Pruebas y Ajustes

740 EJECTOR AZZ-UP Articulated Truck Ejector, Steering, Suspension, and

Fan Drive Systems

General Information
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El movimiento repentino de la mquina o la liberacin de aceite a

presin puede causar lesiones a las personas cerca de la mquina.
Para evitar posibles lesiones, realizar el procedimiento que sigue
antes de probar y ajustar el sistema hidrulico.

Sudden movement of the machine or release of oil under pressure can

cause injury to persons on or near the machine.
To prevent possible injury, perform the procedure that follows before
testing and adjusting the hydraulic system.

Refer to Operation and Maintenance Manual for information on the following

procedures.
Warming the Oil

The oil for the hydraulic system should be at operating temperature before
troubleshooting the hydraulic system.
It is difficult to warm the oil effectively without operating the machine for at least 10
minutes. Perform the following procedure in order to warm the oil.
1. Start the engine.
2. Eject the blade and then retract the blade.

Repeat this procedure 10 times or repeat the procedure until the oil for the
ejector and braking systems is at operating temperature.

3. Check for adequate sideways clearance. Articulate the machine fully

to the left. Articulate the machine fully to the right.

Repeat this procedure until the oil for the steering and fan drive systems is at
operating temperature.
Preparing the Machine for Maintenance

Before you perform any testing or adjusting eject all material from the body and fully
retract the ejector blade.
Park the machine on a level surface. Move the parking brake control to the ENGAGED
position and shut off the engine. Move the ejector control to the HOLD position.
Install the steering frame locks before entering the area around the oscillating hitch.
Refer to Operation and Maintenance Manual, "Steering Frame Lock".
Allow only one operator on the machine. Keep all other personnel away from the
machine. Also, all personnel should be visible to the operator.
Suspension Cylinders

Personal injury or death can result from sudden suspension cylinder

movement.
Sudden movement, up or down, can cause the clearance above your
head to change rapidly.
Read all warning labels on the suspension cylinders before servicing. Do
not check the oil in the suspension cylinder until all the nitrogen
pressure has been released.
Do not, under any condition, remove valves, cover or plugs from the
cylinder unless the rod is fully retracted and all the nitrogen pressure is
released.
Do not stand under the machine when testing or adjusting the
suspension cylinders.

1. The machine must be on level ground when you inspect the

suspension cylinders. The truck must be empty. Coast the machine to
a gentle stop without using the brakes. Apply the parking brake.

2. Check the ride height of the machine and compare the dimensions
against the dimensions from the previous servicing. The suspension
height will be different for each machine.
3. Both of the front suspension cylinders must be charged at the same
time. If only one suspension cylinder needs servicing, perform the
procedure on both suspension cylinders.
Relieving the System Pressure

Make sure that all system pressure is relieved before any component is loosened,
tightened, removed, or adjusted. Perform the following procedure in order to relieve all
pressure from the system.
1. Start the engine and fully retract the ejector blade. Move the ejector
control to the HOLD position.
2. Shut off the engine and then turn the engine start switch to the ON
position.
3. Engage the service brakes several times until all pressure is relieved
from the oil in the service brake system.
4. Move the parking brake control between the ENGAGED position and
the DISENGAGED position. Repeat this procedure several times until
all pressure is relieved from the oil in the parking brake system.
5. Turn the engine start switch to the OFF position.
6. Rotate the steering wheel clockwise. Rotate the steering wheel
counterclockwise.
7. Carefully remove the filler cap from the hydraulic tank for the ejector
and braking systems. This will relieve any pressure which is inside the
hydraulic tank.
8. Carefully remove the filler cap from the hydraulic tank for the steering
and fan drive systems. This will relieve the pressure which is inside
the hydraulic tank.
9. Install the filler caps.

Before you start the troubleshooting process, check for fault codes. When you are
troubleshooting a problem, start with the visual checks. If visual checks fail to identify
the problem, do performance tests. If performance tests fail to identify the problem,
perform instrument tests.
Test Points and Locations

740 EJECTOR (S/N: AZZ1-UP; B1R1-241)

Illustration 1

g01243213

The panel for the test points is located at the rear left side of the front chassis.

