Mci Mc8 crusader User manual

_ The Mark

of

Responsibility

maintenance

manual

C8

Crusaaer

INDEX

FRONT

AXLE

11

REAR

AXLE E

BODY I

BRAKES

&

AIR

SYSTEM

I

CLUTCH

COOLING

SYSTEM

ELECTRICAL

SYSTEM

ENGINE

I

FUEL

SYSTEM

I

LUBRICATION

II

STEERING

I

SUSPENSION

TRANSMISSION

PROPELLOR

SHAFT

:,

WHEELS,

HUBS,

TIRES

II

HEATING

&

AIR

CONDITIONING

a

LAVATORY

I

MAINTENANCE

Crusader

MC-8

[

,.c,_1-_1

___

DATE~J~ul+-+-y,~19~73~-l

MANUAL

FRONT

AXLE

FRONT

AXLE

DESCRIPTION

The

front

axle

is

of

I-beam

construction

using a

forged

center

and

steering

knuckles.

Steering

knuckle

pins

a~e

tapered,

drawn

into

the

axle

center

by

tighten

mg the

nut

at

the

upper

end

of

the

pin.

The

then

becomes

an

integral

part

of

the

axle

center.

Steering

knuckles

are

bushed

in

the

upper

and

!owe~

bosses so

that

they

may

turn

freely about.

the

pms.

Bronze

bushings with

grooves

on

the

inside

allow

grease

to

flow

uniformly

to

high-pressure

areas.

Grease

fittings

are

installed

at

both

upper

and

lower

knuckle

bosses.

The

two steering

knuckle

assemblies

are

connected

to each

other

by

the

tie

rod

which

is

threaded

at

each

end

and held

securely

in

position

by clamps.

Right-hand

and

left-hand

threads

are

provided

to

simplify toe-in adjustment.

Wheel

bearings,

air

suspension, steering,

and

brake

parts

which

are

mounted

on

the

front

axle

are

described

in

the

applicable

sections

of

this

manual.

FRONT

END

ALIGNMENT

Correct

front

end

alignment

must be

maintained.

for ease

of

steering

and

satisfactory

tire

life.

Road

-~hock,

vibrations,

normal

stresses

and

strains

set

up

m

the

front

end

system

under

average

operation

can

result

in loss

of

front

end alignment.

If

incorrect

front

end

alignment

is

suspected,

front

wheel

balance

should

first be

checked

to

make

sure

that

the

difficulties

are

not

originating

from

out-of.

balance

front

wheels. A check

of

tire

inflation,

wheel

installation

and

run

out,

wheel

bearing

adjustment,

tie

rod

and

drag-link

end

wear

should

also be made.

_Correct

front

end

alignment

can

only

be main-

tamed

when

parts

in the

steering

knuckle

are

in

satisfactory

condition.

Factors

in

front

end

alignment

are

as follows:

1.

Front

wheel toe-in:

The

distance

the

wheels

are

closer

together

at

the

front

than

at

the

rear.

2.

Front

wheel camber:

The

amount

the

wheel

in-

clines from

the

vertical

plane.

"Positive"

camber

means

the

wheels lean

outward

at

the

top.

"Negative"

camber

means

the

wheels lean

inward

at

the top,

and

"Zero"

camber

means

that

the

wheels

are

in a

vertical

plane.

3.

Axle

caster:

The

fore

and

aft

inclination

from

vertical

of

the

steering

knuckle.

"Positive"

caster

is

inclination

of

the

top

of

the

steering

knuckle

towards

the

rear

of

the vehicle.

"Negative"

caster

is

the

inclination

of

the

top

of

the

steering

knuckle

towards

the

front

of

the vehicle.

"Zero"

caster

means

no

inclination

of

the

steering

knuckle.

4. King

inclination:

The

amount

king

pins

are

inclined

inward

at

the

top.

5. Steering

Geometry:

The

science

of

keeping

the

front

wheels in

proper

alignment

during

left

or

right

turns.

CAMBER

ADJUSTMENT

Before

checking

front

wheel

camber

jack

up

the

front

axle

of

the

vehicle

and

check

wheel

bearings

and

steering

knuckle

pins.

To

do

this

attach

a

camber

gauge

to

the

wheel

collar,

pull

outward

at

the

bottom

to

take

up

all slack

and

take

the

camber

reading.

If

the

reading

differs

more

than

1/4

of

1

degree,

adjust

the

wheel bearings

and

repeat

the

check.

If

-

the

second

reading

is

still

different

in

excess

of

1/4

of

1

degree,

replace

the

steering

knuckle

bushings

and

pins.

Check

wheel

run

out

for

excessive

wobbling.

Correct

any

discrepancy

either

by

straightening

or

replacing

the

wheel.

A final

camber

reading

should

be

made

with

the

full weight

of

the

coach

on

a

level

floor.

Camber

readings

can

be

made

as

illustrated

in

the

alignment

charts

if

no

camber

gauge

is

available.

The

difference

between

the

two

readings

(B

minus

A)

should

not

vary

more

than

3/32"

"!

1

/8"

from

one

wheel

to

the

other.

A

larger

difference

is

usually

due

to

a

bent

axle

or

a

bent

steering

knuckle.

To

determine

if

the

axle

is

bent,

check

the king

inclination

(U

minus

V

on

the

chart).

If

the

king

inclination

is

correct,

the

trouble

is

a

bent

steering

knuckle

which

should

be

replaced.

FRONT

WHEEL

TOE-IN

Toe-in

is

utilized

to

prevent

undue

tire

wear.-To

measure

and

adjust

toe-in,

the

following

procedure

is

recommended:

1.

Jack

up

the

front

axle.

2. Using a piece

of

chalk,

whiten

the

center

area

of

both

front

tires

around

the

entire

circumference.

3.

Position

a

scribe

or

pointed

instrument

against

the

whitened

part

of

each

tire

and

rotate

the

tires.

The

scribe

must

be

held

firmly

so

that

a

single

straight

line

is

scribed

all

the

way

around

the

tire.

4.

Place

a full-floating

turning

radius

gauge

plate

under

each wheel.

Lower

the

vehicle

and

remove

the

lock

pins

from

the

gauge

plates.

If

full-

floating

turning

radius

gauge

plates

are

not

available,

lower

the

vehicle

and

move

it

back-

ward

and

then

forward

approximately

six feet.

5. Set

the

sliding

scale

end

of

a

trammel

bar

on

zero

and

lock in place.

Position

the

bar

at

the

rear

of

the

tires

and

adjust

the

pointers

to

line

up

with

the

scribe

lines on

the

tires

and

lock

in

place.

(Scale still set

at

zero.)

6.

Place

the

trammel

bar

at

the

front

of

the

tires.

Adjust

the scale

end

so

that

the

pointers

line

up

with

the

scribe

marks.

7.

Read

toe-in

or

toe-out

from

the

scale. Scale

should

read

toe-in

1/16".

(Tolerance

t

1/16.)

8.

If

adjustment

is necessary,

loosen

the

tie-rod

MAINTENANCE

Crusader

MC-8

['--,._GE=~l~-2=~~_=:_.=-_o_ArE_Ju_ly_,

_19_73

_

___,]

MANUAL

FRONT

WHEEL

ALIGNMENT

CHART

B.

Minus A

C

............

.

D

............

.

E

•••.•.•••••..

Camber (inches)

Camber (degrees)

Inclination

Drag

Link

Arm

Above Spring Seat

F ••. . . •. •. . . • .

Top

of

Tie

Rod

Below

Spring Seat

G . . ••. . •. . . . . • Tire Overhang

CAMBER,

PIN INCLINATION,

ARM

&

ROD

LOCATIONS.

J

J.

Minus H

•••..•.••...••.•.

Toe-In

K

••••.••••.••.•

Relation of

Link

Arm

to Axle Centre

L •. . ••. ••. . . Centre of

Ii

nk

Arm

to

Edge

of Spring

TOE-IN, ROD,

&

ARM

LOCATIONS

N

...••.•.•••••••••

Caster

Ang

Ie

~

...•..•......••

Knuckle Pin

CL

p

..........•.....••.••

Vertical

FRONT

AXLE

CASTER

T Minus S

•••••••••.

I

Beam

Twist

U Minus V

••••..•.

Pin Inclination

AXLE

CENTER

TWIST

& PIN

INCLINATION

Refer to "SPECIFICATIONS" for Correct Dimensions

MAINTENANCE

Crusader

MC-8

['--

..

_cE=~l

-~3

====~-oA_TE

_J_u

I

Y_,_l

9_73_~]

.

MANUAL

clamps

and

turn

tie-rod

aS-

required

then

tighten

the

clamps.

If

the

vehicle

is

not

on

gauge

plates,

move

it

backward

then

forward

about

six feet.

9.

