Allis-Chalmers AD 30 User manual

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II

FOREWORD
This book is written for the purpose of giving the operator
essential information regarding 'the day-to-day care,-lubrica-
tion and adj'l:1.stmentof the gra der, Economicaloperation'will
be ensured if these instructions' are followed.' .' ,
The instructions given i'nth i s book cover' the operation of tlie
I~llis-Chalmers" Models AD-30 and AD-40 Motor Graders ..'
close adherence to these instructions ~ill result in many hours
of trouble-free operation a,nda longer .operating life for the unit.
If II' ".
Many owners of :Allis-Chalmers equipment employ the Dealerts
·.Service Department for all work other than routine care and
adjustments. This practice is .encouraged as our dealers aj-e
\ kept well informed by the factory regarding advanced methods
of servicing ''Allis-Chalmers''.products, and are equipped to
render satisfactory service. ' .
*
**
All photographs shown throughout this manual 'a-re of the Model
AD-40 Motor Grader, unless otherwise stated. (Model AD-3,O
Motor Grader similar.)

, ,
ADJUSTMENTS
Ball & Socket Joints
Circle Guide ••
Clutch Brake. ~ ••
Clutch Linkage ...
'Control Shaf t.B'rak e
Engine Control.
Governor
Parking Brake.
Power 'I1ake-Off Chain.
Power Take-Off Drive Hou s i ng
Steering Mechanism.'
'Tandem Drive Chain:
Valves • " ••• " •
'Wheel Brakes .•.
Worm Shaft Bearing
Air Cleane.r ••.••..
Air Pre-Cleaner • ~ • . • '.
Avoid Unnecessary Engine Idling
Ball & Socket Joint Adjustment
Batteries ••• ' .•••••.•.
Circle Guide Adjustment ..
Clutch Brake Adjustment •.
Clutch Linkage Adjustment .
Cold Weather Engine Primer
Cold Weather Operation ..•
'Contr~ls & Instruments, Operating
Control Shaft Brake Adjustment.
Cooling System, Engine
Description, General. ~
Driving Instructions
Electrical System
Generator
.
, .
ENGINE
Controls, Adjustment
Cooling System" . • •
Idj ing , Unnecessary
Lubrica tion System '.•
Serial Number. :' •
Starting
Stopping
INDEX
45
45
39
38
46
34
36
43
47
47
44
48
32
40
46
Equipment, Special
Fuel Storage
Fuel System.
General Description
General Specifications
Generator & Batteries
Governor Adjustment.
Grader Operation, General Information
Grader Serial Number .
Information on 'Grader Operation.
Injector Equalizing
Injector Timing.. •
Instruments" Operating.
Lubricants, .Spec if i cat i.ons
Lubrication System, Engine
Operating Controls
Parking Brake Adjustments
Periodic Lub r i cat i on and
Preventive Maintenance Service
Power Take-Off Chain Adjustment
Powe r Take-Off Drive Belt Adjustment
Preparing Grader for Use .•
Preparation of Grader for Storage
Preventive Se rvice
Routine Service.
28
28
16
45
30
45
39
38
18
18
12
46
20
3
16
29
29
SERIAL NUMBER
Engine
Grader
Special Equipment
Specifications, General
Specification of Fuel Oil
Specification of Lubricants
Steering Mechanism Adjustment
Starting & Stopping of Engine.
Tandem Drive <7;hainAdjustment
Tires & Wheels.
Valve Adjustment.
Wheel Brakes .••
Wheels & Tires ..
Worm Shaft Bearing Adjustment
34
20
16
26
6
15
15
*
* r *
51
9
22
3
4
29
36
17
6
17
34
33
12
7
26
12
43
9
4-7
47
12
50
9
10
,'_
51
4
8
7
44
15
48
,I 48
32
40_
'4$
46

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GENERAL DESCRIPTION
CONTROL LEVERS
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The ''Allis -Chalme rs If AD Motor Graders are
available in two models: The AD-30 Motor
Grader, a 22,700 pound unit, and the AD-40
Motor Grader, a 23,000 pound unit. These
graders are designed for use in construction
and maintenance of roads, general grading, and
snow removal. The main frame is of tubular
construction to provide the utmost strength and
rigidity and to provide unobstructed vision for
the operator.
The Model AD-30.is powered with a 3 cylinder,
2 cycle Diesel Engine and the Model AD-40 is
powered with a 4 cylinder, 2 cycle Diesel Engine.
Power from the engine is transmitted through
the engine clutch to the transmission and from
the transmission to the tandem drive shafts.
The tandem wheels are driven by heavy roller
chains which connect the sprockets on the wheel
shafts with the sprockets on the tandem drive
shafts.
T he rea l' wheels of the tandem drives are
equipped v.:ith hydraulic brakes. A lever con-
trolled, disc type, mechanical brake assemb~ed
to the transmission, is provided for a pa rking
b~ake.
The transmission on leach model is co'ntrolled
by two gear shift levers which provide 6 forward
and 3 reverse speeds. At full governed engine
speed of 1600r.p.m., the forward speeds on each
model range from 2.37 to 16.64 m.p.h. and the
reverse speeds range from 2.82 to 6.13 m.p.h.
,A mechanical control box with six control levers
for operating the moldboard, front wheel lean,
and scarifier or snow plow is located directly
in front' of the operator. The moldboard can be
rotated a full 360 degrees, thereby allowing wo rk
to be done with the machine traveling backw?-r.d
as well as forward. The moldboard can be tilted
to several different pitch positions to obtain the' .
desired rolling or cutting action and can also be
shifted out to either side for cutting ditches' ~'r"
sloping banks. The front wheels can be leaned
25.5 degrees to right or left to counteract side'
draft. A HYDRAGUIDE*steering system is pro _
vided for steering the grader. The arched fr ont
axle permits the handling of heavy windrows
of dirt, gravel, or .oil mix material. Provision
is made for mounting and operating special
equipment such as a scarifier or snow plow.
*HYDRAGUIDE is a trademark of Gemmer
Mfg. Co.
TURN GEAR HOUSING
!'lEAD CASTING
, .
CIRCLEGUIDES DRAWBAR BALL AND SOCKET
3