Illustration 2
(A) Test point for the ejector system
(B) Test point for secondary steering system
(C) Test point for the front brake pressure

g01242889

(D) Test point for the piston pump (Brake)

(E) Test point for output transfer gear and differentials
(F) Test point for the load sensing pressure for the steering system
(G) Test point for the steering system
(H) Test point for fan drive system
(J) Test point for pilot pressure for the ejector system
(K) Test point for the center brake pressure

740 EJECTOR (S/N: B1R242-UP)

On 740 EJECTOR (S/N: B1R242-UP), all the test lines from the test panel are
disconnected from the various test points on the machine.
When you test any part of the hydraulic systems on the listed machines, first check the
test procedure for the test lines that are required and ensure that the required test lines
are connected before you conduct the test procedure. In order to help identify the correct
test line for a specific test point, both ends of the test line is identified with a colored
ring.
When you have completed testing the hydraulic system on the machine, ensure
that all of the test lines are disconnected before returning the machine to normal
operation.

Illustration 3
The panel for the test points is located at the rear left side of the front chassis.

g01286056

g01242889

Illustration 4

Refer to Illustration 3, Illustration 4 and Table 1 for the position of the remote test points
on the test panel and the purpose of the test points on the 740 EJECTOR Articulated
Trucks.
Table 1
Test Points
Position on Panel

740 EJECTOR (S/N: B1R242-UP)

Color Code

Unused

Secondary Steering System

Yellow

Front Brake Pressure

Orange

Piston Pump
Brake

Red

Output Transfer Gear and Differentials

Light Green

Steering
Load Sensing Pressure

Dark Green

Steering System

Light Blue

Fan Drive System

Dark Blue

Ejector System
Pilot Pressure

Gray

Center Brake Pressure

White

Refer to Illustration 5 and Table 1 for the purpose of the test points and positions of the
test points on the Machine.

Illustration 5
(B) (Color Code: Yellow) Test point for the Secondary Steering System
(C) (Color Code: Orange) Test point for the Front Brake Pressure
(D) (Color Code: Red) Test point for the Piston Pump (Brake)

g01243227

(E) (Color Code: Light Green) Test point for the Output Transfer Gear and Differentials
(F) (Color Code: Dark Green) Test point for the Load Sensing Pressure for the Steering
(G) (Color Code: Light Blue) Test point for the Steering System
(H) (Color Code: Dark Blue) Test point for the Fan Drive System
(J) (Color Code: Gray) Test point for the Pilot Pressure for the Ejector System
(K) (Color Code: White) Test point for the Center Brake Pressure

Locations of Test Points

Illustration 6
The cab raised for photographic clarity. The test point is above the hoist control valve.
Test point for the Ejector System

g01243566

Illustration 7

g01243567

The underside of the cab and on the right hand side next to the hydraulic tank
(B) (Color Code: Yellow) Test point for the Secondary Steering System
(G) (Color Code: Light Blue) Test point for the Steering System

Illustration 8
The underside of the cab on the right hand side
The cover on the right hand side of the cab is removed for photographic clarity.
(C) (Color Code: Orange) Test point for the Front Brake Pressure
(K) (Color Code: White) Test point for the Center Brake Pressure

g01243568

Illustration 9

g01243570

View from the left hand side steering cylinder and looking at the area of the rear of the transmission
(D) (Color Code: Red) Test point for the Piston Pump (Brake)
(J) (Color Code: Gray) Test point for the Pilot Pressure for the Ejector System

Illustration 10

g01243576

View from the underside of the machine and looking at the area of the rear of the transmission
(D) (Color Code: Red) Test point for the Piston Pump (Brake)
(J) (Color Code: Gray) Test point for the Pilot Pressure for the Ejector System

Illustration 11

g01243603

View from the underside of the machine in the area at the rear of the output transfer gear
(E) (Color Code: Light Green) Test point for the Output Transfer Gear and Differentials

Illustration 12

g01243606

The underside of the cab on the right hand side next to the hydraulic tank
(F) (Color Code: Dark Green) Test point for the Load Sensing Pressure for the Steering

Illustration 13
The rear of the cab on the right hand side

g01243609

The cover to the radiator is removed for photographic clarity.

