BUSINESS CLASS M2 WORKSHOP MANUAL

Models: M2 100
M2 106
M2 106V
M2 112
M2 112V

STI-457, S18 (9/10P)

Published by
Daimler Trucks North America LLC
4747 N. Channel Ave.
Portland, OR 97217
Printed in U.S.A.
 Foreword
The purpose of this manual is to assist the service technician when the vehicle is serviced. Major
drivetrain component service information is not included in this manual, but is located in each
manufacturer’s service manual.
Instructions and procedures are those recommended by Freightliner Trucks or the component
manufacturer.
Maintenance schedules and additional service information are included in the
Business Class® M2 Maintenance Manual.
IMPORTANT: Descriptions and specifications in this manual were in effect at the time
of printing. Freightliner Trucks reserves the right to discontinue models, and to change
specifications or design at any time without notice and without incurring obligation.
Descriptions and specifications contained in this publication provide no warranty,
expressed or implied, and are subject to revision and editions without notice.
Refer to www.Daimler-TrucksNorthAmerica.com and www.FreightlinerTrucks.com for
more information, or contact Daimler Trucks North America LLC at the address below.

Environmental Concerns and Recommendations

Whenever you see instructions in this manual to discard materials, you should attempt to reclaim
and recycle them. To preserve our environment, follow appropriate environmental rules and
regulations when disposing of materials.

NOTICE: Parts Replacement Considerations

Do not replace suspension, axle, or steering parts (such as springs, wheels, hubs, and steering
gears) with used parts. Used parts may have been subjected to collisions or improper use and
have undetected structural damage.

© 2002–2010 Daimler Trucks North America LLC

All rights reserved. No part of this publication, in whole or in part, may be translated, reproduced,
stored in a retrieval system, or transmitted in any form by any means, electronic, mechanical,
photocopying, recording, or otherwise, without the prior written permission of Daimler Trucks
North America LLC. Daimler Trucks North America LLC is a Daimler company.

Daimler Trucks North America LLC

Service Systems and Documentation (CVI-SSD)
P.O. Box 3849
Portland, OR 97208-3849
 Introduction
Descriptions of Service Publications

Daimler Trucks North America LLC distributes the following major service publications in paper and electronic
(via ServicePro®) formats.
Workshop/Service Workshop/service manuals contain service and repair information for all vehicle
Manual systems and components, except for major components such as engines, trans-
missions, and rear axles. Each workshop/service manual section is divided into
subjects that can include general information, principles of operation, removal,
disassembly, assembly, installation, specifications, and troubleshooting.
Maintenance Manual Maintenance manuals contain routine maintenance procedures and intervals for
vehicle components and systems. They have information such as lubrication
procedures and tables, fluid replacement procedures, fluid capacities, specifica-
tions, and procedures for adjustments and for checking the tightness of fasten-
ers. Maintenance manuals do not contain detailed repair or service information.
Driver’s/Operator’s Driver’s/operator’s manuals contain information needed to enhance the driver’s
Manual understanding of how to operate and care for the vehicle and its components.
Each manual contains a chapter that covers pretrip and post-trip inspections,
and daily, weekly, and monthly maintenance of vehicle components. Driver’s/
operator’s manuals do not contain detailed repair or service information.
Service Bulletins Service bulletins provide the latest service tips, field repairs, product improve-
ments, and related information. Some service bulletins are updates to informa-
tion in the workshop/service manual. These bulletins take precedence over
workshop/service manual information, until the latter is updated; at that time, the
bulletin is usually canceled. The service bulletins manual is available only to
dealers. When doing service work on a vehicle system or part, check for a valid
service bulletin for the latest information on the subject.
IMPORTANT: Before using a particular service bulletin, check the current
service bulletin validity list to be sure the bulletin is valid.
Parts Technical Bulletins Parts technical bulletins provide information on parts. These bulletins contain
lists of parts and BOMs needed to do replacement and upgrade procedures.

Web-based repair, service, and parts documentation can be accessed using the following applications on the
AccessFreightliner.com website.
ServicePro ServicePro® provides Web-based access to the most up-to-date versions of the
publications listed above. In addition, the Service Solutions feature provides di-
agnostic assistance with Symptoms Search, by connecting to a large knowledge
base gathered from technicians and service personnel. Search results for both
documents and service solutions can be narrowed by initially entering vehicle
identification data.
PartsPro PartsPro® is an electronic parts catalog system, showing the specified vehicle’s
build record.
EZWiring EZWiring™ makes Freightliner, Sterling, Western Star, Thomas Built Buses, and
Freightliner Custom Chassis Corporation products’ wiring drawings and floating
pin lists available online for viewing and printing. EZWiring can also be ac-
cessed from within PartsPro.

Business Class M2 Workshop Manual, Supplement 17, March 2010 I–1

Introduction
Descriptions of Service Publications

Warranty-related service information available on the AccessFreightliner.com website includes the following
documentation.
Recall Campaigns Recall campaigns cover situations that involve service work or replacement of
parts in connection with a recall notice. These campaigns pertain to matters of
vehicle safety. All recall campaigns are distributed to dealers; customers receive
notices that apply to their vehicles.
Field Service Campaigns Field service campaigns are concerned with non-safety-related service work or
replacement of parts. All field service campaigns are distributed to dealers; cus-
tomers receive notices that apply to their vehicles.

I–2 Business Class M2 Workshop Manual, Supplement 17, March 2010

 Introduction
Page Description

For an example of a Business Class M2 Workshop Manual page, see Fig. 1.

A B C

Threaded Fasteners 00.04

General Instructions

Fastener Replacement

Fastener Tightening

Fastener Selection and Installation

Thread Locking Compound

Application

Business Class M2, Workshop Manual, Supplement 0, January 2002

D E F G
12/21/2001 f020132
A. Section Title
B. Section Number (made up of the Group Number—first two digits, followed by a sequence number—last two digits)
C. Subject Title
D. Manual Title
E. Release (Supplement) Date
F. Subject Number
G. Subject Page Number

Fig. 1, Example of a Business Class M2 Workshop Manual Page

Business Class M2 Workshop Manual, Supplement 17, March 2010 I–3

Introduction
Workshop Manual Contents

Group No. Group Title

00 . . . . . . . . . . . . . . . . . . . . . . General Information
01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine
09 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Intake
13 . . . . . . . . . . . . . . . . . . . . . . . . . Air Compressor
15 . . . . . . . . . . . . . . . . . . . Alternators and Starters
20 . . . . . . . . . . . . . . . . . . . Engine Cooling/Radiator
25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clutch
26 . . . . . . . . . . . . . . . . . . . . . . . . . . . Transmission
30 . . . . . . . . . . . . . . . . . . . . . . . . . Throttle Control
31 . . . . . . . . . . . . . Frame and Frame Components
32 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Suspension
33 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Front Axle
35 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rear Axle
40 . . . . . . . . . . . . . . . . . . . . . . . . Wheels and Tires
41 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Driveline
42 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brakes
46 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Steering
47 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel
49 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust
54 . . . . . . . . . . Electrical, Instruments, and Controls
60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cab
72 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Doors
82 . . . . . . . . . . . . . Windshield Wipers and Washer
83 . . . . . . . . . . . . . . . . . Heater and Air Conditioner
88 . . . . . . . . . . . . . . Hood, Grille, and Cab Fenders
90 . . . . . . . . . . . . . . . . . Fire Suppression Systems
91 . . . . . . . . . . . . . . . Seats and Restraint Systems
98 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Paint

I–4 Business Class M2 Workshop Manual, Supplement 17, March 2010

List of Abbreviations 00.01
List of Abbreviations

The following is a list of definitions for abbreviations and symbols used in Freightliner publications.
A . . . . . . . . . . amperes BBC . . . . . . . bumper-to-back-of-cab CWS . . . . . . . collision warning system
AAVA . . . . . . auxiliary air valve assembly BHM . . . . . . . bulkhead module DC . . . . . . . . . direct current
ABS . . . . . . . antilock braking system BOC . . . . . . . back-of-cab DCDL . . . . . . driver-controlled differential
ABS . . . . . . . acrylonitrile-butadiene-styrene BOM . . . . . . . bill of material lock
A/C . . . . . . . . air conditioner BTDC . . . . . . before top dead center DDA . . . . . . . Detroit Diesel Allison (obs)
AC . . . . . . . . . alternating current Btu(s) . . . . . British thermal unit(s) DDC . . . . . . . Detroit Diesel Corporation
acc . . . . . . . . accessories C .......... common (terminal) DDDL . . . . . . Detroit Diesel Diagnostic Link
ACM . . . . . . . aftertreatment control module CAC . . . . . . . charge air cooler DDE . . . . . . . Detroit Diesel Engines
ACPU . . . . . air conditioning protection unit CAN . . . . . . . controller area network DDEC . . . . . Detroit Diesel Electronic
(engine) Control
ADLO . . . . . auto-disengagement lockout CARB . . . . . California Air Resources
Board DDR . . . . . . . diagnostic data reader
AGM . . . . . . . absorbed glass mat
CAT . . . . . . . Caterpillar DDU . . . . . . . driver display unit
AGS . . . . . . . automated gear shift
CB . . . . . . . . . circuit breaker def . . . . . . . . defrost
AG2 . . . . . . . Aluminum Generation 2
CB . . . . . . . . . citizens’ band DEF . . . . . . . diesel exhaust fluid
a.m. . . . . . . . ante meridiem (midnight to
noon) CBE . . . . . . . cab behind engine DFI . . . . . . . . direct fuel injection
AM . . . . . . . . amplitude modulation CCA . . . . . . . cold cranking amperes DGPS . . . . . differential global positioning
system
amp(s) . . . . ampere(s) CD-ROM . . compact-disc/read-only
memory dia. . . . . . . . . diameter
AMT . . . . . . . automated mechanical
transmission CDTC . . . . . . constant discharge DIAG . . . . . . diagnosis
AMU . . . . . . . air management unit temperature control DIP . . . . . . . . dual inline package (switch)
ANSI . . . . . . American National Standards CEL . . . . . . . check-engine light DIU . . . . . . . . driver interface unit
Institute CFC . . . . . . . chlorofluorocarbons DLA . . . . . . . datalink adaptor
API . . . . . . . . American Petroleum Institute (refrigerant-12) DLM . . . . . . . datalink monitor
API . . . . . . . . application programming cfm . . . . . . . . cubic feet per minute DLU . . . . . . . data logging unit
interface CFR . . . . . . . Code of Federal Regulations DMM . . . . . . digital multimeter
ARI . . . . . . . . Air Conditioning and CGI . . . . . . . . clean gas induction DOC . . . . . . . diesel oxidation catalyst
Refrigeration Institute CGW . . . . . . central gateway DOT . . . . . . . Department of Transportation
ASA . . . . . . . American Standards CHM . . . . . . . chassis module
Association DPF . . . . . . . diesel particulate filter
CIP . . . . . . . . cold inflation pressure DRL . . . . . . . daytime running lights
ASF . . . . . . . American Steel Foundries
CLS . . . . . . . coolant level sensor DRM . . . . . . . dryer reservoir module
ASR . . . . . . . automatic spin regulator
cm . . . . . . . . . centimeters DSM . . . . . . . district service manager
assy. . . . . . . assembly
cm3 . . . . . . . . cubic centimeters DTC . . . . . . . diagnostic trouble code
ASTM . . . . . American Society for Testing
and Materials CMVSS . . . . Canadian Motor Vehicle DTC . . . . . . . discharge temperature control
Safety Standard
ATC . . . . . . . automatic temperature control DTNA . . . . . . Daimler Trucks North America
Co. . . . . . . . . company
ATC . . . . . . . automatic traction control DVOM . . . . . digital volt/ohm meter
COE . . . . . . . cab over engine
ATC . . . . . . . automatic transmission ea. . . . . . . . . . each
control Corp. . . . . . . corporation
EBS . . . . . . . electronic braking system
ATD . . . . . . . aftertreatment device CPC . . . . . . . common powertrain controller
ECA . . . . . . . electric clutch actuator
ATF . . . . . . . . automatic transmission fluid CPU . . . . . . . central processing unit
ECAP . . . . . . electronic control analyzer
ATS . . . . . . . aftertreatment system CRT . . . . . . . cathode ray tube programmer
attn . . . . . . . . attention cSt . . . . . . . . centistokes (unit of ECAS . . . . . . electronically controlled air
measurement for describing suspension
aux. . . . . . . . auxiliary the viscosity of general
av . . . . . . . . . avoirdupois (British weight liquids) ECI . . . . . . . . electronically controlled
system) injection
cu ft . . . . . . . cubic feet
AWD . . . . . . . all-wheel drive ECL . . . . . . . engine coolant level
cu in . . . . . . cubic inches
AWG . . . . . . American wire gauge ECM . . . . . . . electronic control module
CUM . . . . . . . Cummins
AWS . . . . . . . American Welding Society ECT . . . . . . . engine coolant temperature
CVSA . . . . . . Commercial Vehicle Safety
BAT . . . . . . . battery Alliance ECU . . . . . . . electronic control unit

Business Class M2 Workshop Manual, Supplement 21, March 2012 050/1

00.01 List of Abbreviations
List of Abbreviations

EDM . . . . . . . electronic data monitor FMVSS . . . . Federal Motor Vehicle Safety IFI . . . . . . . . . Industrial Fasteners Institute
EEPROM . . electrically erasable Standard IFS . . . . . . . . independent front suspension
programmable read-only FRP . . . . . . . fiberglass reinforced plastic IGN . . . . . . . . ignition
memory FSA . . . . . . . field service authorization ILB . . . . . . . . intelligent lightbar
EFG . . . . . . . electric fuel gauge FSM . . . . . . . fleet service manager ILO . . . . . . . . in lieu of (in the place of)
EFPA . . . . . . electronic foot pedal ft . . . . . . . . . . feet
assembly in . . . . . . . . . . inches
ft3 . . . . . . . . . cubic feet in3 . . . . . . . . . cubic inches
EGR . . . . . . . exhaust gas recirculation
ft3/min . . . . . cubic feet per minute Inc. . . . . . . . . incorporated
ELC . . . . . . . extended-life coolant
FTL . . . . . . . . Freightliner inH2O . . . . . inches of water
EMC . . . . . . . electromagnetic compatibility
F.U.E.L. . . . . fuel usage efficiency level inHg . . . . . . . inches of mercury
EMI . . . . . . . . electromagnetic interference
g . . . . . . . . . . grams I/O . . . . . . . . . input/output
EOA . . . . . . . electric over air
gal . . . . . . . . . gallons IP . . . . . . . . . . instrument panel
EP . . . . . . . . . extreme pressure (describes
an antiwear agent added to GAWR . . . . . gross axle weight rating ISO . . . . . . . . International Organization for
some lubricants) GHG . . . . . . . greenhouse gas Standardization
EPA . . . . . . . Environmental Protection GL . . . . . . . . . gear lubricant IVS . . . . . . . . idle validation switch
Agency GND . . . . . . . ground k . . . . . . . . . . . kilo (1000)
EPS . . . . . . . engine position sensor gpm . . . . . . . gallons per minute kg . . . . . . . . . kilograms
ESC . . . . . . . electronic stability control GPS . . . . . . . global positioning system km . . . . . . . . . kilometers
ESC . . . . . . . enhanced stability control GVWR . . . . . gross vehicle weight rating km/h . . . . . . . kilometers per hour
ESD . . . . . . . electrostatic discharge HBED . . . . . hard-braking event data kPa . . . . . . . . kilopascals
ESS . . . . . . . engine syncro shift HCM . . . . . . . hybrid control module kW . . . . . . . . kilowatts
(transmission)
HCOE . . . . . high cab over engine L . . . . . . . . . . liters
etc. . . . . . . . . et cetera (and so forth)
HCU . . . . . . . hydraulic control unit lb . . . . . . . . . . pounds
ETEC . . . . . . electronic truck engine control
HD . . . . . . . . . heavy-duty LBCU . . . . . . lightbar control unit
EUI . . . . . . . . electronic unit (fuel) injectors
HDU . . . . . . . hybrid drive unit lbf·ft . . . . . . . pounds force feet
EVA . . . . . . . electronic vibration analyzer
HEPA . . . . . . high-efficiency particulate air lbf·in . . . . . . pounds force inches
EXM . . . . . . . (chassis) expansion module (filter) LCD . . . . . . . liquid crystal display
E85 . . . . . . . . 85% ethanol fuel HEST . . . . . . high exhaust system LCOE . . . . . . low cab over engine
FAS . . . . . . . Freightliner air suspension temperature
LED . . . . . . . light-emitting diode
FCCC . . . . . . Freightliner Custom Chassis HEV . . . . . . . hybrid electric vehicle
Corporation LH . . . . . . . . . left-hand
HFC . . . . . . . hydrogenated fluorocarbons
FET . . . . . . . . field effect transistor (refrigerant-134a) LH DR . . . . . left-hand drive
Fig. . . . . . . . . figure hp . . . . . . . . . horsepower LHK . . . . . . . liters per hundred kilometers
fl oz . . . . . . . fluid ounces hp . . . . . . . . . high pressure LHS . . . . . . . low-hydrogen steel
FLA . . . . . . . post-1984 advancements HRC . . . . . . . Rockwell "C" hardness LIN . . . . . . . . Local Interconnect Network
Freightliner COE hr(s) . . . . . . . hour(s) LLC . . . . . . . limited liability company
FLB . . . . . . . enhanced Freightliner FLA HSA . . . . . . . hill start aid L/min . . . . . . liters per minute
COE LNG . . . . . . . liquefied natural gas
HSD . . . . . . . high-side driver
FLC . . . . . . . steel-cab Freightliner 112 LPG . . . . . . . liquefied petroleum gas
Conventional htr. . . . . . . . . heater
HVAC . . . . . . heating, ventilating, and air LPR . . . . . . . low pressure reservoir
FLD . . . . . . . post-1984 advancements
Freightliner 112/120 conditioning LSD . . . . . . . low-side driver
aluminum-cab Conventional HVLP . . . . . . high velocity, low pressure LVD . . . . . . . low-voltage disconnect
FLR . . . . . . . forward-looking radar H/W . . . . . . . hardware m .......... meters
FM . . . . . . . . . frequency modulation Hz . . . . . . . . . hertz max. . . . . . . . maximum
FMCSA . . . . Federal Motor Carrier Safety IAD . . . . . . . . interaxle differential M-B . . . . . . . . Mercedes-Benz
Administration ICS . . . . . . . . integrated child seat MCM . . . . . . motor control module
FMEA . . . . . failure mode effects analysis ICU . . . . . . . . instrumentation control unit MESA . . . . . Mining Enforcement Safety
FMI . . . . . . . . failure mode indicator i.d. . . . . . . . . . inside diameter Act
FMSI . . . . . . Friction Materials Standards ID . . . . . . . . . . identification mfr. . . . . . . . . manufacturer
Institute mi . . . . . . . . . miles

050/2 Business Class M2 Workshop Manual, Supplement 21, March 2012

List of Abbreviations 00.01
List of Abbreviations

MID . . . . . . . . message identifier O.D. . . . . . . . overdrive R–134a . . . . refrigerant-134a (HFC)

MIL . . . . . . . . malfunction indicator lamp OEM . . . . . . . original equipment RAM . . . . . . . random access memory
(light) manufacturer RC . . . . . . . . . reserve capacity
MIL . . . . . . . . military specification OSHA . . . . . Occupational Safety and recirc. . . . . . recirculation
min. . . . . . . . minutes Health Administration
Ref(s). . . . . . reference(s)
min. . . . . . . . minimum oz . . . . . . . . . ounces
regen . . . . . . regeneration
misc. . . . . . . miscellaneous ozf·in . . . . . . ounces force inches
RELS . . . . . . reduced engine load at stop
mL . . . . . . . . milliliters p . . . . . . . . . . positive (front axle wheel
alignment specification) RFI . . . . . . . . radio frequency interference
mm . . . . . . . . millimeters RH . . . . . . . . . right-hand
PACE . . . . . . programmable electronically
mod. . . . . . . module controlled engine RH DR . . . . . right-hand drive
mpg . . . . . . . miles per gallon PAG . . . . . . . polyalkylene glycol (oil) R/I . . . . . . . . . removal and installation
mph . . . . . . . miles per hour parm . . . . . . parameter RMA . . . . . . . return material authorization
MSF . . . . . . . modular switch field PAS . . . . . . . passenger advisory system ROM . . . . . . . read-only memory
MMT . . . . . . . methylcyclopentadienyl PC . . . . . . . . . personal computer rpm . . . . . . . . revolutions per minute
manganese tricarbonyl
PCB . . . . . . . printed circuit board R/R . . . . . . . . removal and replacement
MSHA . . . . . Mining Safety and Health
Administration PDC(s) . . . . parts distribution center(s) RSA . . . . . . . roll-stability advisor
MVDA . . . . . Motor Vehicle Dealers PDM . . . . . . . power distribution module RSG . . . . . . . road speed governor
Association PEC . . . . . . . power electronics carrier RSM . . . . . . . regional service manager
n . . . . . . . . . . negative (front axle wheel PEEC . . . . . . programmable electronic RTS . . . . . . . ready-to-spray
alignment specification) engine control RTV . . . . . . . room temperature vulcanizing
N .......... nitrogen PID . . . . . . . . parameter identifier RV . . . . . . . . . recreational vehicle
N/A . . . . . . . . not applicable PLC . . . . . . . power line carrier SA . . . . . . . . . source address
N·cm . . . . . . Newton-centimeters PLD . . . . . . . Pumpe-Linie-Düse (pump- S-ABA . . . . . self-setting automatic brake
NC . . . . . . . . . normally closed (terminal or line-nozzle) adjusters
switch) PNDB . . . . . power-net distribution box SAE . . . . . . . Society of Automotive
NHTSA . . . . National Highway Traffic PM . . . . . . . . particulate matter Engineers
Safety Administration p.m. . . . . . . . post meridiem (noon to SB . . . . . . . . . service bulletin
NIOSH . . . . . National Institute for midnight) SBT . . . . . . . seat back thickness
Occupational Safety and p/n . . . . . . . . part number
Health SCA(s) . . . . Supplemental Coolant
PO . . . . . . . . . purchase order Additive(s)
NLGI . . . . . . National Lubricating Grease
Institute PRD . . . . . . . product requirements SCR . . . . . . . selective catalytic reduction
document SCU . . . . . . . system control unit
N·m . . . . . . . . Newton-meters
PSA . . . . . . . pressure-sensitive adhesive (speedometer)
NO . . . . . . . . normally open (terminal or
switch) PSG . . . . . . . pressure sensor governor SD . . . . . . . . . severe-duty
NOAT . . . . . . Nitrited Organic Acid psi . . . . . . . . . pounds per square inch SDU ....... step deployment unit
Technology psia . . . . . . . pounds per square inch, SEL ....... shutdown engine light
NOx . . . . . . . nitrogen oxides atmosphere SEM ....... switch expansion module
no. . . . . . . . . number psig . . . . . . . pounds per square inch, SEO ....... stop engine override
gauge
NPT . . . . . . . national pipe thread SHM . . . . . . . switch hub module
pt . . . . . . . . . . pints
NPTF . . . . . . national pipe thread fitting SI . . . . . . . . . . service information
PTCM . . . . . pressure time control module
NT . . . . . . . . .
nylon tube or nylon tubing SI . . . . . . . . . . Système International
PTO . . . . . . . power takeoff
NTSB . . . . . . National Transportation SID . . . . . . . . subsystem identifier
Safety Board PTP . . . . . . . powertrain protection
SM . . . . . . . . system malfunction
OAT . . . . . . . Organic Acid Technology pvc . . . . . . . . polyvinyl chloride
SMC . . . . . . . sheet molded compound
OBD(s) . . . . on-board diagnostic(s) PWM . . . . . . pulse width modulation
S/N . . . . . . . . serial number
obs . . . . . . . . obsolete pwr . . . . . . . . power
SOC . . . . . . . state-of-charge
OC . . . . . . . . open circuit qt . . . . . . . . . . quarts
SPACE . . . . seat pretensioner activation
OCV . . . . . . . open circuit voltage qty. . . . . . . . . quantity for crash survival
o.d. . . . . . . . . outside diameter R & O ..... rust inhibitors and oxidants enhancement
R–12 . . . . . . refrigerant-12 (CFC) SPG . . . . . . . special purpose grease

Business Class M2 Workshop Manual, Supplement 21, March 2012 050/3

00.01 List of Abbreviations
List of Abbreviations

SPN . . . . . . . suspect parameter number VIW . . . . . . . . vehicle interface wiring

sq in . . . . . . square inches (connector)
SRP . . . . . . . seating reference point VOC . . . . . . . volatile organic compounds
SRS . . . . . . . supplemental restraint system VOM . . . . . . . volt-ohmmeter
SRS . . . . . . . synchronous reference VRS . . . . . . . variable resistance sensor
sensor VSG . . . . . . . variable speed governor
SRT . . . . . . . standard repair time VSS . . . . . . . vehicle speed sensor
SSD . . . . . . . side sensor display VSU . . . . . . . vehicle security unit
SSID . . . . . . . smart switch identification WB . . . . . . . . wire braid
SST . . . . . . . stainless steel WI . . . . . . . . . work instructions
std. . . . . . . . . standard WIF . . . . . . . . water-in-fuel
S/W . . . . . . . . software WOT . . . . . . . wide open throttle
SW . . . . . . . . switch – . . . . . . . . . . . minus or negative
TAM . . . . . . . thermocouple amplifier + . . . . . . . . . . . plus or positive
module ± . . . . . . . . . . . plus-or-minus
TBB . . . . . . . Thomas Built Buses > . . . . . . . . . . . greater than
TBS . . . . . . . turbo boost sensor < . . . . . . . . . . . less than
TCM . . . . . . . transmission control module x . . . . . . . . . . . by (used in fastener size
TCU . . . . . . . transmission control unit descriptions)
TDC . . . . . . . top dead center " . . . . . . . . . . . inches
TDR . . . . . . . technician diagnostic routine ° . . . . . . . . . . . degrees (of an angle)
TEM . . . . . . . truck equipment manufacturer °C . . . . . . . . . degrees Celsius (centigrade)
temp . . . . . . temperature °F . . . . . . . . . . degrees Fahrenheit
TIG . . . . . . . . tungsten inert gas # . . . . . . . . . . . number
TIR . . . . . . . . total indicator reading % . . . . . . . . . . percent
TPMS . . . . . . tire pressure monitoring & . . . . . . . . . . and
system © . . . . . . . . . . copyright
TPS . . . . . . . thermal protection switch ™ . . . . . . . . . . trademark
TPS . . . . . . . throttle position sensor ® . . . . . . . . . . . registered trademark
TRS . . . . . . . timing reference sensor
TSO . . . . . . . truck specification order
TSU . . . . . . . transmission shift unit
U.D. . . . . . . . underdrive
ULSD . . . . . . ultralow-sulfur diesel
UNC . . . . . . . unified national coarse
UNF . . . . . . . unified national fine
U.S. . . . . . . . United States
U.S.A. . . . . . United States of America
USC . . . . . . . United States customary
(measures)
V . . . . . . . . . . volts
VCU . . . . . . . vehicle control unit
VDC . . . . . . . vehicle data computer
Vdc . . . . . . . . volts, direct current
VIMS . . . . . . vehicle information
management system
VIN . . . . . . . . vehicle identification number
VIP . . . . . . . . vehicle instrumentation and
protection (Kysor)

050/4 Business Class M2 Workshop Manual, Supplement 21, March 2012

Metric/U.S. Customary Conversion Chart 00.02
General Information

U.S. Customary to Metric Metric to U.S. Customary

Multiply Multiply
When You Know To Get When You Know To Get
By By
Length
inches (in) 25.4 millimeters (mm) 0.03937 inches (in)
inches (in) 2.54 centimeters (cm) 0.3937 inches (in)
feet (ft) 0.3048 meters (m) 3.281 feet (ft)
yards (yd) 0.9144 meters (m) 1.094 yards (yd)
miles (mi) 1.609 kilometers (km) 0.6215 miles (mi)
Area
square inches (in2) 645.16 square millimeters (mm2) 0.00155 square inches (in2)
square inches (in2) 6.452 square centimeters (cm2) 0.15 square inches (in2)
square feet (ft2) 0.0929 square meters (m2) 10.764 square feet (ft2)
Volume
cubic inches (in3) 16387.0 cubic millimeters (mm3) 0.000061 cubic inches (in3)
cubic inches (in3) 16.387 cubic centimeters (cm3) 0.06102 cubic inches (in3)
cubic inches (in3) 0.01639 liters (L) 61.024 cubic inches (in3)
fluid ounces (fl oz) 29.54 milliliters (mL) 0.03381 fluid ounces (fl oz)
pints (pt) 0.47318 liters (L) 2.1134 pints (pt)
quarts (qt) 0.94635 liters (L) 1.0567 quarts (qt)
gallons (gal) 3.7854 liters (L) 0.2642 gallons (gal)
cubic feet (ft3) 28.317 liters (L) 0.03531 cubic feet (ft3)
cubic feet (ft3) 0.02832 cubic meters (m3) 35.315 cubic feet (ft3)
Weight/Force
ounces (av) (oz) 28.35 grams (g) 0.03527 ounces (av) (oz)
pounds (av) (lb) 0.454 kilograms (kg) 2.205 pounds (av) (lb)
U.S. tons (t) 907.18 kilograms (kg) 0.001102 U.S. tons (t)
U.S. tons (t) 0.90718 metric tons (t) 1.1023 U.S. tons (t)
Torque/Work Force
inch-pounds (lbf·in) 11.298 Newton-centimeters (N·cm) 0.08851 inch-pounds (lbf·in)
foot-pounds (lbf·ft) 1.3558 Newton-meters (N·m) 0.7376 foot-pounds (lbf·ft)
Pressure/Vacuum
inches of mercury (inHg) 3.37685 kilo Pascals (kPa) 0.29613 inches of mercury (inHg)
pounds per square inch (psi) 6.895 kilo Pascals (kPa) 0.14503 pounds per square inch (psi)

Then Multiply Then

When You Know Subtract To Get When You Know To Get
Divide By By Add
degrees Fahrenheit (°F) 32 1.8 degrees Celsius (°C) 1.8 32 degrees Fahrenheit (°F)

Business Class M2 Workshop Manual, Supplement 0, January 2002 050/1

Vehicle Receipt, Storage, and Pre-Delivery Information 00.03
General Information

Vehicle Receipt
Prior to signing for vehicle delivery from a transporter
company, the dealer is responsible for checking for
transporter-related shortages or damages, and noting
these discrepancies on the transporter’s delivery re-
ceipt.
The dealer is also responsible for ensuring that the
vehicle was built according to the Truck Sales Order/
Invoice.
Refer to Section 3 of the Freightliner LLC Warranty
Manual for details.

Vehicle Storage
There may be times when a vehicle is stored for long
periods before customer delivery. To protect all ve-
hicles from deterioration and weather, they must be
properly maintained. Adequate protection and stor-
age of new vehicles is the responsibility of the
dealer.
Claims arising from loss and damage to improp-
erly stored vehicles will not be reimbursed.
See Section 3 of the Freightliner LLC Warranty
Manual for instructions on storage of new vehicles.

Pre-Delivery Information
All pre-delivery inspections and services must be
performed at an authorized Freightliner LLC facility,
assigned to fully qualified service personnel and re-
corded on the "New Vehicle Pre-Delivery Inspection"
form.
Refer to Section 3 of the Freightliner LLC Warranty
Manual for details.
It is recommended the pre-delivery inspection be per-
formed within 30 days of vehicle receipt.

Business Class M2 Workshop Manual, Supplement 1, April 2002 050/1

Threaded Fasteners 00.04
General Information

Threaded Fastener Types

2 3
The majority of threaded fasteners used throughout
the vehicle have U.S. customary threads (diameter
and pitch are measured in inches). See Fig. 1. How-
ever, the engine and some items attached to the cab
use metric fasteners (diameter and pitch are mea-
sured in millimeters). 4
1
Most threaded fasteners used on the vehicle that are
1/2-inch diameter or larger are plain hex-type fasten- 5
ers (non-flanged); all metric fasteners are non- 6
flanged. Special hardened flatwashers are used 7
under the bolt head, and between the part being at-
tached and the hexnut, to distribute the load, and to 1/2−13 x 1−1/2
prevent localized overstressing of the parts. The A
washers are cadmium- or zinc-plated, and have a
hardness rating of 38 to 45 HRC.
Some fasteners smaller than 1/2-inch diameter are 9 10
flanged fasteners, which have integral flanges that fit
against the parts being fastened. The flanges elimi-
nate the need for washers.
NOTE: The standard fasteners used to as-
semble the vehicle frame and to attach compo- 8
11
nents to the vehicle frame are threaded lock-
bolts (Spin Hucks). These fasteners are covered 12
in Section 31.00. 13
14
Fastener Grades and Classes
M12−1.5 x 30
Fasteners with U.S. customary threads are divided B
into grades established by the Society of Automotive 10/19/93 f310223a
Engineers (S.A.E.) or the International Fastener Insti- A. Bolt with U.S. Customary Threads
tute (I.F.I.). The fastener grades indicate the relative B. Bolt with Metric Threads
strength of the fastener; the higher the number (or
1. S.A.E. Grade 9. Thread Pitch
letter), the stronger the fastener. Bolt (capscrew) Marking 10. Nominal Diameter
grades can be identified by the number and pattern 2. Thread Pitch 11. Bolt Length
of radial lines forged on the bolt head. See Fig. 2. 3. Nominal Diameter 12. Nominal Diameter in
Hexnut (and locknut) grades can be identified by the 4. Bolt Length Millimeters
number and pattern of lines and dots on various sur- 5. Nominal Diameter in 13. Thread Pitch (thread
faces of the nut. See Fig. 3. Nearly all of the bolts Inches width from crest to
used on the vehicle are grades 5, 8, and 8.2. Match- 6. Thread Pitch in crest in millimeters)
ing grades of hexnuts are always used: grade 5 or Threads per Inch 14. Bolt Length in
grade B hexnuts are used with grade 5 bolts; grade 7. Bolt Length in Inches Millimeters
8. Metric Class Marking
8, grade C, or grade G (flanged) hexnuts are used
with grade 8 or 8.2 bolts.
Fig. 1, Fastener Size and Thread Identification
Fasteners with metric threads are divided into
classes adopted by the American National Standards by the numbers forged on the head of the bolt. See
Institute (ANSI). The higher the class number, the Fig. 4. Hexnut (and locknut) classes can be identified
stronger the fastener. Bolt classes can be identified by the marks or numbers on various surfaces of the

Business Class M2 Workshop Manual, Supplement 0, January 2002 050/1

00.04 Threaded Fasteners
General Information

nut. See Fig. 5. Class 8 hexnuts are always used stretched slightly. This stretching (tensioning) results
with class 8.8 bolts; class 10 hexnuts with class 10.9 in a preload that reduces fatigue of the fasteners.
bolts. The torque values given in the tables in Specifica-
tions, 400 have been calculated to provide enough
clamping force on the parts being fastened, and the
correct tensioning of the bolt to maintain the clamp-
ing force.
Use of a torque wrench to tighten fasteners will help
prevent overtensioning them. Overtensioning causes
permanent stretching of the fasteners, which can re-
1 2 sult in breakage of the parts or fasteners.
When torquing a fastener, typically 80 to 90 percent
of the turning force is used to overcome friction; only
10 to 20 percent is used to stretch the capscrew or
bolt. About 40 to 50 percent of the turning force is
needed to overcome the friction between the under-
side of the capscrew head or nut and the washer.
10/19/93 3 4 f310224a Another 30 to 40 percent is needed to overcome the
NOTE: Grade 2 bolts have no grade marking; grade 2 friction between the threads of the capscrew and the
bolts are rarely used by Freightliner.These grade mark- threaded hole, or the friction between the threads of
ings are used on plain hex-type and flanged bolts the nut and bolt.
(capscrews). In addition to the grade markings, the The amount of torque required to tighten a fastener
bolt head must also carry the manufacturer’s trade-
mark or identification.
is reduced when the amount of friction is reduced. If
a fastener is dry (unlubricated) and plain (unplated),
1. Grade 2 3. Grade 8
2. Grade 5 4. Grade 8.2
the amount of friction is high. If a fastener is wax-
coated or oiled, or has a zinc phosphate coating or
Fig. 2, Bolt Grades
cadmium plating, the amount of friction is reduced.
Each of these coatings and combinations of coatings
has a different effect. Using zinc-plated hardened
Frame Fasteners flatwashers under the bolt (capscrew) head and nut
reduces the amount of friction. Dirt or other foreign
The standard fasteners used to assemble the vehicle material on the threads or clamping surfaces of the
frame and to attach most components to the vehicle fastener or clamped part also changes the amount of
frame are threaded lockbolts (Spin Hucks). These friction.
fasteners are covered in Section 31.00.
Even though each different condition affects the
For some other components attached to the frame, amount of friction, a different torque value cannot be
grade 8 and 8.2 phosphate-and oil-coated hexhead given for each different condition. To ensure they are
bolts and grade C cadmium-plated and wax-coated always torqued accurately, Freightliner recommends
prevailing torque locknuts are used. The prevailing that all fasteners be lubricated with oil (unless spe-
torque locknuts have distorted sections of threads to cifically instructed to install them dry), then torqued to
provide torque retention. For attachments where the values for lubricated- and plated-thread fasten-
clearance is minimal, low-profile hexhead bolts and ers. When locking compound or anti-seize compound
grade C prevailing torque locknuts are used. See is recommended for a fastener, the compound acts
Fig. 6. as a lubricant, and oil is not needed.

Tightening Fasteners
When a capscrew is tightened to its torque value in a
threaded hole, or a nut is tightened to its torque
value on a bolt, the shank of the capscrew or bolt is

050/2 Business Class M2 Workshop Manual, Supplement 0, January 2002

Threaded Fasteners 00.04
General Information

1 2 3

4 5 6
07/27/95 f310466
NOTE: Grade 2 (S.A.E.) and grade A (I.F.I.) nuts have no identification marks or notches; they are rarely used by Freight-
liner. Grade B (I.F.I.) nuts have three identification marks at 120 degrees, or 6 notches. Grade C (I.F.I.) nuts have three
identification marks at 60 degrees, or 12 notches. Grade G (I.F.I.) flanged nuts have six identification marks as shown;
each identification mark may be a dot, line, pair of dots or lines, or any other symbol at the manufacturer’s option.
1. S.A.E. Grade 2 or I.F.I. Grade A Nut (strength compatible with grade 2 bolt.)
2. S.A.E. Grade 5 Nut (strength compatible with grade 5 bolt.)
3. I.F.I. Grade B Nut (strength compatible with grade 5 bolt.)
4. S.A.E. Grade 8 Nut (strength compatible with grade 8 or grade 8.2 bolt.)
5. I.F.I. Grade C Nut (strength compatible with grade 8 or grade 8.2 bolt.)
6. I.F.I. Grade G Nut (flanged locknut; strength compatible with grade 8 or grade 8.2 bolt.)

