[Report on Preventive Maintenance and Inspection Procedure] [From the U.S. Government Publishing Office, www.gpo.gov] Report on PREVENTIVE MAINTENANCE AND INSPECTION PROCEDURE Submitted to vehicle maintenance section DIVISION OF MOTOR TRANSPORT OFFICE OF DEFENSE TRANSPORTATION by MAINTENANCE METHODS COORDINATING COMMITTEE OF TRANSPORTATION AND MAINTENANCE ACTIVITY SOCIETY OF AUTOMOTIVE ENGINEERS, ING GOVERNMENT PRINTING OFFICE - WASHINGTON - 1943 SAE Maintenance Methods Coordinating Committee W. J. Cumming, Chairman, Chief, Vehicle Maintenance Section, Office of Defense Transportation. E. P. Gohn, Test Engineer, The Atlantic Refining Company. M. E. Nuttila, Superintendent, Motor Vehicles, Cities Service Oil Company. G. W. Laurie, Manager, Automotive Transportation Department, The Atlantic Refining Company. J. Y. Ray, Supervisor, Automotive Equipment, Virginia Electric & Power Company. S. B. Shaw, Automotive Engineer, Pacific Gas & Electric Company. W. A. Taussig, Automotive Engineer, Burlington Transportation Company. E. W. Templin, Automotive Engineer, Los Angeles Department of Water & Power. D. K. Wilson, Superintendent, Automotive Equipment, N. Y. Power & Light Corporation. A. M. Wolf, Automotive Consultant. Subcommittee on “Preventive Maintenance and Inspection Procedure" E. N. Hatch, Chairman, Service Engineer, American Brakeblok Division, American Brake Shoe & Foundry Co. W. H. Bean, Engineer, Surface Transportation Corporation. W. K. Bennett, Service Manager, White Motor Company. E. C. Blackman, Automotive Engineer, Socony-Vacuum Oil Company, Inc. R. J. Collins, Superintendent of Transportation, Kansas City Power & Light Company. B. D. Connor, Superintendent of Transportation, Boston Consolidated Gas Company. A. L. Farnsworth, Machine Shop Foreman, Kings County Buick, Inc. Floyd Gardner, Instructor, Automotive Subjects, Los Angeles City Schools. G. N. Gascoigne, Manager, Fleet Service, The National Refining Company. L. J. Heinrich, District Service Manager, The Autocar Sales & Service Co., Inc. E. W. Jahn, Superintendent, Transportation Department, Consolidated Gas, Electric Light & Power Company. G. W. Johnson, Transportation Manager, Bowman Dairy Company. S. G. Page, General Superintendent, Equitable Auto Company. E. C. Paige, The Ethyl Corporation. W. G. Perriguey, Eastern Branch Manager, Faber Laboratories, Inc. J. J. Powelson, Motor Vehicle Department, Standard Oil Co. of New Jersey. S. B. Shaw, Automotive Engineer, Pacific Gas & Electric Company. Hoy Stevens, Superintendent of Maintenance, The Cleveland, Columbus & Cincinnati Highway, Inc. O. W. Teckemeyer, Inspection Specialist, U. S. Treasury Department, Procurement Division. M. E. Nuttila, Project Chairman Report on Preventive Maintenance and Inspection Procedure The best Preventive Maintenance and Inspection Procedure is one designed to show WHAT should be done and WHEN it should be done to obtain the maximum reliable service from each vehicle at the minimum cost. Most maintenance men agree that their objective is maximum reliability and uninterrupted service from each of their motor vehicles, but that cost is the final factor which often governs the degree to which they practice preventive maintenance. Operators, therefore, face the ever present question—how to keep the cost per mile, per ton, or per passenger at a minimum over the entire life of the vehicle? In the past, motor vehicle maintenance has been quite similar to many other industries in this country, which have relied upon the individual skill and experience of a relatively small number of people to work out their problems and maintenance procedure to fit their individual operating conditions. It may be the motor mechanic, the foreman, or the superintendent who is responsible for keeping the passenger cars, trucks, or buses rolling for his company. Too often, the owner or manager of a business considers its motor vehicles as a necessary evil, with the result that the maintenance department does not have sufficient authority to purchase the desired equipment, or the time to study the various preventive maintenance methods and adopt the best procedure to economically maintain its vehicles. It was often a case of running the vehicle with a minimum of service and repairs until the vehicle failed on the road. This in some cases resulted in very short life, with the result that the vehicle would be scrapped and a new one purchased. Today, this practice cannot be permitted. New cars, trucks or buses are not to be purchased because it is cheaper than to repair the old vehicle. The question of cost of a new vehicle, versus the maintenance of the old vehicle, is out for the duration, and in all probability for many months after the war ends. When there were plenty of mechanics who had grown up with a particular system, much of the