Recheck

the

toe-in

to

ensure

that

it is

correct.

STEERING

GEOMETRY

Steering

geometry

is

dependent

on

the

design

of

the

front

end

components.

Field

adjustments

are

not

possible,

but

a

check

should

be

made

to see

that

steering

arms,

linkage

and

other

parts

are

properly

installed

and

are

not

bent

and

distorted.

Bent

or

damaged

parts

should

be

replaced.

The

alignment

chart

includes

measurements

which

can

be

made

to

determine

sattsfactory

condition

of

front

end

parts.

MAINTENANCE

Periodic

inspection

of

the

front

axle

assembly

should

be

made

to

see

that

all

bolts

are

tight

and

that

no

damage

and

distortion

has

taken

place.

Suspension

support

stud

nuts,

U-bolt

nuts,

tie-rod

arm

and

steering

arm

nuts,

and

stop

screws

should

be

checked

and

tightened

if

necessary

to

the

torque

specifications

shown

at

the

end

of

this

section.

Attention

should

also

be

given

to

the

condition

of

the

steering

knuckle

pins

and

bushings.

If

excessive looseness is

found

at

this

point,

the

bushings

and

pins

should

be

replaced.

LUBRICATION

Periodic

lubrication

according

to

the

recom-

mendations

in

the

lubrication

section

of

this

manual

should

be

carried

out.

Points

which

require

lubrication

are

the

steering

knuckle

pins,

tie-rod

ends,

and

drag

link

ends.

These

are

provided

with

grease

fittings

for

pressure

lubrication.

Refer

to

Section

12

(Suspension)

for

details

of

procedures

necessary

to

remove

and

install

the

front

axle assembly.

Steering

knuckles,

king

pins,

and

bushings

may

be

replaced

without

removing

the

axle

from

the

coach.

Tie-rod

and

drag

link

ends

may also

be

replaced

without

removing

the

axle.

If

extensive

overall

work

or

straightening

of

the

front

axle

center

are

necessary,

the

axle

should

of

course,

be

removed.

CASTER

The

purpose

of

caster

angle

("N"

on

the

chart)

is

to

give a

trailing

effect.

This

results

in

stabilized

steering

and

a

tendency

of

the

wheels

to

return

to

the

straight

ahead

position

after

making

a

turn.

Excessive

caster

results

in

hard

steering

around

corners.

A

shimmy

may

also

develop

when

returning

to

the

straight

ahead

position.

Insufficient

caster

will

cause

wandering

and

weaving.

Caster

variations

may

be

caused

by

a

bent

axle,

tilting

or

distortion

of

side

suspension

supports,

or

unequal

tightening

of

the

front

and

rear

suspension

support

bolts.

KING

INCLINATION

The

purpose

of

king

inclination

(B

on

the

chart)

is

the

same

as

the

purpose

of

camber.

A

check

of

the

king

inclination

may

be

made

by

measurement

(U

and

V

on

the

chart).

The

use

of

proper

instruments

in

making

these

measurements

cannot

be

overemphasized.

STRAIGHTENING

AXLE

CENTER

The

front

axle

center

is a steel forging,

heat

treated

for

toughness

and

resistance

to

bending

and

torsional

strain.

If

the

center

is

bent

or

twisted

less

than

ap-

proximately

5 degrees from t:'ie _original

shape,

it

may

be

straightened.

However,

1t

1s

recom!11ended

that

this

work

be

done

only

by

mechantcs

who

are

thoroughly

familiar

with

such

operations

and_

where

the

proper

facilities

are

available.

Parts

which

are

distorted

more

than

approximately

5

degrees

from

the

original

shape

must

b~ r~p~aced,

since

su_ch

distortion

exceeds

the

elastic

hm1t

of

the

matenal

causing

fractures

which

may

result

in

failure

under

ordinary

operating

conditions.

CAUTION:

Never apply heat to a front axle forging.

Front

axle

parts should be straightened

cold

only.

FRONT WHEEL

ALIGNMENT

SPECIFICATIONS

Camber

(B

minus

A)

degrees

...............................

Right: Negative I/4°

::t

3/8°

........................

Left:

Positive

1/4° t 3/8°

King

Inclination

(D)

degrees

...........................................

Left: 6- I/4°

................................

Right:

6-3/4°

Toe-In

(J

minus

H)

.........................................

I

/16"

plus

or

mi~u_s

I/16',;

Caster

Angle

(N)

.........................................................

Pos1t1ve 1.5

Drag

Link

Arm

Center

Ball

Stud

to

Top

of

I-Beam

(E)

..........

8'.'.

plus

or

m\nus

1/8'.'.

Top

of

Tie

Rod

Below

Spring

Seat

(F)

. . . . . . . . . . . . . . . . . . . . . . .

1-1

/4 plus

or

mmus

1/8,,

Tire

Overhang

(G)

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

appr~x.

63,,

Wheel

Track...................................................................

9. 0

Steering

Arm

Ball to

Axle

Centerline

.......................

On

C.L. plus

or

minus

1

/8"

MAINTENANCE

Crusader

MC-8

[..__,._cE.::::.::::-.::::-1-_4---=----_~_--=..--=..--=---=..-oA_'E

_D_e

c_em_b_e

r_,

_19_7

6_]

MANUAL

1.

Nut

2.

Cover

3.

Capscrew

4.

Sleeve

5.

Shim

6.

Axle

Center

7.

Thrust

Bearing

8.

King

9.

Retaining

Ring

10.

Expansion

Plug

11.

Bushing

_

12.

Steering

Knuckle

9 8

13.

Cotter

14.

Nut

15.

Nut

16.

Dus1

Cover

17.

Clamp

18.

Body

19. Bolt

20.

Bearing

21.

Stud

22.

Spring

Seat

23.

Grease

Retainer

24.

Spring

25.

Retaining Plug

26.

Retaining Ring

Figure

1-1:

Steering Knuckle

&

Tie

Rod

End

STEERING KNUCKLES

DESCRIPTION

For

construction

of

the

steering knuckles, refer

to

Figure

I -

I.

The

~teering knuckles. may be

removed

from

the

axle

without

removing

the

axle

assembly

from

the

coach.

REMOVAL

To

remove

the

steering

knuckle,

jack

up

the

front

end

of

the

vehicle

so

the

tires

clear

the

floor.

Block

MAINTENANCE

Crusader

MC-8

[

,.

0

,------'--l

-~5

___

DATE

~J:..,,:,_.:_u

IJ_Ly,......c...19.:....:....73-=-----_]MANUAL

,

!----suitable

length

I

2 •

soo•

7 "

-,

8.00

Min.

I

l

t

1.779

11

----

1,911"

-

,.

~77"

I

,909"

i

Figure

1-2:

Bushing Removal

&

Installation

Tool

securely

in this

position

and

remove

jacks.

Do

not at-

tempt

to

disassemble

or

perform

knuckle

repair

with

the

vehicle

supported

by

jacks

only.

Remove

hub

cap

plate,

wheel

bearing

adjusting

nut,

lock,

lock

dowel

ring,

and

doweled

nut

assem-

bly.

Remove

outer

wheel

bearing

cone

and

wheel

and

hub

assembly.

Disconnect

the

tie-rod

from

the

steering

arm.

The

tapered

knuckle

pins

must be

removed

from

the

bottom

side

of

the

knuckle.

Disconnect

push

rod

and

remove

brake

chamber.

Remove

the

knuckle

cover

cap

screws,

cover

and

cover

gasket.

Remove

the

lock ring

with

a

pair

of

snap

ring

pliers.

Dislodge

and

remove

the

expansion

plug

with a drift.

Drive

knuckle

out

by using a

bronze

drift

on

the

up-

per

end.

Remove

the

knuckle

pin sleeve

and

lift

off

steering

knuckle,

thrust

bearing

and

spacing washers.

REPAIR

Removal

and

replacement

of

bronze

steering

knuckle

bushings

should

be

done

using

the

removal

and

installation

tool shown in

Figure

I - 2. Such a

tool

can

be

made

from

a piece

of

round

bar

stock

which is

ground

with a

step

to

serve as a pilot.

Worn

bushings

are

pressed

out

of

the

knuckle,

em-

ploying

the

tool

described.

New bushings

should

be

installed

with

the

same

tool.

The

pilot

of

this

tool

prevents

collapse

or

distortion

of

the

bushing

during

installation.

The

bushing

should

be

pressed

into

the

knuckle

in

three

or

more

steps, using an

arbor

press,

to

allow

it

to

align

itself

in

the

bore.

First

press

the

bushing

into

the

knuckle

approximately

I

/8"

and

relieve press pressure.

Then

press

the

bushing in

another

I

/2"

and

relieve

press

pressure.

The

bushing

can now be pressed in until it

is

flush with

the

inner

machined

surface

of

the

knuckle.