GENERAL SPECIFICATIONS
(Standard Machine)
GENERAL
Weight,.. Approximate • • .
(with Scarifier)
Weight on Front Wheels
. _
Weight on Rear Wheels•
Blade' Pressure •.•
• .1;,. • •
....
(with Scarifi.er]
, .'
Overall Length.
'Overall Width
. .. . . .
Overall Height
(with C~b)
Wheelbase .
Tread Width
Front (9.00 x 24 Tires)
;~
Rear (13.00 x'24 Tires)
Tires
Front.
Rear •
_-T'urning Radius.
Front Axle ,Clearance at Center.
Clearance under Circle
Types of Controls
Wheel Brakes
ENGINE:
Make
Type
-Nurnbe r of Cylinders
Bore and Stroke . . .
Piston Displacement.
Full Governed Speed (under full load)
AD-30 AD-40
22,700 lbs. 23,0001bs.
.
. .
24,050 lbs, 24,350 lbs ,
6,375 lbs. 6,460 Ibs,
l6,325lbs. l6,540lbs.
10,560 lbs, 10,700lbs.
·12,5-40lbs. l2,700lbs •
25'-7 -3/8" 25'-7-3/8"
7'-7.,.3/4" 7'-7-3/4"
7'-8-3/4" 7'-8-3/4"
10'-5-1/2" 10'-5-1/2"
18'-9" 18'-9"
..
6'-7'1/2" 6'-7-1/2"
6'-6-1/2" 6'-6-1/2"
9.00 x 24 9.00 x 24
13.00 x 24 13.00 x 24
40'-0" 40'-0"
23-5/8" 23-5/8 11
28..;.3/4" 2.8-3/4"
. Me.chanica1
Me c ha n ic a l
Hydraulic Hydraulic
General General
Motors Motors
2-Cycle Z-Cycle
Diesel Diesel
34
4-1/4 x 5" 4-1/4 x 5"
212 cu. in. 284 cu. in.
.1600 rvp.rn , 1600 r.p.m.
. -
4

ENGINE (Conttnuedj: AD-30 AD-40
Fuel Used
' .
. ..
. .
...
. .
·
·
· ·.
..
'.Nos. I or 2 Nos. lor' 2
Diesel Diesel
Fuel Injection System.
...
.
. .·
·
·
·.
Unit Unit
Injectors InjeCtors
R.P.M.
Full Load
· ·
·
·..
.
1600 1600
High Idle.
.
1725-1750 1725-1750
Low Idle .500+ or -15 500+or -15
Lubrication Pressure Pressure
ROADSPEEDS (1600 R.P.M.):
First Gear. 2.37
"
. . .
.
2.37
Second Gear
.
. .
·.
.
•
3.54 3.54
..
Third Gear
.
. . .
.·
5.15 5.15
Fourth Gear • 7.62 7.62
Fifth Gear
·
.' .
11.41 11.41
Sixth Gear 16.64 16.64
First Reverse Gear
· ·
·
·
2.82 2.82
Second Reverse Gear
··
. .
4.21 4.21
Third Reverse Gear ..
.
·
·
·
6.13. 6.13
--~---o::------~
CAPACITIES (FUEL, OIL & COOLANT- U.S. STANDARDMEASURE)( APPROX.)
Fuel Tank
...
. .
··
66 gal. 66 gal.
Cool~ngSystem 6 gal. 6-1/2 gal.
Engine Crankcase
··
·
.
4 gal. 4 gal.
Air Cleaner
.
2-1/2 qts. 4-1/2 qts.
Transmission
.···
·
·
2 gal. 2 gal.
Rear Axle Housing
Center Compartment 5 gal. 5 gal.
End Compartments (each) . 5 qts .
5 qts.
Tandem Cases (each)
. ..
.··
.5-1/4 ge.l,
5';'1/4 gal.
Hydraulic Booster System 3 qts. 3 qts.
..,..
· ·
·
..
Power Take-Off Chain Drive Housing 1 pt. 1 pt.
Control Gear Box
....
•1-1/2 gal. 1-1/2 gal•
Side Shift Gear Housing •
.
7 pts. 7 pts.
Moldboard Lift Gear Housing (each) 7 pts. 7 pts.
Circle Turn Gear Housing 3 qts. 3 qts.
Front Wheel Lean Gear Housing 3 qts. 3 qts •.
The Allis-Chalmers Manufacturing Company reserves the right to make
changes in the above specifications or to add improvements at any time
without notice or obligation.
5

GRADER AND ENGINE SERIAL NUMBERS
On all parts orders and in all correspondence
relative to the grader, it is necessary that both
grader and engine serial numbers be given.
This will properly identify the particular machine
and will insure obtaining the correct replacement
parts .for it. .
.'--___;_ GRADER SERIAL NUMBER ...J
FIG. 2
Ii
The Grader Serial Number is stamped on a
plate located on the right side of the main frame
behind step (Fig. 2). The Engine Serial Number
is, stamped in the cylinder block behind the
governor control housing (Fig. 3).
ENGINE SERIAL NUMBER ;;...I
FIG. 3