Fig. 3, Nut Grades

8.8

8.8
1
1

10.9

10.9 2
05/03/91 f310227a
2
10/19/93 f310226a 1. Class 8 Nut 2. Class 10 Nut
NOTE: In addition to the class markings, the bolt head
must also carry the manufacturer’s trademark or identifi- Fig. 5, Nut Classes
cation.
1. Class 8.8 2. Class 10.9

Fig. 4, Bolt Classes

Business Class M2 Workshop Manual, Supplement 0, January 2002 050/3

00.04 Threaded Fasteners
General Information

3
10/19/93 f310006a
1. Grade 8 Hexhead Bolt
2. Grade 8 Low-Profile Hexhead Bolt
3. Grade C Prevailing Torque Locknut

Fig. 6, Frame Fastener Identification

050/4 Business Class M2 Workshop Manual, Supplement 0, January 2002

Threaded Fasteners 00.04
General Instructions

Fastener Replacement Do not use lockwashers and flatwashers in combina-

tion (against each other); each defeats the other’s
purpose.
When replacing fasteners, use only identical bolts,
washers, and nuts; they must be the same size, Use stainless steel fasteners against chrome plating,
strength, and finish as originally specified. See the unpainted aluminum, or stainless steel.
Freightliner Service Parts Catalog for fastener speci-
fications.
Fastener Tightening
When replacing graded (or metric class) bolts and
capscrews, use only fasteners that have the manu- Before installing fasteners, clean all fastener (and
facturer’s trademark or identification on the bolt head; parts) threads, and all surfaces being clamped.
do not use substandard bolts. Inferior, counterfeit fas-
teners are difficult to identify; buy your fasteners from To ensure they are always torqued accurately,
a reputable supplier. Freightliner recommends that all fasteners be lubri-
cated with oil (unless specifically instructed to install
them dry), then torqued to the values for lubricated-
Fastener Selection and and plated-thread fasteners. When locking compound
Installation or antiseize compound is recommended for a fas-
tener, the compound acts as a lubricant, and oil is
not needed.
When using nuts with bolts, use a grade (or class) of
nut that matches the bolt. Bring parts and fasteners into contact, with no gaps
between them, before using a torque wrench to
When installing non-flanged fasteners, use hardened
tighten fasteners to their final torque values.
steel flatwashers under the bolt (capscrew) head,
and under the hexnut or locknut. Tighten the nut, not the bolt head. This will give a
truer torque reading by eliminating bolt body friction.
For bolts 4 inches (100 mm) or less in length, make
sure that at least 1-1/2 threads and no more than Always use a torque wrench to tighten fasteners, and
5/8-inch (16-mm) bolt length extends through the nut use a slow, smooth, even pull on the wrench. Do not
after it has been tightened. For bolts longer than 4 overtorque fasteners; overtightening causes perma-
inches (100 mm), allow a minimum of 1-1/2 threads nent stretching of the fasteners, which can result in
and a maximum of 3/4-inch (19-mm) bolt length. breakage of the parts or fasteners.
Never hammer or screw bolts into place. Align the If specific torque values are not given for counter-
holes of the parts being attached, so that the nut and sunk bolts, use the torque value for the correspond-
bolt surfaces are flush against the washers, and the ing size and grade of regular bolt, as given in Speci-
washers are flush against the parts. fications, 400.
When installing fasteners in aluminum or plastic parts Always follow the torque sequence or torque interval
with threaded holes, start the fasteners by hand, to when provided, to ensure that clamping forces are
ensure straight starting and to prevent damaged even, and parts and fasteners are not distorted.
threads.
Do not use lockwashers (split or toothed) next to alu- Thread Locking Compound
minum surfaces.
Application
When installing studs that do not have an interfer-
ence fit, install them with thread locking compound, When the use of thread locking compound is recom-
as instructed in this subject. mended or desired, for studs, capscrews, and bolts
When installing parts that are mounted on studs, use with a thread diameter of 1 inch (25 mm) or less, use
free-spinning (non-locking) nuts and helical-spring Loctite® 271 or Perma-Lok® HM-128.
(split) lockwashers or internal-tooth lockwashers. Do For thread diameters over 1 inch (25 mm), use Loc-
not use locknuts, because they tend to loosen the tite 277.
studs during removal. Do not use plain washers (flat-
washers).

Business Class M2 Workshop Manual, Supplement 0, January 2002 100/1

00.04 Threaded Fasteners
General Instructions

NOTE: Follow the safety precautions given on

the locking compound container.
1. Clean the male and female threads of the fasten-
ers, removing all dirt, oil, and other foreign mate-
rial. If parts are contaminated, use Stoddard sol-
vent for cleaning; then allow the fasteners to air
dry for 10 minutes. Be sure solvent is completely
gone before applying adhesive.
2. Transfer a small amount of the locking com-
pound from the container to a paper cup or small
non-metal dish.
3. Using a plastic brush (a metal brush will contami-
nate the compound), apply a small amount of
compound to the entire circumference of three or
four of the male threads that will be covered by
the nut after it has been tightened. Be sure
enough compound is applied to fill the inside of
the nut threads, with a slight excess.
4. Install and torque the nut. Readjustment of the
nut position is not possible after installation is
complete, without destroying the locking effect.
NOTE: To disassemble the fasteners, heat the
bond line to 400°F (200°C) before removing the
nut. Every time the fasteners are disassembled,
replace them. If any parts are damaged by over-
heating, replace the parts.

100/2 Business Class M2 Workshop Manual, Supplement 0, January 2002

Threaded Fasteners 00.04
Specifications

TORQUE VALUES FOR U.S. CUSTOMARY THREAD FASTENERS WITH LUBRICATED * OR PLATED THREADS †
Regular Hex Flanged

Thread
Diameter– f230002 f230003 f230004 f230005
f230006 f230007 f230008 f230009
Pitch
Grade 5 Grade 5 Grade 8 Grade 8 Grade 5 Grade B Grade 8 Grade G
Bolt or B Nut or 8.2 Bolt or C Nut Bolt Nut or 8.2 Bolt Nut
Torque: lbf·ft (N·m) Torque: lbf·ft (N·m) Torque: lbf·ft (N·m) Torque: lbf·ft (N·m)
1/4–20 7 (9) 8 (11) 6 (8) 10 (14)
1/4–28 8 (11) 9 (12) 7 (9) 12 (16)
5/16–18 15 (20) 16 (22) 13 (18) 21 (28)
5/16–24 16 (22) 17 (23) 14 (19) 23 (31)
3/8–16 26 (35) 28 (38) 23 (31) 37 (50)
3/8–24 30 (41) 32 (43) 25 (34) 42 (57)
7/16–14 42 (57) 45 (61) 35 (47) 60 (81)
7/16–20 47 (64) 50 (68) 40 (54) 66 (89)
1/2–13 64 (87) 68 (92) 55 (75) 91 (123)
1/2–20 72 (98) 77 (104) 65 (88) 102 (138)
9/16–12 92 (125) 98 (133) 80 (108) 130 (176)
9/16–18 103 (140) 110 (149) 90 (122) 146 (198)
5/8–11 128 (173) 136 (184) 110 (149) 180 (244)
5/8–18 145 (197) 154 (209) 130 (176) 204 (277)
3/4–10 226 (306) 241 (327) 200 (271) 320 (434)
3/4–16 253 (343) 269 (365) 220 (298) 357 (484)
7/8–9 365 (495) 388 (526) 320 (434) 515 (698)
7/8–14 402 (545) 427 (579) 350 (475) 568 (770)
1–8 — 582 (789) — —
1–12 — 637 (863) — —
1–14 — 652 (884) — —
* Freightliner recommends that all plated and unplated fasteners be coated with oil before installation.
† Use these torque values if either the bolt or nut is lubricated or plated (zinc-phosphate conversion-coated, cadmium-plated, or waxed).

Table 1, Torque Values for U.S. Customary Thread Fasteners with Lubricated or Plated Threads

Business Class M2 Workshop Manual, Supplement 0, January 2002 400/1

00.04 Threaded Fasteners
Specifications

TORQUE VALUES FOR U.S. CUSTOMARY THREAD FASTENERS WITH DRY (UNLUBRICATED) * PLAIN
(UNPLATED) THREADS †
Regular Hex Flanged

Thread
Diameter– f230002 f230003 f230004 f230005 f230008 f230009
Pitch
Grade 5 Grade 5 Grade 8 Grade 8 Grade 8 Grade G
Bolt or B Nut or 8.2 Bolt or C Nut or 8.2 Bolt Nut
Torque: lbf·ft (N·m) Torque: lbf·ft (N·m) Torque: lbf·ft (N·m)
1/4–20 8 (11) 10 (14) —
1/4–28 9 (12) 12 (16) —
5/16–18 15 (20) 22 (30) 22 (30)
5/16–24 17 (23) 25 (34) —
3/8–16 28 (38) 40 (54) 40 (54)
3/8–24 31 (42) 45 (61) —
7/16–14 45 (61) 65 (88) 65 (88)
7/16–20 50 (68) 70 (95) —
1/2–13 70 (95) 95 (129) 95 (129)
1/2–20 75 (102) 110 (149) —
9/16–12 100 (136) 140 (190) 140 (190)
9/16–18 110 (149) 155 (210) —
5/8–11 135 (183) 190 (258) 190 (258)
5/8–18 155 (210) 215 (292) —
3/4–10 240 (325) 340 (461) 340 (461)
3/4–16 270 (366) 380 (515) —
7/8–9 385 (522) 540 (732) —
7/8–14 425 (576) 600 (813) —
1–8 580 (786) 820 (1112) —
1–12 635 (861) 900 (1220) —
1–14 650 (881) 915 (1241) —
* Threads may have residual oil, but will be dry to the touch.
† Male and female threads (bolt and nut) must both be unlubricated and unplated; if either is plated or lubricated, use Table 1. Freightliner recommends that
all plated and unplated fasteners be coated with oil before installation.
Table 2, Torque Values for U.S. Customary Thread Fasteners with Dry (Unlubricated) Plain (Unplated) Threads

TORQUE VALUES FOR METRIC THREAD FASTENERS WITH LUBRICATED * OR

PLATED THREADS †

400/2 Business Class M2 Workshop Manual, Supplement 0, January 2002

Threaded Fasteners 00.04
Specifications

8.8 8 10.9 10
Thread
f230010 f230011 f230012 f230013
Diameter–Pitch
Class 8.8 Bolt Class 8 Nut Class 10.9 Bolt Class 10 Nut
Torque: lbf·ft (N·m) Torque: lbf·ft (N·m)
M6 5 (7) 7 (9)
M8 12 (16) 17 (23)
M8 x 1 13 (18) 18 (24)
M10 24 (33) 34 (46)
M10 x 1.25 27 (37) 38 (52)
M12 42 (57) 60 (81)
M12 x 1.5 43 (58) 62 (84)
M14 66 (89) 95 (129)
M14 x 1.5 72 (98) 103 (140)
M16 103 (140) 148 (201)
M16 x 1.5 110 (149) 157 (213)
M18 147 (199) 203 (275)
M18 x 1.5 165 (224) 229 (310)
M20 208 (282) 288 (390)
M20 x 1.5 231 (313) 320 (434)
M22 283 (384) 392 (531)
M22 x 1.5 315 (427) 431 (584)
M24 360 (488) 498 (675)
M24 x 2 392 (531) 542 (735)
M27 527 (715) 729 (988)
M27 x 2 569 (771) 788 (1068)
M30 715 (969) 990 (1342)
M30 x 2 792 (1074) 1096 (1486)
* Freightliner recommends that all plated and unplated fasteners be coated with oil before installation.
† Use these torque values if either the bolt or nut is lubricated or plated (zinc-phosphate conversion-coated,
cadmium-plated, or waxed).
Table 3, Torque Values for Metric Thread Fasteners With Lubricated Or Plated
Threads

Business Class M2 Workshop Manual, Supplement 0, January 2002 400/3

Vehicle Identification Numbering System 00.05
VIN Information

Code of Federal Regulations Title 49, Part 565 speci- about 2 inches (50 mm) from the top of the web or
fies that all vehicles sold in the U.S. be assigned a on the top flange of the left frame rail at frame sta-
17-character Vehicle Identification Number (VIN). tion 30.
Using a combination of letters and numerals, the VIN
defines the manufacturer, model, and major charac- For all vehicles, a check digit (9th character) is deter-
teristics of the vehicle. See Table 1 for the character mined by assignment of weighted values to the other
positions of a typical Freightliner VIN, 16 characters. These weighted values are processed
1FUPABAV11PA12345. through a series of equations designed to check va-
lidity of the VIN and to detect VIN alteration.
The VIN can be found on the Vehicle Specification
Decal (see the driver’s manual for decal location) NOTE: Always specify the VIN when ordering
and stamped on the left frame rail over the front axle parts.

Seventeen-Character Vehicle Identification Number (VIN)

Typical VIN 1FU P AB AV 1 1 P A12345
Character Position 1, 2, 3 4 5, 6 7, 8 9 10 11 12–17
Code Description World Chassis Model, Engine, Check Digit Model Build Production
Manufacturer Configuration Cab, Brakes Calculation Year Location Serial Number
Identification GVWR
Decoding Table* Table 2 Table 3 Table 4 Table 5 — Table 6 Table 7 —
* For corresponding decoding information, see the applicable tables in this subject.

Table 1, Seventeen-Character Vehicle Identification Number (VIN)

VIN Positions 1, 2, and 3 (World Manufacturer Identification)

Code Vehicle Manufacturer Vehicle Make Vehicle Type
1FU Freightliner, U.S.A. Freightliner Truck-Tractor
1FV Freightliner, U.S.A. Freightliner Incomplete Vehicle
3AK Daimler AG, Mexico Freightliner Truck-Tractor
3AL Daimler AG, Mexico Freightliner Incomplete Vehicle
RSA NAI, Saudi Arabia Freightliner Incomplete Vehicle
RSB NAI, Saudi Arabia Freightliner Truck-Tractor
Table 2, VIN Positions 1, 2, and 3 (World Manufacturer Identification)

VIN Position 4 (Chassis Configuration) VIN Position 4 (Chassis Configuration)

Code Chassis Code Chassis
A 4 x 2 Truck J 6 x 4 Truck-Tractor
B 4 x 2 Truck-Tractor K 6 x 6 Truck
C 8 x 8 Truck L 6 x 6 Truck-Tractor
D 4 x 4 Truck M 8 x 4 Truck
E 4 x 4 Truck-Tractor N 8 x 4 Truck-Tractor
F 6 x 2 Truck P 8 x 6 Truck
G 6 x 2 Truck-Tractor R 8 x 6 Truck-Tractor
H 6 x 4 Truck S 10 x 4 Truck

Business Class M2 Workshop Manual, Supplement 21, March 2012 050/1

00.05 Vehicle Identification Numbering System
VIN Information

VIN Position 4 (Chassis Configuration) VIN Position 4 (Chassis Configuration)

Code Chassis Code Chassis
T 10 x 4 Truck-Tractor Y 8 x 2 Truck
U 10 x 6 Truck Z 14 x 4 Truck
V 10 x 6 Truck-Tractor 1 12 x 6 Truck
W 12 x 4 Truck Table 3, VIN Position 4 (Chassis Configuration)
X Glider

VIN Positions 5 and 6 (Model, Cab, Class/GVWR)

Code Model Cab GVWR
AA FLB Glider COE Glider
AB FLD112 Conventional Class 7
AC FLD112 Conventional Class 8
AD FLD112 Glider Conventional Glider
AE FLD112 SD Conventional Class 8
AF FLD112 SD Glider Conventional Glider
AG FLD120 Conventional Class 7
AH FLD120 Conventional Class 8
AJ FLD120 Glider Conventional Glider
AK FLD120 SD Conventional Class 7
AL FLD120 SD Conventional Class 8
AM FLD120 SD Glider Conventional Glider
AN FLD132 XL Classic Conventional Class 7
AP FLD132 XL Classic Conventional Class 8
AR FLD132 XL Glider Conventional Glider
AS FLD120 Military Conventional Class 7
AT FLD120 Military Conventional Class 8
AU FLD120 Military Glider Conventional Glider
AV Argosy COE Class 7
AW Argosy COE Class 8
AX Argosy Glider COE Glider
AY C112 Conventional Class 7
AZ C112 Conventional Class 8
A1 C112 Glider Conventional Glider
A2 C120 Conventional Class 7
A3 C120 Conventional Class 8
A4 C120 Glider Conventional Glider
A5 Columbia 120 Conventional Class 7

050/2 Business Class M2 Workshop Manual, Supplement 21, March 2012

Vehicle Identification Numbering System 00.05
VIN Information

VIN Positions 5 and 6 (Model, Cab, Class/GVWR)

Code Model Cab GVWR
A6 Columbia 120 Conventional Class 8
A7 Columbia 120 Glider Conventional Glider
A8 CST112 Conventional Class 7
A9 CST112 Conventional Class 8
A0 CST112 Glider Conventional Glider
BA CST120 Conventional Class 7
BB CST120 Conventional Class 8
BC CST120 Glider Conventional Glider
BD FLD120 Classic Legacy Conventional Class 8
BE FLS112 Legacy Conventional Class 8
BF FL112 Conventional Class 7
BG FL112 Conventional Class 8
BH FL112 Glider Conventional Glider
BJ FL50 Conventional Class 4
BK FL50 Conventional Class 5
BL FL50 Conventional Class 6
BM FL50 Conventional Class 7
BN FL60 Conventional Class 5
BP FL60 Conventional Class 6
BR FL60 Conventional Class 7
BS FL70 Conventional Class 6
BT FL70 Conventional Class 7
BU FL70 Conventional Class 8
BV FL80 Conventional Class 6
BW FL80 Conventional Class 7
BX FL80 Conventional Class 8
BY FL106 Conventional Class 6
BZ FL106 Conventional Class 7
B1 FL106 Conventional Class 8
B2 FC70 Cargo COE Class 6
B3 FC70 Cargo COE Class 7
B4 FC70 Cargo COE Class 8
B5 FC80 Cargo COE Class 6
B6 FC80 Cargo COE Class 7
B7 FC80 Cargo COE Class 8
B8 RIV None Class 8

Business Class M2 Workshop Manual, Supplement 21, March 2012 050/3

00.05 Vehicle Identification Numbering System
VIN Information

VIN Positions 5 and 6 (Model, Cab, Class/GVWR)

Code Model Cab GVWR
B9 Sport Chassis Conventional Class 6
B0 Sport Chassis Conventional Class 7
CA FL106 Glider Conventional Glider
CB FL60 Glider Conventional Glider
CC FL70 Glider Conventional Glider
CD FL80 Glider Conventional Glider
CE Condor COE Class 7
CF Condor COE Class 8
CG FLD120/84" Sleeper MY2001 Conventional Class 7
CH FLD120/84" Sleeper MY2001 Conventional Class 8
CJ FLD120 Glider/84" Sleeper MY2001 Conventional Glider
CK FLD132 XL Classic/84" Sleeper MY2001 Conventional Class 7
CL FLD132 XL Classic/84" Sleeper MY2001 Conventional Class 8
CM FLD 132 XL Glider/84" Sleeper Conventional Glider
CN FL112 Conventional Class 6
CP FLD120 Military Reman Conventional Class 8
CR Coronado CC132 Conventional Class 8
CS M2 100 Conventional Class 4
CT M2 100 Conventional Class 5
CU M2 100 Conventional Class 6
CV M2 106 Medium Duty Conventional Class 5
CW M2 106 Medium Duty Conventional Class 6
CX M2 106 Medium Duty Conventional Class 7
CY M2 106 Medium Duty Conventional Class 8
CZ M2 106V Heavy Duty Conventional Class 5
C1 M2 106V Heavy Duty Conventional Class 6
C2 M2 106V Heavy Duty Conventional Class 7
C3 M2 106V Heavy Duty Conventional Class 8
C4 M2 112 Medium Duty Conventional Class 7
C5 M2 112 Medium Duty Conventional Class 8
C6 M2 112V Heavy Duty Conventional Class 7
C7 M2 112V Heavy Duty Conventional Class 8
C8 M2 106 Medium Duty Conventional Class 4
C9 Sport Chassis Conventional Class 5
F1 Sport Chassis 112 Conventional Class 6
F2 FLB High COE COE Class 8

050/4 Business Class M2 Workshop Manual, Supplement 21, March 2012

Vehicle Identification Numbering System 00.05
VIN Information

VIN Positions 5 and 6 (Model, Cab, Class/GVWR)

Code Model Cab GVWR
F3 Sport Chassis 112 Conventional Class 7
F4 Coronado CC132 Conventional Class 7
F5 Classic 120 Conventional Class 7
F6 Classic 120 Conventional Class 8
F7 Condor Glider Conventional Glider
F8 M2 106 Medium Glider Conventional Glider
F9 Columbia 112 Conventional Class 7
F0 Columbia 112 Conventional Class 8
FA Columbia 112 Conventional Glider
FB Coronado CC132 Glider Conventional Glider
FC M2 106 Sport Chassis Conventional Class 5
FD M2 106 Sport Chassis Conventional Class 6
FE M2 106 Sport Chassis Conventional Class 7
FF M2 112 Sport Chassis Conventional Class 5
FG M2 112 Sport Chassis Conventional Class 6
FH M2 112 Sport Chassis Conventional Class 7
FJ Classic 120 Conventional Glider
GA Cascadia 113 Day Cab Conventional Class 7
GB Cascadia 113 Day Cab Conventional Class 8
GC Cascadia 113 Sleeper Cab Conventional Glider
GD Cascadia 125 Day Cab Conventional Class 7
GE Cascadia 125 Day Cab Conventional Class 8
GF Cascadia 125 Sleeper Cab Conventional Glider
GG Cascadia 113 Sleeper Cab Conventional Class 7
GH Cascadia 113 Sleeper Cab Conventional Class 8
GJ Cascadia 132 Conventional Glider
GK Cascadia 125 Sleeper Cab Conventional Class 7
GL Cascadia 125 Sleeper Cab Conventional Class 8
GM Coronado 132 Conventional Class 8
GN Coronado SD 122 Conventional Class 8
GP Coronado 122 Conventional Class 8
GR Coronado 122 Conventional Glider
GS Coronado SD 122 Glider Conventional Glider
GT Coronado 132 Conventional Glider
GU M2 106V Glider Conventional Glider
GV Coronado 122 RHD Conventional Class 8

Business Class M2 Workshop Manual, Supplement 21, March 2012 050/5

00.05 Vehicle Identification Numbering System
VIN Information

VIN Positions 5 and 6 (Model, Cab, Class/GVWR)

Code Model Cab GVWR
GW Coronado 122 RHD Glider Conventional Glider
GX Coronado 132 Conventional Class 7
GY Coronado SD 122 Conventional Class 7
GZ Coronado 122 Conventional Class 7
G1 M2 112 Glider Conventional Glider
G2 MD109 Military Conventional Class 8
G3 114SD Conventional Class 8
G4 114SD Conventional Glider
G5 108SD Conventional Class 8
G6 108SD Conventional Glider
G7 Coronado 114 RHD Conventional Class 8
G8 Coronado 114 RHD Conventional Glider
G9 114SD Conventional Class 7
G0 108SD Conventional Class 7
HA Cascadia 113 Day Cab Conventional Glider
HB Cascadia 125 Day Cab Conventional Glider
HC 108SD Conventional Class 6
HD M2 100 Conventional Class 7
Table 4, VIN Positions 5 and 6 (Model, Cab, Class/GVWR)

VIN Positions 7 and 8 (Engine, Brakes)

Code Engine Fuel Displacement Configuration Brakes
AA Caterpillar 3176 Diesel 10.3 Liter I-6 Air
AB Caterpillar 3176 Diesel 10.3 Liter I-6 Hydraulic
AC Caterpillar 3176 Diesel 10.3 Liter I-6 Air/Hydraulic
AD Caterpillar 3406 Diesel 14.6 Liter I-6 Air
AE Caterpillar 3406 Diesel 14.6 Liter I-6 Hydraulic
AF Caterpillar 3406 Diesel 14.6 Liter I-6 Air/Hydraulic
AG Caterpillar 3406 E Diesel 15.8 Liter I-6 Air
AH Caterpillar 3406 E Diesel 15.8 Liter I-6 Hydraulic
AJ Caterpillar 3406 E Diesel 15.8 Liter I-6 Air/Hydraulic
AK Caterpillar 3126/CFE Diesel 7.2 Liter I-6 Air
AL Caterpillar 3126/CFE Diesel 7.2 Liter I-6 Hydraulic
AM Caterpillar 3126/CFE Diesel 7.2 Liter I-6 Air/Hydraulic
AN Caterpillar C10 Diesel 10.3 Liter I-6 Air
AP Caterpillar C10 Diesel 10.3 Liter I-6 Hydraulic

050/6 Business Class M2 Workshop Manual, Supplement 21, March 2012

Vehicle Identification Numbering System 00.05
VIN Information

VIN Positions 7 and 8 (Engine, Brakes)

Code Engine Fuel Displacement Configuration Brakes
AR Caterpillar C10 Diesel 10.3 Liter I-6 Air/Hydraulic
AS Caterpillar C12 Diesel 12.0 Liter I-6 Air
AT Caterpillar C12 Diesel 12.0 Liter I-6 Hydraulic
AU Caterpillar C12 Diesel 12.0 Liter I-6 Air/Hydraulic
14.6 Liter pre
AV Caterpillar C15 Diesel I-6 Air
2008/15.2 Liter
14.6 Liter pre
AW Caterpillar C15 Diesel I-6 Hydraulic
2008/15.2 Liter
14.6 Liter pre
AX Caterpillar C15 Diesel I-6 Air/Hydraulic
2008/15.2 Liter
AY Caterpillar C16 Diesel 15.8 Liter I-6 Air
AZ Caterpillar C16 Diesel 15.8 Liter I-6 Hydraulic
A1 Caterpillar C16 Diesel 15.8 Liter I-6 Air/Hydraulic
A2 Cummins L10 Diesel 10.8 Liter I-6 Air
A3 Cummins L10 Diesel 10.8 Liter I-6 Hydraulic
A4 Cummins L10 Diesel 10.8 Liter I-6 Air/Hydraulic
A5 Cummins M11 Diesel 10.8 Liter I-6 Air
A6 Cummins M11 Diesel 10.8 Liter I-6 Hydraulic
A7 Cummins M11 Diesel 10.8 Liter I-6 Air/Hydraulic
A8 Cummins ISM Diesel 10.8 Liter I-6 Air
A9 Cummins ISM Diesel 10.8 Liter I-6 Hydraulic
A0 Cummins ISM Diesel 10.8 Liter I-6 Air/Hydraulic
BA Cummins NTC Diesel 14 Liter I-6 Air
BB Cummins NTC Diesel 14 Liter I-6 Hydraulic
BC Cummins NTC Diesel 14 Liter I-6 Air/Hydraulic
BD Cummins N14 Diesel 14 Liter I-6 Air
BE Cummins N14 Diesel 14 Liter I-6 Hydraulic
BF Cummins N14 Diesel 14 Liter I-6 Air/Hydraulic
BG Cummins ISX Diesel 14.9 Liter I-6 Air
BH Cummins ISX Diesel 14.9 Liter I-6 Hydraulic
BJ Cummins ISX Diesel 14.9 Liter I-6 Air/Hydraulic
BK Cummins C 8.3 Diesel 8.3 Liter I-6 Air
BL Cummins C 8.3 Diesel 8.3 Liter I-6 Hydraulic
BM Cummins C 8.3 Diesel 8.3 Liter I-6 Air/Hydraulic
BN Cummins B5.9 Diesel 5.9 Liter I-6 Air
BP Cummins B5.9 Diesel 5.9 Liter I-6 Hydraulic
BR Cummins B5.9 Diesel 5.9 Liter I-6 Air/Hydraulic

Business Class M2 Workshop Manual, Supplement 21, March 2012 050/7

00.05 Vehicle Identification Numbering System
VIN Information

VIN Positions 7 and 8 (Engine, Brakes)

Code Engine Fuel Displacement Configuration Brakes
BS Cummins ISC Diesel 8.3 Liter I-6 Air
BT Cummins ISC Diesel 8.3 Liter I-6 Hydraulic
BU Cummins ISC Diesel 8.3 Liter I-6 Air/Hydraulic
BV Cummins ISB Diesel 5.9 Liter I-6 Air
BW Cummins ISB Diesel 5.9 Liter I-6 Hydraulic
BX Cummins ISB Diesel 5.9 Liter I-6 Air/Hydraulic
BY Cummins B5.9 Propane 5.9 Liter I-6 Air
BZ Cummins B5.9 Propane 5.9 Liter I-6 Hydraulic
B1 Cummins B5.9 Propane 5.9 Liter I-6 Air/Hydraulic
B2 Cummins B5.9 Natural Gas 5.9 Liter I-6 Air
B3 Cummins B5.9 Natural Gas 5.9 Liter I-6 Hydraulic
B4 Cummins B5.9 Natural Gas 5.9 Liter I-6 Air/Hydraulic
B5 Cummins C8.3 Natural Gas 8.3 liter I-6 Air
B6 Cummins C8.3 Natural Gas 8.3 liter I-6 Hydraulic
B7 Cummins C8.3 Natural Gas 8.3 liter I-6 Air/Hydraulic
B8 Detroit Series 50 Diesel 8.5 liter I-4 Air
B9 Detroit Series 50 Diesel 8.5 liter I-4 Hydraulic
B0 Detroit Series 50 Diesel 8.5 liter I-4 Air/Hydraulic
CA Detroit Series 55 Diesel 12.Liter I-6 Air
CB Detroit Series 55 Diesel 12.Liter I-6 Hydraulic
CC Detroit Series 55 Diesel 12.Liter I-6 Air/Hydraulic
CD Detroit Series 60 Diesel 11.1 Liter I-6 Air
CE Detroit Series 60 Diesel 11.1 Liter I-6 Hydraulic
CF Detroit Series 60 Diesel 11.1 Liter I-6 Air/Hydraulic
CG Detroit Series 60 Diesel 12.7 Liter I-6 Air
CH Detroit Series 60 Diesel 12.7 Liter I-6 Hydraulic
CJ Detroit Series 60 Diesel 12.7 Liter I-6 Air/Hydraulic
CK Detroit Series 60 Diesel 14.0 Liter I-6 Air
CL Detroit Series 60 Diesel 14.0 Liter I-6 Hydraulic
CN Mercedes-Benz MBE-900 Diesel 4.3 liter I-4 Air
CP Mercedes-Benz MBE-900 Diesel 4.3 liter I-4 Hydraulic
CR Mercedes-Benz MBE-900 Diesel 4.3 liter I-4 Air/Hydraulic
CS Mercedes-Benz MBE-900 Diesel 6.4 liter I-6 Air
CT Mercedes-Benz MBE-900 Diesel 6.4 liter I-6 Hydraulic
CU Mercedes-Benz MBE-900 Diesel 6.4 liter I-6 Air/Hydraulic
CV Mercedes-Benz MBE4000 Diesel 12.8 Liter I-6 Air

050/8 Business Class M2 Workshop Manual, Supplement 21, March 2012

Vehicle Identification Numbering System 00.05
VIN Information

VIN Positions 7 and 8 (Engine, Brakes)

Code Engine Fuel Displacement Configuration Brakes
CW Mercedes-Benz MBE4000 Diesel 12.8 Liter I-6 Hydraulic
CX Mercedes-Benz MBE4000 Diesel 12.8 Liter I-6 Air/Hydraulic
CY Cummins ISL Diesel 8.9 Liter I-6 Air
CZ Cummins ISL Diesel 8.9 Liter I-6 Hydraulic
C1 Cummins ISL Diesel 8.9 Liter I-6 Air/Hydraulic
C2 Cummins B 3.9 Diesel 3.9 Liter I-4 Air
C3 Cummins B 3.9 Diesel 3.9 Liter I-4 Hydraulic
C4 Cummins B 3.9 Diesel 3.9 Liter I-4 Air/Hydraulic
C5 Cummins ISB 3.9 Diesel 3.9 Liter I-4 Air
C6 Cummins ISB 3.9 Diesel 3.9 Liter I-4 Hydraulic
C7 Cummins ISB 3.9 Diesel 3.9 Liter I-4 Air/Hydraulic
C8 John Deere 6081H CNG 8.1 Liter I-6 Air
C9 John Deere 6081H CNG 8.1 Liter I-6 Hydraulic
DA Caterpillar C9 Diesel 8.8 Liter I-6 Air
DB Caterpillar C9 Diesel 8.8 Liter I-6 Hydraulic
DC Caterpillar C7 Diesel 7.2 Liter I-6 Air
DD Caterpillar C7 Diesel 7.2 Liter I-6 Hydraulic
DE Caterpillar C13 Diesel 12.5 Liter I-6 Air
DF Caterpillar C13 Diesel 12.5 Liter I-6 Hydraulic
DG Mercedes-Benz MBE-900 Diesel 4.8 Liter I-4 Air
DH Mercedes-Benz MBE-900 Diesel 4.8 Liter I-4 Hydraulic
DJ Mercedes-Benz MBE-900 Diesel 7.2 Liter I-6 Air
DK Mercedes-Benz MBE-900 Diesel 7.2 Liter I-6 Hydraulic
DL Caterpillar C11 Diesel 11.1 Liter I-6 Air
DM Caterpillar C11 Diesel 11.1 Liter I-6 Hydraulic
DN Cummins L Gas Plus Natural Gas 8.9 Liter I-6 Air
DP Cummins L Gas Plus Natural Gas 8.9 Liter I-6 Hydraulic
DR Detroit DD15 Diesel 14.8 Liter I-6 Air
DS Detroit DD15 Diesel 14.8 Liter I-6 Hydraulic
DT Cummins ISB Diesel 6.7 Liter I-6 Air
DU Cummins ISB Diesel 6.7 Liter I-6 Hydraulic
DV Detroit DD13 Diesel 12.8 Liter I-6 Air
DW Detroit DD13 Diesel 12.8 Liter I-6 Hydraulic
DX Cummins ISL G Natural Gas 8.9 Liter I-6 Air
DY Cummins ISL G Natural Gas 8.9 Liter I-6 Hydraulic
D1 Detroit DD16 Diesel 15.6 Liter I-6 Air

Business Class M2 Workshop Manual, Supplement 21, March 2012 050/9

00.05 Vehicle Identification Numbering System
VIN Information

VIN Positions 7 and 8 (Engine, Brakes)

Code Engine Fuel Displacement Configuration Brakes
D2 MDEG 7.7 Diesel 7.7 Liter I-6 Air
D3 MDEG 7.7 Diesel 7.7 Liter I-6 Hydraulic
D4 Cummins ISX12 Diesel 11.9 Liter I-6 Air
D5 Detroit DD15 EV Diesel 14.8 Liter I-6 Air
D6 Detroit DD15 STD Diesel 14.8 Liter I-6 Air
D7 Detroit DD15 EV Diesel 14.8 Liter I-6 Hydraulic
D8 Detroit DD15 STD Diesel 14.8 Liter I-6 Hydraulic
D9 Cummins ISX12 Natural Gas 11.9 Liter I-6 Air
00 NO ENGINE
Table 5, VIN Positions 7 and 8 (Engine and Brakes)

VIN Position 10 (Model Year) VIN Position 11 (Build Location)

Code Model Year Code Plant of Manufacture
Y 2000 L Cleveland, North Carolina
1 2001 P Portland, Oregon
2 2002 D Daimler AG, Santiago, Mexico
3 2003 S Daimler AG, Saltillo, Coahuila Mexico
4 2004 H Mt. Holly, North Carolina
5 2005 Table 7, VIN Position 11 (Build Location)
6 2006
7 2007
8 2008
9 2009
A 2010
B 2011
C 2012
D 2013
Table 6, VIN Position 10 (Model Year)

050/10 Business Class M2 Workshop Manual, Supplement 21, March 2012

Engine Mounts 01.01
General Information

General Description
Three mounts support the engine and transmission,
holding a total of almost 1800 lb (816 kg). Two of the
engine mounts support the rear of the engine and
transmission assembly. The third supports the front
of the engine/transmission assembly.
Each of the rear engine mounts is bolted to the in-
side of the frame rail near the flywheel housing.
These mounts support legs which are bolted to the
flywheel housing. Caterpillar engines use a rear en-
gine leg that rests flat on the mount.
The front engine mount is an underslung crossmem-
ber under the front of the engine. It supports a
bracket that is bolted to the front of the engine.
To isolate the engine and transmission from road
shock, and to isolate the vehicle frame from engine
vibration, the engine mounts are sandwiched be-
tween rubber isolator cushions (sometimes called
restriction pads). Steel snubbers protect the cushions
from wearing on the engine support brackets, and a
single bolt runs through the mount, cushions, and
snubbers to hold the assembly together and hold the
engine on the mount.

Business Class M2 Workshop Manual, Supplement 0, January 2002 050/1

Engine Mounts 01.01
Rear Engine Mount Replacement

Replacement For MBE4000 engines: tighten the bolts 175 lbf·ft

(237 N·m).
1. Apply the parking brakes, chock the tires, and (if 6. Inspect the engine mount rubber isolators for
applicable) drain the air brake system. wear or damage and replace them if necessary.

WARNING CAUTION
The jack used to lift the engine must be capable Do not lubricate the components with oil, grease,
of safely lifting and supporting two metric tons. or silicone lubricants; they will deteriorate the
Once the engine mount is disconnected, do not rubber isolators.
get under the engine until it is securely sup-
ported on engine stands. An unsecured engine 7. Install the upper isolator in the engine mount. If
applicable, place the snubber on the isolator.
may fall, causing personal injury or death, and
component damage.
2. Disconnect the right rear engine mount from the
WARNING
right rear frame mount. The jack used to lower the engine must be ca-
2.1 Place a jack under the rear of the engine pable of safely lifting and supporting two metric
and raise the jack until it’s braced against tons. Once the engine is removed from the en-
the engine. gine stands, do not get under the engine until it
is securely installed on the engine mount. An un-
2.2 Remove the bolt from the right rear en- secured engine may fall, causing personal injury
gine mount. Save the fasteners, rubber or death, and component damage.
isolator cushions, and snubbers.
8. Secure the engine to the frame mount.
2.3 Lift the engine slightly to take its weight
off the right rear engine mount. Place en- 8.1 If not in place, set a jack under the rear
gine stands under the engine to keep it of the engine and raise the jack until it is
off the engine mount. braced against the engine.
3. Remove the bolts that secure the mount to the 8.2 Lift the engine slightly to remove the en-
frame rail. Remove the mount from the frame gine stands. Remove the stands, and
rail. carefully lower the engine onto the engine
mount.
If necessary, remove the four bolts that secure
the right engine leg to the flywheel housing, and 8.3 Holding the lower isolator and snubber in
remove the engine leg. place, install the bolt in the right rear en-
gine mount, and secure it with the nut
4. Place a new engine mount against the inside of and hardened washer. Tighten the nut
the frame rail, and secure it with bolts, washers, 241 lbf·ft (327 N·m).
and nuts. Tighten the nuts 45 lbf·ft (61 N·m).
5. If removed, install the engine leg on the right WARNING
side of the flywheel housing. Apply thread lock
compound to the bracket mounting bolts and The jack used to lift the engine must be capable
tighten the bolts as follows: of safely lifting and supporting two metric tons.
Once the engine mount is disconnected, do not
For Caterpillar 3126 and C-7 engines: tighten the get under the engine until it is securely sup-
bolts 100 lbf·ft (136 N·m). ported on engine stands. An unsecured engine
For Caterpillar C-9, C-10 and C-12 engines: may fall, causing personal injury or death, and
tighten the bolts 190 lbf·ft (258 N·m). component damage.
For MBE900 engines: tighten the bolts 92 lbf·ft 9. Disconnect the left rear engine mount from the
(125 N·m). left rear frame mount.

Business Class M2 Workshop Manual, Supplement 5, September 2003 100/1

01.01 Engine Mounts
Rear Engine Mount Replacement

9.1 Place a jack under the rear of the engine,

and raise the jack until it’s braced against WARNING
the engine.
The jack used to lower the engine must be ca-
9.2 Remove the bolt from the left rear engine pable of safely lifting and supporting two metric
mount. Save the fasteners, rubber isolator tons. Once the engine is removed from the en-
cushions, and snubbers. gine stands, do not get under the engine until it
9.3 Lift the engine slightly to take its weight is securely installed on the engine mount. An un-
off the left rear engine mount. Place en- secured engine may fall, causing personal injury
gine stands under the engine to keep it or death, and component damage.
off the engine mount. 15. Secure the engine mount to the frame mount.
10. Remove the capscrews that secure the mount to 15.1 If not in place, set a jack under the rear
the frame rail. Remove the mount from the frame of the engine and raise the jack until it is
rail. braced against the engine.
If necessary, remove the four capscrews that se- 15.2 Lift the engine slightly to remove the en-
cure the left engine leg to the flywheel housing, gine stands. Remove the stands, and
and remove the bracket from the engine. carefully lower the engine onto the engine
11. Place a new engine mount against the inside of mount.
the frame rail, and secure it with bolts, washers, 15.3 Holding the lower isolator in place, install
and nuts. Tighten the nuts 45 lbf·ft (61 N·m). the bolt in the left rear engine mount, and
12. If removed, install the engine leg on the left side secure it with the nut and hardened
of the flywheel housing. Apply thread lock com- washer. Tighten the nut 241 lbf·ft (327
pound to the bracket mounting bolts and tighten N·m).
them as follows: 16. Remove the jack from under the engine, and re-
For Caterpillar 3126 and C-7 engines: tighten the move the chocks from the tires.
bolts 100 lbf·ft (136 N·m).
For Caterpillar C-9, C-10 and C-12 engines:
tighten the bolts 190 lbf·ft (258 N·m).
For MBE900 engines: tighten the bolts 92 lbf·ft
(125 N·m).
For MBE4000 engines: tighten the bolts 175 lbf·ft
(237 N·m).
13. Inspect the engine mount rubber isolators for
wear or damage and replace them if necessary.

CAUTION
Do not lubricate the components with oil, grease,
or silicone lubricants; they will deteriorate the
rubber isolators.
14. Install the upper isolator in the engine mount. If
applicable, place the snubber on the isolator.

100/2 Business Class M2 Workshop Manual, Supplement 5, September 2003

Engine Mounts 01.01
Front Engine Mount Replacement

Replacement 6. Install the upper isolator(s) in the engine mount.

If applicable, place the snubber(s) on the isola-
tor(s).
1. Apply the parking brakes, chock the tires, and (if
applicable) drain the air brake system.
WARNING
WARNING The lifting device and chain used to lower the
The lifting device and chain used to lift the en- engine must be capable of safely lifting and sup-
gine must be capable of safely lifting and sup- porting two metric tons. Once the engine is re-
porting two metric tons. Once the engine mount moved from the engine stands, do not get under
is disconnected, do not get under the engine un- the engine until it is securely installed on the en-
til it is securely supported on engine stands. An gine mount. An unsecured engine may fall, caus-
unsecured engine may fall, causing personal in- ing personal injury or death, and component
jury or death, and component damage. damage.