This

applies to

both

upper

and

lower

bushings.

To

finish a bushing

either

a

burnishing

bar

or

reamer

should

be

employed.

Suitable

reamers

are

illustrated

in Figure I - 3. A

burnishing

ball

should

not be used for this

operation,

since it does

not

insure

a

true

alignment

between the two bushings.

The

reamer

has a

removable

pilot

which

is

in-

stalled to

ream

the

upper

bushing.

The

pilot

is

then

removed

to

ream

the

lower

bushing.

Avoid

the

possibility

of

tapering

or

enlarging

the

upper

bushing

while

inserting

the

tool

to

ream

the

lower bushing.

REASSEMBLY

Before reassembly,

make

sure

that

the

knuckle

hole

in

the

axle

center

is

clean

and

dry.

Position

and

support

the

steering

knuckle

assembly

on

the

axle

center.

Slide

the

thrust

bearing

between

the

lower

surface

of

the

axle

center

and

the

lower

steering

knuckle

yoke.

Thrust

bearings

should

be

positioned

with

the

retainer

lip

down.

Align the

steering

knuckle

holes

with

axle

center

and

thrust

bearing

holes.

Place

a

jack

under

the

lower

side

of

steering

kn~ckle

yoke

and

raise

the

knuckle

so

that

all

clearance

1s

taken

up

between

the

lower

yoke,

thrust

bearing

and

lower

face

of

the

axle

center.

Clearance

between

the

top

face

of

the

upper

axle

center

end

and

lower

face

_of

upper

knuckle

boss

should

not

exceed

.015

m.

Washers

and

shims

are

available

in

various

thicknesses

to

take

up

this

clearance

and

hold

within

the

desired

tolerance.

Make

sure

the

knuckle

nut

turns

on

the

threads.

Insert

the

knuckle

from

the

bottom

yoke

of

knuckle

and

drive

the

into

the

seat

of

the

axle

center

and

by using a

bronze

drift.

Place

the

steel

knuckle

sleeve

over

the

and

tap

into

place.

Install

nut

and

tighten

to

350-390

ft. lbs.

to

draw

the

knuckle

into

the

axle

center.

Then

apply

ad-

ditional

turn

to

line

up

with

the

pm

hole.

Do

not

back

off.

For

reassembly

of

brakes

refer to Sec. 4,

"Brakes

and

Air

System"

and

Section 15,

"Wheels,

Hubs

and

Drums."

TIE ROD

ENDS

DESCRIPTION

The

tie-rod

assembly

_is

of

3

piece

~onstructi?n

comprised

of

a

rod

and

two

end

assemblies.

The

tie-

rod

end

automatically

compensates

for

wear

on

bearing

surfaces.

The

tie-rod

end

stud_

is

held

in

c~rn-

tact

with

the

bearing

surface

by

tension

of

a

sprmg

MAINTENANCE

Crusader

MC-8

[

..

u_l-6

___

0ATE_M_ay_,

_19_74

__

]

MANUAL

Removable

PIiot 1.789

11

1.787

11

l.7975

11

I.

7965"

l.797rt

I.

7965

11

~.875

11

8.12!5

11

~

2.

500

11

10

11

Min.

9.000"-----

Figure

1-3: Bushing

Reamer

which

holds

the seat firmly against the

inner

end

of

the

stud.

An

end

plug,

retained by a locking ring,

holds

the

internal

tie-rod

end

parts

in position. Ex-

cessive

play

indicates

that

the

bearing

surfaces

are

worn,

and

new

tie-rod

end

assemblies

should

be

in-

stalled.

REMOVAL

AND

REPLACEMENT

To

remove

tie-rod

ends

from

the

tie-rod

assembly,

remove

cotter

pins

and

nuts from

the

tie-rod

ends,

and

support

the

steering

arm to

prevent

bending.

Using a

small

drift,

drive

the

tie-rod

end

tapered

stud

out

of

the

steering

arm.

Loosen

clamp

bolts

and

remove

tie-rod

ends

from the

tie-rod

tube.

To

reassemble,

assemble

the tie-rod

end

on

the tie-

rod

tube,

but

do

not

tighten

clamp

bolt.

Insert

the

tie-

rod

end

stud

into

the

steering arm

and

tighten to I

65-

180 ft. lbs.

Tighten

clamp

bolts to 55-65 ft. lbs.

When

replacement

of

tie-rod

assembly

is

required

the toe-in

should

be

checked

as

described

earlier

in the section.

DISASSEMBLY

Pry

end

plug lock

out

of

groove

in body.

Remove

plug,

seat,

and

spring.

Remove

grease

retainer.

Stud

and

bearing

assembly can

then

be

removed

from

the

tie-rod

end

body.

All

worn

parts

should

be

replaced.

Tension

of

~he

retaining

spring

should

be

che~k_ed,

and.

the

sprmg

replaced

if

it

does

no_t

have suff1c1ent

tens1~rn

to

hold

the

tie-rod

end

stud firmly

agamst

the

beanng.

A new

grease

retainer

should

be used.

REASSEMBLY

Lubricate

parts

with light

grease

before

reassem-

bly.

Insert

stud

and

bearing

assembly

into

tie-rod

end

body,

place

grease

retainer

over

end

of

e~d.

stud

s~at,

and

position

seat

in body.

Place

the

retammg

sprmg

inside

the

seat,

position

end

/lug

on

spring,

then

compress

spring

and

install

en

plug

lock in

groove.

(Before

replacement

of

tie-rod

on

steering

arm,

clean

tapered

portion

of

tie-rod

end

stud.)

PROCEDURE FOR CHECKING WEAR AT THE TIE ROD ENDS

Socket

wear

is indicated by

ball

stud

turning

torque

and

socket

end

movement.

Zer_o

tur-

ning

torque

with

looseness in

the

ball

stud

is

indicative

of

extreme

wear:

To

check

this,

the

socket

must

be

removed

from

the

vehicle.

End

movement

may

be

checked

with

the

s<;>cket

a~sem-

bly

attached

to

its mating

arm.

If

a force, sufficient

to

overcome

the

spring

pressure

1s

apphed

to

the

end

of

the

forging, the

amount

of

movement

is

another

indicator

of

wear.

The

followmg

may

be

used

for

the

specified types

of

assemblies.

SOCKET

TYPE

New Style

Serviceable

IC-2-62

L.H.

Socket

Assy. I

C-2-63

R.H.

ORIGINAL

.

020

Max.

END

MOVEMENT

WORN

.090

Max

.

MAINTENANCE

Crusader

MC-8

[.,

0

,_1_-7

___

DAIE_M~ay~,

_19_74

__

] ·

MANUAL

SPECIFICATIONS

AXLE

CENTER

Type

.........

_.

..............................................................

I

Beam

Allowable

Twist

(Variation

between

ends)

.......................................

1/2°

STEERING

KNUCKLES

Spindle

diameter:

Inner

Bearing

....................................

2.5623-2.5613

in.

Outer

Bearing

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.1248-2.1243

in.

Up-and-down

Movement,

Maximum

...........................................

015

m.

Bushing

bore,

diameter.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.919-1.921 m.

STEERING

KNUCKLE

BUSHINGS

Material.

:

...................................................................

Bronze

Inside

-

Line

ream

...............................................

1.7935-1.7945

in.

Line

burnish

..................................................

1.7965-1.7975

in.

KING

Type

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Tapered

Diameter

-

Large

End

..............................................

1.794-1.793

in.

Small

End

..................................................

1.3095-1.3085

in.

LOCATION

Tie-Rod

End

Nut

Tie-Rod

Clamp

Bolt

Steering

Arm

Ball

Nut

Steering

Arm

Nut

King Pin

Nut

TORQUE

SPECIFICATIONS

DIAMETER

7

/8"

5/8,

7

/8"

1-1/8"

LB./FT.

165-180

55-65

165-180

350-390

-Crusader.

MAINTENANCE

MC-8

[

,.c,_2-_l

___

DATE_J_ul~y,~1_97_3

_]

·

MANUAL

REAR

AXLE

REAR

AXLE

DESCRIPTION

The

s_ingle:r~duction fi~al

drive

employs

a

heavy

duty

dnve

p1mon

and

dnve

gear

(3.

70

ratio

Stan-

dard).

The

differ~ntial

and

gear

assembly

is

mounted

on

tapered

roller

bearings.

The

str~ddle-mounted

pinion

has two

tapered.

roller

bearmgs

in

front

of

the

pinion

teeth

which

take

the

forward

and

reverse

thrust,

and

a

third

bearing

behind

the

pinion

teeth

to

carry

the

radial

load.

MAINTENANCE

Lubrication

recommendations

will

be

found

in Sec-

tion

10

(Lubrication)

of

this

manual.

