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AC-S-D,DD MG
AAll ll iiss CChhaallmmeerrssService Manual
D, DDMotor Grader
THIS IS A MANUAL PRODUCED BY JENSALES INC. WITHOUT THE AUTHORIZATION OF ALLIS CHALMERS OR IT’S SUCCESSORS. ALLIS CHALMERS AND IT’S SUCCESSORS
ARE NOT RESPONSIBLE FOR THE QUALITY OR ACCURACY OF THIS MANUAL.
TRADE MARKS AND TRADE NAMES CONTAINED AND USED HEREIN ARE THOSE OF OTHERS, AND ARE USED HERE IN A DESCRIPTIVE SENSE TO REFER TO THE PRODUCTS OF OTHERS..
Serv
ice
Man
ual
SERVICE MANUAL FOR
," MODEL D MOTOR GRADER ; .~ : :';.
(Effective with Serial No. 5679)
AND
MODEL D DIESEL MOTOR GRADER
(Effective with Serial No. 1924)
JUNE 1960
PROPERTY OF
Price $4.00
SUBJECT INDEX
SUBJECT SECTION
Description and Specifications
Engine Cooling System
Fuel System
Engine Lubricating System
Electrical System
Engine
Engine Clutch
Transmission and Rear Axle Assemblies
Tandem Assemblies
Brake
Steering Gear
Ball and Socket Joints and Circle Guides
Wheels and Tires
Hydraulic System
Fits and Tolerances
Trouble Shooting
SECTION I - DESCRIPTION AND SPECIFICATIONS
Topic Title
Topic No.
Page No.
General Description ................. . 1 3 5 7 8
General Specifications ................ 2 Specifications of Lubricants . . . . . . . . . . . .. 3 Specifications of Fuel ................. 4 Grader and Engine Serial Numbers ..... 5
1. GENERAL DESCRIPTION
The standard Model D Motor Grader (effective with Serial No. 5679), is a 8,800 pound unit; the standard Model D Diesel Motor Grader (effective with Serial No. 1924) is a 9,350 pound unit. The Motor Graders are designed for use in light construction and maintenance of roads, general grading, and snow removal. The main frame is of tubular construction to provide the utmost in strength and rigidity and to provide unobstructed vision for the operator.
The Model D Motor Grader is powered by an "Allis-Chalmers" 4 cylinder, 4 stroke cycle gasoline engine; the Model D Diesel Motor Grader is powered by an "Allis-Chalmers" 6 cylinder, 4 stroke 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 and the rear wheels. The rear wheels are driven by heavy roller driving chains which
connect the sprockets of the wheel shafts with the driving sprockets on the rear axle shafts.
A drum type mechanical brake, connected to the transmission pinion shaft, is provided for stopping the grader.
The transmission, controlled by a gear shift lever, provides 4 forward speeds ranging from approximately 2.6 M.P.H. to 25.2 M.P.H. and a reverse speed of approximately 3.3 M.P.H.
The tires are partially filled with calcium chloride solution; this added weight increases traction and stability.
Hydraulic control valve levers used for raising and lowering the moldboard, scarifier, or snow plow are located directly in front of the operator. The moldboard can be rotated 122% degrees, can be tilted to several pitch positions to obtain the desired
MOLDBOARD HYDRAULIC CONTROL VALVE LEVERS
FUEl TANK
CIRCLE TURN AND FRONT WHEEl LEAN HYDRAULIC CONTROL VALVE LEVERS (Special Equipment)
TIRES (8.25-20)
6 P.R. (Special Equipment)
STEERING SHAFT
TIRES (8.25-20)
6 P.R. (SPECIAL EQUIPMENT)
FRONT AXLE WITH WHEEL LEAN
(Special Equipment) ..... _..,... ____________ Fig. J - Model D Motor Grader ______________ _
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ENGINE
SECTION III - FUEL SYSTEM
Topic
Topic Title No.
Description of System ................ . Model D Diesel .................. . Model D ........................ 1
Checking of System .................. 2 Model D Diesel . . . . . . . . . . . . . . . . . .. 2 Model D ........................ 2
Testing, Cleaning, and Adjusting Fuel Injection Nozzles (Model D Diesel). . .. 3
Fuel Injection Pump, Governor, and Fuel Transfer Pump (Model D Diesel) . . . . .. 4
Carburetor and Governor (Model D) . . . .. 5
1. DESCRIPTION OF SYSTEM
FUEL TANK
FUEL RETURN LINE
Page
No.