2. Disconnect the front engine mount from the 7. Secure the front engine mount to the frame
frame crossmember. crossmember.

2.1 Attach a chain to the front engine lifting 7.1 Attach a chain to the front engine lifting
hook(s), and position a lifting device to lift hook(s). Attach the chain to a lifting de-
the engine. Attach the chain to the lifting vice and remove any slack.
device, and raise the chain to remove any 7.2 Lift the engine slightly to remove the en-
slack. gine stands. Remove the stands, and
2.2 Remove the bolt(s) from the front engine carefully lower the engine onto the engine
mount. Save the fasteners, rubber isolator mount.
cushions, and snubber(s). 7.3 Holding the lower isolator(s) and tube(s)
in place, install the bolt(s) in the front en-
NOTE: In order to raise the front of the en-
gine mount and secure it with the nut(s)
gine, you may have to loosen the bolts that and washer(s). Tighten the nuts 136 lbf·ft
run through the rear engine mounts. (184 N·m).
2.3 Lift the engine slightly to take its weight NOTE: If you loosened the bolts that run
off the front engine mount. Place engine through the rear engine mounts, tighten
stands under the engine to keep it off the
engine mount.
those bolts 241 lbf·ft (327 N·m) for all en-
gines.
3. If necessary, remove the bolts which secure the
engine support bracket to the front of the engine. 7.4 Remove the lifting chain from the engine
Remove the bracket from the engine. lifting hooks.

4. If necessary, install a new engine support 8. Remove the chocks from the tires.
bracket on the front of the engine. Secure per
manufacturer specifications.
5. Inspect the engine mount rubber isolators for
wear or damage and replace them if necessary.

CAUTION
Do not lubricate the components with oil, grease,
or silicone lubricants; they will deteriorate the
rubber isolators.

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Engine Mounts 01.01
Rear Engine Mount Isolator Replacement

Replacement 5. Disconnect the engine from the right rear engine

mount.
1. Apply the parking brakes, chock the tires, and (if 5.1 If not in place, set a jack under the rear
applicable) drain the air brake system. of the engine and raise the jack until it is
braced against the engine.
WARNING 5.2 Lift the engine slightly to remove the en-
gine stands. Remove the stands, and
The jack used to lift the engine must be capable carefully lower the engine onto the engine
of safely lifting and supporting two metric tons. mount.
Once the engine mount is disconnected, do not
get under the engine until it is securely sup- 5.3 Holding the lower isolator in place, install
ported on engine stands. An unsecured engine the bolt in the right rear engine mount,
may fall, causing personal injury or death, and and secure it with the nut and hardened
component damage. washer. Tighten the nut 241 lbf·ft (327
N·m).
2. Disconnect the right rear engine mount from the
right rear frame mount.
WARNING
2.1 Place a jack under the rear of the engine,
and raise the jack until it’s braced against The jack used to lift the engine must be capable
the engine. of safely lifting and supporting two metric tons.
Once the engine mount is disconnected, do not
2.2 Remove the bolt from the right rear en-
get under the engine until it is securely sup-
gine mount. Save the fasteners and snub-
ported on engine stands. An unsecured engine
bers. Discard the rubber isolators.
may fall, causing personal injury or death, and
2.3 Lift the engine slightly to take its weight component damage.
off the right rear engine mount. Place en-
6. Disconnect the left rear engine mount from the
gine stands under the engine to keep it
left rear frame mount.
off the engine mount.
6.1 Place a jack under the rear of the engine,
3. Inspect the new engine mount rubber isolators
and raise the jack until it’s braced against
for wear or damage and replace them if neces-
the engine.
sary.
6.2 Remove the bolt from the left rear engine
CAUTION mount. Save the fasteners and snubbers.
Discard the rubber isolators.
Do not lubricate the new components with oil, 6.3 Lift the engine slightly to take its weight
grease, or silicone lubricants; they will deterio- off the left rear engine mount. Place en-
rate the rubber isolators. gine stands under the engine to keep it
4. Install the new upper isolator in the engine off the engine mount.
mount. If applicable, place the snubber on the 7. Inspect the new engine mount rubber isolators
isolator. for wear or damage and replace them if neces-
sary.
WARNING
The jack used to lower the engine must be ca- CAUTION
pable of safely lifting and supporting two metric Do not lubricate the new components with oil,
tons. Once the engine is removed from the en- grease, or silicone lubricants; they will deterio-
gine stands, do not get under the engine until it rate the rubber isolators.
is securely installed on the engine mount. An un-
secured engine may fall, causing personal injury
or death, and component damage.

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01.01 Engine Mounts
Rear Engine Mount Isolator Replacement

8. Install the new upper isolator in the engine

mount. If applicable, place the snubber on the
isolator.

WARNING
The jack used to lower the engine must be ca-
pable of safely lifting and supporting two metric
tons. Once the engine is removed from the en-
gine stands, do not get under the engine until it
is securely installed on the engine mount. An un-
secured engine may fall, causing personal injury
or death, and component damage.
9. Secure the engine to the engine mount.
9.1 If not in place, set a jack under the rear
of the engine and raise the jack until it is
braced against the engine.
9.2 Lift the engine slightly to remove the en-
gine stands. Remove the stands, and
carefully lower the engine onto the engine
mount.
9.3 Holding the lower isolator in place, install
the bolt in the left rear engine mount, and
secure it with the nut and hardened
washer. Tighten the nut 241 lbf·ft (327
N·m).
10. Remove the jack from under the engine, and re-
move the chocks from the tires.

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Engine Mounts 01.01
Front Engine Mount Isolator Replacement

Replacement moved from the engine stands, do not get under

the engine until it is securely installed on the en-
gine mount. An unsecured engine may fall, caus-
1. Apply the parking brakes, chock the tires, and (if
ing personal injury or death, and component
applicable) drain the air brake system.
damage.

WARNING 5. Secure the front engine mount to the frame

crossmember.
The lifting device and chain used to lift the en- 5.1 Attach a chain to the front engine lifting
gine must be capable of safely lifting and sup- hook(s). Attach the chain to a lifting de-
porting two metric tons. Once the engine mount vice and.remove any slack.
is disconnected, do not get under the engine un-
til it is securely supported on engine stands. An 5.2 Lift the engine slightly to remove the en-
unsecured engine may fall, causing personal in- gine stands. Remove the stands, and
jury or death, and component damage. carefully lower the engine onto the engine
mount.
2. Disconnect the front engine mount from the
frame crossmember. 5.3 Holding the lower isolator(s) and tube(s)
in place, install the bolt(s) in the front en-
2.1 Attach a chain to the front engine lifting gine mount and secure it with the nut(s)
hook(s), and position a lifting device to lift and washer(s). Tighten the bolts 136 lbf·ft
the engine. Attach the chain to the lifting (184 N·m).
device and remove any slack.
NOTE: If you loosened the bolts that run
2.2 Remove the bolt(s) from the front engine
through the rear engine mounts, tighten
mount. Save the fasteners, tube(s), and
snubber(s). Discard the rubber isolator those bolts 241 lbf·ft (327 N·m).
cushions. 5.4 Remove the lifting chain from the engine
NOTE: In order to raise the front of the en- lifting hook(s).
gine, you may have to loosen the bolts that 6. Remove the chocks from the tires.
run through the rear engine mounts.
2.3 Lift the engine slightly to take its weight
off the front engine mount. Place engine
stands under the engine to keep it off the
engine mount.
3. Inspect the new front engine mount rubber isola-
tors for wear or damage and replace them if nec-
essary.

CAUTION
Do not lubricate the new components with oil,
grease, or silicone lubricants; they will deterio-
rate the rubber isolators.
4. Install the upper isolator(s) in the engine mount.

WARNING
The lifting device and chain used to lower the
engine must be capable of safely lifting and sup-
porting two metric tons. Once the engine is re-

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Engine Mounts 01.01
Rear Engine Mount Replacement, EPA07 Engines

Replacement DANGER
NOTE: The rear engine mounts for EPA07 en- Aftertreatment Device (ATD) internal tempera-
gines are designed to last for the life of the ve- tures can remain hot enough to cause personal
hicle, and should not normally need replacing. injury, or ignite combustible materials, for hours
The isolators are bonded to the brackets and after the engine has been shut down.
cannot be replaced separately. To avoid potentially serious burns or material
If the rear engine mounts need replacing due to damage:
damage, or if you are removing and installing • Let the ATD cool before handling it; be espe-
the engine, use this procedure. cially careful when opening it to expose the
DPF.
In the past, substituting softer isolators from the
MBE4000 engine was a way to sometimes rem- • Wear appropriate protective gear.
edy engine vibration problems with other en- • Be careful not to place the ATD where flam-
gines. This will not work with the EPA07 en- mable gases or other combustible materials
gines, because all the engine isolators now may come into contact with hot interior parts.
have the same durometer hardness. 13. Make sure the aftertreatment device (ATD) is
1. Shut down the engine, set the parking brake, cool, then remove it from the vehicle.
and chock the tires.
2. Drain the air tanks. CAUTION
3. Disconnect all the cables from the batteries. The ATD assembly weighs from 125 to 150
Cover them, using dry rags and tie straps. pounds (57 to 68 kg) and must be protected from
impact or sharp jolts. Dropping the ATD, or sub-
4. Remove the battery MEGA Fuse Block from the
jecting it to jarring impact can crack the diesel
left-side frame rail, underneath the cab. The
particulate filter (DPF) inside, which is built on a
mounting nuts are inboard of the frame rail.
ceramic substrate. If that happens, the DPF is
5. Open the hood. ruined and must be replaced.
6. If present, remove the two tow hooks from the A secure support is necessary to remove and in-
right frame rail. stall the ATD safely. The ATD must be held se-
curely to protect it from falling, or hitting hard
7. Remove the rain tray.
against something else.
7.1 Mark, then remove the wiper arms. The horizontal ATD lifting device (TLZ00785) is
7.2 Disconnect any hoses or drains from the designed for the job on a horizontal ATD. Vertical
bottom of the rain tray. ATDs require a shop hoist secured to the lifting
ears on top.
7.3 Remove the fasteners that hold the rain
tray to the frontwall. 13.1 Put a transmission jack (or equivalent)
under the ATD, and strap the ATD to the
7.4 Remove the rain tray from the vehicle. jack.
8. Remove the right and left quarter fenders and 13.2 Disconnect the five sensors from the ATD.
the inner splash shields.
9. Remove the air intake canister assembly. WARNING
10. Remove the mounting bracket for the air intake
Wear adequate eye protection, such as safety
canister.
goggles or a face shield, when working with the
11. Remove the turbocharger heat shield. ATD mounting bands. The mounting bands are
12. Disconnect the air lines from the primary air tank,
then remove the tank from the vehicle.

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01.01 Engine Mounts
Rear Engine Mount Replacement, EPA07 Engines

under spring tension, and can cause eye injury

or other personal harm if they spring out of con- WARNING
trol.
Never work around or under a vehicle that is sup-
13.3 Remove the Marmon clamps from each ported only by a jack. Always support the vehicle
end of the ATD. with safety stands. Jacks can slip, allowing the
vehicle to fall, which could result in serious in-
13.4 Disconnect the ATD from the exhaust tub- jury or death.
ing, and remove it from the vehicle. Keep
the ATD strapped to the jack, and make 23. From underneath the vehicle, install a suitable
sure it is placed away from any combus- lifting bracket or stand, such as an engine ship-
tible materials. ping stand (for Detroit Diesel Series 60 engines)
on the rear of the engine. See Fig. 1.
14. Remove the cab skirts from both sides of the
vehicle. If using the Detroit Diesel engine shipping stand,
there should be two holes on each side of the
15. Disconnect and remove the exhaust tubing from
engine block, just forward of the bell housing.
the turbocharger.
These should match up with the holes in the en-
16. As applicable, remove the steps, air fairings, fuel gine shipping stand. When any stand or bracket
tank(s), and/or the battery box. is installed correctly, it should not be touching the
floor, and should be wide enough and strong
For instructions on removing the fuel tank(s),
enough to support a jack to raise the engine.
refer to Group 47.
17. Remove the fasteners that hold the driveline
midship-bearing bracket to the frame crossmem-
ber.
18. Using suitable straps, secure the driveline and
the midship bearing to the frame crossmember.
Make sure the driveshaft is supported loosely
enough so that the slip joint aft of the midship
bearing will be able to extend when the engine is
raised.
19. Remove the overslung crossmember from the
transmission housing.
19.1 If present, remove the standoff bracket for
the A/C refrigerant line from the top of the
overslung crossmember. Leave the line
attached to the bracket.
19.2 Remove the fasteners that hold the over-
slung crossmember to the transmission
housing, then remove it.
20. Disconnect both ends of the clutch linkage and
remove it from the vehicle.
06/13/2006 f012133
21. Remove the shifter and shifter boot from the
transmission. Fig. 1, Engine Shipping Stand, Detroit Diesel Series 60
Engine
22. Raise the front of the vehicle so the tires are off
the ground, and support it with safety stands. Put 24. If present, remove the starting aid bottle from the
the safety stands behind the rear spring hangers left-side frame rail.
for the front suspension.
25. On one side of the vehicle, remove the two
mounting capscrews that hold the engine leg to

140/2 Business Class M2 Workshop Manual, Supplement 13, March 2008

Engine Mounts 01.01
Rear Engine Mount Replacement, EPA07 Engines

the frame-rail engine mount. See Fig. 2. If

needed, repeat the procedure on the other side 1
of the vehicle.

5
6
2
2 2

7
4
3
2

06/26/2006 f012134
NOTE: The engine mount is not visible in this view.
1. Cab Mounting Bracket
2. Front Spring-Shackle Hanger
3. Frame Rail

Fig. 3, Engine Mount-to-Frame Rail Fasteners

3 31. With the engine supported, install the rear engine
2 mount on the frame rail. Install the four 5/8–11
06/26/2006
1 f220094 hexbolts with the bolt heads inboard. Tighten the
1. Hexbolt, 5/8–11 hexnuts 136 lbf·ft (184 N·m).
2. Hardened Washer
3. Rear Engine Mount Assembly 32. If applicable, repeat the above procedure on the
4. Hexnut, 5/8–11 other side of the vehicle.
5. Capscrew, 5/8–11 33. Lower the engine onto the rear engine mount.
6. Capscrew, 3/4–10
7. Engine Leg 34. Apply Loctite 271 to the threads of the two
3/4–10 capscrews. Install them and the hardened
Fig. 2, Rear Engine Mount and Engine Leg washers in the holes of the engine leg and the
rear engine mount and tighten to 320 lbf·ft (434
26. Place a jack under the engine shipping stand (or N·m).
other suitable stand/bracket) attached to the rear
of the engine, and gradually raise that side of the 35. Remove the fasteners that hold the engine ship-
engine until the bottom of the engine leg is ping stand to the side of the transmission, and
above the top of the frame rail. remove the stand.
27. Remove the four fasteners that hold the rear en- 36. Install the clutch linkage.
gine mount to the frame rail. See Fig. 3. 37. Install the overslung crossmember.
28. Remove the rear engine mount from the vehicle. 38. Install the shifter and shifter boot on the trans-
29. If needed, remove the four bolts that hold the mission.
engine leg to the transmission housing. Remove 39. Install the standoff bracket for the A/C refrigerant
the engine leg. line, then attach the line to the bracket.
30. If applicable, install the engine leg on the bell 40. If it was removed, install the starting aid bottle to
housing. Apply Loctite® 271 (or equivalent) to the the left-side frame rail.
threads of the capscrews, and tighten to 320
lbf·ft (434 N·m). 41. Attach the driveline midship bearing and its
bracket to the frame crossmember.

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01.01 Engine Mounts
Rear Engine Mount Replacement, EPA07 Engines

42. Connect the exhaust tubing to the turbocharger.

43. Install the cab skirts to the bottom of the cab.
44. Install the ATD to the exhaust tubing. As previ-
ously marked, connect the wiring to the sensors
on the ATD.
45. Install the primary air tank and connect the air
lines to it.
46. In the engine compartment, install the turbo-
charger heat shield.
47. Install the mounting bracket for the air-intake
canister.
48. Install the air-intake canister to the mounting
bracket.
49. Install the right and left inner splash shields.
50. Install the right and left quarter fenders.
51. As applicable, install the steps, air fairings, fuel
tank(s), and/or the battery box.
For instructions on installing the fuel tank(s),
refer to Group 47.
52. Using the previously removed fasteners, install
the rain tray on the frontwall.
53. Connect the hoses and drains to the bottom of
the rain tray.
54. As previously marked, install the wiper arms.
55. If they were removed, install the two tow hooks
on the side of the right frame rail.
56. Close the hood.
57. Install the battery MEGA Fuse Block on the left-
side frame rail, underneath the cab.
58. Connect the battery cables.
59. Remove the chocks.

140/4 Business Class M2 Workshop Manual, Supplement 13, March 2008

Engine Mounts 01.01
Specifications

Engine Mount Torque Values, Pre-EPA07 Engines

Torque:
Description Grade/Class Size
lbf·ft (N·m)
Rear Engine-Mount to Support-Bracket:
All Engines 8 3/4–10 241 (327)
Rear Engine-Mount to Frame Rail Bolts:
Caterpillar Engines 8 1/2–13 45 (61)
Engine Leg-to-Flywheel Bolts:
Caterpillar 3126 and C-7 Engines 10.9 M14 x 2 x 45 100 (136)
Caterpillar C-9 Engines 8 3/4–10 x 2 190 (258)
MBE900 Engines 10.9 M16 x 2 x 55 92 (125)
M16 x 1.5 x 50 (upper)
MBE4000 Engines 10.9 175 (237)
M16 x 1.5 x 40 (lower)
Front Engine-Mount Bolt:
Caterpillar Engines 8 5/8–11 136 (184)
Table 1, Engine Mount Torque Values, Pre-EPA07 Engines

Engine Mount Torque Values, EPA07 Engines

Description Fastener Size Grade/Class Torque: lbf·ft (N·m)
Engine Mount-to-Frame Rail Capscrew 5/8–11 8 120–152 (163–206)
Engine Leg-to-Flywheel Housing Bolts:
Detroit Diesel Series 60 Engines 5/8–11 x 2-1/4 8 136 (184)
M16 x 1.5 x 60 (upper)
MBE4000 Engines 10.9 175 (237)
M16 x 1.5 x 50 (lower)
Caterpillar Engines (C13 & C15) 3/4–10 x 2-3/4 8 170–210 (230–285)
Engine Leg-to-Engine Mount Capscrew 3/4–10 8 300 (407)
Front Engine Bracket-to-Front Engine Mount Capscrew 3/4–10 8 213–269 (289–365)
Table 2, Engine Mount Torque Values, EPA07 Engines

Business Class M2 Workshop Manual, Supplement 13, March 2008 400/1

EPA07/10 Engine Information 01.02
General Information

Principles of Operation Over time, ash collects in the ATS and needs to be
removed through cleaning at specific intervals. For
ATS maintenance and repair information, see the
EPA 2007 engine manufacturer’s service literature.
The Environmental Protection Agency (EPA) man-
dated that all engines built after December 31, 2006 EPA 2010
meet lower exhaust emissions levels:
The Environmental Protection Agency (EPA) man-
• 1.1 grams per brake horsepower hour (g/bhp- dated that all engines built after December 31, 2009
hr) of nitrogen oxides (NOx) must reduce the level of emissions exhausted by the
• 0.01 g/bhp-hr of particulate matter (PM) engine to 0.2 grams per brake horsepower hour (g/
bhp-hr) of nitrogen oxides (NOx).
To meet the EPA07 requirements, most engine
manufacturers developed an aftertreatment system To meet the EPA10 requirements, Daimler Trucks
(ATS). The ATS varies according to engine and ve- North America is using technology known as Selec-
hicle configuration, but instead of a muffler, an ATS tive Catalytic Reduction (SCR) in the exhaust after-
has an aftertreatment device (ATD) that outwardly treatment system (ATS). The ATS will rely on existing
resembles a muffler. EPA07 technology, which includes an aftertreatment
device (ATD), with the addition of SCR. See Fig. 2.
Inside the ATD on Cummins, Detroit Diesel, and The SCR process requires the introduction of diesel
Mercedes-Benz engines, the exhaust first passes exhaust fluid (DEF) into the exhaust stream.
over the diesel oxidation catalyst (DOC), which uses
a chemical process to break down pollutants into The ATS is always chassis-mounted, with several
less harmful components. The exhaust then passes different installation options available to fit various
through the diesel particulate filter (DPF), which traps vehicle configurations. ATS exhaust piping is made of
soot particles. See Fig. 1. stainless steel. The ATS includes all piping and
equipment between the turbocharger outlet and the
The DPF core in all ATDs is comprised of ceramic end of the exhaust pipe, including the aftertreatment
channels that are blocked off at alternate ends to device (ATD), SCR catalyst, DEF tank, DEF tank
force the exhaust through the porous walls. header unit, DEF pump, DEF metering unit, and the
As soot accumulates in the DPF, it periodically needs DEF, coolant, and air lines that run between each
to be converted to its basic parts: carbon dioxide, component.
water, and ash. The conversion takes place through All EPA10-compliant DTNA vehicles require the use
an event in the ATD referred to as regeneration of ultra-low sulfur diesel (ULSD) fuel with a sulfur
(regen). If the exhaust temperature is high enough, content of 15 parts per million (ppm) for low emis-
the trapped soot is reduced to ash in a process sions and long life of the diesel particulate filter
called passive regen, which occurs as the vehicle is (DPF) in the ATD. In addition, DTNA vehicles require
driven normally. the use of CJ-4 engine oils with less than 1% ash.
Passive regen, however, cannot always keep the Inside the ATD, the exhaust first passes over the die-
DPF clean, so the ATD must also periodically un- sel oxidation catalyst (DOC), where combustion
dergo active regen. During active regen, extra fuel is gases are chemically broken down into water and
injected into the exhaust stream to superheat and carbon dioxide. The exhaust then passes through the
reduce the soot trapped in the DPF to ash. Active DPF, a honeycomb-like filter that traps solid soot par-
regen happens only when the vehicle is moving ticles. The soot particles trapped in the DPF are re-
above a certain speed, as determined by the engine duced to ash during regeneration (regen).
manufacturer.
If the exhaust temperature is high enough, a process
Both active and passive regen happen automatically, called passive regen occurs as the vehicle is driven
without driver input. When operating conditions do normally. Passive regen, however, cannot always
not allow for active or passive regen, the vehicle may keep the DPF clean, so the ATD must also periodi-
require a driver-activated parked regen, which takes cally undergo active regen. During active regen,
20 to 60 minutes, depending on ambient conditions. extra fuel is injected into the exhaust stream to su-
perheat and reduce the soot trapped in the DPF to

Business Class M2 Workshop Manual, Supplement 17, March 2010 050/1

01.02 EPA07/10 Engine Information
General Information

5
3

1
03/26/2009 9 8 f040783
1. Exhaust Gas Recirculation 4. Charge Air Cooler (CAC) 7. Aftertreatment Device (ATD)
(EGR) Cooler 5. Turbocharger 8. Diesel Particulate Filter (DPF)
2. EGR Valve 6. Hydrocarbon Doser 9. Diesel Oxidation Catalyst (DOC)
3. Intake Throttle Valve

Fig. 1, EPA07 ATS (Detroit Diesel engine shown)

ash. Active regen happens only when the vehicle is at specific intervals. For DPF maintenance intervals
moving above a certain speed, as determined by the and repair information, see the engine manufactur-
engine manufacturer. er’s service literature.
Both active and passive regen happen automatically, After exhaust gases leave the ATD, a controlled
without driver input. When operating conditions do quantity of diesel exhaust fluid (DEF) is injected into
not allow for active or passive regen, the vehicle may the exhaust stream. In the presence of heat, DEF is
require a driver-activated parked regen, which takes converted to ammonia gas, which reacts with NOx in
20 to 60 minutes, depending on ambient conditions. the selective catalyst chamber to yield nitrogen and
water vapor, which exit through the tailpipe.
Despite the regen process, ash collects in the DPF
over time and needs to be removed through cleaning

050/2 Business Class M2 Workshop Manual, Supplement 17, March 2010

EPA07/10 Engine Information 01.02
General Information

10

5
3

9 11
2

1
7 8
13
12

10/15/2009 f040787
1. Exhaust Gas Recirculation 5. Turbocharger 10. DEF Tank
(EGR) Cooler 6. Hydrocarbon Doser 11. DEF Injector
2. EGR Valve 7. Diesel Oxidation Catalyst (DOC) 12. Mixing Tube
3. Intake Throttle Valve 8. Diesel Particulate Filter (DPF) 13. SCR Catalyst Chamber
4. Charge Air Cooler (CAC) 9. Aftertreatment Device (ATD)

Fig. 2, EPA10 ATS (Detroit Diesel engine shown)

Business Class M2 Workshop Manual, Supplement 17, March 2010 050/3

01.02 EPA07/10 Engine Information
General Information

EPA10-compliant DTNA vehicles are equipped with Aftertreatment System (ATS) The entire exhaust
an additional tank to carry the DEF necessary for the system from the turbocharger to the exhaust stack or
SCR process. DEF is colorless, non-toxic, and biode- tail pipe.
gradable. DEF consumption will vary depending on Diesel Exhaust Fluid (DEF) A colorless, non-toxic,
ambient conditions and vehicle application. and biodegradable fluid used in the SCR process.
Diesel Oxidation Catalyst (DOC) A flow-through
Service Literature Coverage device that enhances the oxidation of hydrocarbons
in the ATD on Cummins, Detroit Diesel, and
Engine service procedures in this manual are limited Mercedes-Benz engines.
to components installed by Daimler Trucks North
America. See the following sections for information Diesel Particulate Filter (DPF) A component in the
on EPA07/10-compliant parts and systems installed ATD that captures particulate matter from the ex-
by Daimler Trucks North America: haust gas, preventing discharge from the tailpipe.
• Section 01.01, Engine Mounts Exhaust Gas Recirculation (EGR) A process
whereby exhaust is recirculated into the air intake
• Section 30.00, Electronic Throttle Control system, creating lower cylinder temperatures.
• Section 49.01, Aftertreatment System, EPA07 Nitrogen Oxides (NOx) Air pollutants composed of
• Section 49.02, Aftertreatment System, EPA10 nitrogen and oxygen in various forms that contribute
to the formation of smog.
• Section 49.03, Diesel Exhaust Fluid System,
EPA10 Particulate Matter (PM) Soot particles formed by
incomplete combustion of fuel that contribute to at-
• Section 83.00, Cab Heater and Air Condi- mospheric pollution.
tioner, Valeo
Regeneration (Regen) A process that occurs inside
• Section 88.00, Hood the ATD whereby accumulated soot is superheated
Complete engine coverage including engine adjust- and burned to ash, carbon dioxide, and water.
ment, preventive maintenance, and engine repair are Selective Catalytic Reduction (SCR) A vehicle
covered in each engine manufacturer’s service litera- emissions control technology to reduce diesel engine
ture: emissions for passenger cars, and light and heavy-
• Cummins: www.cummins.com duty trucks.
• Detroit Diesel: www.detroitdiesel.com ULSD (Ultra-Low Sulfur Diesel) Fuel A clean burn-
ing diesel fuel containing a maximum of 15-ppm sul-
• Mercedes-Benz: www.detroitdiesel.com
fur. To meet EPA requirements, all highway diesel
Periodic inspection of the ATS is required. For in- fuel sold in the U.S. must be ULSD.
structions, see the Business Class M2 Maintenance
Manual.
For driver pre- and post-trip inspection information,
see the Business Class M2 Driver’s Manual.

Definition of Terms
Refer to the following terms for a better understand-
ing of EPA07/10 engines.
Ash Unburnable solids that remain after regenera-
tion in the ATD.
Aftertreatment Device (ATD) A device that re-
moves pollutants from exhaust gas after the gas
leaves the combustion chamber.

050/4 Business Class M2 Workshop Manual, Supplement 17, March 2010

Drive Belts 01.03
Drive Belt Inspection

NOTE: For diagnostic procedures and engine

component replacement, refer to the engine
manufacturer’s service literature. See Detroit
Diesel www.detroitdiesel.com or Cummins
Engine www.cummins.com.

Inspection
1. Inspect the belt contact surfaces for chips, flak-
ing, cracks, discoloration, and other damage.
See Fig. 1.
2. Inspect the bearings in the idler pulleys, and ac-
cessories, by rotating the pulleys to look for
bearing slop, or choppy feeling bearings.
3. Inspect the springs on the belt tensioner. If the
springs are damaged, change the belt tensioner
following the engine manufacturer’s instructions.
4. Inspect the pulleys for damage. If the pulleys are
damaged, change both the damaged pulley and
the belt following the engine manufacturer’s in-
structions. See Fig. 2.
5. Check the belt allignment on all idler pulleys. If
the alignment is incorrect as shown in Fig. 3,
and pulley wear is visible, replace the pulley and
bracket following the engine manufacturer’s in-
structions.

Business Class M2 Workshop Manual, Supplement 20, September 2011 100/1

01.03 Drive Belts
Drive Belt Inspection

1 2 3

4 5 6

7 8

01/18/2010 f151148
1. Abrasion 4. Cracking 7. Misalignment
2. Chunk-out 5. Pilling 8. Gravel Penetration
3. Improper Install 6. Uneven Rib Wear

Fig. 1, Damaged Belts

100/2 Business Class M2 Workshop Manual, Supplement 20, September 2011

Drive Belts 01.03
Drive Belt Inspection

01/19/2010 f151149

Fig. 2, Damaged Pulley

B
01/22/2010 f151150
A. Incorrect Belt-Alignment Area
B. Correct Belt-Alignment Area

Fig. 3, Idler-Pulley Belt Alignment

Business Class M2 Workshop Manual, Supplement 20, September 2011 100/3

Drive Belts 01.03
Drive Belt Replacement, Detroit Diesel Engines

Detroit Diesel engines are equipped with two serpen- 3. Raise the hood.
tine poly-V drive belts. The rear belt (closest to the 4. Locate the automatic belt tensioner assembly, on
engine block surface) drives the alternator, the A/C the left (passenger) side of the engine, as you
compressor, and the water pump. The front belt are facing it. Note the location of the square 1/2-
drives the engine fan. See Fig. 1. Both drive belts inch drive holes, and the round holes for the
are kept at the correct tension with pulleys and a locking bolts. See Fig. 2.
dual automatic belt-tensioner assembly.

NOTICE
When replacing the drive belts for the DD engine,
it is crucial to follow the correct procedure for
releasing and locking the belt tensioners. The
belt tensioners must be released and locked
separately, and in the correct sequence, or the
assembly may be damaged. 4
3

5
4
6

2 2

1
1

01/07/2011 f012189
1. Front Drive Belt 5. Fan Clutch
2. Rear Drive Belt 6. Water Pump
3. AC Compressor 01/29/2010 f012184
4. Spring Loaded 1. Front Round Hole for 10-mm Locking Bolt
Tensioner 2. Front Square1/2-inch Drive Hole
3. Rear Square 1/2-inch Drive Hole
Fig. 1, DD13/15/16 Drive Belt Routing 4. Rear Round Hole for 10-mm Locking Bolt

Replacement Fig. 2, Belt Tensioners

1. Park the vehicle on a level surface, shut down

the engine, and set the parking brake. Chock the
NOTICE
tires. To prevent damage to the belt tensioners, always
2. Disconnect the batteries at the negative termi- rotate them counterclockwise. Never rotate the
nals. automatic belt tensioners clockwise, to do so
may damage them, and require replacement of

Business Class M2 Workshop Manual, Supplement 20, September 2011 110/1

01.03 Drive Belts
Drive Belt Replacement, Detroit Diesel Engines

the entire assembly. Never use more force than

66 to 73 lbf (90 to 100 N).
IMPORTANT: Always release the front tensioner
and belt (fan drive) first, then the rear tensioner
and belt (alternator, A/C compressor, and water
pump). When removing the locking bolts reverse
the procedure by unlocking the rear belt ten-
sioner first, then the front one.
5. Insert a 1/2-inch breaker bar, or 1/2-inch ratchet
into the square hole in the idler arm of the front
belt tensioner (grooved pulley), then smoothly
rotate it downward (counterclockwise) until you
1
feel resistance. See Fig. 3.
01/18/2010 f012161a
Note: For clarity, the locking bolt is shown in position
but not pushed all the way in.
1. Front Belt Tensioner Locking Bolt Position

Fig. 4, Releasing the Rear Tensioner (smooth pulley)

03/14/2008 f012160

Fig. 3, Releasing the Front Tensioner

6. Insert a 10-mm diameter x 80 mm long bolt into

the round hole on the idler arm of the tensioner 1
as shown in Fig. 4, then push it all the way in to
01/18/2010 f012162a
lock the tensioner in the released position. Re-
move the socket wrench from the square hole. Note: For clarity, the locking bolts are shown in position
but not pushed all the way in.
7. Insert a 1/2-inch breaker bar, or 1/2-inch ratchet, 1. Locking Bolt for Front Belt Tensioner
into the square hole in the idler arm of the rear 2. Locking Bolt for Rear Belt Tensioner
belt tensioner (smooth pulley), then smoothly ro-
tate it downward (counterclockwise) until you feel Fig. 5, Belt Tensioner Locking Bolts in Position
resistance. See Fig. 4.
9. Replace the drive belts, making sure the new
8. Insert a second 10-mm diameter x 80 mm long belts are correctly installed on all the pulleys.
bolt into the round hole on the idler arm of the
rear tensioner as shown in Fig. 5, then push it all 10. Using the 1/2-inch breaker bar, or 1/2-inch
the way in to lock the tensioner in the released ratchet, rotate the idler arm on the rear (smooth
position. Remove the wrench from the square pulley) tensioner downward (counterclockwise),
hole. until you can remove the locking bolt. Smoothly
release the idler arm all the way up, being care-
ful not to jerk it.

110/2 Business Class M2 Workshop Manual, Supplement 20, September 2011

Drive Belts 01.03
Drive Belt Replacement, Detroit Diesel Engines

11. In the same manner as the previous step, re-

move the locking bolt from the front tensioner.
12. Do a final check to make sure both drive belts
are configured correctly, and correctly installed
on all the pulleys.
13. Close the hood, connect the batteries, then re-
move the chocks.

Business Class M2 Workshop Manual, Supplement 20, September 2011 110/3

Drive Belts 01.03
Drive Belt Replacement, Cummins Engines

Cummins ISC/ISL and ISB engines are equipped 4

with one poly-V drive belt. The drive belt is kept at
the correct tension by a system of pulleys and an
automatic belt tensioner. See Fig. 1 and Fig. 2. 6
5
3
3

5
7
1

1
05/24/2011 f012201
1. Spring Loaded 4. Alternator Pulley
6 Tensioner 5. Water Pump
2. AC Compressor 6. Fan Clutch
01/24/2011 f012192 3. Drive Belt 7. Crank Shaft Pulley
1. Spring Loaded 4. Fan Clutch
Tensioner 5. Drive Belt Fig. 2, Cummins ISB Drive Belt Routing
2. Alternator Pulley 6. Crank Shaft Pulley
3. AC Compressor 7. Smoothly release the pressure from the breaker
bar.
Fig. 1, Cummins ISC/ISL Drive Belt Routing
NOTICE
Replacement
Never allow the tensioner to slam back against
1. Park the vehicle on a level surface, shut down the stop, or damage may occur.
the engine, and set the parking brake. Chock the 8. Start the engine, standing clear of the belt and
tires. accessories. Check the belt tracking on all pul-
2. Disconnect the batteries at the negative termi- leys to ensure correct belt operation.
nals. 9. Close the hood and connect the batteries.
3. Raise the hood.
4. Locate the drive-belt-tensioner assembly on the
left (passenger) side of the engine, as you are
facing it. Insert a 1/2-inch-drive ratchet or 1/2-
inch breaker bar into the pivot point on the small
end of the tensioner. See Fig. 3. Push downward
on the breaker bar, rotating the tensioner
counter-clockwise until you feel resistance.
5. Holding the tensioner released, remove the drive
belt.
6. Install a new drive belt, ensuring it is routed cor-
rectly, and centered on all the pulleys.

Business Class M2 Workshop Manual, Supplement 20, September 2011 120/1

01.03 Drive Belts
Drive Belt Replacement, Cummins Engines

01/26/2011 f012193

A. Pivot Point for Belt Tensioner

B. Push Downward

Fig. 3, Releasing the Tensioner

120/2 Business Class M2 Workshop Manual, Supplement 20, September 2011

Engine, Caterpillar 3126 01.04
Engine Removal and Installation

Removal Disconnect the hoses, drain them, then cover the

hose ends to keep out dirt.
NOTE: This procedure involves removing and 8. Mark, disconnect and remove the charge air
installing the engine and the transmission as a cooler hoses.
single unit. 9. If so equipped, remove the air conditioning con-
1. Apply the parking brakes, chock the tires, and denser from the front of the radiator.
drain the air system. 9.1 Remove the fasteners holding the con-
2. Disconnect the batteries. denser to the front of the radiator.
2.1 Disconnect the battery ground cable from 9.2 Keeping the refrigerant lines connected,
the frame rail. move the condenser aside.
2.2 Disconnect the positive battery cable from 9.3 Using cardboard or other suitable mate-
the batteries. rial, wrap the condenser to protect it from
damage.
3. Drain the air tanks.
9.4 Using tie straps, secure the condenser to
4. Remove the hood and bumper. For instructions, a suitable bracket.
refer to Group 88 and Group 31 of this work-
shop manual. 10. Remove the radiator.
5. Remove the air-intake filter housing. 10.1 Disconnect the upper and lower radiator
hoses at both ends.
WARNING 10.2 Mark and disconnect the hoses between
the radiator and the top of the surge tank.
Drain the coolant only when the coolant and en-
gine are cool. Draining it when these are hot 10.3 Mark and disconnect the hose leading
could cause severe personal injury due to scald- from the bottom of the surge tank to the
ing. engine block.

6. Drain the radiator. 10.4 Disconnect the left and right radiator
struts from the radiator side channels
6.1 Place a suitable container under the left
side of the radiator. 10.5 Remove the fasteners holding the fan
shroud to the radiator, and move the
6.2 Remove the surge tank cap. shroud back against the engine.
6.3 Loosen the draincock at the bottom of the 10.6 Remove the lower radiator mounting nuts.
radiator.
10.7 Attach a lifting chain to the top of the ra-
After the coolant has drained, tighten the diator, and using a suitable lifting device,
draincock firmly. remove the radiator and charge air cooler
7. If so equipped, disconnect the transmission oil from the vehicle.
cooler from the bottom of the radiator. 10.8 Remove the fan shroud.
If the transmission oil cooler is separate from the 11. Disconnect and remove the left-side radiator
radiator: place a suitable container under it, then struts from the front wall.
disconnect the hoses. Cover the hoses to keep
out dirt. Remove the fasteners holding the trans- 12. Disconnect and remove the right-side radiator
mission oil cooler to the bottom of the radiator. strut from the air filter housing bracket.
Remove the transmission oil cooler. 13. Disconnect the hose between the air filter hous-
If the transmission oil cooler is integral with the ing and the engine, then remove the air filter
radiator: place a suitable container under the housing from its bracket.
hose connections at the bottom of the radiator.

Business Class M2 Workshop Manual, Supplement 0, January 2002 100/1

01.04 Engine, Caterpillar 3126
Engine Removal and Installation

14. Using a suitable breaker bar in the belt tensioner,

rotate the tensioner counterclockwise. Remove
the serpentine drive belt from the engine.
15. Mark and disconnect the wiring from the refriger-
ant compressor.
16. Free the refrigerant lines from all routing clamps
and stand-off brackets as needed. Leaving the
refrigerant lines connected, remove the refriger-
ant compressor from its bracket, and move it
aside. Secure the compressor with tie straps.
17. Disconnect the heater hoses.
17.1 Disconnect the heater return hose from
the water pump inlet tube, and move the
hose aside.
17.2 Disconnect the heater supply hose from 04/10/95 f010935
the rear of the engine block and move the NOTE: Not all the wiring is shown.
hose aside.
Fig. 1, Starter Wiring Connections
18. Mark and disconnect the wiring from the alterna-
tor. Remove the alternator from the engine. 28. If so equipped, disconnect the forward end of the
clutch rod and tie-strap the rod to the engine.
19. If so equipped, mark and disconnect the wiring
from the block heater. 29. Remove the forward midship bearing from the
frame rail. See Group 41 for instructions.
20. Remove the V-clamp holding the exhaust pipe to
the turbocharger. 30. Disconnect the driveline from the transmission
U-joint. See Group 41 for instructions.
21. Mark and disconnect the air lines from the air
compressor. 31. From under the cab, disconnect the exhaust pipe
from the saddle clamp mounted on the transmis-
22. If so equipped, disconnect the air line from the sion housing.
fan clutch.
23. Leaving the hoses connected, remove the power WARNING
steering pump from the engine. Using tie straps,
secure it to a suitable place on the frame rail. The crane and lifting chains used to remove the
engine must be capable of safely lifting and sup-
24. Mark and disconnect the wiring from the starter. porting 2 metric tons. Once the engine mounts
See Fig. 1. Remove the starter from the engine. are disconnected, do not crawl under the engine
25. Mark and disconnect all the wiring from the en- until it is securely supported on engine stands.
gine and the ECM. An unsecured engine may fall, causing severe
personal injury or death, and component dam-
26. At the fuel/water separator, disconnect the fuel age.
delivery line that runs to the engine, then discon-
nect the fuel return line from the engine. 32. Remove the engine and transmission from the
vehicle.
27. If equipped with an automatic transmission, mark
and disconnect the wiring harness from the 32.1 Attach the chain to the lifting eyes at the
transmission. front and the rear of the engine. See
Fig. 2.
If equipped with a standard transmission, remove
the shift tower. For instructions, refer to 32.2 Using a suitable jack, support the trans-
Group 26 of this manual. mission. If they are present, remove the
transmission mounting fasteners.