To

insure maximum life

of

the

differential

and

prev_ent

premature

failure,

the

original

"factory

fill"

)ubncant

should.

be

drained

before

putting

vehicle

mto

regular

service

or

prior

to

3,000

miles.

During

\nitial stages

of

normal

operation,

tiny

met~!

particles

are

freed from mating

surfaces

of

mov~ng parts.

These

metal

particles

are

carried

by

the

lubncant

through

the

assembly

and

act

as

lapping

compound

which

accelerates

wear

of

all

parts.

Draining

the factory

lubricant

prior

to

3,000

miles .

also

prevents

lubricant

contamination

caused

by

dif-

ferences in the

"factory

fill"

and

the

lubricant

used by

the

operator

when topping.

1.

Axle

Housing Drain

2.

Axle

Housing Fill

REMOVAL

AND

REPLACEMENT

Refer

to

Section

12

(Suspension)

of

this

manual

for

instructions

for

removal

of

the

entire

rear

axle

assem-

bly

as a unit.

DIFFERENTIAL

CARRIER

Remove

plug

from

bottom

of

axle

housing

and

drain

lubricant.

Remove

axle

shaft

drive

stud

nuts

and

lockwashers.

Rap

axle

shaft

sharply

in cente'r

of

flange

with

heavy

steel

hammer

on

drift

to

free

dowels.

Remove

tapered

dowels

and

axle

shafts.

CAUTION:

Prying

shafts

loose

will

damage

the

hubs and

oil

seals.

Remove

carrier

to

housing

stud

nuts

and

washers.

Loosen

two

top

nuts

and

leave

on

studs

to

prevent

carrier

from falling.

Break

carrier

loose

from

axle

with

rawhide

mallet

&

puller

screws.

Remove

top

nuts

and

washers

and

work

carrier

free

using

puller

screws in holes

where

provided.

A

small

pinch

bar

may

be

used

to

straighten

the

carrier

in

the

housing

bore.

However,

the

end

must

be

rounded

to

prevent

indenting

the

carrier

flange. A

roller

jack

may

be

used

to

facilitate

removal

of

carrier.

DISASSEMBLY

Place

carrier

in

suitable

holding

fixture.

If

the

initial

inspection

indicates

the

drive

gear

is

not

going

Wrong

Figure

2-1:

Removing Drive

Gear

Rivets

MAINTENANCE

Crusader

MC-8

[

,.

0

,_2-_2

___

DATE_J_ul__.y,_1_97_3

_]

MANUAL

30

35

l .

Carrier,

Cap

&

Plug Assy.

20.

Shims

2.

Capscrew

21

•

Capscrew

3.

Washer

22.

Bevel Drive

Gear

&

Pinion Assy.

4.

Adj.

Ring

Block Pin

23.

Case Assy.

5.

Cage

&

Cup Assy.

24.

Differential Pinion

Gear

6.

Inner

&

Outer

Cup

25.

Thrust Washer

7.

Companion Flange

&

SI

inger Assy.

26.

Side

Gear

8.

Bearing

27.

Thrust Washer

9.

Retainer

28.

Spider

10.

lock

Ring

29.

Short Case Bolt

11.

Inner Bearing Cone

30.

long

Case Bolt

12.

Outer

Bearing Cone

31.

Washers

13.

Cover

&

Oil

Seal Assy.

32.

Nut

14.

Oil

Seal Assy.

33.

Bearing Cup

15.

Gasket

34.

Bearing Cone

16.

Washer

35.

Adjusting Ring

17.

Nut

36.

Drive

Gear

Thrust Screw

18.

CotterPin

37.

Thrust

Gear

lock

Nut

19.

Spacers

Figure

2-2:

Differential

Carrier

Parts

MAINTENANCE

Crusader

MC-8

[

"'°'-2_-3

___

DATE_Ju_,_ly,~1_97_3

__

]

MANUAL

to

be

replaced,

the

established

backlash

should

be

measured

and

noted

for

reference

for reassembly.

Differential

And

Gear

Assembly

Removal:

I.

Loosen

jam

nut

and

back

off

thrust

adjusting

screw.

Center

punch

on

differential

carrier

leg

and

bearing

cap

to

identify

for

proper

reassem-

bling.

2.

Cut

lock

wire,

remove

cap

screws

and

adjusting

nut

locks.

Remove

bearing

cap

stud

nuts

or

cap

screws,

bearing

caps

and

adjusting nuts.

3.

Lift

out

differential

and

gear

assembly.

Differential

And

Gear

Disassembly:

I.

If

origilf'al

identification

marks

are

not

clear;

mark

differential

case halves

with

a

punch

or

chisel for

correct

alignment

on reassembling.

2.

Cut

lock

wire,

remove

bolts

and

separate

case

halves.

3.

Remove

spider,

pinions,

side

gears

and

thrust

washers.

If

necessary,

remove

rivets

and

separate

gear

and

case.

Ring

Gear

Removal:

I.

Carefully

center

punch

rivets in

center

of

head.

Use a

9/16"

drill

bit

to

drill

through

head.

Press

out

rivets.

Pinion

And

Cage

Assembly

Removal:

2.

With

suitable

tool,

remove

pinion

shaft

nut

washer

and

companion

flange.

Remove

pinion

cage

stud

nuts

or

cap

screws.

Remove

bearing

cage using

puller

screws in

holes

where

provided.

CAUTION:

The

use

of

a

pinch

bar

will

damage

-

the

shims.

Driving

pinion

from

inner

end

with a

drift

will

damage the

bearing

lock

ring

groove.

3.

Wire

shim

pack

together

to facilitate

adjustment

on

reassembling.

Disassembling

Pinion

and Cage:

1.

Tap

shaft

out

of

cage with

mallet

or

press

shaft

from cage.

Remove

outer

bearing

from cage.

2.

Remove

spacer

or

spacer

combination

from

pini<?n shaft.

I~

necess~ry to

replace

rear

thrust

beanng

or

radial

beanng,

remove

with

suitable

puller.

REPAIR

Thorough

visual

inspection

for

indications

of

wear

or

stress

and

the

replacement

of

such

parts

as

are

necessary will

eliminate

costly

and

avoidable

drive

unit

failure.

Inspect

all

bearings,

cups

and

cones,

including

those

not

removed

from

parts

of

the

drive

unit,

and

~eplace

if

rollers

or

cups

are

worn,

pitted

or

damaged

many

way.

Remove

parts

needing

replacement

with a

suitable

puller

or

in a

press

with sleeves.

Avoid

the

use

of

drifts

and

hammers.

They

may easily

mutilate

or

distort

component

parts.

Inspect

hypoid

gears

for

wear

or

damage.

Gears

which

are

worn,

ridged,

pitted

or

scored,

should

be

replaced.

When

necessary

to

replace

either

the

drive

pinion

or

drive

gear

of

hypoid

set, the

entire

gear

set

should

be

replaced.

Inspect

the

differential assembly for

pitted,

scored

or

worn

thrust

surfaces

of

differential case halves,

thrust

washers,

spider

trunnions

and

differential

gears.

Thrust

washers

must

be

replaced

in sets.

The

use

of

a

combination

of

old

and

new

washers

will

result

in

premature

failure.

Check

the

differential

pinion

and

side

gear

teeth

for

wear

or

damage.

Always

replace

the

differential

pinions

and

side

gears

in sets.

Inspect

axle

shafts

for

signs

of

torsional

fractures

or

other

indication

of

impending

failure.

CLEANING

Parts

having

ground

and

polished

surfaces

such

as

gears,

bearings,

shafts

and

collars,

should

be

cleaned

in

suitable

solvent

such

as

kerosene

or

diesel

fuel.

CAUTION:

Do

not

clean

these parts

in

a

hot

solution

tank

or

with

water and

alkaline

solutions

such

as

sodium

hydroxide,

orthosilicates

or

phosphates.

Steam

cleaning

assembled

drive

units

after

they

have

been

removed

from

the

housing

is

not

recom-

mended.

When

this

method

of

cleaning

is used,

water

is

trapped

in

the

cored

passage

of

the

castings

and

in

the

close

clearances

between

parts

as well as

on

the

parts.

This

can

lead

to

corrosion

(rust)

of

critical

parts

of

the

assembly

and

the

possibility

of

cir-

culating

rust

particles

in

the

lubricant.

Premature

failing

of

bearings,

gears,

and

other

parts

can

be

caused

by

this

practice.

Assembled

drive

units

cannot

be

properly

cleaned

by

steam

cleaning,

dipping

or

slushing.

Complete

drive

unit

disassembly

is

a

necessary

requisite

to

thorough

cleaning.

Rough

parts

such

as

differential

carrier

castings

and

cast

brackets

may

be

cleaned

in

hot

solution

tanks

with

mild

alkali

solutions

providing

these

parts

are

not

ground

or

polished.