SPECIFICA TIONS OF LUBRICANTS
A. ENGINE CRANKCASELUBRICANT
USE NON-CORROSIVE DIESEL ENGINE LU-
BRICA TING OIL CONTAINING ADDITIVES
WHICH WILL PREVENT SLUDGE OR GUM
DEPOSITS. UNDER NO CIRCUMSTANCES
SHOULD A CORROSIVE DIESEL ENGINE LU-
BRICA TING OIL EVER BE USED.
Use oils with the following viscosity:
ATMOSPHERIC
TEMPERA TURE VISCOSITY
Above 3Zo F. Use SAE 30
0
o F. to 3ZoF. Use SAE ZOW
0 0 F. and below. Use SAE lOW
Manufacturers of lubricants recognize the im-
wortance of the qualities required for use in
1\.llis-Chalmers tl equipment and are co-operating
fully to ensure the use of only those oils which
, fulfill these requirements. The oil distributor
and oil manufacturer are to be held responsible
for the results obtained from their products.
The butstanding lubricating requirements for
efficient operation of the engine are: The main-
taining of piston rings in a clean, free condition;
absence of hard carbon and "verni sh" deposits
on or withinengineparts; the prevention of bear-
ing corrosion and the promotion of general
cleanliness within the engine.
Proper operation and maintenance of the engine
is necessary to obtain the desired results from
the lubricating oil. Operating and maintenance
factors canbe effectively controlled by the engine
user.
B. WORMGEARHOUSINGLUBRICANT
Use.an SAE 90 viscosity EXTRE~ PRESSURE
gear lubricant of the NON -CORROSIVlttype in
all the worm gear housings. ,
C. POWERCONTROL'BOXA:r'mCHAINDRIVE
HOUSINGLUBRICANT
Use an SAE 30 viscosity oil of good qual i ty in
the powe.r control box and chain drive housing.
D. TRANSMISSIONANDDRIVEHOUSINGLU-
BRIcANT
" ,
Lubricate the transmiss'ion\, rear axle housing,
and tandem drive housings, with a good\g~ad~
motor oil purchased f rorn a.reputable oil,(:pm-:
pany. ",
Use oils wi ththe following viscosity:
ATMOSPHERIC
TEMPERATURE VISCOSITY,
Above 3ZoF.
32of • & below. Us€'-SAE 50":'
Use SAE 30•.
E. PRESSURE GUNLUBRICANT '(
.tIt, ..
~ :,
Use a ball and roller bearing lubricant ~i'th a
minimum melting point of 300oF. This Iubr i».
cant should be in a viscosity range so as' to en-
sure easy handling in the pressure gun at pre-
vailing temperatura, The ball and roller bearing
lubricant must be water proof.
F. STEERINGHYDRAULICSYSTEM
Use SAE 10 viscosity oil of good quality in the
steering hydraulic system.
G. HYDRAULIC,BRAKEMASTERCYLINDER
Use a goodgrade of hydraulic brake fluid in the
hydraulic brake system.
7

'.
SPECIFICA TIONS OF FUEL OIL
Use No.1 Dfe sel Fuel Oil purchased from a
r~putable oil company. In warm weather, No.
2 Diesel F'ue LOrl may be used. This fuel must
~e within'the'classification limits as established
by the'A~erican Society for Te s t irrg Material,
.TentatiJe Diesel Fuel Oil Specifications (ASTM-
,0-975). -
For longer engine life and better performance,
·.:ruel oil requirements must comply with four
-'l)a:s'icqualifications:
1.' Phys ical cleanlines s ,
2. Absence 0.£ chemical contamination.
3. P,roper burning characteristics •
.:.. 4. Cold starting ability.
'"'
-', Physical cleanliness means freedom from water,
d'ir-t,and other incombustible ingredients. Since
all present day high-speed engine fuels are com-
pletely distilled, they leave the refinery in clean
condition. Transport and subsequent storage
account for the addition of most foreign matter
found in -the fue 1.
Of the. chemical contamination, the most ob-
jectionable are free sulphur and gum, which,
/
even in relatively small quantities are largely
responsible for harmful internal engine deposits.
The fuel rnu st also be free fr om alkali and
mineral acids.
Proper burning characteristics are dependent
upon ignition quality and volatility.
All fuels meeting the requirements of the No.
1-0 and the Iighte r types of fuel in the No. 2-D
grade of the ASTM-D-975 Diesel Fuel Oil Speci-
fications are satisfactory. The volatile grade
(ASTM No. I-D) is recommended for all types
of service where frequent speed and load changes
occur, while fuel in the heavier grade (ASTM
No.2-D) may be used with sustained high loads.
However, prolonged use of fuel oils combining
low ignition quality (less than 45 Cetane Number)
with high boiling temperature (more than 675 0 F.
end point) should be avoided, particularly in cold
weather.
CAUTION: The sulphur content of Diesel fuel
oil should be as low as possible. For normal
temperature conditions! the fuel oil should con-
tain le'ss than 0.50/0 sulphur. For cold weather
operation, fuel oils with less than 0.3'10 sulphur
are preferable.
.__.;_;_-------....::...._--....:. FIG. 4 FUEL STORAGE TANK _J
~ .
.....
8

FUEL STORAGE
.....
The importance of proper storage of fuel cannot
be too strongly stressed. Storage tanks, dr'urns ;
or' service tanks must be free from rust, scale,
sediment or any other foreign matter which will
con,taminate the fuel. Contaminated fuel will clog
the filters and eventually damage the fuel pump
and injectors.
A portable storagetank provides the best method
for storing fuel on the job. In a tank, the sedi-
ment and water can easily be drained and the
fuel can be PUmped into the tractor fuel tank
with a minimum of handling. Consult your near-
est ''Allis-Chalmers'' Dealer for details about
this type of storage tank. Since condensation
will occur in the tank, it is very important that
a sediment sump be provided in the bottom of
the storage tank whe re the water and settlings
can be drained daily.
Fuel should be allowed to settle at least 48 hours
in the storage container before it is put in the
fuel tank of the grader. It is advisable to use
a pump and draw the fuel from the tank or barrel
rather than to drain it from the bottom of the
container by means of a faucet 'or through .the I
bung hole. ' "
Where condit ions are such that (tuum must be,
used to supply fuel, it is advisable to have enough
drums to allow sufncient, time for the fuel to
settle. The fuel thus left in a number of drums
can be collected into one drum and used' after
the usual tim e allowed for'settling. In this
manner, the sediment and foreign matter wtll,
be disposed of and no fuel will be,wasted.' Wherr-.
ever drums are used for storage, they should,
be covered or placed under shelter so that the
fuel will not becorn e contaminated by wate r <
which will enter through the filler plugs when it,'.(.
rains, even though the 'plugs are tight. . , -
The fuel tank of the grader should be filled at
the end of the day's run rather than in the, morn ..
ing. This will reduce the water content; as a
full tank is less subject to condensation. The
fuel tank is provided with a sediment sump and
drain cock.
PERIODIC LUBRICATION AND PREVENTIVE MAINTENANCE
"
Lubrication is an essent.ial part of preventive
'maintenance, controlling to a great extent the
useful life of the grader. Different lubricants
are needed and some units in the grader require
more frequent lubrication than others. There-
fore it is important that the instructions re-
garding types of lubricants and the frequency
of their application, as given in this section,
be explicitly followed. Periodic lubrication of
the moving parts reduce to a minimum the
possibili ty of me chanical failure s ,
To prevent minor irregularities' from develop-
ing into serious conditions that might involve
shut-down and major repair, several other ser-
vices are recommended at the same inte rvals
as the periodic lubrication. The purpose, of
these services or i ns pec t ion s , which require
only a few minutes, is to assure uninterrupted
operation of the grade r by revealing the need
for adjustment caused by normal wear. The'
need for some minor 'adjustment, if neglected,
could result in failure and shut-down. '
Refer to the lubrication and service chart and
supplementary illustrations for location or' the
various units to be serviced. Instructions on-
lubrication and service. intervals are given on
the chart.
9

