vanes fitted to the rotor slots.

Section III - PRINCIPLES OF OPERATION

A. PUMPING CARTRIDGE Radial movement of the vanes and turning of the rotor
cause the chamber between the vanes to increase as the
As mentioned in Section II;, fluid flow is developed in vanes pass the inlet sections of the ring. This results in a
the pumping cartridge. The action of the cartridge is low pressure condition which allows atmospheric pressure
illustrated in Figure 2. The rotor is driven within the ring by to force fluid into the chambers. (Fluid outside the inlet is
the driveshaft, which is coupled to a power source. As at atmospheric pressure or higher.)
the rotor turns, centrifugal force on the vanes causes them
to follow the elliptical inner surface of the ring.

Figure 2

4
This fluid is trapped between the vanes and carried past
the large diameter or dwell section of the ring. As the
outlet section is approached, the ring diameter decreases
and the fluid is forced out into the system. System
pressure is fed under the vanes, assuring their sealing
contact against the ring during normal operation.

B. HYDRAULIC BALANCE

The pump ring is shaped so that the two pumping

chambers are formed diametrically opposed. Thus,
hydraulic forces which would impose side loads on the
shaft cancel each other out.

C. PRESSURE PLATE

The pressure plate seals the pumping chamber as shown in

Figure 3. A light spring holds the plate against the Figure 3
cartridge until pressure builds up in the system. System
pressure is effective against the area at the back of the This condition usually occurs only at low drive speeds.
plate, which is larger than the area exposed to the pumping The large spring chamber is connected to the pressure
cartridge. Thus, an unbalanced force holds the plate port through an orifice. Pressure in this chamber equalizes
against the cartridge, sealing the cartridge and providing pressure at the other end of the relief valve spool and the
the proper running clearance for the rotor and vanes. light spring holds the spool closed. Pump delivery is
blocked from the tank port by the spool land.
D. FLOW CONTROL AND RELIEF VALVE
3. When pump delivery is more than the flow rate
1. Maximum pump delivery and maximum system determined by the orifice plug, a pressure build-up forces
pressure are determined by the integral flow control and the spool open against the light spring. Excess fluid is
'relief valve in a special outlet cover used on some V200 throttled past the spool to the tank port as shown in Figure
pumps. This feature is illustrated schematically in Figure 4B.
4. An orifice in the cover limits maximum flow. A pilot-
operated type relief valve shifts to divert excess fluid de- 4. If pressure in the system builds up to the relief
livery to tank, thus limiting the system pressure to a valve setting (Figure 4C), the pilot poppet is forced off its
prescribed maximum. seat. Fluid in the large spring chamber flows through the
spool and out to tank. This flow causes a pressure
2. Figure 4A shows the condition when the total pump differential on the spool, shifting it against the light spring.
delivery can be passed through the orifice. All pump delivery is thus permitted to flow to tank.

Figure 4
5
 Section IV- INSTALLATION and OPERATING INSTRUCTIONS

A. INSTALLATION DRAWINGS NOTE

These pumps must be driven in the direction of the
arrows cast on the pump ring. If it is desired to change
B. DRIVE CONNECTIONS
the direction of drive rotation, it is necessary to reverse
the ring. (See Section VI-B-D and Figure 9. )
CAUTION
CAUTION
Vickers pump shafts are designed to be installed in
couplings, pulleys, etc., with a slip fit or very light Never drive a pump in the wrong direction of rotation.
tap. Pounding can injure the bearings. Shaft Seizure may result, necessitating expensive repairs.
tolerances are shown on the pump installation
drawings. (See Table I.) D. PIPING AND TUBING

1. Direct Mounting - A pilot on the pump mounting 1. All pipes and tubing must be thoroughly cleaned
before installation. Recommended methods of cleaning
flange (Figure 5) assures correct mounting and shaft
are sand blasting, wire brushing and pickling.

NOTE
For instructions on pickling refer to Vickers instruction
sheet M-9600.

2. To minimize flow resistance and the possibility of

leakage, only as many fittings and connections as are
necessary for proper installation should be used.

3. The number of bends in tubing should be kept to a

minimum to prevent excessive turbulence and friction of
oil flow. Tubing must not be bent too sharply. The
Figure 5
recommended radius for bends is three times the inside
diameter of the tube.
and shaft alignment, provided the pilot is firmly seated in
the accessory pad of the power source. Care should be
E. HYDRAULIC FLUID RECOMMENDATIONS
exercised in tightening all flange mounting screws to
prevent misalignment. The oil in a hydraulic system serves as the power
transmission medium. It is also the system's lubricant and
If gaskets are used between flanges, they should be coolant. Selection of the proper oil is a requirement for
installed carefully so as to lay flat. Shaft keys and satisfactory system performance and life. Oil must be
couplings must be properly seated to avoid slipping and selected with care and with the assistance of a reputable
possible shearing. supplier.

2. Indirect Drive - Chain, spur gear or vee belt TWO IMPORTANT FACTORS IN SELECTING AN OIL
pulley drives may also be used with these pumps. Flat ARE:
belt drives are not recommended because of the
possibility of slipping. 1. Antiwear Additives - The oil selected must contain
the necessary additives to insure high anti-wear
To prevent excessive side loads on the pump characteristics.
bearings, it is important to check for correct alignment
and guard against excessive belt or chain tension. 2. Viscosity - The oil selected must have proper
viscosity to maintain adequate lubricating film at system
C. SHAFT ROTATION operating temperature.

Vickers pumps are normally assembled for righthand SUITABLE TYPES OF OIL ARE:
(clockwise) rotation as viewed from the shaft ends. A 1. Crankcase Oil meeting API service classification
pump made for lefthand rotation is identified by an "L" in MS. The MS (most severe) classification is the key to
the model code (See Table II). proper selection of crankcase oils for Mobile hydraulic
systems.

6
 2. Antiwear Type Hydraulic Oil - There is no common 130°F with any of these light weight or diluted oils.
designation for oils of this type. However, they are
produced by all major oil suppliers and provide the OTHER FACTORS IN SELECTING AN OIL ARE:
antiwear qualities of MS crankcase oils.
1. Viscosity - Viscosity is the measure of fluidity. In
3. Certain Other Types Of Petroleum Oils are suitable addition to dynamic lubricating properties, oil must have
sufficient body to provide adequate sealing effect between
for Mobile hydraulic service if they meet the following
working parts of pumps, valves, cylinders and motors, but
provisions:
not enough to cause pump cavitation or sluggish valve
(a) Contain the type and content of antiwear
action. Optimum operating viscosity of the oil should be
impounding found in MS crankcase oils or have passed
between 80 SSU and 180 SSU. During sustained high
pump tests similar to those used in developing the antiwear
temperature operation viscosity should not fall below 60
type hydraulic oils.
SSU.
(b) Meet the viscosity recommendations shown in
the following table.
2. Viscosity Index - Viscosity index reflects the way
(c) Have sufficient chemical stability for Mobile
hydraulic system service. viscosity changes with temperature. The smaller the
viscosity change the higher the viscosityindex. The
The following types of oil are suitable if they meet the viscosity index of hydraulic system oil should not be less
above three provisions: than 90. Multiple viscosity oils, such as SAE 10W-30,
incorporate additives to improve viscosity index (polymer
Series 3 Diesel Engine Oil thickened). Oils of this type generally exhibit both
Automatic Transmission Fluid Types A, F and DEXRON temporary and permanent decrease in viscosity due to the
Hydraulic Transmission Fluid Types C-1 and C-2 oil shear encountered in the operating hydraulic system.
Accordingly, when such oils are selected, it is desirable to
The following table summarizes oil types use those with high shear stability to insure that viscosity
recommended for use with Vickers equipment in Mobile remains within recommended limits.
hydraulic systems by viscosity and service classification.
3. Additives - Research has developed a number of
Hydraulic System American additive agents which materially improve various
Operating Petroleum characteristics of oil for hydraulic systems. These
Temperature SAE Viscosity Institute (API) additives are selected to reduce wear, increase chemical
Range Designation Service stability, inhibit corrosion and depress the pour point. The
(Min. * to Max.) Classification most desirable oils for hydraulic service contain higher
0°F to 180°F 10W MS amounts of antiwear compounding.
0°F to 210°F 10W-30** MS
50°F to 2100F 20-20W MS SPECIAL REQUIREMENTS
* Ambient Start Up Temperature Where special considerations indicate a need to depart
** See paragraph on Viscosity Index from the recommended oils or operating conditions, see
your Vickers sales representative.
OPERATING TEMPERATURE
CLEANLINESS
The temperatures shown in table are cold start-up to
maximum operating. Suitable start-up procedures must be Thorough precautions should always be observed to
followed to insure adequate lubrication during system insure that the hydraulic system is clean:
warm-up. 1. Clean (flush) entire system to remove paint, metal
chips, welding shot, etc.
ARCTIC CONDITIONS
2. Filter each change of oil to prevent introduction of
Arctic conditions represent a specialized field where contaminant into the system.
extensive use is made of heating equipment before 3. Provide continuous oil filtration to remove sludge
starting. If necessary, this, and judicious use of SAE 5W or and products of wear and corrosion generated during the
SAE 5W-20 oil in line with the viscosity guide lines shown life of the system.
in the table, may be used. Dilution of SAE 10W (SM) oil
with maximum of 20% by volume of kerosene or low 4. Provide continuous protection of system from entry
temperature diesel fuel is permissible. During cold start- of airborne contamination.
up, avoid high speed operation of hydraulic system 5. During usage, proper oil filling and servicing of
components until the system is warmed up to provide filters, breathers, reservoirs, etc., cannot be over-
adequate lubrication. Operating temperature should be emphasized.
closely monitored to avoid exceeding a temperature of

7
F. OVERLOAD PROTECTION
A relief valve must be installed in the system, unless it
is an integral part of the pump. The relief valve limits
pressure in the system to a prescribed maximum and
protects the components from excessive pressure. The
setting of the relief valve depends on the work
requirements of the system and the maximum pressure
ratings of the system components.

G. PORT POSITIONS
The pump cover can be assembled in four positions
with respect to the body. A letter in the model code (Table
Figure 6
II) identifies the cover position as shown in Figure 6.
Disassembly and assembly procedures are in Section VI-B
initially purge the air from the system. Failure to prime
and D.
within a reasonable length of time may result in damage
due to lack of lubrication. Inlet lines must be tight and free
H. START-UP
from air leaks. However, it may be necessary to crack a
With a minimum drive speed of 600 RPM, a pump should fitting on the outlet side of the pump to purge entrapped
prime almost immediately if provision is made to air.

Section V - SERVICE, INSPECTION AND MAINTENANCE

A. SERVICE TOOLS C. ADDING FLUID TO THE SYSTEM

No special tools are required to service these pumps. When hydraulic fluid is added to replenish the system, it
should always be poured through a fine wire screen - 200
B. INSPECTION mesh or finer. It is important that the fluid be clean and
free of any substance which could cause improper opera-
Periodic inspection of the fluid condition and tube or
tion or wear of the pump or other hydraulic units.
piping connections can save time-consuming breakdowns
Therefore, the use of cloth to strain the fluid should be
and unnecessary parts replacement. The following should
avoided to prevent lint getting into the system.
be checked regularly.
D. ADJUSTMENTS
1. All hydraulic connections must be kept tight. A
loose connection in a pressure line will permit the fluid to No periodic adjustments are required, other than to
leak out. If the fluid level becomes so low as to uncover maintain proper shaft alignment with the driving medium.
the inlet pipe opening in the reservoir, extensive damage to
the pump can result. In suction or return lines, loose E. LUBRICATION
connections permit air to be drawn into the systems,
resulting in noisy and/or erratic operation. Internal lubrication is provided by the fluid in the
2. Clean fluid is the best insurance for long service system. Lubrication of the shaft couplings should be as
life. Therefore, the reservoir should be checked specified by their manufacturers.
periodically for dirt or other contaminants.
F. REPLACEMENT PARTS
If the fluid becomes contaminated the system should Only genuine replacement parts manufactured or sold
be thoroughly drained and the reservoir cleaned before by Vickers should be used. These are identified in the
new fluid is added. parts catalogs listed in Table I.

3. Filter elements also should be checked and G. TROUBLE-SHOOTING

replaced periodically. A clogged filter element results in a Table IV lists the common difficulties experienced with
higher pressure drop. This can force particles through the vane pumps and hydraulic systems. It also indicates the
filter which would ordinarily be trapped, or can cause the probable causes and remedies for each of the troubles
by-pass to open, resulting in a partial or complete loss of listed.
filtration. It should always be remembered that many apparent
pump failures are actually the failures of other parts of the
4. A pump which is running excessively hot or noisy is systems. The cause of improper operation is best
a potential failure. Should a pump become noisy or diagnosed with adequate testing equipment and a thorough
overheated, the machine should be shut down immediately understanding of the complete hydraulic system.
and the cause of improper operation corrected.
8
 TABLE IV - TROUBLE SHOOTING CHART
TROUBLE PROBABLE CAUSE REMEDY
PUMP NOT DELIVERING DRIVEN IN THE WRONG DIRECTION The drive direction must be changed
FLUID OF ROTATION immediately to prevent seizure. Figure 9
shows the correct ring position for each
direction of rotation.
COUPLING OR SHAFT SHEARED OR Disassemble the pump and check the shaft
DISENGAGED and cartridge for damage. (See Section
VI.) Replace the necessary parts.
FLUID INTAKE PIPE IN RESERVOIR Check all strainers and filters for dirt and
RESTRICTED sludge. Clean if necessary.

FLUID VISCOSITY TOO HEAVY TO PICK Completely drain the system. Add new
UP PRIME filtered fluid of the proper viscosity.
AIR LEAKS AT THE INTAKE PUMP NOT Check the inlet connections to determine
PRIMING where air is being drawn in. Tighten any
loose connections. See that the fluid in the
reservoir is above the intake pipe opening.
Check the minimum drive speed which
may be too slow to prime the pump.

RELIEF VALVE STUCK OPEN (MODELS Disassemble the pump and wash the valve
WITH INTEGRAL RELIEF VALVE ONLY). in clean solvent. Return the valve to its
bore and check for any stickiness. A
gritty feeling on the valve periphery can be
polished with crocus cloth. Do not remove
excess material, round off the edges of the
lands or attempt to polish the bore. Wash
all parts and reassemble the pump.
VANE(S) STUCK IN THE ROTOR Disassemble the pump. Check for dirt or
SLOT(S) metal chips. Clean the parts thoroughly
and replace any damaged pieces. If
necessary flush the system and refill it with
clean fluid.
INSUFFICIENT PRESSURE SYSTEM RELIEF VALVE SET TOO LOW Use a pressure gauge to correctly adjust
BUILD-UP the relief valve.
WORN PARTS CAUSING INTERNAL Replace pump cartridge.
LEAKAGE OF PUMP DELIVERY -
PUMP MAKING NOISE PUMP INTAKE PARTIALLY BLOCKED Service the intake strainers. Check the
fluid condition and, if necessary, drain and
flush the system. Refill with clean fluid.
AIR LEAKS AT THE INTAKE OR SHAFT Check the inlet connections and seal to
SEAL. (OIL IN RESERVOIR WOULD determine where air is being drawn in.
PROBABLY BE FOAMY) Tighten any loose connections and
replace the seal if necessary. See that the
fluid in the reservoir is above the intake
pipe opening.
PUMP DRIVE SPEED TOO SLOW OR Operate the pump at the recommended
TOO FAST speed.

COUPLING MISALIGNMENT Check if the shaft seal bearing or other

parts have been damaged. Replace any
damaged parts. Realign the coupled
shafts.

9
 Section VI - OVERHAUL
NOTE 2. Check the wearing surfaces of the body, pressure
Complete cartridges are available in service plate, ring and rotor for scoring and excessive wear.
kits for rebuilding these pumps. Refer to the Remove light score marks by lapping. Replace any heavily
catalogs listed in Table I for part numbers. scored or badly worn parts.
3. Inspect the vanes for burrs, wear and excessive
A. GENERAL play in the rotor slots. Replace the rotor if the slots are
Plug all removed units and cap all lines to prevent the worn.
entry of dirt into the system. During disassembly, pay 4. Check the bearings for wear and looseness.
particular attention to identification of the parts, especially Rotate the bearings while applying pressure to check for
the cartridges, for correct assembly. Pump bearings are pitted or cracked races.
pressed in the bodies or on the shafts and should not be 5. Inspect the oil seal mating surface on the shaft for
removed unless defective. Figure 7 is an exploded view scoring or wear. If marks on the shaft cannot be removed
which shows the proper relationship of the parts for by light polishing, replace the shaft.
disassembly and assembly. Figure 1 can be referred to for 6. Check the relief valve sub-assembly for free
the correct assembled relationship of the parts. movement in the cover bore. Remove burrs from the
B. DISASSEMBLY valve by polishing, but do not round off the corners of the
lands. Do not attempt to rework the valve bore. If the
1. Disassembly of basic pump - See Figure 7. If a bore is damaged, replace the cover.
mounting flange or foot bracket is used, remove it before
dismantling the pump. Clamp the pump body in a vise (not D. ASSEMBLY
too tightly), cover end up, and remove the four cover Coat all parts with hydraulic fluid to facilitate assembly
screws. Note the position of the cover port with respect to and provide initial lubrication. Use small amounts of
the body port before lifting off the cover and "O" ring. (See petroleum jelly to hold "O" rings in place during assembly.
paragraph 2 for disassembly of flow control covers.)
Remove the pressure plate and spring and note the IMPORTANT
position of the ring for correct reassembly. Lift off the ring During handling and shipping of the precision
and remove the locating pin. Separate the vanes from the machined cartridge parts, it is possible to
rotor and remove the rotor from the shaft. raise burrs on the sharp edges. All sharp
Turn the pump body over and remove the shaft key edges on the parts of a new cartridge kit
and the snap ring which retains the outer bearing. Tap with should be stoned prior to installation.
a soft hammer on the splined end of the shaft to force the
shaft out of the body. Support the bearing inner race and 1. Assembly of Flow Control Cover - See Figure 7. If
press the shaft out of the bearing. Pull the shaft seal out the cover has a through bore, insert the valve in the bore,
of the body with a suitable hooked tool and press out the small land first. Then install the spring and pipe plug. For
inner bearing. models with the blind bore, first install the spring, then the
2. Disassembly of Flow Control and Relief Valve valve, with the hexagon head end first. Follow this with the
Covers - See Figure 7. If a screen is used in the cover, snap ring (being certain it is firmly seated in the groove)
remove the plug and pull out the screen. Do not remove and the pipe plug. Install the screen and the plug which
the orifice plug unless it is necessary. Check whether there retains it.
is a plug at each end of the relief valve bore. If the bore 2. Assembly of Pump - See Figure 7. Begin assembly
is blind, remove the plug and the snap ring to release the by pressing the shaft into the front bearing while supporting
valve and spring as shown in the inset view, Figure 7. If the bearing inner race. Next, press the inner bearing into
the bore is through the cover, remove only the one plug to the body, using a driver which contacts the outer race only.
release the spring and valve. Leave the snap ring and the Be certain both bearings are firmly seated.
other plug in the cover.
C. INSPECTION AND REPAIR NOTE
Before assembling the shaft seal, determine
1. Discard the used shaft seal and all "O" rings. the correct position of the sealing lip. (See
Wash the metal parts in mineral oil solvent, blow them dry Figure 8.) Double lip seals are assembled with
with filtered compressed air and place them on a clean the spring toward the pumping cartridge.
surface for inspection. Single lip seals have two pressure holes, which
are assembled toward the shaft end of the
pump.

10
Figure 7

11
 Figure 8
Figure 9
Press the seal firmly in place and lubricate the lip with Place the pressure plate on the locating pins and flat
petroleum jelly or other grease compatible with the system against the ring. Use a small amount of petroleum jelly or
fluid. Slide the drive shaft into the body until the bearing is grease to stick the spring in the recess In the pressure
seated, Tap lightly on the end of the shaft if necessary. plate. Carefully install the cover with the outlet port in the
Install the snap ring. correct position. Tighten the cover screws to the torque
shown in Figure 8. Turn the shaft through by hand to
Install the new “O” rings in the body and cover. Insert insure that there is no internal binding. Install the shaft
the ring locating pins in the body and assembly the ring so key.
that the arrow on the perimeter points in the proper
direction of rotation. Check the assembly against Figure 9. Assemble the pump to its mounting flange or foot
Install the rotor on the shaft and inset the vanes in the rotor mounting. If a gasket is used, be certain it is flat to avoid
slots. Be certain the radius edges of the vanes are toward misalignment of the shaft.
the cam ring.

Section VII - TESTING

Vickers Mobile Division application engineering personnel should be consulted for test stand circuit requirements and
construction. If test equipment is available, the pump should be tested at the recommended speeds and pressures
shown on the installation drawings (see Table I).

12
PART V
1
2
3
4
 PART VI. PARTS LISTING
FOR

PAVING MACHINE, BITUMINOUS MATERIAL

CRAWLER MOUNTED
MODEL BSF-400
Serial Numbers 35627 thru 35633 inclusive
Contract No. DSA-700-77-C8481
Serial Numbers 36955 thru 36964 inclusive
Contract No. DAAE07-79-C5795
SECTION INDEX

DESCRIPTION SECTION
Components Index ........................................................................................................... 1

Track ................................................................................................................................ 2

}
Main Frame .....................................................................................................................
Hopper Wings ..................................................................................................................
Tractor Accessories (Emblems and Attachments .............................................................
Hoods, Covers and Walkways ........................................................................................ 3
Acoustic Details - Hood, Covers and Walkways ...............................................................
Operators Seat ................................................................................................................
Operator Remote Control - Main Clutch and Forward - Reverse Shifter ...........................

Conveyors, Slat and Screw.............................................................................................. 4

Screed.............................................................................................................................. 5

Power Mounting and Drives ............................................................................................. 6

Power Mounting Parts
Air Cleaner and Exhaust System
Alternator and Drive
Generator and Drive
Automatic Throttle Control
Power Take Off
24 Speed Transmission, Clutch and Drive Shaft
Clutch, Transfer Case and Brakes
Standard Conveyor Drive
Hydraulic ......................................................................................................................... 7

Electrical ......................................................................................................................... 8
 SECTION 1

COMPONENTS
 COMPONENTS

REF. NO. DESCRIPTION SECTION

1 Track 2
2 Main Frame 3
3 Hopper Wings 3
4 Tractor Accessories 3
5 Hoods, Covers, and Walkways 3
6 Acoustic Details 3
7 Operators Seat 3
8 Slat Conveyor 4
9 Skirtboards and Covers - Slat Conveyor 4
10 Screw Conveyor 4
11 Remote Adjustable Screw Control 4
12 Screed 5
13 Screed Pull Arms 5
14 Oil Burner 5
15 Screed Lift 5
16 Power Mounting and Drive 6
17 Hydraulic Components 7
18 Base Electrical Parts 8
19 Screed Electrical Parts 8
SECTION 2
 TRACK

REF. NO. PART NUMBER DESCRIPTION QUANTITY

1 5036BV03 Frame, Track - Left Hand 1
2 50368V02 Frame, Track - Right Hand 1
3 5036BD56 Track Link Assembly (27 Links) 2
5036BD56A Track Link Assembly (26 Links) 2
4 5036A43C Link, Track 106
5 5036BD27 Pin 106
6 7238-127 Pin, Roll 5/16" x 1-1/2" 212
10 5036BD29 Trunnion 2
7010-045 Capscrew, 3/4" x 2-1/4" Hex Head NC 8
7012-030 Nut, 3/4" Hex NC 8
7014-009 Lockwasher, 3/4" 8
11 5036BP09 Bar, Side Yoke 4
12 7238-135 Pin, Roll 5/16" x 3-1/2" 4
13 5036BP10 Bar, Guide 4
7010-022 Capscrew, 1/2" x 1-1/2" Hex Head NC 16
7014-005 Lockwasher, 1/2" 16
14 See Take Up Idler - Section 2 2
15 See Rear Sprocket - Section 2 2
16 See Upper Roller - Section 2 2
17 See Lower Roller - Section 2 2
18 See Track Roller and Pivot Shaft - Section 2 6
19 Beam - See Main Frame - Section 1
20 5036BD49 Guard - Left Hand (Not Shown) 1
5036BD50 Guard - Right Hand (Shown) 1
7010-025 Capscrew, 1/2" x 2-1/4" Hex Head NC 2
7010-022 Capscrew, 1/2" x 1-1/2" Hex Head NC 4
45890-102-19 Locknut, ½ " NC 6
7014-020 Lockwasher, 1/2" 6
21 See Track Spring - Section 2 2
22 5036BD13 Anchor 2
23 5036BD51 Cover, Guard 2
7010-013 Capscrew, 3/8" x 1" Hex Head NC 2
7014-003 Lockwarsher. 3/8" 2
7014-018 Washer, 3/8" Flat 2
24 45500-750-05 Wrench, Track Adjusting 2
25 45500-750-02 Wrench, Track Frame (Not Shipped With Paver -
Available From Factory) 2

NOTE: Quantities Shown are for Both Tracks.

 TRACK SPRING

REF. NO. PART NUMBER DESCRIPTION QUANTITY

1 5036BP06 Base 1
2 5036BP07 Spring, Outer 1
3 5036BP05 Cap 1
4 5036BP08 Spring, Inner 1
5 7017-029 Nut, 5/8" Jam NC 8
6 7008-342 Bolt, 1½ " x 17" NC 1
7 7017-036 Nut, 1½ " Jam NC 2

NOTE: Quantities are shown for one assembly only.

 REAR SPROCKET

REF. NO. PART NUMBER DESCRIPTION QUANTITY

1 9704-050-01 Split Sprocket Assembly 1

2 5036BD53-02 Hub 1
3 5036BD54-01 Sprocket, Tooth Section 1
4 7455-013 Screw, Shoulder 3/4" x 1-1/2" 6
4A 7014-023 Washer, 3/4" 6
5 45890-102-17 Locknut, 5/8" NC 6
6 7258-013 Cone, Timken 2
7 7258-004 Cup, Timken 2
8 5036B059 Sprocket 1
9 5036BD06-02 Cap 1
10 7048-046 Shim, .020" 1
11 7048-047 Shim, .007" 1
12 7048-048 Shim, .005" 1
13 45200-040 Seal, Oil 2
14 50368D07 Plate 1
15 7049-003 Washer, Timken 2
16 7017-038 Nut, 1-3/4" Jam NC 4
17 7394-103 Capscrew, 5/8" x 2-1/4" Hex Head NF 6
18 7010-023 Capscrew, 1/2" x 1-3/4" Hex Head NC 12
19 7017-051 Nut, 5/8" Jam Hex NF 6
20 7014-005 Lockwasher, 1/2" 12
21 7024-001 Plug, '1/8" Pipe 2
22 5036B004 Shaft 1
23 See Track - Section 2

NOTE: Quantities listed are for one assembly only.

LITHO IN U.S.A
 TAKE-UP IDLER

REF. NO. PART NUMBER DESCRIPTION QUANTITY

1 5036BD26-02 Idler, Track 1

2 9701-020 Shaft 1
3 7376-005 Cone, Timken 2
4 7376-001 Cup, Timken 2
-5 50368D10-02 Cap 2
6 7048-014 Shim, .020" As Req.
7 7048-015 Shim, .0071's As Req.
8 7048-016 Shim, .005" As Req.
9 45200-008 Seal, Oil 2
10 7010-021 Capscrew, 1/2" x 1-1/4" Hex Head NC 8
11 7014-005 Lockwasher, 1/2" 8
12 7024-001 Plug, 1/8" Pipe 2

NOTE: Quantities listed are for one assembly only.