1 1 2 2 2 3
4
12 17
FUEl TRANSFER PUMP FIRST STAGE FUEL FILTER
1...... ____________ Fig. 1 - Fuel Flow - Schematic Diagram ____________ --' (Model D Diesel)
(MODEL D DIESEL)
The engine fuel system consists of a fuel tank, first stage fuel filter, second stage fuel filter, fuel transfer pump, fuel injection pump, fuel injection nozzles, and the fuel lines. There are two fuel pressure systems; the low pressure system and the high pressure system.
The low pressure system consists of the fuel tank, first stage fuel filter, second stage fuel filter, fuel transfer pump, fuel return manifold, and the fuel return line from the fuel return manifold to the fuel tank.
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The high pressure system consists of the fuel injection pump, fuel injection nozzles, and fuel injection lines connecting the fuel injection pump to the fuel injection nozzles. The fuel injection lines are seamless steel tubing and each line .is the same length. These lines are the same length to assure the proper timing and the proper amount of fuel to each fuel injection nozzle. The fuel injection lines are not interchangeable; when ordering lines for replacement, specify for wh ich cylinder the line is ordered. The fuel is drawn from the fuel tank, through the first stage fuel filter and second stage fuel filter by the fuel transfer pump, which is part of the fuel injection pump. The
II
SECTION IV - ENGINE LUBRICATING SYSTEM
Topic Page Topic Title No. No.
Description of System ....... " . . . . . . .. 1 Model D Diesel . . . . . . . . . . . . . . . . . .. 1 Model D ........................ 1
Lubricating Oil Pump ............ . . . .. 2 4 Model D Diesel . . . . . . . . . . . . . . . . . .. 2 4 Model D ........................ 2 6
Oil Pressure Valve ................... 3 8 Model D Diesel ., . . . . . . . . . . . . . . . .. 3 8 Model D ........................ 3 9
Lubricating Oil Filter ................. 4 10 Model D Diesel . . . . . . . . . . . . . . . . . .. 4 10 Model D ........................ 4 11
1. DESCRIPTION OF SYSTEM
(MODEL D DIESEL)
The engine is pressure lubricated throughout with the exception of the camshaft bearings which are lubricated by oil returning to the crankcase from the rocker arm assembly. A gear-type lubricating oil pump, driven by the engine camshaft draws oil from the crankcase, through the oil pump suction screen, which is submerged in the lubricating oil. The pump circulates the oil, under pressure, through the oil filter and then to the main oil gallery of the engine which extends the full length of the cylinder block. Drilled passages extending from the main oil gallery deliver oil to the main bearings. An external oil line extending from the main oil gallery to the cylinder head delivers oil to the rocker arm shaft. Drilled passages in the crankshaft deliver oil from the main bearings to the connecting rod bearings and through the rifle drilled connecting rods to the piston pins. The camshaft bearings, valve lifters and push rods, and the gear train, are lubricated by oil returning to the crankcase from the rocker arm assembly.
Stabilized oil pressure is maintained within the engine by an oil pressure regulating valve, located in the main oil gallery at the front (f~n end) of the cylinder block below the fuel injection pump. The valve is set to open at 35 P.S.I. Excess oil by-passed through this valve passes through a dril.led capscrew at the front (fan end) of the cylinder block and helps lubricate the gear train.
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The lubricating oil filter contains two valves; a by-pass valve located in the filter center bolt, and a check valve located in the filter base. Oil delivered, under pressure, by the lubricating oil pump holds the check valve in the open position, allowing the oil to circulate; whenever the engine is stopped, the check valve closes, preventing the oil in the oil filter from draining back to the crankcase. The bypass valve is provided to by-pass oil directly to the outlet side of the oil filter if the oil filter cartridge becomes clogged, or if in cold weather the oil is too thick to circulate freely through the oil filter cartridge.
(MODEL D)
The engine is pressure lubricated throughout, with the exception of the piston pins which are splash lubricated. A gear type lubricating oil pump driven by the engine camshaft draws oil from the crankcase, through the oil pump suction screen, which is submerged in the lubricating oil. The pump circulates the oil, under pressure, through the oil filter and then to a drilled passage connecting the center main bearing and the center camshaft bearing. Oil from the center camshaft bearing is forced through the hollow camshaft to the front and rear camshaft bearings. A drilled passage between the front camshaft and front main bearing and between the rear camshaft and rear main bearing provides lubrication to the front and rear main bearings.