ROUTINE- SERVICE
-
-For your convenience, listed below are the lu-
brication points, service items, and check
,points to be made at each of the intervals (10-75-
,,' lO HOUR SERVICE
(
" ''R If )
,~,~. Shown in ED on Chart
LubriCate
, F'r ont Wheel Spindles (Fig. B)
Front Wheel Lean Links (Fig. B)
Steering Gear Drag Links (Fig. A)
'FI~:mtWheel Lean Knuckle Pivot Bolt (Fig. A)
'Front AXlePivot 'Pin (Fig. B)
.Dr-awbe.rBall and Socket (Fig. A)
Moldboard Lift Links (Fig. D)
'Side Shift Link (Fig. D)
Side Shift Shaft Bearings (Fig. D & E)
"Steering Shaft Bearing (Fig. R)
.Ta.ndern Case Pivot Bearing (Fig. N)
Circle Turn Control Shaft (Fig. D)
Moldboard Lift Shaft Bearing (Fig. D)
(Graders Equipped with Scarifier)
Scarifier Lift Links (Fig. U) ,
Scarifier Reduction Gear Shaft Bearing (,Fig.U)
Check
Crankcase Oil Level (Fig. Q)
Engine Cooling System Level (Fig. Q)
S:rvice
Air Cleaner (Fig. M)
Air Pre-Cleaner (Fig. M)
l'uel Tank Sediment Sump (Fig. J)
First Stage Fuel Filter (Fig. T)
_Second Stage Fuel Filter (Fig. T)
200-1000 hours) shown on the lubrication and
service chart. Reference figures given below
are on the chart.
75 HOUR SERVICE
(Shown in ''GREEN'' on Chart)
Lubricate
Clutch Shaft Hearing (Fig. J)
Clutch Throwout Bearing (Fig. J)
Front 'Wheel Lean Gear Shaft (Fig. A)
Circle Turn Gear Shaft (Fig. 'F)
(Graders Equipped with Scarifier)
Scarifier Control Shaft Bearing (Fig. D)
Scarifier Worm Gear Shaft (Fig. U)
Check
Hydraulic Brake Master Cylinder Fluid
Level (Fig. P)
Steering Reservoir Tank Oil Level (Fig. G)
Batteries (Water Level and Specific Gravity)
(Fig. S)
Service
Engine Crankcase (Change Oil) (Fig. I)
Engine Lubricating Oil Filter (Change
Element) (Fig. J)
10
\

200 HOUR SERVICE.
(Shown in ''BLUE If on Chart)
Lubricate
Power Take-off Shaft Housing (Fig. H)
Power Take-off Drive Assembly (Fig. L)
Brake Lever Pivot Pin (Fig. G)
Engine Fan (Fig. L)
Generator (Fig. L)
Check
Trans~ission Oil Level (Fig. H)
Rear Axle Oil Level (Center and End Com-
partments) (Fig. I)
Tandem Drive Case Oil Level (Right and
Left) (Fig. N)
Power Control Box Oil Level (Fig. R)
Power Take-off Chain Drive Housing Oil
Level (Fig. G)
Moldboard Lift Gear Housing Oil Level
(Right and Left) (Fig. D)
Side Shift Gear Housing Oil Level (Fig. E)
Front Wheel Lean Gear Housing Oil Level
(Fig. C)
Circle Turn Gear Housing Oil Level (Fig. F)
(Graders Equipped with Scarifier)
Scarifier Worm Gear Housing Oil Level
(Fig. U)
1000 HOUR SERVICE
(Shown in ''BROWN'' on Chart)
Lubricate
Tandem Wheel Shaft Outer Bearing (Right
and Left) (Fig. 0)
Front Wheel Bearings (Right and Left)
Repack (Fig. B)
Clutch Shaft Universal Joint (Fig. K)
Transmission - Change Oil (Fig. G)
Rear Axle (Center and End Compartments)-
Change Oil (Fig. I) ,
Tandem Drive Case (Right and Left) - Change
Oil (Fig. N)
Power Control Box - Change Oil (Fig. R)
Power Take-Off Chain Drive Housing -
Change Oil (Fig. G)-
Moldboard Lift Gear Housing (Right and Left)
- Change Oil (Fig. D) ,
Side Shift Gear Housing - Change OU (Fig. E)
Front Wheel Lean Gear Housing - Change
Oil (Fig. C) , ,
Circle Turn Gear Housing -Change 011 (Flg.F)
(Graders Equipped with Scarifier)
Scarifier Worm Gear Housing - Change Oil
(Fig. U)
PERIODIC SERVICE
(Shown in ''BLACK'' on Chart)
Lubricate
Clutch Shaft Pilot Bearing (i,~ Eng'ipe Fly-
wheel) - Repack at Disassembly,,: i,',
Front Wheel Lean Chain Housing l~:;ig. B)-
Repack at Disassembly ",~.
Scarifier Reduction Gear Housing :(Fig. U)
Repack at Disassembly
Tandem Wheel Shaft Inner Bearings - ¥e-
pack at Disassembly
.:,. :.
Service
First and, Second Stage Fuel Filte"rs'';'' Re-
move old elements, clean shells, and Insta Il
new elements. Refer to "FUEL SYSTEM".
Engine Cooling System - Drain, f lus H;; arid
refill. Clean exterior of radiator core and
check system for leaks. Refer to ''E~GINE
COOLING SYSTEM".
Check with Dealer regarding periodic oil change
in Steering Hydraulic System.
11