 UPPER ROLLER

REF. NO. PART NUMBER DESCRIPTION QUANTITY

1 5036BD38A *Roller, With Bushing 1

2 45030-003-03 *Bushing
3 7051-003 Alemite, Fitting 67 1/2° 1
4 5036BD041 Washer 2
5 50368016A Shaft 1
6 50368D60 Spacer, Roller 1
7 7010-127 Capscrew, ½ " x 3¼ " Hex Head NC 1
8 7014-005 Lockwasher, " 1
9 7012-027 Nut, ½ " Hex NC 1
10 Frame - See Track Frame - This Section
11 7053-001 Nipple, Alemite Extension 3/4" 1

*NOTE: Items 1 and 2 are press fitted.

NOTE: Quantities listed are for one assembly only.
 LOWER ROLLER

REF. NO. PART NUMBER DESCRIPTION QUANTITY

1 5036BD37C *Roller, With Bushing 1

2 45030-003-04 *Bushing (Only) 2
3 5036BD41 Washer 2
5 50368032 Shaft 1
6 7010-109 Capscrew, 3/8" x 4" Hex Head NC (Not Shown) 1
7 7012-025 Nut, 3/8" Hex (Not Shown) 1
8 7014-003 Lockwasher, 3/8" (Not Shown) 1
9 7051-001 Grease Fitting, 1/8" 1
10 Frame - See Track Frame - This Section

NOTE: Quantities listed are for one assembly only.

*NOTE: Items #1 and 2 are press fitted to make Item #1.
 TRACK ROLLER PIVOT SHAFT

REF. NO. PART NUMBER DESCRIPTION QUANTITY

1 5036BD39A *Roller, With Bushing 2

2 45030-003-03 *Bushing (Only) 4
4 503BD41 Washer 4
5 5036BD23 Shaft 2
6 5036BD43 Lock 2
7 5036BD21 Bracket 1
8 5036BD20 Shaft 1
10 5036BD19 Flat 2
11 7010-034 Capscrew, 5/8" x 2" Hex Head NC 4
12 7010-034 Capscrew, 5/8"x 2" Hex Head NC 4
13 7012-029 Nut, 5/8 " Hex NC 4
14 7014-007 Lockwasher, 5/8" 4
15 7014-005 Lockwasher, 1/2" 2
16 Frame-See Track Frame- This Section
17 7051-002 Fitting, Alemite 1/8" x 45° 2

NOTE: Quantities listed are for one assembly only.

*NOTE: Item #1 and 2 are press fitted.
 SECTION 3

MAIN FRAME

REF. NO. PART NUMBER DESCRIPTION QUANTITY

1 9704-000-01 Frame, Main 1

2 9701-568 Plate, Insp. Conveyor Chain 1
3 5036AK04 Plate, Side 2
4 5036KD09 Angle, Buffer Screed 1
5 5036K012 Angle, Buffer Screed 1
6 5036AD10 Clamp, Gate - Center 1
7 5036AD11 Clamp, Gate - Outside 2
8 40504-001-05 Pipe, 3/4" x 1-15/16" 12
9 5036KD10 Cover, Plate 1
10 5036KD11 Cover, Plate 1
11 5036AK05 Angle, Side - Far Side 1
12 5036AK06 Angle, Side - Near Side 1
5036AK07 Angle, Corner 2
13 7072-149 Bolt, Carriage 5/8" x 2" 2
7072-197 Bolt, Carriage 5/8" x 1-3/4" 4
14 5036AD33 Guard 1
15 5036AD35 Guard 1
16 See Walking Beam - This Section
17 See Beam Roller - This Section
18 See Gate - This Section
 WALKING BEAM

REF. NO. PART NUMBER DESCRIPTION QUANTITY

1 5036AD17 Walking Beam 1
2 5036BD17 Washer 3
3 5036BD18 Washer 3
4 7011-139 Pin, Cotter ½ " x 4" 3
 BEAM ROLLER ASSEMBLY

REF. NO. PART NUMBER DESCRIPTION QUANTITY

1 5036AD32 Tube 1
2 41218-037-00 Shaft 1
3 7130-105 Setscrew, Socket Type 1/2" x 1-1/4 "-
NC - Cone Point 4
4 7017-027 Nut, Jam 1/2" - NC 4
5 7302-013 Bearing 2

NOTE: Quantities shown are for one Assembly only.

 GATE

REF. NO. PART NUMBER DESCRIPTION QUANTITY

1 5036AD12 Gate 1
2 5036AD25 Gate 1
3 1201B08BA Rack 4
5036AD36 Shim As Req.
4 5036AD13 Shaft 2
5 5036AD14 Pinion 4
7131-050 Setscrew, ¼ " x ½ a" Socket Head Cup Point NC 4
6 40812-002-04 Key, 3/16" x 3/16" x 2¼ " 4
7 5036AD15 Block 6
8 5036AD16 Clamp 2
9 Frame - See Main Frame - Section 3
ACCESSORY TOOL NOT SHIPPED WITH PAVER. AVAILABLE FROM FACTORY.
10 45500-024-01 Wrench, Gate Adjusting 1
 HOPPER WINGS

REF. NO. PART NUMBER DESCRIPTION QUANTITY

1 9704-000-06 Wing, Hopper - Right Hand 1

2 9704-000-05 Wing, Hopper - Left Hand 1
3 5036VG12 Bracket, Cylinder Mount 2
4 45090-002-43 Cylinder, Hopper Wing - See Form # 14011 - This
Section 2
5 5036VC09 Pin, Rod 2
6 41005-075 Rod, Hinge 2
9700-907 Flat, Guard 6
7 7010-015 Capscrew, 3/8" x 1½ " NC 12
45890-102-16 Locknut, ½ " Hex NC 12
8 9704-000-11 Guard, Front 2
9 7430-007 Fitting, Straight ½ " MP x ½ " 37° 2
10 7430-105 Fitting, 90°1/2" NPT x 3/8" 37° 2
11 7010-104 Capscrew, 3/8" x 3-3/4" NC 4
7014-003 Lockwasher, 3/8" 4
12 7131-080 Setscrew, 3/8" x 1" NC 4
7017-025 Nut, 3/8" Jam NC 4
13 7017-034 Nut, 1¼ " Jam NC 4
14 See Hopper Wing-Hydraulic Circuit - Section 7
 CYLINDER-HOPPER WINGS

REF. NO. PART NUMBER DESCRIPTION QUANTITY

45090-002-43 Cylinder - Complete 1

1 45090-524-24 Piston
2 45090-524-23 Piston 1
3 45090-524-22 Tube, 2nd Stage 1
4 45090-524-21 Tube, 1st Stage 1
5 45090-536-07 Case 1
6 45090-539-03 Head 1
7 45090-539-02 Head 1
8 45090-524-08 *Piston Ring 1
9 45090-524-07 *Piston Ring 1
10 45090-512-58 *O-Ring 1
11 45090-512-59 *O-Ring 1
12 45090-512-53 *O-Ring 1
13 45090-511-31 *Back Up Washer 1
14 45090-512-54 *O-Ring 1
15 45090-511-32 *Back Up Washer 1
16 45090-526-38 *U-Cup and Load O-Ring 1
17 45090-526-39 *U-Cup and Load O-Ring 1
18 45090-526-36 *Seal, Wiper 1
19 45090-526-37 *Seal, Wiper 1

*NOTE: These parts may be purchased as a repair kit by ordering

Part Number 45090-526-35.
TRACTOR ACCESSORIES
TRACTOR ACCESSORIES

REF. NO. PART NUMBER DESCRIPTION QTY.

5036KD20 Bracket, Guide Marker 1

7072-052 Bolt, Carriage 3/8" x 1" NC 1
1 7056-011 Nut, 3/8" Wing NC 1
7014-003 Lockwasher, 3/8" 1
7014-018 Washer, 3/8" Flat 1
2 5036KD18 Support, Guide Marker - Right Hand 1
3 5036KD19 Support, Guide Marker - Left Hand 1
4 5036KD14 Marker, Guide 1
5 40503-050 Pipe, 1/2" x 50" 1
6 9701-810 Rail, Hand 2
7 9704-450-09 Brace. Shipping (remove for operation) 2
45515-004-01 Extinguisher, Fire 1
45515-004-02 Bracket, Fire Extinguisher 1
8 7435-134 Screw, 1/4" x 5/8" Round Head Cadium 3
45890-102-25 Locknut, 1/4"-20 3
7014-016 Washer, 1/4" Flat 3
9704-450-17 Box, Tool (Military) 1
9 46000-004-04 Padlock, with Two Keys 2
7472-023 Screw, Tapping 3/8" -16 x 3/4" 8
10 4418-017 Plate, Serial 1
11 4418-087 Emblem, Cedarapids 1
12 4418-319 Plate, Tie Down Points 1
13 4418-129-09 Emblem Strike-off Adjustment 1
14 4418-320 Plate, Lifting Point 1
15 4418-135-01 Emblem, Patent 1
16 4418-135-02 Emblem, Lubrication 1
17 4418-305 Plate, Lift Here 2
18 4418-306 Plate, Lift Here 2
19 4418-304 Plate, Throw Out Collar 1
20 4418-135-18 Plate, Fill with Diesel Fuel Only 1
21 4418-307 Plate, Tie Down Here 4
22 4418-308 Plate, Tie Down Here 4
23 4418-135-28 Emblem, Paver Speed 1
24 4418-312 Plate, Safety Cable 2
25 4418-147 Emblem, Cedarapids 2
4418-197 Emblem, Slow Moving Vehicle 1
26 7435-134 Screw, 1/4" x 5/8" Round Head Cadium 2
45890-102-25 Locknut, 1/4"-20 2
7014-016 Washer, 1/4" Flat 2
27 4418-010 Emblem, Cedarapids 3
28 4418-310 Plate, Battery Caution 1
29 4418-314 Plate, Clutch - Right Hand 1
30 4418-313 Plate, Clutch - Left Hand 1
31 4418-315 Plate, Do Not Stand in Hopper 1
32 4418-309 Plate, Stand Clear Hopper 4
33 4418-311 Plate, Ear Protection 1
34 4418-303 Plate, Stop 1
35 40503-004-00-02 Pipe. 1/2" x 4" TBE 2
36 7061-004 Elbow, 1/2" Pipe at 90 degrees Street 2
37 7085-004 Elbow. 1/2" Pipe at 90 degrees 2
38 7027-002 Plug, Magnetic 2
39 4418-335 Plate, Identification 1
 HOODS, COVERS AND WALKWAYS

REF. NO. PART NUMBER DESCRIPTION QUANTITY

1 9704-300-29 Shell, Radiator 1

2 9704-300-30 Hood, Rear 1
3 9704-300-31 Cover, Transmission 1
4 9704-300-32 Cover, Six Speed 1
5 9704-300-33 Hood, Center 1
6 9704-300-34 Panel, Side 2
7 9704-300-35 Cover, End 1
8 9704-300-36 Panel, Electric Box 1
9 45775-282-03 Boot, Shifter 3
10 46000-004-05 Lock, With Keys 1
11 46000-004-07 Hasplock, With Padlock & Keys 4
12 41733-003-01 Tape, Sponge 1" x 2" 0.7
13 9704-300-37 Brace, Transmission Cover 1
14 9704-300-72 Cover, Vandal 2
15 9704-300-73 Cover, Clutch 2
16 9704-300-75 Angle, Hood Support 2
17 5036KN03 Angle, Walkway Support 2
18 9704-300-76 Walkway, Floor Plate 4
19 45890-252-07 Bolt, 5/16" Washer Head NF 29
 ACOUSTIC MATERIAL
HOODS, COVERS, WALKWAYS

REF. NO. PART NUMBER DESCRIPTION QUANTITY

1 9704-300-66 Acoustic Material, Side Panel 2

2 9704-300-67 Acoustic Material, Center Hood 1
3 9704-300-84 Acoustic Material, Walkway 4
4 9704-300-88 Acoustic Material, Hood 1
5 9704-300-89 Acoustic Material, Hood 1
6 9704-300-90 Acoustic Material, Hood End Cover 1
7 9704-301-76 Acoustic Material, Transmission Cover 1
8 9704-301-77 Acoustic Material, Transmission Cover 1
9 9704-301-78 Acoustic Material, Transmission Cover 1
10 9704-301-79 Acoustic Material, Transmission Cover 1
 OPERATORS SEAT STANDARD

REF.NO. PART NO. DESCRIPTION QUANTITY

1 5036MD01 Seat Assembly 1

2 5036iNID01-01 Cushion, Seat 1
3 5036MD01-02 Cushion, Back Rest 1
4 5036MD02 Pedestal 1
SLAT CONVEYOR
 SLAT CONVEYOR

REF.NO PART NUMBER DESCRIPTION QUANTITY

9701-610 Plate - Right Hand (Not Shown) 1

1 { 9701-611 Plate - Left Hand (Shown) 1
2 5036EE02 Guard - Left Hand 2
3 5036EE03 Guard - Right Hand 2
4 5036ED05 Sprocket and Shaft 2
5 F0115FGA Flange Bearing - 1-15/16" Bore - See Form # 1001 -
This Section 4
6 7383-070 Capscrew, Grade 5, 1/2" x 1-1/2" Hex NC 8
7383-071 Capscrew, Grade 5, 1/2" x 3/4" Hex NC 8
7
{ 45890-102-19
7014-020
Locknut, 1/2" NC
Washer, 1/2" Flat
8
8
8 4431-513-01 Sprocket 4
9 5036ED06 Plate 4
F0107FGA Flange Bearing - 1-7/16" Bore - See Form # 1001 -

10 { 7445-011
45890-102-17
This Section
Bolt, Plow 3/8" x 1-1/2"
Locknut, 3/8" NC
4
16
16
11 5036ED07 Flat 4
12 5036ED08 Bolt, Adjusting 4
13 41213-029-08 Shaft 2
14 4430-021-01 Idler, Front 4
15 4430-009 Bar, Flight 46
16 5036EE01-01 Plate, Baffle 2
5036AG01-01 Track, Return 4
17 { 7445-010 Bolt, #3 Plow 1/2" x 1-1/4" 12
45890-102-19 Locknut, 1/2" 20
18 5036AG01-02 Track, Hanger 6
19 5036ED24 See Slat Conveyor Chain - This Section
20 See Main Frame - Section 3
21 See Slat Conveyor Liner - This Section
22 7072-172 Bolt, Carriage 3/4" x 2" 4
22 { 7017-030 Nut, 3/4" Hex Jam NC 16
23 Skirtboards and Covers - Slat Conveyors
For BSF-400 and BSF-420 - This Section
For BSF-2 - See Main Frame - Section 1
 ANTI-FRICTION BEARING

FLANGE TYPE

REF.NO. PART NUMBER DESCRIPTION QUANTITY

FLANGE TYPE - 1" BORE

F0100FGA Bearing - Complete 1
2 F0100FG Bearing Housing 1
3 7041-004 Bearing and Collar 1
4 Variable Grease Fitting 1
5 7131-046 Setscrew, 1/4" x 1/4" Socket Head Cup Point 1

FLANGE TYPE - 1-3/16" BORE

F0103FGA Bearing - Complete 1
2 F0103FG Bearing Housing 1
3 7041-007 Bearing and Collar 1
4 Variable Grease Fitting 1
5 7131-046 Setscrew, 1/4" x 1/4" Socket Head Cup Point 1

FLANGE TYPE - 1-3/8" BORE

FO1O6FGA Bearing - Complete 1
2 F0107FG Bearing Housing 1
3 7041-010 Bearing and Collar 1
4 Variable Grease Fitting 1
5 7131-074 Setscrew, 3/8" x 3/8" Socket Head Cup Point 1

FLANGE BEARING - 1-7/16" BORE

F0107FGA Bearing - Complete 1
2 F0107FG Bearing Housing 1
3 7041-011 Bearing and Collar 1
4 Variable Grease Fitting 1
5 7131-074 Setscrew, 3/8" x 3/8" Socket Head Cup Point 1
-Continued-
ANTI-FRICTION BEARINGS-Flange Type - Continued

REF.NO. PART NUMBER DESCRIPTION QUANTITY

FLANGE TYPE - 1-5/8" BORE

F0110FGA Bearing - Complete 1

2 F0111FG Bearing Housing 1
3 7041-014 Bearing and Collar 1
4 Variable Grease Fitting 1
5 7131-074 Setscrew, 3/8" x 3/8" Socket Head Cup Point 1

FLANGE TYPE - 1-11/16" BORE

F0111FGA Bearing - Complete 1

2 F0111FG Bearing Housing 1
3 7041-015 Bearing and Collar 1
4 Variable Grease Fitting 1
5 7131-074 Setscrew, 3/8" x 3/8" Socket Head Cup Point 1

FLANGE TYPE - 1-3/4" BORE

F0112FGA Bearing - Complete 1

2 F0111FG Bearing Housing 1
3 7041-016 Bearing and Collar 1
4 Variable Grease Fitting 1
5 7131-074 Setscrew, 3/8" x 3/8" Socket Head Cup Point 1

FLANGE TYPE - 1-15/16" BORE

F011FGA Bearing - Complete 1

2 F0115FG Bearing Housing 1
3 7041-019 Bearing and Collar 1
4 Variable Grease Fitting 1
5 7131-074 Setscrew, 3/8" x 3/8" Socket Head Cup Point 1

FLANGE TYPE - 2-3/16" BORE

FO203FGA Bearing - Complete 1

2 F0203FG Bearing Housing 1
3 7041-023 Bearing and Collar 1
4 Variable Grease Fitting 1
5 7131-087 Setscrew, 7/16" x 7/16" Socket Head Cup Point 1

FLANGE TYPE - 2-7/16" BORE

F0207FGA Bearing - Complete 1

2 F0207FG Bearing Housing 1
3 7041-024 Bearing and Collar 1
4 Variable Grease Fitting 1
5 7131-087 Setscrew, 7/16" x 7/16" Socket Head Cup Point 1

FLANGE TYPE - 2-15/16" BORE

F0215FGA Bearing - Complete 1

2 F0215FG Bearing Housing 1
3 7041-025 Bearing and Collar 1
4 Variable Grease Fitting 1
5 7131-100 Setscrew, 1/2" x 1/2" Socket Head Cup Point 1
 SLAT CONVEYOR CHAIN

REF.NO. PART NUMBER DESCRIPTION QUANTITY

5036ED24 Slat Conveyor Chain 4

1 50005-502-08 Link, Roller With Bushing and Roller - Plain
2 50005-502-07 Link, Attaching Includes 2 Side Bars and Pins
3 50005-502-09 Link, Roller With Bushing and Roller -
Slotted
4 Bar, Flight - See Slat Conveyor - This Section
5 7238-168 Pin, Roll 92
 SLAT CONVEYOR LINER ASSEMBLY

REF.NO. PART NO. DESCRIPTION QUANTITY

I 5036ED18 Liner, Front Curved 2

2 5036ED19 Liner, Front Flat 2
3 5036ED20 Liner, Rear Flat 2
4 5036ED21 Liner, Rear Curved 2
5 7016-003 Capscrew, 3/8" x 1" Flat Head NC 40
6 7012-025 Nut, 3/8" Hex NC 40
7 7014-003 Lockwasher, 3/8" Spring 40

NOTE: 1 Set Shown

GREASE PIPING

SLAT CONVEYOR
 GREASE PIPING
SLAT CONVEYOR

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 Run #1 - Slat Conveyor Front Shaft

Bearing Grease Piping

7061-001 Elbow, Street 1/8" x 90° 4

40500-001-08-01 Nipple, 1/8" x 1-1/2" 4
7085-001 Elbow, Pipe 1/8" x 90° 4
40500-007-0.8-01 Nipple, 1/8" x 7-1/2" 4
7084-001 Coupling, Pipe 1/8" 4
7051-002 Fitting, Grease 1/8" x 45° 4
45000-251-01 Clamp, Tube 4
7095-035 Bolt, Stove 1/4" x 1/2" NC 4
7014-001 Lockwasher, 1/4" 4

2 Run #2 - Slat Conveyor Rear Shaft

Outer Bearing Grease Piping

7061-001 Elbow, Street 1/8" x 90° 2

40500-002-00-01 Nipple, 1/8" x 2" 2
7085-001 Elbow, Pipe 1/8" x 90° 2
40500-007-08-01 Nipple, 1/8" x 7-1/2" 2
7085-001 Elbow, Pipe 1/8" x 90° 2
40500-008-00-01 Nipple, 1/8" x 8" 2
7084-001 Coupling, Pipe 1/8" 2
7051-002 Fitting, Grease 1/8" x 45° 2
7000E23B Base, Tube Clamp 2
7095-035 Bolt, Stove 1/4" x 1/2" NC 2
7014-001 Lockwasher, 1/4" 2
45000-251-01 Tube, Clamp 2

3 Run #3 - Slat Conveyor Rear Shaft

Inner Bearing Grease Piping

7061-001 Elbow, Street 1/8" x 90° 2

40500-002-00-01 Nipple, 1/8" x 2" 2
7085-001 Elbow, Pipe 1/8" x 90° 2
40500-008-08-01 Nipple, 1/8" x 8-1/2" 2
7085-001 Elbow, Pipe 1/8" x 90° 2
40500-013-00-01 Nipple, 1/8" x 13" 2
7084-001 Coupling, Pipe 1/8" 2
7051-002 Fitting, Grease 1/8" x 45° 2
45000-251-01 Clamp, Tube 2
7000E23B Base, Tube Clamp 2
7095-035 Bolt, Stove 1/4" x 1/2" NC 2
7014-001 Lockwasher, 1/4" 2
 SKIRTBOARD AND COVERS

SLAT CONVEYOR

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 5036AD09-01 Cover, Front 2

2 5036AK13 Skirtboard, Front 2
3 5036AD05 Skirtboard, Rear 4
4 5036AD07 Cover, Center 1
5 See Main Frame - Section 3
 GREASE PIPING

SCREW CONVEYOR

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1
Grease Piping, Screw Conveyor Inner Bearing
40500-004-00-01 Nipple, 1/8" x 4" 2
7061-001 Elbow, Pipe 1/8" x 90° 4
40500-008-00-01 Nipple, 1/8" x 8" 4
7084-001 Coupling, Pipe 1/8" 2
7051-003 Fitting, Grease 1/8" x 67° 2
45000-251-01 Clamp, Tube 2
7000E23B Base, Tube Clamp 2
7095-035 Bolt, Stove 1/4" x 1/2" NC 2
7014-001 Lockwasher, 1/4" 2
 SCREW CONVEYOR
14" DIAMETER

LEFT HAND SIDE SHOWN

-RIGHT SIDE TYPICAL-
 SCREW CONVEYOR
14" DIAMETER - PARTS LIST NO .

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 5036DD21-01 *Flange - Left Hand (Shown) 1

{ 5036DD22-01 *Flange - Right Hand (Opposite Side-Not Shown) 1
2 7010-020 Capscrew, 1/2" x 1" Hex Head NC 8
{ 7014-005 Lockwasher, 1/2" 8
3 F011SFGA Flange Bearing - 1-15/16" Bore - See Form # 1001 4
For BSF-2 Paver - See Section 12
For Any Other Paver - See This Section
4 9700-608 Plate, Seal 4
5 5036BD41 Washer 4
6 7445-013 Bolt, Plow 1/2" x 1/2" 8
{ 45890-102-19 Locknut, 1/2" 8
7 5036FD03 Sprocket, With Shaft 2
8 5036FJO2 *Screw - Left Hand (Shown) 1
{ 5036FJ03 *Screw - Right Hand (Opposite Side-Not Shown) 1
7383-109 Capscrew, Grade 5, 5/8" x 3-3/4" Hex NC 4
9
{ 7014-007
7012-029
Lockwasher, 5/8"
Nut, 5/8" Hex NC
4
4
10 5036FJ04 *Screw - Left Hand (Shown) 1
{ 5036FJ05 *Screw - Right Hand (Opposite Side-Not Shown) 1
*Hanger, Bearing - Left Hand (Shown) 1
11 *Hanger, Bearing - Right Hand (Opposite Side-
Not Shown) 1
12 47445-003 Bolt, Plow 1/2" x 2p." 8
{ 45890-102-19 Locknut, 1/2" 8
13 5036FD14 Shaft 2
14 5036FD22 Agitator 2
40500-015-00-01 Pipe, 1/8" x 15" 2
15 { 7084-001
7051-002
Coupling
Fitting, Grease 1/8" x 45°
2
2
17 See Remote Adjustable Screw Control - This
Section
19 See Grease Piping - This Section
21 7051-001 Fitting, Grease 1/8" 2
22 9701-735 Cover, Screw 2

*NOTE: Right and Left Hand is determined by facing direction of paver travel.
 REMOTE ADJUSTABLE SCREW CONTROL

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 7383-038 Capscrew, Grade 5, 3/8" x 1" Hex Head NC -

Heat Treated 1
2 5036PGB03 Support, Switch 1
3 { 40721-032
9700-202
Tubing (Used With Basic Screed
Tubing (Used With 5' Extensions
1
1
4 5036PGB04 Bolt, Tightening 1
5 5036PGB05 Control Arm 1
7009-155 Capscrew, 1/4" x 5/8" Hex Head NF 2
6 5036LF09 Extension, Arm 1
7018-001 Setscrew, 1/4" x 1/2" NC 1
7 Limit Switch and Cable -
For BSF-2 Paver - See Terminal Box and Screw
Control - Section 11
For BSF-2H or BSF-4 Paver - See Screed
Electrical - Section 8
For BSF-3R Paver - See Electric Power and
Control Tractor - Section 11
For BSF-400, BSF-420 and BSF-520 Paver - See
Base Electric Parts - Section 8

NOTE: Left Hand Assembly shown, quantities shown are for one assembly.
 SECTION 5

SCREED PULL ARMS

STANDARD

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 9701-130 *Arm, Screed - Left Hand 1
2 9701-130 *Arm, Screed - Right Hand 1
3 5036ND02-01 Cap 2
4 5036ND02-02 Shim, Trunnion zap 8
5 7051-002 Fitting, Alemite 1/8" - 45 1

*NOTE: Right and Left Hand is Determined by Facing Direction of Paver Travel.
 SCREED

OPTIONAL CURVE STRIKE-OFF AVAILABLE

 SCREED

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 See Screed Pull Arms - This Section
2 See Screed Adjusting Mechanism - This Section

{
9701-699 Moldboard, Models BSF-2, BSF-3R, BSF-400 and
BSF-420 1
9701-700 Moldboard, Models BSF-2H, BSF-4 and BSF-520 1
3 7012-027 Nut, 1/2" Hex NC 20
5036NH21 Washer 20
7472-026 Screw, 3/8" x 1¼ " Swage Form 14
7012-025 Nut, 3/8" NC 14
4 5036NH07 Bolt, 1½ " x 6" Hex Head NC 2
5 7017-036 Nut, 1½ " 4
6 9701-192 *Stair - Right Hand (Not Shown) 1
{ 9701-193 *Stair - Left Hand (Shown) 1
7 See Screed Vibrator
BSF-2 and BSF-3R - Section 11
BSF-2H, BSF-4, BSF-520, BSF-420 and BSF-400 -
Section 8
8 See Burner Oil Lines - This Section
8A 9700-559 Liner, Burner Stack With Insulation 1
9 9701-199 Hand Rail 1
10 45335-500-07 Clamp 2
11 5036NK02-01 Guard 1
12 5036NH12 Gauge, Crown 2
13 5036NH49 Back Plate, Gauge Crown 2
14 9701-249 Frame, Screed 1
15 5036NJ04 Seal 4
16 5036NH38 Plate, Mounting 4
17 5036N025 Walkway 1
{ 5021DE01 Key, Stud 4
18 41700-114-24 Insulation 1
19 5036NU03 Panel, Inner 1
20 5036ND22 Plate, End 2
21 5036ND21 Duct, Heat 1
22 5036ND23 Clip 8
23 5036RUB15 Gauge, Strike-Off Height 4
5036RUF04 Bar and Bolt Adjusting 4
24 { 7383-070
7014-005
Capscrew, Grade 5, ½ " x 1½ " Hex Head NC
Lockwasher, ½ "
4
4
25 5036NU13 Support, Strike-Off Adjust 8
26 5036NU06 Pointer, Strike-Off Gauge 4
27 7012-029 Nut, 5/8" Hex NC 8
28 5036RUB06 Bracket, Adjusting 4
29 5036NH46 Bolt, 3/4" x 2¼ " Hardened 16
24 { 45890-103-02 Locknut, 3/4" Hex NC 16
30 7012-034 Nut, 1¼ " Hex NC 4
31 9701-509 Arm, Crown Adjusting 4
32 7010-023 Capscrew, Grade 5, ½ " x 1" Hex Head NC 8
33 { 9700-404
9704-405
*Frame, Screed - Right Hand (Not Shown)
*Frame, Screed - Left Hand (Shown)
1
1
34 5036NH04 Link, Outside 8
35 See Crown Adjusting Mechanism - This Section
-Continued-
SCREED - Continued

REF.NO. PART NUMBER DESCRIPTION QUANTITY

36 5036NH05 Link, Center 8

37 5036NH06 Bolt, 3/4" x 2-3/4" Hex Head NC 8
7017-030 Nut, 3/4" Jam 16
38 9701-042 *Plate, Side - Right Hand (Not Shown) 1
9701-043 *Plate, Side - Left Hand (Shown) 1
39 9701-044 *Arm, Support - Right Hand (Not Shown) 1
9701-045 *Arm, Support - Left Hand (Shown) 1
40 7010-157 **Capscrew, 1" x 3k" Hex Head NC 2
41 7014-025 **Washer, 1" Flat 2
42 9700-199 **Spacer 2
43 7012-032 **Nut, I" Hex NC 4
5036RD06B *Shoe, Cut-Off 12" (Not Shown) 1
44 5036RD07B *Shoe, Cut-Off 24" (Shown) 1
7010-021 Capscrew, ½ " x 1i" Hex Head NC 2
45 7014-020 Washer, ½ " Flat 2
7014-005 Lockwasher, ½ " 2
7012-027 Nut, ½ " Hex NC 2
46 9700-197 *Plate, End - Right Hand (Not Shown) 1
9700-195 *Plate, End - Left Hand (Shown) 1
47 7389-056 Capscrew, Grade 5, 5/8" x 2" Flat Head 4
7010-035 Capscrew, 5/8" x 2¼ " Hex 'Head NC 4
48 7014-007 Lockwasher, 5/8" 4
49 5036NB03 Anchor, Chain Adjustment 2
7014-023 Washer, 3/4" Flat 2
50 5036NB04 **Handle 2
51 9704-900-11 **Handle 2
52 7455-002 Screw, Shoulder 6
53 7453-601 Washer, 5/8" Compression Type 12
54 5036NU05 Washer 6
55 5036RUB07 Seal 6
56 5036RUF02 *Strike-Off Flat 60" 1
57 5036RUF03 *Strike-Off Flat 60" 1
58. 5036NH02-07 Indicator, Crown 2
59 9701-063 Screed, Bottom 1
60 45500-036-06 Gauge, Strike-Off 1
61 45500-020-06 Wrench, 5/16" Allen 1
OPTIONAL'CURVED STRIKE-OFFS AVAILABLE
62 5036RUG02 *Strike-Off, Curved - Right Hand
63 5036RUG03 *Strike-Off, Curved - Left Hand

*NOTE: Right and Left Hand is determined by direction of paver travel.