100/2 Business Class M2 Workshop Manual, Supplement 0, January 2002

Engine, Caterpillar 3126 01.04
Engine Removal and Installation

03/28/95 f010920

04/14/95 f200302
Fig. 2, Lifting Chain Installed
32.3 With the engine lifting eyes connected by Fig. 3, Front Engine Mount Fasteners
chain to the crane, raise the crane
enough to tighten the chains, but not WARNING
enough to lift the front of the vehicle.
32.4 With the engine securely supported by The crane and lifting chains used to install the
the crane and lifting chains, disconnect engine must be capable of safely lifting and sup-
the rear engine legs from the engine porting 2 metric tons. Once the engine is re-
mounts on the frame rails. moved from the engine stands, do not get under
the engine until it is securely supported on the
On each engine leg, remove the nut from engine mounts. An unsecured engine may fall,
the bolt that runs down through the en- causing personal injury or death, and component
gine leg, rubber isolators, and engine damage.
mount. Save the fasteners and isolators.
2. Install the engine and the transmission in the ve-
32.5 Remove the nuts from the bolts that fas- hicle.
ten the front engine support bracket to
the underslung crossmember. See Fig. 3. 2.1 Attach the chain to the existing lifting
eyes at the front and the rear of the en-
32.6 Using the crane and a transmission jack, gine.
lift the engine and pull it forward.
2.2 With the two engine lifting eyes con-
32.7 Once the engine and transmission are nected by chain to the crane, and sup-
clear of the vehicle, place the engine on porting the transmission with a jack, lift
an engine stand. the engine and transmission and position
them in the vehicle.
33. Remove the transmission from the engine. See
Group 26 for instructions. 2.3 Connect the engine to the rear engine
mounts, and tighten each bolt that runs
Installation down through the engine leg, rubber iso-
lators, and engine mount 241 lbf·ft (327
N·m).
1. Install the transmission onto the engine. See
Group 26 for instructions. 2.4 Place the lower isolators under the under-
slung crossmember and the front engine
support bracket, and secure the front en-

Business Class M2 Workshop Manual, Supplement 0, January 2002 100/3

01.04 Engine, Caterpillar 3126
Engine Removal and Installation

gine mount with nuts and washers. 14. Install the serpentine drive belt onto the engine.
Tighten the nuts 136 lbf·ft (184 N·m).
15. Install the radiator.
2.5 Once the engine and transmission are
securely installed in the vehicle, remove 15.1 Set the radiator shroud back against the
the lifting chains. engine.

3. If applicable, install the transmission mounting 15.2 Attach a lifting chain to the top of the ra-
fasteners. Tighten 136 lbf·ft (184 N·m). diator, then attach the chain to a lifting
crane.
4. If equipped with an automatic transmission, con-
nect the wiring harness to it. 15.3 Lift the radiator/charge air cooler assem-
bly, and position it on the radiator mounts.
If equipped with a standard transmission, install
the shift tower. For instructions, see Group 26. 15.4 Install the radiator/charge air cooler onto
the frame crossmember mounts. For in-
5. Connect the driveline. structions, refer to Group 20.
5.1 Connect the driveline to the transmission. 15.5 Install the fan shroud onto the radiator.
For instructions, refer to Group 41.
15.6 Connect the upper and lower radiator
5.2 Connect the driveline midship bearing hoses.
bracket. For instructions, refer to
Group 41. 15.7 As previously marked, connect the two
hoses to the top of the surge tank.
6. If so equipped, connect the forward end of the
clutch rod, and remove any tie straps that hold 15.8 Connect the hose at the bottom of the
the rod to the engine. surge tank to the engine block.

7. Install the exhaust pipe. 15.9 Install the condenser onto the front of the
radiator and charge air cooler.
7.1 Under the engine, connect the exhaust
pipe to the saddle clamp mounted on the 15.10 Install the two left-side and one right-side
transmission. radiator struts.

7.2 Install the forward end of the exhaust 16. Route the refrigerant lines between the compres-
pipe to the rear of the turbocharger. sor and the condenser, and secure the lines with
Tighten the V-band clamp 85 lbf·in (940 clamps and stand-off brackets.
N·cm). 17. Install the air-intake filter housing onto its
8. If so equipped, connect the air line to the fan bracket. For instructions, see Group 09.
clutch. 18. If not already done, connect the hose between
9. Connect the fuel delivery line. the air-intake filter housing and the engine.

10. Install the power steering pump onto the engine. 19. Install the charge air cooler hoses.

11. As previously marked, connect all the engine and 20. If so equipped, install the transmission oil cooler.
ECM wiring. If the transmission oil cooler is separate from the
12. Connect the heater hoses.
radiator: install the fasteners holding the trans-
mission oil cooler to the bottom of the radiator.
12.1 Connect the heater return hose to the Connect the hoses.
water pump
If the transmission oil cooler is integral with the
12.2 Connect the heater supply hose to the radiator: connect the hoses to the bottom of the
rear of the engine block. radiator.
13. Install the refrigerant compressor onto the en- 21. Fill the radiator with coolant. Use a 50/50
gine. For instructions, refer to Group 83. antifreeze-water mixture.

100/4 Business Class M2 Workshop Manual, Supplement 0, January 2002

Engine, Caterpillar 3126 01.04
Engine Removal and Installation

22. If equipped with a transmission oil cooler, check

the fluid level in the transmission and add auto-
matic transmission fluid as needed. Refer to
Group 26 of the Business Class M2 Maintenance
Manual for approved automatic transmission flu-
ids.
23. Install the hood and bumper. For instructions,
refer to Group 88 of this manual.
24. Connect the batteries.
25. Remove the chocks from the tires.
26. Start the engine, and check for leaks. Repair any
leaks found.
27. Test drive the vehicle.

Business Class M2 Workshop Manual, Supplement 0, January 2002 100/5

Air Intake Ducting 09.00
Air Intake Ducting Replacement

Replacement
1. Turn off the engine, apply the brakes, and chock
the tires.
2. Open the hood.

WARNING
Do not operate the engine with any component of
the air intake system removed. Serious physical 1
injury can occur if the turbocharger impeller is
touched when it is rotating.

NOTICE
All air intake components and connections must 2
be air- and water-tight. Dirt or dust entering the
engine can cause internal engine damage. Most
of the dirt and dust particles are silicates, which
fuse into abrasive glass-like particles when ex- 3
posed to engine combustion. These particles can
grind piston rings, pistons, and cylinder liners.
3. Remove the hose clamps that attach the air in-
take duct assembly to the air cleaner and the
turbocharger. If the duct assembly consists of
more than one piece, remove the clamps that
secure the elbows. See Fig. 1 and Fig. 2. 06/19/2006 f090436
1. Air Cleaner-to-Elbow Seal
4. Remove the air intake duct assembly. 2. Elbow
5. Determine which new air intake duct assembly to 3. Elbow-to-Duct Seal
install. Use PartsPro® to determine specific part
numbers. Fig. 1, Typical Elbow-to-Duct Configuration (MBE906
engine shown)
• Vehicles built before November 26, 2003
with MBE900 or C7 engines require the 7.1 Apply P-80® Rubber Lubricant Emulsion to
installation of smaller clamps and rubber the overlapping areas of all seals, elbows,
seals on the plastic duct connections. and tubes, and the air cleaner housing
outlet and turbocharger inlet.
• Vehicles built between November 26, 2003
and November 1, 2004 with MBE900 or C7 NOTE: P-80 Emulsion eases installation of
engines require the installation of rubber tight-fitting rubber and plastic parts by reduc-
seals only. ing the force needed for assembly. Once
• Vehicles built after November 1, 2004 have assembly is complete, P-80 Emulsion dries
the correct clamps and seals already in- and the part returns to its original condition.
stalled. Use P-80 Emulsion when a thin film of lubri-
6. Inspect the new air intake duct assembly for de- cant is desired.
bris that may have collected during shipping. Re- 7.2 Install all parts so that each connection
move any debris or dirt before installation. overlaps at least 1.18 inch (30 mm). The
7. Install the new air intake duct assembly between rubber seal, duct, and clamp of each con-
the air cleaner and turbocharger. nection should be fitted as shown in
Fig. 3.

Business Class M2 Workshop Manual, Supplement 16, September 2009 100/1

09.00 Air Intake Ducting
Air Intake Ducting Replacement

3
1

03/26/2009 f090437
2
1. Duct 3. Seal
2. Clamp 4. Air Cleaner Housing

06/19/2006 f090435 Fig. 3, Cross-Section of Air Intake Ducting

1. Air Cleaner-to-Elbow Seal
2. Elbow
3. Elbow-to-Turbocharger Seal

Fig. 2, Typical Elbow-to-Turbocharger Configuration

(CAT C7 engine shown)

7.3 Check the installed assembly for any inter-

ference or contact with adjacent compo-
nents. Loosen and adjust as necessary to
avoid chafing.
NOTE: Be sure all hose connections are
square and have proper overlap before tight-
ening the hose clamps.
8. Tighten the clamps on the air intake duct assem-
bly 40 lbf·in (452 N·cm).
9. Lower the hood.

100/2 Business Class M2 Workshop Manual, Supplement 16, September 2009

Air Cleaner 09.01
Element Replacement

Replacement
IMPORTANT: Do not modify, or use modified air
cleaners or duct components.
1. Park the vehicle on a level surface, shut down
the engine, and set the parking brake.
2. Chock the tires and open the hood.

1
NOTICE
All air intake components and connections must
be air- and water-tight. Dirt or dust entering the 2
engine can cause internal engine damage. Most
of the dirt and dust particles are silicates, which
fuse into abrasive glass-like particles when ex-
posed to engine combustion. These particles can
grind piston rings, pistons, and cylinder liners.
Do not operate the engine with the air cleaner
element or any air intake component removed.
3. Check the air cleaner housing for damage, and
check all ducts and connections for leakage. Ad-
just or replace parts as necessary.
4. Remove the capscrews that secure the primary 07/01/2011 f090489
air cleaner element in the air cleaner housing. 1. Primary Air Cleaner Element
2. Stainless Steel Safety Screen or Safety Air Cleaner
Remove the primary air cleaner element. See Element
Fig. 1.
NOTE: The vehicle is equipped with either a Fig. 1, Air Cleaner Elements
stainless steel safety screen or a safety air
9. Using capscrews, install the air cleaner element
cleaner element. Replace the safety screen or in the air cleaner housing. Tighten the capscrews
the safety element with every third primary air 25 to 35 lbf·in (280 to 400 N·cm).
cleaner element replacement.
10. Check all connections for tightness.
5. Remove the safety screen or element from the
air cleaner and wipe the inside of the air cleaner
with a clean, damp cloth. Check the housing and
sealing surfaces for damage, dust, or foreign
matter that could cause sealing problems. Clean
surfaces or replace parts as necessary.
6. Inspect the safety screen or element for damage.
Replace if necessary, or according to the recom-
mended maintenance interval (see the NOTE
before step 5).
7. Install the safety screen or element in the air
cleaner housing.
8. Inspect the new primary air cleaner element for
damage or holes.

Business Class M2 Workshop Manual, Supplement 21, March 2012 100/1

Air Cleaner 09.01
Housing Removal and Installation

Removal Installation
IMPORTANT: Do not modify, or use modified air 1. Check the air cleaner housing for damage, and
cleaners or duct components. check all ducts and connections for leakage. Ad-
just or replace parts as necessary.
1. Park the vehicle on a level surface, shut down
the engine, and set the parking brake. 2. Using three capscrews, install the air cleaner
housing on the mounting bracket.
2. Chock the tires and open the hood.
3. Install the air intake duct on the air cleaner outlet
port so that it overlaps by at least 1 inch (25
NOTICE mm). P80® Rubber Lubricant Emulsion, or
All air intake components and connections must equivalent rubber lubricant, can be used to ease
be air- and water-tight. Dirt or dust entering the assembly.
engine can cause internal engine damage. Most NOTE: To locate your local International Prod-
of the dirt and dust particles are silicates, which ucts Corporation distributor, call 1-609-386-877
fuse into abrasive glass-like particles when ex- or visit www.ipcol.com.
posed to engine combustion. These particles can
grind piston rings, pistons, and cylinder liners. 4. Check the duct for any interference or contact
Do not operate the engine with the air cleaner with adjacent components. Loosen and adust as
element or any air intake component removed. necessary.
3. Remove the air restriction indicator or sensor, if 5. Tighten the hose clamp at the air cleaner outlet
equipped. 40 lbf·in (450 N·cm).
4. Loosen the hose clamp that attaches the air in- 6. Install the air restriction indicator on the air
take duct to the air cleaner outlet port, then pull cleaner, if equipped.
the duct off the port. See Fig. 1.

2 3

10/04/2001 f090361a
1. Mounting Bracket 3. Air Cleaner
2. Capscrew

Fig. 1, Air Cleaner Installation

5. Remove the three capscrews that attach the air

cleaner to the air cleaner mounting bracket.

Business Class M2 Workshop Manual, Supplement 21, March 2012 110/1

Air Cleaner 09.01
Air Cleaner Restriction Checking

Restriction Checking For vehicles equipped with a go/no-go restriction

indicator without graduations, check the indicator
with the engine off to see if the colored bar
Restriction of air flow through the air cleaner element
shows through the clear window.
is measured at the tap in the air cleaner outlet.
Check the restriction indicator at the air cleaner or in
the cab if the vehicle is equipped with a dash- Air Cleaner Element Maximum Restriction
mounted restriction gauge. Pre-EPA07 EPA07/EPA10
Engine
Engines Engines
Vehicles may be equipped with either a manual-reset
restriction indicator with graduations (Fig. 1), or a Caterpillar 25 inH2O —
go/no-go restriction indicator without graduations Cummins 25 inH2O 25 inH2O
(Fig. 2).
Detroit Diesel 20 inH2O 22 inH2O
Mercedes-Benz 22 inH2O 22 inH2O
Table 1, Air Cleaner Element Maximum Restriction

2. If air restriction is below the maximum, no further

work is necessary.
If air restriction is at or above the maximum,
push the reset button on the indicator.
3. Operate the engine to see if air restriction ex-
ceeds recommended values again. This can be
done by running the vehicle on a dynamometer
08/07/2007 f090452 at full-load and rated rpm, or by driving the ve-
hicle for one day in the vehicle’s typical operating
Fig. 1, Manual-Reset Air Restriction Indicator, environment while not exceeding the rated rpm.
Graduated
See the engine manufacturer’s service literature
for information on rated rpm for your engine.
4. Check the indicator again. If air restriction contin-
ues to equal or exceed the maximum air restric-
tion value in Table 1 on an indicator with gradua-
tions, or if the colored bar shows through the
clear window on a go/no-go indicator, replace the
air cleaner element, then reset the indicator.
For air cleaner element replacement instructions,
see Subject 100 for instructions.

04/08/2005 f090431

Fig. 2, Manual-Reset Air Restriction Indicator, Go/

No-Go

1. For vehicles equipped with a manual-reset indi-

cator with graduations, check the indicator with
the engine off to see if air restriction equals or
exceeds the value shown in Table 1 for maxi-
mum air restriction.

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Charge Air Cooler 09.02
General Information

General Information
The charge air cooler (CAC) is attached to the front
of the radiator. The function of the CAC is to cool the
hot, compressed air that exits the turbocharger. The
CAC reduces the temperature of this air to the en-
gine manufacturers’ specified air intake temperature
before the air reaches the engine intake manifold.
The lower temperature reduces exhaust emissions,
improves fuel economy, and increases horsepower.

Business Class M2 Workshop Manual, Supplement 0, January 2002 050/1

Charge Air Cooler 09.02
CAC Removal and Installation

Removal 5. Connect the batteries.

NOTE: This procedure covers vehicles that have

the charge air cooler (CAC) mounted above the
condenser.
1. Apply the parking brakes and chock the tires.
2. Disconnect the batteries.
3. Remove the four Torx® fasteners that attach the
grille to the hood.
4. Loosen the constant tension hose clamps at both
ends of the flex tubes that attach the inlet and
outlet air piping to the CAC. Remove the flex
tubes and the CAC pipes from the CAC.
5. Standing in the grille opening of the hood, re-
move the nuts that attach the CAC to the mount-
ing brackets. Remove the CAC.
6. For a CAC that is mounted on a 1350-square-
inch radiator that has aluminum CAC baffles at-
tached to the radiator support channels, remove
the six Torx fasteners that secure the baffles to
the radiator. Discard the aluminum CAC baffles.

Installation
1. Using nuts, attach the right side of the CAC to
the mounting bracket, then attach the left side of
the CAC to the mounting bracket. After all four
nuts are installed, tighten them 25 to 31 lbf·ft (34
to 42 N·m).
2. Install the flex tubes between the CAC and the
CAC inlet and outlet air pipes. Place the constant
tension hose clamps over the flex tubes.
3. Turn the constant tension hose clamps so their
tightening screws are under the hoses or facing
inboard. Tighten the clamps 45 lbf·in (500 N·cm).
IMPORTANT: Vehicles built on or after February
26, 2007, have modified constant tension
clamps that adjust to changes in diameter at the
hose connection. When installing a new clamp
or reinstalling a modified clamp, tighten the fas-
tener 98 lbf·in (1100 N·cm). Do not retighten the
clamp unless the measured torque drops below
50 lbf·in (560 N·cm), at which time it should be
tightened again 98 lbf·in (1100 N·cm).
4. Using four Torx fasteners, attach the grille to the
hood.

Business Class M2 Workshop Manual, Supplement 15, March 2009 100/1

Charge Air Cooler 09.02
CAC Inspection and Leakage Test

Inspection The CAC core leakage test should be performed

using a CAC test kit, part number 5039, which can
be purchased from SPX Kent-Moore at 1-800-328-
1. Apply the parking brakes and chock the tires.
6657.
2. Check the charge air cooler (CAC) flex tubes
1. Apply the parking brakes and chock the tires.
and the inlet and outlet piping for holes or other
damage. Also check for loose or damaged con- 2. Connect the test equipment to the CAC core, as
stant tension hose clamps. Replace damaged follows. See Fig. 1.
parts. If hose clamps are loose, turn them so
2.1 Remove the inlet and outlet air piping from
their tightening screws are under the hoses or
the flex tubes that attach them to the CAC
facing inboard. Tighten the screws 45 lbf·in (500
air inlet and air outlet.
N·cm).
IMPORTANT: Vehicles built on or after February 2.2 Slip a safety ring with thumbscrew over
each flex tube and onto the CAC air inlet
26, 2007, have modified constant tension
and air outlet. Turn the rings so the
clamps that adjust to changes in diameter at the thumbscrews are facing outboard and the
hose connection. When installing a new clamp safety chains are inboard. Tighten the
or reinstalling a modified clamp, tighten the fas- thumbscrews securely.
tener 98 lbf·in (1100 N·cm). Do not retighten the
clamp unless the measured torque drops below 2.3 Install an additional constant tension hose
clamp on each flex tube.
50 lbf·in (560 N·cm), at which time it should be
tightened again 98 lbf·in (1100 N·cm). 2.4 Install the test plug without an adapter in
the CAC air inlet and turn the plug so the
3. Check the CAC core fins. If the fins are bent,
safety chain is inboard. Tighten each con-
use a small pair of needlenose pliers or a small
stant tension hose clamp 72 lbf·in (810
screwdriver to straighten them.
N·cm).
4. Check the CAC core for clogged fins. Use com-
pressed air or water to dislodge any material re- 2.5 Install the test plug with adapter in the
stricting airflow through the core. CAC air outlet and turn the plug so the
safety chain is inboard. Tighten each con-
5. Perform the "CAC Core Leakage Test." stant tension hose clamp 72 lbf·in (810
N·cm).
CAC Core Leakage Test
WARNING
Charge air coolers are designed in such a way that
they may leak an insignificant amount of air. The al- Always secure the test plugs with the safety
lowable leakage mentioned in Table 1 represents a rings. Test pressures could blow out an unse-
loss of less than 0.1 percent of charge airflow. Based cured test plug at high speed, possibly causing
on this rate, there should be no measurable loss of eye injury or other serious personal injury.
performance. 2.6 If not already installed, install a test valve/
gauge assembly and air chuck in the test
Leakage Rate Specifications plug with adapter.
Pressure Drop in 2.7 Attach a pressurized air line to the air
Start Pressure:
Engine 15 Seconds: psi chuck on the pressure regulator valve.
psi (kPa)
(kPa)
3. Test the CAC core as follows.
Caterpillar 5 (34) 30 (207)
Cummins 7 (48) 30 (207)
WARNING
Mercedes-Benz 5 (34) 30 (207)
Always wear safety glasses when doing this pro-
Table 1, Leakage Rate Specifications
cedure. Do not stand in front of the test plugs
while the core is pressurized. A plug could sud-

Business Class M2 Workshop Manual, Supplement 15, March 2009 110/1

09.02 Charge Air Cooler
CAC Inspection and Leakage Test

10 9

8
2

1 1
3
3
4
4 3
3 5

5
7

09/12/2001 f090277a
1. Safety Chain 5. Safety Ring 8. Test Plug with Adapter
2. Test Plug 6. CAC Air Inlet 9. Test Valve/Gauge Assembly
3. Constant Tension Hose Clamp 7. CAC Air Outlet 10. Air Chuck
4. Flex Tube

Fig. 1, CAC Core Testing

denly release debris at high speed, possibly re- 5. Pull the flex tubes and constant tension hose
sulting in eye injury or other serious personal clamps rearward until the hoses cover about
injury. 1-1/2 inches (38 mm) of the CAC air inlet and air
outlet piping.
3.1 Open the test valve, then slowly open the
pressure regulator valve and allow the 6. Turn the clamps so their tightening screws are
CAC to gradually fill with air to the start under the hoses or facing inboard. Tighten the
pressure. See Table 1. screws 45 lbf·in (500 N·cm).
3.2 Close the test valve and watch the gauge IMPORTANT: Vehicles built on or after February
for 15 seconds. If there is more than the 26, 2007, have modified constant tension
specified drop in the CAC pressure in 15 clamps that adjust to changes in diameter at the
seconds, replace the CAC. See Table 1. hose connection. When installing a new clamp
IMPORTANT: Do not attempt to repair the or reinstalling a modified clamp, tighten the fas-
CAC. tener 98 lbf·in (1100 N·cm). Do not retighten the
clamp unless the measured torque drops below
3.3 When testing is completed, reduce the 50 lbf·in (560 N·cm), at which time it should be
pressure on the pressure regulator valve tightened again 98 lbf·in (1100 N·cm).
to bleed air from the CAC.
4. Remove the test equipment (and the additional
constant tension hose clamps) from the flex
tubes.

110/2 Business Class M2 Workshop Manual, Supplement 15, March 2009

Charge Air Cooler 09.02
CAC Flushing

Flushing
If the charge air cooler (CAC) is suspected of being
contaminated, flush the CAC.
1. Apply the brakes and chock the tires.
2. Remove the CAC. For instructions, see Sub-
ject 100.
3. Set the CAC in a horizontal position with the inlet
and outlet ports facing up.
IMPORTANT: Use only naphtha or mineral spir-
its to clean the charge air cooler. Do not use
caustic solutions such as those that are com-
monly used in radiator shops. Do not use steam
or high-temperature cleaning operations. Caus-
tic solutions, steam, and high-temperature
cleaning operations will damage the RTV that
seals the charge air cooler tubes to the head-
ers, which may result in leaking.
4. Pour a filtered naphtha or mineral spirits solution
into the CAC until it is 40 percent full.
5. Cap the inlet and outlet ports on the CAC.
6. Rock the CAC back and forth so that the solvent
travels from one tank, through the tubes, to the
other tank and back. Repeat this process ten
times.
NOTE: Do not leave the solvent in the CAC for
more than 10 minutes.
7. Remove the caps from the inlet and outlet ports.
8. Drain the CAC and properly dispose of the sol-
vent.
9. Leave the caps off and allow the residual solvent
to evaporate.
10. Install the CAC. For instructions, see Sub-
ject 100.

Business Class M2 Workshop Manual, Supplement 15, March 2009 120/1

Charge Air Cooler 09.02
CAC Restriction Test

Restriction Test
After flushing the charge air cooler (CAC) because of
turbocharger or engine damage, test the pressure
drop across the CAC and air piping as follows:
1. Remove the pipe plug from the tapped hole in
the turbocharger air outlet elbow.
Remove the pipe plug or the nylon tube and at-
omizer for the ether start system if so equipped,
or the air line to the turbocharger air-pressure
gauge if so equipped from the tapped hole in the
rear-left side of the intake manifold.
Install an air pressure gauge in each tapped
hole.
2. Operate the engine at rated speed and horse-
power. There is no need to operate the engine at
its peak torque rating. While operating the en-
gine, read both air pressure gauges.
Because of air turbulence at the turbocharger
outlet, subtract 0.3 inHg (1 kPa) from the pres-
sure measurement taken at this point to make it
a true reading.
From that reading, subtract the reading taken at
the intake manifold. This is the pressure drop of
the CAC.
If the pressure drop is more than 4 inHg (14
kPa), flush or replace the CAC as needed.

Business Class M2 Workshop Manual, Supplement 15, March 2009 130/1

Air Compressor, Bendix Tu-Flo 550 and Tu-Flo 750 13.00
General Information

General Information 4
3 5
The Tu-Flo 550 and 750 air compressors are two-
cylinder, single stage, reciprocating compressors. 2
The Tu-Flo 550 air compressor has a rated displace-
ment of 13.2 cubic feet (4 cubic meters) per minute 6
at 1250 rpm. The Tu-Flo 750 air compressor has a
rated displacement of 16.5 cubic feet (5 cubic 1
7
meters) per minute at 1250 rpm.
The compressor consists of two major subassem-
blies, the cylinder head and the crankcase.
The cylinder head is an iron casting that houses the
inlet, discharge, and unloader valving. The cylinder
head contains the air inlet port and has both top and
side air discharge ports. There are three water cool-
ant ports on the cylinder head. Governor mounting
surfaces are provided at both the front and rear of
the cylinder head. The cylinder head is mounted on
the crankcase and is secured by six capscrews. 01/30/2002 f130114

The crankcase houses the cylinder bores, pistons, 1. Governor Mounting Pad
crankshaft and main bearings, and provides the 2. Water Inlet Port
flange or base mounting surface. See Fig. 1 and 3. Air Discharge
Fig. 2. 4. Cylinder Head
5. Water Outlet Port
6. Air Inlet
Operation 7. Crankcase

Fig. 1, Tu-Flo 550 Air Compressor

The compressor is driven by the vehicle engine and
is operating continuously while the engine is running.
Actual compression of air is controlled by the com-
pressor unloading mechanism and the governor. The
governor, which is generally mounted on the air com-
pressor, maintains the brake system air pressure be-
tween a preset maximum and minimum pressure
level.
See Fig. 3 for a section view of the Tu-Flo 550 and
750 air compressors.

Business Class M2 Workshop Manual, Supplement 1, April 2002 050/1

13.00 Air Compressor, Bendix Tu-Flo 550 and Tu-Flo 750
General Information

4 8
3
5
7
2
6
6
5
9
1 4
7
3
10

1
01/30/2002 f130115
1. Governor Mounting Pad
2. Water Inlet Port 02/05/2002 f130117
3. Air Discharge 1. Crankshaft
4. Cylinder Head 2. Connecting Rod
5. Water Outlet Port 3. Piston Ring
6. Air Inlet 4. Crankcase
7. Crankcase 5. Discharge Valve Seat
6. Discharge Valve
Fig. 2, Tu-Flo 750 Air Compressor 7. Discharge Valve Stop
8. Unloader Cover
9. Discharge Valve Spring
10. Piston

Fig. 3, Tu-Flo 550 and 750 Air Compressor

050/2 Business Class M2 Workshop Manual, Supplement 1, April 2002

Air Compressor, Bendix Tu-Flo 550 and Tu-Flo 750 13.00
Air Compressor Replacement

Replacement
1. Apply the parking brakes, chock the tires, and 2
open the hood.
2. Drain the air system. 1
3. Clean all the fittings and hose connections on
the air compressor, power steering pump, and
the supply and pressure lines on the power
steering gear until they are free of dirt.
4. Drain the radiator coolant. For instructions, see
Section 20.01, Subject 100.
08/13/2001 f130112
5. Loosen the constant torque hose clamps at both
ends of the charge air cooler outlet air piping. 1. Air Compressor 2. Oil Manifold
Remove the piping to access the air compressor.
Fig. 1, Oil Manifold
6. Remove the pressure line on the power steering
gear. 15. Remove the two capscrews that attach the air
compressor to the mounting bracket at the aft
7. Remove the radiator support rods to access the end of the air compressor. Remove the two cap-
air compressor. screws that attach the mounting bracket to the
engine and remove the mounting bracket. See
NOTE: On vehicles with combined air dryers Fig. 2.
and air reservoir modules, the air governor is
mounted on the air reservoir module not the air
compressor.
8. If the air governor is mounted on the compres-
sor, remove it and the air governor gasket. Dis-
1
card the gasket.
9. Remove the pressure line on the power steering 2
pump and allow the power steering fluid to drain.
After the fluid has drained, disconnect the other 1
end of the pressure line and remove it. Plug the
line and fittings to keep out dirt.
10. Remove the supply line from the power steering
pump and plug the line and fitting.
11. Remove the capscrews that attach the power 1
steering pump to the air compressor and remove 09/12/2001 f130113
the steering pump. Remove and discard the
1. Capscrew 2. Mounting Bracket
steering pump gasket.
12. Remove the cushion clamp from the air com- Fig. 2, Air Compressor Mounting Bracket
pressor. 16. Support the air compressor and remove the two
13. Marking their locations and positions, disconnect capscrews that attach the air compressor to the
all air, coolant, and oil lines attached to the air engine. Remove the air compressor and the gas-
compressor. Plug the lines and fittings. ket.
14. Remove the oil manifold that is attached to the 17. Inspect the condition of the air compressor gas-
engine. See Fig. 1. ket and replace the gasket if necessary.

Business Class M2 Workshop Manual, Supplement 1, April 2002 100/1

13.00 Air Compressor, Bendix Tu-Flo 550 and Tu-Flo 750
Air Compressor Replacement

NOTE: On Caterpillar engines, apply thread lock

compound 9S-3263 to the mounting capscrews.
18. Attach the air compressor to the front of the en-
gine. Be sure that the drive gear engages cor-
rectly with the gear in the front of the engine.
Install the capscrews on the air compressor and
tighten 60 to 90 lbf·ft (80 to 100 N·m).
19. Install the oil manifold on the engine.
20. Using a capscrew, attach the cushion clamp to
the air compressor and tighten 16 to 27 lbf·ft (21
to 35 N·m).
21. Install a new gasket on the power steering pump.
Using capscrews, attach the power steering
pump to the air compressor and tighten the cap-
screws 32 to 37 lbf·ft (43 to 50 N·m).
22. Unplug the air, coolant, and oil lines and attach
them to the air compressor.
23. If the air governor is mounted on the compres-
sor, install a new gasket on the air governor and
attach the air governor to the compressor.
24. Attach the supply line and pressure line to the
power steering pump.
25. Attach the pressure line to the power steering
gear.
26. Using bolts and nuts, attach the radiator support
rods to the mounting brackets.
27. Using constant torque hose clamps, install the
charge air cooler outlet air piping. Tighten the
hose clamps 45 lbf·in (500 N·cm).
28. Fill the power steering reservoir to between the
MAX HOT and MIN COLD lines. For approved
power steering fluids, see Section 46.06, Sub-
ject 400.
29. Fill the cooling system. For instructions, see Sec-
tion 20.01, Subject 100.
30. Start the engine and turn the steering wheel from
full right to full left two or three times to remove
air from the lines.
31. Check the power steering reservoir again and
add fluid if needed.
32. Check the hydraulic lines for leaks.
33. Remove the chocks from the tires and close the
hood.

100/2 Business Class M2 Workshop Manual, Supplement 1, April 2002

Air Compressor, Bendix Tu-Flo 550 and Tu-Flo 750 13.00
Troubleshooting

Troubleshooting Tables
Problem—Excessive Oil Passage
Problem—Excessive Oil Passage
Possible Cause Remedy
Restricted air intake. Check engine or compressor air cleaner and replace if necessary. Check
compressor air inlet for kinks, excessive bends, and be certain inlet lines have
the minimum specified inside diameter. Recommended minimum inlet line
inside diameter is 5/8 inch (16 mm). Recommended maximum air inlet
restriction is 25 inches of water.
Restricted oil return to engine. Oil return to the engine should not be restricted in any way. Check for
excessive bends, kinks, and restrictions in the oil return line. Minimum
recommended oil return line size is 5/8-inch (16 mm) outside diameter or
equivalent inside diameter of 1/2 inch (13 mm). The return line must
constantly descend from the compressor to the engine crankcase. Make
certain oil drain passages in the compressor and mating engine surfaces are
unobstructed and aligned. Special care must be taken when sealants are
used with, or instead of, gaskets.
Poorly filtered air inlet. Check for a damaged or dirty air filter on the engine or compressor. Check for
leaking or damaged compressor air intake components such as induction line,
fittings, gaskets, and filter bodies. The compressor intake should not be
connected to any part of the exhaust gas recirculation (E.G.R.) system on the
engine.
Insufficient compressor cooling For air-cooled portions of the compressor:
(compressor runs hot).
• Remove accumulated grease and dirt from the cooling fins. Replace
components found damaged.
• Check for damaged cooling fins. Replace compressor if found dam-
aged.
For a water-cooled compressor or water-cooled portions of the compressor:
• Check for proper coolant line sizes. Minimum recommended line out-
side diameter is 1/2 inch (13 mm).
• Check the coolant flow through the compressor. Minimum allowable
flow is 2.5 gallons per minute at engine governed speed. If low coolant
flow is detected, inspect the coolant lines and fittings for accumulated
rust scale, kinks, and restrictions.
• Water temperature should not exceed 200°F (93°C).
• Optimum cooling is achieved when engine coolant flows as shown in
Fig. 1.
Contaminants not being regularly drained Check reservoir drain valves to insure that they are functioning properly. It is
from system reservoirs. recommended that the vehicle be equipped with functioning automatic drain
valves or have all reservoirs drained to zero psi daily, or optimally, to be
equipped with a desiccant-type air dryer prior to the reservoir system.
Compressor runs loaded an excessive Vehicle system leakage should not exceed 1 psi (7 kPa) pressure drop per
amount of time. minute without brakes applied and 3 psi (21 kPa) pressure drop per minute
with brakes applied. If leakage is excessive, check for system leaks and re-
pair.

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13.00 Air Compressor, Bendix Tu-Flo 550 and Tu-Flo 750
Troubleshooting

Problem—Excessive Oil Passage

Possible Cause Remedy
Excessive engine crankcase pressure. Test for excessive engine crankcase pressure and repair or replace ventilation
components as necessary.
NOTE: An indication of crankcase pressure is a loose or partially lifted
dipstick.
Excessive engine oil pressure. Check the engine oil pressure with a test gauge and compare the reading to
the engine specifications. Bendix does not recommend restricting the
compressor oil supply line because of the possibility of plugging the restriction
with oil contaminants. Minimum oil supply line size is 3/16-inch (5 mm) inside
diameter.
Malfunctioning compressor. Replace or repair the compressor only after making certain none of the
preceding conditions exist.

Problem—Noisy Compressor Operation

Problem—Noisy Compressor Operation
Possible Cause Remedy
Loose drive gear or components. Inspect the fit of the drive gear on the compressor crankshaft. The pulley or
gear must be completely seated and the crankshaft nut must be tight. If the
compressor crankshaft surface or keyway is damaged, it is an indication of
loose drive components. If damage to the compressor crankshaft is detected,
replace the compressor. When installing the pulley or drive gear, torque the
crankshaft nut to the appropriate torque specifications.
Do not back off the crankshaft nut once it is tightened to the proper torque.
Do not use impact wrenches to install the crankshaft nut.
Excessively worn drive couplings or gears. Inspect drive gear, couplings, and engine for excessive wear. Replace as
necessary.
NOTE: Nonmetallic gears should be replaced when the compressor is
changed.
Compressor cylinder head or discharge Inspect the compressor discharge port and discharge line for carbon buildup.
line restrictions. If carbon is detected, check for proper compressor cooling. See the remedy
for insufficient compressor cooling in the previous table. Inspect the discharge
line for kinks and restrictions. Replace the discharge line as necessary.
Worn or burned out bearings. Check for proper oil pressure in the compressor. Minimum required oil
pressure is 15 psi (103 kPa) when engine is idling and 15 psi (103 kPa)
maximum governed engine rpm. Check for excessive oil temperature; oil
temperature should not exceed 240°F (115°C).
Malfunctioning compressor. Repair or replace the compressor after making certain none of the preceding
conditions exist.

Problem—Excessive Buildup and Recovery Time

Problem—Excessive Buildup and Recovery Time*
Possible Cause Remedy
Dirty induction air filter. Inspect engine or compressor air filter and replace if necessary.

300/2 Business Class M2 Workshop Manual, Supplement 1, April 2002

Air Compressor, Bendix Tu-Flo 550 and Tu-Flo 750 13.00
Troubleshooting

Problem—Excessive Buildup and Recovery Time*

Possible Cause Remedy
Restricted induction line. Inspect the compressor air induction line for kinks and restrictions and replace
as necessary.
Restricted discharge line or compressor Inspect the compressor discharge port and line for restrictions and carbon
discharge cavity. buildup. If carbon buildup is found, check for proper compressor cooling.
Replace faulty sections of the discharge line.
Slipping drive components. Check for faulty drive gears and couplings and replace as necessary. Check
the condition of drive belts and replace or tighten, whichever is appropriate.
Excessive air system leakage. Test for excessive system leakage and repair as necessary. Use the following
as a guide: Build system pressure to governor cutout and allow the pressure
to stabilize for one minute. Using a test gauge, note the system pressure drop
after two minutes. The pressure drops should not exceed:
• 2 psi (14 kPa) in each reservoir for a single vehicle;
• 6 psi (41 kPa) in each reservoir for a tractor and trailer;
• 8 psi (55 kPa) in each reservoir for a tractor and two trailers.
Sticking unloader pistons. Check the operation of the unloading mechanism. Check for proper operation
of the compressor air governor. If the governor is operating properly, replace
the unloader mechanism. Inspect for bent, kinked, or blocked tubing leading to
or from the governor.
Malfunctioning compressor. Repair or replace the compressor after making certain none of the preceding
conditions exist.
* Compressor should be capable of building air system pressure from 85 to 100 psi (552 kPa to 689 kPa) in 40 seconds with engine at full governed rpm. Mini-
mum compressor performance is certified to meet Federal requirements by the vehicle manufacturer. Do not downsize the original compressor.

Problem—Compressor Does Not Unload

Problem—Compressor Does Not Unload
Possible Cause Remedy
Malfunctioning governor or improper Test the governor for proper operation and inspect air lines to and from the
governor installation. governor for kinks or restrictions. Repair or replace the governor or connecting
air lines.
Malfunctioning or worn unloader pistons or Inspect for worn, dirty, or corroded unloader pistons and their bores. Replace
bores. as necessary.

Problem—Compressor Leaks Oil

Problem—Compressor Leaks Oil
Possible Cause Remedy
Damaged mounting gasket. Check the compressor mounting bolt torque. If the mounting bolt torque is low,
replace the compressor mounting gasket before retorqueing the mounting
bolts.
Cracked crankcase or end cover. Visually inspect the compressor exterior for cracked or broken components.
Cracked or broken crankcases or mounting flanges can be caused by loose
mounting bolts. The end cover can be cracked by overtorquing fittings or
plugs installed in the end cover. Repair or replace the compressor as
necessary.

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13.00 Air Compressor, Bendix Tu-Flo 550 and Tu-Flo 750
Troubleshooting

Problem—Compressor Leaks Oil

Possible Cause Remedy
Loose end cover. Check the capscrew torques and tighten as necessary. Replace gaskets or
O-rings.
Loose oil supply or return line fittings. Check the torque of external oil line fittings and tighten as necessary.
Porous compressor casting. Replace the compressor if porosity is found.
Mounting flange or end cover, O-ring or Replace as necessary.
gasket missing, cut, or damaged.