SECTION V - ELECTRICAL SYSTEM
Topic Page Topic Title No. No.
Description ......................... 1 Generator and Water Pump Drive Belt
Adjustment ...................... 2 2 Batteries ........................... 3 2 Generator and Generator Regulator . . . .. 4 3 Starter ............................ 5 4 Distributor, Condenser, Ignition Coil,
and Spark Plugs (Model D) . . . . . . . . .. 6 4 Electrical Cables ......... , . . . . . . . . . .. 7 7
1. DESCRIPTION
GENERATOR AND GENERATOR REGULATOR
TAIL LIGHT
STOP LIGHT SWITCH FUSE BLOCK
STARTER SOLENOID SWITCH AMMETER
1..-____________ Fig. J - Wiring Diagram - Schematic ____________ ----' (Model D Diesel)
The electrical system of the Model D Diesel Grader includes the starter, generator, generator regulator, batteries, ammeter, lights, and wiring. The electrical system of the Model D Grader includes the above mentioned units and also a distributor, ignition coil, and spark plugs.
The electrical systems on the Model D and Model D Diesel Graders are 12-volt systems throughout.
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Two 6-volt wet cell storage batteries, located beneath the operator's seat, are used to supply current for the system. Electrical energy drained from the batteries through the operation of the above named units is replaced by the generator. The output of the generator is controlled by the generator regulator to prevent overcharging of the batteries.
SECTION VI - ENGINE
Topic Page Topic Title No. No.
General Description .................. 1 1 Model D Diesel· . . . . . . . . . . . . . . . . . .. 1 1 Model D ........................ 1
Valves and Valve Adjustment. . . . . . . . . .. 2 Model D Diesel . . . . . . . . . . . . . . . . . .. 2 1 Model D ........................ 2 2
Cylinder Head ...................... 3 4 Model D Diesel ... . . . . . . . . . . . . . . .. 3 4 Model D ........................ 3 5
1. GENERAL DESCRIPTION II (MODEL D DIESEL)
The engine in the Model D Diesel Grader is a six cylinder, four-stroke cycle, naturally aspirated, water cooled, internal combustion, "Allis-Chalmers" diesel engine, Model DD 262. Fuel is supplied to the engine by a "Roosa Master" Model D, single cylinder, opposed plunger, inlet metering, distributor type, fuel injection pump. The fuel injection pump delivers accurately metered quantities of diesel fuel under high pressure through pintle-type fuel injection nozzles, and into the engine cylinders, at a definite timing in relation to the engine firing cycle. The fuel is compression ignited by the heat generated by the compression of the air within the cylinders. The expanding gases generated by the burning fuel are converted into mechanical energy in the cylinders of the engine. The engine is pressure lubricated by a gear type lubricating
oil pump, which is driven by a helical gear in mesh with the camshaft oil pump drive gear.
{MODEL D)
The engine in the Model D Grader is a four cylinder, four-stroke cycle, naturally aspirated, water cooled, internal combustion, "Allis-Chalmers" gasoline engine, Model D-17. Fuel is supplied to the engine by a carburetor. The carburetor delivers vaporized fuel, mixed with the correct amount of air, through the intake manifold and into the cylinders. The fuel is electrically ignited by the spark plugs. The expanding gases generated by the burning fuel are converted into mechanical energy in the cylinders of the engine. The engine is pressure lubricated by a gear type lubricating oil pump, which is driven by a helical gear In
mesh with the camshaft oil pump drive gear.
2. VALVES AND VALVE ADJUSTMENT
(MODEL D DIESEL)
A. General
The correct clearance (lash) between the ends of the intake and exhaust valve stems and the rocker arms is very important in a "Diesel" engine due to the high compression developed within the cylinders.
Insufficient valve clearance will cause loss of compression, misfiring, and will eventually cause burning of the valves and valve seats. Excessive
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valve clearance will result in faulty engine operation, valve tappet noise, and cause rapid wear on the valve operating mechanism. With the engine at normal operating temperature (160° to 180° F.), the proper valve clearance is: Intake valves .010" and exhaust valves .019". After any mechanical work has been done which would disturb the valve clearance, the intake valves may be set "cold" at .013" and the exhaust valves at .022" clearance so that the engine may be run and allowed to warm up to normal operating temperature. After the engine has been "warmed up" to normal operating temperature, the valve clearance should be
SECTION VII - ENGINE CLUTCH
Topic Page Topic Title No. No.