**NOTE: Items 40, 41, 42, 43, 50 and 51 are included by Ordering Hardware
Package, Part Number 9701-369.
 DUAL CROWN ADJUSTING MECHANISM

REF. NO. PART NUMBER DESCRIPTION QUANTITY

1 5036QL02 Turnbuckle, Front 1
2 9700-179 Turnbuckle, Rear 1
3 5036QL04 Drawbolt - Right Hand Thread - Front 1
4 9700-429 Drawbolt - Right Hand Thread - Rear 1
5 5036QLO5 Drawbolt - Left Hand Thread' 2
6 5036NH06 Bolt, 3/4" x 2-3/4" 4
7 45890-103-02 Locknut, 3/4" Jam NC 8
8 9700-161 Chain Package 1
50005-020 Chain, Roller 5.1'
50005-020-01 Link, Offset Coupler 1
50005-020-03 Link, Connecting 1
9 5036QL14 Spreader 1
10 See Screed - This Section
11 5036QL13 Angle, Clip 2
12 9700-181 Sprocket 1
13 9700-180 Collar, Adjusting 1
14 7253-050 Ring, Retaining 1
7010-021 Capscrew, 1/2" x 1-1/4" Hex NC 2
15 { 7014-005 Lockwasher, 1/2" 2
7012-027 Nut, 1/2" Hex NC 2
16 9700-109 Lock 1
17 9700-183 Gauge 1
18 45500-750-06 Wrench 1
SCREED ADJUSTING MECHANISM
 SCREED ADJUSTING MECHANISM

REF.NO PART NUMBER DESCRIPTION QUANTITY

1 5036ND31 Handwheel 2
{ 7131-052 Setscrew, ¼ " x 3/4" Socket Head Cup Point 2
2 40800-002 Key, ¼ " Square x 2" 2
3 9704-550-41 Screw, Screed Adjusting 2
4 5036ND54-01 Indicator 2
5 7018-022 Setscrew, 3/8" x 5/8" Square Head 2
6 9700-395 Scale 2
7 5036ND18 Shim, 1/16" As Req.
8 5036ND51 Shim, 1/32" As Req.
9 5036ND30 Cap 2
10 5036ND32-01 Nut 2
11 5036ND56 Bracket 2
12 5036ND33-01 Lock 2
13 5036ND19 Lever, Step Latch 2
14 5036NH13 Spring, Compression 2
15 4431-550-02 Bearing - Complete 2
15A 4431-550-01 Bearing 2
15B 7041-026 Ball Bearing 2
15C 7051-001 Grease Fitting, 1/8" 2
16 7253-040 Ring, Snap 2
17 5036NH26 Gasket, Bottom 2
18 7383-230 Lockscrew, Grade 5, 5/8" x 1;" NC 2
19 7014-022 Washer, 5/8" Flat 4
20 7383-080 Capscrew, Grade 5, ½ " x 4" NC 4
21 7383-076 Capscrew, Grade 5, ½ " x 3" NC 4
22 45890-102-19 Locknut, ½ " NC 8
 BURNER AND OIL LINE

REF. NO. PART NUMBER DESCRIPTION QUANTITY

9704-500-63 Spray Hose - Complete 1
1 45251-006-05 Extension 1
2 45251-001-76 Valve, Shut-Off 1
3 50030-001-21 Hose, 3/8" ID As Req.
4 45191-004-05 Clamp, 3/8" Hose 2
5 40500-002-08-02 Nipple, Half 1/8" x 2 1/2" 1
6 45251-006-07 O-Ring 1
7 45251-006-06 O-Ring 1
8 45251-006-03 Nozzle, Cap 1
9 5036ND26A Tank, Fuel 1
10 45186-002-03 Strainer, Fuel 1
11 50030-001-21 Hose, 3/8" ID x 22" 2
12 7431-003 Connector, 3/8" Hose x ¼ " NPT 2
13 7061-002 Elbow, ¼ ," 900 St. 2
14 7107-002 Bushing, 3/8" x i" Pipe Reducer 1
15 7431-008 Connector, 3/8" Hose x 3/8" - 370 2
16 7430-004 Fitting, ¼ " MP x 3/8" - 370 St. 2
17 7304-001 Reducer, 1/4" x 1/8" NPT 1
18 40500-000-12-01 Nipple, 1/8" NPT 1
5036ND62 Bracket, Tank Mounting 2
19 7435-139 Screw, Machine ¼ " x 1¼ " NC 2
7014-016 Washer, ½ " Flat 2
7012-023 Nut, ¼ " Hex NC 2
20 9704-550-61 Walkway 1
21 See Screed Oil Burner - This Section
SCREED OIL BURNER
 SCREED OIL BURNER

REF.NO PART NUMBER DESCRIPTION QUANTITY

9704-550-62 Screed Oil Burner - Complete

1 9700-881 Cover 1
2 7010-077 Capscrew, ¼ "-20 x ½ " 4
{ 7007-064 Washer, ¼ " 4
3 45652-507-02 Housing 1
4 9704-550-25 Manifold 1
45652-508-02 Band, Shutter 1
5
{ 7435-139
7439-006
7440-012
Screw, ¼ " x ¼ " Round Head
Lockwasher, ¼ "
Nut, ¼ "-20
1
1
1
6 45652-529-01 Wheel, Blower 1
7 4431-451-01 Standoff, Motor 1
8 7010-006 Capscrew, 5/16" x 3/4" 2
8 7014-002 Lockwasher, 5/16" 2
9 46098-400-09 Motor 1
10 47436-098 Screw, #10-32 x 3/4" 4
7439-003 Lockwasher, #10 4
11 45652-511-06 Coupling 1
12 45652-528-01-01 Pump, Fuel Unit 1
13 7010-013 Capscrew,. 3/8" x 1" 2

14
{ 7014-003
45252-003-02
Lockwasher, 3/8"
Valve, Solenoid
2
2
15 40500-002-00-01 Nipple, 1/8" NPT x 2" 1
16 45652-518-02 Valve, Shut Off 1
17 40500-001-08-01 Nipple, 1/8" NPT x 1½ " 1
18 45652-518-01 Valve, Shut Off 900 1
19 45652-516-03 Line, Fuel Oil 1
20 9704-550-48 Electrode Oil Pipe - See Form # 14390 -
This Section 1
7435-135 Screw, ¼ " x 3/4" Round Head 2
21

22
{ 7439-006
7014-016
9704-600-60
Lockwasher, ¼ "
Washer, ¼ " Flat
Coil Switch - Complete
2
2
1
23 9704-550-28 Bracket 1
24 46176-006-01 Coil, Ignition 1
25 46200-009-03 Switch 1
26 9704-550-43 Name Tag 1
27 9704-500-29 Insulator 1
28 9704-600-58 Cable to Pulsator 1
29 45345-001-05 Spirap 1.3'
30 9704-600-59 Wire, Coil to Switch 1
31 Liner, With Insulations - See Screed - This
Section
 ELECTRODE AND OIL PIPE

REF.NO PART NUMBER DESCRIPTION QUANTITY

9704-550-48 Electrode and Oil Pipe - Complete

1 45652-533-12 Bracket 1
2 45652-505-27 Rod, Negative Electrode 1
3 45652-505-24 Electrode 1
7435-098 Screw, #10-24 x 3/4" Round Head NC - Cadium
4 { 7439-003 Plated
Lockwasher, #10 - Cadium Plated
1
1
5 9704-600-05 Wire, Ignition 1
6 9700-504 Pipe, Oil 1
7 9700-571 Nut, Fixture 2
8 7014-018 Washer, 3/8" Flat 2
9 45652-513-02 Cone, Air 1
10 45652-512-05 Adapter, Nozzle 1
11 45652-512-15 Nozzle, Tip 1.35 GPH @ 70° 1
7131-039 Setscrew, -10-24 x 1/2" 1
12 { 7439-003
7440-009
Lockwasher, #10 - Cadium Plated
Nut, #10-24 NC - Cadium Plated
1
1
13 7131-035 Setscrew, #10-24 x 1/4" 1
 SCREED LIFT

LEFT HAND SCREED LIFT SHOWN

RIGHT HAND TYPICAL
 SCREED LIFT

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 5036CL03 Housing, Screed Lift 2

2 9701-145 Baffle, Screed Lift Housing 2
3 9704-450-03 Support, Operator Seat 2
4 45090-002-32 Cylinder - See Form # 11023 - This Section 2
5 5032-176-03 Shroud 2
6 5032-176-04 Support, Sheave 2
7 5032-176-05 Pin 2
8 40510-000-12 Spacer, 12" XH Pipe x 3/4" 4
9 5036CD04-01 Sheave 4
10 5036CD12 Shaft, Sheave 2
11 5036CD21 Shaft, Cable Anchor 2
12 9704-100-03 Cable, Screed Lift 2
13 9704-100-04 Cable, Safety 2
14 7014-028 Washer, 1-3/8"' Flat 2
15 7014-023 Washer, 3/4" Flat 4
16 7017-030 Nut, 3/4" Jam NC 4
17 5036CF07 Screed, Hook 2
18 7010-047 Capscrew, 3/4" x 2-3/4" NC 2
19 7262-009 Shackle 2
20 7430-006 Fitting, Straight 3/8" MP x ½ " 37° 1
21 7430-007 Fitting, Straight ½ " MP x ½ " 37° 2
22 7430-013 Fitting, Straight 3/8" FP x ½ " 37° 1
23 40539-005-08-01 Nipple, 3/8" XH Pipe x 5½ " 1
24 7051-001 Fitting, Grease 2
25 7051-003 Fitting, Grease 2
26 See Auxiliary Hydraulic Circuit - Section 7
27 See Screed Lift Hydraulic Circuit - Section 7
 CYLINDER - SCREED LIFT

REF.NO. PART NUMBER DESCRIPTION QUANTITY

45090-002-32 Cylinder - Complete

1 45090-500-07 Body, Cylinder 1
2 45090-527-11 Rod, Piston 1
3 45090-529-04 Guide, Piston Rod 1
4 45090-524-16 Piston 1
6 Nut, 7/8" Hex NF 1
7 45090-512-31 *O-Ring 2
8 45090-512-29 *O-Ring 1
9 45090-512-14 *O-Ring 1
10 45090-511-14 *Washer, Back-Up 2
11 45090-511-13 *Washer, Back-Up 1
12 45090-512-33 *Ring, Retaining 1
13 45090-513-05 *Wiper, Rod 1
14 45090-509-10 Pin, Clevis 1
15 45090-511-38 Hitch Pin Clip 1

*NOTE: These parts can be ordered as a complete packing kit,

Part Number 45090-526-20.
NOTE: Quantities shown are for one (1) assembly.
 12" SCREED EXTENSION
WITH ADJUSTABLE STRIKE - OFFS
 12’’SCREED EXTENSION
WITH ADJUSTABLE STRIKE - OFFS

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 9701-741 Extension, 12" Moldboard 1

2 5036-603-01 Extension, 12" Screed 1
3 5036RWF02 Strike-Off, 12" Flat 1
4 5036RWF04 Bolt, Adjusting 2
5 { 7383-070
7014-005
Capscrew, Grade 5, 1/2" x 1-1/2" Hex NC
Lockwasher, 1/2"
2
2
6 7455-002 Screw, Shoulder 2
7 7453-601 Washer, Spring 4
8 5036NU05 Washer, Special Flat 2
9 5036RUB07 Seal 2
10 7389-044 Capscrew, Grade 5, 1/2" x 1" Flat Head Socket
Type NC 2
11 7012-029 Nut, 5/8" Hex NC 4
12 5036RMF06 Support 1
13 5036RMF07 Bracket, Adjusting 1

{
7010-016 Capscrew, 3/8" x 1-3/4" Hex NC 4
14 7014-003 Lockwasher, 3/8" 4
7012-025 Nut, 3/8" Hex NC 4
7014-018 Washer, 3/8" Flat 4
15 5036RUB15 Gauge, Strike-Off 2
16 5036NU06 Pointer, Strike-Off Gauge 2
17 { 7010-087
7014-001
Capscrew, 1/4" x 5/8" Hex NC
Lockwasher, 1/4"
4
4
18 5036RMF04 Cover 1
19 5036RMFO9 Cover, Screed Extension 1
20 5036RWG02 *Strike-Off, 12" Curved 1
20A 9701-804 Guard 1
HARDWARE FOR MOUNTING SCREED EXTENSIONS TOGETHER
21 7010-025 Capscrew, 1/2" x 2-1/4" Hex NC 3
22 7383-078 Capscrew, Grade 5, 1/2" x 3-1/2" Hex NC 3
23 7014-005 Lockwasher, 1/2" 3
24 7012-027 Nut, 1/2" Hex NC 3

25 { 9700-816
9700-815
9700-814
Shim, 1/4"
Shim, #10 Gauge
Shim, #20 Gauge
As Req.
As Req.
As Req.
26 5036RF08 Spacer 3
27 7383-078 Capscrew, Grade 5, 1/2" x 3-1/2" Hex NC 6
28 7453-602 Washer, 1/2" Belleville 12
29 7012-027 Nut, 1/2" Hex NC 6
30 7012-029 Nut, 5/8" Hex NC 4
31 See Screed - Section 5
32 See Screw Conveyor - Section 4
33 See Screw Extensions - This Section

NOTE: Quantities shown are for one complete assembly.

*NOTE: Curved Strike-Off, available from factory.
NOTE: Items 5, 6, 7, 8, 9, 10, 11, 14, 16, 17 and 21 thru 30 may be purchased by ordering
Part Number 9701-763 Hardware Package.
 SCREW EXTENSIONS

LEFT HAND SIDE SHOWN

-RIGHT SIDE TYPICAL-

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 5032-12!e-17 Screw, Section - Right Hand 1

2 5032-125-18 Screw, Section - Left Hand 1
3 5032-125-19 Shaft, Stub 2
4 See Screw Conveyor - Section 4
 HEAT DUCT EXTENSION

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 5036RF09 Extension, Heat Duct 1

2 See Screed - Section 5
MATERIAL RETAINING PLATES
 MATERIAL RETAINING PLATES

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 9700-514 Plate, Material 2

2 9700-225 Brace 1
3 9700-350 Angle, Retainer 1
4 9700-352 Support, Brace 2
5 5036RY04 Bar, Clamp 1
9704-700-31 Hardware Package (Includes Items 5 thru 13)
6 7010-022 Capscrew, 1/2" x 1-1/2" NC 4
7 7014-005 Lockwasher, 1/2" 11
8 7012-027 Nut, 1/2" Hex NC 11
9 7072-101 Bolt, Carriage 1/2" x 1-1/4" NC 5
10 0119A04 Bolt, Carriage 1/2" x 5-1/2" 2
11 7014-020 Washer, 1/2" Flat 2
See Screed Pull Arms - BSF-2H and BSF-4 - This
12

13
{ Section
See Screed Pull Arms - BSF-2 and BSF-3R -
Section 5
See 5' Screw Extension - BSF-2H and BSF-4 -
Section 4
 SECTION 6

POWER MOUNTING AND DRIVE COMPONENTS

STANDARD CONVEYOR DRIVE

TWO SPEED CONVEYOR DRIVE

 POWER MOUNTING AND DRIVE COMPONENTS

REF.NO. DESCRIPTION

1 Power Mounting Parts

2 Air Cleaner and Exhaust System
3 Alternator and Drive
4 Generator and Drive
5 Automatic Throttle Control
6 Power Take Off
7 24 Speed Transmission, Clutch and Drive Shaft
8 Clutch, Transfer Case and Brakes
9 Standard Conveyor Drive
10 Two Speed Conveyor Drive (Optional)
POWER MOUNTING PARTS
POWER MOUNTING PARTS
 POWER MOUNTING PARTS

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 45924-008-02 Power Mounting

Make - GMC Diesel
Model # 3-53
1
2 45080-001-07 Pump, Hydraulic - See Form # 12560 -
This Section 1
3 41733-003-02 Tape, Anti Squeak 1/8" x 1½ " 3.0'
4 5036GD21A Strap, Tank 3
5 46325-002-09 Relay, Magnetic Continuous 2
6 50030-002-01 Hose, ¼ " ID x 5'-6" 5.5'
7 50030-002-01 Hose, ¼ " ID x 24" 2.0'
8 50030-002-02 Hose, 3/8" ID x 4'-6" 4.5'
9 7431-004 Hose End, 3/8" NPT Rigid Male 1
10 7431-008 Hose End, 3/8" NPT Sy. Female 1
11 7431-006 Hose End, ¼ " Swivel Female 2
12 7430-002 Connector, ¼ " Tube ¼ " Pipe 2
13 7430-017 Elbow, 90°¼ " Tube x ¼ " Pipe 1
14 7430-019 Elbow, 90°3/8" Tube x 3/8" Pipe 1
15 45191-501-08 Elbow, 90°3/8" 1
16 7430-022 Fitting, 90°½ " MP x ½ " 37° 1
17 7430-007 Fitting, Straight ,½ " MP x ½ " 37° 1
18 45191-250-07 Fitting, Straight 1" MP x 1" Hose 1
19 9704-302-06 Sender, Fuel 1
20 7024-002 Plug, ¼ " NPT 1
21 45191-004-28 Clamp, Hose 1
22 7296-006 Terminal, Stud Type - Negative 1
23 7296-005 Terminal, Stud Type - Positive 1
24 45865-003-03 Sensor, Temp Sending 1
25 45865-002-17 Sensor, Oil Pressure Sending 1
26 5008U20U Cable, Battery 1
27 5008U20T Cable, Battery - Starter 1
28 46026-004-03 Bushing, Male Fiber 2
29 46026-016-03 Locknut, Conduit 2
30 9701-416 Hose - Complete 1
50036-070-00 Hose, ½ " ID x 70" 1
45191-503-13 Male Pipe End 1
45191-503-15 Swivel Fitting JIC 37° 1
31 9704-302-05 Tank, Modified Fuel 1
32 9704-300-50 Bracket, Engine Mount 1
33 9704-300-51 Bracket, Engine Mount 1
34 9704-300-52 Bracket, Relay Mount 2
5036GF10 Shim, 1/8" As Req.
35 5036GF11 Shim, 1/16" As Req.
5036GF12 Shim, 1/32" As Req.
36 5036GF31 Support, Engine - Rear 1

-Continued-
POWER MOUNTING PARTS - Continued

REF.NO. PART NUMBER DESCRIPTION QUANTITY

37 5036GF31-01 Spacer, Rear Support 2

38 5036GD20A Mount, Fuel Tank 3
39 5008U25J Box, Battery 1
40 5008U26B Lid, Battery Box 1
41 5008U27D-01 Liner, Bottom 1
42 5008U27D-02 Liner, Side 2
43 5008U27D-03 Liner, Side 2
44 7024-003 Plug, 3/8" NPT 1
45 45890-252-07 Bolt, Washer Head 5/16" NF 8
46 7838-038 Capscrew, Grade 5, 3/8" x 1" NC 12
47 7009-026 Capscrew, 5/8" x 1-3/4" NF 2
48 7010-035 Capscrew, 5/8" x 2¼ " NC 2
49 7016-075 Capscrew, 3/4" x 2-3/4" Flat Head NC 2
50 7504-050 Capscrew, #8-32 x 3/8”NC 5
51 7084-004 Coupling, ½ " NPT 1
52 7024-004 Plug, ½ " NPT 1
53 7107-007 Bushing, 3/4" NPT x ½ " NPT 1
54 7509-007 Clamp, Vinyl Cover 13/16" 1
55 45045-002-02 Hold Down 2
56 5036GFG01 Anchor, Hold Down 2
57 See 24 Speed Transmission - This Section
58 See Power Take-Off - This Section
59 See Coupling and Sheave - This Section
 HYDRAULIC PUMP

REF.NO. PART NUMBER DESCRIPTION QUANTITY

45080-001-07 Pump Assembly

1 45080-500-17 Ring Snap 1
2 45080-504-01 Bearing 1
3 45080-507-05 Shaft 1
4 45080-506-05 Key 1
5 45080-502-07 Kit, Seal 1
6 45080-504-09 Bearing 1
7 45080-521-05 Body 1
8 45080-501-20 Bolt 2
9 45080-512-06 Pin 2
10 45080-511-02 Cartridge Kit 1
11 45080-513-10 Plate, Pressure 1
12 45080-517-08 Spring 1
13 45080-525-02 Cover 1
14 45080-525-03 Capscrew,-Cover 4
 AIR CLEANER AND EXHAUST SYSTEM

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 45690-001-21 Air Cleaner - See Form v 14513 - This Section 1

2 45690-001-21-01 Sand, Air Cleaner Mounting 2
3 9704-301-23 Elbow, 90°Tubing 1
4 50030-004-10 Hose, Rubber 4" ID x 7" 0.6'
5 50030-004-10 Hose, Rubber 4" ID x 4" 0.3'
6 45191-004-62 Clamp, Hose 4" 5
7 45710-001-06 Muffler, Exhaust 1
8 45915-004-08 Cap, Rain 1
9 45710-002-02 Clamp, Muffler 2
10 46185-001-15 Clamp, Exhaust 2
11 50125-004-01 Tubing, Flexible Exhaust 1.6'
12 9704-301-28 Support, Exhaust 1
13 40516-005-12-0! Nipple, 3" NPT x 5-3/4" TBE 1
14 40716-018 Tube, 16 Ga. 3½ " OD x 18" 1
15 9704-301-27 Shield, Heat 1
16 9704-301-26 Gasket, Exhaust 2
17 9704-301-25 Screen, Air Cleaner Inlet 1
18 7061-011 Elbow, 90°Street 3" NPT 2
 AIR CLEANER

REF.NO. PART NUMBER DESCRIPTION QUANTITY

45690-001-21 Air Cleaner - Complete 1

1 * Body 1
2 45690-001-21-03 Element 1
3 45690-001-21-04 Kit, Nut and Gasket 1
4 &5690-001-21-05 Clamp 1
5 45690-001-21-06 Baffle 1
6 45690-001-21-07 Cup, Dust 1

*NOTE: The Body is not a service item. The manufacturer recommends replacement of entire
cleaner if body is damaged.
 ALTERNATOR AND DRIVE

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 5204-400-87 Alternator, Motorola 1

1A 46150-506-07 Diode, Isolation 2
1B 46150-506-08 **Diode, Positive 3
1C 46150-506-09 *Diode, Negative 3
2 46150-508-02 Sheave, Alternator 1
3 5032-308-02 Bracket, Mounting 1
4 7010-013 Capscrew, 3/8" x 1" NC 3
5 7014-018 Washer, 3/8" Flat 3
6 7014-003 Lockwasher, 3/8" 3
7 7010-264 Capscrew, ½ " x 8" NC 1
8 40540-005-08 Pipe, ½ " x 5½ " 1
9 7014-005 Lockwasher, ½ " 1
10 7012-027 Nut, ½ " Hex 1
11 7441-041 V-Belt (Matched Set) 2
12 9704-402-56 Harness - See Base Electric Parts - Section 8

*NOTE: Negative Diode (Black Stamped Part Number),

**NOTE: Positive Diode (Red Stamped Part Number).
 GENERATOR AND DRIVE

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 46150-001-75 Generator - See Winpower Manual - This Section 1

2 01B04-002-03 Sheave 1
3 7401-018 Bushing 1
4 7118-031 Belt 1
5 9704-300-41 Support, Mounting 1
6 5036GE29 Bracket, Adjusting 1
7 5032-301-15 Clip, Generator Mounting 3
8 5032-301-21 Bracket, Rear 1
9 5032-301-22 Bracket, Front 1
10 { 7389-024 Capscrew, 3/8" x 1" Socket Flat Head NC 2
7007-140 Washer, 3/8" Shakeproof 2
11 See Coupling and Sheave - This Section
12 { 7010-087 Capscrew, 3/8" x 5/8" NC 4
7014-001 Lockwasher, ¼ ” 4

13 { 7010-013
7014-003
7014-018
Capscrew, 3/8" x 1" NC
Lockwasher, 3/8"
Washer, 3/8" Flat
2
2
2

14 { 7383-040
7014-003
7014-018
Capscrew, Grade 5, 3/8" x 1½ " N C
Lockwasher, 3/8"
Washer, 3/8" Flat
3
3
3
7010-014 Capscrew, 3/8" x 1¼ " NC 6
15
{ 7012-025
7014-003
7014-018
Nut, 3/8" Hex NC
Lockwasher, 3/8"
Washer, 3/8" Flat
6
6
6

16 { 7010-021
7012-027
7014-005
Capscrew, ½ " x 1¼ " NC
Nut, ½ " Hex NC
Lockwasher, ½ "
3
3
3
OPERATING AND MAINTENANCE
INSTRUCTIONS

Model No.
FM3V2-B/3
 INSTRUCTION MANUAL

INTRODUCTION

The information in this manual covers revolving field type alternators using static excitation. This type of excitation will
be discussed in detail in later paragraphs of this manual. The information contained should be studied carefully and the
instruction book kept at hand for ready reference. Read very carefully the paragraphs on proper use and maintenance.