Problem—Compressor Constantly Cycles; Compressor Remains Unloaded for a Very Short Time
Problem—Compressor Constantly Cycles; Compressor Remains Unloaded for a Very Short Time
Possible Cause Remedy
Leaking compressor unloader pistons. Remove the compressor inlet strainer or fitting. With the compressor unloaded
(not compressing air), check for air leakage. Replace as necessary.
Malfunctioning governor. Test the governor for proper operation and repair or replace as necessary.
Excessive air system leakage. Test for excessive system leakage and repair as necessary. Use the following
as a guide: Build system pressure to governor cutout and allow the pressure
to stabilize for one minute. Using a test gauge, note the system pressure drop
after two minutes. The pressure drops should not exceed:
• 2 psi (14 kPa) in each reservoir for a single vehicle;
• 6 psi (41 kPa) in each reservoir for a tractor and trailer;
• 8 psi (55 kPa) in each reservoir for a tractor and two trailers.
Excessive reservoir contaminants. Drain reservoirs.

Problem—Compressor Leaks Coolant

Problem—Compressor Leaks Coolant
Possible Cause Remedy
Improperly installed plugs and coolant line Check torque of fittings and plugs and tighten as necessary. Overtorqued
fittings. fittings and plugs can crack the head or block casting.
Freeze cracks due to improper antifreeze Test antifreeze and strengthen as necessary. Check coolant flow through
strength. compressor to assure the proper antifreeze mixture reaches the compressor.
Malfunctioning compressor due to porous If casting porosity is detected, replace the compressor.
castings.

Problem—Compressor Head Gasket Malfunction

Problem—Compressor Head Gasket Malfunction
Possible Cause Remedy
Restricted discharge line. Clear restriction or replace line.
Loose cylinder head capscrews. Tighten evenly to a torque of 25 to 30 lbf·ft (34 to 41 N·m).
Malfunctioning compressor or head Check for rough or poorly machined head or block surfaces. Replace
gasket. compressor as necessary.

300/4 Business Class M2 Workshop Manual, Supplement 1, April 2002

Air Compressor, Bendix Tu-Flo 550 and Tu-Flo 750 13.00
Troubleshooting

A B

OR

B A

OR

A
01/30/2002 f130116

A. Coolant In B. Coolant Out

Fig. 1, Coolant Flow Options

Business Class M2 Workshop Manual, Supplement 1, April 2002 300/5

Air Compressor, Bendix Tu-Flo 550 and Tu-Flo 750 13.00
Specifications

Tu-Flo 550 and 750 Specifications • Minimum Coolant Flow (water cooled) at:
• Displacement at 1250 rpm: • Maximum rpm: 2.5 gpm (9.5 L/min)
• Tu-Flo 550: 13.2 cfm • Minimum rpm: 5 gpm (19 L/min)
• Tu-Flo 750: 16.5 cfm • Maximum discharge air temperature: 400°F
(204°C)
• Maximum recommended rpm:
• Minimum oil pressure required at maximum
• Tu-Flo 550: 3000 rpm
governed engine speed: 15 psig (103 kPa)
• Tu-Flo 750: 2400 rpm
• Number of cylinders: 2
• Minimum oil pressure required at engine idle
speed: 15 psig (103 kPa) • Weight: 50 pounds (23 kilograms)

• Maximum inlet air temperature: 250°F (121°C)

Fastener Torque Values

Description Torque
Cylinder Head Capscrews 440 to 500 lbf·in (4970 to 5650 N·cm)
End Cover Capscrews 175 to 225 lbf·in (1980 to 2540 N·cm)
Bottom Cover Capscrews 175 to 225 lbf·in (1980 to 2540 N·cm)
Unloader Cover Plate 175 to 225 lbf·in (1980 to 2540 N·cm)
Crankshaft Nut: Marsden or Castle 100 to 120 lbf·ft (136 to 163 N·m)
Discharge Valve Seat 70 to 90 lbf·ft (95 to 122 N·m)
Inlet Valve Stop 70 to 90 lbf·ft (95 to 122 N·m)
Table 1, Fastener Torque Values

Business Class M2 Workshop Manual, Supplement 1, April 2002 400/1

Air Compressor, WABCO 13.01
Air Compressor Removal, Inspection, and
Installation

Special Tools
A special tool is needed to replace the drive gear on
the WABCO 15.5 cfm and 28.1 cfm air compressors.
See Table 1.

Special Tool
Tool Description Manufacturer Part Number

Air Compressor Locking Device SPX Kent-Moore KM 904 589 03 63 00

f580250

Table 1, Special Tool

Removal
1. Shut off the engine, apply the parking brakes,
and chock the tires.
3
2. Drain the air tanks.
5
3. Open the hood and clean all the fittings and 4
hose connections on the air compressor and 2 6
power steering pump until they are free of dirt.
4. Drain the radiator coolant. For instructions, see 10 7 8
Section 20.01, Subject 100. 11

5. Remove the engine trim panel. 1

6. Disconnect the discharge line from the air com- 11 9
pressor and move it away from the compressor.
See Fig. 1. 14

7. Remove the air governor unloader line from the 12 13

compressor. 03/22/99 f130048
1. Air Compressor 9. Drive Nut
8. Remove the capscrew that attaches the air gov- 2. Front Coolant Line 10. Drive Gear
ernor to the engine and move the governor away 3. Discharge Line 11. O-Ring
from the air compressor. 4. Air Inlet Line 12. Capscrew
5. Unloader Air Line 13. Cross Plate
9. Disconnect the air inlet line from the air compres-
6. Rear Coolant Line 14. Power Steering
sor and plug the hole on the compressor. 7. Banjo Fitting Pump
10. Remove the tie straps on the wiring harnesses 8. Washer
as needed to access the coolant line. Disconnect Fig. 1, Air Compressor Installation
the rear coolant line from the cylinder head.
12. Remove the capscrews that attach the power
11. Disconnect the front coolant line at the compres-
steering pump to the air compressor and move
sor.
the steering pump away from the compressor.

Business Class M2 Workshop Manual, Supplement 5, September 2003 100/1

13.01 Air Compressor, WABCO
Air Compressor Removal, Inspection, and
Installation

IMPORTANT: Do not remove the power steering

lines. Secure the lines and the pump so they 1
are out of the way.
13. Remove the cross plate between the compressor
and the power steering pump. See Fig. 1.
NOTE: On vehicles with automatic transmis-
sions, it may be necessary to remove the brack- 2
4
ets that attach the automatic transmission cooler
lines to the engine to obtain enough room to 3
remove the compressor.
14. Use a drain pan to catch any oil or water when
the compressor is removed. Remove the cap- 03/02/99 f130045
screws that attach the air compressor to the en- 1. Capscrew 3. End of Drive Shaft
gine and remove the compressor. 2. Locking Device 4. Air Compressor

Fig. 2, Locking Device Installation

Inspection
3.6 Remove the locking device from the air
1. Attach the fittings to the replacement compressor compressor.
and replace damaged O-rings and fittings as
needed. Note the position of the rear coolant line Installation
on the back of the compressor for reference dur-
ing installation. 1. Using four capscrews, attach the air compressor
2. Replace the O-ring between the power steering to the engine. Torque the capscrews 30 lbf·ft (40
pump and the air compressor. N·m).
3. Inspect the drive gear for worn or broken teeth, IMPORTANT: Before installing the power steer-
or spalling. If necessary, replace the drive gear. If ing pump, make sure the cross plate is installed
replacing the drive gear, use the instructions in on the air compressor. See Fig. 3.
the following substeps; otherwise proceed to the
next step. 2. Using two capscrews, attach the power steering
pump to the air compressor. Torque the cap-
3.1 Using two capscrews, install the SPX screws 30 lbf·ft (40 N·m).
Kent-Moore locking device (PN KM 904
589 03 63 00) on the air compressor 3. Install the two coolant lines. Tighten the banjo
where the power steering pump connects fittings 30 lbf·ft (40 N·m). Use tie straps to secure
to the air compressor. Tighten the cap- the crank angle position sensor wires to the cool-
screws until the air compressor drive is ant line as needed.
locked. See Fig. 2. 4. If the brackets that attach the automatic trans-
3.2 Place the air compressor securely in a mission cooler lines to the engine were removed,
vise. use capscrews to install the brackets.

3.3 Using an impact wrench, remove the 5. Install the air inlet line.
drive nut from the drive gear. 6. Using a capscrew, install the air governor on the
3.4 Remove the drive gear from the air com- engine.
pressor. If necessary, use a gear puller to 7. Attach the unloader line to the air compressor.
remove the drive gear.
8. Attach the discharge line to the air compressor.
3.5 Install a new drive gear and nut on the
drive shaft. Torque the nut 200 lbf·ft (270 9. Install the engine trim panel.
N·m).

100/2 Business Class M2 Workshop Manual, Supplement 5, September 2003

Air Compressor, WABCO 13.01
Air Compressor Removal, Inspection, and
Installation

2 4
3
1

02/06/2002 6 f130105
1. Capscrew
2. Power Steering Pump
3. O-Ring, Power Steering Pump
4. Cross Plate
5. Air Compressor
6. Hydraulic Lines

Fig. 3, Power Steering Pump Installation

10. Fill the cooling system. For instructions, see Sec-
tion 20.01, Subject 100.
11. Remove the chocks from the tires and close the
hood.

Business Class M2 Workshop Manual, Supplement 5, September 2003 100/3

Air Compressor, Bendix BA-921 13.02
General Information

General Information 5 6 7
4 8
The BA-921 air compressor is a single-cylinder recip-
rocating compressor with a rated displacement of
3 9
15.8 cubic feet per minute at 1250 rpm. The com-
pressor consists of a water-cooled cylinder head, a
valve plate assembly, and an air-cooled integral 2
crankcase and cylinder block. See Fig. 1. The cylin-
der head is an aluminum casting that contains the
required air and water ports as well as an unloader 1
piston. The valve plate assembly consists of lami-
nated and brazed steel plates that incorporate vari-
ous valve openings and channels for conducting air
and engine coolant in to and out of the cylinder
head.
The discharge valves are part of the valve plate as-
sembly. The cylinder head and the valve plate com-
prise a complete cylinder head assembly. The cast
iron crankcase and cylinder block assembly houses
the piston, connecting rod, crankshaft, and related 11 10
bearings. 07/17/2002 f130118
The BA-921 crankcase cover is stamped with infor- 1. Crankcase 7. Governor Connection
mation identifying the compressor model, customer 2. Valve Plate Assembly 8. Discharge Port
piece number, Bendix piece number, and serial num- 3. Cylinder Head 9. Water Port
ber. See Fig. 2. 4. Air Inlet Port 10. Crankcase Cover
5. Unloader Cover 11. Oil Port
6. Water Port
Principles of Operation
Fig. 1, BA-921 Air Compressor
The compressor is driven by the vehicle engine and
functions continuously while the engine is in opera-
tion. Actual compression of air is controlled by the
compressor unloading mechanism operating in con-
junction with a governor.
BA−921
Cust P/N: XXXXXXX
Bendix P/N: 5XXXXXX
Serial Number: XXXXXX

07/15/2002 f130119

Fig. 2, BA-921 Crankcase Cover

Business Class M2 Workshop Manual, Supplement 7, March 2005 050/1

Air Compressor, Bendix BA-921 13.02
Air Compressor Replacement

Replacement 16. Turn on the engine and check for leaks.

17. Remove the chocks from the tires and lower the
1. Shut down the engine, apply the parking brakes, hood.
chock the tires, and open the hood.
2. Drain the air system.

WARNING
Wear goggles when using compressed air to
clean or dry parts, as permanent eye injury could
result from flying debris.
3. Using a cleaning solvent, remove road dirt and
grease from the outside of the air compressor.
Then dry the compressor with compressed air.
4. Drain the radiator coolant. For instructions, see
Group 20.
5. Identify and disconnect all air, water, and oil lines
attached to the air compressor.
6. Remove the air governor and the air governor
mounting gasket.
7. Remove any components attached to the air
compressor, such as a fuel pump or power steer-
ing pump.
8. Support the air compressor and remove the cap-
screws that attach the compressor to the gear
case. Remove the air compressor.
9. Discard all gaskets.
IMPORTANT: Be sure the new gaskets are
clean and not damaged.
10. Install a new air compressor gasket on the com-
pressor.
11. Using capscrews, attach the air compressor to
the gear case. For torque specifications, see the
engine manufacturer’s service manual.
12. Install any components that were removed from
the air compressor, such as a fuel pump or
power steering pump.
13. Install a new gasket on the air governor. Then
install the air governor on the engine.
14. Identify and connect the air, coolant, and oil lines
to the air compressor.
15. Fill the engine cooling system. For instructions,
see Group 20.

Business Class M2 Workshop Manual, Supplement 7, March 2005 100/1

Air Compressor, Bendix BA-921 13.02
Troubleshooting

Troubleshooting Tables
Problem—Noisy Compressor Operation
Problem—Noisy Compressor Operation
Possible Cause Remedy
Loose drive gear or components. Inspect the fit of the drive gear on the compressor crankshaft. The gear or
coupling must be completely seated and the crankshaft nut must be tight. If
the compressor crankshaft surface is damaged, it is an indication of loose
drive components. If damage to the compressor crankshaft is detected,
replace the compressor. When installing the drive gear or pulley, torque the
crankshaft nut to the appropriate torque specifications and use care when
pressing drive components on to the crankshaft.
Do not back off the crankshaft nut once it is tightened to the proper torque.
Do not use impact wrenches to install the crankshaft nut.
Excessively worn drive couplings or gears. Inspect drive gear, couplings, and engine for excessive wear. Replace as
necessary.
NOTE: Nonmetallic gears should be replaced when the compressor is
changed.
Compressor cylinder head or discharge Inspect the compressor discharge port and discharge line for carbon buildup.
line restrictions. If carbon is detected, check for proper cooling to the compressor. See the
remedy for insufficient compressor cooling in the table titled Problem—
Excessive Oil Passage. Inspect the discharge line for kinks and restrictions.
Replace the discharge line as necessary.
Worn or burned out bearings. Check for proper oil pressure in the compressor. Minimum required oil
pressure is 15 psi (103 kPa) when engine is idling and 15 psi (103 kPa)
maximum at governed engine rpm. Check for excessive oil temperature; oil
temperature should not exceed 240°F (115°C).
Malfunctioning compressor. Repair or replace the compressor after making certain none of the preceding
conditions exist.

Problem—Compressor Does Not Unload

Problem—Compressor Does Not Unload
Possible Cause Remedy
Malfunctioning governor or installation. Test the governor for proper operation and inspect air lines to and from it for
kinks or restrictions. Repair or replace the governor or connecting air lines.
Malfunctioning or worn unloader pistons or Inspect for worn, dirty, or corroded unloader piston and bore. Replace as
bores. necessary.

Problem—Compressor Leaks Oil

Problem—Compressor Leaks Oil
Possible Cause Remedy
Damaged mounting gasket. Check the compressor mounting capscrew torque. If the mounting capscrew
torque is low, replace the compressor mounting gasket before retorquing the
mounting capscrews.

Business Class M2 Workshop Manual, Supplement 7, March 2005 300/1

13.02 Air Compressor, Bendix BA-921
Troubleshooting

Problem—Compressor Leaks Oil

Possible Cause Remedy
Cracked crankcase or end cover. Inspect the compressor exterior for cracked or broken components. Cracked
or broken crankcases or mounting flanges can be caused by loose mounting
bolts. The end cover can be cracked by overtorquing fittings or plugs installed
in the end cover. Repair or replace the compressor as necessary.
Loose crankcase end cover or bottom Check the capscrew torques and tighten as necessary. Replace gaskets or
cover. O-ring.
Loose oil supply or return line fittings. Check the torque of external oil line fittings and tighten as necessary.
Porous compressor casting. Replace the compressor if porosity is found.
Mounting flange or end cover, O-ring or Replace as necessary.
gasket missing, cut, or damaged.

Problem—Compressor Constantly Cycles; Compressor Remains Unloaded for a Very Short Time
Problem—Compressor Constantly Cycles; Compressor Remains Unloaded for a Very Short Time
Possible Cause Remedy
Leaking compressor unloader pistons. Repair or replace as necessary. Remove the compressor inlet air strainer or
fitting. With the compressor unloaded (not compressing air), listen for air
escaping.
Malfunctioning governor and installation. Test the governor for proper operation and inspect air lines for kinks or
restrictions. Repair or replace the governor or connecting air lines as required.
Excessive system leakage. Test for excessive system leakage and repair as necessary. Use the following
as a guide. Build system pressure to governor cutout and allow the pressure
to stabilize for one minute. Using a test gauge, note the system pressure and
the pressure drop after two minutes. The pressure drops should not exceed:
• 2 psi (14 kPa) in each reservoir for a single vehicle;
• 6 psi (41 kPa) in each reservoir for a tractor and trailer;
• 8 psi (55 kPa) in each reservoir for a tractor and two trailers.
Excessive reservoir contaminants. Drain reservoirs.

Problem—Compressor Leaks Coolant

Problem—Compressor Leaks Coolant
Possible Cause Remedy
Improperly installed plugs and coolant line Check torque of fittings and plugs and tighten as necessary. Overtorqued
fittings. fittings and plugs can crack the head or block casting.
Freeze cracks due to improper antifreeze Test antifreeze and strengthen as necessary. Check coolant flow through
strength. compressor to assure the proper antifreeze mixture reaches the compressor.
Malfunctioning compressor due to porous If casting porosity is detected, replace the compressor.
castings.

300/2 Business Class M2 Workshop Manual, Supplement 7, March 2005

Air Compressor, Bendix BA-921 13.02
Troubleshooting

Problem—Compressor Head Gasket Malfunction

Problem—Compressor Head Gasket Malfunction
Possible Cause Remedy
Restricted discharge line. Clear restriction or replace line.
Loose cylinder head capscrews. Tighten evenly to a torque of 265 to 292 lbf·in (2990 to 3300 N·cm).
Malfunctioning compressor or head Check for rough or poorly machined head or block surfaces. Replace
gasket. compressor as necessary.

Problem—Excessive Oil Passage

Problem—Excessive Oil Passage*
Possible Cause Remedy
Restricted air intake. Check engine air cleaner and replace if necessary. Check compressor air inlet
for kinks and excessive bends, and be certain inlet lines have the minimum
specified inside diameter. Recommended maximum air inlet restriction is 25
inches of water.
Restricted oil return to engine. Oil return to the engine should not be in any way restricted. Make certain oil
drain passages in the compressor and mating engine surfaces are
unobstructed and aligned. Correct gaskets must be used. Special care must
be taken when sealants are used with, or instead of, gaskets.
Poorly filtered air inlet. Check for a damaged or dirty air filter on the engine or compressor. Check for
leaking or damaged compressor air intake components such as induction line,
fittings, gaskets, and filter bodies. The compressor intake should not be
connected to any part of the exhaust gas recirculation (E.G.R.) system on the
engine.
Insufficient compressor cooling For air-cooled portions of the compressor:
(compressor runs hot).
• Remove accumulated grease and dirt from the cooling fins. Replace
damaged components.
• Check for damaged cooling fins. Replace compressor if damaged.
For water-cooled portions of the compressor:
• Check for proper coolant line sizes. Minimum recommended line i.d. is
3/8 inch (10 mm).
• Check the coolant flow through the compressor. Minimum allowable
flow is 2.5 gallons (9 L) per minute at engine governed speed. If low
coolant flow is detected, inspect the coolant lines and fittings for accu-
mulated rust scale, kinks, and restrictions.
• Water temperature should not exceed 200°F (93°C).
• Optimum cooling is achieved when engine coolant flows as shown in
Fig. 1.
Contaminants not being regularly drained Check reservoir drain valves to insure that they are functioning properly. It is
from system reservoirs. recommended that the vehicle be equipped with functioning automatic drain
valves or have all reservoirs drained to zero psi daily, or optimally, to be
equipped with a desiccant-type air dryer prior to the reservoir system.

Business Class M2 Workshop Manual, Supplement 7, March 2005 300/3

13.02 Air Compressor, Bendix BA-921
Troubleshooting

Problem—Excessive Oil Passage*

Possible Cause Remedy
Compressor runs loaded an excessive Vehicle system leakage should not exceed 1 psi (7 kPa) pressure drop per
amount of time. minute without brakes applied and 3 psi (21 kPa) pressure drop per minute
with brakes applied. If leakage is excessive, check for system leaks and repair
any leaks.
Excessive engine crankcase pressure. Test for excessive engine crankcase pressure and repair or replace ventilation
components as necessary.
NOTE: An indication of crankcase pressure is a loose or partially lifted
dipstick.
Excessive engine oil pressure. Check the engine oil pressure with a test gauge and compare the reading to
the engine specifications. Bendix does not recommend restricting the
compressor oil supply line because of the possibility of plugging the restriction
with oil contaminants. Minimum oil supply line size is 3/16-inch (5-mm) i.d.
tubing.
Malfunctioning compressor. Replace or repair the compressor only after making certain none of the
preceding conditions exist.
* Compressor passes excessive oil as evidenced by presence of oil at the exhaust ports of valving.

Problem—Excessive Buildup and Recover Time

Problem—Excessive Buildup and Recover Time*
Possible Cause Remedy
Dirty induction air filter. Inspect engine or compressor air filter and replace if necessary.
Restricted induction line. Inspect the compressor air induction line for kinks and restrictions and replace
as necessary.
Restricted discharge line or compressor Inspect the compressor discharge port and line for restrictions and carbon
discharge cavity. buildup. If carbon buildup is found, check for proper compressor cooling.
Replace faulty sections of the discharge line.
Slipping drive components. Check for faulty drive gears and couplings and replace as necessary. Check
the condition of drive belts and replace or tighten, whichever is appropriate.
Excessive air system leakage. Test for excessive system leakage and repair as necessary. Use the following
as a guide. Build system pressure to governor cutout and allow the pressure
to stabilize for one minute. Using a test gauge, note the system pressure and
the pressure drop after two minutes. The pressure drops should not exceed:
• 2 psi (14 kPa) in each reservoir for a single vehicle;
• 6 psi (41 kPa) in each reservoir for a tractor and trailer;
• 8 psi (55 kPa) in each reservoir for a tractor and two trailers.
Sticking unloader pistons. Check the operation of the unloading mechanism. Check for proper operation
of the compressor air governor. Make certain the air connections between the
governor and compressor are correct. See Fig. 2. If the governor is operating
properly, replace the unloader mechanism. Inspect for bent, kinked, or blocked
tubing leading to or from the governor.

300/4 Business Class M2 Workshop Manual, Supplement 7, March 2005

Air Compressor, Bendix BA-921 13.02
Troubleshooting

Problem—Excessive Buildup and Recover Time*

Possible Cause Remedy
Malfunctioning compressor. Repair or replace the compressor after determining none of the preceding
conditions exist.
* Compressor should be capable of building air system pressure from 85 to 100 psi (586 to 689 kPa) in 40 seconds with engine at full governed rpm. Mini-
mum compressor performance is certified to meet Federal requirements by the vehicle manufacturer. Do not downsize the original equipment compressor.

2
C

4
3

B 1
07/15/2002 f130120

1. Compressor
2. Governor Unloader Port
3. Supply Reservoir
4. Governor
5. Reservoir Port

Fig. 2, Plumbing Diagram

A D
11/14/2002 f130121
NOTE: The cylinder head connection ports are identified
with the following numbers which are cast into the com-
pressor: 0–Air In; 2–Compressed Air Out; 9–Coolant In
or Out; 4–Governor Control.
A. Coolant In or Out (One of the two ports is
plugged.)
B. Inlet Port
C. Coolant In or Out (One of the two ports is
plugged.)
D. Discharge Safety Valve

Fig. 1, Cylinder Head Port Identification

Business Class M2 Workshop Manual, Supplement 7, March 2005 300/5

Air Compressor, Bendix BA-921 13.02
Specifications

BA-921 Specifications: • Maximum inlet air temperature: 250°F (121°C)

• Flow capacity at 1800 rpm and 120 psi (827 • Maximum discharge air temperature: 400°F
kPa): 11.8 cfm (204°C)
• Flow capacity at 3000 rpm and 120 psi (827 • Minimum oil pressure required at engine idle
kPa): 16.5 cfm speed: 15 psi (103 kPa)
• Approximate horsepower required: • Minimum oil pressure required at maximum
governed engine speed: 15 psi (103 kPa)
– loaded 1800 rpm at 120 psig (827 kPa):
4.5 hp • Number of cylinders: 1
– unloaded 1800 rpm: 1.3 hp • Weight: 28 pounds (13 kilograms)
• Minimum governor cutout pressure: 130 psi
(896 kPa)

Fastener Torque Values

Torque
Description
lbf·in (N·cm)
Cylinder Head Capscrews 265 to 292 (2990 to 3300)
Unloader Cover Capscrew 62 to 71 (700 to 800)
Rear End Cover Capscrews 195 to 213 (2200 to 2400)
Governor Adapter 300 to 325 (3390 to 3672)
Crankcase Cover Capscrew 62 to 71 (700 to 800)
Crankshaft Nut 220 to 254 lbf·ft (298 to 344 N·m)
Table 1, Fastener Torque Values

Business Class M2 Workshop Manual, Supplement 7, March 2005 400/1

Alternator 15.00
General Information

General Information
Both Leece-Neville and Delco Remy alternators are 5
available as original equipment on Freightliner ve- 4
hicles. Installation and removal are the same for all 3
alternators on a given engine design. 2
Many alternators are equipped with a remote-sense
terminal that connects to the batteries, and adjusts 1
the alternator output to keep the system at full
charge. See Fig. 1 for a Delco Remy alternator with
remote sense. See Fig. 2 for a Leece-Neville alterna-
tor with remote sense.

5
4
3 07/12/2010 f151153a
2
1. Lamp Terminal ’L’ 4. Positive Terminal
2. Remote-Sense (Battery)
Terminal ’S’ 5. Remote Sense
1 3. A.C. Terminals Circuit 123E

Fig. 2, Leece-Neville Alternator with Remote Sense

07/12/2010 f151152a
1. Remote-Sense 4. Remote Sense
Terminal Circuit 123E
2. Indicator Terminal 5. Positive Terminal
(lamp) (Battery)
3. Relay Terminal ’R’

Fig. 1, Delco Remy Alternator with Remote Sense

Business Class M2 Workshop Manual, Supplement 20, September 2011 050/1

Alternator 15.00
Removal and Installation

Removal 6.3 Hold the rotor shaft with the Allen wrench,
and turn the pulley nut counterclockwise
to remove it. See Fig. 1. Remove the nut,
1. Apply the parking brake, shut down the engine,
washer, and pulley.
and chock the rear tires. Open the hood.
2. Disconnect the batteries.

NOTICE
Some vehicles are equipped with a cab load dis-
connect switch (CLDS). The CLDS does not dis-
connect power to the alternator and starter, so a
short-circuit hazard still exists when working on
the vehicle. The batteries must be disconnected
to remove the short-circuit hazard when working
on the charging system.
3. Remove the alternator drive belt, following the
instructions in Section 01.01 of this manual.
NOTE: Be sure the belt is working correctly be-
fore replacing the alternator. Many charging sys-
tem problems originate in the drive belt. Inspect
the belt for glazing, wear (frayed edges), dam-
age (breaks or cracks), or oil contamination. Re-
place the belt if any of these conditions are
present.
4. Note the wire connections on the terminals, then
disconnect the wiring harness. Refer to Sub-
ject 050 in this section for wiring connections.
5. Remove the alternator-mounting capscrews. Re-
move the alternator.
6. Remove the pulley for use on the new alternator.
If the alternator is a Delco Remy, remove the pul-
ley as follows:
03/22/2007 f151112
Hold the rotor shaft with the Allen wrench, and turn the
WARNING pulley nut counterclockwise to remove it. Remove the
nut, washer, and the pulley.
Do not attempt to keep the pulley from turning
with your hand, and do not jam a screwdriver Fig. 1, Loosening a Delco Remy Alternator Pulley Nut
into the cooling fins to keep it from turning, as
you attempt to loosen the pulley nut. Using pul- Installation
ley nut removal and installation methods other
than the one described below may cause per- 1. For a Delco Remy alternator, install the pulley on
sonal injury, or damage the alternator and void the new alternator.
the warranty.
1.1 Hold the alternator pulley retaining nut
6.1 Hold the alternator pulley retaining nut with a box-end wrench.
with a box-end wrench.
1.2 Insert a 5/16-inch Allen wrench into the
6.2 Insert a 5/16-inch Allen wrench into the Allen fitting in the rotor shaft.
Allen fitting in the rotor shaft.

Business Class M2 Workshop Manual, Supplement 20, September 2011 100/1

15.00 Alternator
Removal and Installation

1.3 Hold the rotor shaft with the Allen wrench, output-terminal hexnut 100 lbf·in (1140 N·cm).
and turn the pulley nut clockwise to Tighten the ground-terminal hexnut 65 lbf·in (730
tighten. N·cm). Tighten the other terminal hexnuts 20
lbf·in (225 N·cm).
1.4 Tighten the pulley nut 75 lbf·ft (101 N·m).
4. Protect any exposed terminal connectors with
2. Install the alternator.
dielectric red enamel.
2.1 Position the alternator on the engine. and 5. Connect the batteries.
start the mounting capscrews.
6. Close and latch the hood, and remove the tire
On Leece Neville pad-mounted alterna- chocks.
tors, belt alignment is obtained by the two
mounting bolt holes closest to the alterna-
tors pulley. These holes are precision
drilled so the alternator is positioned cor-
rectly on the engine bracket for proper belt
alignment. When mounting a Leece-
Neville alternator, it is important that the
label or regulator face away from the en-
gine block. If this is not adhered to then
the belt alignment will not be correct. See
Fig. 2.

B
A

05/20/2011 f151168

A. Regulator must face away from the engine block.

B. Label must face away from the engine block.

Fig. 2, Leece-Neville Pad-Mounted Alternator

Installation

2.2 Tighten the mounting capscrews 35 lbf·ft

(48 N·m).
2.3 Install the drive belt following the instruc-
tions in Section 01.01 of this manual.
3. As noted during removal, connect the wiring har-
ness to the alternator terminals. Tighten the

100/2 Business Class M2 Workshop Manual, Supplement 20, September 2011

Alternator 15.00
Troubleshooting

Troubleshooting 1. Using the Intelli-Check 2, perform a voltage drop

test on the alternator cables. See Fig. 1.
IMPORTANT: Before testing, make sure:
• All belts are tensioned and are not
cracked, worn, or glazed;
• The wiring and terminals are free of corro-
sion, properly torqued, and protected with
dielectric enamel.

Pre-Test Checks
1. Shut down the engine, apply the parking brake,
and chock the tires. Raise the hood.
2. If the vehicle is equipped with a remote-sense
circuit, inspect as follows:
2.1 Verify that the remote-sense wire (circuit #
123E) is connected to the remote sense
terminal. 07/14/2010 f151154

2.2 Verify the fuse for the remote-sense circuit Fig. 1, Intelli-Check 2 Alternator Analyzer
is not open. This fuse is located in the
PTPDM on pre EPA 10 vehicles and is in 1.1 With the vehicle shut down, begin by turn-
the PNDB on EPA 10 vehicles. The re- ing the tester on. Select “Voltage Drop”
mote sense terminal on the alternator will Test and press Enter. Press ESC to by-
measure approximately 1/2 volt below bat- pass the vehicle ID screen.
tery voltage when the remote sense circuit
(123E) fuse is open. 1.2 Select “Charging Cables” and press Enter.
Enter the rated alternator output from the
3. Check all connections between the battery, label on the alternator and press Enter.
starter and alternator for tightness and signs of
corrosion. Tighten, clean, and protect as neces- 1.3 Connect the large leads to the alternator
sary. output terminal and ground and press
Enter.
Using the Intelli-Check 2 NOTE: Disregard the tester summary of
Systems Analyzer pass/fail. A voltage drop of 1/2 volt or less is
acceptable.
NOTE: The Intelli-Check 2 tester is recom-
mended for alternator testing. It is capable of 1.4 Connect the small leads to the battery.
testing alternators with an output that is greater Press Enter to run the test. Use caution
as the tester becomes warm during the
than the limit of the Intelli-Check (original) tester test. If there is ½ volt or less voltage drop
limit of 145 amps. measured on each cable, the cables and
IMPORTANT: The batteries should be charged connections are acceptable. If there is
to at least 12.6 volts before performing the fol- voltage drop in excess of ½ volt, locate
lowing tests. Remove the surface charge from and repair the cause before continuing
freshly charged batteries by turning the head- with further testing.
lights and blower fan on high for several min- 2. Test the alternator using the Intelli-Check 2.
utes. 2.1 With the vehicle shut down, begin by turn-
ing the tester on. Select “Alternator Test”

Business Class M2 Workshop Manual, Supplement 20, September 2011 300/1

15.00 Alternator
Troubleshooting

and press Enter. Press ESC to bypass the 12.35. If the batteries will start the vehicle,
vehicle ID screen. proceed with the alternator test.
2.2 Remove the small leads from the battery, 3. Start the engine using onboard batteries only. If
leaving the large leads connected as they the batteries will not start the engine, they must
were in the voltage drop test and press be charged. Start the test again after charging
Enter. The alternator rated output will the batteries and removing the surface charge.
‘stick’ from the value used in the voltage 4. Verify the engine is at idle and all electrical loads
drop test. Press Enter. are off.
2.3 Start the engine. The amount of time it 5. Depress the accelerator to governed speed, hold
takes to walk back to the tester should for 10 seconds, then return to idle.
have given the system enough time for
the voltage to stabilize. Press Enter to • If the GOOD (green) LED illuminates, pro-
begin the test. ceed to the next step.

2.4 When prompted, accelerate the engine to • If any LEDs illuminate indicating over-
governed speed for 10 seconds. charge, partial charge or no charge (the
three red lights in the DEFECTIVE sec-
2.5 Turn the engine off. The results will be tion), replace the alternator.
displayed on the Intelli-Check 2.
6. With the engine running, turn on all electrical
loads.
Using the Intelli-Check (Original)
7. Depress the accelerator to governed speed, hold
Systems Analyzer for 10 seconds, then return to idle.
See Fig. 2. 8. If the GOOD (green) LED illuminates, the alter-
1. With the engine off, connect the red alligator clip nator is OK and the test is complete.
to the output terminal of the alternator. Connect 9. If any LEDs illuminate indicating overcharge, par-
the black alligator clip to the alternator ground. tial charge or no charge (the three red lights in
An optional ground connection is to the body of the DEFECTIVE section), replace the alternator.
the alternator. The tester LEDs will illuminate and
then go off as it performs a self-test.
2. After 4 seconds the tester will activate. The fol-
lowing LEDs may illuminate depending on the
condition of the batteries:
2.1 GOOD (green) LED indicates the battery
voltage is above 12.8 and has a surface
charge. The surface charge must be re-
moved before proceeding with the alterna-
tor test. To remove the surface charge,
turn on the headlights and blower fan for 2
minutes without restarting the engine.
Reset the tester by disconnecting, then
reconnecting the tester alligator clips. The
analyzer will again perform its self-test.
2.2 NO CHARGE (red) LED indicates the bat-
tery voltage is below 12.8. This LED
should illuminate for most tests. Proceed
with the alternator test.
2.3 LOW BATTERY VOLTAGE (blue) LED
indicates the battery voltage is below

300/2 Business Class M2 Workshop Manual, Supplement 20, September 2011

Alternator 15.00
Troubleshooting

09/10/99 f150983
1. Red Alligator Clip 3. Hand-Held Alternator Analyzer
2. Black Alligator Clip

Fig. 2, Intelli-Check Alternator Analyzer (original)

Business Class M2 Workshop Manual, Supplement 20, September 2011 300/3

Alternator 15.00
Specifications

Delco Remy Alternator, Terminal Fastener Torque

Description Size Torque: lbf·in (N·cm)
Output ("BAT") Terminal Hexnut 5/16–18 100 (1140)
1/4–20 50 to 60 (565 to 675)
Ground ("GND") Terminal Hexnut
5/16–18 60 to 90 (675 to 1016)
Terminal Hexnuts 10–24 20 (220)
Table 1, Delco Remy Alternator, Terminal Fastener Torque

Leece Neville Alternator, Terminal Fastener Torque

Description Size Torque: lbf·in (N·cm)
Output ("BAT") Terminal Hexnut 5/16–24 100 (1140)
Ground ("GND") Terminal Hexnut 1/4–28 75 to 80 (850 to 900)
Remote Sense Terminal or Lamp M5 x 0.8 25 to 30 (280 to 330)
Driver
Table 2, Leece Neville Alternator, Terminal Fastener Torque

Pulley and Mounting Fastener Torque

Description Size Torque: lbf·ft (N·m)
Pulley Nut Delco Remy 1/2–20 75 (102)
Pulley Nut Leece Neville 5/8–18 75 (102)
Mounting Capscrew M10 X 1.5 35 (48)
Table 3, Pulley and Mounting Fastener Torque

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Starter 15.01
General Information

General Information The bulkhead module monitors engine RPM, calcu-

lates the starter temperature, and analyzes the spe-
cific neutral conditions for the type of transmission.
The starter is mounted on the forward face of the
Cranking is not allowed if the engine is running, the
flywheel housing. Under normal operating conditions,
transmission is engaged, or if the starter is too hot.
no maintenance will be required between engine
overhaul periods. The starter has sealed bearings When the keyswitch is in the crank position, it sup-
with lifetime lubrication. At the time of engine over- plies battery power to connector B6, pin A5 of the
haul, replace the starter with one that has been re- bulkhead module. This signals the bulkhead module
manufactured. to check for the required starter protection conditions.
If these conditions pass, the BHM activates the
When the starter is engaged, the pinion gear extends
starter output on connector B4, pin B. See Fig. 1 for
outward to mesh with the ring gear on the engine
a mechanization diagram of the starter control cir-
flywheel. An overrunning clutch reduces the likeli-
cuitry on vehicles with an integrated magnetic switch.
hood of the engine over driving the starter. Even with
See Fig. 2 for vehicles with a remote mounted mag-
this protective feature, always release the keyswitch
netic switch.
as soon as the engine starts to avoid overheating the
overrunning clutch. NOTE: Figure 2 is a combination diagram that
The starter is capable of drawing over 2000 amps shows the different starting interlock circuits that
and will quickly build up heat that could possibly may be possible. No vehicle will have all of the
cause damage. Never crank the starter continuously circuits shown.
for more than 30 seconds, and always wait at least
2-minutes between cranking attempts. To prevent the
starter from overheating, a thermal management
model is incorporated in the starter control electron-
ics. Starting is interrupted and disallowed when the
software calculates the starter is too hot. If the starter
does not engage after a previous crank attempt, or if
cranking is only allowed for a few seconds, wait sev-
eral minutes for the starter to cool down.

Principles of Operation
When battery power is applied to the magnetic
switch activate terminal, cranking will begin. The
magnetic switch sends power to the starter solenoid.
The solenoid moves a lever which causes the pinion
gear to engage with the ring gear on the flywheel. As
the gears engage, battery power spins the starter
motor.
When diagnosing starting problems, always begin
with fully charged batteries, and perform a voltage
drop test on the battery cables and magnetic-switch
circuit. Once the engine is running, check that the
alternator is properly charging the batteries.
A starter that cranks slowly, or just clicks when the
keyswitch is turned, typically indicates a problem with
supplying adequate power to the starter. Corrosion
and loose connections in the battery cables will
cause significant voltage drop and may prevent the
starter from cranking the engine.

Business Class M2 Workshop Manual, Supplement 20, September 2011 050/1

15.01 Starter
General Information

Frontwall

Main PDM
D 52 Pink 12 12
5 Amp Fuse

W/Eaton Auto Trans

Eaton
Transmission ECU

26 4 32

15T
223B1
223B2
472S

440C TOC
15K BOC
305 ACC
15 Crank
306 Run
85

86

R8
87

PTPDM
30
87a

A5 A3 A1 B2 B3

B6 B6

472S B BHM
B4

01/21/2011 f151155

Fig. 1, Starter Control Circuitry with Integrated Magnetic Switch

050/2 Business Class M2 Workshop Manual, Supplement 20, September 2011

Starter 15.01
General Information

Frontwall Keyswitch

Main PDM
D 52 Pink 12 12
5 Amp Fuse

Manual and AutoShift w/ Clutch

Overcrank A
Protection C

Switch
Option Some Allison Systems

15T
Allison
Trans
GND
ECU
NSBU Switch
8 6 4 5 9 7 3 2 1 12 10 11

11
10
12
E123

1
15C Eaton
2
3 Trans
87a 85
7 ECU
87 9
5
4

440C TOC
15B
6

15K BOC
30 86
15 Crank

305 ACC
306 Run
8 Some Eaton Systems
15D

Remote
15D

Magnetic
Eaton
Switch
A5 A3 A1 B2 B3 Trans
Starter B6 B6 ECU

G BHM
B2

15A B B4

Components in dotted boxes are optional and vary with vehicle content. Use EZ Wiring for actual schematic diagrams.