system was carried in the heads of the workmen and supervisors, because it had been developed gradually and much of the instruction was never written down. Now, with a mechanic shortage, men must be trained in the specific procedure of repairing or inspecting a given unit or part. Unfortunately, there are not enough properly trained maintenance men in this country to do the job without a combined effort of training. To simplify this training, there is a real need for a standard basic plan which is as simple as possible and still fits the demands of all fleet operations, large and small. It must be a plan that can be used by the individual with one or two vehicles, or the largest fleets with hundreds of cars, trucks, and buses. It must consider the motor vehicles used in the hot sandy desert or in the frozen North. Best use should be made of manpower, trained or untrained. New parts needed to repair vehicles may be hard to obtain, if not impossible, thereby requiring extensive salvaging and substitutes for many materials which have been available in the past. It is surely obvious that replacement of parts can-.not be specified on any mileage basis without inspection and determination of actual or incipient failure. In an inflexible system, tailored to one operation, replacement of any part can be specified on the basis of mileage because it may have been found by experience in that operation to be the proper period for replacement, but even this is doubtful. There is plenty of evidence that many parts have been replaced at mileage intervals based on obsolete experience, or on nothing more than a good round mileage figure that appealed to the man in charge. If this logic fails to impress, it might be noted that ODT instructions do not permit the replacement of parts unless there is some evidence that the part will no longer serve its purpose, and “average” life is not allowed as evidence. Many large fleets of buses and trucks have for some years been practicing preventive maintenance. There are many data available on individual fleet maintenance, as it applies to a certain type of vehicle operating under certain definite conditions. It is not an easy problem to collect all these data, separate the good from the bad, and arrive at the best basic plan upon which to build a flexible procedure. On the other hand, there has never been a time when one was needed more than today. This committee has been working on this problem for several months, with many of the leading maintenance men of this country generously contributing their experience and time. 515223°—43 (1) 2 WHAT SHOULD BE DONE What units, parts, or items require maintenance? The answer obviously is that every part of the vehicle requires attention at some time during the normal life of the vehicle. The general term, “inspection,” or “check,” has been used in most maintenance instructions. If trained personnel are available who know what is to be done when a vehicle or unit is to be inspected, the operator is indeed fortunate. However, in designing a basic Preventive Maintenance and Inspection Prodecure, it is not possible to presume too much, but the objective is to be as specific as possible without losing the necessary flexibility. In place of the common term, “inspect,” or “check,” the following common functions are proposed: A—Adjustments. T—Tests. O—Oil. Lubricate or grease. L—Light or visual check-up. H—Heavy or Physical inspections and repair. R—Replacements, rebuild or recondition. One or more of these common functions of maintenance can be applied to every part of the vehicle. In order to simplify the Preventive Maintenance and Inspection Procedure to a workable basis, it seems necessary to have an index in chart form for instant reference. It is not an easy job to make up an index that can be used for all types of vehicles, and not have it too bulky for practical use. Dividing the vehicles into groups, systems, units, parts and functions, and assigning a number and letter to each item in an alphabetical system, gives the desired flexibility, whereby new units, parts, or items can be added as new designs are made available to the operator. There are 15 groups: 1—Axle, front. 2—Axle, rear. 3—Body and cab. 4—Brake system. 5—Clutch. 6—Cooling system. 7—Electrical system. 8—Engine. 9—Frame springs and mounting. 10—Fuel and exhaust system. 11—Special equipment. 12—Steering system. 13—Transmission. 14—Propeller shaft (or drive line). 