The equipment described is the result of careful engineering design and manufacturing techniques. It has been
thoroughly inspected and tested before shipment. Carefully inspect on delivery for evidence of shipping damage. If
damage has occurred it should be noted on the freight bill in order that acclaim can be filed to recover the cost of the
damage. If the damage appears to be of a major nature, the fault should be corrected before using.

If you wish to contact your dealer or the factory, make sure you mention the model and serial number as listed on the
nameplate on the side of the alternator.

Winpower alternators are designed to deliver voltage and current identical to that of a normal power line. Equipment that
can be operated on normal power can also be operated by the alternator, provided the capacity of the alternator is not
exceeded. It should be remembered that the power line, for all practical purposes, is backed by an unlimited generator.

Promptly fill in and return the guarantee card enclosed in the front of the manual.

ALTERNATOR

The alternator is a revolving field type, using a static system for excitation and control of the voltage regulation. The
section below describes the static excitation. The rotor in a two pole machine must revolve at 3600 RPM for 60 hertz
current and at 3000 RPM for 50 hertz. Frequency varies in direct relation to the speed of rotation. The governor of the
driving engine or tractor will therefore determine the variation in frequency. An unstable governor or
one that droops in speed excessively under load will result in excessive frequency variation. A droop at 5% in speed will
result in a frequency variation of 3 hertz. This variation is of little consequence for most equipment to be powered. The
driving engine should have sufficient power to maintain speed under load. The best of governors cannot control an
overloaded engine.

WHAT IS STATIC EXCITATION?

The word "static" means without motion; thus, the term "static excited" means that the control system which provides the
current for the electro-magnetic field is provided without the use of an out-moded revolving DC armature. Commutators
and commutator brushes with the inherent problem of sparking and maintenance are eliminated. The use of a
mechanical voltage regulator with vibrating or multiple moving contacts is also eliminated.
 -2-

Direct current is required for the electro-magnetic field. A single coil is wound in the alternator stator (the stationary
winding) to provide the current for the base field. This coil is entirely separate from the main winding and is at right
angles in mechanical position. The AC voltage generated in this coil is fed to a full wave silicon diode bridge to provide
rectified direct current for the base field. As the field is the rotating component, the current connection is accomplished
by the use of slip rings and brushes. The base field is connected to ring #1 (nearest to the bearing) and ring #3. The
base field is designed to provide magnetic lines of force required to generate rated voltage with no load on the alternator.

In order to maintain close voltage regulation as the load is varied, a control field is used. The control circuit consists of
an additional full wave bridge, in series with one load line, and a control winding on the field poles. The control field is
connected to ring #1 and ring #2. When a load is connected to the alternator, this current is rectified and fed through the
control field winding. By this means, the total strength of the field is varied in relation to the load.

The description of static excitation opened with the statement that "static" is-defined as without motion. In later
paragraphs the revolving field has been discussed. To avoid confusion, a word of explanation is in order. There must be
some relative motion between the coils which generate voltage and the magnetic field which causes the voltage to be
produced. In a revolving field generator, the winding that produces the voltage is stationary and the field poles revolve.
The reverse is true in the case of a revolving armature generator; the field is stationary and the voltage producing
winding rotates.

LOAD CONNECTION

Standard connection for 2000 watt, single voltage alternators use duplex grounding type receptacles. Special
applications, to be used as part of other equipment, may provide a plate to accept conduit fittings. Short leads are
brought out for connection.

Larger capacity machines are provided with an outlet box enclosing a terminal strip for connection. Optional panels are
available for capacities above 2000 watts. These are designed to be installed in the field. A voltage indicator, a circuit
breaker, 15 ampere duplex receptacle and a 50 ampere receptacle are included in the special panels. The voltage
indicator uses a color band of red and green in place of a numbered scale. Voltage and frequency are correct in the
green portion of the color band.

MAINTENANCE

Little maintenance is required other than routine inspection and cleaning. The bearings are pre-lubricated and will be a
long life item unless damage by accident or excessive driving belt tension.

The interior of the alternator should be clean and unobstructed. Slip rings and brushholders should be kept free from dirt,
oil and moisture. If compressed air is available it can be used effectively for cleaning.
SHEAVE & BELT ALIGNMENT
 LOW OUTPUT VOLTAGE
POSSIBLE CAUSE REMEDY
Low Speed 1. Check for overload on the engine.
2. Defective governor. Check governor spring
ension, tight or defective throttle lever
and joints.
3. Defective engine.
High line loss. Indicated by lower voltage at Increase size of line wiring. Might also be
load than at generator terminals. the result of loose connections which will be
indicated by excessive heating at the loose
connections.
Shorted or grounded field coil. In some cases See information for testing field circuits.
one coil only, that is shorted or grounded,
will reduce voltage to approximately one half
of rating.
Defective compound field circuit. Field See information for testing field circuits.
connected to Rings #1 and *2.
Defective control field bridge. See information on-testing bridge assemblies.
HIGH OUTPUT VOLTAGE
Excessive speed Check governor linkage, spring tension, etc.
Governor linkage must be free from dirt & gum.
EXCESSIVE HEATING
Clogged ventilating inlet and/or outlet. Clean. Make sure interior is unobstructed.-
Excessive heat from other equipment Construct baffle or some means to direct heat
in another direction.
Overload Reduce load.
NO OUTPUT VOLTAGE
Poor Brush Contact: Brushes tight in holder. Clean Brushholder. Brush should move freely
in holder.
Weak Brush Spring Tension Brush spring tension should snap brush into
contact with ring when lifted and released.
Film on Collector Rings caused by corrosive Clean rings with fine sandpaper during rotation.
or dirty atmosphere. Caution: Tape sandpaper to stiff cardboard for
safety.
Defective Rectifier Bridge (See illustration Replace defective bridge assembly. Find assem-
for method of checking bridge.) bly number under DIODE ASSEMBLY in parts list.
Openifield circuit (See illustration for Replace Rotor Assembly.
method for checking.)
Grounded or shorted field coil(s) (See illus- Replace Rotor Assembly.
tration for method.)
Loss of residual magnetism. This is a condi- See note under field assembly for procedure
tion brought about by some unusual condition. to restore magnetism.
It will always occur after disassembly.
Defective Stator:
Shorted winding. This can be identified by the
use of a "growler" at a competent rewinding
shop Replace the Stator. See illustration for
Grounded winding. Check by test lamp from testing method. (Include generator model
stator winding to frame and serial number on the order.)
Open winding circuit. Check all circuits for
continuity IE: S2 to S1, S4 to L1.
 Step by Step Check List

1. Check alternator shaft speed. Should be 3600 RPM, 60 hertz at full load.

2. Check voltage output at terminal ends of Lines L1 and L2. If volt-age is correct at this point, make a progressive
check from this point through the wiring system.

3. Check brush contact to rings. Brushes and holders should be free from dirt. Brush should snap back when lifted and
released. Using caution to prevent scratching the ring or chipping the brush, a thin knife edge can be inserted for
lifting the brush.

4. Inspect all wiring for loose or broken connection. Look for loose or broken solder joints. If a solder joint needs
repairing on a diode, use a hot iron to accomplish repair quickly. Blow on the joint for quick cooling. Diodes can be
destroyed by prolonged heat.

5. Check diodes. (See method outlined under Bridge Assemblies). Isolate all brushes from the rings by inserting heavy
paper under the brush. Remove one quick disconnect clip from the base field bridge. This will isolate all parallel
circuits.

6. Before removing the paper insulation from under brushes, check out the rotor as outlined under Field Assembly. If
voltage is correct at no load but drops excessively on load, and correct speed is maintained, suspect the control field
or the control field connections.

7. When the voltage at correct speed is very low at no load and approximately 50% of rating on load, the base stator
winding may be open. Check for a circuit between the brown leads connected to the base field bridge. Disconnect
one lead before making check.
 BRIDGE ASSEMBLIES
(TYPICAL)

1. Base Field Rectifier Bridge Assembly

2. Negative Control Field Rectifier Bridge Assembly
3. Positive Control Field Rectifier Bridge Assembly
Caution: When replacing diodes a solider connection is required. It is very important that the solder joint is made
quickly. Use a hot iron and remove immediately when the solder flows. The diode can be destroyed by prolonged heat.
Check the diode with the ohmmeter before installing.

Check for Defective Diode

1. Disconnect all external wiring from both AC and DC circuit. (Carefully mark the point of connection of each wire to
assure proper re-connection).
2. A diode that is in good order will conduct current in one direction and block in the opposite. The conducting
direction is marked on the case by an arrow and by a color band on the smaller
3. Use an ohmmeter (or a 1.5 volt flash light battery and bulb as illustrated) to check the current direction. Connect
positive at the base of the arrow and negative at the end to which the arrow points. (See illustration) A diode that
conducts in both directions or neither direction is defective.

Alternate means for testing a diode if an ohmmeter is not available.

 BRUSHHOLDER ASSEMBLY

Models rated at 2000 watts and under use one bracket assembly 2 as shown in solid lines. Models above that rating
have two brushes on rings #1 and #2 (numbering from end of shaft) and use added bracket 1 as shown in dotted lines.

Note: When replacing brushes, the most simple method is to

disconnect the entire bracket assembly by removing
the screw at each end. The bracket can then be tilted
forward for easy access to the brushholder caps.

1. A-745 Brushholder bracket (right) 6. Y-114 Brush

2. A-746 Brushholder bracket (left) 7. S-6096 Clamp
3. B-701 Brushholder 8. *2005 Screws
4. B-791-A Cap 9. #1110 Lock Washer
5. B-701-B Clip 10. #2652 Screw - Self tapping
 FIELD ASSEMBLY

Resistance of Field Circuits at 25°C -(77°F)

Model Base Field (Ring #1 to 3) Control Field (Ring #1 to 2)

FM3V2-B/3 43 to 53 ohms Less than 1 ohm
FM2V2-B 32 to 42 ohms Less than 1 ohm
FM4V2-B 43 to 53 ohms Less than 1 ohm
FM4V2-C 43 to 53 ohms Less than 1 ohm
FM6V2-C 47 to 57 ohms Less than 1 ohm

Note: When ordering replacement field assemblies, be sure to include model and serial number from
nameplate on alternator frame.

TESTING A FIELD CIRCUIT

Make sure that all brushes are not in contact with the slip rings. If the alternator has not been disassembled, paper
inserted between the brush and slip ring will serve as insulation. The complete brushholder bracket can be removed if
this procedure is preferred, by removing the screws and nuts at each end of the bracket. The brush gear may use one
bracket or two brackets, depending on the capacity of the alternator. When two are used, both must be insulated or
disconnected.

To measure the resistance of the base field, touch the ohmmeter leads to ring #1 and #3 as shown in the illustration.
Measure from rings #1 and #2 for the control field.

A resistance appreciably lower than shown on the table indicates shorted turns in one or both field coils. The resistance
of less than one ohm on the control field is too low to measure accurately with the average ohmmeter. A complete circuit
between rings should be indicated. A high resistance would indicate a broken connection.

A grounded field circuit can be identified by connecting the meter from the slip rings to the rotor shaft.

NOTE: Occasionally an alternator will lose residual magnetism. It is very unusual unless the alternator has been
disassembled, in which case it will be necessary to "flash the field" on the first start.

(continued)
 FIELD ASSEMBLY (Continued)

A step down transformer with a nominal 125 volt primary winding and from 15 to 30 volt secondary can be used for this
purpose. The primary should have a cord with a plug for a wall receptacle. The secondary should have extension leads
with insulated probes. With the alternator operating, plug into the wall outlet and insert the probes momentarily into the
125 volt convenience outlet. For equipment not furnished with the outlet, touch the probes to the connection of L1 and
L2. A momentary contact is all that is required. The transformer assembly can be purchased from the factory at a
nominal cost if not available locally.
 STATOR ASSEMBLY

Note: When ordering replacement stator assemblies be sure to include the model and serial number from the
nameplate on the side of the generator.

The stator assembly has a winding to develop voltage for the base field. The lead extensions from this winding are
colored brown. Connection from this winding is to the base bridge.

A single, two pole winding is used for two wire, single voltage models. This winding connects to the control (Series) field
bridge. The control bridge is divided into a positive and a negative side and is in series with the load. (See bridge
assembly illustration)

Three wire, dual voltage models use two identical, two pole windings. Each winding generates 125 volts. The voltage
from either line to neutral is, therefore, 125. From L1 to L: the winding is in series for 250 volt output.

When a fault in the stator is suspected each individual winding should be checked. The resistance of 'the separate
windings will be low, less than one ohm, but a complete circuit should be indicated. IE: #S1 to #S2, #S4 to #L1.

The various windings should also be checked for ground. For this purpose connect an ohmmeter from a bare spot on the
frame to one lead of each coil. A meter deflection indicates a grounded winding.

When all stator leads are disconnected, there should be no circuit from one winding to any other. If a circuit is indicated,
the winding is shorted.

If any of the above conditions are indicated, the stator assembly must be replaced.
 PARTS LIST PL-01229
FM3V2-B/3
(IOWA MFG. CO.)
46150-001-75

FIND NO. PART NO. DESCRIPTION REQ'D/UNIT

1 G-5208-9 Stator Frame Assembly 1

2 G-5285-2 Rotor Assembly 1
3 D-59 Bearing 2
4 11099 Retaining Ring 2
5 A-722-5 Drive End Bell 1
6 S-6242 Bearing Retainer 2
7 G-4799-3 Bearing End Bell Assembly 1
8 A-726-3 End Bell 1
9 A-746 Brushholder Bracket 1
9a A-745 Brushholder Bracket 1
10 B-701 Brushholder 5
11 B-701-1 Brushholder Cap 5
12 B-701-2 Brushholder Clip 5
13 Y-114 Brush 5
14 S-6096 Clamp 5
15 G-5298-3 Rectifier Assembly (Neg.) 1
16 G-5297-3 Rectifier Assembly (Pos.) 1
17 EE-2171 Rectifier Assembly (Shunt) 1
18 J-545 Board, Insulating 1
19 J-546 Bushing 4
20 4074-2 Screw 1/4-20 x 7-1/2 1
21 4074-4 Screw 1/4-20 x 6-1/2 3
22 A-727 Fan 1
23 V-1059 End Hood 1
24 V-1085 Handy Box 1
25 EE-910 Cover 1
26 S-6982-1 Cover Plage 1

Wiring Diagram E-7374

PARTS DRAWING E-8594
E-8594

E-8594
E-7

E-7374
AUTOMATIC THROTTLE CONTROL
 AUTOMATIC THROTTLE CONTROL

REF.NO. PART NUMBER DESCRIPTION QUANTITY

5036XG21 Bracket, Solenoid 1

1
{ 7436-093
7439-003
7014-043
Screw, #10-32 x 3/8"
Lockwasher, #10
Washer, 3/16" Flat
4
4
1
2 46205-001-12 Solenoid 1
3 7012-046 Nut, 5/16" NF 1
4 9704-300-85 Coupler, Threaded 1
5 5036XG23 Link, Throttle 1
6 5036XG24 Pin, Lower Link 1
7 5036XG25 Pin, Upper Link 1
8 7011-001 Pin, Cotter 3/32" x 1" 2
9 5036XG26 Lever, Throttle 1
10 7025-001 Capscrew, ¼ " x 3/4" Nylok Socket Head 1
11 7014-001 Lockwasher, ¼ " 2
12 5036XG27 Bracket, Idler Stop 1
13 7072-054 Bolt, Carriage 3/8" x 1½ " NC 1
14 7012-025 Nut, 3/8" Hex NC 1
15 7010-014 Capscrew, 3/8" x 1¼ " NC 2
16 7014-003 Lockwasher, 3/8" 4
17 45870-001-19 Spring 1
18 5036XG01-08 Clamp, Bowden Wire 1
19 7010-087 Capscrew, ¼ " x 5/8" NC 1
20 7012-023 Nut, ¼ " NC 1
21 7014-017 Washer, 5/16" Flat 3
22 7010-015 Capscrew, 3/8" x 1½ " NC 2
23 5036XG01-10 Lever, Fuel Stop 1
24 5036XD12 Collar Set 1
25 7435-071 Screw, #8-32 x ¼ " 1
26 7026-003 Capscrew, 1/4" x 1¼ " Socket Head NF 1
27 7012-045 Nut, ¼ " NF 1
28 7438-007 Washer, ¼ " Shakeproof 1
POWER TAKE-OFF
DIESEL ENGINE
 POWER TAKE-OFF
DIESEL ENGINE

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 45550-019-06 Ring, Driving 1

2 45550-002-17 Yoke, Throw-Out 1
3 40800-002 Key, ¼ " Square x 2" 3
4 45550-024-01 Line, Lube 1
{ 7017-051 Nut, 5/8" Jam NF 1
5 7033-008 Lockwasher 1
6 7030-008 Locknut 1
7 7166-005 Bearing 1
8 5036GD23 Shaft, Clutch 1
9 5036GF61 Handle, Clutch 2
10 40800-001-04 Key, 1/4" Square x 1¼ " 2
5010W02A Housing, Bell 1
11
{ 7383-038
7014-003
Capscrew, Grade 5, 3/8" x 1" NC
Lockwasher, 3/8"
9
9
13 45134-001-14 Bearing 1
5010W05-01 Cover 1
14
{ 7010-033
7012-029
7014-007
Capscrew, 5/8" x 1-3/4" NC
Nut, 5/8" Hex NC
Lockwasher, 5/8"
6
6
6
15 5010W07 Shaft 1
16 45200-021 Seal, Oil 2
17 5010W08 Gasket, Plate Adjusting 1
4418-091 Plate, Clutch Adjusting 1
18
{ 7010-077
7014-001
Capscrew, ¼ " x ½ " NC
Lockwesher, ¼ "
2
2
19 7253-048 Ring, Snap 1
20 45550-110-02 Clutch, Twin Disc - Model C-110 - See Form #
14963 - This Section 1
21 See Generator and Drive - This Section
22 7051-001 Fitting, Grease 1/8" Straight 4
23 5036GMM02 Line, Lube 12" 3
24 5036BMM03 Line, Lube 10" 1
25 7383-263 Lockscrew, Grade 5, 3/8" x 1%" NC 8
 TWIN DISC CLUTCH

MODES C - 110

REF.NO. PART NUMBER DESCRIPTION QUANTITY

45550-110-02 Clutch Without Driving Ring - Complete 1

1 45550-004-13 Hub and Back Plate 1
45550-002-08 Adjusting Yoke Assembly - Complete 1
2 45550-002-18 Adjusting Yoke 1
3 45550-005-02 Finger Lever 4
4 45550-014-37 Lever Pin 4
5 45550-014-36 Cotter Pin 4
6 45550-014-11 Adjusting Lock Pin 1
7 45550-010-16 Adjusting Lock Pin Spring 1
45550-013-07 Sliding Sleeve Assembly - Complete 1
8 45550-013-15 Sliding Sleeve 1
9 45550-016-01 Lever Link 8
10 45550-014-42 Lever Link Pin 8
11 45550-013-31 Cone Collar 1
12 45550-007-08 Bolt 2
13 45550-020-03 Nut 2
14 45550-014-44 Cotter Pin 8
15 45550-018-02 Washer (Collar) 4
16 45550-022-10 Driving Plate (3 Segments Each) 1
17 45550-008-06 Floating Plate 1
18 45550-010-06 Release Spring 6
24 SPEED TRANSMISSION, CLUTCH & DRIVE SHAFT

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 See Generator and Drive - This Section

2 See Coupling and Sheave - This Section
3 See Electric Clutch - This Section
4 See Clutch Transfer Case and Brakes - This Section
5 See 24 Speed Transmission - This Section
6 See Six Speed Shifter - This Section
7 See Range Shift - This Section.
8 See Forward and Reverse Shift - This Section
9 7264-037 Key 2
10 4430-006-01-01 Flange 2
11 7131-076 Setscrew, 3/8" x 1½ " NC 4
12 45200-027 Seal, Oil 2
13 7166-011 Bearing 4
14 5036DD19 Spacer 2
15 5036DF06 Spacer 2
16 45200-033 Seal, Oil 2
17 7012-047 Nut, 5/8" NF 8
7014-003 Lockwasher, 3/8" 8
18 5036DF02 Coupling 2
19 5036DD32 Washer 2
20 7009-007 Capscrew, 3/8" x 11/4" NF 8
21 5036DF03 See Spicer Universal Joint - This Section 2
22 7009-005 Capscrew, 3/8" x 3/4" NF 8
7014-003 Lockwasher, 3/8" 8
 COUPLING AND SHEAVE

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 45476-001-02 *Coupling - Complete With Bolts 1

2 45476-502-04 *Bolt Set (Only) 4
3 4431-038-01 Flange 1
4 4430-008-01 Sheave 1
5 40803-002-12 Key, 1/2" x 1/2" x 2-3/4" 1
6 40802-002-08 Key, 3/8" x 3/8" x 2 1/2)'" 1
7 7131-074 Setscrew, 3/8" x 3/8" NC 2
8 7131-077 Setscrew, 3/8" x 5/8" NC 2
 ELECTRIC CLUTCH - 12 VOLT

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 45003-504-02 Field Assembly, Inside Mounted 12 Volt 1

2 45551-263-01 Rotor 1
3 45552-258-01 Armature 1
4 45003-501-01 Hub, Rotor 1
5 7341-009 Bushing, Taperlock 2" Bore 1
6 7010-006 Capscrew, 5/16" x 3/4" 20
7 7014-002 Lockwasher, 5/16" 20
8 50360G02 Pin, Clutch Drive 4
9 45003-502-02 Spring, Follow Up 4
10 7264-037 Key, 1/2" x 1/2" x 2" Round End 1

NOTE: Quantities shown are for one clutch assembly only.

24 SPEED TRANSMISSION
 24 SPEED TRANSMISSION

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 45775-009-03 Transmission - Complete 1

2 45775-255-03 Main Housing 1
3 45775-256-23 Housing Cover 1
4 45775-257-17 Bevel Pinion 1
5 45134-001-24 Ball Bearing 1
7 45775-262-46 Lockscrew, Idler Shaft 1
8 45775-251-22 Driven Gear, 1st 1
9 7252-068 Snap Ring 4
10 7253-059 Snap Ring 5
11 45775-266-02 Sliding Clutch 2
12 45775-251-23 Driven Gear, 2nd 1
13 45775-251-24 Driven Gear, 3rd 1
14 45775-251-25 Driven Gear, 4th 1
16 45775-262-04 Washer 1
17 45775-251-10 Sliding Gear, 5th and 6th 1
18 45775-267-01 Bearing Shim, #13 Standard 1
19 45134-001-26 Ball Bearing, Snap Ring Type 1
20 45775-261-02 Snap Ring, #10 Standard 1
21 45134-001-14 Ball Bearing 2
22 45775-257-06 Pinion and Shaft 1
23 45775-251-11 Drive Pinion, 2nd 1
24 45775-251-12 Drive Pinion, 3rd 1
25 45775-258-02 Spacer, 2-1/4" ID x 2-3/4" OD x 3-3/8" 1
26 45775-251-13 Drive Gear, 4th 1
27 45775-251-14 Drive Gear, 5th 1
28 45775-258-03 Spacer, 2-1/4" ID x 2-3/4" OD x 2-1/8" 1
29 45775-251-15 Drive Gear, 6th 1
30 45134-001-27 Ball Bearing, Snap Ring Type 2
31 45775-257-07 Idler Shaft 1
32 45775-268-01 Reverse Idler 1
33 45134-001-25 Ball Bearing 1
34 45775-251-47 Sliding Gear, High 1
35 45775-257-36 Countershaft 1
36 45775-251-17 Sliding Gear, Forward & Reverse 1
37 45775-251-18 Sliding Gear, Low & Intermediate 1
38 45134-001-21 Ball Bearing 1
39 7166-011 Ball Bearing 1
40 45775-251-19 Drive Gear, High 1
41 45775-251-20 Drive Gear, Intermediate 1
42 45775-257-35 Input, Shaft 1
43 45134-001-20 Ball Bearing 1
44 45200-021 Oil Seal, National 1
45 45775-259-04 Gasket 2
46 45775-260-02 Bearing, Retainer 1
47 45775-280-01 Breather 1
48 45775-281-01 Breather Extension 1
49 7030-006 Locknut, Ball Bearing 2
50 7033-006 Lockwasher, Ball Bearing 1
51 45775-256-10 Mounting Cover 2

- Continued -
24 SPEED TRANSMISSION - Continued

REF.NO. PART NUMBER DESCRIPTION QUANTITY

52 45200-183 Oil Seal, National 2

45130-002-06 Cup, Bearing 2
53 45130-001-09 Cone, Bearing 2
54 45775-258-04 Spacer, 2-3/8" ID x 3" OD x 1-5/8" 1
55 45775-251-21 Bevel Gear 1
56 45775-259-30 Gasket Kit Kit
57 45775-259-07 Gasket, Main Housing 1
58 45775-259-08 Gasket 1
59 45775-256-07 Bearing Cover 1
60 45775-305-02 Elbow, Male 2
61 45775-295-02 Tubing, 1/2" As Req.
62 7166-015 Ball Bearing 8
63 45775-302-01 Gauge, Sight 1
65 45775-253-03 Oil Pump With Coupling 1
66 45775-254-04 Coupling, Pump Only 1
67 45775-295-04 Lube Line, 3/8" OD 1
69 45775-264-04 Fitting, Lube Spray 1
70 45775-259-09 Gasket, Oil Pump l
71 45775-256-11 Bearing Cover 1
72 45775-267-04 Shim Kit - Bevel Bearing 1 Kit
73 7027-003 Plug,'3/4" Pipe Magnetic 1
74 45775-262-48 Capscrew, '5/16" x 7/8" Hex Head NC 4
75 7007-024 Lockwasher, 5/16" Internal Teeth 4
76 7100-007 Washer, 5/16" Brass 4
77 7009-008 Capscrew, 3/8" x 1-1/2" Hex Head NF 6
78 7014-003 Lockwasher, 3/8" 16
79 7012-047 Nut, 3/8" Hex NF 14
80 7009-006 Capscrew, 3/8" x 1" Hex Head NF 11
81 7007-024 Lockwasher, 5/16" Internal Teeth 4
82 7100-008 Washer, 3/8" Brass 12
84 7009-007 Capscrew, 3/8" x 1-1/4" Hex Head NF 12
86 45775-296-02 Filter, Cartridge 1
87 7061-003 Elbow, 3/8" Street 1
88 45775-255-20 See Range Shift - This Section
89 45775-255-19 See Six Speed Shifter - This Section
90 5036DD02-03 See Forward and Reverse - This Section
91 45775-257-10 Output Shaft 1
92 7028-061 Dowel 2
93 45720-003-18 Connector, Male 1
94 40502-002-08-01 Nipple, 3/8" x 2-1/2" 1
95 45775-276-12 Plug, Expansion 1
97 45775-251-48 Gear, 33T 1
98 45775-258-12 Spacer 1