PREPARING GRADER FOR USE
Make a complete inspection of the machine to
make sure no parts have been lost or damaged
while in transit or storage.
Fill fuel tank with the correct grade of fuel oil.
Refer to 'Specifications of Fuel Oil". Use care
to prevent the entrance of dirt or foreign materi-
al while filling tank.
Check oil levels in engine crankcase, trans-
mission, rear axle housings, tandem drive cases,
control box, steering hydraulic system, and all
worm gear housings, (refer to "Lubrication
Chart").
Check level of brake fluid in hydraulic brake
master cylinder. (Refer to ''wheel Brakes ".)
Lubricate all points indicated on the lubrication
chart where fittings are provided for use of
pressure grease gun. Make sure the oil in the
'air cleaner cup is at the prescribed level.
(Refer to '~ir Cleaner Service".)
Make sure all the tires are ftrope rly inflated.
(Refer to "Wheels and Tires '.)
Fill the cooling system with clean water which
is free from lime or alkali. IMPORTANT: Open
the vent cock located in the top of the thermostat
housing, then fill the system through the radia-
tor until coolant flows from the thermostat vent
cock. This allows air trapped in the cylinder
~ block to escape. Close the vent cock and com-
plete the filling of the system.
Operate the grader under light loads for the
first 60 hours. Change oil in the engine crank-
case after the first 30 hours. Bring engine
temperature to the normal range of l60 0 F. as
soon as possible after each starting period and
maintain this temperature as closely as possible.
Operating the engine with temperature below
this range will result in incomplete combustion
of fuel and higher fuel consumption with less
power, and will cause harmful gummy deposits
within the engine. Maintaining the correct en-
gine temperature depends mo stly on proper
functioning of the thermostat. If the engine
temperature remains consistently below normal,'
the thermostat should be removed and inspected.
If the thermostat is corroded and stuck or if the
bellows of the unit leaks, install a new unit.
When operating in cold weather, provide a cover
for the radiator and for the sides of the engine
compartment if the thermostat proves inadequate
to maintain the normal operating temperature
of 160 0 to l85 0 F.
Since all operating parts are tight and stiff
when new, careful inspection should be made
during the first few hours of operation to make
sure these parts are lubricated properly and
excessive heating is not taking place. Make a
complete inspection of the machine 'while ser-
vicing it at the end of the first 10 hour opera-
ting period to detect loose bolts. Tighten wheel
and rim nuts. Check adjustments of clutch and
brake pedals, adjustment of engine controls,
exhaust valves, and timing and equalizing of
fuel injectors. Refer to pertinent sections of
this book for adjustment procedure.
Tighten wheel and rim nuts again at the end of
60 hours.
OPERATING CONTROLS AND INSTRUMENTS
The operator of the grader must familiarize
himself with the various controls and instru-
ments provided for its proper operation. Al-
though many of these controls are similar to
those of other motor grade rs , there are im-
portant differences, and it is not wise, regard-
less of previous experience, to operate the
machine before fully understanding the purpose
of each control and instrument.
A. OPERATING CONTROLS
1. Throttle and Engine Shut-Off Lever.
This lever is used to regulate the engine
speed, also to stop the engine. When the
lever is pushed all the way forward, the fuel
and air supply to the engine is cut off and
the engine will stop. Pulling the lever part
way back opens the air valve and fuel shut-
off. After engine is started, pulling the
lever further back increases the engine speed.
2. Starter Pedal
Press down on starter pedal with heel of
the foot to engage the starter pinion with
the flywheel ring gear and to operate the
starter switch. Each time the starter pedal
is depressed it must be allowed to return
to its original position (all the way up), and
starter given time to cease spinning before
the starter can again be used. Otherwise the
starter will run but will not turn the engine.
NOTE: If the engine does not start in less
than one-half minute, allow the starter to
cool for 2 minutes before it is used again.
Refer to 'Starting Engine".
12

, ,
~--OPERA TING CONTROLS AND INSTRUMENTS __ ~
FIG. 5
3. Clutch Pedal
The clutch pedal controls the clutch which
transmits the power from the engine to the
transmission. Press the clutch pedal down
far enough to completely disengage the clutch
when shifting gears and also before bringing
the grader to a complete stop.
4. Gear Shift Levers
The left-hand lever is the speed selector
lever, the right-hand lever is the high-dow-
reverse lever. Each lever has three posi-
GEAR SHIFT LEVER DIAGRAM
HIGH-LOW- SPEED SELECTOR
IS PEED REVERSE LEVER LEVER
First Low
1
Second Low 2
Third Low 3
Fourth High
I
Fifth High 2
Sixth High 3
Re've r se
I
First Reverse 1
Second Reverse 2
Third Reverse 3
tions in addition to a neutral position (see
Chart). The high-law-reverse lever is
shifted into the 't.ow'' position when the 1st,
2nd, or 3rd forward speeds are des i r ed,
shifted into ''HIGH'' for the 4th, 5th, and
6th forward speeds, and shifted into ''RE-
VERSE" for the three reverse speeds'. The
speed selector lever is then used to seIe ct .
any of the three speeds in each of the above ,.
speed ranges. The machine will not move
when either of the two levers is in its neutral .
position. The following chart gives the ·posi- :
tion for the gear shift levers for each of-the'
six forward and three reverse speeds. '