06/08/2011 f151170

Fig. 2, Starter Control Circuitry with Remote Mounted Magnetic Switch

Business Class M2 Workshop Manual, Supplement 20, September 2011 050/3

Starter 15.01
Starter Removal and Installation

Removal
Before replacing the starter, perform the checks in
1
Troubleshooting 300.
1. Park the vehicle on a level surface, shut down
the engine, and set the parking brake. Chock the
tires.
2. Disconnect the negative battery cables at the
batteries. Open the hood.
3. Disconnect and label the wiring that connects to
the starter. See Fig. 1.

7 1
12/09/2009 f151144
5 1. Mounting Bolts

4 Fig. 2, Starter Mounting

3
tighten them to the values shown in Specifica-
tions 400.
3. Connect the wiring to the solenoid and starter as
8
2 previously marked. Tighten the terminals to the
torque values shown in Specifications 400.
4. Protect all exposed terminal connectors with di-
electric red enamel.
1 5. Connect the batteries.
12/07/2009 f151145
1. Over-Crank Protection Switch Terminal
2. Battery Ground Terminal
3. Ground Circuit to Starter Solenoid
4. Battery Positive Terminal
5. Solenoid
6. Magnetic Switch Activate Terminal
7. Magnetic Switch
8. Solenoid Activate Terminal

Fig. 1, Starter with Integrated Magnetic Switch (IMS)

4. Support the starter, then remove the bolts that

mount it to the flywheel housing. See Fig. 2.

Installation
1. Place the starter into the mounting hole in the
flywheel housing.
2. Hand start the three mounting bolts, then hand
tighten them until snug. Using a torque wrench,

Business Class M2 Workshop Manual, Supplement 20, September 2011 100/1

Starter 15.01
Troubleshooting

Starter System sition to close the switch between pins 10 and 11.
The NSBU is located on the drivers side of the trans-
Troubleshooting mission case. If the NSBU requires adjustment, use
the procedure in the Allison service manual.
Use troubleshooting tables 1 through 5 for system
If the vehicle is equipped with an automated or auto-
diagnosis to reduce the likelihood of replacing a
matic transmission, also check for any fault codes
starter that is not defective, and to insure the com-
with gear position selection and control. If the trans-
plete starting system is tested.
mission is not confirmed to be in neutral, the trans-
Check for fault codes from Source Address 33 (BHM) mission controller will not allow the engine to be
and the transmission. Perform the recommended ac- started.
tion in Table 1 if fault codes from the BHM are
See Table 2 for troubleshooting related to the starter
shown. Use the applicable transmission manufactur-
cranking slowly, or making repeated clicking sounds.
ers troubleshooting material if fault codes from the
transmission control system are shown. See Table 3 for troubleshooting problems relating to
the starter doing nothing, or making only a single
Vehicles with automated manual or automatic trans-
click for vehicles with an integrated magnetic switch.
missions may have electrical hardware to interrupt or
enable starting. Newer designs use serial data mes- See Table 4 for troubleshooting problems relating to
saging to broadcast neutral status. Use EZ-Wiring to the starter doing nothing, or making only a single
access the schematics for the vehicle and Service- click for vehicles with an remote mounted magnetic
Link to analyze which neutral and starter interlock switch.
conditions are being broadcast by the transmission See Table 5 for troubleshooting relating to the starter
controller. making spinning or grinding sounds.
If the vehicle has an Allison transmission and a
NSBU, the shift lever must be in the N, PB, or P po-

Starting System Faults from SA 33

SPN FMI Conn/Pin Description Behavior Action
Clutch switch fault The bottom of clutch switch Check the clutch switch for an
and the top of clutch switch are open or short in circuits 15K
598 7 B6, pins B2 & B3
both closed at the same time. and 440C, between the BHM
and the clutch switch.
Starter relay output Current too high when cranking Check for a short to ground on
circuit is attempted. circuits 472S and 15T,
6983 6 B4, pin B
between the BHM and the
magnetic switch on the starter.
Ignition switch inputs The ignition switch input Check for open circuit or short
fault circuits are in a combination of in circuits 305, 306, and 15,
states that is not expected. between the ignition switch
E.G: and the BHM. Also check the
ignition switch.
B6, pins A1, A3,
• Pin A5 is at battery volt-
6986 7 age but pin A3 is not.
& A5
• Pin A3 is at battery volt-
age but pin A1 is not.
• Pin A5 and A1 are at
battery voltage.
Table 1, Starting System Faults from SA 33

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15.01 Starter
Troubleshooting

Slow Cranking or Repeated Clicking Sound but the Engine Does Not Start
This symptom often indicates low voltage at the starter, or worn and binding starter components.
Step Test Procedure Test Result Action
1. Check the ambient temperature. Yes Slow cranking due to extreme cold is a normal
condition. Do not mistake slow cranking due to
Is the temperature extremely cold? cold for slow cranking due to equipment
malfunction. Go to step 2.
No Go to step 2.
2. With the keyswitch in the ON position, and the Yes Charge the batteries then go to step 3. Perform
engine not running, measure the voltage at the an alternator test when the vehicle is able to
batteries. start.
Is the voltage below 12 volts? No Go to step 3.
3. Test the batteries individually with the Midtronics Yes Replace any batteries that tested defective.
battery tester.
No Go to step 4.
Are any batteries defective?
4. Use the Midtronics EXP HD1000TA tester to Excessive Inspect for corroded and loose connections.
perform a voltage drop test on the starter cables. voltage drop Clean, tighten and repair all connections, then
protect all exposed terminal connectors with
Is excessive voltage drop present? dielectric red enamel.
Ok Go to step 5.
5. Turning the keyswitch to START (cranking), No voltage, Use the troubleshooting procedures in the table
measure the voltage at the magnetic switch or titled Starter Does Nothing, or Makes Only a
activate terminal. intermittent Single Click.
voltage
Is battery voltage present?
Yes Replace the starter.
Table 2, Slow Cranking or Repeated Clicking Sound but the Engine Does Not Start

Starter Does Nothing or Makes Only a Single Click—Vehicles with an Integrated Magnetic Switch
This symptom often indicates a problem with the magnetic switch or starter solenoid circuit. Worn components in
the starter or engine can also create binding and result in this symptom.
Step Test Procedure Test Result Action
1. With the keyswitch in the START (crank) Yes Go to step 2.
position, measure the voltage at the magnetic
switch activate terminal.
No Go to step 3.
Is battery voltage present?
2. Use the Midtronics EXP HD1000TA tester to Excessive Inspect for corroded and loose connections.
perform a voltage drop test on the starter cables. voltage drop Clean, tighten and repair all connections, then
protect all exposed terminal connectors with
Is excessive voltage drop present? dielectric red enamel.
No Replace the starter.
3. With the keyswitch in the START (crank) Yes Go to step 5.
position, measure the voltage on connector 6,
pin A5 of the bulkhead module
No Go to step 4.
Is battery voltage present?

300/2 Business Class M2 Workshop Manual, Supplement 20, September 2011

Starter 15.01
Troubleshooting

Starter Does Nothing or Makes Only a Single Click—Vehicles with an Integrated Magnetic Switch
This symptom often indicates a problem with the magnetic switch or starter solenoid circuit. Worn components in
the starter or engine can also create binding and result in this symptom.
Step Test Procedure Test Result Action
4. Measure the voltage on circuit 52 at the Yes Troubleshoot for an open in circuit 15 between
keyswitch. the keyswitch and the BHM, and for an open
keyswitch.
Is battery voltage present?
No Check for an open 5 amp fuse (F5) in the main
PDM. Test for a wiring fault in circuit 52
between the PDM and the keyswitch and in
circuits 15, 305, and 306 between the
keyswitch and the BHM.
5. With the keyswitch in the START (crank) Yes Go to step 6.
position, measure the voltage on connector 4,
No Allow time for the starter protection temperature
pin B of the bulkhead module.
model to calculate that the starter has cooled
Is battery voltage present? off. Troubleshoot for a wiring fault in the bottom
of the clutch switch circuit on connector 6, pin
B3. If the vehicle has an automated
transmission, troubleshoot for faults with gear
position and control circuits, otherwise replace
the bulkhead module.
6. Does the vehicle have an Eaton automated Yes Ensure the transmission is in neutral. Test for a
transmission? wiring fault in circuit 472S between the
bulkhead module and relay R8 in the PTPDM.
Test for a fault with the transmission control of
R8 and repair if necessary. If R8 testing
passes, test circuit 472S to the overcrank
protection switch in the starter, and circuit 15T
to the magnetic switch.
No Test for a wiring fault in circuit 472S between
the bulkhead module and the starter. If the
starter uses the internal overcrank protection
switch, test circuit 15T from the overcrank
protection switch to the magnetic switch.
Table 3, Starter Does Nothing or Makes Only a Single Click—Vehicles with an Integrated Magnetic Switch

Starter Does Nothing or Makes Only a Single Click—Vehicles with a Remote Mounted Magnetic Switch
This symptom often indicates a problem with the magnetic switch or starter solenoid circuit. Worn components in
the starter or engine can also create binding and result in this symptom.
Step Test Procedure Test Result Action
1. With the keyswitch in the START (crank) Yes Go to step 2.
position, measure the voltage at the starter
solenoid (circuit 15C) activate terminal.
No Go to step 3.
Is battery voltage present?

Business Class M2 Workshop Manual, Supplement 20, September 2011 300/3

15.01 Starter
Troubleshooting

Starter Does Nothing or Makes Only a Single Click—Vehicles with a Remote Mounted Magnetic Switch
This symptom often indicates a problem with the magnetic switch or starter solenoid circuit. Worn components in
the starter or engine can also create binding and result in this symptom.
Step Test Procedure Test Result Action
2. Use the Midtronics EXP HD1000TA tester to Excessive Inspect for corroded and loose connections.
perform a voltage drop test on the starter cables. voltage drop Clean, tighten and repair all connections, then
protect all exposed terminal connectors with
Is excessive voltage drop present? dielectric red enamel.
No Replace the starter.
3. With the keyswitch in the START (crank) Yes Go to step 5.
position, measure the voltage on connector 6,
pin A5 of the bulkhead module
No Go to step 4.
Is battery voltage present?
4. Measure the voltage on circuit 52 at the Yes Troubleshoot for an open in circuit 15 between
keyswitch. the keyswitch and the BHM, and for an open
keyswitch.
Is battery voltage present?
No Check for an open 5 amp fuse (F5) in the main
PDM. Test for a wiring fault in circuit 52
between the PDM and the keyswitch and in
circuits 15, 305, and 306 between the
keyswitch and the BHM.
5. With the keyswitch in the START (crank) Yes Go to step 6.
position, measure the voltage on connector 4,
No Allow time for the starter protection temperature
pin B of the bulkhead module.
model to calculate that the starter has cooled
Is battery voltage present? off. Use EZ wiring to access the vehicle wiring
schematic and determine if the vehicle uses the
clutch switch input on BHM connector B6, pin 3
or the neutral input on connector B2 pin G. If
none of these hardwire inputs are used,
connect ServiceLink to determine if the
transmission controller is detecting neutral gear.
If either of these hardwire neutral/ clutch inputs
are used, use the vehicle schematic to
determine where the ground signal is
interrupted. This circuit must be at ground to
enable starting. If the circuit is at ground
replace the bulkhead module.
6. Allow time for the starter protection model to Yes Troubleshoot and repair for an open magnetic
calculate that the starter has cooled. Then with switch or a wiring fault in circuit 15B or 15C
the keyswitch in the START position, measure between the starter and the magnetic switch.
for battery voltage across the 15A circuit and the
No Troubleshoot and repair for an open magnetic
ground circuit at the magnetic switch on the two
switch, an open overcrank protection switch, or
small terminals.
for a wiring fault in circuit 15A between the
Is battery voltage present? BHM and the magnetic switch or for an open
ground circuit at magnetic switch or overcrank
protection switch.
Table 4, Starter Does Nothing or Makes Only a Single Click—Vehicles with a Remote Mounted Magnetic Switch

300/4 Business Class M2 Workshop Manual, Supplement 20, September 2011

Starter 15.01
Troubleshooting

Starter Makes Spinning or Grinding Sounds but the Engine Does Not Crank.
This symptom often indicates a mechanical problem with the starter or the ring gear.
Step Test Procedure Test Result Action
1. With the keyswitch in the START (crank) Low or No Go to step 2.
position, test the voltage at the starter battery
cable connections.
Yes Go to step 3.
Is battery voltage present?
2. Use the Midtronics EXP HD1000TA tester to No Go to step 3.
perform a voltage drop test on the starter cables.
Excessive Inspect for corroded and loose connections.
Is excessive voltage drop present? voltage drop Clean, tighten and repair all connections, then
protect all exposed terminal connectors with
dielectric red enamel
3. Remove the starter and inspect the starter pinion Ok Go to step 4.
gear for milling. Attempt to spin the pinion gear
in both directions. The overrunning clutch will
allow the gear to be turned in the clockwise
direction, but it should be extremely difficult or
impossible to turn in the counter clockwise Defective Replace the starter.
direction.

4. Bar the engine over to inspect the 3 positions on Damaged Replace the ring gear.
the ring gear where the starter engages.
Table 5, Starter Makes Spinning or Grinding Sounds but the Engine Does Not Crank

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Starter 15.01
Specifications

Torque Values, Starter-Motor to Flywheel-Housing Bolts

Fastener Description Size Torque Value:
lbf·ft (N·m)
MBE 400, DD 13/15/16 M10 x 1.5 38±5 (51±7)
Cummins ISB M10 x 1.5 38±5 (51±7)
Cummins ISC/ISL M12 x 1.5 58±5 (78±7)
CAT 3176, 3406, 10/12, 5/8–11 100±48/-0 (+65)
Cummins ISX
Table 1, Torque Values, Starter-Motor to Flywheel-Housing Bolts

Torque Values, Starter Connections

Magnetic Switch (+) Solenoid Battery (+) Starter Ground (–)
18 to 21 lbf·in 18 to 20 lbf·ft 18 to 20 lbf·ft
(200 to 250 N·cm) (24 to 28 N·m) (24 to 28 N·m)
Table 2, Torque Values, Starter Connections

Business Class M2 Workshop Manual, Supplement 20, September 2011 400/1

Cooling System Troubleshooting 20.00
General Information

General Information
The main function of a cooling system is to keep the
engine at its optimum operating temperature. This
results in the most efficient use of fuel and allows the
engine oil to provide a good lubricating film. For the
typical coolant plumbing, see Fig. 1.
The cooling system is a high-flow design, where
most of the coolant in a warm engine moves rela-
tively quickly across the radiator in a single pass.
Coolant flows from the radiator to the water pump,
which forces the coolant into the engine block. Inside
the block, the coolant flows around and between the
cylinders, and then up into the cylinder head. From
the head, it flows to the temperature regulator (ther-
mostat) housing. If the engine is cool, the thermostat
directs the coolant back to the water pump, and the
water pump forces the coolant back into the engine.
As the engine warms, the thermostat directs the
coolant to the radiator. The thermostat keeps the en-
gine temperature in the optimum range by controlling
the two flows.
To prevent air and vapor from being trapped in the
radiator or engine, vent lines rise from the high
points where air and vapor would collect in those
components. The vent lines carry any collected air to
the surge tank.

Business Class M2 Workshop Manual, Supplement 0, January 2002 050/1

20.00 Cooling System Troubleshooting
General Information

11/02/2001 f011997
1. Heater Supply Hose
2. Heater Return Hose

Fig. 1, Coolant Plumbing (typical)

050/2 Business Class M2 Workshop Manual, Supplement 0, January 2002

Cooling System Troubleshooting 20.00
Troubleshooting

Troubleshooting sections of this manual or the engine and component

manufacturer’s service publications.
Possible causes of abnormally high or low coolant
temperatures are listed below. For repairs, see other
Problem—Coolant Temperature Above Normal
Problem—Coolant Temperature Above Normal
Possible Cause Remedy
Coolant leakage (see possible sources Do the repairs necessary to stop the leaks. Fill to the surge tank sight glass
below) is causing a low coolant level. with the correct mixture of antifreeze and water. See Group 20 of the
External Leakage: hoses and hose Business Class M2 Maintenance Manual for coolant specifications.
connections radiator seams, core, petcock
and cap block core and drain plugs water
pump thermostat housing surge tank
heater hoses and core temperature
sending unit(s) cylinder head(s) mating
(gasket) surfaces coolant filter oil cooler
Internal Leakage: cylinder head gasket
warped head or block surfaces cracked
cylinder head or block cylinder head
capscrews loose, missing, or tightened
unevenly oil cooler aftercooler.
Inoperative temperature gauge Check the gauge wiring, circuit breaker, and sending unit. If the gauge circuit
is okay, replace the temperature gauge. If the gauge circuit is broken, repair it
and then check the temperature gauge operation.
Clogged radiator, aftercooler, or condenser Clean the outside of the core and the condenser with compressed air directed
fins from the fan side, or with water and a mild laundry soap. Straighten bent fins.
Collapsed or plugged radiator hose Replace the hose(s).
Loose fan belt or water pump belt Adjust belt tension.
Damaged cooling fan shroud Repair or replace the shroud.
Incorrect or malfunctioning radiator cap Make sure the correct radiator cap is installed. If the cap does not hold the
correct pressure, replace it.
Viscous fan drive not operating to Check for unobstructed airflow through the radiator core, aftercooler, and
specifications condenser to the fan clutch sensor. Check that the radiator core is getting hot
in front of the fan clutch (core is not internally clogged in that area) so that the
sensor is getting a correct reading. If no radiator problems exist, refer to the
viscous fan clutch section in this group for fan clutch inspection procedures
and operation tests.
Incorrect engine oil level Fill to the high (H) mark on the dipstick.
Too much antifreeze in system Clean and flush the cooling system. Refill the system with the correct mixture
of antifreeze and water.
Incorrect or inoperative thermostat Make sure the correct thermostat is installed in the temperature regulator
housing. Test the thermostat according to the engine manufacturer’s
instructions. Replace it if it does not operate correctly.
Malfunctioning water pump Repair or replace the water pump.

Business Class M2 Workshop Manual, Supplement 0, January 2002 300/1

20.00 Cooling System Troubleshooting
Troubleshooting

Problem—Coolant Temperature Above Normal

Possible Cause Remedy
Internally plugged or damaged radiator To check for blockages, warm the engine to normal operating temperature.
core Turn off the engine, and run your hand over the finned surface of the radiator.
If there is a blockage in the radiator, it should cause an obvious temperature
difference from one area of the core to another. An obvious difference
between inlet and outlet temperatures is normal. If blockage is suspected,
clean and flush the cooling system. Repair or replace a damaged core.
Air or combustion gases entering cooling Check the cylinder heads, head gaskets, cylinder liners, and aftercooler for
system leaks. Repair or replace parts, as necessary.
Internally plugged or damaged aftercooler Repair or replace the aftercooler.
Internally plugged or damaged oil cooler Repair or replace the oil cooler.
Engine receiving too much fuel Refer to the engine manufacturer’s fuel delivery system adjustment
procedures.
Wrong replacement fan installed Install the correct fan.
Exhaust blockage Remove the blockage.
Frozen coolant in radiator due to Use the proper antifreeze-to-water ratio needed for winter temperatures.
subfreezing temperatures

Problem—Coolant Temperature Below Normal

Problem—Coolant Temperature Below Normal
Possible Cause Remedy
Inoperative temperature gauge Check the gauge circuit wires, circuit breaker, and sending unit. If the gauge
circuit is okay, replace the temperature gauge. If the gauge circuit is broken,
repair it and then check the temperature gauge operation.
Viscous fan drive operates continuously See Section 20.02 of this manual for fan clutch inspection procedures and
operation tests. Replace the fan drive if necessary.
Incorrect or inoperative thermostat Make sure the correct thermostat is installed. Test the thermostat according to
the engine manufacturer’s instructions. Replace it if it does not operate
correctly.

300/2 Business Class M2 Workshop Manual, Supplement 0, January 2002

Radiator Assembly 20.01
General Information

General Information 1

The main function of a cooling system is to keep the

engine at its optimum operating temperature. This 2
results in the most efficient use of fuel and allows the
engine oil to provide a good lubricating film.
The central component of the cooling system, the
radiator assembly, includes the surge tank (remote
mounted on the firewall), the radiator, and the surge
tank pressure relief cap.
The surge tank provides storage space for reserve
coolant, expansion space for heated coolant, and 3
deaeration space. When coolant in the radiator runs 4
low, reserve coolant stored in the surge tank flows 5
03/25/93 f500170a
from the tank through the fill hose to the water pump. 1. Nylon Tank 4. Sealing Gasket
As the coolant heats and expands beyond radiator 2. Radiator Header 5. Radiator Core
capacity, excess coolant travels back through the fill 3. Dimple Wave Lock
hose from the water pump to the surge tank. Any air Crimp
trapped in the engine block or radiator rises to the
top of the engine or radiator and escapes through Fig. 1, Radiator Core and Header (cutaway view)
the vent hoses to the surge tank. Because crimping holds the nylon side tanks tanks in
The low coolant level sensor in the surge tank warns place, the radiators can be disassembled and as-
the driver when coolant is running low. The surge sembled.
tank is translucent polypropylene so you can see the The surge tank cap limits system pressure to about
coolant level and compare it to the maximum and 11 to 12 psi (76 to 83 kPa), which raises the boiling
minimum levels marked on the tank. point of the coolant. If the cooling system overheats,
These vehicles use full-flow (or high-flow) radiators. excess coolant is released through the overflow tube.
With full-flow radiators, the coolant flows into the ra- For more general information about the radiator and
diator at the top of the left side tank and flows out of surge tank, and for cooling system troubleshooting
the radiator at the bottom of the right side tank. Most procedures, refer to Section 20.00.
of the engine coolant is routed through the radiator,
and it moves relatively quickly in a single pass.
There are three sizes of two-row radiators in use:
• 805-square-inch area
• 870-square-inch area
• 1000-square-inch area
The radiators use glass-filled nylon side tanks. The
edges of the radiator core header are compressed in
a "dimple wave lock" crimp (see Fig. 1) that holds
the tanks on the radiator core, and the tanks and
core are held in steel channels that mount on the
front closing crossmember. The radiator is also se-
cured by struts that run between the top of the radia-
tor and the firewall. The fins of the radiator core are
reinforced along their forward edge to resist damage
from road debris and pressure washing.

Business Class M2 Workshop Manual, Supplement 0, January 2002 050/1

Radiator Assembly 20.01
Radiator Removal and Installation

Removal 5.1 Place a clean container under the hose

connections.
The 870-square-inch radiator is held in place by a 5.2 Disconnect the transmission oil cooler
support bracket that is attached to the front of the hoses from the radiator, or the transmis-
radiator, and to the closing crossmember. An isolator sion oil cooler, mounted below the radia-
assembly is installed between the L-shaped radiator tor.
support bracket and the front closing crossmember.
Four strut rods, attached to the sides of the radiator After the hoses have drained, cover them
and the frontwall, stabilize the radiator. See Fig. 1 for to keep out dirt. Secure the hoses to the
the installation drawing. side, above the level of the automatic
transmission.
The 805-square-inch radiator mounts with brackets
attached to the sides of the radiator that attach to 6. Disconnect the upper and lower radiator hoses.
isolators mounted on the frame rails. Two strut rods 7. Disconnect the upper left surge tank hose from
attach to the sides of the radiator and to brackets on the radiator.
the frame rail. See Fig. 2 for the installation drawing.
8. Disconnect the charge air cooler hoses from the
The 1000-square-inch radiator is a cross flow con- charge air cooler.
figuration. It is attached to a mounting bracket on the
9. With an assistant supporting the hood, discon-
closing crossmember by two studs with isolators.
nect the hood-stop cables from the top of the
Three strut rods, attached to the top of the radiator
radiator and support the hood on a padded table.
and to brackets on the frontwall, stabilize the radia-
tor. See Fig. 3 for the installation drawing. 10. Disconnect the radiator struts from the radiator.
Swing them out of the way.
NOTE: The M2 112 may be equipped with a
1350-square-inch radiator, which mounts on a 11. If equipped with a viscous fan clutch, remove the
module support bracket under the charge air fan and clutch from the fan hub. See Sec-
cooler. tion 20.04, Subject 110 for the procedure.
12. Remove the fasteners holding the fan shroud to
1. Park the vehicle on a level surface, shut down
the radiator, then remove the fan shroud.
the engine, set the parking brake. Chock the
tires. NOTE: Do not disconnect the refrigerant lines.
2. Open the hood. 13. Move the A/C condenser aside.
3. Disconnect the hood damper from the bracket on 13.1 Free up the refrigerant lines from any
the bumper by pulling the end of the cylinder out stand-off brackets near the radiator.
of the nylon clip.
13.2 Swing the condenser out of the way and
wrap it with cardboard. Secure it with tie-
WARNING straps.
Drain the coolant only when the coolant and en- 14. Position a hoist over the radiator.
gine are cool. Draining it when these are hot
15. Connect straps or chains to the radiator.
could cause severe personal injury due to scald-
ing. 16. Remove the nuts from the studs holding the ra-
diator to the radiator support bracket.
4. Drain the coolant.
On the M2 112 with the 1350-square-inch radia-
4.1 Remove the cap from the surge tank.
tor, remove the radiator mounting nuts from the
4.2 Place a clean container under the radiator. module support bracket, underneath the charge
air cooler.
4.3 Open the draincock at the bottom of the
radiator. 17. Carefully move the radiator back toward the
frontwall. If necessary, pry the lower bracket
5. If equipped, disconnect the transmission oil studs from the holes in the radiator support
cooler hoses. bracket.

Business Class M2 Workshop Manual, Supplement 6, September 2004 100/1

20.01 Radiator Assembly
Radiator Removal and Installation

14

15

10

12
11

15
16
13

7 6
8
8
9 5
4

2 3

03/28/2003 f500360
1. Radiator 7. Hexbolt 12. Left Inner Strut Rod
2. Isolator 8. Flatwasher 13. Left Outer Strut Rod
3. Front Crossmember 9. Hexnut 14. Hexbolt
4. Support Bracket 10. Right Upper Strut Rod 15. Washer
5. Lockwasher 11. Right Lower Strut Rod 16. Hexnut
6. Hexbolt

Fig. 1, 870-Square-Inch Radiator

18. Lift the radiator assembly from the vehicle. 19. If necessary, remove the charge air cooler from
the radiator. For instructions, see Group 09.

100/2 Business Class M2 Workshop Manual, Supplement 6, September 2004

Radiator Assembly 20.01
Radiator Removal and Installation

4. For 870- and 1000-square-inch radiators, install

the 1/2–13 hexnuts and washers onto the studs
on the radiator lower brackets. Tighten 68 lbf·ft
2 (92 N·m).
4
For 805-square-inch radiators, install the nuts
and washers on the studs on the isolators at the
2 sides of the radiator.
3
5. Remove the chains or straps from the radiator.
2
5 6. Attach the radiator strut rods to the radiator.
6 Tighten the 1/2–13 hexnuts 68 lbf·ft (92 N·m).
2
1 7. Install the air conditioner condenser on the front
8 7 of the radiator. Tighten the fasteners firmly.
8. Install any standoff brackets that were removed
from the refrigerant lines.
9. Install the fan shroud onto the radiator.
10. Install the fan and the viscous fan clutch on the
fan hub. See Section 20.04, Subject 110, for the
procedure.
11. Connect the upper surge tank hose to the radia-
tor.
12. Connect the upper and lower radiator hoses.
Remove the seals from the coolant hose ends,
04/11/2003 f500361
connect the hoses to the radiator, and tighten the
1. Left Strut Rod 5. Hexnuts hose clamps. See Table 1 for proper torque val-
Bracket 6. Right Strut Rod ues.
2. Strut Rod Bushing 7. Isolator
3. Left Strut Rod 8. Right Strut Rod NOTE: Your hose clamps can be either T-bolt
4. Radiator Bracket clamps (see Fig. 4), Breeze Constant-Torque
clamps (see Fig. 5), or ABA clamps (see
Fig. 2, 805-Square-Inch Radiator Fig. 6).
20. If the vehicle has a transmission oil cooler, re- NOTE: All hose clamp adjusters lose torque
move it from the radiator. For instructions, see after installation, due to cold-flow of the hose
Group 26. material from under the clamp. Breeze Constant
Torque clamps typically show a 30 percent loss
Installation of torque shortly after installation; a 50 percent
loss after heat-cycling, and up to 80 percent
1. If there is a transmission oil cooler, install it on loss after time and repeated heat cycles. How-
the radiator. ever, when correctly installed, Breeze Constant-
2. If it was removed, install the charge air cooler on Torque clamps adjust automatically, holding
the radiator. For instructions, see Group 09. enough torque to keep consistent sealing pres-
3. Using a suitable hoist, align the studs of the ra- sure. During vehicle operation and shutdown,
diator lower brackets with the holes in the radia- the screw tip may adjust in and out, according
tor support bracket, and lower the radiator into to temperature and pressure changes. The
place. torque may need to be adjusted for individual
applications.

Business Class M2 Workshop Manual, Supplement 6, September 2004 100/3

20.01 Radiator Assembly
Radiator Removal and Installation

13

14

10
11

14
12
15

8
9 7
5 4 6

2
3
1
03/28/2003 f500359
1. Hexnut 6. Radiator Support Bracket 11. Left Inner Strut Rod
2. Washer 7. Isolator 12. Left Outer Strut Rod
3. Closing Crossmember 8. Washer 13. Hexbolt
4. Washer 9. Radiator 14. Washer
5. Hexbolt 10. Right Strut Rod 15. Hexnut

Fig. 3, 1000-Square-Inch Radiator

ABA Radial worm-drive hose clamps may lose Over-tightening an ABA Radial worm-drive hose
30 percent of their torque at the screw adjuster, clamp can result in coolant leaks.
shortly after being correctly tightened. This is 13. Connect the charge air cooler hoses. Tighten the
due to cold-flow of the hose material, not an constant torque hose clamps 60 lbf·in (680
actual loosening of the clamp. This is the way N·cm).
they are designed to work, they should not be
14. If applicable, connect the transmission oil cooler
tightened further. To check the torque of an ABA hoses.
clamp, it must be loosened completely, then
torqued to the proper value listed in Table 1.

100/4 Business Class M2 Workshop Manual, Supplement 6, September 2004

Radiator Assembly 20.01
Radiator Removal and Installation

12/22/2003 f200590

Fig. 6, ABA Radial Worm-Drive Hose Clamp (typical)

02/28/96 f200326

Fig. 4, T-Bolt Type Hose Clamp

B
A 1

08/15/94 f200286

Fig. 5, Breeze Constant-Torque Hose Clamp Installation

15. Attach the hood-stop cables to the top of the ra-

diator.
16. Connect the hood damper to the bracket on the
bumper.
17. Fill the radiator with coolant. Refer to Group 20
of the Business Class M2® Maintenance Manual
for approved coolants and system capacities.
17.1 Add approved coolant to the radiator.
17.2 Idle the engine with the heater circulation
valve open for 15 to 20 minutes.
17.3 Add coolant as necessary to fill the sys-
tem to capacity.
18. While the engine is idling, check for leaks.
Tighten fittings and connections to specified
torque.
19. Remove the chocks from the tires.

Business Class M2 Workshop Manual, Supplement 6, September 2004 100/5

20.01 Radiator Assembly
Radiator Removal and Installation

Hose Clamp Torque Values

Clamp Type Size Torque: lbf·in (N·cm)
T-Bolt All 55 (620)
Breeze Constant-Torque 5/16-inch tightening screw hex 90 (1020)
3/8-inch tightening screw hex 90 (1020)
ABA 1.26-inch Diameter 31 (360)
1.50-inch Diameter 35 (400)
1.73-inch Diameter 35 (400)
1.97-inch Diameter 35 (400)
2.28-inch Diameter 35 (400)
2.68-inch Diameter 40 (460)
3.03-inch Diameter 40 (460)
Table 1, Hose Clamp Torque Values

100/6 Business Class M2 Workshop Manual, Supplement 6, September 2004

Radiator Assembly 20.01
Radiator Pressure Testing

Pressure Testing
1. Remove the radiator from the vehicle. For in-
structions, refer to Subject 100.
2. Pressure-test the radiator.
2.1 Plug the inlet, outlet, and all other ports on
the radiator assembly.

CAUTION
Don’t apply a higher amount of air pressure than
specified below; too much pressure will damage
the radiator core.
2.2 Remove the radiator cap, and install a
pressure regulator and gauge. Using a
hand pump, apply 20 psi (140 kPa) air
pressure through the filler neck.
2.3 Submerge the radiator in a tank of water
and check it for leaks. Remove the radia-
tor from the water.
2.4 Remove the plugs and the testing gauge,
and install the radiator cap. Repair the
radiator, if necessary.
3. Install the radiator in the vehicle. For instructions,
refer to Subject 100.

Business Class M2 Workshop Manual, Supplement 8, September 2005 110/1

Radiator Assembly 20.01
Radiator Disassembly and Assembly

IMPORTANT: Disassembling and assembling 2.3 Slip the side channels off the radiator
radiators with nylon tanks requires the special core and tank assembly. See Fig. 4.
tools listed in Table 1. 3. Leak test the radiator core and tank assembly.

Dissassembly Tools 3.1 Securely plug all tank ports.

Description Quantity
Plastech II®
Tanking Machine With
CAUTION
1
Five 2-Inch Cylinders Don’t apply a higher amount of pressure than
T-Bar 1 specified below; too much pressure will damage
the radiator core.
Hooked-End Bar 1
Wave Form Bar 1 3.2 At one tank port, install a pressure regu-
lator and gauge. Using a hand pump, ap-
Table 1, Disassembly Tools ply 20 psi (138 kPa) air pressure through
Order these tools from: the port.
RAD PAL 3.3 Submerge the radiator in a tank of water
2364 17 St. and check it for leaks. Mark any leaks for
Detroit, MI 48216 repair. If a leak is between the radiator
313-963-3194 core header and a tank, remove the tank
and inspect the tank flange, the header
sealing surface, and the sealing gasket. If
Disassembly the leak is in the core, but within 3 inches
(7.5 cm) of the tank, remove the tank be-
Before disassembling the radiator, pressure flush it fore repairing the leak. If the leak is in the
and check the surge tank, following the instructions tank, replace the tank.
in Group 20 of the Business Class M2 Maintenance 4. Remove the tanks.
Manual. Clean and check the exterior of the radiator,
following the instructions in the Business Class M2 4.1 Place the radiator core and tank assem-
Driver’s Manual. bly in the disassembly/assembly fixture,
and clamp the assembly securely in
1. Remove the radiator from the vehicle; for instruc- place. See Fig. 5.
tions, refer to Subject 100. See Fig. 1.
4.2 Position the tank clamping cylinders
evenly across the top of the tank. Make
CAUTION sure the cylinders’ rubber plungers will
Use care when handling or supporting the nylon not press against breakable fittings, such
tanks. Failure to do so could damage the tanks. as vent tube ports.

2. Remove the side channels from the radiator as-

sembly. CAUTION
2.1 Remove the four spring clips that hold the Apply only enough pressure to compress the
side channel mounting pins in position. sealing gasket. Too much pressure will crack the
See Fig. 2. Insert a screwdriver blade in nylon tank.
the open end of each clip, and pry the 4.3 Apply pressure evenly across the top of
clip open until it clears the edge of the the tank until the tank-to-core sealing
mounting pin. Then, slip the clip off the gasket is compressed enough to show a
pin. small gap between the bottom of the
2.2 Use a rubber mallet and a punch to tap dimple wave lock crimp and the tank
out the four mounting pins. See Fig. 3. sealing flange.

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20.01 Radiator Assembly
Radiator Disassembly and Assembly

9 1

6
2

10
11

7
1

3
5
9 4
8

13

8
1 B

12

2
14
5
10
11
1
A 9 3
4

05/23/95 f500184a
A. Dimple Wave Lock Crimp
B. See Detail
1. Channel Mounting Pin 6. Side Channel (top) 11. Nut
2. Bolt 7. End Tank 12. Radiator Brace Rod
3. 3/8-Inch Flatwasher 8. End Tank Gasket 13. Radiator Core
4. 3/8-16 Bolt 9. Spring Clip 14. Side Channel (bottom)
5. 3/8-16 Nut 10. Lockwasher

Fig. 1, Radiator With Plastic End Tanks

120/2 Business Class M2 Workshop Manual, Supplement 0, January 2002

Radiator Assembly 20.01
Radiator Disassembly and Assembly

1 1

03/25/93 f500172a
1. Spring Clip

Fig. 2, Remove the Spring Clip 2

03/25/93 f500174a
1. Side Channel
2. Radiator Core

Fig. 4, Remove the Side Channels

with a screwdriver. When using a screwdriver,
use care not to crack or gouge the nylon tank.
4.4 Place the T-bar into the T-bar groove in
the disassembly/assembly fixture. See
Fig. 6.
4.5 Slide the hooked-end bar over the T-bar.
Place the hook over the top of the wave
crimp and pull the T-bar back to unlock
the crimp. See Fig. 6.
4.6 Slide the hooked-end bar and the T-bar
down the T-bar groove to the next wave
crimp, and repeat the previous step until
all the wave crimps are unlocked.
5. Once the wave crimps are unlocked, remove the
tank.
03/25/93 f500173a
5.1 Release the pressure from the tank, and
Fig. 3, Tap Out the Mounting Pins move the clamping cylinders off the radia-
tor core and tank assembly.

CAUTION
In some places, especially around the tank ports,
the wave lock crimps may have to be unlocked

Business Class M2 Workshop Manual, Supplement 0, January 2002 120/3

20.01 Radiator Assembly
Radiator Disassembly and Assembly

03/25/93 f500180a

Fig. 5, Clamp the Radiator in the Disassembly/Assembly Fixture

5.6 Repeat the preceding steps to remove
CAUTION the opposite tank.
If needed, use a rubber mallet or the heel of your IMPORTANT: Check the tubes of the radia-
hand and tap the side of the tank to loosen it. Do tor core for scale deposits. If the radiator
not use a screwdriver against the tank sealing has been pressure-flushed, and the tubes
flange. A screwdriver blade may damage the are still clogged, the radiator should be rod-
flange and prevent a good seal after the tank is ded or boiled out with acid by an experi-
installed.
enced radiator shop. Otherwise, replace the
5.2 Lift the tank from the forward side, the core.
side opposite the tank ports. Remove the
nylon tank from the radiator core. See
Fig. 7.
Assembly
5.3 Remove the sealing gasket from the seal- 1. Install the nylon tanks on the radiator core.
ing surface of the radiator core header.
1.1 With the radiator securely clamped in the
See Fig. 8.
disassembly/assembly fixture, header
5.4 Clean the sealing surface of the radiator sealing surface up, make sure the bottom
core header. of the radiator core and tank assembly is
completely supported, and that the
5.5 Repair any leaks marked during leak test-
ing.

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Radiator Assembly 20.01
Radiator Disassembly and Assembly

02/17/94 f500181a
1. Sealing Surface
02/17/94 f500177a 2. Gasket

Fig. 6, Place the T-Bar Fig. 8, Remove the Gasket

header sealing surface is free of any
dents, tool marks, or foreign particles.
1.2 Lubricate a new sealing gasket with a
soap and water solution, and position the
gasket on the header sealing surface.
See Fig. 8. To make sure the gasket is
not twisted, run a finger along the gasket
as it lies on the sealing surface. The mold
lines of the gasket should be on the out-
side and inside diameters of the gasket; if
you can feel a mold line cross over the
top of the gasket, the gasket is twisted.
1.3 Inspect the tank sealing flange. The
flange must be clean and free of defects.
If the sealing flange is damaged, replace
the tank.
1.4 Place the tank on the gasket, and tap the
tank with a rubber mallet or the heel of
your hand to seat the tank. Make sure the
tank ports are facing the correct direction.
03/25/93 f500179a 1.5 Position the tank clamping cylinders
evenly across the top of the tank. Make
Fig. 7, Lift the Tank sure the cylinders’ rubber plungers will

Business Class M2 Workshop Manual, Supplement 0, January 2002 120/5

20.01 Radiator Assembly
Radiator Disassembly and Assembly

not press against breakable fittings, such

as vent tube ports. See Fig. 5.

CAUTION
Apply only enough pressure to compress the
sealing gasket. Too much pressure will crack the
nylon tank.
1.6 Apply pressure evenly across the top of
the tank until the tank-to-core sealing
gasket is compressed enough to show a
small gap between the bottom of the
dimple wave lock crimp and the tank
sealing flange.
1.7 Place the T-bar into the T-bar groove in
the disassembly/assembly fixture.
1.8 Slide the wave form bar over the T-bar,
and center the bar in front of the wave
crimp slot.