The

parts

should

remain

in

the

tank

long

enough

to

be

thoroughly

cleaned

and

heated

through.

This

will aid

the

evaporation

of

the

rinse

water.

The

parts

should

be

thoroughly

rinsed

af-

ter

cleaning

to

remove

all

traces

of

alkali.

Completely

assembled

axles may

be

steam

cleaned

on

the

outside

only,

to

facilitate

initial

removal

and

disassembly,

providing

all

openings

are

closed.

Breathers,

vented

shift

units,

and

all

other

openings

should

be

tightly

covered

or

closed

to

prevent

the

possibility

of

water

entering

the

assembly.

Parts

should

be

thoroughly

dried

immediately

after

cleaning.

Use

soft,

clean

lintless

absorbent

towels

or

wiping

rags free

of

abrasive

material,

such

as

lapping

compound,

metal

filings

or

contaminated

oil.

Bearings

should

never

be

dried

by

spinning

with

compressed

air.

REASSEMBLY

Parts

that

have

been

cleaned,

dried,

inspected

and

are

to

be

immediately

reassembled,

should

be

coated

with

light

oil

to

prevent

corrosion.

If

these

parts

are

to

be

stored

for

any

length

of

time,

they

should

be

treated

with

a

good

RUST

PREVENTATIVE

and

wrapped

in

special

paper

or

other

material

designed

to

prevent

corrosion.

Replace

all

worn

or

damaged

parts.

Hex

nuts

with

rounded

corners,

all

lockwashers,

oil

seals

and

gaskets

should

be

replaced

at

the

time

of

overhaul.

MAINTENANCE

Crusader

MC-8

[

"G'--=2-----=--4

___

DATE_--=---Ju_L._I

y,__,

1_97_3_]

MANUAL

Remove

nicks,

mars

and

burrs

from

machined

or

ground

surfaces.

Threads

must

be

clean

and

free

to

obtain

accurate

adjustment

and

correct

torque.

A

fine

mill

file

or

India

stone

is

suitable

for

this

purpose.

Studs

must

be

tight

prior

to

reassembling

the

parts.

When

assembling

component

parts

use

a

press

where

possible.

Tighten

all

the

nuts

to

the

specified

torque.

(See

torque

limits

following

service

instructions.)

Use

soft

iron

locking

wire

to

prevent

possibility

of

wire

breakage.

The

burrs,

caused

by

lockwashers,

at

the

spot

face

of

stud

holes

of

cages and--covers

should

be

removed

to

assure

easy

reassembly

of

these

parts.

If

new

cups

are

to

be

installed,

press

firmly

against

pinion

bearing

cage

shoulders.

Lubricate

bearings

and

cups

with

light

machine

oil.

Press

rear

thrust

and

radial

bearings

firmly

against

the

pinion

shoulders

with

a

suitable

sleeve

that

will

bear

only

on

bearing

inner

race.

Install

radial

bearing

lock

ring

and

squeeze

ring

into

pinion

shaft

groove

with

pliers.

Insert

{>inion

and

bearing

assembly

in

pinion

cage

and

posit10n

spacer

or

spacer

combination

over

pinion

shaft.

Press

front

bearing

firmly

against

spacer.

Rotate

cage

several

revolutions

to

assure

normal

bearing

contact.

While

in

press

under

pressure,

check

bearing

preload

torque.

Wrap

soft

wire

around

cage

and

pull

on

horizontal

line

with

pound

scale.

If

a

press

is

not

available,

the

pinion

nut

may

be

tightened

to

the

correct

torque

and

preload

checked.

Nut

torque

required

to

obtain

correct

preload

is

800-1100

ft. lbs.

Use

rotating

torque,

not

starting

torque.

If

rotating

torque

is

not

within

5

to

15

pound

inches, use

thinner

spacer

to

increase

or

thicker

spacer

to

decrease

preload.

Install

flange,

washer

and

pinion

shaft nut.

Place

pinion

and

cage

assembly

over

carrier

studs.

Tighten

shaft

nut

to

the

correct

torque.

The

flange

must

be

held

with

a

suitable

tool

or

fixture

to

tighten

nut.

Recheck

pinion

bearing

preload

torque.

Tighten

to

the

correct

torque

and

install

cotter

key.

CAUTION:

Do

not

back

off

nut

to

align

cotter

key

holes.

Pinion

And

Cage

Assembly

Installation:

1.

Install

correct

shim

pack.

Locate

thin

shims

on

both

sides for

maximum

sealing ability.

2.

Position

pinion

and

cage

assembly

over

studs

and

tap

into

position

with soft

mallet.

Install

lock-

washers

and

stud

nuts

or

cap

screws.

Tighten

to

correct

torque.

Assembling

Differential

and Gear:

1.

Rivet

the

hypoid

gear

to

the

case

half

with new

rivets.

Rivets

should

not

be

heated,

but

always

upset

cold.

When

the

correct

rivet is used,

the

head

being

formed

will

be

at least 1

/8"

larger

in

diameter

than

the

rivet hole.

The

head

will

then

be

approximately

the

same

height

as

the

prefor-

med

head.

Excessive

pressure

will

cause

distor-

tion

of

the

case

holes

and

result

in

gear

ec-

centricity.

2.

Differential

case

and

gear

bolts

are

available

for

service

replacement

of

rivets.

The

use

of

proper

bolts

greatly

facilitates

servicing

these

units

in

the

field

and

eliminates

the

need

for

special

equip-

ment

necessary

to

correctly

hold

rivets.

Differential

Pinion

And

Side

Gear

Assembly:

1.

Position

thrust

washer

and

side

gear

in

bevel

gear

and

case

half

assembly.

2.

Place

spider

with

pinions

and

thrust

washers

in

position.

Install

component

side

gear

and

thrust

washer.

3.

Align

mating

marks,

position

component

case

half

and

draw

assembly

together

with

four

bolts

or

cap

screws

equally

spaced.

4.

Check

assembly

for

free

rotation

of

differential

gears

and

correct

if

necessary.

Install

remaining

bolts

and

cap

screws,

tighten

to

correct

torque

and

lock

wire.

5.

If

bearings

are

to

be

replaced,

press

squarely

and

firmly

on

differential

case

halves.

Differential

And

Gear

Assembly

Installation:

1.

After

checking

coat

the

differential

bearing

cones

and

cups

with

specified

rear

axle

lubricant.

2.

Place

the

bearing

cups

over

the

assembled

dif-

ferential

bearing

cones,

then

position

the

dif-

ferential

assembly

in

the

carrier.

3.

Insert

bearing

adjusting

nuts

and

turn

hand

tight

against

bearing

cups.

Install

bearing

caps

in

the

correct

location

as

marked

and

tap

lightly

into

position.

CAUTION:

If

bearing

caps

do

not

position

properly,

adjusting

nuts

may

be

cross

threaded.

Remove

caps

and

reposition

the

adjusting

nuts.

Forcing

caps

into

position

will

result

in

irreparable

damage

to

the

carrier

housing

or

bear

i

n g

caps.

4.

Install

flat

washers

and

cap

screws.

Tighten

cap

screws

to

4

70-595

ft. lbs.

torque.

Figure

2-3:

Differential

Bearing

Preload

Adjustment

Crusader

MC-8

[

-.o,

----'2=----5=--------

DATE

MAINTENANCE

December, 1973 ]

MANUAL

Installing

Bearing

Cups

1n

Carrier

Leg

Bores:

I.

Temporarily

install

t!le

bearing

cups.

Tighten

cap

screws

to

proper

torque.

2.

Bearing

cups

must

be

of

a

hand

push

fit in

the

bores,

otherwise

the

bores

must

be

reworked

with

a

scraper

or

emery

cloth

until

a

hand

push fit

is

ob-

tained.

3. Use a

blued

bearing

cup

as a

gauge

and

check

the

fits as

work

progresses.

Once

the

cups fit

properly,

remove

the

bearing

caps.

BEARING

PRELOAD

ADJUSTMENT

Using

dial

indicator

at

backface

of

gear,

loosen

the

bearing

adjusting

nut

on

the

side

opposite

gear

only,

sufficient to

notice

end

play

on

the

indicator.

Check

gear

for

runout.

If

runout

exceeds

.008",

remove

differential

and

check

for

cause.

Tighten

ad-

justing

nuts

one

notch

each

from

.000

end

play to

preload

differential

bearings.

HYPOID

GEAR

BACKLASH

If

the

drive

gear

is

not

going

to

be

replaced,

we

suggest

the

established

backlash

recorded

before

disassembly

be used.

For

new

gears

the

new

backlash

should

be

initially

set

at

.0

IO".

Adjust

backlash

by

m~vin_g

gear

only.