............
5. Brake Pedal
Press down on th.e brake pedal to apply the
wheel brakes to slow or stop the grade~.
Disengage the clutch before the grader IS
brought .to .a complete stop.
6. ParkinfrBrake Lever
rhe ,?arking brake lever operates a ,br~ke
mounted to the front end of the transm l ss lO n.
Pull the lever back to engage the brake when
the machine is parked. DO NOT USE THIS
BRAKE FOR STOPPING THE GRADER.
'Cold Weather Engine Primer Dis?enser
,7.
, The dispenser, located at left rear corner
of seat cushion, is used to hold and to punc-
,t ur e. a capsule containing the fluid used for
'c,old weather starting.
Cold Weather Engine Primer Pump
8.
The pump, located adjacent to the ,capsu~e
dispenser, is used to draw the starting flUId
from the dispenser and force it through a
small nozzle into the air inlet housing of the
blower. Refer to,'Starting Engihe" for full
instructions on the use of the pr irne r pump.
9. Horn Button
Press in on button to operate the horn.
10. Light Switch
Pull out on switch knob to turn lights on.
When switch is pulled out to first stop, the
',l}ead light beams are directed down. When
pulled all the way out, the light beams are
thrown out ahead of the machine.
11. Steering Wheel
Turn wheel to right or left to steer the
grader.
12. Power Control Levers
The six levers on the control box operate
jaw clutches that engage gears in the con-
trol box to turn the control rods leading to
the worm and gear 'assemblies on the grader.
The two outer levers raise 'and lower the
circle and moldboard, the center lever on
left of steering wheel turns the circle, the
inner lever on left side of steering wheel
raises' and lowers the scarifier, the inner
lever on right side of steering whee lTea ns
the front wheels, and the center: lever on
right side shifts the circle to right or left.
B. OPERATING INSTRUMENTS
1. Engine Oil Pressure Gage
This gage indicates the pressure a~ which
the oil is circulated through the engme. At
full throttle, this pressure should be betwe,en
25 and 35 pounds at normal engine operatmg
temperature. '
CAUTION: If no pressure register~ on gage
the engine must be stopped immedIately and
the cause determined.
2. Fuel Pressure
This gage indicates the pressure at which
the fuel oil is circulated through the fuel
system. Under normal conditions with the
engine o?erating at full governed speed,
this pressure should be from 25 to 60 pounds.
DO NOT OPERATE ENGINE WITH FUEL
PRESSUREABOVEOR BELOW THIS RANGE.
Investigate for clogged filters, clogged or
leaking fuel lines or connections, or impro?er
operation of fuel pump and fuel pump pressure
relief valve.
3. Engine Temperature Gage
This gage registers the engine temper'fjture
which should be maintained between 160 and
185 0 F. at all times.
4. Ammeter
The ammeter registers the amount of charg-
ing current being delivered to the batteries.
When batteries are fully charged, the am-
meter will register nearly zero through the
action of the generator regulator except for
a short time after the starter has been used.
When batteries are in a discharged condition,
the ammeter should register from 4 to 8 am-
peres until the batteries approach a charged
condition.
5. Hour Meter (Special Equipment)
The hour meter, mounted on a bracket attached
to right rear of seat back is a spring driven,
electrically wound, clock. This clock records
the number of hours the engine has operated.
The switch, controlled by the engine oil pr es+
sure, closes the clock-winding circuit when-
ever the oi,l pressure is above 3 pound s i >
Therefore, the clock cannot wind when the
engine is not running. The clock may continue
to run as much as 3 minutes after the engine
stops or until the spring has exhausted its
energy. The clock has been adjusted to run
a little slow to compensate for this overrun.
14

All hands move clockwise. The small indicator
(upper left) visibly turns when meter is re-
cording. These rnete r s record up to 10,000
hours and repeat. The four figures of the
hours of operation are read from the three
hands as follows:
Use number passed on thousand 1955
hour (inner) track here. ~
Use number passed on hundred
hour (middle) track here.
Use number passed on ten hour
(oute~track here. ~
Use number of marks passed beyond
last figure on ten hour track here.
:
'------- HOUR METER ----- ;__...J
FIG. 7
A. STARTING ENGINE
STARTING AND STOPPING OF ENGINE.
Before the engine is started, the operator must
check the following points on the grader:
1. Inspect the fuel supply.
2. Inspect -the crankcase oil level.
3. Inspect the water or anti-freeze solut ion
in the cooling system.
4. Inspect the -errtire unit for loose bolts and
nuts. This is especially necessary when
repairs have been made since the previous
operating period.
5. Place the gear shift levers in their neutral
positions and pull throttle lever back as
far as it will go (wide open);
6. Press down on the starter pedal. Each
tim e the starter pedal is depressed it
must be allowed to return to its original
position (all the way up) and starter given
time to stop spinning before it can again
be used.
CAUTION: If the engine does not start
within 30 seconds, allow the starter to
cool for 2 minutes before using it again.
7. As soon as the engine begins to run, close
the throttle to about -3/4 engine speed and
allow the engine to warm up.
8. Check the engine oil pressure. At full
governed speed and with the engine heated
to normal operating temperature, the oil
pressure should be between 25 and 35
pounds on the gage. If the oil is cold,
no pressure may register for about 15
seconds after the engine sta r-tsjbut if the
pressure does not then rise to normal or
above, the engine must be stopped immed-
iately and the cause determined.
Check the fuel pressure. At full governed
speed, the fuel pressure indicated on gage
should be between 25 and 60 pounds. DO
NOT OPERATE ENGINE WITH FUEL'
PRESSURE ABOVE OR BELOW THIS
RANGE.
Open the th rottIe to meet the operating
conditions.
In cold weather, when it is necessary to
use a starting aid in starting the engine ,
proceed as stated above in the first five
operations, then proceed as follows:
a. Unscrew the upper chamber of the
fluid d i spense r ,
b. Place a capsule of fluid, small or large
size depending lJpon a ir temperature
and requirements established by trial,
in the lower chamber or body of the
dispenser. In extremely low tempera-
tures, one large and one small capsule
may be necessary.
c. Pull the plunger to the top of upper
chamber and screw the chamber tightly
onto dispenser body.
d. Push plunger to bottom, thus puncturing
capsule and releasing fluid so it can be
picked up by the primer pump.
e. Depress starter pedal to crank engine.
and at the same time use primer pump
15