THE FOLLOWING PARTS ARE NOT INCLUDED WITH COMPLETE 24 SPEED TRANSMISSION

100 7010-034 Capscrew, 5/8" x 2" Hex Head NC 4

101 7012-029 Nut, 5/8" Hex NC 4
102 7014-007 Lockwasher, 5/8" 4
103 5036DD53-01 Stick, Dip 1
104 40504-008-08-01 Nipple, 3/4" x 8-1/2" Pipe 1
105 7061-005 Elbow, 3/4" Street 1
RANGE SHIFT
 RANGE SHIFT

REF.NO. PART NUMBER DESCRIPTION QUANTITY

45775-255-20 Range Shifter Assembly 1

1 45775-255-13 Housing, Range Shift 1
2 45775-259-46 Gasket, Range Shift Housing 1
3 45775-259-11 Gasket,-Shifter Cover 1
4 45775-256-30 Cover, Shifter 1
5 45775-269-02 Shift Lever, Range 1
6 45775-270-01 Spring, Shift Shaft 1
7 45775-262-03 Washer, Shift Cap 1
8 45775-273-01 Cap, Shift Housing 1
9 45775-252-01- Ball, Shift Lever 1
10 45775-257-38 Shifter Shaft, High 1
11 45775-257-37 Shifter Shaft, Low and Intermediate 1
12 45775-276-01 Expansion Plug, 1-1/8" 2
13 45775-271-04 Fork, High 1
14 45775-271-14 Fork, Low and Intermediate 1
15 45775-274-02 Plunger, Interlock 2
16 45775-270-03 Spring 1
17 45775-277-01 Ball 2
18 45775-260-03 Retainer, Spring 2
19 45250-020-04 Plug, 1/2" Pipe 1
20 7011-064 Pin, Cotter 1/8" x 2" 1
21 7064-016 Capscrew, 1/2" x 1-3/4" Hex Head NF 2
22 7010-013 Capscrew, 3/8" x 1" Hex Head NC 8
24 45775-276-02 Expansion Plug, 1-1/4" 8
25 45775-270-04 Spring 2
26 7007-031 Lockwasher, Internal Teeth 1-1/4" OD 2
27 45775-278-03 Nut, 3/4" Hex Jam NF 2
28 45775-282-01 Boot, Cover 1
29 45775-261-04 Clamp, Boot 1
30 7014-003 Lockwasher, 3/8" 8
6 SPEED SHIFTER
 6 SPEED SHIFTER

REF.NO. PART NUMBER DESCRIPTION QUANTITY

45775-255-19 Six Speed Shifter - Complete 1

1 45775-255-04 Housing 1
2 45775-259-10 Gasket 1
3 45775-259-11 Gasket, Shifter Cover 1
4 45775-256-09 Cover, Shifter 1
5 45775-269-01 Shift Lever, Six Speed 1
6 45775-270-01 Spring, Shift Shaft 1
7 45775-262-03 Washer, Shift Cap 1
8 45775-273-01 Cap, Shift Housing 1
9 45775-252-01 Ball, Shift Lever 1
10 45775-257-11 Shifter Shaft, 5th and 6th 1
11 45775-257-12 Shifter Shaft, 3rd and 4th 1
12 45775-257-13 Shifter Shaft, 1st and 2nd 1
13 45775-272-01 Shifter Dog, 5th and 6th 1
14 45775-271-01 Fork, 5th and 6th 1
15 45775-271-02 Fork, 3rd and 4th 1
16 45775-272-02 Shifter Dog, 1st and 2nd 1
17 45775-271-03 Fork, 1st and 2nd 1
18 7011-064 Pin, Cotter 1/8" x 2" 1
19 7024-003 Plug, 3/8" American Standard Pipe 1
20 45775-274-01 Plunger, Locking 4
21 45775-270-05 Spring 2
22 45775-277-01 Ball 3
23 45775-275-01 Pin, 1/4" x 1" Interlock 1
24 45775-276-01 Expansion Plug, 1-1/8" 3
25 7010-013 Capscrew, 3/8" x 1" Hex Head NC 4
26 7009-006 Capscrew, 3/8" x 1" Hex Head NF 10
28 45775-260-03 Retainer, Spring 3
29 45775-270-04 Spring 3
30 7017-052 Nut, 3/4" Jam NF 3
31 7007-031 Lockwasher, Internal Teeth 1-1/4" OD 3
32 45775-275-03 Pin, Groove 3
33 45775-282-01 Boot, Cover 1
34 45775-261-04 Clamp, Boot 1
35 7014-003 Lockwasher, 3/8" 14
36 45775-265-06 Collar, Shifter Stop 1
37 7238-116 Pin, Roll 1/4" 1
FORWARD AND REVERSE SHIFT
 FORWARD AND REVERSE SHIFT

REF.NO. PART NUMBER DESCRIPTION QUANTITY

5036DD02-03 Forward and Reverse Shift - Complete 1

1 45775-255-06 Housing 1
2 45775-259-12 Gasket, Housing 1
3 45775-259-11 Gasket, Shifter Cover 1
4 45775-256-30 Cover, Shifter 1
5 45775-269-03 Shift Lever, Forward and Reverse 1
6 45775-270-01 Spring, Shift Shaft 1
7 45775-262-03 Washer, Shift Cap 1
8 45775-273-01 Cap, Shift Housing 1
9 45775-252-01 Ball, Shift Lever 1
10 45775-257-16 Shifter, Shaft 1
11 45775-271-06 Fork, Forward and Reverse 1
12 45200-184 Seal, Oil 1
13 45775-277-01 Ball 1
14 45775-270-04 Spring 1
16 45775-262-47 Capscrew, 1-1/2" Socket Head NC 4
17 7065-016 Capscrew, 1-1/2" x 1-3/4" Hex Head NF 1
18 7010-013 Capscrew, 3/8" x 1" Hex Head NC 4
19 7014-003 Lockwasher, 3/8" 8
20 7009-006 Capscrew, 3/8" x 1" Hex Head NF 4
21 46200-001-13 Micro-Switch 1
23 7017-052 Nut, 3/4" Jam NF 1
24 45775-260-03 Retainer, Spring 1
25 45775-282-01 Boot, Cover 1
26 45775-261-04 Clamp, Boot 1
 SPICER UNIVERSAL JOINT

REF.NO. PART NUMBER DESCRIPTION QUANTITY

5036DF03 Spicer Universal Joint Assembly,

Complete 1

1 45377-500-01 Flange Yoke 2

2 45377-500-02 Sleeve Yoke Assembly 1
3 45377-501-01 Dust Cap 1
4 45377-502-01 Steel Washer 1
5 45377-502-02 Cork Washer 1
6 45377-503-01 Shaft Sub-Assembly 1
7 45377-504-01 Journal & Bearing Kit 2
45377-505-01 Journal Cross Assembly 2
45377-506-01 Bearing Assembly 8
45377-507-01 Snap Ring 8
45377-508-01 Zerk Nipple 2
45377-509-01 Journal Gasket 8

Quantities shown are for One Assembly Only.

CLUTCH, TRANSFER CASE AND BRAKES
 CLUTCH, TRANSFER CASE AND BRAKES

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 45775-009-04 See Transfer Case - Right Hand - This Section 1

2 45775-009-05 See Transfer Case - Left Hand - This Section 1
3 See Electrically Released Brake - This Section 2
4 See Electric Clutch - This Section 2
5 4430-007-01 Flange 2
6 7340-017 Bushing 2
7 5036DD51 Key 2
8 4430-006-01-02 Flange 2
9 7131-076 Setscrew, 3/81' x ½ i NC 4
10 Key - See Electric Clutch - This Section 2
11 45200-027 Seal, Oil 2
12 7166-011 Bearing 4
13 5036DD19 Spacer 2
14 5036DF06 Spacer 2
15 7010-022 Capscrew, ½ ”x 1;½ " NC 8
16 7012-027 Nut, ½ " Hex NC 8
7014-005 Lockwasher, ½ i" 8
17 4430-003-01 Flange 2
18 5036DD55 Chain 2
19 9700-055 Sprocket, Transfer Case - Standard 1
9700-054 Sprocket, Transfer Case - Slow Down 1
20 9700-056 Plate, Retaining 2
21 7009-014 Capscrew, ½ ”x 1 ½ ”NF 4
7014-005 Lockwasher, ½ " 4
22 (7018-050 Setscrew 8
7017-029 Nut, 5/8" Jam NC 8
23 (7010-048 Capscrew, 3/4" x 3" NC 16
7012-009 Lockwasher, 3/4" 16
24 For BSF-420 Paver - See Two Speed Transmission,
Hydraulic Motor, Clutch and Drive Shaft -
This Section
For BSF-400 Paver - See 24 Speed Transmission,
Clutch and Drive Shaft - This Section
25 See Track Drive - Section 2
TRANSFER CASE
 TRANSFER CASE

REF.NO. PART NUMBER DESCRIPTION QUANTITY

45775-009-04 Transfer Case, Complete - Right Hand 1

45775-009-05 Transfer Case, Complete - Left Hand 1
1 7026-016 Capscrew, 3/8" x 1-3/4" Hex Socket Head NF 8
2 7014-003 Lockwasher, 3/8" 50
3 45775-256-35 Cover, Mounting 1
4 45775-267-16 Shim Kit As Req.
5 45200-191 Seal, Oil 2
6 45130-002-04 Cup, Roller Bearing 2
7 45130-001-08 Cone, Roller Bearing 2
8 7009-007 Capscrew, 3/8" x 1-1/4" Hex Head NF 34
9 45775-256-31 Cover, Housing 1
10 45775-259-53 Gasket, Housing 1
11 1000-177 Housing, Main 1
12 45775-257-01 Shaft, Input 1
13 45775-251-03 Pinion, Input 1
14 45775-261-01 Snap Ring 1
15 45775-256-34 Cover, Mounting 1
16 7026-017 Capscrew, 3/8" x 2" Hex Socket Head NF 8
17 7033-0.10 Lockwasher 1
18 7030-010 Locknut 1
19 45775-256-33 Cover, Bearing 1
20 45134-001-21 Ball Bearing 2
21 45775-251-01 Gear, Drive 1
22 45775-257-02 Shaft, Stub 1
23 45775-251-04 Gear, Driven 1
24 45775-256-37 Cover, Bearing 1
25 45775-256-32 Cover, Bearing 2
26 45134-001-22 Ball, Bearing 2
27 45775-251-05 Gear, Intermediate 1
28 45775-257-03 Shaft, Stub 1
29 45775-251-31 Gear, Drive 1
30 7009-014 Capscrew, 1/2" x 1-1/2" Hex Head NF 16
31 7014-005 Lockwasher, 1/2" 16
32 45775-260-09 Retainer, Bearing 1
33 45775-267-15 Shim Kit As Req.
34 7306-001 Cup, Roller Bearing 1
35 7306-016 Cone, Roller Bearing 1
36 45775-258-01 Spacer, Output Shaft 1
37 45775-251-02 Gear, Output 1
38 45775-257-45 Shaft, Output 1
39 45130-001-05 Cone, Roller Bearing 1
40 45130-002-03 Cup, Roller Bearing 1
41 45200-181 Seal, Oil 1
42 45775-256-36 Carrier, Bearing 1
43 7052-019 Breather, Alemite 1
44 7027-002 Plug, 1/2" Pipe - Magnetic Drain 2
45 7061-003 Elbow, 3/8" x 90° 1
46 7107-008 Reducer, Bushing 3/8" x 3/4" 1

- Continued -
TRANSFER CASE - Continued

REF.NO. PART NUMBER DESCRIPTION QUANTITY

47 7024-004 Plug, 1/2" Pipe 2

48 7024-005 Plug, 3/4" Pipe 1

THE FOLLOWING PARTS ARE NOT INCLUDED WITH COMPLETE TRANSFER CASE.

49 7018-050 Setscrew, 5/8" x 3" Square Head 4

50 7017-029 Nut, 5/8" Jam Hex NC 4
51 7010-048 Capscrew, 3/4" x 3" Hex Head NC 8
52 7014-009 Lockwasher, 3/4" 8
5036DD36 Shim, Short 20 Gauge As Req.
5036DD44 Shim, Short 16 Gauge As Req.
53 5036DD43 Shim, Short 10 Gauge As Req.
5036DD47 Shim, Short 7 Gauge As Req.
5036DD37 Shim, Long 20 Gauge As Req.
5036DD41 Shim, Long 16 Gauge As Req.
54 5036DD42 Shim, Long 10 Gauge As Req.
5036DD48 Shim, Long 7 Gauge As Req.
 ELECTRICALLY RELEASED BRAKE
12 VO LT

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 45003-506-13 Magnet, 12 Volt 1

2 7025-006 Capscrew, 5/16" x 3/4" Socket Head NC 6
3 7014-002 Lockwasher, 5/16" 6
4 45003-500-02 Washer, Retaining 4
5 45003-502-03 Spring 12
6 50020-001-02 Locking Wire 3.0'
7 45003-505-01 Armature 1
8 45003-503-01 Pin 4
9 Flange
For BSF-2 - See Drives - This Section
For BSF-520, BSF-2H, BSF-420 or BSF-400 -
See Transfer Case, Clutch and Brake -
This Section
For BSF-620 or BSF-4 - See Drives - This
Section
10 45003-500-01 Ring, Retaining 1
 ELECTRIC CLUTCH - 12 VOLT

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 45003-504-02 Field Assembly, Inside Mounted 12 Volt 1

2 45551-263-01 Rotor 1
3 45552-258-01 Armature 1
4 45003-501-01 Hub, Rotor 1
5 7341-009 Bushing, Taperlock 2" Bore 1
6 7010-006 Capscrew, 5/16" x 3/4" 20
7 7014-002 Lockwasher, 5/16" 20
8 50360G02 Pin, Clutch Drive 4
9 45003-502-02 Spring, Follow Up 4
10 7264-037 Key, 1/2" x 1/2" x 2" Round End 1

NOTE: Quantities shown are for one clutch assembly only.

STANDARD CONVEYOR DRIVES
 STANDARD CONVEYOR DRIVES

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 5036DD06 Frame 1
2 7010-031 Capscrew, 5/8" x 1¼ " NC 5
3 7012-029 Nut, 5/8" Hex NC 5
4 7014-007 Lockwasher, 5/8" 5
5 5036DD07 Plate, Take-Up 2
6 7072-102 Bolt, Carriage ½ " x 1i½ " NC 8
7 1206B10 Lug, Adjusting 2
8 7445-001 Bolt, Plow #3 I-" x 1-3/4" NC 4
9 F0115PGA Pillow Block Bearing - 1-15/16" Bore - See Form #
1003 - This Section 4
10 7445-002 Bolt, Plow #3 2" x 2" NC 8
11 7012-027 Nut, ½ " Hex NC 20
12 7014-005 Lockwasher, ½ " 20
13 7014-020 Washer, ½ " Flat 16
14 7153-027 Bolt, Adjusting 3/4" x 8½ " NC 2
15 7012-008 Nut, 3/4" Square NC 2
16 7017-030 Nut, 3/4" Jam NC 4
17 5036DD08 Shaft and Sprocket 2
18 1387A39E Sprocket, Standard 1
1387A30F Sprocket, Speed Up 1
19 40803-b03 Key, ½ " Square x 3" 2
20 7131-077 Setscrew, 3/8".x 5/8" NC 4
21 5036DD23 Shaft, Idler 1
22 7024-001 Plug, 1/8" Pipe 2
23 5036DD24 Plate 1
24 7010-020 Capscrew, ½ ”x 1" NC 8
25 7014-005 Lockwasher, l" 8
26 7014-020 Washer, ½ '" Flat 8
27 5036DD16 Sprocket, With Bushing 2
27A 7254-033 Bushing (Only) 2
28 5036DD38 Chain, #100 Roller Counter Drive 2
29 9701-132 Chain, #120 Roller Conveyor Drives 2
30 40500-002-00-01 Nipple, Pipe 1/8" x 2" 2
31 40500-005-08-01 Nipple, Pipe 1/8" x 5½ " 2
32 7051-002 Fitting, Alemite 1/8" @45° 2
33 7085-001 Elbow, 900 Pipe 1/8" 4
34 7000E23B Base, Tube Clamp 2
35 7014-018 Washer, 3/8" Flat 2
36 Main Frame - See Main Frame - Section 3
38 7051-001 Fitting, Hydraulic Straight 1/8" 4
39 See Transmission, Clutch and Drive Shaft -
This Section
 ANTI-FRICTION BEARING ASSEMBLIES

REF.NO. PART NUMBER DESCRIPTION QUANTITY

PILLOW BLOCK TYPE - 1" BORE

1 F0100PGA Bearing Assembly - Complete 1
2 F0100PG Bearing Housing 1
3 7041-004 Bearing and Collar 1
4 Variable Grease Fitting 1
5 7131-046 Socket Head Set Screw - 1/" x 1/4" Cup Point 1

PILLOW BLOCK TYPE - 1-3/16" BORE

1 F0103PGA Bearing Assembly - Complete 1

2 F0103PG Bearing Housing 1
3 7041-007 Bearing and Collar 1
Variable Grease Fitting 1
5 7131-046 Set Screw, 1/4"x1/4" Socket Head, Cup Point 1

PILLOW BLOCK TYPE - 1-3/8" BORE

1 F0106PGA Bearing Assembly - Complete 1

2 F107PG Bearing Housing 1
7041-010 Bearing and Collar 1
Variable Grease Fitting 1
5 7131-074 Socket Head Set Screw - 3/8" x 3/8" Cup Point 1

PILLOW BLOCK TYPE - 1-7/16" BORE

1 F0107PGA Bearing Assembly - Complete 1

2 F0107PG Bearing Housing 1
3 7041-011 Bearing and Collar 1
4 Variable Grease Fitting 1
5 7131-074 Socket Head Set Screw - 3/8" x 3/8" Cup Point 1
REF.NO. PART NUMBER DESCRIPTION QUANTITY

PILLOW BLOCK TYPE - 1-5/8" BORE

1 FOIIOPGA Bearing Assembly - Complete 1

2 FO11PG Bearing Housing 1
3 7041-014 Bearing and Collar 1
4 Variable Grease Fitting 1
5 7131-074 Socket Head Set Screw - 3/8" x 3/8" Cup Point 1

PILLOW BLOCK TYPE - 1-11/16" BORE

1 F0111PGA Bearing Assembly - Complete 1

2 F0111PG Bearing Housing 1
3 7041-015 Bearing and Collar 1
4 Variable Grease Fitting 1
5 7131-074 Socket Head Set Screw - 3/8" x 3/8" Cup Point 1

PILLOW BLOCK TYPE - 1-3/4" BORE

1 F0112PGA Bearing Assembly - Complete 1

2 F011lPG Bearing Housing 1
3 7041-016 Bearing and Collar 1
4 Variable Grease Fitting 1
5 7131-074 Socket Head Set Screw - 3/8" x 3/8" Cup Point 1

PILLOW BLOCK TYPE - 1-15/16" BORE

1 F011SPGA Bearing Assembly - Complete 1

2 F011SPG Bearing Housing 1
3 7041-019 Bearing and Collar 1
4 Variable Grease Fitting 1
5 7131-074 Socket Head Set Screw - 3/8" x 3/8" Cup Point 1

PILLOW BLOCK TYPE - 2-3/16" BORE

1 F0203PGA Bearing Assembly - Complete 1

2 F0203PG Bearing Housing 1
3 7041-023 Bearing and Collar 1
4 Variable Grease Fitting 1
5 7131-087 Socket Head Set Screw - 7/16" x 7/16" Cup Point 1

PILLOW BLOCK TYPE - 2-7/16" BORE

1 F0207PGA Bearing Assembly - Complete 1

2 F0207PG Bearing Housing 1
3 7041-024 Bearing and Collar 1
4 Variable Grease Fitting 1
5 7131-087 Socket Head Set Screw - 7/16" x 7/16" Cup Point 1

PILLOW BLOCK TYPE - 2-15/16" BORE

1 F0215PGA Bearing Assembly - Complete 1

2 F0215PG Bearing Housing 1
3 7041-025 Bearing and Collar 1
4 Variable Grease Fitting 1
5 7131-100 Socket Head Set Screw 1/2" x 1/2" Cup Point 1
 SECTION 7

HYDRAULIC COMPONENTS

REF.NO. PART NUMBER DESCRIPTION SECTION

1 Hydraulic Reservoir, Filter and Relief Valve 7

2 Hydraulic Lines-Hopper Wings 7
3 Hydraulic Lines-Screed Wings 7
4 Hydraulic Valve Bank 7

OPTIONAL EXTRA EQUIPMENT

If this Section is Missing from Your Parts Manual

this mean the Truck Hook was Not Purchased:
5 Truck Hook Hydraulic Circuit 10
HYDRAULIC RESERVOIR, FILTER & RELIEF VALVE
 HYDRAULIC RESERVOIR, FILTER & RELIEF VALVE

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 5036QT05 Brace, Filter 1

2 40504-011-02-01 Nipple, 3/4" Pipe x 11-1/8" 1
3 40540-001-02-01 Nipple, 2" Pipe x 1-1/8" 1
4 40540-002-00-01 Nipple, ½ " Pipe x 2" 1
5 40500-001-08-01 Nipple, 1/8" Pipe x 1½ " 1
6 45080-510-21 Filter, Oil 1
7 45080-510-05 Filter, Oil Fill and Air Cap 1
8 45259-006-35 Valve, Relief - See Form - 11159 - This Section 1
9 45191-250-15 Fitting, 3/4" MP x 1" Hose 1
10 7430-002 Fitting, Str. ¼ " MP x ¼ " 370 1
11 7430-007 Fitting, Str. ½ " MP x ½ " 370 2
12 7430-046 Fitting, Str. ¾ " MP x ½ " 370 1
13 45720-769-05 Reducer, Pipe ½ " x ¼ " 1
14 7390-050 Tee, Pipe ½ " 1
15 7061-001 Elbow, 90ºStreet 1/8" Pipe 1
16 7061-005 Elbow, 90ºStreet 3/4" Pipe 3
17 7085-005 Elbow, 90º3/4" Pipe 1
18 7084-001 Coupling, Pipe 1/8" 1
19 9704-650-60 Reservoir 1
20 5036QT03 Cover, Reservoir 1
21 5036QT04 Gasket, Reservoir 1
22 45080-510-20 Strainer, Oil 1
23 7060-004 Gauge, Oil Window 1
24 7027-003 Plug, Pipe Magnetic 1
25 7061-007 Elbow, 90ºStreet 1I" Pipe 1
26 7107-015 Bushing, Pipe 1¼ " x 3/4" 1
27 45080-510-22 **Element, Filter 1
28 45080-001-21 **Gauge 1

**NOTE: Items 27 and 28 are furnished with Item # 6.

 HYDRAULIC RELIEF VALVE ASSEMBLY

REF.NO. PART NUMBER DESCRIPTION QUANTITY

45259-006-35 Relief Valve - Complete Assembly 1

1 45259-506-11 Housing 1
2 45259-508-14 "O"-Ring 1
3 45259-502-16 Gasket, Body 1
4 45259-513-04 Relief Seat 1
5 45259-533-01 Ball 1
6 45259-509-06 Spring 1
7 45259-506-10 Body 1
8 45259-508-40 "O"-Ring 1
9 45259-516-13 Adjusting Screw 1
10 45259-517-05 Jam nut 1
11 45259-517-06 Acorn Cap 1
 HYDRAULIC LINES
HOPPER WINGS

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 7551-043-33-01 Hose - Complete 2

50035-043-00 Hose, 3/8" ID x 43" 2
45191-503-86 Swivel Fitting JIC 37º 2
45191-503-81 Swivel Fitting JIC 37º 2
2 7552-037-33 Hose - Complete 2
50036-037-00 Hose, '" ID 37" 2
45191-503-15 Swivel Fitting JIC 37º 4
3 7552-088-35 Hose - Complete 2
50036-088-00 Hose, ½ " ID x 88" 2
45191-503-15 Swivel Fitting JIC 37º 2
45191-503-47 90ºElbow With SAE 37ºNut 2
4 40540-102-00-01 Pipe, ½ " x 8'-6" 2
5 45720-770-10 Tee, ½ " Pipe 2
6 7430-022 Fitting, 90º1/2" MP x ½ ”37º 2
7 7430-007 Fitting, ½ " MP x ½ " 37º 4
8 7390-003 Elbow, 90º ½ " Pipe 2
9 See Hydraulic Line-Screed Lift - This Section
10 See Reservoir - This Section
11 See Valve Bank - This Section
12 Pump - See Power Mounting - Section 6
13 Cylinder - See Hopper Wings - Section 3
HYDRAULIC LINES
SCREED LIFT
 HYDRAULIC LINES
SCREED LIFT

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 7552-065-35 Hose - Complete 1

50036-065 Hose, ½ " ID x 65" 1
45191-503-15 Fitting, ½ " Hose x ½ " 37º 1
45191-503-47 Fitting, 90º½ " Hose x ½ " 37º 1
2 7552-028-33 Hose - Complete 1
50036-028 Hose, ½ " ID x 28" 1
45191-503-15 Swivel Fitting ½ " H x ½ " 37º 2
3 7552-041-35 Hose - Complete 2
50036-041 Hose, ½ " ID x 41" 2
45191-503-15 Swivel Fitting JIC 37º 2
45191-503-47 90ºElbow With SAE 37ºNut 2
4 7552-080-34 Hose - Complete 2
50036-080-00 Hose, ½ " ID x 80" 2
45191-503-15 Swivel Fitting JIC 37º 2
45276-002-04 Hose End 370 JIC Swivel 45ºEll. 2
5 7550-068-33 Hose - Complete 1
50039-068 Hose, ¼ " ID x 68" 1
45191-503-85 Fitting, ¼ " Hose x i" 37ºJIC 2
6 7552-080-35 Hose - Complete 1
50036-080 Hose, ½ " ID x 80" 1
45191-503-15 Swivel Fitting JIC 37º 1
45191-503-47 90ºElbow With SAE 37ºNut 1
7 50030-007-02 Hose, 881 1" x 62" 5.2’'
8 See Reservoir - This Section
9 See Valve Bank - This Section
10 Pump - See Power Mounting - Section 6
11 Cylinder - See Screed Lift - Section 5
 HYDRAULIC VALVE BANK

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 45252-005-01 Valve, 4-Way Solenoid - See Form # 13575 - This

Section 2
2 45090-001-36 Valve, Holding - See Form # 12617 - This Section 1
3 45090-001-42 Valve, Throttle 1
4 45090-503-11 Valve, Banking 1
5 45259-508-14 O-Ring 2
6 45259-508-47 O-Ring 4
7 7430-255 Fitting, Str. ½ " '0' x ½ " 37º 2
8 7430-278 Fitting, 90º2½ " '0' x 2" 37º 2
9 7430-292 Fitting, Tee ½ " 'P' x 2" 37ºx ½ " 37º 2
10 7383-227 Capscrew, Grade 5, 5/16" x 5-1/2" Hex Head NC 3
11 7010-084 Capscrew, 5/16" x 5/8" NC 4
12 7010-095 Capscrew, 5/16" x 21/4 " NC 4
13 7014-002 Lockwasher, 5/16" 11
14 7012-024- Nut, 5/16" Hex NC 3
 4-WAY SOLENOID VALVE

REF.NO. PART NUMBER DESCRIPTION QUANTITY

45252-005-01 4-Way Solenoid Valve - Complete 1

1 45090-511-36 Nut 2
2 45090-510-07 Sleeve 1
3 46176-004-03 Coil 2
4 45259-508-30 O-Ring 2
5 45090-509-13 Pin 2
6 45090-531-08 Tube 2
7 45259-508-17 O-Ring 2
8 45090-535-05 Plunger 2
9 45090-503-09 Plug 2
10 45090-509-14 Pin 2
11 45090-506-15 Spring 2
12 45090-540-02 Retainer 2
13 45720-779-39 Plug, Banking 2
14 45259-508-14 O-Ring As Req.
15 7010-097 Capscrew, 5/16" x 2-3/4" Hex Head NC 2
7012-024 Nut, 5/16" Hex NC 2
16 45090-250-11 Bracket, Mounting 2
17 *Spool 1
18 *Body 1
19 45500-015-03 Wrench, Spanner 1

NOTE: Quantities shown are for one assembly.