This

is

done

by

backing

off

one

adJustmg ring

and

advancing

the

opposite

ring

the

same

amount.

TOOTH

CONT

ACT

Apply

oiled

red

lead

lightly to

the

hypoid

gear

teeth.

When

the

pinion

is

rotated

the

red

lead

fs

squeezed

away by

the

contact

of

the

teeth,

leaving

bare

areas

the

exact

size,

shape

and

location

of

the

contacts.

Sharper

impressions

may

be

obtained

by

applying

a

small

amount

of

resistance

to

the

gear

with

a flat

steel

bar

and

using a

wrench

to

rotate

the

pinion.

When

making

adjustments,

check

the

drive

side

of

the

gear

teeth.

Coast

side

should

be

automatically

correct

when

drive

side

is

correct.

As

a

rule,

coating

about

twelve

teeth

is

sufficient

for

checking

purposes.

After

obtaining

a

satisfactory

tooth

contact,

especially

in

relation

to

the

top

and

bottom

of

the

tooth,

the

backlash

can

be

altered

within

the

limits

of

.005"

-.0I

5"

to

obtain

a

better

contact

position

relative

to the length

of

the

tooth.

A high

backlash

setting

can

be

used

to

keep

the

contact

from

starting

too

close

to

the

toe,

and

a

low

backlash

setting can

be

used

to

keep

the

contact

from

starting

too

far away from

the

toe.

BEVEL

GEAR

THRUST

ADJ.

To

secure

correct

clearance

between

adjusting

s~rew

and

back face

of

bevel

drive

gear

tighten

screw

firmly

and

back

off

I/4

turn.

The

correct

adjustment

is

.0

IO"

-

.0I

5"

clearance.

Recheck

to

assure

minimum

clearance

of

.01

O"

during

full

rotation

of

bevel

drive

gear.

DRIVE

UNIT

Remove

any

accumulation

of

dirt,

grit

or

gum from

l •

Drive

Gear

Thrust

Screw

2.

Rear

Axle

Housing

Lube

Orain

3.

Rear

Axle

Housinq

housing

bowl

and

sleeves.

Clean

housing

thoroughly

with

solvent

and

blow

dry

with

compressed

air.

In-

spect

housing

for

cracks,

loose

studs,

nicks,

and

burrs

at

machine

surfaces.

Remove

nicks

and

burrs

with

stone

or

file.

Make

all

necessary

repairs

or

_parts

replacement

before

installing

drive

unit

in

housing.

Install

new

drive

unit

to

housing

gasket

over

housing

studs.

Roll

the

carrier

into

position

on

roller

jack.

CAUTION:

Do

not

drive

carrier

into

housing

with

a

hammer

at

the

carrier

stud

flange.

The

flange

may

easily

be

distorted

and

cause

severe

oil

leakage.

Install

lockwashers

and

stud nuts

on

any

studs

under

carrier

housing

offsets.

It

is

impossible

to

start

these

nuts

after

carrier

is

drawn

into

housing.

Start

carrier

into

housing

with

four

flat washers

and

nuts

equally

spaced.

Tighten

the

four

nuts

over

flat

washers

alternately

to

draw

carrier

squarely

into

axle

housing.

If

necessary,

remove

nuts

and

flat

washers

and

install

taper

dowels,

lockwashers

and

stud

nuts.

Tighten

to

the

correct

torque.

Install

axle

shafts.

With

adjustments

properly

made

(pinion

at

correct

depth

and

backlash

set

at .0I

0")

the

above

contacts

will be

procured.

The

area

of

contact

favors

the toe

and

is

centered

between

the

top

and

bottom

of

the

tooth.

The

hand

rolled

patterns

(gears

unloaded)

will

result

in a

pattern

centered

in

the

length

of

the

tooth

when

the

gears

are

under

load.

The

loaded

pattern

will be

almost

full length

and

the

top

of

pattern

will

Crusader

MC-8

MAINTENANCE

[

"°'--=2__.,,_-6

___

DArE___,,J=-:.ul-l-Ly,--=-19..:....:....7.;::.._3

_]

MANUAL

ipproach

the

top

of

the

gear

tooth.

The

pattern

on

the

coast

side

of

teeth

will

appear

:he

same

width

as

the

drive

side;

however

the

over-all

.ength

will

be

centered

between

the

toe

and

heel

of

~ear

tooth.

Set

used

hypoid

gear

to

have

the

tooth

contacts

to

match

wear

pattern.

Hand

rolled

pattern

of

used

gears

will

be

smaller

in

area

and

should

be

at

the toe

end

of

wear

patterns.

CORRECT

TOOTH CONTACT

ASSURES

LONGER GEAR

LIFE

Satisfactory

Tooth

Contact

(

Gears

Unloaded)

Satisfactory

Tooth

Contact

(Gears

Loaded)

A

CONTACT

ADJUSTMENT

B

BACKLASH

CORIICTION

INCORRECT TOOTH CONTACT

A

LOW

NARROW CONTACT is

not desirable. If gears are allowed to

operate with

an

adjustment

of

this

kind, galling, noise and grooving of

teeth will result. To obtain correct con-

A HIGH NARROW CONTACT is

not desirable.

If

gears are allowed to

operate with an adjustment of this

kind, noise, galling and rolling over

of the top edges of the teeth will

result. To obtain correct contact, move

pinion toward gear to lower contact tact, move pinion away from

gear

to

area to proper location. This adjust- raise contact area to

proper

location.

ment

will decrease backlash between Correct backlash of

.005"

to

.015"

may

pinion and gear teeth, which may be be obtained by moving gear toward

corrected by moving gear away from pinion.

pinion.

A

CONTACT

ADJUSTMfNT

B

BACKLASH

CORRECTION

NOTE:

The

actual

backlash

changes

approx

..

008

11

for

each

.

010"

movement

of

the

gear.

MAINTENANCE

Crusader

MC-8

[

..

c,_2-_7

___

DATf_=--cJu'-----'-ly..L-,

_l

9_73

__

] ·

MANUAL

TABULATION

OF

TORQUE LIMITS

CAP

SCREWS

AND

STUD

NUTS

DIAM-

NO.

TORQUE

-

LB.

FT.

LOCATION

ETER

THREADS

Pinion cage

%"

16

½"

13

9/rn"

12

5/4"

11

Carrier to housing

7/

16,,

14

½"

20

5/4"

18

¾"

16

Differential case bolt

½"

20

9/10"

18

5/4"

18

¾"

16

Pinion

shaft

3/s"

20

1"

20

1¼"

18

1½"

18

1½"

12

l¾"

12

2 ,, 12

Differential bearing

5/16"

18

adjusting

nut

lock

½"

13

DIFFERENTIAL

BEARING

CAP

SCREWS

OR

STUD

NUTS

MIN.

33

81

116

160

53

81

160

290

92

130

185

320

175

300

700

800

16

75

(

Later

Axle

Models

Employing

Hardened

Washers)

MAX.

43

104

149

205

67

104

205

370

118

167

235

415

250

400

900

1100

20

96

CAP

SCREW

OR

CAP

SCREW

OR

STUD

NUT

OR

TORQUE

-

LB.

FT.

STUD

NUT

COARSE

STUD

DIAMETER

THREAD

FINE

THREAD

MIN. MAX.

%"

11

18 160 205

¾"

10 16 290 370

3/s"

9 14 470 595

3/s"

14 14 510 655

1"

14

580

745

Torques given apply

to

parts

coated with machine oil;

for

dry

(

or

"as

received")

parts

increase torques

10%;

for

parts

coated

with

multi-purpose

gear oil decrease torques 10%. Nuts

on

studs

to use

same

torque

as for

driving

the

stud.

MAINTENANCE

Crusadec

MC-8

[

"°'--=2----=8

____

DATE_D_e_ce_m_be_r

,_1_97_3_]

MANUAL

REAR TRAILING AXLE

DESCRIPTION

Two

independent

rear

trailing

axles are

mounted

behind

the

rear

drive

axle.

Each

axle

carries

a single

wheel

and

tire,

with

centerline

3-9/16"

in from

the

center

line

of

the

outside

dual

tire

of

the

drive

axle.

Each

axle

pivots

independently

on

a

trunnion,

allowing

sufficient

independent

movement.

Refer

to

Section

10

for

lubrication.

REMOVAL

AND

REPLACEMENT

The

following

procedur~

should

be

followed

for

removal

and

replacement

of

trailing

axles.

Apply

jack

under

trailing

wheel

jack

pad, release

air

from bellows

by

turning

release valve to

"off'

position. Jack

up

trailing

wheel

and

remove

wheel.

Remove

the

brake

drum,

hub

and

bearings.

Also

remove

the

brake

air

line from

the

brake

chamber

elbow

and

trailing

arm.

Plug

elbow

to

prevent

dust

from

entering

chamber.