General .......................... . Adjustment of Engine Clutch Control
linkage. . . . . . . . . . . . . . . . . . . . . . . .. 2 1 Disassembly and Assembly of Engine Clutch 3 3
1. GENERAL
The engine clutch is a spring-loaded, single plate, dry disc type clutch. linkage between the clutch pedal and the release bearing actuates three release levers inside the clutch and, as wear occurs on the clutch driven disc facings, the clutch control linkage must be adjusted to maintain adequate free travel of the clutch operating pedal. This is necessary to assure full engagement of the clutch and to prevent clutch slippage. The clutch control
linkage is properly adjusted when the clutch pedal has 1 %" of free travel before disengagement of the clutch begins. As the clutch driven disc facings wear, the release levers move nearer to the clutch release bearing and the clearance is decreased, thus decreasing the free travel of the clutch ope rat- Ell ing pedal. An adjustment of the clutch control link-age is necessary when the free travel of the clutch control pedal has decreased to approximately %".
2. ADJUSTMENT OF ENGINE CLUTCH CONTROL LINKAGE
To adjust the engine clutch control linkage, refer to Fig. 1 and proceed as follows:
CAUTION: Before adiusting the engine clutch control linkage, make certain that the lower end of the clutch pedal ;s flush with the bottom of the clutch pedal lever; this is necessary to obtain the proper control linkage adjustment.
1. Remove the yoke pin from the adjusting yoke, connecting the clutch control rod to the clutch operating lever.
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2. loosen the jam nut and adjust the length of the clutch control rod by turning the adjusting yoke as necessary to obtain 1 %" free travel of the clutch pedal when the yoke is reconnected to the clutch operating lever.
3. When the proper adjustment is obtained, install the yoke pin and secure with the cotter pin. Tighten the jam nut.
SECTION XI - STEERING GEAR
Topic Title
General
Topic No.
Page No.
Steering Gear Adjustment ............ .
1
2 1 1
1. GENERAL
Slack in the steering gear assembly may be caused by end play in the worm shaft, too much clearance between the worm and roller, or looseness in the steering drag link joints.
To determine which of the above conditions exist, raise the front wheels off the ground. Shake or twist the wheels by hand to find where the play
is occurring.
Play in the steering drag link joints can be taken up by adjusting the drag link end plugs.
End play of the steering worm shaft indicates bearing looseness. To adjust the bearings, proceed as follows:
2. STEERING GEAR ADJUSTMENT
Remove the steering gear assembly from the grader. Remove shims from under the steering gear housing front cover, one at a time, until the end play is eliminated. CAUTION: The worm shaft must turn freely without binding after the adiustment
is made.
While the steering gear assembly is removed, check the play between the worm gear shaft and the roller shaft by turning the worm gear shaft back and forth and holding the steering arm. The roller
can be meshed deeper in the worm by loosening m the lock nut on the end of the roller shaft adjusting screw and turning the roller shaft adjusting screw
OIL FILLER PLUG SHIMS
STEERING WORM SHAFT
HOUSING FRONT COVER
HOUSING TOP COVER
STEERING ARM
1.-___________ Fig. J - Steering Gear -------------'
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SECTION XII - BALL AND SOCKET JOINTS AND CIRCLE GUIDES
Topic Page Topic Title No. No.
General .......................... . Circle Guide Adjustment. . . . . . . . . . . . . .. 2 Ball and Socket Joint Adjustment . . . . . . .. 3 1
1. GENERAL
A clearance of J{[ must be maintained between the face of the circle and wear plates and between the rear guides and inner circumference of the circle. Shims and adjusting screws are provided for making adjustment when the clearance be-
comes excessive through normal wear.
Shims are provided under the caps of all ball and socket joints. Excessive clearance at the ioints may be eliminated by the removal of shims.
2. CIRCLE GUIDE ADJUSTMENT
A. Vertical Adiustment
Eliminate excessive play between the face of the
circle and wear plates by the removal of shims from between the wear plates and circle guides. Each shim is J,~/' thick. Rotate the circle after the shims have been removed and guide bolts tightened, to make sure there is J{6" clearance at the tightest point and the circle turns freely in the guides. Make the adjustment on one guide at a time.
B. Horizontal Adjustment
After the vertical adjustment of the circle has been
made, loosen the lock nuts on the adjusting screws of the circle front and rear guides. Loosen the circle guide nuts then turn the adjusting screws as necessary to provide J{l' clearance between the inner
'-__ Fig. J - Circle Guide Adjustment ___ ..J
circumference of the circle and each of the guide plates. Tighten the circle guide nuts and check to make sure the circle turns freely. Tighten the
adjusting screw lock nuts.