CAUTION
Do not push the wave crimp until it touches the
side of the nylon tank, or the tank may crack.
03/25/93 f500178a
1.9 Push the T-bar forward to crimp the head-
er’s edge until it almost touches the Fig. 9, Crimp the Header
tank’s side. See Fig. 9.
3.1 Slide the side channels onto the radiator
1.10 Slide the tools down the T-bar groove to
core and tank assembly.
the next wave crimp slot, and repeat the
previous steps until all the wave crimps 3.2 Using a rubber mallet and a punch, install
are crimped. the four mounting pins through the side
channel holes and tank bosses. See
CAUTION Fig. 10.
3.3 Install the four spring clips to secure the
In some places, especially around the tank ports, mounting pins in position. See Fig. 11. To
the wave crimps may have to be crimped with a install each clip, place the clip over the
screwdriver. When using a screwdriver, use care end of the mounting pin, and slide the clip
not to crack or gouge the nylon tank. until it engages the groove in the pin and
1.11 Release the pressure from the tank, and the open end of the clips snaps over the
move the clamping cylinders off the radia- edge of the pin. If necessary, use a clamp
tor core and tank assembly. to compress the side channel while in-
stalling the clips.
1.12 Repeat the first step in this procedure to
install the opposite tank. 4. Install the radiator in the vehicle. For instructions,
refer to Subject 100.
2. Leak test the radiator core and tank assembly.
For instructions, refer to "Disassembly."
3. Install the radiator side channels.

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Radiator Assembly 20.01
Radiator Disassembly and Assembly

1 03/25/93 f500176a
1. Spring Clip
Fig. 11, Install the Spring Clips

02/17/94 f500175a
1. Pin

Fig. 10, Install the Mounting Pins

Business Class M2 Workshop Manual, Supplement 0, January 2002 120/7

Radiator Assembly 20.01
Surge Tank Removal and Installation

Removal
5
1. Park the vehicle on a level surface, shut down
the engine, set the parking brake, and chock the
tires.
2. Tilt the hood.

A
WARNING 1
Drain the coolant only when the coolant and en- B
gine are cool. Draining it when these are hot 2, 3, 4
could cause severe personal injury due to scald- C
ing. 6
5
3. Drain the radiator.
3.1 Remove the surge tank cap.
3.2 Open the draincock on the bottom of the
radiator to drain the engine coolant. Drain A
only enough coolant to empty the surge
tank. 7, 8 B
4. Remove the surge tank.
4.1 Mark and disconnect the engine and ra- 1
diator vent hoses from the front of the 2, 3, 4
C
surge tank. There are three hoses. See
Fig. 1.
NOTE: Cap all the disconnected hoses to
prevent the remaining coolant from spilling.
11/27/2001 f820389
4.2 Remove the fasteners holding the right
A. To Radiator C. To Engine Shunt Port
side of the surge tank to the air cleaner B. To Engine Vent Port
bracket. See Fig. 1. 1. Surge Tank 4. Flanged Nut, M8
4.3 Remove the fasteners holding the left 2. Capscrew, M8 5. HVAC Air Plenum
side of the surge tank to the frontwall and 3. Washers (2 qty.) 6. Frontwall
the HVAC air plenum. Fig. 1, Surge Tank Installation (top and front views)
4.4 Remove the surge tank from the vehicle.
3. Using the fasteners previously removed, attach
5. If replacing the surge tank, remove the overflow the surge tank to the HVAC air plenum and the
hose from the bottom. frontwall.
4. Tighten all the fasteners 18 lbf·ft (24 N·m).
Installation 5. As previously marked, connect the engine and
radiator hoses to the surge tank.
1. If it was removed, install the overflow hose to the
bottom of the surge tank. 6. Fill the coolant system through the surge tank.
2. Position the surge tank onto the air cleaner 7. Install the surge tank cap.
bracket, then install the M8 fasteners. See
Fig. 1. Tighten just enough to hold the surge 8. Start the engine and check for coolant leaks. Re-
tank in place. pair any leaks.

Business Class M2 Workshop Manual, Supplement 0, January 2002 130/1

20.01 Radiator Assembly
Surge Tank Removal and Installation

9. Lower the hood and remove the chocks from the

tires.

130/2 Business Class M2 Workshop Manual, Supplement 0, January 2002

Radiator Assembly 20.01
Specifications

Fastener Torques
Torque
Description Grade Size
lbf·ft (N·m) lbf·in (N·cm)
Radiator Lower-Bracket Stud Hexnuts 8 1/2–13 68 (92) —
Fan Shroud Mounting Screws — 1/4–20 x 3/4 Inch — 108 (1220)
Radiator Strut Nuts 8 1/2–13 68 (92) —
Table 1, Fastener Torques

Business Class M2 Workshop Manual, Supplement 0, January 2002 400/1

Engine Block Heater, Phillips 1000W 20.03
General Information

General Information To turn on the heater, connect the heater cord to a

power source. The element has no thermostat. Heat
dissipating from the engine block prevents coolant
An engine block heater keeps the engine coolant
overheating.
about 80°F (27°C) warmer than the ambient air tem-
perature. In cold weather, the heater helps engine
starting and reduces wear on the piston walls.
When starting the engine, the diesel normally ignites
on the compression stroke of each piston, when the
compressed air within the cylinder reaches about
725°F (385°C). However, during cold weather starts,
the heat of the compressed air dissipates into the
surrounding engine block so the diesel may never
reach the temperature it needs to ignite. Using the
engine block heater, the engine block is already
warm, so heat is held in the cylinder to ignite the die-
sel. To reduce engine wear, the block heater warms
the oil film on the piston walls and reduces piston
drag caused by cold oil film.
The Phillips 1000W heater consists of an element
that screws into the side of the engine water jacket.
See Fig. 1. A cord plugs into the outside end of the
element, and the cord runs to a plug below the front
bumper.

05/08/95 f010959

Fig. 1, Block Heater Element Installation (typical)

Business Class M2 Workshop Manual, Supplement 8, September 2005 050/1

Engine Block Heater, Phillips 1000W 20.03
Block Heater Element Replacement

Removal Installation
1. Position the heater element in the engine block.
Coat the threads of the element with a small
amount of sealant. For the approved sealants,
refer to Specifications, 400.
2. Secure the heater element in the engine block by
screwing the element into the engine block hand
tight, then use a wrench to turn the element
1-1/2 turns more.
3. Plug the cord into the element and (if applicable)
secure it by screwing the threaded cord cover in
place.
4. Fill the cooling system. For instructions, refer to
Section 20.01.
5. Start the engine and check for leaks. Repair any
leaks as necessary. Run the engine for half an
hour to purge any air from the coolant system.
6. To test the heater, plug a wattmeter into a power
source, and connect the heater cord to the
meter. A reading on the meter will indicate the
heater is working.
05/08/95 f010959

Fig. 1, Block Heater Element Installation (typical)

1. Park the vehicle, apply the parking brakes, and
chock the tires.
2. Tilt the hood.

WARNING
Drain the coolant only when the coolant and en-
gine are cool. Draining it when these are hot
could cause severe personal injury due to scald-
ing.
3. Drain the radiator. For instructions, refer to Sec-
tion 20.01.
4. If applicable, unscrew the threaded cover that
secures the cord to the element. See Fig. 1.
5. Pull the cord from the element.
6. Remove the element from the engine block by
loosening the jam nut (if applicable) and un-
screwing the element from the engine block.

Business Class M2 Workshop Manual, Supplement 0, January 2002 100/1

Engine Block Heater, Phillips 1000W 20.03
Troubleshooting

Troubleshooting 3. Drain the radiator. For instructions, refer to Sec-

tion 20.01.
Use the following procedures to check for the most 4. Unscrew the threaded cover that secures the
common engine block heater problems. cord to the element. Pull the cord off the ele-
ment.
Wiring Problems 5. Remove the element from the engine block. For
1. Park the vehicle, apply the parking brakes, and instructions, refer to Subject 100 in this section.
chock the tires.
6. Inspect the element for residue deposits, discol-
2. Tilt the hood. oration, or damage.
3. Unscrew the threaded cover that secures the Coolant dye residue indicates the coolant solu-
cord to the element. Pull the cord off the ele- tion contains too much antifreeze. Replace the
ment. element, and refer to Group 20 of the Business
Class M2 Maintenance Manual for the recom-
4. Using an ohmmeter, check the continuity be- mended antifreeze/water ratio.
tween the two poles of the element. The resis-
tance should be very low, typically between 9 Gray or black residue indicates anti-leak coolant
and 10 ohms. If there is no reading, the element additives have been added to the system. Re-
has burned out, and if the reading is very high, place the element, and refer to Group 20 of the
the element is about to burn out. Business Class M2 Maintenance Manual for the
recommended coolant additives.
5. If the element is good, check the cord. Plug the
cord into the element and secure it by screwing Blue or black discoloration on the element indi-
the threaded cover in place. cates the coolant system needs more coolant.
Replace the element, and fill the coolant system
6. Using an ohmmeter at the receptacle, check the until coolant is visible in the surge tank sight
continuity between the two power terminals. The glass.
resistance should be low, typically between 9
and 10 ohms. If there is no reading or a very Holes in the element indicate the coolant solution
high reading, the cord is damaged. Replace the contains too little antifreeze. The weak solution is
cord. boiling inside the engine block and causing pit-
ting of the element and block. Replace the ele-
7. Check the continuity between each power termi- ment, and refer to Group 20 of the Business
nal and the ground terminal. There should be no Class M2 Maintenance Manual for the recom-
ohmmeter reading. If there is a reading, replace mended antifreeze-to-water concentrations.
the cord.
For element installation instructions, refer to
8. Check the ohmmeter reading between the Subject 100.
ground terminal and a good vehicle ground. The
reading should be zero. If not, replace the cord.

Fouled Element
1. Park the vehicle, apply the parking brakes, and
chock the tires.
2. Tilt the hood.

WARNING
Drain the coolant only when the coolant and en-
gine are cool. Draining it when these are hot
could cause severe personal injury due to scald-
ing.

Business Class M2 Workshop Manual, Supplement 0, January 2002 300/1

Engine Block Heater, Phillips 1000W 20.03
Specifications

APPROVED SEALANTS
• Loctite 567
• Henkel 790 Pipegrip
• Perma-Loc LH-150

Business Class M2 Workshop Manual, Supplement 0, January 2002 400/1

Fan Clutch, Viscous 20.04
General Information

General Information
The fan clutch senses the air temperature behind the
radiator core, and engages or disengages the fan
depending on that temperature. It spins the fan when
more cooling airflow is needed, and disengages it
when the radiator is sufficiently cooled.
The Eaton 690 viscous fan clutch drive consists of
two basic parts: the input plate and shaft, and the
output plate. See Fig. 1. The input shaft is mounted
to the fan hub, so they turn together as the engine
runs. The output plate is attached to the fan, but en-
gages with the input plate only when extra engine
cooling is needed.
To spin the fan, the heat sensor on the front of the
clutch opens a valve in the clutch drive chamber. The
centrifugal force of the turning input plate forces the
thick silicone fluid, stored in the drive chamber, to
flow out through tightly meshing grooves between the
input and output plates. this creates friction between
them. As that friction increases, it causes the output
plate and fan to turn with the input plate. The fluid
continues to spread out between more grooves, in-
creasing the friction between the plates until they
spin at about the same speed.
When air passing through the radiator is cool
enough, the heat sensor disengages the fan clutch. It
does this by closing the valve in the drive chamber.
That stops the flow of silicone fluid to the input and
output plates. For the fluid already between the
plates, centrifugal force continues to push it outward
until it has moved beyond the grooves. There, at the
outer edge of the clutch, it returns through a passage
in the input plate to the drive chamber.
With only a small amount of fluid to create friction
between the two plates, the fan turns much slower
than the input plate and the input shaft.
When the fan is disengaged, a single bearing allows
the output plate and fan to free-wheel in relation to
the input shaft and plate.

Business Class M2 Workshop Manual, Supplement 7, March 2005 050/1

20.04 Fan Clutch, Viscous
General Information

3
1 4
5 6
2

12/16/94 f200177a
1. Heat Sensor 4. Concentric Grooves 6. Output Plate
2. Input Plate 5. Drive Chamber 7. Fan
3. Input Shaft

Fig. 1, Eaton 690 Viscous Fan Clutch

050/2 Business Class M2 Workshop Manual, Supplement 7, March 2005

Fan Clutch, Viscous 20.04
Inspection and Operation Check

Inspection (10°C). Ideally, a temperature probe placed

about 1/2 inch (13 mm) from the fan clutch sen-
sor is needed to see if the fan clutch engages at
CAUTION the right temperature.
If the fan drive assembly is damaged, replace the 3. Disconnect any hydraulic pumps (such as the
unit as soon as possible. Operating a vehicle power steering pump) to prevent oil overheating.
with a seized or otherwise damaged clutch re- 4. Use a piece of cardboard large enough to block
duces fuel economy, and could cause serious the entire front of the radiator. Cut a round 7-inch
engine damage. (18-centimeter) hole in the cardboard; locate the
hole so that it lines up with the fan clutch. Do not
The fan clutch is only one part of the cooling system put the cardboard in front of the radiator yet.
and will function well only if all other parts of the sys-
tem are working correctly. All parts of the system
should be checked if there is a cooling problem. Do WARNING
each of the checks in the cooling system trouble-
shooting section in this group, and pay special atten- Before starting the engine, make sure your hands
tion to the fuel flow rate and exhaust temperature. and all other objects are away from the fan
Over-fueling can cause engine overheating and high blades. Do not try to restrict the fan blade rota-
exhaust temperatures. tion when the engine is on. It is extremely dan-
gerous to get too close to the fan blades when
1. Park the vehicle on a level surface and set the the engine is on, because the fan could start op-
parking brake. Shut down the engine. Chock the erating without warning. This could result in seri-
rear tires. ous personal injury.
2. With the engine off, rotate the fan at least one 5. Turn off the air conditioner, if so equipped. Start
full turn by hand. It should have a smooth, the engine and let it idle until the oil pressure is
steady drag. If it does not, replace the fan clutch. normal.
3. Check for physical damage to the fan or fan 6. As soon as there is normal oil pressure, bring
shroud. the engine up to high idle (about 80 percent of
4. Inspect the fan clutch mounting. governed engine speed) and lock the throttle at
this speed.
4.1 Check the torque of the nuts holding the
fan input shaft to the fan hub. They If the engine has been idle for more than 8
should be tightened 28 lbf·ft (38 N·m). hours, the fan clutch may engage as soon as the
engine is started. If this happens, the usual noise
4.2 Check for wear of the fan clutch bearings. from the fan will be heard; the noise will stop af-
There should be no side-to-side or in- ter 5 minutes or less, when the fan clutch disen-
and-out movement of the fan clutch. gages.
5. Remove the chocks from the tires. 7. After the fan clutch disengages, put the card-
board in front of the radiator.
Operation Check 8. Look at the temperature gauge and note at what
point the engine thermostat opens. As the engine
Use the following procedure to check for correct en- warms up, the coolant temperature will rise
gagement and disengagement of the fan clutch: steadily and then seem to level off after the ther-
1. Park the vehicle on a level surface and set the mostat opens. It will then start rising again, be-
parking brake. Shut down the engine. Chock the fore the fan clutch engages.
rear tires. 9. Keep watching the coolant temperature and, if
2. Coolant temperature in the radiator should be possible, the temperature of the air in front of the
below 140°F (60°C) before the start of the test; fan clutch, until the clutch engages. Note the
the outside temperature should be above 50°F temperature(s) at which the clutch engages. The

Business Class M2 Workshop Manual, Supplement 0, January 2002 100/1

20.04 Fan Clutch, Viscous
Inspection and Operation Check

fan should be fully engaged when the air at the

fan clutch sensor rises to about 155 to 165°F (68
to 74°C).
With the clutch engaged, the coolant temperature
will keep rising, at a slower rate, as long as the
radiator is blocked with cardboard.
10. Remove the cardboard. Keep watching the cool-
ant temperature while the clutch is engaged; you
should notice a decrease after the cardboard is
removed.
11. The fan should disengage when the air tempera-
ture at the fan clutch sensor drops to about 120
to 130°F (49 to 54°C).
If the coolant temperature keeps rising, even
though the fan is engaged and the cardboard
has been removed, the fan clutch may be work-
ing properly; the problem is probably in another
part of the cooling system.
IMPORTANT: If the air temperature in front of
the clutch is being tested, and it does not rise
as the coolant temperature rises, the problem
could be a clogged radiator or a stuck engine
thermostat.
If the engine still overheats during operation,
even though everything described above checks
out properly, use a stroboscope to check peak
fan speed. The fan speed should be at least 93
percent of the fan pulley speed when the clutch
is fully engaged.
Example: 2160 = fan pulley speed x .93 = 2009
= 93 percent of fan pulley speed.
Fan speed must be at least 2009 rpm when the
fan clutch is fully engaged.
12. Remove the chocks from the tires.

100/2 Business Class M2 Workshop Manual, Supplement 0, January 2002

Fan Clutch, Viscous 20.04
Removal and Installation

Removal 1
1. Park the vehicle on a level surface and set the
parking brake. Shut down the engine. Chock the 2
rear tires.
2. Disconnect the batteries or, if the vehicle is 3 4
equipped with a battery shutoff switch, turn off
the switch.
Disconnect the battery ground cable at the ve-
hicle frame. 7

3. Tilt the hood. 6

4. Disconnect the radiator struts from the radiator
5
side-channels.
5. If so equipped, disconnect the left-side charge air
cooler hose from the charge air cooler.
6. Disconnect the fan clutch from the fan hub. See
Fig. 1.
6.1 Holding the fan to keep it from turning,
remove the four locknuts or four cap-
screws holding the fan clutch to the fan 04/25/2000 f200517
hub.
1. Radiator
6.2 Remove the fan (with the fan clutch at- 2. Fan
tached to it) from the fan hub, and push 3. Fan Hub
them forward into the fan shroud. 4. Hexbolt, M8
5. Locknut, 5/16–18
7. Remove the serpentine drive belt. 6. Fan Clutch Assembly
7. Locknut, 3/8–16
7.1 Using a 1/2-inch breaker bar, move the
belt tensioner clockwise Fig. 1, Viscous Fan Clutch Mounting, Caterpillar 3126
Engine
7.2 Remove the belt from the various engine
and component pulleys. Installation
8. Remove the fan hub from the engine.
1. Install the fan clutch onto the fan. Tighten the
8.1 Remove the top two bolts holding the fan 5/16–18 locknuts 15 lbf·ft (20 N·m).
hub to the engine block. Then loosen the
bottom two bolts. It is not necessary to NOTE: Use only approved fans. Never go over
remove them. the maximum input speeds, and do not make
8.2 Remove the fan hub from the engine changes to the engine that will raise the operat-
block. ing speed of the fan.
9. Remove the fan and the attached fan clutch from 2. Install the fan hub onto the engine. See Fig. 1.
the vehicle. 2.1 Put the hub in place on the engine so the
10. Remove the locknuts and washers that hold the lower mounting ears fit over the lower two
fan clutch to the fan. Remove the clutch. bolts on the engine block.
2.2 Install the two upper hexbolts and wash-
ers. Tighten all the hexbolts 15 lbf·ft (20
N·m).

Business Class M2 Workshop Manual, Supplement 4, March 2003 110/1

20.04 Fan Clutch, Viscous
Removal and Installation

3. Install the fan clutch assembly onto the fan hub.

Tighten the 3/8–16 locknuts 28 lbf·ft (38 N·m).
4. Install the serpentine drive belt.
5. Connect the left-side charge air cooler hose to
the charge air cooler.
6. Connect the radiator struts to the radiator side-
channels. Tighten the fasteners firmly.
7. Lower the hood and connect the batteries.
8. Remove the chocks from the tires.

110/2 Business Class M2 Workshop Manual, Supplement 4, March 2003

Fan Clutch, Viscous 20.04
Specifications

Fastener Torques
Torque: lbf·ft
Description Grade Size
(N·m)
Fan Clutch-to-Fan Hub Locknuts 8 3/8—16 28 (38)
Fan Hub-to-Engine Hexbolts 10.9 M8 15 (20)
Fan Clutch-to-Fan Locknuts G 5/16—18 21 (28)
Table 1, Fastener Torques

Business Class M2 Workshop Manual, Supplement 0, January 2002 400/1

Fan Clutch, Horton DriveMaster 20.05
General Information

General Information
The Horton DriveMaster® fan clutch is a temperature-
controlled, air-operated clutch for the engine cooling
fan. It is spring engaged, and controls the engine
temperature by engaging or disengaging the fan.
When the coolant temperature is below a specified
range, air pressure keeps the fan disengaged to
save engine power. When the coolant temperature
rises above the specified range, air pressure to the
fan clutch is cut off and internal spring pressure en-
gages the fan.
Air pressure to the fan clutch is controlled by a sole-
noid valve; the solenoid valve is controlled by a tem-
perature switch installed in the thermostat housing.
The temperature switch is connected to the engine
ECM, which controls the solenoid valve. See Fig. 1.
When you start a cold engine, the solenoid valve al-
lows air pressure to the fan clutch and the clutch re-
mains disengaged. When the coolant temperature
rises to the temperature switch setting, the switch
provides power to the solenoid valve and the valve
cuts off compressed air to engage the fan.
On vehicles with air conditioning, the fan clutch sole-
noid valve is connected to a fan cycling switch at the
receiver-dryer. If the refrigerant pressure exceeds the
setting of the fan cycling switch, the switch supplies
power to the solenoid valve, which cuts off air to the
fan clutch, engaging the fan.

Business Class M2 Workshop Manual, Supplement 3, January 2002 050/1

20.05 Fan Clutch, Horton DriveMaster
General Information

3
1 2

5
4

6
10
9
D
+12V
C 11
A C 12
C
7

+12V
8 14
B 13
08/11/2005 f544122
A. To Indicators and Gauges C. Normally Closed
B. To Electronic Injectors and Other Actuators D. Normally Open
1. Fan Override Switch 6. Foot Throttle 9. Solenoid Valve
2. Air Temperature Sensor 7. Engine ECM 10. Air Supply from Reservoir
3. Engine Speed Sensor 8. Fan Relay (not present in all 11. Fan Clutch
4. A/C Pressure Switch systems) 12. Air Supply to Fan Clutch
5. Coolant Temperature Sensor

Fig. 1, Fan Clutch Schematic (engine ECM controlled)

050/2 Business Class M2 Workshop Manual, Supplement 3, January 2002

Fan Clutch, Horton DriveMaster 20.05
Removal and Installation

Removal 8.1 If equipped with a metal fan ring, remove

the two top fasteners holding the upper
mounting bracket for the fan ring.
1. Park the vehicle on a level surface, shut down
the engine, set the parking brakes, and chock 8.2 Remove the fasteners holding the fan
the tires. clutch mounting bracket to the front of the
engine.
WARNING
WARNING
Wear safety goggles when draining the air sys-
tem or disconnecting an air line because dirt and The fan clutch assembly may weigh up to 55 lbs.
sludge could fly out at high speeds. Don’t direct (25 kg). Be careful when lifting it. Use a helper or
the airstreams at anyone. Don’t disconnected a hoist, if necessary. Failure to use care when
pressurized air lines, as they may whip as air es- lifting the fan clutch could cause the assembly to
capes. Failure to take all necessary precautions fall, which could result in injury or component
could result in personal injury. damage.
2. Drain the air tanks. 8.3 Remove the fan clutch assembly from the
3. Tilt the hood. vehicle. If equipped with a metal fan ring,
carefully push the ring forward to allow
4. Disconnect the left-side hose from the charge air removal of the fan clutch assembly.
cooler.
5. Remove the drive belts from the engine. Installation
6. Disconnect the air line from the fan hub. 1. Using either a helper or a hoist, position the fan
7. Remove the fan. clutch assembly in place on the front of the en-
gine, aligning the holes in the mounting bracket
8. Remove the fan clutch assembly from the en- with those in the front of the engine.
gine. See Fig. 1.
2. Install the fasteners.
3 If equipped with a metal fan ring, don’t tighten
2 the upper fan clutch fasteners completely.
3. Install the drive belts.
4. Connect the air line to the fan clutch.
5. Install the fan. Tighten the fan mounting nuts
firmly.
6. Tighten the M8 fan-clutch mounting fasteners 15
lbf·ft (20 N·m).

1 7. Connect the left-side hose to the charge air

cooler.

05/29/2002 f200576
8. Lower the hood.
1. Hexnut 9. Remove the chocks from the tires.
2. Fan Clutch Assembly
3. Hexbolt,

Fig. 1, Fan Clutch Removal (typical)

Business Class M2 Workshop Manual, Supplement 3, January 2002 100/1

Fan Clutch, Horton DriveMaster 20.05
Fan Clutch Major Rebuild

Disassembly 4. Apply 80 to 120 psi (552 to 827 kPa) to the fan

clutch to lift the fan mounting disc off the spring
housing/piston assembly.
NOTE: This procedure involves a major rebuild
of the Horton DriveMaster® fan clutch, using
parts from the manufacturer’s Super Kit. If you CAUTION
are replacing just the seals or the air cartridge, Use care when placing the pry bar onto the fan
see Subject 120 for the minor rebuild proce- mounting disc. Make sure it is secure and flat on
dure. the surface. Failure to do so make cause the pry
Refer to Fig. 1 for this procedure. bar to slip, which could result in damage to studs

6
5

4
3

2
1

14 16
15 17
14
13
12
11
10

9
8
7
05/30/2002 f200568

1. Fan Mounting Disc 6. Air Chamber Seal 12. Air Cartridge Retaining Ring
2. Torx®-Head Screw (8 qty.) 7. Air Chamber Cap Retaining Ring 13. Air Cartridge Assembly
3. Friction Lining 8. O-Ring 14. Sheave Bearings
4. Cage Nut (supplied with repair 9. Air Chamber Cap 15. Bearing Spacer
kit) 10. Face Seal 16. Sheave
5. Spring Housing/Piston Assembly 11. Bearing Nut 17. Journal Bracket

Fig. 1, Horton DriveMaster Fan Clutch

1. Remove the fan clutch assembly from the ve- or the fan mounting disc.
hicle. For instructions, see Subject 100.
5. Using a pry bar, wrench, and a T55 Torx® bit,
2. Put the fan clutch assembly in a vise. loosen the jack bolt (left-hand thread) by turning
it counterclockwise. See Fig. 2.
3. Connect a shop air hose to the fan clutch air in-
let. 6. Unscrew the fan mounting disc from the jack
bolt. See Fig. 3

Business Class M2 Workshop Manual, Supplement 3, January 2002 110/1

20.05 Fan Clutch, Horton DriveMaster
Fan Clutch Major Rebuild

WARNING
A
1 Do not disassemble the spring housing from the
piston. The interior springs are very strong, and
if released could eject the housing with consider-
2 able force, possibly resulting in serious injury.
Always use the cage nut to hold the spring hous-
ing and the piston together.
8. Using a wrench and a T55 Torx bit to hold the
jack bolt, install the cage nut from the kit onto
the jack bolt (left-hand thread). Hand tighten it
onto the spring housing.
3
The cage nut will keep the spring housing and
piston together as an assembly. It will also main-
tain pressure on the internal springs after the
05/30/2002 f200583
Torx-head screws holding the friction lining in
A. Place the pry bar here. place are removed.
1. Pry Bar (push clockwise)
2. Torx Bit and Wrench (turn counterclockwise) 9. Release the air pressure from the fan clutch.
3. Shop Air Hose (connected to the inlet port)

Fig. 2, Loosening the Jack Bolt WARNING

Release the air pressure from the fan clutch be-
fore removing the friction lining Torx-head
screws. Failure to release the air pressure could
result in the spring housing/piston assembly be-
1 ing ejected with force, which could result in per-
sonal injury.
10. Using a T27 Torx bit, remove the eight Torx-head
screws holding the friction lining in place.
2
11. Remove the friction lining. See Fig. 4.
12. Keeping the cage nut installed and tightened,
remove the spring housing/piston assembly. See
Fig. 5.
13. Remove the air chamber seal. See Fig. 6.
14. Examine the inside of the air chamber for signs
08/07/2002 f200586
of moisture and/or contaminants.
1. Fan Mounting Disc
2. Jack Bolt (left-hand thread) 15. Remove the air chamber cap retaining ring. See
Fig. 6.
Fig. 3, Fan Mounting Disc Removal and Installation
16. Using two small screwdrivers placed 180 de-
7. Inspect the fan mounting disc for wear or dam- grees apart, gently and evenly pry the air cham-
age. ber cap out of the sheave.
17. Remove the O-ring seal from the air chamber
cap. See Fig. 6.
18. Remove the face seal. See Fig. 6.

110/2 Business Class M2 Workshop Manual, Supplement 3, January 2002

Fan Clutch, Horton DriveMaster 20.05
Fan Clutch Major Rebuild

1
4

3 2
2

1
3

06/05/2002 f200571
1. Spring Housing/Piston Assembly
2. Cage Nut
3. Friction Lining
4. Torx-Head Screws

Fig. 4, Friction Lining Removal and Installation

06/05/2002 f200573
1. Air Chamber Seal 4. Air Chamber Cap
2 2. Retaining Ring 5. Face Seal
3. O-Ring Seal

Fig. 6, Air Chamber Seal Removal and Installation

20. Remove the bearing nut from the mounting
bracket. See Fig. 7.
1
21. Remove the sheave from the mounting bracket.
See Fig. 8.
22. If replacing the bearings, support the sheave and
press them out.
23. Clean and remove any dirt, debris, or corrosion
that may be present.

05/28/2002 f200572
24. Remove the air cartridge.
1. Air Chamber 24.1 Remove the retaining ring. See Fig. 9.
2. Spring Housing/Piston Assembly (with cage nut
installed) 24.2 Remove the air cartridge assembly. See
Fig. 10.
Fig. 5, Spring Housing/Piston Assembly Removal and
Installation
Assembly
19. Inspect the face seal for signs of wear. Wear in-
dicates that dirt may exist in the air system. 1. If necessary, clean the air cartridge bore in the
mounting bracket.

Business Class M2 Workshop Manual, Supplement 3, January 2002 110/3

20.05 Fan Clutch, Horton DriveMaster
Fan Clutch Major Rebuild

05/29/2002 f200574

1. Bearing Nut
2. Mounting Bracket

Fig. 7, Bearing Nut Removal and Installation

07/13/94 f200029a

Fig. 9, Retaining Ring Removal and Installation

1

1
05/29/2002 f200575
05/29/2002 f200578
1. Sheave
2. Mounting Bracket 1. Float Seal Tip
2. Air Cartridge
Fig. 8, Removing the Sheave
Fig. 10, Removing the Air Cartridge
NOTE: The sheave bearings do not require lu-
brication. 2.1 If equipped with two bearings, assemble
the bearings so the markings on their
2. If replacing the sheave bearings, do the follow- edges line up to form an arrow. See
ing:

110/4 Business Class M2 Workshop Manual, Supplement 3, January 2002

Fan Clutch, Horton DriveMaster 20.05
Fan Clutch Major Rebuild

Fig. 11. It doesn’t matter which way the 3. Apply O-ring lubricant from the kit to the outside
arrow faces when the bearings are in- O-rings of the new air cartridge assembly. See
stalled. Fig. 13.

1 1

A
3
3 A

1 1 03/27/2000 f200515
A. Convex surface of the retaining ring goes toward
05/30/2002 f200582 the air cartridge.
A. Align the markings to form an arrow. 1. Retaining Ring
1. Sheave Bearing 2. O-Rings
3. Air Cartridge
Fig. 11, Aligning the Bearings
Fig. 13, Installing the Air Cartridge Retaining Ring
IMPORTANT: If the fan clutch uses spacers,
be sure to install them between the bear- 4. Install the new air cartridge assembly into the
mounting bracket.
ings.
5. Install the retaining ring, making sure the convex
2.2 Supporting the sheave, press the new
surface of the ring is toward the air cartridge.
sheave bearings — and spacers, if appli-
See Fig. 13.
cable — into place. Note the position of
the lip inside the sheave. 6. Using a clean, dry cloth, clean both the float seal
tip of the air cartridge and the face seal of the air
2.3 Slide the sheave onto the mounting
chamber cap.
bracket. See Fig. 8.
7. Assemble the air chamber cap and face seal.
2.4 Making sure that the bearing nut hex is
See Fig. 6.
facing up, install the bearing nut. See
Fig. 12. Tighten 130 lbf·ft (176 N·m). See Tighten the face seal 75 to 100 lbf·in (850 to
Fig. 7. 1130 N·cm).
8. Lubricate the O-ring seal with the fresh lubricant
from the kit.
A
9. Install the O-ring seal on the air chamber cap.
See Fig. 6.
10. Carefully set the air chamber cap into the
sheave. See Fig. 6.

B 11. Install the retaining ring. See Fig. 6.

05/30/2002 f200580 12. Install the air chamber seal into the sheave. Be
A. Hex faces up. sure the seal is evenly seated against the side
B. Relief faces toward mounting bracket and and bottom of the groove surfaces, and the "V"
bearings. of the seal is facing down. See Fig. 14.
Fig. 12, Correct Bearing Nut Orientation 13. Lubricate contact surfaces with the fresh lubri-
cant from the kit.

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20.05 Fan Clutch, Horton DriveMaster
Fan Clutch Major Rebuild

19. Remove the cage nut from the spring housing/

A piston assembly.
20. Install the new fan mounting disc from kit.
B
1 CAUTION
Use care when placing the pry bar onto the fan
mounting disc. Make sure it is secure and flat on
C the surface. Failure to do so make cause the pry
2
bar to slip, which could result in damage to studs
or the fan mounting disc.
21. Using a suitable wrench, a T55 Torx bit, and a
pry bar, tighten the jack bolt (left-hand thread)
100 lbf·ft (136 N·m). Turn the wrench clockwise
and push the pry bar counterclockwise.
05/29/2002 f200579
A. Seal is seated evenly against side and bottom of 22. Using shop air, actuate the fan clutch and check
groove. for correct engagement and disengagement of
B. Apply grease only between these areas. the fan mounting disc. If there is a problem, it
C. "V" of Seal Facing Down must be corrected before installing the fan clutch
1. Air Chamber Seal onto the engine.
2. Sheave
23. Check for air leaks at the bleed hole and around
Fig. 14, Correct Installation of Air Chamber Seal the spring housing/piston assembly.
(cross-section view)
24. Install the fan clutch assembly onto the engine.
See Subject 100 for instructions.
WARNING
The new spring housing/piston assembly from
the kit has a cage nut installed on it. Do not re-
move the cage nut. This will cause the spring
housing to be forcibly ejected from the piston
assembly, which could result in serious injury.
14. Carefully set the new spring housing/piston as-
sembly into position. See Fig. 6. Note that the
new assembly has a cage nut installed on it.
15. Rotate the new spring housing/piston assembly
to align the mounting holes with those of the
sheave.
IMPORTANT: Handle the new friction liner by
the edges to avoid contamination.
16. Set the new friction liner from the kit into place,
being careful to touch only the edges.
17. Using a T27 Torx bit, install the eight Torx-head
screws. See Fig. 4. Tighten alternately 80 lbf·in
(900 N·m).
18. Apply a minimum of 80 psi (552 kPa) of clean air
to the air inlet.

110/6 Business Class M2 Workshop Manual, Supplement 3, January 2002

Fan Clutch, Horton DriveMaster 20.05
Fan Clutch Minor Rebuild

Disassembly
NOTE: This procedure involves a minor rebuild A
1
of the Horton DriveMaster® fan clutch, using
parts from the manufacturer’s Seal Kit. If a ma-
jor rebuild of the fan clutch is needed, see Sub- 2
ject 110.
1. Remove the fan clutch assembly from the ve-
hicle. For instructions, see Subject 100.
2. Put the fan clutch assembly in a vise.
3. Connect a shop air hose to the fan clutch air in- 3
let.
4. Apply 80 to 120 psi (552 to 827 kPa) to the fan
clutch to lift the fan mounting disc off the spring 05/30/2002 f200583
housing/piston assembly.
A. Place the pry bar here.
1. Pry Bar (push clockwise)
CAUTION 2. Torx Bit and Wrench (turn counterclockwise)
3. Shop Air Hose (connected to the inlet port)
Use care when placing the pry bar onto the fan
mounting disc. Make sure it is secure and flat on Fig. 1, Loosening the Jack Bolt
the surface. Failure to do so make cause the pry
bar to slip, which could result in damage to studs
or the fan mounting disc.
5. Using a pry bar, wrench, and a T55 Torx® bit,
loosen the jack bolt (left-hand thread) by turning 1
it counterclockwise. See Fig. 1.
6. Unscrew the fan mounting disc from the jack
bolt. See Fig. 2.
2
7. Inspect the fan mounting disc for wear or dam-
age.

WARNING
Do not disassemble the spring housing from the
piston. The interior springs are very strong, and
if released could eject the housing with consider- 08/07/2002 f200586
able force, possibly resulting in serious injury. 1. Fan Mounting Disc
Always use the cage nut to hold the spring hous- 2. Jack Bolt (left-hand thread)
ing and the piston together.
Fig. 2, Fan Mounting Disc Removal and Installation
8. Using a wrench and T55 Torx bit to hold the jack
bolt, install the cage nut from the kit onto the Torx-head screws holding the friction lining in
jack bolt (left-hand thread). Hand tighten it onto place are removed.
the spring housing. 9. Release the air pressure from the fan clutch.
The cage nut will keep the spring housing and
piston together as an assembly. It will also main-
tain pressure on the internal springs after the

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20.05 Fan Clutch, Horton DriveMaster
Fan Clutch Minor Rebuild

WARNING 2

Release the air pressure from the fan clutch be-

fore removing the friction lining Torx-head
screws. Failure to release the air pressure could
result in the spring housing/piston assembly be-
ing ejected with force, which could result in per-
sonal injury. 1

10. Using a T27 Torx bit, remove the eight Torx-head

screws holding the friction lining in place.
11. Remove the friction lining. See Fig. 3.

05/28/2002 f200572
4
1. Air Chamber
2. Spring Housing/Piston Assembly (with cage nut
installed)
3
Fig. 4, Spring Housing/Piston Assembly Removal and
2 Installation
1 17. Remove the O-ring seal from the air chamber
cap. See Fig. 5.
18. Remove the face seal. See Fig. 5.
19. Inspect the face seal for signs of wear. Wear in-
dicates that dirt may exist in the air system.
20. Remove the air cartridge.
06/05/2002 f200571 20.1 Remove the retaining ring. See Fig. 6.
1. Spring Housing/Piston Assembly 20.2 Remove the air cartridge assembly. See
2. Cage Nut
Fig. 7.
3. Friction Lining
4. Torx-Head Screws

Fig. 3, Friction Lining Removal and Installation

Assembly
12. Keeping the cage nut installed and tightened, 1. Clean the mounting bracket bore if necessary.
remove the spring housing/piston assembly. See 2. Apply O-ring lubricant from the kit to the outside
Fig. 4. O-rings of the new air cartridge assembly. See
13. Remove the air chamber seal. See Fig. 5. Fig. 8.
14. Examine the inside of the air chamber for signs 3. Install the new air cartridge assembly into the
of moisture and/or contaminants. mounting bracket.
15. Remove the air chamber cap retaining ring. See 4. Install the retaining ring, making sure the convex
Fig. 5. surface of the ring is toward the air cartridge.
See Fig. 8.
16. Using two small screwdrivers placed 180 de-
grees apart, gently and evenly pry the air cham-
ber cap out of the sheave.

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Fan Clutch, Horton DriveMaster 20.05
Fan Clutch Minor Rebuild

07/13/94 f200029a

Fig. 6, Retaining Ring Removal and Installation

(sheave not shown)
06/05/2002 f200573
1. Air Chamber Seal 4. Air Chamber Cap
2. Retaining Ring 5. Face Seal
3. O-Ring Seal

Fig. 5, Air Chamber Seal Removal and Installation

5. Using a clean, dry cloth, clean both the float seal
tip of the air cartridge and the face seal of the air
chamber cap. 2
6. Assemble the air chamber cap and face seal.
See Fig. 5.
Tighten the face seal 75 to 100 lbf·in (850 to
1130 N·cm).
7. Lubricate the O-ring seal with the fresh lubricant
1
from the kit.
8. Install the O-ring seal on the air chamber cap. 05/29/2002 f200578
See Fig. 5. 1. Float Seal Tip
9. Carefully set the air chamber cap into the 2. Air Cartridge
sheave. See Fig. 5. Fig. 7, Removing the Air Cartridge (sheave not shown)
10. Install the retaining ring. See Fig. 5.
and bottom of the groove surfaces, and the "V"
11. Install the air chamber seal into the sheave. Be of the seal is facing down. See Fig. 9.
sure the seal is evenly seated against the side
12. Lubricate contact surfaces with the fresh lubri-
cant from the kit.