to pump fluid into the air system until
engine starts and runs normally on
regular fuel. Use capsules only of the
size required to start the engine and
pump until all fluid has been injected
into the engine.
f. While engine is warming up, unscrew
the upper chamber of the dispenser
and remove the empty capsule. Screw
the upper chamber back onto the dis-
penser body.
g. After the engine starts, follow instruc-
tions beginning with step 7 above. Refer
to 'Cold Wea ther Engine Primer" for
complete information on this unit.
CAUTION: The starting fluid container
in the capsule is essentially ethyl ether,
highly inflammable and should be treated
with the same caution as high octane
gasoline. Gelatine capsules dissolve
in water and soften at hi h tem era-
tures. here ore, the following pre-
cautions must be taken:
1. Avoid breathing large quantities of
the fumes from fluid.
2. Avoid cutting of hand on barbs of
puncturing plunge r,
3. Avoid proximity of fluid and capsules
to open flames, sparks, or hot sur-
faces.
4. Avoid contact of capsules with water.
5. Avoid SUbjection of capsules to high
temperatures (above approximately
l20 o F.). -
B. STOPPING THE ENGINE
Close throttle, and after engine has slowed down
to idling speed, push the throttle leve r all the
way forward. Cover exhaust pipe at end of each
day's operation to prevent rain from entering
while grader is idle.
AVOID UNNECESSARY ENGINE IDLING
p'rolonged engine idling will result in the tem-
perature of the engine coolant falling below the
specified operating range of 160 to l85 0 F. Low
operating engine temperatures cause the develop-
ment of several conditions detrimental to en-
gine operation and life. Incomplete combustion
of fuel in a cold engine causes crankcase dilution
and forms lacquer or tar-like deposits on valves,
pistons, rings, etc. It also causes rapid accumu-
lation of sludge within the engine.
Since starting the engine is accomplished with
no more effort than starting the average auto-
mobile engine, there should be no reason for
prolonged engine idling. Stop the engine, as you
would your automobile engine, when prolonged
idling periods would otherwise occur.
DRIVING INSTRUCTIONS
The driving controls, which consist of the
throttle, clutch and brake pedals, gear shift
levers, and steering wheel, are used in opera-
ting the grader.
To provide ease of steering, a HYDRAGUIDE*
system is incorporated into the design. In the
event of a hydraulic system failure, or if it is
necessary at any time to steer the grader without
the engine in operation, the grader can be steered
mechanically by using the steering wheel in the
conventional manne r.
The gears can be shifted all the way through
the six forward speeds or the three reverse
speeds with the machine in motion by disengag-
ing the clutch and shifting from one gear to
another. However, when the grader is working,
the machine should be started in the gear neces-
sary to move the load.
When starting the machine, depress the clutch
pedal and shift to the desired gear, then open
the throttle to meet the operating requirements
and release the clutch pedal slowly and smoothly
so the load will be picked up by the engine without
a sudden jerk.
Do not slip the clutch in an effort to pull an
over-load. Avoid unnecessary wear on the
clutch by shifting to a lower gear. DO NOT
"RIDE" THE CLUTCH PEDAL WHEN OPERA-
TING THE GRADER.
*HYDRAGUIDEis a trademark of Gemmer Mfg.
Co.
16
_ "\1"

·1
A. GENERAL
INFORMATION ON' GRADER OPERATION
Always operate the grader in a gear. low enough
to permit the engine to operate at full speed.
This will not only ensure the most power from
the engine but will also allow the engine to oper-
ate at normal temperature at its highest ef-
ficiency. Start into a cut with the gears shifted
into the speed range that will permit complet-
ing the cut without further shifting, thus avoiding
unnecessary wear on the clutch faCings.
Keep the grader directly above the work as much
as possible. This will prevent side draft with
its resultant loss of power and will also prevent
unnecessary side stress on the various parts
affected. Whennecessary to work with the mold-
board shifted out to the side, lean the front wheels
enough to. counteract the resulting side draft.
If a deep cutting action is desired, tilt the top
of the moldboard back by means of the pitch
links to change the pitch of the blade. Less
pressure will then be required on the control
levers to force the blade into the ground. If a
rolling action is desired, as when mixing oil
with gravel, tilt the top of the moldboard forward.
This will-cause the material to roll and mix more
thoroughly before it passes out the ''heel'' end of
the moldboard.
When the moldboard is shifted out to the side,
as necessary for sloping banks or some ditch-
ing operations, both lift arm cranks should be
turned to point toward that side. When so turned,
undue strain on the worm gear and lift arm on
the inner side of the grader will be prevented.
When either lift crank is turned to the inside
(toward main frame) the use of that control lever
is reversed, that is, the lever is pushed forward
to raise the moldboard, and pulled 'back to lower
the moldboa rd.
Do not attempt to turn the circ'Ie while one end
of the moldboard is under heavy load however
. , ,
th i s can be done in light maintenance work.
B. CARE OF CIRCLE
The face of the circle is painted at the factory
to prevent rusting. The paint should be removed
before the grader is put into, operation. Do rro t
use oil or grease on the circle face as this. will
mix with dirt and cause hard "caking". If Iub r i_
cation is desired, frequent application of fuel
oil will prove the most satisfactory; this',will
also prevent mud or snow from freezing to the
circle when operating ill cold weather.
Do not attempt to remove frozen mud or snow
from the circle or gears by turning the circle
with the power from the engine as damage to
the gears may result. Apply heat to 'loosen
material frozen to these parts.
C. MOLDBOARD PITCH ADJUSTMENT
Lower the moldboard to the ground to-oha nga
the pitch. Loosen the moldboard pivot b olt s,
remove the bolts from the pitch links, then move
the grader forward or backward until the mold- .
board has the desired pitch position. Installan'd
tighten the pitch link bolts, then tighten the pivot'
bolts. .
D. OFFSET MOLDBOARD
The moldboard may be shifted on the moldboard
arms 18" to the right or left when operations
require it. .
Shift the moldboard out to the side as far as
possible in the direction the moldboard is to
be changed and lower it-to the ground. Place
a block under one of the bi-ackets to keep mold-
board from tipping, then remove the moldboard
pivot bolts and pitch bracket bolts. After these
bolts have been removed, move the grader back
until the moldboard arms will clear ~hebra~kets
on the back of the moldboard, then shift the err cle
to the position where the arms can be connected
to the desired brackets on the moldboard.
I t Uthe pivot bolts on bottom of moldboa::d
n~ a t the pitch brackets in the new POS1-
a,n conneo~dboard. Tighten the pivot bolts after
t i on on m d Ii nk s are connected.
the pitch brackets an 1
CIRCLE AND MOLDBOARD
FIG. 8
17