3. BALL AND SOCKET JOINT ADJUSTMENT
Shims are provided under the caps of the ball and socket joints on the ends of the hydraulic piston rod assemblies, on the lift cylinder mounting brackets, and on the side shift links. Wear at these joints can be taken up by removing the required number of shims. NOTE: Always remove an equal number of shims from each side of the joint; do not remove too many shims as this will cause binding in the ioint.
Wear on the drawbar ball and socket, at the front
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end of the drawbar, can be taken up in the same manner by removing shims from under the ball
socket cap.
When removing shims from the lift cylinder mount
ing bracket or from the drawbar ball and socket, it is not necessary to completely remove the caps. Remove the cap retaining screws, lift the caps and
remove the necessary amount of shims by cutting through the shims to be removed and pulling them
from position.
SECTION XIII - WHEELS AND TIRES
Topic Title
Topic No.
Page No.
Wheels ........................... . 1 2
1
Tires 2
1. WHEELS
Fig. J - Front Axle -------------------'iD A. front Wheel Alignment
The caster and camber of the front wheels are set at the factory and do not require field adjustment. The front wheels require X" toe-in. To check for proper toe-in, measure the distance between the tire rims both ahead and back of the front axle; these measurements must be made at spindle height. The distance between the rims at the front must be X" less than at the rear.
To adjust the toe-in, loosen the lock nut at each end of the tie rod. The threads on one end of the rod are left hand and on the other end are right
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hand. Turn the tie rod with a pipe wrench until the correct toe-in is obtained, then tighten the lock nuts. The grader must be moved a short distance each time before checking for the correct toe-in.
B. front Wheel Bearing Adiustment
Adjust the front wheel bearings by tightening the nut on the outer end of the axle spindle to draw the bearings up tight, then back the nut off )16 turn (to next cotter pin slot) and install the cotter pin. If there is excessive looseness in the axle spindle assembly, check the spindle pin and the spindle bushings for wear. Replace the necessary parts.
SECTION XVI - TROUBLE SHOOTING
This section contains trouble shooting information and outlines tests which can be made to determine some of the troubles that may develop when the grader is used under average working conditions. Each symptom of trouble is recorded under the individual unit or system of the motor grader and
is followed by a list of the possible causes of the trouble. The tests necessary to determine which of the possible causes is responsible for the trouble are explained after each possible cause, with reference to where instructions for their correction may be found.
Topic Page Topic Title No. No.
Engine ............................ 1 1 Model D Diesel. . . . . . . . . . . . . . . . . .. 1 1 Model D ........................ 1 5
Engine Starting System (Model D and D Diesel) . . . . . . . . . . . . . . . . . . . . . . .. 2 8
Engine Fuel System. . . . . . . . . . . . . . . . . .. 3 8 Model D Diesel. . . . . . . . . . . . . . . . . .. 3 8 Model D ........................ 3 8
Engine Air Intake System (Model D and D Diesel) .................... 4 9
Engine Cooling System (Model D and D Diesel) . . . . . . . . . . . . . . . . . . .. 5 9
Engine Lubricating System (Model D and D Diesel) .................... 6 10
Generator, Generator Regulator, lights, and Wiring (Model D and D Diesel) . .. 7 11
Ignition System (Model D) ............. 8 11 Instruments (Model D and D Diesel) . . . . .. 9 12 Engine Clutch (Model D and D Diesel) . . .. 10 12 Transmission (Model D and D Diesel) . . . .. 11 12 Tandem Assemblies (Model D
and D Diesel) .................... 12 12 Brake (Model D and D Diesel) ., . . . . . . .. 13 12 Moldboard, Drawbar, and Circle
(Model D and D Diesel) ..... . . . . . .. 14 13 Front Wheels (Model D and D Diesel) 15 13
1. ENGINE
VlODEL D DIESEL)
TROUBLE POSSIBLE CAUSES REMEDY
.. ':line will r crank.
Batteries weak.
Starter or starter switch inoperative.
Engine is locked or seized.
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Recharge the batteries or replace them with fully charged batteries (refer to IIBATTERIES,II Section V).
Refer to IIENGINE STARTING SYSTEM,II Topic 2, in this Section.
This can be due to extended idle or storage