Disconnect

the

shock ab-

sorber

at

the

trailing

wheel

arm.

Remove

the

brake

line

at

the

bogie leg. CAUTION:

Do

not

apply

air

brakes

until

reassembled

as loss

of

air

will result.

Remove

brake

spider

and

brake

shoe

assembly from

axle shaft.

Disconnect

the

bellows

from

the

trailing

arm

spring

seat.

Remove

the

retaining

clamp

from

the

trailing

arm

and

cross

tube

assembly. Pull

trailing

arm assembly

from

the

cross

tube.

Remove

the

two

alien

screws

(3/8"

N.C.) from

the

cross tube

ends

and

pull

brass

bearing

tubes.

Remove

the

transmission

underpan

if so

equipped.

Remove

the

propeller

shaft

guard

and

cross

tube

lubrication

lines.

Disconnect

and

remove

the

5/8"

N.F.

bolts

attaching

cross

tube

to

bogie

legs

and

remove

tube.

To

assemble

the

trailing

wheel

axle

the

following

procedure

should

be

followed.

Install

new cross

tube

to bogie leg

mounting

plates,

using

eight

new

5/8"

N.F.

bolts,

tighten

b?lts

to

190

ft. lbs.

Tighten

outer

bolts

fully first

and

inner

next.

Install

cross

tube

brass

bushings.

Note:

Install

new

"O"

rings

on

cross

tube

ends.

Install

new

trailing

arm

assembly, using new

"O"

rings

at

machined

surfaces.

Install

retaining

clamps

at

arm

and

cross

tube

assem-

bly.

Reinstall

bellows

to

spring

seat.

Remove

the

old

brake

camshaft

brackets

and

camshafts.

Install

the

new

brake

camshafts,

bushings,

oil

seals,

washers

and

brackets.

Reinstall

the

balance

of

assemblies

and

parts

in the

reverse

order

of

removal.

Refer

to Sec-

tion

IO

of

this

manual

for

lubrication

of

brake

cam-

shafts

and

cross

tube.

When

installing

wheel oil seals,

refer to Section I5

of

this

manual.

Add

No.

30

SAE

oil to wheel

hubs

if

required.

TRAILING

WHEEL

ALIGNMENT

It

is

very

important

that

the

trailing

wheel align-

ment

be

checked

when

~eplacing axles. The_following

is

recommended.

If

straight

ahead

or

a

maximum

toe-

in

of

1

/8"

is

found,

this is satisfactory.

On

some

coaches

minor

corrections

beyond

the

above

limit

can

be

made

by

installing

20GA

shims

between

flanges

at

inner

mounting

bolts

for _correc-

ting

toe-out

condition.

NOTE:

The

inner

and

outer

flange faces

of

cross-tube

mounting

must

contact

the

bogie leg flanges

after

bolts

are

tightened.

SPECIFICATIONS

REAR

AXLE

Make

...............................................................

Rockwell-Standard

(M.C.I.

Special)

Wheel

track

....................................................................

70-1

/2"

Gears,

type

....................................................................

Hypoid

Axle, type

................................................................

Full

floating,

pressed

steel

housing

Rear

Axle

ratio

(Standard)

......................................................

3.70: 1

Rear

Axle

Lube

Capacity

.................................................

U.S. 18 qts.

Imp.

14.4 qts.

CLEARANCE

Differential

bearing

end

play

.......................................................

000"

Differential

gear

run-out,

max

.....................................................

008"

Hypoid

gear

backlash

(new)

.......................................................

010"

Hypoid

gear

backlash

limits

................................................

005"

-

.015"

Crusader

MC-8

MAINTENANCE

DATf_J_ul~y,_19_73

__

] ·

MANUAL

BODY

SIDEWALL

CONSTRUCTION

Construction

of

the

coach

sidewalls is shown

below.

The

sidewall consists

of

a

welded

steel

framework with a stainless steel

or

aluminum

exterior

panel,

on

aluminum

structural

inner

panel

and

a

second

dimpled

interior

panel.

The

space between

the

interior

str.uctural

and

dimpled

panels

serves as a

duct

for

the heating

and

air

conditioning

systems.

Panels are riveted to the frame

structure.

Presstite

is used to

separate

panels from the steel framework.

CONSTRUCTION

The

body

is

of

the

integral

"monocoque"

type.

Framework

is 16

and

I8 gauge steel

covered

with

epoxy

primer

above

floor

line

and

where

subject to

corrosion

is stainless steel

before

floor

line.

The

frame

structure

is fully welded

and

is

properly

braced

and

reinforced

as necessary. ·

ROOF

Front

roof

cap is I

/8"

thick

molded

fibreglass

and

incorporates

molded

indentations

for

lamps.

Main

roof

panels

are

.051"

high

tensile

aluminum

prestret-

C

----------

Sidewall Construction

MAINTENANCE

Crusader

MC-8

[ ,.o,_---"-3_-.=..2

__

o.,e_J_on_uo_ry_,

_19_75_]

MANUAL

ched_

on

i~,stal_lation

and

ri:-,'etted

in

place.

-Xear

roof

cap

1s

1

/8

thick

molded

fibreglass

and

incorporates

molded

indentations

for

lamps.

SIDES

Below

side

windows

and

above

floor

line

side

walls

co~sist

of

.064"

painted

aluminum

ex'terior

panels

nvetted

to

frame

structure

an

interior

aluminum

stres~ed

panel,

and

dimpled

'interior

panel.

~pace

~etwee1_1

mner

and

outer

panels

are

filled

with

msulat10n

while

space

between

mner

panel

and

dim-

pled

panel

serves as

wall

duct.

"Presstite"

(mastic

tape)

or

mylar

tape

separates

aluminum

panels

from

steel

framework.

Below

floor

line

all

exterior

panels

and

doors

are

fluted

24

gauge

stainless

steel.

Rub

rail

is

of

hard

alloy

aluminum

extrusion

12"

wide

and

extending

full

length

of

body

on

both

sides.

FRONT

Forme~

stai_nless steel

trim

moldings

are

provided

under

wmdsh1eld

and

covers

access

holes

to

wind-

shield

wipers

and

door

controls.

Front

body

panels

are_

fluted

24

gauge

stainless

steel. A

20

gauge

stamless

steel

trim

panel

is

provided

between

headlamps.

REAR

Rear

closure

doors

below

floor

line

are

fluted

24

gauge

stainless

steel.

Above

floor

line

to

bottom

of

rear

window

is 24

gauge,

smooth

stainless

steel.

FLOOR

Effective

llnit

No. 3001

thru

30503,

the

floor

is

flat

throughout

except recessed aisle section between first

right

hand

and first left

hand

seats. Effective Unit No.

30504,

~

ra'.""p

floor

is

incorporated

for

approximately

8

ft.

Drivers

floor,

front

entrance

area,

and

front

aisle

are

all at

the

same level.

The

floor

is I

/2"

thick,

5-ply

water

proof

type

pl_ywood.

Floor

is

securely

attached

to

underframe

with

elevator

bolts

and

self-tapping

countersunk

screws.

All

floor

joints

are

sealed

with

mastic. Un-

derside

of

floor

is

treated

with

(a)

copper

naphthenate

sealer

(b)

white

primer

surfacer

(3) fire

retardant

1;iaint in

the

sequence

listed.

Top

of

floor

is

sanded

pnor

to

floor

covering

application.

STEPWELL

T~e

entrance

stepw~ll is

of

th~

four

(4)

step

type

an~

1s

constructed

entirely

of

stamless

steel.

Ribbed

stamless

steel

step

nosings

with

formed

risers

are

provid~d.

_E~posed faces

at

front

and

rear

of

sterwell

are

satm

fm1sh.

All

steps

are

of

equal

height.

Al

cor-

ners

are

covered

for

ease

of

cleaning.

EXTERIOR MAINTENANCE

Regular

washing

to

remove

accumulated

dust

and

dirt

is

recommended.

This

is

all

that

is

required

on

the

exterior

stainless

steel

panels

below

the

windows.

The

panel

caps

between

the

windows

are

anodized

alummum.

This

is a

hard

abrasion

resistant

anodic

coating

which

is

produced

by

an

electrochemical

process.

Avoid

the

use

of

alkaline

cleaners

on

aluminum

parts

as

they

will

attack

and

corrode

aluminum

just

as

iron

and

steel

will

rust.

Use

only

a

mild

detergent

and

a

soft

brush.

Abrasive

cleaners,

polish,

or

steelwool

should

not

be

used

as

they

will

remove

the

protective

coating

and

may

scratch

and

discolor

the

finish.

The

entire

under

side

of

the

coach

is

sprayed

with

a

heavy

coat

of

asphalt

base

deadener.