(H) (Color Code: Dark Blue) Test point for the Fan Drive System
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Pruebas y Ajustes
740 EJECTOR Articulated Truck Ejector, Steering, Suspension, and Fan
Drive Systems

Ejector System Troubleshooting

SMCS - 5050-035
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Note: The following troubleshooting information assumes that the hydraulic system
does not have gross external leaks and that the oil is at operating temperature.

The ejector blade moves slowly or the ejector blade

stops when the ejector control is in the EJECT
position.
Possible Causes
1. The body is overloaded.
2. The ejector blade is binding. This could be caused by a piece of material or by
mechanical damage to the ejector blade or the rollers.
3. There is a problem with the relief valve for the hoist system.
a. The relief setting is incorrect.

Refer to Systems Operation, Testing and Adjusting, "Ejector

System Pressure - Test and Adjust".

The relief valve is stuck open due to damage or contamination.

Refer to Systems Operation, Testing and Adjusting, "Ejector

System Pressure - Test and Adjust".

4. There is a problem with the ejector control valve.

a. The stem is not moving to the correct position. This could be due to
damage or contamination within the ejector control valve or the pilot
control actuators.

Refer to Systems Operation, Testing and Adjusting, "Ejector

Control Valve - Test".

The control valve, which is installed in the ejector control valve, is stuck
open.

Refer to Systems Operation, Testing and Adjusting, "Ejector

System" for the location of the control valve.

5. There is a problem with the ejector manifold. Refer to Systems Operation,

Testing and Adjusting, "Ejector Manifold" for the location of the components
within the ejector manifold.
a. One of the sequence valves is stuck in the closed position due to damage
or contamination.
a

One of the shuttle valves is stuck due to damage or contamination.

The check valve in the line from the braking system is stuck in the closed
position.

The relief valve is stuck open.

6. There is mechanical damage to the ejector cylinder. This could include damage
to the seals.
o Refer to Disassembly and Assembly, RENR5176, "Ejector Cylinder Disassemble".
7. There is a problem with one of the electrical connections between the ejector
control, the ECM, and the pilot control actuators. The position sensor that is on
the ejector control may also be malfunctioning.
8. The pilot pressure to the ejector control valve is incorrect.
o Systems Operation, Testing and Adjusting, "Pressure Reducing Valve
(Ejector System Pilot Pressure) - Test and Adjust".
9. One of the pilot lines between the ejector control valve and the ejector manifold
is damaged.

The ejector blade moves slowly or the ejector blade

stops when the ejector control is in the RETRACT
position.
Possible Causes
1. The ejector blade is binding. This could be caused by a piece of material or by
mechanical damage to the ejector blade or the rollers.
2. There is a problem with the ejector manifold. Refer to Systems Operation,
Testing and Adjusting, "Ejector Manifold" for the location of the components
within the ejector manifold.
a. One of the sequence valves is stuck in the closed position due to damage
or contamination.
a

One of the shuttle valves is stuck due to damage or contamination.

The check valve in the line from the braking system is stuck in the closed
position.

The relief valve is stuck open.

3. There is mechanical damage to the ejector cylinder. This could include damage
to the seals.
o Refer to Disassembly and Assembly, RENR5176, "Ejector Cylinder Disassemble".
4. There is a problem with one of the electrical connections between the ejector
control, the ECM, and the pilot control actuators. The position sensor that is on
the ejector control may also be malfunctioning.
5. The pilot pressure to the ejector control valve is incorrect.
o Systems Operation, Testing and Adjusting, "Pressure Reducing Valve
(Ejector System Pilot Pressure) - Test and Adjust".
6. One of the pilot lines between the ejector control valve and the ejector manifold
is damaged.
7. The braking system does not develop enough pressure in order to open the
sequence valve in the ejector manifold.
o Refer to Systems Operation, Testing and Adjusting, RENR5129,
"Pressure for Piston Pump (Brake) - Test".

The tailgate does not operate.