*NOTE: Body and Spool are not available as separate items-purchase complete assembly.
 HOLDING VALVE
SCREED LIFT

REF.NO. PART NUMBER DESCRIPTION QUANTITY

45090-001-36 Holding Valve Attachment - Complete 1

1 45259-508-44 O-Ring 2
2 45090-506-17 Spring 2
3 45259-508-34 O-Ring 2
4 45090-503-10 Plug 2
5 45090-524-27 Piston 1
6 45090-500-19 Body 1
7 45090-512-55 Back-Up Ring 2
8 45090-536-10 Cage 2
9 45090-544-02 Check 2
 SECTION 8

BASE ELECTRIC PARTS

 BASE ELECTRIC PARTS

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 9704-402-33 See Meter Box - This Section 1

2 9704-402-52 See Control Console - This Section 1
3 See Control Box Parts - This Section 1
4 9704-402-40 See Pad, Brake - Right Hand - This Section 1
5 9704-402-41 See Pad, Brake - Left Hand - This Section 1
46300-003-10 Receptacle, 30A 1
6 7435-132 Screw 4
7438-025 Washer, Shakeproof 4
9704-401-16 Terminal Box 1
7 7435-102 Screw, #10-32 x 1¼ 41 4
7439-003 Lockwasher, #10 4
7440-023 Nut, 410-32 Hex 4
8 46260-001-10 Terminal Block 2
10 46200-001-17 Switch, Limit 2
11 46026-023-01 Hub, ½ " 1
12 46026-023-03 Hub, 1" 1
13 46270-252-06 Lights 6
14 46010-001-12 Horn 1
15 46026-004-03 Bushing, Fibre 1" 1
46026-016-03 Locknut, 1" 1
16 See Generator and Drive - Section 6
17 See Hydraulic Assemblies - Section 7
18 See Screed. Electrical - This Section
19 See Electric Clutch and Brake - Section 6
20 Engine Harness - See Power Mounting Parts -
Section 6
21 See Electrical Cables - This Section
22 Forward-Reverse Limit Switch - See
 METER BOX
MILITARY PAVER-VSF-400

REF.NO. PART NUMBER DESCRIPTION QUANTITY

9704-402-33 Meter Box - Complete 1

1 9704-402-34 Box 1
9704-402-32 Meter Panel 1
3 46225-003-02 Frequency Meter 1
4 46225-001-07 AC Voltmeter 1
5 45865-001-23 Hour Tachometer 1
6 46225-002-07 Ammeter 1
7 45865-002-16 Oil Pressure Meter 1
8 45865-003-04 Water Temperature Meter 1
9 45915-012-04 Fuel Level Meter 1
10 46200-010-05 Push-Pull Switch 4
11 46200-003-75 Ignition Switch 1
12 46165-002-72 Circuit Breaker 30A 1
13 46165-001-41 Circuit Breaker 30A 3
14 46270-004-04 Socket, Panel Light 3
46270-002-37 Bulb, Panel Light 3
15 46270-005-03 Socket, Gauge Light 4
46270-001-36 Bulb, Gauge Light 4
16 46165-001-40 Circuit Breaker 10A 1
17 46165-004-79 Circuit Breaker 15A 3
18 46260-001-78 Bus Bar 1
46260-001-10 Terminal Block 1
19 435-060 Screw, #6-32 x 9/16" Round Head NC 4
19 440-007 Nut, #6-32 4
7438-021 Shakeproof, -6 4
7435-076 Screw, -8-32 x 9/16" Round Head NC 10
20 7440-008 Nut, -8-32 10
7438-022 Shakeproof, -8 10
21 7504-055 Screw, #8-32 x 3/4" Binding Head 8
CONTROL CONSOLE
 CONTROL CONSOLE

REF.NO. PART NUMBER DESCRIPTION QUANTITY

9704-402-52 Control Console - Complete With Cover 1

1 5036JJC12 Cover 1
2 9704-401-63 Box, Console 1
3 46200-009-06 Switch 1
4 46200-009-08 Switch 3
5 46200-009-21 Switch 3
6 46200-009-11 Switch 1
7 46200-009-18 Switch 1
46200-009-08 Switch 2
8 46955-001-35 Diode
9 5036JG09-01 Support, Console 1
10 5036JJC04 Yoke, Console Mount 1
11 7014-017 Washer, 5/16" Flat 4
12 7056-026 Nut, 5/16" Wing 2
13 4418-296 Instruction Decal 1
14 9704-402-51 Cable, Control Console to Rear Junction Box 1
15 46026-016-03 Locknut 1
 CONTROL BOX PARTS

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 9704-402-53 See Control Box Panel - This Section 1

2 4418-220 Decal 1
3 5036JG02-04 Ground Plate 1
4 46313-001-01 Duplex, Outlet 1
5 46313-002-19 Cover, Outlet 1
6 7435-134 Screw, ¼ "-20 x 5/8" 4
7 7435-132 Screw, ¼ "-20 x -½ " 2
8 7438-025 Lockwasher, ¼ " 6
7504-037 Screw, #6-32 x ½ " 2
9 7438-021 Lockwasher, #6 2
7440-007 Nut, #6-32 2
7504-069 Screw, #10-32 x 3/4" 9
10 7438-023 Lockwasher, #10 9
7440-023 Nut, #10-32 9
11 46295-001-01 Hole Covers, a" CDT 2
CONTROL BOX PANEL
 CONTROL BOX PANEL

REF.NO. PART NUMBER DESCRIPTION QUANTITY

9704-402-53 Panel - Complete 1

1 9704-401-05 Panel, Mounting 1
2 46325-002-16 Relay 2
3 46325-001-52 Relay 9
4 9800-019 Module, Bleeder 2
5 46960-002-54 Resistor 8
6 46955-001-35 Diodes 8
7 46165-002-93 Break, 30A 1
8 46260-001-10 Terminal Block 2
9 46260-001-04 Terminal Block 1
10 46015-001-13 Socket, Octal 11
11 56000-003-01 Panduit, 1/2" x 1-1/4" 6.0’
12 45345-001-02 Tape, Double-Sided 6.0’
13 7504-052 Screw, #8-32 x 1/2" 6
438-022 Lockwasher, #8 6
7504-037 Screw, #6-32 x 1/2" 34
14 438-021 Lockwasher, #6 34

Not Shown

15 9704-402-55 Control Box Wire Harness - Complete 1

 PAD, BRAKE

REF.NO. PART NUMBER DESCRIPTION QUANTITY

9704-402-40 Pad, Brake - Right Hand - Complete 1

9704-402-41 Pad, Brake - Left Hand - Complete 1
1 9704-400-72 Pad, Mounting 1
2 46960-002-70 Resistor 1
3 46260-001-14 Terminal Block 1
7435-061 Screw, #6-32 6
4 7438-021 Lockwasher, -#6 6
7440-007 Nut, #6-32 6
ELECTRICAL CABLES
 ELECTRICAL CABLES

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 9704-402-54 Conduit, Meter Box to Control Box 1

2 9704-400-84 Conduit, A.C. Generator to Control Box 1
3 9704-402-42 Cable, Control Box to Right Hand Brake 1
4 9704-402-43 Cable, Control Box to Left Hand Brake 1
5 9704-402-49 Cable, Control Box to Rear Junction Box 1
6 9704-400-78 Cable, Control Box to Screed Receptacle 1
7 9704-402-46 Cable, Right Hand Lights to Junction Box 1
8 9704-402-47 Cable, Left Hand Lights to Junction Box 1
9 9704-402-44 Cable, Limit Switch to Junction Box - Right Hand 1
10 9704-402-45 Cable, Limit Switch to Junction Box - Left Hand 1
11 9704-402-48 Cable, Junction Box to Solenoid Bank 1
12 9704-402-50 Cable, Control Box to Forward-Reverse Limit
Switch 1
13 See Control Console - Cable-Console to Junction
Box - This Section 1
 ELECTRICAL PARTS - SCREED

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 9704-600-57 Cable, 10/4 to Paver 1

2 9704-600-56 Cable, Left Hand to Right Hand Box 1
3 9704-600-52 See Screed Electrical Box - Right Hand - This
Section 1
4 9704-600-53 See Screed Electrical Box - Left Hand - This
Section 1
5 See Electrical Cables - This Section
6 46950-001-11 See Vibrator - Form # 7513 - This Section 4
7 Limit Switch - See Base Electrical Parts - This
Section
8 Junction Box - See Base Electrical Parts - This
Section
9 Receptacle - See Base Electrical Parts - This
Section
10 See Screed Oil Burner - Section 5
 SCREED ELECTRICAL BOX

REF.NO. PART NUMBER DESCRIPTION QUANTITY

1 9704-600-51 Box 2
2 46245-251-11 Auto-Transformer 2
3 5036PDG02 Washer, Rubber 2
4 46260-001-05 Terminal Block 1
S 9704-600-06 Pulsator - See Form # 14356 - This Section 1
6 9800-643 Plate 1
7 9800-738 Plate 2
8 9800-626 Cover 1
 PULSATOR

REF.NO. PART NUMBER DESCRIPTION QUANTITY

9704-600-06 Pulsator - Complete 1

1 46960-002-65 Resistor 1
2 46960-002-30 Resistor 2
3 46960-002-63 Resistor
4 46960-002-47 Resistor 1
5 46960-002-64 Resistor 2
6 46180-001-18 Capacitor 2
7 46180-001-22 Capacitor
8 46955-002-01 Transistor 3
9 46955-002-07 Transistor 1
10 46955-001-37 Diode
11 46955-003-02 Heat Sink
SCREED VIBRATOR
 SCREED VIBRATOR

REF.NO. PART NUMBER DESCRIPTION *QUANTITY

46950-001-11 Vibrator - Complete

1 46950-520-01 Base Casting 1
2 46950-505-03 Cover 1
3 46950-510-02 Armature Assembly 2
4 46950-521-01 E-Frame Assembly 2
5 Spring
46950-501-05 (a) Bottom 1
46950-501-06 (b) Top 1
6 46950-504-02 Spacer, Spring 14
7 46950-506-02 Clamp, Spring 6
8 46950-522-01 Support, End 2
9 46950-523-01 Hammer Assembly 1
10 46950-524-01 Rod, Tie 2
11 46950-525-01 Bar, Strike 2
12 46950-518-02 Shim, Strike Bar As Req.
13 46950-518-03 Shim, End Support As Req.
14 46950-526-01 Pads, Impact Set of 4
15 46950-513-10 Grommet, Capscrew - Cover 4
16 41733-003-03 Seal, Neoprene 4.6'

*NOTE: Quantities Shown are for One vibrator Only. When Ordering always give Eriez Model
Number and Serial Number.
 PART VII

SUPPLEIMNTAL OPERATING, MAINTENANCE, AND REPAIR PAIRTS INSTRUCTIONS

FOR

PAVING MACHINE, BITUMINOUS MATERIAL, CRAWLER-MOUNTED

DIESEL-ENGINE-DRIVEN

TABLE OF CONTENTS

Section I GENERAL Paragraph Page

Purpose 1-1 1
Scope 1-2 1
Description 1-3 1
Operational Concept 1-4 1
Procurement Status 1-5 1
Equipment Publications 1-6 2
Personnel and Training 1-7 2
Logistics Assistance 1-8 2
Warranty 1-9 3
Reporting 1-10 3

Section II MAINTENANCE
Maintenance Concept 2-1 4
Maintenance Allocation Chart 2-2 4
Modifications 2-3 4
Equipment Improvement Recommendations 2-4 5
Equipment Readiness Reporting 2-5 5
Maintenance Expenditure Limits 2-6 5
Shipment and Storage 2-7 5
Destruction to Prevent Enemy Use 2-8 5
Fire Protection 2-9 5
Basic Issue Items List 2-10 5
Maintenance and Operating Supply List 2-11 5
Special Tools and Equipment 2-12 5
Maintenance Forms and Records 2-13 5

Section III REPAIR PARTS SUPPLY

General 3-1 6
Prescribed Load List 3-2 6
Authorized Stockage List 3-3 6
Requisitioning Repair Parts 3-4 7
Submitting Requisitions 3-5 7

i
 TABLE OF CONTENTS (Continued)

APPENDIXES PAGE

A Equipment Publications A-1

B Warranty Guidelines B-1
C Maintenance Allocation Chart C-1
D Modification Procedure D-1
E Basic Issue Items List E-1
F Items Troop Installed Or Authorized List F-1
G Prescribed Load List/Authorized Stockage List G-1
H Sample Format, DA Form 2765, Part Number Request H-1
I Sample Format, MILSTRIP Request (NSN) I-1
J Sample Format, MILSTRIP Request (NON-NSN) J-1
K Sample Format, MILSTRIP Request (NON-NSN Manual) K-1
L Cross Reference Part Number List L-1
M Maintenance And Operating Supply List M-1
N Preventive Maintenance Checks And Services
Operator/Crew PMCS
Organizational PMCS N-1
O Cleaning And Lubricating Paver O-1
P Lubrication Detail P-1
Q Asphalt Paver Lubrication Chart Q-1
R Index For Engine Repair Parts R-1

ii
 SECTION I

GENERAL

1-1. Purpose. To provide User and Support personnel supplemental maintenance and repair parts instructions that
have special application for the Paving Machine - Model BSF-400.

1-2. Scope. This publication applies to Department of the Army Units, Organizations and Activities that use and/or
support the Paving Machine, Bituminous Material, Crawler - Mounted.

1-3. Description. The Paving Machine, Bituminous Material, Crawler Mounted is designed to lay a uniform high density
mat of asphalt material, on highways, roadways, airport runways, parking lots, and driveways. It is capable of performing
jobs having strict control specifications and high production requirements.

The paver will level and compact asphalt material up to 10 inches in depth with mat widths varying from 6 to 20 feet.
Mat depth and width are accomplished by adjustment of feed controls and by arrangement and adjustment of the
finishing and compacting device called the "screed."

1-4. Operational Concept. The uniformly mixed hot asphalt material is dumped by truck onto the hopper of the paver
at a rate suitable for spreading. The paver contacts the rear wheels of the truck and pushes the vehicle ahead as the
paving progresses. The hot material is metered by two separate slat conveyors to the two spreading screws at the rear
of the tractor and ahead of the screed where the feed of material may be manually or automatically regulated for proper
distribution. The screed rides up on the asphalt to the degree set on the adjustable controls and varies the thickness and
contour of the mat deposited beneath it. The screed unit is equipped with electric vibrators which assist in the initial
compaction and smoothing of the high density mat. Final compaction is accomplished by separate rolling equipment.

Numerous cut-off and leveling attachments meet the need for varying width and contour requirements.

The screed is equipped with an oil fired heater which is operated prior to paving, in order to bring the screed temperature
up to the temperature of the asphalt so that no sticking or dragging will occur.

Raising and lowering of the full floating screed for paving or travel is done hydraulically by toggle switch control.

1-5. Procurement Status. The procurement contract number is IDA 700-77- C-8481 and was awarded on 15 August
1977. Additional Pavers were procured under Contract Number DAAE07-79-C-5795, dtd 29 Jun 79.

1
1-6. Equipment Publications .

a. Initially two sets of the manufacturer's commercial publications will be overpacked and shipped with each paver
(reference Appendix a).

b. Additional commercial manuals may be obtained by requisitioning from Defense Construction Supply Center
(DCSC). Requisitions to DCSC should be prepared in the same manner as for part numbered repair parts, using the
Federal Supply Code for manufacturer's FSCM and manual numbers listed in Appendix A. If DD Form 1348-6 is used,
mail it direct to Commander, DCSC, ATTN: DCSC-OSR, Columbus, OH 43215.

c. If additional assistance is required, contact the address in paragraph 1-10 of this publication.

1-7. Personnel and Training.

a. MOS Requirements:

(1) Operator: 62H20, Concrete/Asphalt Equipment Operator.

(2) Organizational Maintenance: 62B20, Construction Equipment Repairman.
(3) Direct and General Support Maintenance: 62B30, Construction Equipment Repairman; 63G20, Fuel and
Electrical Systems Repairman, 44B20 Metal Body Repairman.

b. New Equipment Training: New Equipment Training Teams (NETTs) are available to major field commands.
Requests for NETTs should be forwarded to Commander, US Army Tank-Automotive Materiel Readiness Command
(TARCOM), ATTN: DRSTA-MLT, Warren, MI 48090. Training teams should be requested only when trained personnel
are not available in the command to operator and/or maintain the paving machine.

1-8. Logistics Assistance .

a. Tank-Automotive Command Field Maintenance Technicians (FMTs) stationed at CONUS and OCONUS
installations will be fully qualified and available to furnish on-site training and or assistance concurrent with receipt of the
paving machine.
b. Assistance can be obtained by contacting the Logistics Assistance Office listed in Appendix B of AR 700-4.

2
1-9. Warranty. The paving machine contractor warrants the products furnished under this contract according to the
terms and conditions described in the equipment publications and Appendix B of this publication. All warranties
furnished to the paving machine contractor by subcontractors of assemblies or components utilized in the manufacture of
the end item will be extended to the Government. See Appendix B for warranty guidelines.

1-10. Reporting. You can improve this publication by recommending improvements, using DA Form 2028
(Recommend Changes to Publications and Blank Forms) and mail direct to Commander, US Army Tank-Automotive
Materiel Readiness Command, ATTN: DRSTA-MBA(S), Warren, MI 48090.

3
 SECTION II

MAINTENANCE

2-1. Maintenance Concept. The paving machine will not require any new or special maintenance considerations. All
maintenance functions can be accomplished within the current maintenance concepts established for construction
equipment.

a. Operator/Crew Maintenance: Operator and crew maintenance is limited to daily preventive maintenance checks and
services.

b Organizational Maintenance: Organizational maintenance consists of scheduled preventive maintenance services,

minor repairs and adjustments.

c. Direct Support Maintenance: Direct support maintenance consists of repairs on-site or in a direct support unit's shops.
Repairs are accomplished with a minimum of tools and test equipment; the assemblies and end items thus repaired are
returned to their users.

d. General Support Maintenance: General support maintenance overhauls selected assemblies and repairs items
designated by the area support command for return to stock.

e. Depot Maintenance: Depot maintenance overhauls end items and selected major assemblies when they are required
to satisfy overall Army requirements. Overhaul of the end item may also be performed by contract with the
manufacturer.

2-2. Maintenance Allocation Chart. Maintenance will be performed as necessary by the category indicated in the
Maintenance Allocation Chart (MAC) (Appendix C) to retain or restore serviceability. All authorized maintenance within
the capability of a using organization will be accomplished before referring the item to support maintenance. Higher
categories will perform the maintenance functions of lower categories when required or directed by the appropriate
Commanders. Using and support units may exceed their authorized scope and functions in the MAC when approval is
granted by the next higher support maintenance Commander.

2-3. Modifications . Modifications will be accomplished by the end item manufacturer after TARCOM approves the field
campaign or modification plan. See Appendix D.

4
2-4. Equipment Improvement Recommendations (EIR) . Equipment Improvement Recommendations will be
submitted in accordance with TM 38-750.

2-5. Equipment Readiness Reporting . Readiness Reporting will be accomplished as required by the current TM 38-
750.

2-6. Maintenance Expenditure Limits. The average life expectancy for the paver is 12 years.
PECENT OF REPAIR YEAR

50% 1981
45% 1983
40% 1985
35% 1987
30% 1989
20% 1991
10% 1993

2-7. Shipment and Storage.

a. Shipment and Storage. Refer to TB 740-94-2 for procedures covering preservation of equipment for shipment
and storage.

b. Administrative Storage. Refer to TM 740-90-1 for instructions covering administrative storage of equipment.

2-8. Destruction to Prevent Enemy Use. Refer to TM 7593-244-3 for procedures covering destruction of equipment to
prevent enemy use.

2-9. Fire Protection.

a. A hand operated fire extinguisher may be installed at the discretion of the using unit.

b. Approved hand-portable fire extinguishers are listed in TB 5-4200-200-10.

2-10. Basic Issue Items List (BILL) . See Appendixes E and F for a list of items which accompany the end item or are
required for operation and/or operator's maintenance.

2-11. Maintenance and Operating Supply List . See Appendix M for a list of maintenance and operating supplies
required for initial operation.

2-12. Special Tools and Equipment . No special tools or equipment are required for operation and maintenance of the
paving machine.

2-13. Maintenance Forms and Records. Operational, maintenance, and historical records will be maintained as
required by the current TM38-750.

5
 SECTION III

REPAIR PARTS SUPPLY

3-1. General.

a. The basic policies and procedures in AR 710-2, AR 725-50 and DA CIR70)-27 are applicable to repair parts
management for construction equipment.

b. Manufacturer's parts manuals are furnished with paver instead of Department of the Army Repair Parts and
Special Tool List (RPSTL).

c. National Stock Number (NSNs) are initially assigned only to PLL/ASL parts and major assemblies, i.e., engines,
transmissions, etc. Additional NSNs are assigned by the supply support activities as demands warrant.

d. Automated Processing (AUTODIN) of Federal Supply Code Manufacturer (FSCM) part number requisitions,
without edit fair matching NSNs and exception data, is authorized.

e. Proper use of project codes and weapon systems designator codes on parts requisitions is essential.

f. Repair parts are available from commercial sources and may be purchased locally in accordance with AR 711-2
and AR 734-110.

g. Initial Prescribed Load List (PLL) and Authorized Stock List (ASL) will be distributed by US Army Tank-
Automotive Materiel Readiness Command (TARCOM), ATTN: DRSTA-FH.

3-2. Prescribed Load List (PLL). The PLL distributed by TARCOM is an estimated 15 days supply recommended for
initial Blockage at organizational maintenance. Management of PLL items will be governed by the provisions of AR 710-
2 and local command procedures. Selection of PLL parts for shipment to CONUS/OCOOIUS units is based upon the
receiving Command's recommendation after their review of the TARCOM prepared list. Organizations and activities in
CONUS/OCONUS will establish PLL stocks through normal requisitioning process.

3-3. Authorized Stockage List (ASL) . The ASL distributed by TARCOM is an estimated 45 days supply of repair parts
for support units and activities. The ASL parts will be shipped according to the recommendations of the receiving
commands, after they have reviewed the initial list distributed by TARCOM. Support units and activities in
CONUS/OCONUS will establish ASL stocks through normal requisitioning process.

6
3-4. Requisitioning Repair Parts .

a. Using Units/Organizations: Requisitions (DA Form 2765 Series) will be prepare(d according to AR 710-2 and
local command directives. Units in CONUS will use Project Code "BGW" In block 19. Units OCONUS will enter in block
19 Project Code "JZC", see Appendix H.

b. Support Units and Activities:

(1) General: All MILSTRIP requisitions (DD Form 1348 Series) prepared for repair parts support will include
distribution and Project Codes, see Appendixes I, J, and K.

(2) Distribution Code: Supply customers in CONUS will use code "F" in card column 54. Customers OCONUS
will use the appropriate code from Appendix P, Paragraph P-31(1) AR 725.50.

(3) Project Codes: The applicable Project Code will be entered in card columns 57-59 of requisitions for NSN
parts, whether CONUS or OCONUS customers. Project Code "BGW1" will be used by CONUS customers when
requisitioning part numbered parts. Supply customers OCONUS will use Project Code "JZC" for part numbered parts.

3-5. Submitting Requisitions .

a. Using Units and Organizations will submit DA Form 2765 Series requisitions to designated support units or
activities in accordance with local procedures.

b. Support units and activities will forward MILSTRIP requisitions for NSN parts through the Defense Automated
Addressing System (DAAS) to the managing Supply Support Activity. Requisitions for part numbered part will lie
forwarded through DAAS to the Defense Construction Supply Center (DCSC).

NOTE: When the manufacturer's part number and Federal Supply Code for Manufacturer (FSCM) exceed the space in
card columns 8 through 22 of A02/AOB requisitions, prepare an A05/AOE requisition (DD Form 1348-6) and mail it to
Commander, Defense Construction Supply Center, ATTN: DCSC-OSR, Columbus, Ohio 43215.

7
 APPENDIX A
REFERENCES

A-1. Publications

Logistic Assistance Program .........................................................................................................AR 700-4

Material Management for Using Units,
Support Units and Installations ......................................................................................................AR 710-2
Requisitioning Receipt, and Issue System .....................................................................................AR 725-50
Indexes should be consulted frequently for latest changes of revisions of references and for new
publications relating to material covered in this publication.
Index of Administrative Publications..............................................................................................DA PAM 310-1
Index of Blank Forms ....................................................................................................................DA PAM 310-2
Index of Doctrinal Training and Organization Publications.............................................................DA PAM 310-3
Index of Technical Manuals, Technical Bulletins, Supply Manuals
(Types 7, 8, and 9), Supply Bulletins and Lubrication Orders ..................................................DA PAM 310-4

A-2. Forms.

Refer to TM 38-750, The Army Maintenance Management System (TAMMS), for instructions on the use of maintenance
forms pertaining to the materiel.

A-3. Other Publications.

The following publications contain information pertinent to the major item and associated equipment.

a. Camouflage.
Camouflage ..................................................................................................................................FM 5-20

b. Decontamination.
Chemical, Biological, and Radiological (CBR) Decontamination....................................................TM 3-220
Nuclear, Biological and Chemical Defense....................................................................................FM 21-40

c. General.
Utilization of Engineer Construction Equipment.............................................................................TM 5-331b
Basic Cold Weather Manual..........................................................................................................FM 31-70
Northern Operations......................................................................................................................FM 31-71
Operation and Maintenance of Ordnance Materiel in Cold Weather (0°to -65°F) ..........................FM 9-207
Procedures for Destruction of Equipment to Prevent Enemy Use ..................................................TM 750-244-3

A-1
 APPENDIX A
REFERENCES

d. Maintenance and Repair

Inspection, Care and Maintenance of Antifriction Bearings ............................................................TM 9-214
Welding Theory and Application....................................................................................................TM 9-237
Hand Portable Fire Extinguishers Approved for Army Users..........................................................TB 5-4200-200-10

e. Administrative Storage.
Administrative Storage of Equipment ............................................................................................TM 740-90-1
Preservation of USAMECOM Mechanical Equipment for
Shipment and Storage...................................................................................................................TB 740-97-2

A-2
 APPENDIX B
WARRANTY GUIDELINES

1. A warranty period of 12 months applies to the Paving Machine, Model BSF-400, manufactured by IOWA Mfg.
Co. after delivery to the Government. This warranty applies to the end item, components and all supplies furnished
under the contract.

2. Using units may not contact their local dealer. You must mail DA Form 2407 to the Maintenance Directorate,
TARCOM, at the following address: US Army Tank-Automotive Material Readiness Command, ATTN: DRSTA-MVB,
Warren Michigan 48090. To expedite actions you may call the information to AUTOVON 273-3349, 3439, or 3387 with
the information from your DA 2477, section 1, block 1 through 11, blocks 16, 17, 18 and 20.