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20.05 Fan Clutch, Horton DriveMaster
Fan Clutch Minor Rebuild

13. Carefully set the new spring housing/piston as-

1 1 sembly into position. See Fig. 4. Note that the
new assembly has a cage nut installed on it.
2
14. Rotate the new spring housing/piston assembly
to align the mounting holes with those of the
sheave.
3
3 A 15. Set the friction liner from the kit into place, being
careful to touch only the edges.
03/27/2000 f200515
16. Using a T27 Torx bit, install the eight Torx-head
A. Convex surface of the retaining ring goes toward
the air cartridge. screws. See Fig. 3. Tighten alternately 80 lbf·in
(900 N·cm).
1. Retaining Ring
2. O-Rings 17. Apply a minimum of 80 psi (552 kPa) of clean air
3. Air Cartridge to the air inlet.
Fig. 8, Installing the Air Cartridge Retaining Ring 18. Remove the cage nut from the spring housing/
piston assembly.
A
CAUTION
Use care when placing the pry bar onto the fan
B
1 mounting disc. Make sure it is secure and flat on
the surface. Failure to do so make cause the pry
bar to slip, which could result in damage to studs
or the fan mounting disc.
C 2 19. Using a suitable wrench, a T55 Torx bit, and a
pry bar, tighten the jack bolt (left-hand thread)
100 lbf·ft (136 N·m). Turn the wrench clockwise
and the pry bar counterclockwise.
20. Using shop air, actuate the fan clutch and check
for correct engagement and disengagement of
05/29/2002 f200579 the fan mounting disc. If there is a problem, it
A. Seal is seated evenly against side and bottom of must be corrected before installing the fan clutch
groove. onto the engine.
B. Apply grease only between these areas.
C. "V" of Seal Facing Down
21. Check for air leaks at the bleed hole and around
the spring housing/piston assembly.
1. Air Chamber Seal
2. Sheave 22. Install the fan clutch assembly onto the engine.
See Subject 100 for instructions.
Fig. 9, Correct Installation of Air Chamber Seal (cross-
section view)

WARNING
The new spring housing/piston assembly from
the kit has a cage nut installed on it. Do not re-
move the cage nut. This will cause the spring
housing to be forcibly ejected from the piston
assembly, which could result in serious injury.

120/4 Business Class M2 Workshop Manual, Supplement 3, January 2002

Fan Clutch, Horton DriveMaster 20.05
Troubleshooting

Troubleshooting Tables
Problem—Air Is Leaking from the Fan Clutch
Problem—Air Is Leaking from the Fan Clutch
Possible Cause Remedy
The face seal or air cartridge is damaged Install a new seal kit.
or worn.
The O-ring seals are damaged or worn. Install a new seal kit.

Problem—The Fan Clutch Fails to Engage

Problem—The Fan Clutch Fails to Engage
Possible Cause Remedy
There’s no power to the fan clutch control Check all electrical connections, and repair or replace wiring as needed.
circuit. Check the circuit breaker for the engine fan and repair or replace as needed.
The engine temperature switch is Make sure the switch is normally open, not normally closed. Replace the
damaged or an incorrect sensor has been switch if it is damaged or if the switch is the wrong type.
installed.
The solenoid valve is malfunctioning. Replace the solenoid valve.
The solenoid is not exhausting. Make sure the solenoid exhaust port is not plugged.

Problem—The Fan Clutch Does Not Disengage

Problem—The Fan Clutch Does Not Disengage
Possible Cause Remedy
The engine temperature switch is Make sure the switch is normally open, not normally closed. Replace the
damaged or an incorrect sensor has been switch if it is damaged or if the switch is the wrong type.
installed.
A restricted air line doesn’t allow air supply Make sure the air lines are not pinched or plugged. Repair the air lines as
to the clutch. needed.
The fan clutch is leaking. Install a new seal kit.
The air supply to the fan clutch is Make sure the fan clutch air lines are not leaking or pinched. Repair the lines
restricted. as needed.
The piston is seized due to contamination Clean the air supply. Do a major rebuild.
or dry seals.

Problem—The Fan Clutch Cycles Frequently

Problem—The Fan Clutch Cycles Frequently
Possible Cause Remedy
The fan clutch control circuit has a loose Check all wiring connections, and repair the circuit as needed. Check the
connection or is poorly grounded. circuit breaker for the engine fan and repair or replace as needed.
The temperature control settings are Check the fan clutch control setting of the temperature switch, according to
incorrect. the engine installed in the vehicle. Repair or replace the temperature switch
as needed.

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20.05 Fan Clutch, Horton DriveMaster
Troubleshooting

Problem—The Fan Clutch Cycles Frequently

Possible Cause Remedy
The fan cycling switch at the receiver- Check the switch at the receiver-dryer, and if needed, replace the switch with
dryer is set too low. a switch with a higher setting. Check the ACPU switch and unit.
There is an air restriction in front of the fan Check for incorrect radiator shutter operation, winterfronts, or any other air
clutch. restrictions.
The engine temperature is too high. Check the programmable engine control parameters, and reprogram as
needed.
The temperature switch is malfunctioning. Replace the temperature switch.

Problem—The Fan Clutch Engages, But the Engine Still Overheats

Problem—The Fan Clutch Engages, But the Engine Still Overheats
Possible Cause Remedy
There is an air restriction in front of the fan Check for incorrect radiator shutter operation, winterfronts, or any other air
clutch. restrictions.
There is a problem somewhere else in the Refer to the cooling system troubleshooting section, Section 20.00.
cooling system.

300/2 Business Class M2 Workshop Manual, Supplement 3, November 2002

Fan Clutch, Horton DriveMaster 20.05
Specifications

Horton DriveMaster® Repair Kits

Kit Description * Part When Used
Number
Super Kit HOR994347 Fan Clutch Major Rebuild
Seal Kit HOR994346 Replacing Seals and Air Cartridge
Friction Disc Kit HOR994348 Replacing Fan Mounting Disc and Friction Lining
Friction Liner Kit HOR994349 Replacing Friction Lining Only
* All kits are available from the PDCs.

Table 1, Horton DriveMaster Repair Kits

Torque
Description
lbf·in (N·cm) lbf·ft (N·m)
Friction Lining 80 (900) —
Screws
Face Seal 75 to 100 (850 to —
1130)
Bearing Nut — 130 (176)
Jack Bolt — 100 (136)
Table 2, Torque Values

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20.05 Fan Clutch, Horton DriveMaster
Specifications

3
1 2

5
4

6
10
9
D
+12V
C 11
A C 12
C
7

+12V
8 14
B 13
08/11/2005 f544122
A. To Indicators and Gauges C. Normally Closed
B. To Electronic Injectors and Other Actuators D. Normally Open
1. Fan Override Switch 6. Foot Throttle 9. Solenoid Valve
2. Air Temperature Sensor 7. Engine ECM 10. Air Supply from Reservoir
3. Engine Speed Sensor 8. Fan Relay (not present in all 11. Fan Clutch
4. A/C Pressure Switch systems) 12. Air Supply to Fan Clutch
5. Coolant Temperature Sensor

Fig. 1, Fan Clutch Schematic (engine ECM controlled)

400/2 Business Class M2 Workshop Manual, Supplement 3, January 2002

Fan Clutch, Kysor K26RA 20.06
General Information

General Information
The fan clutch is a temperature-controlled, air-
operated clutch for the engine cooling fan. It is spring
engaged, and controls the engine temperature by
engaging or disengaging the fan.
When the coolant temperature is below a specified
range, air pressure keeps the fan disengaged to
save engine power. When the coolant temperature
rises above the specified range, air pressure to the
fan clutch is cut off and internal spring pressure en-
gages the fan.
Air pressure to the fan clutch is controlled by a sole-
noid valve; the solenoid valve is controlled by a tem-
perature switch installed in the thermostat housing.
The temperature switch is connected to the engine
MCM, which controls the solenoid valve. When you
start a cold engine, the solenoid valve allows air
pressure to the fan clutch and the clutch remains dis-
engaged. When the coolant temperature rises to the
temperature switch setting, the switch provides
power to the solenoid valve and the valve cuts off
compressed air to engage the fan.
On vehicles with air conditioning, the fan clutch sole-
noid valve is connected to a fan cycling switch at the
receiver-drier. If the refrigerant pressure exceeds the
setting of the fan cycling switch, the switch supplies
power to the solenoid valve, which cuts off air to the
fan clutch, engaging the fan.

Business Class M2 Workshop Manual, Supplement 20, September 2011 050/1

Fan Clutch, Kysor K26RA 20.06
Fan Clutch Removal and Installation

Removal
1. Park the vehicle, apply the parking brakes, and
chock the tires.
2. Tilt the hood.

WARNING
Wear safety goggles when draining the air sys-
tem or disconnecting an air line because dirt and
sludge could fly out at high speeds. Don’t direct
the airstreams at anyone. Do not disconnect
pressurized air lines, as they may whip as air es- 06/27/95 f200319
capes. Failure to take all necessary precautions
could result in personal injury. Fig. 1, Line Up the Access Holes
3. Drain the air tanks. 8. Remove the air pressure from the fan clutch, and
4. Disconnect the air line from the fan clutch. allow the fan to engage.
5. Remove the upper fan shroud as follows. 9. Remove the allen screws holding the fan clutch
to the fan hub.
5.1 Place alignment marks on the upper and
lower fan shrouds, and mark the shroud- 10. Remove the fan clutch from the fan clutch hub. It
to-channel positions, so the shroud can be may be necessary to gently pry the clutch from
installed in the same position on the radia- the hub.
tor.
5.2 Remove the four fasteners that connect Installation
the upper and lower fan shrouds.
IMPORTANT: A new coupler must be used when
5.3 Remove the fasteners that hold the upper installing the clutch onto the hub.
fan shrouds to the radiator.
1. Install the fan clutch onto the fan clutch hub.
5.4 Remove the upper fan shroud from the
vehicle. 1.1 Install a new coupler onto the fan hub.
6. Remove the fasteners that hold the fan to the fan 1.2 Position the fan clutch onto the fan hub,
clutch, then remove the fan. then push it toward the rear of the vehicle
and rotate the clutch until the flats of the
coupler engage the fan clutch.
WARNING
1.3 Line up the access holes in the clutch with
If the fan clutch engages during the next step, it the holes for the allen screws in the clutch
could cause personal injury. Keep the fan clutch hub.
disengaged throughout this procedure by main-
taining between 90 and 120 psi (620 and 827 kPa) 1.4 Install the allen screws, and tighten them
of air pressure. 45 lbf·ft (61 N·m).
7. Align the access holes in the fan clutch with the 2. Install the fan.
allen screws on the fan hub. See Fig. 1. 3. Connect the air line to the fan clutch.
7.1 Using shop air and a suitable nozzle at- 4. Position the upper fan shroud on the radiator;
tachment, apply between 90 and 120 psi align the marks, then install the fasteners that
(620 and 827 kPa) of air pressure to the hold it to the radiator and the lower fan shroud.
fan clutch to disengage the clutch.
7.2 Line up the access holes.

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20.06 Fan Clutch, Kysor K26RA
Fan Clutch Removal and Installation

5. Connect the left-side hose to the charge air

cooler.

100/2 Business Class M2 Workshop Manual, Supplement 20, September 2011

Fan Clutch, Kysor K26RA 20.06
Fan Clutch Minor Rebuild

Special Tools sembly, install two 3-1/2-inch (89-mm)

long carriage bolts and suitable washers
on opposite sides of the clutch assembly.
IMPORTANT: Special tools are are recom-
mended, but not required for this procedure. 3.2 On the shaft assembly side, install about a
See Table 1 for the special tool set. 1/2-inch (13-mm) thickness of washers
onto each carriage bolt.
Special Tools 3.3 Install a wingnut on the end of each car-
Part riage bolt and tighten the wingnuts evenly
Description Order From until the engagement spring is caged.
Number
Wright Brothers Enterprises 4. Remove the lining retaining plates and the lining.
Support and 8171 Hibma
See Fig. 2 and Fig. 3.
1090-
Compressor
00000-02 Marion, MI 49665
(see Fig. 1)
Telephone: 231-825-2939
Table 1, Special Tools
2

Rebuild
1. Park the vehicle, apply the parking brakes, and
chock the tires. 1
2. Remove the fan clutch from the vehicle. For in-
structions, refer to Subject 100.
06/26/95 f200317
NOTICE 1. Support 2. Compressor
When caging and compressing the engagement
spring of the fan clutch, depress the clutch shaft Fig. 1, Special Tools
only enough to relieve the pressure on the retain-
ing plates (about 1/16-inch, or 1.5 mm). Applying
additional force after the clutch shaft bottoms in
the housing will damage the housing and render
it unserviceable.
1
NOTE: There are two methods of caging the
engagement spring. One uses the special tools
and a press. The other uses carriage bolts,
washers, and wingnuts. Either method is effec-
tive.
2
3. Cage the engagement spring.
If using the special support and compressor
tools, place the fan clutch in a press to cage the 08/30/2000 f200318a
engagement spring. See Fig. 2. 1. Compressor Tool 2. Support Tool
If using the optional method of caging the en-
Fig. 2, Caging the Engagement Spring and Removing
gagement spring, do the following:
the Lining Retaining Plates
3.1 With the access holes in the housing as-
sembly aligned with those in the shaft as-

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20.06 Fan Clutch, Kysor K26RA
Fan Clutch Minor Rebuild

22 23
19 20 21

12
6 11
10 13

2 4 5
3 7 8 9
1 14

15 16 17

18
08/11/2005 f200325
A. If a lip seal is used, install it so that it faces away from the fan studs.
1. Cylinder Nut 9. Engagement Spring Carrier 17. Flatwasher
2. Cylinder Assembly 10. Shaft Assembly 18. Fan Stud
3. Piston Rod Seal Washer 11. Lining 19. O-Ring
4. Lip Seal (may be O-Ring) 12. Lining Retaining Plates 20. Piston Rod Assembly
5. Dust Seal 13. Lockwasher 21. O-Ring
6. Housing Assembly 14. Screw 22. Snap Ring
7. Engagement Spring End Cap 15. Fan Nut 23. Coupling
8. Engagement Spring 16. Lockwasher

Fig. 3, Kysor K26RA Fan Clutch (exploded view)

NOTICE
Do not press on the cylinder during this step, or
the cylinder will be damaged. Use a 5/8-inch
wrench as shown in Fig. 4 on the piston rod flats.
5. If applicable, turn the clutch over in the press,
and use the special compressor tool to cage the
engagement spring while removing the cylinder
nut and cylinder. See Fig. 4.
6. Inspect the fan clutch. See Fig. 3
6.1 Inspect the two surfaces where the lining
rides. 06/26/95 f200320

6.2 Inspect the needle bearing race on the

Fig. 4, Removing the Cylinder Nut and Cylinder
shaft.
6.3 Inspect the needle bearings inside the 6.4 Inspect the piston bearing by rotating the
clutch housing. piston.

110/2 Business Class M2 Workshop Manual, Supplement 20, September 2011

Fan Clutch, Kysor K26RA 20.06
Fan Clutch Minor Rebuild

7. If you find cracking or scoring on any surface, or

if the bearings are rough, loose, or missing, re-
place the fan clutch.
NOTE: If you find metal particles in the existing
grease, replace the fan clutch or contact Kysor
for the training needed to perform a major fan
clutch rebuild. Kysor will not provide parts for a
major rebuild until the technician has completed
rebuild training provided by Kysor.
IMPORTANT: Do not wash the clutch parts in
solvent.
8. Using Fig. 3 as a reference, lubricate the follow- 07/07/2000 f200321
ing rebuild parts with lubricant supplied with the
rebuild kit (if the lubricant is unavailable, use one Fig. 5, Installing the Piston Rod Seal Washer
of the approved lubricants listed in Specifica-
tions, 400) : 10. Tighten the cylinder nut 84 lbf·in (940 N·cm).

• The piston seal (pack the seal groove also) 11. Tighten the lining screws 30 lbf·in (340 N·cm).

• The dust seal (pack the seal groove also) 12. As applicable, remove the fan clutch from the
press or remove the carriage bolts, washers, and
• The needle bearings inside the housing wing nuts.
• The inside of the engagement spring 13. Check the front-to-rear travel of the fan clutch.
• The outside of the piston rod assembly For instructions, refer to Group 20 in the 108SD
and 114SD Maintenance Manual.
• The inside of the piston rod assembly
14. Install the fan clutch on the engine. For instruc-
• The inside of the cylinder assembly tions, refer to Subject 100.
• Pack the lip of the grease seal

NOTICE
When caging and compressing the engagement
spring of the fan clutch, depress the clutch shaft
only enough to relieve the pressure on the retain-
ing plates (about 1/16-inch, or 1.5 mm). Applying
additional force after the clutch shaft bottoms in
the housing will damage the housing and render
it unserviceable.
IMPORTANT: When caging the engagment
spring, compress the clutch shaft only 1/16-inch
(1.5 mm).
9. Assemble the fan clutch parts according to
Fig. 3. Using either the special tools and a
press, or carriage bolts, washers, and wingnuts,
cage the engagement spring when installing the
cylinder and lining. Be careful to depress the
clutch shaft only 1/16-inch (1.5 mm).
The piston rod seal washer is the last item to
install before the cylinder goes on. See Fig. 5.

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Fan Clutch, Kysor K26RA 20.06
Fan Clutch Relining

Relining 9. Remove the air pressure from the fan clutch, and
allow the fan to engage.
IMPORTANT: Premature wearing of the fan 10. Disconnect the shop air, and connect the air line
clutch lining is due to either insufficient air pres- to the fan drive.
sure necessary to fully disengage the clutch (al-
lowing the clutch to remain partially engaged,
thus increasing wear), or a problem in the con-
trol circuit for the fan. Before putting the fan
clutch back in service, check the fan control and
air supply systems and make any necessary re-
pairs.
1. Park the vehicle on a level surface, apply the
parking brake, and shut down the engine. Chock
the tires.

WARNING
If the fan clutch engages during the next step, it
could cause personal injury. Keep the fan clutch
disengaged throughout this procedure by main-
taining between 90 and 120 psi (620 and 827 kPa)
of air pressure.
2. Bleed all the air from the primary and secondary
tanks.
3. Disconnect the air line from the fan drive, and
apply 90 to 110 psi (620 to 760 kPa) shop air
pressure to the fan drive.
4. Remove the six lining plate screws, and remove
the three lining plates. See Fig. 1.
5. Remove the old lining. If the lining sticks, use a
hammer and a screwdriver to free it by tapping
on the dividing cut in the lining.
6. Inspect the clutch shaft. If lining residue is
present, or if the surface appears glazed over
(non-metallic), temporarily release the air pres-
sure from the clutch to allow shaft to protrude,
and use a ScotchBrite to break the glaze.
NOTE: Some applications may be too tight to
spread the lining and slip it over the pulley. If
necessary, the lining can be cut in half with a
hacksaw for installation.
7. Apply air pressure to the clutch again, and install
the new lining. See Fig. 2.
8. Install the new lining plates. Tighten the screws
30 lbf·in (340 N·cm).

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20.06 Fan Clutch, Kysor K26RA
Fan Clutch Relining

22 23
19 20 21

12
6 11
10 13

2 4 5
3 7 8 9
1 14

15 16 17

18
08/11/2005 f200325
A. If a lip seal is used, install it so that it faces away from the fan studs.
1. Cylinder Nut 9. Engagement Spring Carrier 17. Flatwasher
2. Cylinder Assembly 10. Shaft Assembly 18. Fan Stud
3. Piston Rod Seal Washer 11. Lining 19. O-Ring
4. Lip Seal (may be O-Ring) 12. Lining Retaining Plates 20. Piston Rod Assembly
5. Dust Seal 13. Lockwasher 21. O-Ring
6. Housing Assembly 14. Screw 22. Snap Ring
7. Engagement Spring End Cap 15. Fan Nut 23. Coupling
8. Engagement Spring 16. Lockwasher

Fig. 1, Kysor K26RA Fan Clutch (exploded view)

06/26/95 f200324

Fig. 2, Removing the Lining Plates

120/2 Business Class M2 Workshop Manual, Supplement 20, September 2011

Fan Clutch, Kysor K26RA 20.06
Specifications

If the lubricant that comes with the rebuild kit for the • Chevron SR12
Kysor K26RA fan clutch is unavailable, use one of • Amoco Rykon Premium #2EP
the following approved lubricants:
• Texaco RB Premium
• Aeroshell 5
• Shell Alvania R3

Kysor K26RA Fan Clutch Torques

Description Torque
lbf·ft (N·m) lbf·in (N·cm)
Clutch-to-Hub Fasteners 45 (61) —
Fan-to-Clutch Fasteners 26 (35) —
Front Piston Nut — 84 (950)
Lining Plate Screws — 30 (340)
Table 1, Kysor K26RA Fan Clutch Torques

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Eaton Fuller Solo Clutches 25.00
General Information

General Description In the dual-disc versions of these clutches, the inter-

mediate plate separating the driven discs is mounted
directly to the flywheel. Four separator pins ensure
Eaton Fuller Solo™ clutches are 14-inch (350-mm)
an equal gap on all sides of the intermediate plate
single- or dual-disc assemblies used in medium-duty
and increase the life of the clutch.
applications and 15.5-inch (394-mm) dual-disc as-
semblies used in heavy-duty applications. See Fig. 1
and Fig. 2. Both versions are mounted to a flat fly-
wheel.
Solo clutches are adjustment-free: as the clutch
wears, its wear-adjusting technology monitors clutch
components and makes necessary adjustments. The
wear-adjusting technology comes from two sliding
cams, which rotate to maintain the proper adjust-
ment. Atop the upper cam, a wear indicating tab mir-
rors the cam movement to let you know when it’s
time to replace the clutch. See Fig. 3. The wear indi-
cating tab cannot be used as a mechanism for ad-
justing the clutch.

2
1 5
4
3
2
1

06/16/97 f250431

1. Cover Assembly 3. Drivestrap 5. Rear Disc

2. Front Disc 4. Intermediate Plate

Fig. 1, Solo Medium-Duty Clutches

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25.00 Eaton Fuller Solo Clutches
General Information

2 3
1
4

E
AC
PL
RE

06/23/97 f250424
1. Clutch Cover 3. Intermediate Plate
2. Rear Driven Disc 4. Front Driven Disc

Fig. 2, Solo Heavy Duty Clutches

E
AC
EPL
NE R
W

06/04/97 f250428

1. Clutch Cover 2. Wear Indicating Tab

Fig. 3, Wear Indicator

050/2 Business Class M2 Workshop Manual, Supplement 18, September 2010

Eaton Fuller Solo Clutches 25.00
Clutch Removal

Use the following procedure if you need to tempo-

rarily remove and then reinstall an Eaton Fuller Solo
clutch. Failure to follow these steps could cause the 1
Solo clutch to drag or not release upon installation.
E
IMPORTANT: Check the position of the wear PL
AC

indicating tab on the clutch cover. If the wear NE RE

W
indicating tab is near the REPLACE position on
the indicator, it is time to replace the clutch. 2

Removal
NOTICE 06/04/97 f250428

For proper reinstallation of the Solo clutch, the With the clutch pedal down, set the tab to the NEW po-
wear indicating tab must be reset. Failure to reset sition on the indicator.
this tab will prevent clutch release and result in 1. Clutch Cover 2. Wear Indicating Tab
possible clutch damage.
Fig. 1, Resetting the Wear Indicating Tab
NOTE: This step requires two persons: one
under the vehicle with access to the wear indi-
cating tab, and the other in the vehicle to press NOTICE
the clutch pedal. Do not let the rear of the transmission drop, and
1. Reset the wear indicating tab with the clutch in do not let the transmission hang unsupported in
the vehicle, as follows. the splined hubs of the clutch discs. Taking
these precautions will prevent bending and dis-
1.1 From inside the cab, press the clutch tortion of the clutch discs.
pedal all the way down. Hold the clutch
pedal down until the wear indicating tab is 3. Remove the clutch brake from the transmission
reset. input shaft. See Fig. 2.

1.2 Through the clutch inspection cover, slide

the wear indicating tab until it is at the
NEW position on the indicator. See Fig. 1.
1.3 From inside the cab, release the clutch
pedal. Check to be sure the wear indicat-
ing tab stays at the NEW position on the
indicator.

NOTICE
When removing the transmission from a vehicle
equipped with a hydraulic clutch control system,
disconnect the clutch grease tube to avoid com-
ponent damage.
NOTE: Before pulling the transmission from the 03/01/94 f250163a
bell housing, disconnect the external clutch link- Fig. 2, Clutch Brake Removal
age and rotate the release yoke so the yoke will
clear the release bearing when it is removed. 4. Install a spline aligning tool into the release bear-
ing assembly, and through the driven discs. See
2. Remove the transmission. See Section 26.00.

Business Class M2 Workshop Manual, Supplement 18, September 2010 100/1

25.00 Eaton Fuller Solo Clutches
Clutch Removal

Fig. 3. An old transmission input shaft may be

used for this purpose.

E
AC
PL
RE

10/10/95 f250311 03/02/2010 f250676

Fig. 3, Installing a Spline Aligning Tool Fig. 4, Installed Shipping Bolts

NOTE: Shipping bolts are installed on the clutch

cover prior to removal to prevent the clutch ad-
justment mechanism from unloading. 6 2
5. Cage the pressure plate, as follows.
For a 14-inch clutch, install four 3/8–16 x 1-1/4
shipping bolts (if available) or hexhead machine
screws into the four clutch cover holes, and 4
tighten them finger-tight plus one full turn. 7
For a 15.5-inch clutch, install four 7/16–14 x
8
E

1-3/4 shipping bolts (if available) or hexhead ma-

LAC

3
REP

chine screws into the four clutch cover holes,

and tighten them finger-tight plus one full turn.
These bolts will cage the pressure plate, prevent-
ing the four plate spacers from moving out of
position when the clutch is removed from the fly- 1 5
wheel. See Fig. 4.
05/29/2003 f250426a
6. Progressively loosen each of the mounting cap-
screws in the pattern shown in Fig. 5. This will
Fig. 5, Loosening Sequence
prevent warping or bending within the clutch, and
will ease removal of the clutch mounting cap- sembly during removal. See Fig. 6. For a 14-inch
screws. clutch, use 3/8–16 x 3 guide studs. For a 15.5-
7. Remove the two top mounting capscrews from inch clutch, use 7/16–14 x 5 guide studs.
the cover assembly, and install two guide studs
in the open holes to help support the clutch as-

100/2 Business Class M2 Workshop Manual, Supplement 18, September 2010

Eaton Fuller Solo Clutches 25.00
Clutch Removal

10/10/95 f250313
07/30/2009 f250671
Fig. 6, Installing Guide Studs
NOTE: For a 14-inch clutch, the pressure plate will be
NOTE: Mark the positions of the clutch compo- reset when it is 0.50 inch (12.7 mm) below the mounting
nents so they can be properly oriented during surface of the clutch cover. For a 15.5-inch clutch, the
pressure plate will be reset when it is 1.75 to 1.78
installation. inches (44.4 to 45.2 mm) below the mounting surface of
the clutch cover.
WARNING A. 0.50 inch (12.7 mm) for 14-inch clutches; 1.75 to
1.78 inches (44.4 to 45.2 mm) for 15.5-inch clutches
The clutch assembly is heavy. It should be re-
1. Mounting Surface 2. Pressure Plate
moved and installed only with a lifting device. If
the assembly is lifted incorrectly or dropped, it
Fig. 7, Reset Pressure Plate
could cause serious personal injury.
8. Remove the mounting capscrews, and carefully
remove the clutch assembly together with the
spline aligning tool.
9. Reset the pressure plate, as follows. See Fig. 7.
9.1 Progressively tighten the four shipping
bolts in a crisscross pattern.
9.2 Measure the depth of the pressure plate,
as follows.
For a 14-inch clutch, the pressure plate is
reset when the face of the pressure plate
is 0.50 inch (12.7 mm) below the mount-
ing surface of the clutch cover.
For a 15.5-inch clutch, the pressure plate
is reset when the face of the pressure
plate is 1.75 to 1.78 inches (44.4 to 45.2
mm) below the mounting surface of the
clutch cover.
NOTE: Resetting the pressure plate will allow
the clutch to release after installation.
10. Use an appropriate puller to remove the pilot
bearing. Inspect the old pilot bearing for any un-
usual wear or damage. Discard the pilot bearing.

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Eaton Fuller Solo Clutches 25.00
Clutch Inspection and Pre-Installation Procedures

Inspection 2.3 The total runout will be the difference be-

tween the highest plus and lowest minus
readings. To calculate the runout, see
NOTICE Fig. 2.
Misalignment of any parts described in these pro- Example: The highest reading is +0.004 at
cedures will cause premature wear of drivetrain 12 o’clock. The lowest reading is –0.003
components. at 9 o’clock. Therefore the total runout is
0.007 inch.
IMPORTANT: When taking the following read-
ings, rotate the engine by hand; do not crank
+.004
the engine with the starter. The engine may be
rotated by the pulley nut at the front of the
crankshaft, the flywheel mounting bolts, or the
starter ring-gear on the flywheel.
1. Clean the surfaces being measured to ensure
−.003 +.001
accurate measurements.
2. Measure the runout of the flywheel face (friction
surface), as follows. See Fig. 1 for the correct
setup.

0
04/30/2003 f250168b

Take four readings, starting with zero at the 6 o’clock

position, and going on to 9, 12, and 3 o’clock. Make
sure the dial returns to zero at the original start position.
Fig. 2, Calculating the Runout

2.4 The SAE maximum total runout for the

flywheel face is 0.008 inch (0.20 mm). If
the readings are higher, see the engine
manufacturer’s manual for instructions.
3. Measure the runout of the pilot-bearing bore in
the flywheel, as follows. See Fig. 3 for the cor-
03/01/94 f250022a
rect setup.
Secure the dial indicator to the flywheel housing, with 3.1 With the indicator still secured to the fly-
the gauge finger against the flywheel face, and near the wheel housing, move the gauge finger to
outer edge. contact the surface of the pilot-bearing
Fig. 1, Measuring the Flywheel Face bore.
3.2 Turn the flywheel through one complete
2.1 Secure the dial indicator to the flywheel
revolution. With chalk or soapstone, mark
housing, with the gauge finger against the
the high and low points on the bore of the
face of the flywheel near the outer edge.
pilot bearing.
2.2 Turn the flywheel through one complete
3.3 Calculate the runout as before.
revolution. With chalk or soapstone, mark
the high and low points on the flywheel 3.4 The SAE maximum total runout for the
face. pilot-bearing bore is 0.005 inch (0.13 mm).
If the readings are higher, see the engine
manufacturer’s manual for instructions.

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25.00 Eaton Fuller Solo Clutches
Clutch Inspection and Pre-Installation Procedures

4.3 Calculate the runout as before.

NOTE: Only if you have to reposition the
flywheel housing is it necessary to mark the
high and low runout readings in clock posi-
tions.
4.4 The SAE maximum total runout for the
flywheel-housing bore is 0.008 inch (0.20
mm). If readings are higher, replace the
flywheel housing. For instructions, see the
engine manufacturer’s manual.
5. Measure the runout of the face of the flywheel
housing, as follows. See Fig. 5 for the correct
setup.
03/01/94 f250023a

Secure the dial indicator to the flywheel housing, with

the gauge finger on the surface of the pilot-bearing
bore.
Fig. 3, Measuring the Pilot-Bearing Bore

4. Measure the runout of the flywheel housing bore,

as follows. See Fig. 4 for the correct setup.

05/01/2003 f250615
Secure the dial indicator to the outer diameter of the
flywheel, with the gauge finger against the face of the
flywheel housing.
Fig. 5, Measuring the Flywheel Housing Face

5.1 With the dial indicator secured to the outer

diameter of the flywheel, move the gauge
finger to contact the face of the flywheel
housing.
05/01/2003 f250611 5.2 Turn the flywheel through one complete
Secure the dial indicator to the crankshaft, with the revolution. With chalk or soapstone, mark
gauge finger against the side of the flywheel housing. the high and low points on the face of the
flywheel housing.
Fig. 4, Measuring the Flywheel Housing Bore
5.3 Calculate the runout as before.
4.1 Secure the dial indicator to the crankshaft,
with the gauge finger against the side of NOTE: Only if you have to reposition the
the flywheel housing. flywheel housing is it necessary to mark the
4.2 Turn the flywheel through one complete high and low runout readings in clock posi-
revolution. With chalk or soapstone, mark tions.
the high and low points on the side of the 5.4 The SAE maximum total runout for the
flywheel housing. flywheel-housing face is 0.007 inch (0.18
mm) for a 14-inch clutch, and 0.008 inch

110/2 Business Class M2 Workshop Manual, Supplement 18, September 2010

Eaton Fuller Solo Clutches 25.00
Clutch Inspection and Pre-Installation Procedures

(0.20 mm) for a 15.5-inch clutch. If the

readings are higher, replace the housing.
For instructions, see the engine manufac-
turer’s manual.
NOTE: Use a case-bore plug and shaft set to
measure the bell-housing face and pilot. Case-
bore plugs are tapped into the front and rear
bores of the transmission case, and have very
close tolerances. The shaft runs through the
center of the plugs, and extends to the front far
enough to secure a dial indicator and obtain a
reading on the bell housing.
6. Measure the runout of the bell housing face and
pilot, as follows.
03/01/94 f250024a
6.1 Secure the dial indicator to the case-bore Secure the dial indicator to the flywheel housing, with
shaft, with the gauge finger against the the gauge finger against the crankshaft face, and near
face of the bell housing. the outer edge.
6.2 Turn the case-bore shaft through one Fig. 6, Measuring the Crankshaft Face Runout
complete revolution. With chalk or soap-
stone, mark the high and low points on Resetting (clutch out of
the face of the bell housing.
vehicle)
6.3 Calculate the runout as before.
6.4 The SAE maximum total runout for the NOTICE
bell-housing face is 0.008 inch (0.20 mm).
If the readings are higher, replace the bell Use this procedure if the clutch was removed
housing. See the transmission manufac- without caging the pressure plate. Resetting the
turer’s service manual for instructions. pressure plate allows the clutch to release after
installation and prevents possible clutch damage.
7. Remove the flywheel (see the engine manufac-
turer’s manual), and measure the runout of the 1. Remove the four shipping bolts if they have been
flywheel crankshaft face. See Fig. 6. installed. See Fig. 7.
7.1 Secure the dial indicator to the flywheel 2. Support the clutch cover in an arbor press with
housing, with the gauge finger against the the release bearing facing down. When setting
crankshaft face, and near the outer edge. up the arbor press, allow at least 1 inch (25 mm)
clearance for both movement of the release
7.2 Turn the crankshaft through one complete bearing and access to install shipping bolts. See
revolution. With chalk or soapstone, mark Fig. 8.
the high and low points on the face of the
crankshaft. 3. Center the ram and press downward on the re-
tainer until it comes to a stop. Lock the ram in
7.3 Calculate the runout as before. position.
7.4 See the engine manufacturer’s manual for 4. Slide the wear indicating tab to the left until it is
maximum runout, corrective measures, at the NEW position of the indicator (Fig. 9) and
and flywheel installation instructions. hold it in position with a magnet.
NOTE: Shipping bolts are installed on the clutch
cover prior to installation to prevent the clutch
adjustment mechanism from unloading. See
Fig. 7.

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25.00 Eaton Fuller Solo Clutches
Clutch Inspection and Pre-Installation Procedures

E
AC
PL
NE RE
W

06/04/97 f250428
E
AC
PL
RE
1. Clutch Cover 2. Wear Indicating Tab

Fig. 9, Resetting the Wear Indicating Tab

screws into the four clutch cover holes, and

tighten them finger-tight plus one full turn.

03/02/2010 f250676
For 15.5-inch clutches, install four 7/16–14 x
1-3/4 shipping bolts (if available) or hexhead ma-
Fig. 7, Installed Shipping Bolts chine screws into the four clutch cover holes,
and tighten them finger-tight plus one full turn.
NOTE: You may need to temporarily install
slightly longer bolts to allow access of the ship-
ping bolts.
6. Reset the pressure plate, as follows.
6.1 Progressively tighten the four shipping
bolts in a crisscross pattern.
6.2 Measure the depth of the pressure plate.
See Fig. 10.
For 14-inch clutches, the pressure plate is
reset when the face of the pressure plate
is 0.50 inch (12.7 mm) below the mount-
ing surface of the clutch cover.
For 15.5-inch clutches, the pressure plate
is reset when the face of the pressure
plate is 1.75 to 1.78 inches (44.4 to 45.2
mm) below the mounting surface of the
clutch cover.
06/05/97 f250430

Fig. 8, Arbor Press Setup

Pre-Installation Procedures
5. For 14-inch clutches, install four 3/8–16 x 1-1/4 Before installing a new, rebuilt, or used clutch, do the
shipping bolts (if available) or hexhead machine following procedures:

110/4 Business Class M2 Workshop Manual, Supplement 18, September 2010

Eaton Fuller Solo Clutches 25.00
Clutch Inspection and Pre-Installation Procedures

1
3

2
A

07/30/2009 f250671
A. 0.50 inch (12.7 mm) for 14-inch clutches; 1.75 to 1
03/01/94 f250017a
1.78 inches (44.4 to 45.2 mm) for 15.5-inch clutches
1. Mating Surfaces
1. Mounting Surface 2. Pressure Plate 2. Engine Flywheel Housing
3. Transmission Bell Housing
Fig. 10, Reset Pressure Plate
Fig. 11, Inspecting the Mating Surfaces
1. Install a new pilot bearing. Be sure that the pilot
bearing has a press-fit in the flywheel.
A

NOTICE 12
Tap on the outer race only. Tapping on the inner
race could damage the pilot bearing.
NOTE: To discourage warranty claims for drag 9 3
or clutch noise, use a premium grade C3/C4
pilot bearing. Due to increased operating tem-
peratures and longer clutch life, the standard
6 B
pilot bearings and grease are no longer accept-
able. 03/01/94 f250169a

2. Check for wear on the mating surfaces of the A. Top

flywheel housing and the transmission bell hous- B. The most common areas of wear are between the 3
ing. Any noticeable wear on either part causes o’clock and 8 o’clock positions.
misalignment. If worn, replace the part. See
Fig. 11. Fig. 12, Checking the Flywheel Housing for Wear

3. Check the flywheel housing for wear caused by 4. Inspect the flywheel, as follows. Replace or re-
the bell housing pilot (projecting lip of the bell pair the flywheel if the wear is extreme.
housing). The correct dimension is 1/8-inch (3.2- 4.1 Visually inspect the friction surface of the
mm). Wear is most likely to appear between the flywheel for heat checks and scoring.
3 o’clock and 8 o’clock positions. See Fig. 12.
4.2 Measure the friction surface wear with a
NOTE: The pilot (lip) of the bell housing can straightedge and feeler gauge. For instruc-
wear into the flywheel housing. This can be tions, see the engine manufacturer’s
caused by the transmission loosening up, or by manual.
road and engine vibration after high mileage.
5. Inspect the input shaft, both the splined and the
smooth area, as follows. See Fig. 13.

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25.00 Eaton Fuller Solo Clutches
Clutch Inspection and Pre-Installation Procedures

1
2
2

3
4 1

08/20/2009 f250672

1. Release Fork Finger 3. Release Fork

2. Release Bearing 4. Input Shaft
05/01/2003 f250612
Fig. 13, Input Shaft, Release Bearing, and Release Fork A. Length of Input Shaft, from the Splined End to the
Bearing Cap
5.1 Check the fit of the splined hubs of the
1. Input Shaft 3. Bearing Cap
driven discs by sliding them along the
2. Bell Housing
splines of the input shaft. The hubs must
slide freely so the clutch will release
Fig. 14, Measuring the Input Shaft
cleanly. If necessary, use a hand stone to
dull the sharp edges of the splines. side toward the engine to allow clearance for
5.2 If the input shaft splines are worn or the release bearing.
notched, or if the hubs still do not slide 8. On unsynchronized transmissions, install a new
freely, replace the input shaft. For instruc- clutch brake on the transmission input shaft, as
tions, see the transmission manufacturer’s shown in Fig. 15. Slide it tight against the input-
service manual. shaft bearing cap.
5.3 Inspect the smooth area of the input shaft 9. Measure the diameter of the flywheel bore open-
for wear and/or rough spots. Replace the ing (this is the recessed area for the flywheel bolt
input shaft if necessary. circle). See Table 1 for minimum flywheel bore
6. Check for excessive wear at the fingers of the diameters for each disc type.
release fork. See Fig. 13.
Minimum Flywheel Bores
7. To prevent clutch brake wear, check the input-
shaft bearing cap, as follows, and measure it as Disc Type Flywheel Bore in inch (mm)
shown in Fig. 14. 10-Spring 8.562 (217.48)
7.1 Visually check the bearing cap for exces- 9-Spring 9.750 (247.65)
sive wear. 8-Spring 7.250 (184.15)
7.2 Measure the distance between the splined 7-Spring 9.750 (247.65)
end of the input shaft and the bearing cap
6-Spring 9.750 (247.65)
(dimension A). If dimension A is greater
than 8.71 inches (221.5 mm), replace the Table 1, Minimum Flywheel Bores
bearing cap.
NOTE: A torque-limiting clutch brake has facings
on both sides. When installing it, orient the shal-
low side toward the transmission, and the deep

110/6 Business Class M2 Workshop Manual, Supplement 18, September 2010

Eaton Fuller Solo Clutches 25.00
Clutch Inspection and Pre-Installation Procedures

B C
2

08/05/2010 f250678
A. Cross section of clutch brake C. Install shallow side toward the transmission
B. Install deep side toward release bearing
1. Clutch Brake 2. Input Shaft

Fig. 15, Installing the Clutch Brake

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