Note: The tailgate will not open unless material is being ejected from the body. The
following information assumes that the tailgate will not open when you attempt to eject
material from the body.
Possible Causes
1. The retaining pins have not been removed.
o Refer to Operation and Maintenance Manual, "Tailgate".
2. The opening pressure of the tailgate is set too high for the load that is being
ejected.
o Refer to Operation and Maintenance Manual, "Dumping".
3. There is mechanical damage to one or both of the tailgate cylinders. This could
include damage to the seals.
o Refer to Disassembly and Assembly, RENR5140, Specifications,
RENR5173 (AZZ1-UP) and Specifications, RENR6735 (B1R1-UP) for
information on the tailgate cylinders.
4. One of the load control valves in the ejector manifold may not be operating
when material is ejected.
o Refer to Systems Operation, Testing and Adjusting, "Ejector Manifold"
for information on the load control valves.
5. There is a problem with the adjustment screw for setting the opening pressure of
the tailgate.
o Refer to Systems Operation, Testing and Adjusting, "Ejector Manifold".
6. There is a problem with the adjustment screw for manually lowering the tailgate.
o Refer to Systems Operation, Testing and Adjusting, "Ejector Manifold".
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Pruebas y Ajustes
740 EJECTOR Articulated Truck Ejector, Steering, Suspension, and Fan
Drive Systems

Fan Drive System Troubleshooting

SMCS - 1359; 1386; 1387

S/N - AZZ1-263
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Refer to Systems Operation, Testing and Adjusting, "Fan Drive System" for the location
of the components of the fan drive system.
The fan does not turn
1. The fan is damaged or the fan is mechanically bound.
2. The check valve in the pilot line is stuck open.
3. There is a problem with the fan motor.
a. The fan motor may be mechanically binding.
a

One of the valves within the fan motor may be stuck open. This
will allow oil to bypass the fan motor.

4. There is a problem with the gear pump.

The fan drive system does not respond to retarder engagement or
disengagement
1. The spool of the hydraulic fan valve is sticking due to damage or
contamination.
2. There is a problem with the electrical system between the retarder
control and the ECM.
3. There is a problem with the electrical system between the ECM and
the hydraulic fan valve.
The Minimum Fan Speed is Incorrect
The Minimum Fan Speed is too Low
1. The check valve in the pilot line may be stuck open.
2. One of the valves within the fan motor may be stuck open. This will
allow oil to bypass the fan motor.
3. The check valve in the line from the gear pump may be stuck open.
4. The bypass valve may be causing a restriction.

The Minimum Fan Speed is too High

1. The temperature of the engine coolant may be too high in order to
test the minimum speed of the cooling fan.
2. The hydraulic fan valve is restricting oil flow within the pilot line. This
may be due to damage, contamination or a faulty electrical
connection.
3. The check valve in the pilot line is causing a restriction.
4. The retarder control may be in the ENGAGED position.
5. The thermal valve is restricting oil flow within the pilot line.
The Maximum Fan Speed is Incorrect
The Maximum Fan speed is too Low
1. The hydraulic fan valve may be stuck open due to damage or
contamination.
2. One of the valves within the fan motor may be stuck open. This will
allow oil to bypass the fan motor.
3. The check valve in the line from the gear pump may be stuck open.
4. The bypass valve may be causing a restriction.
The Maximum Fan Speed is too High
1. The relief valve within the fan motor is set incorrectly.
The ATAAC fan runs slowly or the ATAAC fan does not turn.

If there is a problem with the ATAAC fan, engine power may be affected.
Possible Causes
1. The ATAAC fan is mechanically binding.
2. The gear pump does not provide adequate flow.
3. The relief valve within the gear motor is stuck open.
4. The check valve within the gear motor is stuck open.
5. The gear motor is leaking internally or leaking externally.
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Operacin de Sistemas
740 EJECTOR AZZ -UP Articulated Truck Ejector, Steering, Suspension, and
Fan Drive Systems
Nmero de medio -RENR517405

Fecha de publicacin
-01/02/2005

Fecha de actualizacin
-24/02/2005

Ejector System
SMCS - 5050; 6203
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Ejector Control in the EJECT position

Illustration 1

g01031742

When the ejector control is moved to the EJECT position, a pulse width modulated
signal is sent to the ECM by a position sensor which is connected to the ejector control
in the cab. The ECM sends a current to pilot control actuator (1d) which is proportional
to the displacement of the ejector control. Pilot control actuator (1d) relieves some of
the pilot pressure which acts on the stem of ejector control valve (1). The stem of the
ejector control valve is moved to the EJECT position by the pilot pressure inside pilot
control actuator (1b) .