E. MOLDBOARD CUTTING EDGES AND END
BITS
The moldboard cutting edges should be removed
and sharpened when the edges become blunt.
New cutting edges should be installed before
the old ones are worn to the point where further
use would cause wear on the main structure of
the moldboard. The end bits are also replace-
able and should be sharpened or replaced when
it becomes necessary.
F. SCARIFIER (SPECIAL EQUIPMENT)
When the scarifier is not in use, carry it raised
to its extreme height. To provide 360 0 rotation
of the moldboard, remove the scarifier teeth.
They may be carried elsewhere on the grader.
When the moldboard is moved out to the side
for sloping banks, the scarifier lift crank arms
should be moved forward from their vertical
position, to prevent the circle striking the scari-
fier lift links.
When operating the scarifier, lower it so the
lift crank arms move in the rear arc towards
the operator. In this manner, the least amount
of pressure is required on the control lever and
strain imposed on the worm gear assembly to
force the teeth into the ground is reduced.
COLD WEATHER OPERATION
When atmospheric temperatures drop to the
freezing point or below, the engine crankcase
must be drained and refilled with oil of lighter
viscosity and the air cleaner will also require
lighter oil (refer to 'Specifications of Lubri-
cants "). The cooling system must be checked
for leaks and filled with an anti-freeze solution
to protect it from freezing (refer to 'Engine
Cooling Systern"). All leaking or damaged hoses
and gaskets must be replaced, all leaks corrected,
and all connections tightened to prevent los s of
the anti-freeze solution.
Test and prepare the "c old Weathe r Engine
Primer" for use as soon as lowering atmos-
pheric temperatures indicate aid in engine start-
ing will be required.
Provide covers for the radiator and sides of the
engine compartment, if the thermostat proves
inadequate to maintain operating ternpe ra tur e of
160 0 to 185 0 F. If the engine is operated below
this range, sludge will build up in the engine,
engine efficiency will drop and conditions may
develop to cause damage to the engine parts.
Dependable starting of a diesel engine by any
means can be obtained only with adequate crank-
ing speed. For this reason, it is necessary that
the batteries, cables, generator and generator
regulator be inspected and put in first-class
condition at the onset of cold weather. If the
grader is to be operated in _-\.rctictemperatures,
consult your nearest authorized dealer or write
the factory for information regarding availability
of special cold weather equipment.
A. PURPOSE
COLD WEATHER ENGINE PRIMER
In warm weather, sufficient heat is generated
by the compression of the air in the cylinders
to ignite the fuel and start the engine within a
very sho rt cranking period. However, in cold
th th "d " .
wea er , e rag caused by cold 011between
the pistons and cylinder walls and in the bearings
reduces the cranking speed of the engine. A
large p~rt. of the heat generated by compression
of the a rr IS absorbed by the pistons and cylinder
walls. This heat loss and reduced cranking
~peed may result in the temperature of the air
In the c.yhnd.ers being too low to ignite the fuel.
A s~artlng aid must then be used in starting the
eng rna,
B. DESCRIPTION
T.he cold weather engine primer consists of a
dIspenser assembly, which holds and punctures
a capsule containing ethyl ether fluid, a primer
pump to force the fluid through a small nozzle
into the air inlet housing on the engine blower
a.primer elbow assembly, and the necessar;
Ii nes to complete the system. The primer pump
and dispenser are located at the left rear corner
?f the seat cushion. The vaporized starting fluid
~s forced.th~ough the primer elbow assembly
Into the al.r Inlet housing, where it is picked up
by the e~glne blower and is blown into the cyliri-
?ers •. Sln.ce .the fluid is highly combustible, it
IS eas i Iy rgni ted by compression in the cylin-
d~rs. The engine will start quickly at low am-
~lent temperatures with the.aid of the rimer
If the starter will crank the . p
very low cr nki engine even at a
sule s, avail:bl~n~nsr~~ ~:~ starting ~luid cap-
be obtained from ''Alli~-Ch 117 c ,c, ,~lzes, can
Refer to 'Starting and St .a mers Dealers.
full instructions on the opp~nghthe Engine" for
Engine Primer. use 0 t e Cold Weather
18

C. COLD WEATHERENGINEPRIMER TROUBLE
SHOOTING
If the engine is cranked with the throttle wide
open and does not start after two or three strokes
of the primer pump, it is advisable to stop crank-
ing and inspect the primer system for possible
causes of failure:
1. Primer Elbow Assembly Clogged.
This condition will usually be indicated by ex-
cessive resistance on the primer pump. A
partially clogged primer elbow assembly will
prevent the delivery of sufficient starting fluid
to the air inlet system. To clean the primer
elb ow assembly, remove the assembly from
the air inlet housing and remove the small nozzle
from the primer elbow assembly. Remove and
clean the nozzle. swirl pin and open the hole In
the end of the nozzle, if clogged.
CAUTION: Do not enlarge the hole in the end
of the nozzle.
After cleaning, re-assemble the primer elbow
assembly and install the assembly in the ?ir
inlet hou s i ng,
2. Inoperative Prime r Pump
Failure of the primer pump to function properly
may be due to worn or damaged packing rings,
a clogged dispenser filter screen, clogged fluid
lines or ''frozen'' or worn check valveba lls, The
packing rings on the plunger are made of a
special rubber composition and must be replaced
by duplicate parts if worn or damaged.
COLD WEATHERENGINE PRIMER PUMP
AND DISPENSER LOCATION
FIG. 9
To replace the packing rings, remove the knurled
nut (under knob) from the pump barrel and with-
draw the piston assembly from the barrel. Re-
move the packing rings from the' grooves of the
piston assembly and install new rings .. Lubricate
the rings and piston with light eI)gine oil and in-
stall the piston a s-s ernbly in the pump,
• f
PISTONASSEMBLy-fr
'1'
PISTON RINGS-C:::::::::
WASHER_c::;.
HEXNUT-~
'.'
,P..UMPBARR.E.. .L
.'\ .~ .. I SPRING
'~~, ..th,.
BAll-. "
SPRING-t SPRINGRETAINER
SPRINGRETAINER-'l
flUID LINE ASSEMBLY
(Pumpto PrimerElbow)
~ NOZZLE
CsWIRLPIN
PRIMER ElBOW
"'".~~
PRI}.1ER PUMP AND PRIMER -_---'
ELBOW DETAILS
FIG. 10
.3. Ball Check Valves
The two spring loaded ball check valves, .Iocated
on the inlet and outlet openings of the pump, are
provided to close the pump openings at the proper
time. Whenthe pump piston is pulled out (suction· .
stroke, drawing fluid from.dispenser) the ball
check valve at the inlet port opens, allowing the
fluid to be drawn f~om the dispenser .. When the
pump piston is pushed in (delivery 'stroke,
supplying fluid to the primer elbow assembly),
the ball check valve at the outlet port opens,
allowing the pump to force the fluid to the primer
elbow assembly.
Worn or "frozen" ball check valves or broken
springs will prevent the pump from operating
properly. When this occurs, remove the spring
retainers, springs, and balls from the inlet and
outlet ports of the pump. Inspect the balls,
ball seats, and springs for wear or damage.
Clean the pump body and all' its components
thoroughly and reassemble, using new part,s'
where necessary.
19