3. General information:

a. DA Form 24)7 (prepared in accordance with warranty claim actions in TM 38-750) will be used to submit
warranty claims actions for end items when components, parts or assemblies are defective and are covered by a
manufacturer's warranty. End items under warranty are identified by a decal plate and/or warranty statement included in
the operator's and maintenance manual for the end item. All warranty actions settled or unsettled will be reported to the
National Maintenance Point (NMP) on DL Form 2407. For warranties settled locally the DA Form 2407 will contain a
statement "For Information Only" in block 35.

b. Maintenance activities in support of organizational maintenance are the responsible points of contact between
the originator of warranty claims and the National Maintenance Point (US Army Tank-Automotive Material Readiness
Command, DRSTA-MVB, AUTOVON 273-3349, 273-3439, 273-3.387, Warren, Michigan 48090, which serves as the DL
Representative with the contractor. in warranty matters. NOTE: In certain instances, the originating organization and the
support activity are one and the same.

c. Before you take your equipment to a dealer for repair, whether or not it was necessary for you to go through the
NMP (TARCOM), check with your local procurement office to see if a funds commitment document is needed.
Sometimes, even though the majority of the repairs are covered by the warranty, there may be a small charge for normal
maintenance costs, i.e., oil filters, oil, etc. Further, the cause of damage could be determined by the dealer to be directly
related to "operator abuse." In that case, the Government may be obligated to pay for teardown services even if the
repairs are no longer desired, or for the complete cost if repairs are to be completed by the dealer.

B-1
 APPENDIX B

d. When the equipment is given to the dealer for repairs, find out how long the work will take, the extent of the
problem, if possible, and the charges, if any, which may be involved. Leave the name and telephone number of the
person to be contacted for pickup of the equipment and specifically state that he should be called as soon as the repairs
are finished. In addition, state he should be telephoned if unexpected problems, costs and/or delays are encountered.
Get the name and telephone number of the Service Manager, for any required follow-up purpose".

e. When you arrive to pick up your equipment after completion of services, make certain that you know exactly
what repairs were performed and/or parts replaced. This is required for overall problem trend evaluation by the IMP and
must be identified upon completion of warranty services.

f. Telephone the NMP at TARCOM, AUTOVON 273-3349, 273-3439, and/or 273-3383 if:

(1) Your equipment requires repairs and you cannot obtain these services using the procedures listed above.

(2) The length of time required for repairs may seriously hamper your mission, or if the dealer's overall response to
your requirements are not satisfactory.

(3) You have any questions regarding warranty procedures - either in general or about a specific job. Do not wait
until your problems become critical.

g. Do not attempt to conduct negotiations regarding a breach of warranty. This is a function of the Contracting
Officer, through the NMP at TARCOM.

B-2
 APPENDIX C

MAINTENANCE ALIOCATICN CHART

FOR
Paving Machine, Bituminous Material, Crawler Mtd.

Section I. INTRODUCTION

1. General: This Maintenance Allocation Chart designates responsibility for performance of Maintenance functions to
specific Maintenance categories.

2. Maintenance functions:

a. Inspect: To determine the serviceability of an item by comparing its physical, mechanical and/or electrical
characteristics with established standards through examination.

b. Test: To verify serviceability and detect incipient failures by measuring the mechanical or electrical characteristics
of an item and comparing those characteristics with prescribed standards.

c. Service: Operations required periodically to keep an item in proper operating condition, i.e., to clean
(decontaminate), to preserve, to drain, to paint, or to replenish fuel, lubricants, hydraulic fluids, or compressed air
supplies.

d. Adjust: To maintain, within prescribed limits, by bringing into proper or exact position, or by setting the operating
characteristics to specified parameters.

e. Align: To adjust specified variable elements of an item to bring about optimum or desired performance.

f. Calibrate: To determine and cause corrections to be made or to be adjusted on instruments or test measuring and
diagnostic equipment used in precision measurement. Consists of comparisons of two instruments, one of which is a
certified standard of known accuracy, to detect and adjust any discrepancy in the accuracy of the instrument being
compared.

g. Install: The act of emplacing, seating, or fixing into position an item, part, or module (component or assembly) in a
manner to allow the proper functioning of an equipment or system.

h. Replace: The act of substituting a serviceable like type part, subassembly, or module (component or assembly) for
an unserviceable counterpart.

i. Repair: The application of maintenance services or other maintenance actions to restore serviceability to an item
by correcting specific damage, fault, malfunction, or failure in a part, subassembly, module (component or assembly),
end item, or system.

C-1
 APPENDIX C

j. Overhaul: That maintenance effort (service/action) necessary to restore an item to a completely

serviceable/operational condition as prescribed by maintenance standards (i.e., DMWR) in appropriate technical
publications. Overhaul is normally the highest degree of maintenance performed by the Army. Overhaul does not
normally return an item to like new condition.

k. Rebuild: Consists of those services/actions necessary for the restoration of unserviceable equipment to a like new
condition in accordance with original manufacturing standards. Rebuild is the highest degree of materiel maintenance
applied to Army equipment. The rebuild operation includes the act of returning to zero those age measurements
(hours/miles, etc) considered in classifying Army equipments/components.

3. Column entries: Columns used in the Maintenance allocation chart are explained below:

a. Column 1, Group Number: Column 1 lists group numbers, the purpose of which is to identify components,
assemblies, subassemblies, and modules with the next higher assembly.

b. Column 2, Component/Assembly: Column 2 contains the noun names of components, assemblies, subassemblies,
and modules for which maintenance is authorized.

c. Column 3, Maintenance Functions: Column 3 lists the functions to be performed on the item listed in Column 2.

d. Column 4. Maintenance Category: Column 4 specifies, by the listing of a "work time" figure in the appropriate
subcolumn(s), the lowest level of maintenance authorized to perform the function listed in Column 3. This figure
represents the active time required to perform that maintenance function at the indicated category of maintenance. If the
number or complexity of the tasks within the listed maintenance function vary at different maintenance categories,
appropriate "work time" figures will be shown for each category. The number of manhours specified by the "work time"
figure represents the average time required to restore an item (assembly, subassembly, component, module, end item or
system) to a serviceable condition under typical field operating conditions. This time includes preparation time,
troubleshooting time, and quality assurance/quality control time in addition to the time required to perform the specific
tasks identified for the maintenance functions authorized in the Maintenance Allocation Chart.

e. Column 5, Tools and Equipment: Column 5 specifies by code those common tool sets (not individual tools) and
special tools, test, and support equipment required to perform the designated function.

f. Column 6, Remarks: Column 6 contains an alphabetic code which leads to the remark in Section IV, Remarks,
which is pertinent to the item opposite the particular code.

C-2
 APPEDIX C

Section II. MAINTENANCE: ALLOCATION CHART

Paving Machine, Bituminous Material, Crawler, Mtd.
(1) (2) (3) (4) (5) (6)
TOOLS
GROUP COMPONENT MAINTENANCE MAINTENANCE CATEGORY AND
NUMBER ASSEMBLY FUNCTION EQUIP REMARKS
C O F H D

01 Engine 1,2,3,4
0100 Engine Assembly Test 2.0
Service 0.1
Replace 16.0
Repair 21.0
Overhaul 48.0
Engine Mounts Replace 3.0

0101 Cylinder Block Test 5.0 1,2,3,4

Replace 4.0
Repair 20.0
Cylinder Sleeve Replace 3.0
Cylinder Head Replace 4.0
Repair 4.0
Overhaul 8.0

0102 Crankshaft Replace 5.0 1,2,3,4

Main Bearings Replace 4.0
Drive Pulley Replace 2.0

0103 Flywheel Replace 3.0 1,2

0104 Pistons & Connecting Rods Replace 3.0 1,2

Repair 2.0
Rings & Bearings Replace .5

0105 Rocker Arms Replace .5 1,2

Valve Springs Test .8
Replace .3
Valve Exhaust Adjust 2.0
Replace 1.0
Repair 2.0
Camshaft, Bearings &
Gears Replace 4.0

0106 Oil Cooler Service .2 1,2

Replace 1.0
Oil Pan Replace 1.5
Repair 1.0

*The subcolumns are as follows:

C--operator/crew
O--organizational
F--direct support
H--general support
D--depot
**Work times are included in DMWR
C-3
 APPENDIX C

Section II. MAINTENANCE ALLOCATION CHART

Paving Machine, Bituminous Material, Crawler, Mtd.
(1) (2) (3) (4) (5) (6)
TOOLS
GROUP COMPONENT MAINTENANCE MAINTENANCE CATEGORY AND
NUMBER ASSEMBLY FUNCTION EQUIP REMARKS
C O F H D

Oil Pump Replace .8

Repair 2.0
Oil Pressure Regulator Adjust .2
Replace .5
Oil Filter Assembly Service .5
Replace 1.0
Oil Filter Element Replace .5

0108 Exhaust Manifold Replace 1.0 1,2,3,4

Replace 1.0

02 Clutch 1,2
0200 Clutch Assembly Replace 8.0
Repair 4.0
Drive Ring Replace 8.0
Clutch Housing Replace 6.0
Repair 2.0

0200 Throwout Fork Bearings Service .5

Replace 6.0
Clutch Lever Shaft /
Linkage Service 1.0
Adjust 1.0
Replace 4.0
Repair 2.0

03 Fuel System

0301 Fuel Injector Test 1.0 1,2

Replace 1.5

0302 Fuel Pump Replace 1.0 1,2

Repair 1.0

*The subcolumns are as follows:

C--operator/crew
O--organizational
F--direct support
H--general support
D--depot
**Work times are included in DMWR
C-4
 APPENDIX C

Section II. MAINTENANCE ALLOCATION CHART

Paving Machine, Bituminous Material, Crawler, Mtd.
(1) (2) (3) (4) (5) (6)
TOOLS
GROUP COMPONENT MAINTENANCE MAINTENANCE CATEGORY AND
NUMBER ASSEMBLY FUNCTION EQUIP REMARKS
C O F H D

0304 Air Cleaner Service 0.4 1

Replace 1.0
Repair .5

Air Cleaner Element Replace 0.5

0305 Blower Air Intake Service 0.3 1,2

Replace 1.0
Repair 2.0
Air-Shut Down Adjust 0.5
Replace 1.5
Repair 2.0

*The subcolumns are as follows:

C--operator/crew
O--organizational
F--direct support
H--general support
D--depot
**Work times are included in DMWR
C-5
 APPENDIX C

Section II. MAINTENANCE ALLOCATION CHART

Paving Machine, Bituminous Material, Crawler, Mtd.
(1) (2) (3) (4) (5) (6)
TOOLS
GROUP COMPONENT MAINTENANCE MAINTENANCE CATEGORY AND
NUMBER ASSEMBLY FUNCTION EQUIP REMARKS
C O F H D

0306 Tank Fuel Service .2 1,2

Replace 1.5
Repair 1.0
Lines & Fittings Replace 1.0

0308 Governor Engine Speed Test 0.5 1,2

Adjust 0.5
Replace 1.0
Repair 2.0
Controls & Linkage Adjust .1
Replace .4

0309 Fuel Filters Service .2 1

Fuel Filter Element Replace .5

04 Exhaust System

0401 Muffler 1
Exhaust Pipes Replace 1.0
Repair 1.0

05 Cooling System

0501 Radiator Service .2 1,2

Replace 2.0
Repair 2.0
Thermostat Replace 1.0
Hoses & Clamps Replace 0.5

0504 Water Pump Replace 2.0 1,2

Repair 1.0

0505 Fan Assembly Replace 1.0 1

Repair 1.0
Fan Guard Replace 1.0
Repair 1.0
Fan Belts Inspect 0.1
Adjust 0.5
Replace 1.0

*The subcolumns are as follows:

C--operator/crew
O--organizational
F--direct support
H--general support
D--depot
**Work times are included in DMWR
C-6
 APPENDIX C

Section II. MAINTENANCE ALLOCATION CHART

Paving Machine, Bituminous Material, Crawler, Mtd.
(1) (2) (3) (4) (5) (6)
TOOLS
GROUP COMPONENT MAINTENANCE MAINTENANCE CATEGORY AND
NUMBER ASSEMBLY FUNCTION EQUIP REMARKS
C O F H D

06 Electrical System 1,2,5

0601 Alternator Test .1
Replace .5
Repair 1.5
Generator Test .1
Replace .5
Repair 1.0
Generator & Alternator Inspect .1
Drive Pully Repair .1

Alternator & Generator Inspect .1

Drive Belts Adjust .2
Replace .2

0603 Starting Motor Test .1 1,2,5

Replace .5
Repair 1.5

0607 Instrument Panel

Accessories Replace .5 1,5
Replace .7

0608 Circuit Breakers Test .1 1,5

Replace .3

0609 Head, Tail, & Conveyor

Lights Replace .2 1,5
Repair .4

0610 Flasher Replace .2 1,5

Limit Switches Replace .2
Screed Lift Switch Replace .2

0611 Horn Assembly Replace .3 1,5

0612 Batteries Storage Inspect 0.1 1,5

Test .3
Replace 0.5
Service 0.2

*The subcolumns are as follows:

C--operator/crew
O--organizational
F--direct support
H--general support
D--depot
**Work times are included in DMWR
C-7
 APPENDIX C

Section II. MAINTENANCE ALLOCATION CHART

Paving Machine, Bituminous Material, Crawler, Mtd.
(1) (2) (3) (4) (5) (6)
TOOLS
GROUP COMPONENT MAINTENANCE MAINTENANCE CATEGORY AND
NUMBER ASSEMBLY FUNCTION EQUIP REMARKS
C O F H D

Battery Cables Replace 0.4

Repair 0.5

0613 Screed Wiring Replace .5 1,5

Repair .5
Cross Over Cable Replace .2
Repair .5
Chassis Wiring Replace .5
Repair .5

07 Transmission 1,2

0700 Transmission Assembly Test 1.0

Service 0.5
Replace 10.0
Repair 20.0
Overhaul 30.0

0705 Shifters Replace 2.0 1,2

Repair 5.0

0719 Transfer Case Replace 3.0

Repair 7.0
Overhaul 15.0

0725 Electrical Brake Replace 3.0

15 Frame & Towing

Attachments

1501 Platforms Replace 2.0 1,2

Repair 1.0
Drivers Seat Replace 1.0
Repair 1.5

42 Electrical Equipment
(Not in other groups) 1,2,5

4202 Electrical Controls

Screed Vibrators Replace 2.0
Vibrator Transformer Replace .2
Screed Vibration
Adjusting Controls Replace 1.0
Repair 2.0

*The subcolumns are as follows:

C--operator/crew
O--organizational
F--direct support
H--general support
D--depot
**Work times are included in DMWR
C-8
 APPENDIX C

Section II. MAINTENANCE ALLOCATION CHART

Paving Machine, Bituminous Material, Crawler, Mtd.
(1) (2) (3) (4) (5) (6)
TOOLS
GROUP COMPONENT MAINTENANCE MAINTENANCE CATEGORY AND
NUMBER ASSEMBLY FUNCTION EQUIP REMARKS
C O F H D

43 Hydraulic System 1,2

4301 Oil Filter & Air Cap Replace .7

Oil Filter Element Replace .4
Oil Strainer, Reservoir Replace .5
Lines & Fittings Replace .5
Repair 1.0

4302 Hydraulic Pump Replace 1.5 1,2

Repair 3.0

4305 Solenoid Valve Replace .5 1,2

Repair 1.5
Relief Valve Replace .3
Repair .5
Holding Valve, Screed Lift Replace .5
Repair 1.5
Cylinder, Hopper Lifts Replace .6
Repair 1.5
Cylinder, Screed Lift Replace .7
Repair 1.5

60 Heating Unit & Burner 1,2

6004 Pump Fuel Replace .6

Repair 1.0
Fuel Lines Replace .5
Fuel Strainer .3

6005 Burner Assembly Replace .5 1

Repair 1.5
Nozzle Adapter Replace .4
Electrodes Adjust .2
Replace .3
Blower Wheel Replace .4
Hose & Fittings Replace .4
Repair .5

*The subcolumns are as follows:

C--operator/crew
O--organizational
F--direct support
H--general support
D--depot
**Work times are included in DMWR
C-9
 APPENDIX C

Section II. MAINTENANCE ALLOCATION CHART

Paving Machine, Bituminous Material, Crawler, Mtd.
(1) (2) (3) (4) (5) (6)
TOOLS
GROUP COMPONENT MAINTENANCE MAINTENANCE CATEGORY AND
NUMBER ASSEMBLY FUNCTION EQUIP REMARKS
C O F H D

6006 Motor Assembly Replace .3 1

6007 Fuel Tank Replace 1.5 1,2

Repair 1.0

73 Asphalt Equipment
Components 1,2

7303 Screed & Controls

Dual Crown Adjusting Mech Adjust .5
Service .2
Replace 2.0
Repair 2.0
Chain, Offset Coupler Adjust .2
Service .1
Replace .5
Repair 1.0
Screed Service .3
Adjust .5
Replace 1.0
Repair 3.0
Overhaul 8.0
Screed Adjusting Mech Service .2
Replace .5
Repair 1.0

7304 Hopper Wings Service .1 1

Replace .5
Repair 1.5
Screed Pull Arms Replace .4

7305 Main Drive 1,2,3,4

Track Inspect .1
Service .2
Adjust .3
Replace 2.0
Repair 3.0

Sprocket, Shaft & Bearings Replace 1.0

Repair 2.0

*The subcolumns are as follows:

C--operator/crew
O--organizational
F--direct support
H--general support
D--depot
**Work times are included in DMWR
C-10
 APPENDIX C

Section II. MAINTENANCE ALLOCATION CHART

Paving Machine, Bituminous Material, Crawler, Mtd.
(1) (2) (3) (4) (5) (6)
TOOLS
GROUP COMPONENT MAINTENANCE MAINTENANCE CATEGORY AND
NUMBER ASSEMBLY FUNCTION EQUIP REMARKS
C O F H D

Chain Adjust .1
Replace 1.0
Repair 2.0
Front Idler Replace 1.0
Repair 1.5
Track Spring Replace .5

7305 Take Up Idler & Bearings Service .1 1,2

Replace 1.0
Repair 1.0
Upper & Lower Rollers Service .1
Replace .5
Beam Roller Assembly Replace .3
Repair .4
Guards: Housing & Covers Replace .2
Repair .8

7307 Feeding & Conveyor 1,2

Frames
Slat Conveyor Service .2
Adjust .2
Replace 1.0
Repair 1.0

Slat Conveyor Liner

Assembly Replace 1.0
Repair 1.0
Slat Conveyor Chain Service .1
Replace 1.0
Repair 1.0

7309 Screw Feeder or

Conveyor 1
Screw Conveyor
Bearings & Seals Service .2
Replace 1.0
Repair 1.0
Guards & Covers Replace .2
Repair .5

*The subcolumns are as follows:

C--operator/crew
O--organizational
F--direct support
H--general support
D--depot
**Work times are included in DMWR
C-11
 APPENDIX C

Section II. MAINTENANCE ALLOCATION CHART

Paving Machine, Bituminous Material, Crawler, Mtd.
(1) (2) (3) (4) (5) (6)
TOOLS
GROUP COMPONENT MAINTENANCE MAINTENANCE CATEGORY AND
NUMBER ASSEMBLY FUNCTION EQUIP REMARKS
C O F H D

7309 Grease Fittings & Piping Service .1 1,2

Replace .2
Chain: Sprocket
Bearings & Idler Service .1
Adjust .1
Replace 2.0
Repair 1.0
Shaft: Bearings
Drive Sprocket: &
Chain Service .1
Replace .4
Repair .8
Screw Extension Service .1
Replace .2
Repair .2
Remote Screw Control Adjust .1
Repair .1
Material Retaining Plates Service .1
Replace .2
Repair .4

7313 Screed Vibrator Agitator Adjust .2 1,2

Replace .4
Repair .6
Screed Extender Adjust .1
Replace .6
Repair .8
Screed Shim Pack Adjust .1
Screed Strik Off Adjust .2
Replace .4
Repair .6
Screed Adjusting Cables Replace .5

76 Fire Fighting Equipment 1

7638 Portable Fire Extinguisher Replace .2

*The subcolumns are as follows:

C--operator/crew
O--organizational
F--direct support
H--general support
D--depot
**Work times are included in DMWR
C-12
 MAINTENANCE ALLOCATION CHART FOR
PAVING MACHINE, BITUMINOUS MATERIAL

CRAWLER MTD., DED

APPENDIX C
SECTION III - TOOL AND TEST EQUIPMENT REQUIREMENTS
TOOL OR TEST
EQUIPMENT
REFERENCE MAINTENANCE NATIONAL / NATO TOOL
CODE CATEGORY NOMENCLATURE STOCK NUMBER NUMBER
Unless otherwise noted all maintenance
functions can be accomplished with the
tools contained in the following common
two sets.
1 O, F, H Shop Equip Contact Maint. 4940-00-294-9518 T10138
TRD MTD (SC 4940-97-CL-
E-05)
1 O, F, H Shop Equip Org Repair, 4940-00-294-9516 T13152
Light TRK MTD (SC 4940-
97-CL-E04
1 O, F, H Tool Kit Automotive Maint, 410-00-754-0654 W32593
Org Maint Common #1 (SC
4910-95-CL-A72)
1 O, F, H Tool Kit Automotive Maint, 5180-00-177-7033 W33004
Org Maint Common #2 (SC
4910-95-CL-W26)
1 O, F, H Shop Equip Auto Maint and 4910-00-754-0653 W32867
Repair Org Maint Supp #1
(SC 4910-95-CL-A73)
1 O, F, H Shop Equip Welding Field 3470-00-357-7268 T16714
Maint (SC 3470-95-CL-
A08)
1 O, F, H Tool Set, Veh Full Tracked 4940-00-7541-0743 W65747
Sugg #2 SC 4940-95-CL-
A08
2 F, H Shop Equip Gen Purp 4940-00-287-4894 T10549
Repair Semitrir MTD (SC
4940-97-CL-E03)
2 F, H Tool Kit Automotive, Fuel 4910-00-754-0655 W32456
and Elec Sys Repair (SC
4910-95-CL-A50)
2 F, H Tool Kit, Master Mechanic 5180-00-699-5273 W45060
and Equip Maint and
Repair (SC 5180-90-CL-
E05)

C-13
 MAINTENANCE ALLOCATION CHART FOR
PAVING MACHINE, BITUMINOUS MATERIAL

CRAWLER MTD., DED

APPENDIX C
SECTION III - TOOL AND TEST EQUIPMENT REQUIREMENTS
TOOL OR TEST
EQUIPMENT
REFERENCE MAINTENANCE NATIONAL / NATO TOOL
CODE CATEGORY NOMENCLATURE STOCK NUMBER NUMBER
2 F, H Shop Set, Fuel and Elec 4910-00-754-0714 T30414
Sys Field Maint Basic (SC
4910-95-CL-A01)
2 F, H Shop Set, Fuel and Elec 4910-00-390-7775 T30688
Sys Field Maint Basic Sup
#2 (SC 4910-95-CL-A65)
2 Shop Equip Machine Shop, 3470-00-754-0708 T15644
Field Maint Basic (SC
3470-95-CL-A02)
2 Measuring Lay Out Tool 5280-00-511-1950 W44512
Set, Mach (SC-5280-95-
CL-A02)
2 Tool Kit Body And Fender 5180-00-754-0643 W33689
Repair
3 Wrench Set Socket, ¾ ” 5310-00-754-0743 W65747
Drive Hex Type
4 O, F, H Wrench Torque, ¾ ” Drive 5120-00-542-5577 Y84966
500 lb Cap
5 O, F, H Multimeter 6625-00-999-7465 M80242

C-14
 APPENDIX D

CCE MANUFACTURER FIELD CAMPAIGNS AND MODIFICATION PROCEDURES

D-1
 APPENDIX E

BASIC ISSUE ITEMS LIST

(1) (2) (3) (4) (5)

QUANTITY
MFR PART NO. MFR FED CODE DESCRIPTION UNIT OF ISSUE FURNISHED
W/EQUIP
45500-020-06 31245 Wrench, Allen 5/16” EA 1
45500-036-06 31245 Gage, Strike Off EA 1
45500-750-06 31245 Wrench, Crown Adj EA 1

E-1
 APPENDIX F

ITEMS TROOP INSTALLED OR AUTHORIZED LIST

(1) (2) (3) (4) (5)
DESCRIPTION
SMR NATIONAL STOCK UNIT QTY
CODE NUMBER REF No & MFR USABLE OF AUTH
CODE ON CODE MEAS
NOTE: The following items are
overpacked with the paver.

7520-00-559-9618 Case, Cotton Duck: MIL-B-11743 EA 1

(81349)

7510-00-889-3494 Log Book Binders MIL-B-43064 EA 1

NOTE: The following items are

authorized but not issued with the
paver.

4210-00-889-2221 Extinguisher, Fire Dry Chemical EA 1

4930-00-277-9525 Grease Gun, Hand EA 1

4930-00-204-2550 Adapter, Grease Gun Coupling, Rigid EA 1

4930-00-288-1511 Adapter, Grease Gun Coupling, Flex EA 1

F-1
 APPENDIX G

INITIAL RECOMMENDATION
PRESCRIBED LOAD LIST (PLL)
AUTHORIZED STOCKAGE LIST (ASL)

END ITEM: MAKE: MODEL:

Paving Machine, Bituminous IOWA Mfg Co BSF-400
MFR PART NO: NSN: SERIAL NUMBER RANGE DATE
N/A 3895-01-063-7891 5627 TO 35633 Mar 80
QTY OF PARTS REQ’D
FOR NO. OF END ITEMS
SMR CODE NATIONAL STOCK PART NUMBER FSCM PART DESCRIPTION U/M PLL ASL
NUMBER
1-5 1-5 6-20 21-50
PAOZZ 2940-00-019-8087 5574978 72582 Element, Oil Filter $1.32 EA 1 1 1 2
PAOZZ 2910-00-890-2436 5573261 70040 Element, Fuel Filter Secondary .51 EA 1 1 2 2
PAOZZ 2910-00-792-8985 5574961 72582 Element, Fuel Filter Primary 1.59 EA 1 1 2 2
PAOZZ 4930-01-038-9307 45652-512-15 31245 Nozzle, Screed Burner 1.50 EA 2 2 2 2
PAOZZ 3030-00-865-2470 5131395 72582 Belt Set, Crankshaft Pulley 3.55 EA 1 1 1
PAOZZ 3030-00-421-1553 5139228 72582 Belt Set, Water Pump 2.11 EA 1 1 1
PAOZZ 3030-00-529-0466 B66 24161 Belt, Generator Drive 5.66 EA 1 1 1
PAOZZ 3030-00-668-7201 MS39277-040 96906 Belt Set, Alternator Drive 4.00 EA 1 1 1
PAOZZ 5977-01-089-6783 45652-505-24 31245 Electrode, Screed Burner 1.70 EA 2 2 2 2
PAOZZ 4330-00-073-0371 1551 02249 Element, Hyd System Oil Filter 4.11 EA 1 1 2 2
PAOZZ 2940-00-129-9757 P11-8159 18265 Element, Air Cleaner 7.81 EA 1 1 1 1

PAGE 1 OF 1
 APPENDIX H

APPENDIX

SAMPLE FORMAT - DA FORM 2765 PART NUMBER REQUEST

(CONUS Requester)

(OCONUS) Requester)

H-1
 APPENDIX I

SAMPLE FORMAT - MILSTRIP REQUISITION FOR (NSN)

Mandatory Entry
Card Column Description of Data for CCE

1-3 Document Identifier Code A∅A - CONUS

A∅1 - Overseas
4-6 Routing Identifier Code
7 Media/Status Code
8-22 NSN
23-24 Unit of Issue
25-29 Quantity
30-43 Document Number
44 Demand Code
45-50 Supplementary Address
51 Signal Code
52-53 Fund Code
54-56 Distribution Code CC-54 "F" for CONUS;
see AR 725-50
for OCONUS
CC-55-56 Weapon System Code
57-59 Project Code
60-61 Priority Code
62-64 Required Delivery Date
65-66 Advice Code

I-1
 APPENDIX J

SAMPLE FORMAT - MILSTRIP REQUISITION FOR (NON-NSN)

Mandatory Entry
Card Column Description of Data for CCE

1-3 Document Identifier Code A∅B - CONUS

A∅2 - Overseas
4-6 Routing Identifier Code Always S9C
7 Media/Status Code
8-22 FSCM and Part Number
23-24 Unit of Issue
25-29 Quantity
30-43 Document Number
44 Demand Code
45-50 Supplementary Address
51 Signal Code
52-53 Fund Code
54-56 Distribution Code CC-54 "F" for CONUS;
see AR 725-50
for OCONUS
CC-55-56 Weapon System Code
57-59 Project Code
60-61 Priority Code
62-64 Required Delivery Date
65-66 Advice Code

J-1
 APPENDIX J (CONT'D)

Mandatory Entry
Card Column Description of Data for CCE

67-69 Blank

70 Identification code applicable to

entry in cc 71-80.