UPHOLSTERY MAINTENANCE

Upholstery

fabrics,

in

fact

any

fabric-clothing

in-

cluded,

must

be

kept

clean

if

maximum

service

is

to

be

expected.

In

both

appearance

and

wearability,

best

results

are

obtained

if

upholstery

is

cleaned

at

regular

intervals

and

cleaned

before

dirt,

dust

and

grit

have

been

ground

into

the

fabric.

Vacuuming

is

all

that

is

necessary

for

long

periods

but

for a

thorough

cleaning

provided

the

covers

are

to

be

cleaned

in

place

(not

removed)

the

most

economical

and

ef-

fective

method

is

to

wash

the

upholstery,

either

with

a

neutral

(non-alkaline)

soap

or

an

approved

foam-type

cleaner.

If

this

is

done

at

frequent,

regular

intervals

the

upholstery

will

look

as

"good

as

Pew"

at

all times.

If

covers

are

to

be

removed

for

cleaning

then

only

dry

cleaning

is

recommended

as

washing,

not

properly

controlled,

might

cause

some

shrinkage

preventing

the

covers

from

being

reapplied

to

the

seats

without

damage.

Only

Stoddard

Solvent

is

recommended

as

the

dry

cleaning

agent

because

most

covers

used

on

seats

are

a

combination

of

cloth

and

vinyl

and

Stoddard

Solvent

assures

much

longer

life

from

the

vinyl

than

would

solvents.

If

cleaning

of

vinyl

only

then

mild

soap

and

water

is

recommended.

The

first

step

is

to

remove

all

the

loose

dirt

and

dust

that

may

be

in

the

fabric.

For

this

purpose

a

powerful

commercial

vacuum

cl~aner

is best.

Many

main-

tenance

personal,

as

they

vacuum,

beat

the

seat

cushions

and

backs

with

a

small

carpet

beater

or

a

padded

stick

of

wood

in

order

to

loosen

dirt

and

dust

facilitating

its

removal.

Should

seats

be

removed

from

coach

a

high

pressure

air

line

which

is

more

ef-

fective

than

vacuuming

in

the

removal

of

imbedded

dust

and

dirt.

The

word

"washing"

should

not

be

misinterpreted.

By

washing,

it is

not

meant

you

should

soak

the

fabric.

The

objective

is

to

loosen

the

greasy

bond

bet-

ween

the

fibers

and

the

dirt

they

have

picked

up.

It

will

not

harm

the

upholstery

to

become

thoroughly

wet,

but

it

will

take

it

longer

to

dry,

and

before

equipment

goes

back

into

service

the seats

should

be

thoroughly

dry.

If

spots

or

stains

are

to

be

removed,

in

order

to

avoid

a

"cleaning

ring",

they

should

be

removed

from

backs

and

cushions

before

seats

are

washed,

not

after.

The

consensus

of

operator

opinion

and

practice

in

MAINTENANCE

Crusader

MC-8

[

,.c,_3-_2A

___

DAl£_D_e_ce_m_be_r,_1_97_6_]

MANUAL

cleaning

upholstery

is

that

th_e

following

procedure

gets

the

best results:

(1)

After

the

seat

cushions

and

backs

have

been

well

vacuumed,

a thick

lather

of

soap

or

cleaner

suds

should

be

scrubbed

into

the fabric.

This

can

be

done

~ith

a sti~f bri~tle

br~sh,

a

sponge

or

by a

deterging

machine,

1f

one

1s

available.

(2)

Folfow

the

scrubbing

by

sponging

the

suds

from

the

fabric

with

a

clean

sponge

or

a

clean

cloth

dampened

with

water.

Rinse

the

sponge

or

cloth

often.

Change

water

often.

This

is

very

important.

(3)

Before

the

coach

goes

back

into

service

the

upholstery

should

be

allowed

to dry.

To

spe~d

up

the dryii:ig after

upholstery

has

been

cleaned,

ex-

cess

moisture

can

be

blown

off

from

the

fabric

with an

air

line.

Note:

Oil

in the

air

line

is

a

hazard,

blow

the line

clear,

testing

against

a

piece

of

paper.

In

other

instances it has

been

found

that

it is as effective to press

the

edge

of

a flat stick

of

~ardwood

down

on

the

cushion

and

slowly

draw

1t

across

the

fabric.

Even

the most

soiled

seats

can

be

returned

to

much

of

their

original

appearance

by a

thorough

cleaning.

But

a

regular

schedule

of

cleanings

that

keeps

your

upholstery

reasonably

clean

at

all

times will

add

months

to

the

service

life

of

your

upholstery.

AN

OPTIMUM

UPHOLSTERY

MAIN-

TENANCE

SCHEDULE

After

each

vehicle

comes

off

its

regular

run

seats

are

b~ushed afte~ the

floor

of

the

bus has

been

;wept.

A whisk

broom

1s

generally

used.

Note:

Many

main-

tenance

personal

find it best to use

some

sort

of

"dust

layer"

on

the

vehicle

floor

before

sweeping

in

order

to

keep

the

dust

down

and

avoid

spreading

it

onto

the

seats.

(?nee a week,

at

least-oftener

if

the

vehicle

is in the

maintenance

shop

for

a bi-weekly

mechanical

check-

up,

the

seat

cushions

and

seat

backs

should

be

vacuum

cleaned.

Many

maintenance

personal

then

have

the

seat~

wiped

with a

damp

clean

cloth

to

rem<;>Ve

any

dirt

or

dust

raised to

the

surface

of

the

fabnc

but

not

removed

by the

vacuum.

At

each

mechanical

check-up

during

which

the

vehicle

remains

in the

shop

for 24

hours

or

more

the

seat

upholstery

is

vacuum

cleaned,

spots

rem~ved

and

then

"shampooed".

AN

AVERAGE

UPHOLSTERY

MAIN-

TENANCE

SCHEDULE

(?nee a

week_

the

seat

upholstery

is

brushed

with

a

whisk

broom,

1f

this is sufficient to

remove

most

of

the

dust

and

dirt

that

has

accumulated.

If

for

any

reason

the

seats

have

become

very

dirty,

they

should

be

vacuum

cleaned

and

wiped.

At

every

other

mechanical

check-up

period

-

at

least

once

every

two

months

-the

seat

upholstery

is

vacuumed

and

washed.

A

MINIMUM

UPHOLSTERY

MAINTENANCE

SCHEDULE

Once

a

month

the

upholstery

is

vacuumed.

Every

four

months,

upholstery

is

vacuumed

and

washed.

or

dry

cleaned.

(Washing

or

dry

cleaning

only

twice a

year

should

be

minimum.)

You

should

keep

a

close

check

on

the

interiors

of

the

vehicle

and

whenever

necessary,

wash

or

dry

clean

th~

upholstery,

regardless

of

whether

or

not

the six

mon-

ths

are

up.

CARE AND

OF FIRTH

ROUTINE

CLEANING

MAINTENANCE

SEAT FABRICS

AIi

that

is

required

to

remove the dirt

is

a

gei;itle

beating

with the hand or the back

of

a brush. This

will

bring the

dirt to the surface where

it

is

easily removed by a vacuum

or a soft brush. It

is

preferable to vacuum or brush in the

direction

of

the pile which can easily be recognized by

running a hand lightly over the pile. Cleaning should be

carried

out

as

often

as

possible.

If

the fabric becomes

excessively dirty then particles

of

grit will cause gradual

wear

to

take place thus reducing the life

of

the fabric.

METHOD

1

Apply a non-flammable solvent (Trichloroethylene) with

a clean, white, absorbent material, treating small areas,

working from the outer edge towards the centre

of

the

stain. Blot frequently with a dry cloth to avoid

rings.

OPEN

WINDOWS

AND

DOORS

TO

ALLOW

FUMES

TO

DISPERSE.

METHOD2

Sponge the stain with a solution

of

household detergent

and lukewarm water.

DO

NOT

SOAK. Follow this by

rubbing with a damp cloth, rinsing cloth between each

treatment.

WARNING:

DO

NOT

USE

SOAP,

WASHING

POWDER, AMMONIA, SODA, BLEACH OR

ANY

PRODUCTS

WHICH

CONTAIN

THEM.

ALCOHOLIC

LIQUIDS

Sponge with water followed by Method 2.

BATTERY

ACID

Saturate with a solution

of

Sodium Bicarbonate, leave a

few minutes before drying out. It

is

important for the

above treatment

to

be carried

out

immediately to avoid

serious damage

to

the fabric.

BEVERAGE

STAINS

Use

Method

I,

if stain persists try Methylated spirits.

BLOOD

STAINS

Use

Method 2

BURNS

Scrape blackened area with a knife and treat with

Method

2.

Extensive burns require expert attention.

CHEWING

GUM

Soften with Cyclohexanone and scrape

off

carefully

with a knife.

MCi MC8 Crusader User manual

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