The ejector control valve directs oil from gear pump (4) to ejector manifold (6). The
ejector manifold directs this oil to the piston side of ejector cylinder (2) .
The pressure difference between pilot control actuators (1b) and (1d) is transmitted to
diverter valve (6g) and diverter valve (6i). Movement of diverter valve (6g) allows
sequence valve (6h) to be opened by pressure in the line from the piston pump for the
braking system. Oil flows from the piston pump for the braking system to the piston
side of the ejector cylinder through the following components: sequence valve (6h),
diverter valve (6i) and sequence valve (6a) .
The ejector cylinder is extended by oil from gear pump (4) and the piston pump for the
braking system.
Oil from the rod side of the ejector cylinder flows into the ejector manifold and
combines with oil that is flowing to the piston side of the ejector cylinder. The return oil
flows into the piston side of the ejector cylinder and this causes the ejector cylinder to
extend more rapidly.
Oil also flows from the ejector manifold to the rod side of tailgate cylinders (3). Oil is
forced from the piston side of the tailgate cylinders and back into the ejector manifold.
This return oil flows to the tank through load control valve (6b) or load control valve
(6c). The load control valves are opened by pressure in the line to the piston side of the
ejector cylinder. Flow regulator (6d) determines the load control valve that is used.
The maximum system pressure is controlled by relief valves (1a) and (1c) .
Flow regulator (6e) is used for manually lowering the tailgate. This flow regulator is
closed during normal operation.

Ejector Control in the RETRACT position

Illustration 2

g01031743

When the ejector control is moved to the RETRACT position, a pulse width modulated
signal is sent to the ECM by a position sensor which is connected to the ejector control
in the cab. The ECM sends a current to pilot control actuator (1b) which is proportional
to the displacement of the ejector control. Pilot control actuator (1b) relieves some of
the pilot pressure which acts on the stem of ejector control valve (1). The stem of the
ejector control valve is moved to the RETRACT position by pilot pressure inside pilot
control actuator (1d) .
The ejector control valve directs oil from gear pump (4) to the cooling system for the
service brake.
The pressure difference between pilot control actuators (1b) and (1d) is transmitted to
diverter valve (6g) and diverter valve (6i). Movement of diverter valve (6g) allows
sequence valve (6h) to be opened by pressure in the line from the piston pump for the
braking system. Oil flows from the piston pump for the braking system to the rod side
of ejector cylinder (2) and to the piston side of tailgate cylinders (3). The ejector
cylinder retracts and the tailgate closes.
Return oil from the piston side of the ejector cylinder and the rod side of the tailgate
cylinders is combined inside ejector manifold (6). This return oil is directed to the tank
by the ejector control valve.
The pressure of the ejector cylinder is controlled by line relief valve (6f) .

Ejector Control in the HOLD position

Illustration 3

g01031744

When the ejector control is moved to the HOLD position, a pulse width modulated
signal is sent to the ECM by a position sensor which is connected to the ejector control
in the cab. The ECM sends no current to pilot control actuators (1b) and (1d). Equal
pilot pressure acts on each side of the stem of ejector control valve (1) and the stem is
centered to the HOLD position.
Oil from gear pump (4) is directed to the cooling system for the service brake by the
ejector control valve.
This pilot pressure is also transmitted to each side of diverter valve (6g) and diverter
valve (6i). This prevents sequence valve (6h) from opening and the sequence valve
blocks the flow from the piston pump for the braking system to ejector cylinder (2) and
tailgate cylinders (3) .
The lines to ejector cylinder (2) and tailgate cylinders (3) are blocked.

Component Locations

Illustration 4

g00861403

Ejector control valve (1) is located beneath the cab and on the left side of the tractor. Gear pump (4) is
also located beneath the cab.

Illustration 5

g00861406

Ejector cylinder (2) is located in the body. Ejector manifold (6) is located on the front of the rear frame.

Illustration 6

g00861405

Tailgate cylinders (3) are located at each side of the tailgate.

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