A - Technical order or Technical

Manual.

B - End Item Identification

C - Noun Description

D- Drawing or Specification No.

71-80 Reference Identification Identification of

reference specified
in cc 70

J-2
 APPENDIX E

SAMPLE FORMAT - MILSTRIP REQUISITION FOR (NON-NSN)(MANUAL)

FORM
DD 1 JAN 71 1348-6 NON-NSN REQUISITION (MANUAL)

K-1
 APPENDIX K

INSTRUCTIONS

This form will only be used in those cases where the manufacturer’s code and part number exceed the spaces
allocated in card columns 8 - 22 of the requisition.

Mandatory Entry
Card Column Description of Data for CCE

1-3 Document Identifier Code A∅E - CONUS

A∅5 - OCONUS

4-6 Routing Identifier Code Always S9C

7 Media Status Code

8 - 22 FSCM and Part Number Leave Blank

Enter In Block 1
under Identification
Data

23-24 Unit of Issue

25-29 Quantity

30-43 Document Number

44 Demand Code

45-50 Supplementary Address

51 Signal Code

52-53 Fund Code

54-56 Distribution Code CC 54 "F for CONUS. (See

AR 725-50 for
OCONUS)
CC 55-56 Weapon System Code

57-59 Project Code

60-61 Priority Code

62-64 Required Delivery Date

65-66 Advice Code

67-80 Blank

IDENTIFICATION DATA - Lower half of DD Form 13418-6, complete Blocks 1 thru 9.

K-2
 APPENDIX L

CROSS REFERENCE PART NUMBER LIST

Iowa P/N Iowa FSCM Prime P/N Prime FSCM

45003-500-02 31245 748-0329 63810

45033-501-01 “ 540-0004 “
45003-502-02 “ 830-0008 “
45003-502-03 “ 800-3042 “
45093-503-01 “ 5301-101-01 “
45033-504-02 ” 5204-451-14 “
45003-505-31 “ 5303-111-001 “
45003-505-13 “ DX11576A “
45080-001-07 “ V230-8-1C549 62983
45090-001-36 “ 3011A 07983
45090-002-32 “ XB265 17913
45090-002-43 “ C1301656D 16294
45090-503-11 “ 4022030 07488
45090-526-20 “ XA605 17913
45090-526-35 “ 990-90003448 16294
45130-091-95 “ 42687 60038
45130-001-08 “ 385 “
45130-001-09 “ 476 “
45130-002-03 “ 42620 “
45130-002-04 “ 382A “
45130-002-06 “ 472A “
45134-001-14 “ 3310 43334
45134-001-20 “ 3210 “
45134-001-21 “ 3308 “
45134-001-22 “ 3309 “
45134-001-24 “ 3313 (433343309) “
45134-001-25 “ 5207 “
45134-001-26 “ 3310G “
45134-001-27 “ 3307G “
45200-008 “ 450286 81596
45200-021 “ 50145S “
45200-040 “ 55147S “
45200-181 “ 55088S “
45200-183 “ 50350S “
45200-184 “ 50230S “
45200-191 “ 63X1345 73680
45252-005-01 “ 7107-256 07988
45259-508-14 “ 3-8 02697
45259-508-47 “ 2-118 “
45377-504-01 “ 5-153X 72447
45476-001-02 “ DB7493 76474
45550-003-31 “ X117C8 61208
45550-019-06 “ 6187A “
45550-022-10 “ 6314G “
45551-263-01 “ 5204-751-02 63810
45552-258-01 “ 315380 18967
45652-505-24 “ SC5813 34181

L-1
 APPENDIX L

CROSS REFERENCE PART NUMBER LIST

Iowa P/N Iowa FSCM Prime P/N Prime FSCM

45652-512-02 31245 1-3/8LX1/SFNPT 71895

45652-512-15 “ 1-35GPH “
45652-528-01 “ J2BC100-3 99166
45652-529-01 “ AA524-316-1 60399
45865 002-16 “ 6464910 70040
45865-003-04 “ 6402618 “
46098-400-09 “ B122-1061 94506
46150-oo0-75 “ FM3V2B3 66127
46165-001-40 “ 30055-10 13445
46165-001-41 “ CDM15-1 82647
46165-002-72 “ CDM35-1 “
46165-004-79 “ 30055-15 13445
46200-001-13 “ 1LS 1 91929
46200-003-75 “ 95582 13445
46200-009-06 “ 1TL1-2 91929
46200-009-08 “ 2TL1-1 91929
46200-009-11 “ 1TL1-6 91929
46200-009-18 “ 2TL1-3 91929
46205-001-12 “ SA2263-12 78388
46225-001-07 “ AEA33353 94916
46225-002-07 “ 6474386 70040
46225-003-02 “ 6717-134 16127
46260-001-10 “ 20-141 71785
46955-001-35 “ 1N2071A 04713
50005-020-01 “ ANS1-40CONN 84233
50005-080-01 “ ANS1-80CONN “
7033-006 “ W05 52676
7048-014 K21820 “
7048-015 “ K21807 “
7048-016 “ K21805 “
7048-046 “ K22420 “
7048-047 “ K22407 “
7048-048 “ K22405 “
7118-031 “ B66 24161
7166-005 “ 7506 43334
7166-11 “ 3209 “
7166-015 “ 3L13 “
7238-127 “ 59-062-312-1500 22599
7258-004 “ 6420 60038
7258-013 “ 6454 “
7306-001 “ 3920 “
7306-016 “ 3982 “
7376-001 “ 59425 “
7376-005 “ 59175 “
7441-041 “ 3V400 (MS 39277-40) 24161
45)8)-510-22 “ 1551 02249
“ “ DP-752-10 50590
45690-001-21-03 “ P11-8159 18265

L-2
 APPENDIX M

APPENDIX _________

MAINTENANCE AND OPERATING SUPPLY LIST

NOMENCLATURE: MAKE: MODEL:

Paving Machine, Bituminous IOWA Mfg Co BSF-400
MFR PART NO: NSN: SERIAL NUMBER RANGE DATE
N/A 3895-01-063-7891 5627 TO 5633 Mar 80
(1) (2) (3) (4) (5) (6)
MFR PART NO. QTY REQ QTY REQ
COMPONENT OR F/INITIAL F/8 HRS
APPLICATION NAT’L STOCK NO. DESCRIPTION OPN OPN NOTES
Engine Crankcase 9150-00-188-9858 Oil, Lubricating OE/HDO 30 14 qt. * 5 gal.
MIL-L-2104

9150-00-186-6668 Oil, Lubricating OE/HDO10 5 gal.

MIL-L-2104

Fuel Tank, Engine 9150-00-286-5296 Diesel Fuel, DF2 33 gal. * 55 gal. Drum

Cooling System 6850-00-181-7933 Anti-Freeze, Permanent 13 qt. * 50-50-solution

MIL-A-46153

Hydraulic System 9150-00-843-1636 Automotive Trans Fluid 10 gal. *

(Dexron Type F)
Fuel Tank
Screed Heater 9140-00-247-4365 Fuel Oil 12.5 gal. * * As Required

M-1
 APPENDIX M

APPENDIX _________

MAINTENANCE AND OPERATING SUPPLY LIST

NOMENCLATURE: MAKE: MODEL:

Paving Machine, Bituminous IOWA Mfg Co BSF-400
MFR PART NO: NSN: SERIAL NUMBER RANGE DATE
N/A 3895-01-063-7891 5627 TO 5633 Mar 80
(1) (2) (3) (4) (5) (6)
MFR PART NO. QTY REQ QTY REQ
COMPONENT OR F/INITIAL F/8 HRS
APPLICATION NAT’L STOCK NO. DESCRIPTION OPN OPN NOTES
Transmission 9150-01-035-5392 Oil, Lubricating G080W/90 17 qt. * 1 qt.
MIL-L-2105C
9150-01-035-5393 5 gal.
9150-01-035-5394 55 gal.

Transfer Case 9150-01-035-5392 Oil, Lubricating G080W/90 19 qt. * 1 qt.

Left & Right MIL-L-2105C

Conveyor 9150-01-035-5392 Oil, Lubricating G080W/90 * * 1 qt.

Drive Chains MIL-L-2105C

Bearings, Pivots 9150-00-190-0905 GAA Grease, MIL-G-10924 * *

Fittings,
General
Application
* As Required

M-2
 APPENDIX N

PREVENTIVE MAINTENANCE CHECKS AND SERVICES

Maintenance Forms and Records

Every mission begins and ends with the paperwork. There isn't much of it, but you have to keep it up. The forms and
records you fill out have several uses. They are a permanent record of the services, repairs, and modifications made on
your vehicle. They are reports to organizational maintenance and to your commander. And they are a checklist for you
when you want to know what is wrong with the vehicle after its last use, and whether those faults have been fixed. For
the information you need on forms and records, see TM 38-750.

Preventive Maintenance Checks and Services

1. Do your before (B) PREVENTIVE MAINTENANCE just before you operate the vehicle. Pay attention to the
CAUTIONS and WARNINGS.

2. DURING checks and services (D) of PREVENTIVE MAINTENANCE will be performed while the equipment and/or
its component systems are in operation.

3. Do your after (A) PREVENTIVE MAINTENANCE right after operating the vehicle. Pay attention to the CAUTIONS
and WARNINGS.

4. Do your weekly (W) PREVENTIVE MAINTENANCE weekly.

5. Do your monthly (M) PREVENTIVE MAINTENANCE once a month.

6. If something doesn't work, troubleshoot it with the instructions in this manual or notify your supervisor.

7. Always do your PREVENTIVE MAINTENANCE in the same order so it gets to be a habit. Once you've had some
practice, you'll spot anything wrong in a hurry.

8. If anything looks wrong and you can't fix it, write it on your DA Form 2404. If you find something seriously wrong,
report it to organizational maintenance RIGHT NOW.

9. When you do your PREVENTIVE MAINTENANCE, take along the tools you need to make all the checks. You
always need a rag or two.

A - Keep it clean: Dirt, grease, oil, and debris only get in the way and may cover up a serious problem. Clean as you
work and as needed. Use dry cleaning solvent (SD-2) on all metal surfaces. Use soap and water when you clean rubber
or plastic material.

WARNING

Dry cleaning solvent, used to clean parts is potentially dangerous to personnel and
property. Do not use near open flame or excessive heat. Flash point of solvent is 100°F
- 138°F.

N-1
 APPENDIX N

B - Bolts, nuts, and screws: Check them all for obvious looseness, missing, bent or broken condition. You can't try them
all with a tool, of course, but look for chipped paint, bare metal, or rust around bolt heads. If you find one you think is
loose, tighten it, or report it to organizational maintenance if you can't tighten it.

C - Welds: Look for loose or chipped paint, rust, or gaps where parts are welded together. If you find a bad weld, report it
to organizational maintenance.

D - Electric wires and connectors: Look for cracked or broken insulation, bare wires, and loose or broken connectors.
Tighten loose connectors and make sure the wires are in good shape.

E - Hoses and fluid lines: Look for wear, damage, and leaks, and make sure clamps and fittings are tight. Wet spots
show leaks, of course. But a stain around a fitting or connector can mean a leak. If a leak comes from a loose fitting or
connector, tighten it. If something is broken or worn out, report it to organizational maintenance.

10. It is necessary for you to know how fluid leakage affects the status of your vehicle. The following are definitions of
the types/classes of leakage an operator or crew member needs to know to be able to determine the status of his/her
vehicle. Learn, then be familiar with them and REMEMBER - WHEN IN DOUBT, NOTIFY YOUR SUPERVISOR!

Leakage Definitions for Crew/Operator PMCS

Class I Seepage of fluid (as indicated by wetness or discoloration) not great enough to form drops.

Class II Leakage of fluid great enough to form drops but not enough to cause drops to drip from item
being checked/inspected.

Class III Leakage of fluid great enough to form drops that fall from the item being checked/inspected.

CAUTION

EQUIPMENT OPERATION IS ALLOWABLE WITH MINOR LEAKAGES (CLASS I OR

II). OR COURSE, CONSIDERATION MUST BE GIVEN TO THE FLUID CAPACITY IN
THE ITEM/SYSTEM BEING CHECKED/INSPECTED. WHEN IN DOUBT, NOTIFY
YOUR SUPERVISOR.

N-2
OPERATOR/CREW PREVENTIVE MAINTENANCE AND SERVICES

APPENDIX N

N-3
OPERATOR/CREW PREVENTIVE MAINTENANCE AND SERVICES

APPENDIX N

N-4
OPERATOR/CREW PREVENTIVE MAINTENANCE AND SERVICES

APPENDIX N

N-5
OPERATOR/CREW PREVENTIVE MAINTENANCE AND SERVICES

APPENDIX N

N-6
OPERATOR/CREW PREVENTIVE MAINTENANCE AND SERVICES

APPENDIX N

N-7
OPERATOR/CREW PREVENTIVE MAINTENANCE AND SERVICES

APPENDIX N

N-8
OPERATOR/CREW PREVENTIVE MAINTENANCE AND SERVICES

APPENDIX N

N-9
 APPENDIX O

Cleaning and Lubricating Paver

CLEANING PAVER
It is extremely important that the paver be thoroughly cleaned at the end of each day's operation! A spray
nozzle with 15 foot hose is attached to the pressure side of the screed heater fuel system. This permits the operator to
reach all areas of the paver which require cleaning and lubricating.

Method:
(1) Run engine at IDLE speed.
(2) Set valve selector switch to SPRAY-DOWN
(3) Push panel circuit breaker to ON
(4) Turn junction box burner switch to ON
(5) Depress hose line valve lever

Clean all parts of the paver which come in contact with asphalt. The track and track rollers, hopper, slat conveyors,
spreader screws, screed, drive chains, etc. all require cleaning at the end of each day. This holds true even if the paver
was actually used only a short time. Many paver troubles can be traced to improper cleaning! Fuel oil on the slat
conveyors and tracks provides the needed lubrication which prevents rapid wear. The spray should reach all track link
pins so that there is no squeaking as the paver moves. The slat conveyors should be operated during the spraying to be
sure that all of the slats and chain are reached.

IMPORTANT! Keep oil spray away from all electrical boxes, motors, generators, starters, etc. Do not
spray paver when it is parked on an asphalt mat! Move it to the side of the road where drainage of oil
and dissolved asphalt will not damage anything.

In addition to spray cleaning of the paver the following clean up practices should be routine.
1. Check for accumulation of asphalt in the heat vent holes along the top of the moldboard. This check can best be
made by feeling the exhaust of hot air when the heater is being operated (the upper vents become plugged when asphalt
spills over the moldboard when a material level too high above the screw is allowed to build up. Use a stiff wire to clean
out accumulated asphalt.
2. Periodically remove the screed plate as described in Screed Section 7 and clean the interior of all asphalt, sand,
and fine material. Failure to keep the inside of the screed plate clean will cause uneven distribution of heat to the screed
bottom and possible tearing of the mat surface.

Cleaning Paver with Screed Heater Fuel Spray Accessory

Figure 1
TRUCK ROLLERS
Two rollers located on the front of the hopper are lubricated before assembly and require no further lubrication.
However, these rollers should be cleaned often during operation to eliminate material build-up.

0-1
 APPENDIX 0

LUBRICATION - GENERAL SUGGESTIONS

PROPER LUBRICATION:
Proper Lubrication helps obtain top equipment performance and minimum down-time from worn out bearings. Make it a
daily practice. Be sure to comply with all lubrication instructions on the following Lubrication Chart. Do not neglect any
area or details.

TOO MUCH GREASE:

Too Much Grease pumped into bearing housings can overheat bearings and reduce their service life. Use good
judgment.

TOO MUCH LUBRICANT PRESSURE

The use of too much pressure when lubricating a sealed bearing can blow-out the soft seal ring. Once the seal is blown,
the bearing has no grease retention ability and no protection against the entry of dirt into the race area. Rapid failure
results!
When using a hand operated grease gun, stop pumping as soon as the easy stroking begins to change to a hard pumping
requirement. When using a pressurized grease system, develop a "feel" for the correct pressure of gun against fitting for
automatic pressure relief in case the bearing becomes filled.

SELECTION OF LUWRICANTS:
Texaco Lubricants are recommended on the lubrication chart following. Use only recommended lubricants.

GOOD HABITS:
Cleanness when lubricating is vital! The grit which is always present around grease fittings and oil reserves can destroy a
good bearing surface rapidly if it is forced inside with the lubricant.
When using a grease gun, wipe the nozzle clean before use.
Wipe grease fittings absolutely clean before each application or keep them covered with the special plastic Lubricaps
which are on each paver fitting when it leaves the factory. Keep lubricaps clean while they are off the fittings.
Leave an excess of grease on each fitting. Don't wipe it off until the next greasing. It protects the fitting.
Use grease gun with cartridge type supply unit for positive elimination of dirt and abrasive particles in the new grease.

Plastic Lubricap for Bearing Grease Fittings

Figure 2
COLOR CODED Lubricaps
Lubricaps can be installed on all fittings to keep the area around the grease fittings free from dirt and dust. This
Neoprene cap is easily removed and replaced. These inexpensive Lubricaps are available in quantities and can be
ordered for placement on equipment in the field. Lubricaps are available in colors, to the customer can establish a
coding system fir different types and time intervals of lubrication. Grease guns and lubricant containers with matching
color coding make correct lubricating routines easier.
Correct lubrication practices and continued use of the Lubricaps will insure the customer a longer bearing life, as
well as eliminate many hours of unnecessary down time. It is important that the lubrication requirements be thoroughly
understood and followed. SCHOOL YOUR LUBRICATION MAN .

O-2
 APPENDIX P

Lubrication Detail

(a) Bearing Inspection

Anti-friction bearing assemblies should be checked immediately after stopping the paver, whenever possible, as
their failure is most easily detected by a high operating temperature. If a bearing is too hot to be touched, it is either
running without any lubricant; with too much, or has failed.
(b) Transmission
The main transmission for the “CEDARARAPIDS” Bituminous Paver has a capacity of 17 quarts an should be
lubricated with Texaco Multigear of Universal Gear Lubricant EP 90. It is important that the operator check for a flow of
oil through the sight gauge each day and check the level of the transmission when making general lubrication
inspections. The transmission should be flushed with Rando AA oil every 1,000 hours or seasonally. (See lubrication
chart.)
(c) Transfer Gear Cases
There are two transfer gear cases, one located on each side of the paver. Bother have a capacity of 9-1/2 quarts.
Use Texaco Multigear or Universal Gear Lubricant EP 90. The same instructions for flushing and checking should be
followed as for the main transmission. (See lubrication chart.)
(d) Hydraulic System
The system has a capacity of 10 gallons. Use Texaco Rando HD-C Oil. When filling the reservoir tank it is
important that the fluid is allowed time to floe and fill the system. Every 1,000 hours this system must be drained, the
strainer washed, and refilled with recommended lubricant. (See Section 5 for complete details.)
(e) Slat Conveyor Bearings
Each of the slat conveyors have four bearings. Two are mounted at the front of the paver and two at the back. The
lubrication of these bearings is important. They should be lubricated every 8 hours of operation with Texaco Marfak O
lubricant.
(1) To lubricate front slat conveyor bearings, remove front hopper cover plate. (See lubrication chart.)
(2) To lubricate rear slat conveyor bearings, see lubrication chart.
(f) Conveyor Drive Chains
The four conveyor drive chains should be lubricated once each week to minimize wear. To reach the chains
connecting each conveyor drive shaft to the countershafts, remove the rear deck plate on each side of the engine. The
two chains connecting the countershafts to the conveyor shafts are located directly beneath the rear end of the engine
and are readily accessible. Lightly coat all chain links with Texaco EP90 Universal Gear Lubricant. (Also used in the
paver gear cases).
(g) Track Assembly
(1) Crawler Track Link Pins - Spray fuel oil over crawler tracks when cleaning paver at the end of each day's
operation to lubricate link pins and keep them from squeaking.
(2) Paver tracks are driven from the transfer cases with heavy duty chains and sprockets, that require cleaning
and lubricating at the end of the day's operation. Remove the two rear deck plates and spray fuel oil over the chain and
sprocket using the wash-off hose from the heater fuel tank. This will normally keep the asphaltic material soft so that it
falls off during the following day's operation.
Failure to spray the chain can result in the asphaltic material building up in the chain and on the sprockets until the
chain becomes so tight it will cause the chain to break.

CAUTION: When spraying chain and sprockets, use care not to spray the electric clutch
on transfer case.

(3) Lower roller and track roller and pivot shaft assemblies are equipped with grease fittings to lubricate the
pivot pins and each roller with Texaco Marfak O lubricant every 8 hours of operation. (See lubrication chart).
(4) Track rear sprocket or front idler - Once each year remove the fill plugs and install grease fitting. Add
Texaco Marfak O lubricant until new lubricant appears at opposite pipe plug hole. Remove fitting and replace both pipe
lugs. (See illustrations in Maintenance Section II)
(h) Spreader Screw Bearings
All bearings for the spreader screws have grease fittings which are easily accessible and should be lubricated every 8
hours of operation. It is important these fittings be cleaned before lubricant is applied. Use Texaco Marfak O lubricant.
(See lubrication chart).
(i) Travel and Feed Clutches - All travel and feed clutch bearing assemblies must be disassembled and repacked
with Texaco Marfak O lubricant every season.

P-1
 APPENDIX P

(j) Screed Adjusting Mechanism and Pull Arms

Ball joint housings on screed adjusting mechanisms and pull arms are equipped with grease fittings to lubricate the
ball joints with Texaco Marfak O lubricant every 8 hours of operation. (See lubrication chart).
(k) Pulleys For Screed Lift Cables
There are two pulleys for each screed lift cable and each has a grease fitting. The fitting of the enclosed pulley is not
in plain sight. All four fittings should be greased once each month.
(1) Power Unit
The diesel engine that powers the paver must be properly lubricated and maintained to insure the dependable and
smooth performance needed in a paving operation.
An individual instruction manual is provided, carefully outlining intervals of time to lubricate, clean air filter, and
change oil along with other points of preventative maintenance. More frequent replacement or cleaning of air filter will be
required in dusty conditions.

P-2
 APPENDIX Q
ASPHALT PAVER LUBRICATION CHART

LOCATION ITEM REQUIRING LUBRICATING INSTRUCTIONS TEXACO LUBRICANT

LUBRICATION RECOMMENDED
A Engine: Refer to Lubrication Requirement In Engine Instruction Manual.

B Main Transmission: Keep filled to show I/4" on dipstick. Sight glass must show oil
flow during operation. Seasonally, drain, back-flush filter
screen and case. Drain and re-fill with fresh lubricant (See
instruction Manual - Section 11 for details).
C Power Transfer Cases: Keep filled to level hole. Seasonally, drain, flush and re-fill with
fresh lubricant.
D Bearings and Pivot Points One pump of gun each day.
E Bearings and Pivot Points: one pump of gun each week.
F Chains. Track Drive Chains Each day spray all track pins. Spray all slat conveyor chains
(complete loops). Remove deck plates and spray both track
drive chains. (Use oil spray accessories from screed heater
system).
G Bearings Seasonally wash out and repack bearings and lube chamber.
Replace grease seals (See Instruction Manual - Section 11).
H Track Idlers: Seasonally remove plugs, install temporary fitting, add grease
until fresh grease extrudes from opposite hole. Remove plugs.
K Conveyor Drive Chains: Once each week coat all conveyor drive chains lightly.

*IMPORTANT NOTE:
Never mix brands of lubricant in paver gear cases. Chemical inter-action can occur to produce harmful, non-lubricating
compounds. If uncertain of lubricant in a gear case, drain, flush and re-fill. DON'T JUST ADO MORE LUBRICANTI
Q-1
 APPENDIX Q

ASPHALT PAVER LUBRICATION CHART

Q-2
 APPENDIX R

Index For Engine Repair Parts

DETROIT DIESEL ENGINE MODEL 5033-7001
ENGINE STANDARD AND OPTION EQUIPMENT
PARTS BOOK
GROUP NAME GROUP NO. TYPE NO.

Cylinder Block 1.1000 29

Air Box Drains 1.1000A 63
Cylinder Head 1.2000 23
Engine Lifter Bracket 1.2000A 1.90
Crankshaft 1.3000 20
Crankshaft Front Cover 1.3000A 119
Crankshaft Pulley 1.3000C 111
Crankshaft Pulley Belt 1.3000D 176
Flywheel 1.4000A 327
Flywheel Housing (SAE #3) 1.5000A 349
Connecting Rod and Piston 1.6000 61
Camshaft and Gear Train 1.7000 31
Accessory Drive (Hydraulic Pump) 1.7000B 203
Valve Operating Mechanism 1.8000 30
Rocker Cover 1.8000A 38
Fuel Injector (N-45) 2.1000A 76
Fuel Pump 2.2000 127
Fuel Filter 2.3000A 157
Fuel Manifold Connections 2.4000 48
Fuel Lines 2.5000A 360
Governor Hydraulic 2.8000A 1002
Injector Controls 2.9000 121
Air Cleaner Adaptor 3.1000A 211
Air Inlet Housing 3.3000A 140
Blower 3.4000 114
Oil Pump 4.1000A 49
Oil Distribution System 4.1000B 235
Oil Pressure Regulator 4.1000C 9
Oil Filter 4.2000A 226
Oil Cooler 4.4000A 230
Dipstick 4.6000A 253
Oil Pan 4.7000A 584
Fresh Water Pump 5.1000 145
Water Outlet Elbow 5.2000A 67
Thermostat 5.2000B 72
Water By-Pass Tube 5.2000C 318
Radiator 5.3000A 64
Water Connections 5.3000B 135
Fan 5.4000A 290
Exhaust Manifold 6.100A 217
Exhaust Muffler Flange 6.2000A 234
Starting Motor 7.3000A 174
Engine Mount 11.1000A 510

QUICK REFERENCE ON REPLACEMENT ELEMENTS

TYPE MFG. PACKAGE PART NO.
Fuel Strainer AC T-553 (DDAD #5574961)
Fuel Filter AC TP-509 (DDAD #5573261)
Lube Oil Filter AC PF-147 (DDAD #5574978)
Air Cleaner Donaldson P114159

R-1
 TM 5-3895-355-14&P

By Order of the Secretary of the Army:

E. C. MEYER
General, United States Army
Official: Chief of Staff

J. C. PENNINGTON
Major General, United States Army
The Adjutant General

Distribution:

To be distributed in accordance with DA Form 12-25B, Operator and Organizational Maintenance requirements for Paver
Bituminous.

* U.S. GOVERNMENT PRINTING OFFICE : 1993 O - 342-421/63427

PIN: 048084-000