15—Wheels, rims and tires. These groups were selected as being the most generally used, and having logical arrangement by systems. The question of where one group of parts should end and the other group start, has been a debatable subject, but should a mechanic be asked ' to remove the complete fuel system from a vehicle, there would be little question in his mind until he reached the engine manifold. Since the manifolds, intake and exhaust, are in most cases designed for one type of engine only, it is logical to class them as engine parts along with the varves. Therefore, the logical point of separation between the fuel system and the engine would be at the manifold flange. Under each group, the item to be considered for Preventive Maintenance and Inspection Procedure has been fisted alphabetically and given a letter and number. This provides the desired flexibility, whereby new items can be added to their proper group under the proper alphabetical letter by adding the next number. This basic index, although relatively short, covers practically every item that has been used on all the maintenance systems that are available. By the use of this basic index and the common functions, such as adjustments, etc., it has been possible to tabulate what has been done, and when it was most generally considered necessary. WHEN SHOULD CERTAIN MAINTENANCE FUNCTIONS BE DONE The most common measure of WHEN is calculated on the mileage basis. Some fleets use the number of gallons of fuel used in each engine to determine when the vehicle should be called in for a maintenance service. Others work on a time basis. All agree that the design of the vehicle, the operating conditions, loads, speeds, weather conditions, and lubricants used all have a bearing on WHEN a maintenance service should be made. With all these variables it is not practical or economical to set a definite mileage standard between service periods, which will fit all types of cars, trucks, and buses. The average mileage interval between maintenance service used by most fleets in this country fits into the general classification shown in the following table: MAINTENANCE SERVICE Type of vehicle “A” “B” “C” “D” “E” Passenger cars — Daily. _ do do do do do do . do do Miles 1,000 to 2,000-500 to 2,000_ _ _ 1,000 to 2,000— 500 to 2,000_ __ 1,000 to 2,000— 1,000 to 2,000-1,000 to 2,000-1,000 to 2,000— 1,000 to 2,000- Miles 4,000 to 6,000— 3,000 to 5,000— 4,000 to 6,000— 3,000 to 5,000— 4,000 to 6,000— 3,000 to 5,000— 4,000 to 6,000-4,000 to 6,000-4,000 to 6,000- Julies 30,000 to 50,000— 20,000 to 30,000— 40,000 to 60,000-30,000 to 40,000-40,000 to 60,000— 30,000 to 40,000— 40,000 to 60,000— 40,000 to 60,000— 40,000 to 60,000- Miles 60,000 to 100,000. 40,000 to 60,000. 80,000 to 120,000. A 60,000 to 80,000. * 80,000 to 120,000. 60,000 to 80,000. 80,000 to 120,000. 80,000 to 120,000. 80,000 to 120,000. Light trucks, stop and start service Light trucks, long haul service Heavy trucks, stop and start service Heavy trucks, long haul service Small busses, city service Small busses, cross country Large busses, city service Large busses, cross country 3 By standardizing the type of maintenance service, keeping in mind that it is essential to have a minimum number of types and at the same time cover the requirements over the complete life of the vehicle, the basis for a Preventive Maintenance and Inspection Procedure is simple. It has the flexibility of readily changing the mileage interval to fit changing conditions either in vehicle design or operating conditions. “A” Maintenance Service.—The “A” Maintenance Service is designed to cover the items and work normally required every day, or each time the vehicle is garaged. It includes all servicing operations, such as gas, oil, water, light inspection, such as looking for oil and water leak; and testing of some items. This “A,” or daily maintenance service, is very important to the success of any Preventive Maintenance System. “B” Maintenance Service.—The “B” Maintenance Service is primarily designed to fit the lubrication period. There are a number of adjustments and tests which fit in “B” Maintenance Service, in addition to the “A” Service, or light visual check-up. The kind of lubrication used, design of the equipment, and the operating conditions all affect the mileage interval between “B” Maintenance Service periods. With the present-day demand to keep vehicles in the best possible condition to prevent unnecessary wear, it seems desirable to keep the mileage between lubrications at a minimum. The manufacturer of the vehicle has in most cases specified the type of lubrication best suited to the design of the vehicle. “C” Maintenance Service.—The “C” Maintenance Service includes, in addition to the function of “B,” most of the adjustments and tests, plus a heavy or physical inspection with repairs. It may involve replacement in order to obtain the necessary adjustment or test results. It should be kept in mind that the success of any Preventive Maintenance and Inspection Procedure depends not merely on finding the defect, but on the correction, adjustment, or replacement in time to save man-hours and material. The time involved on this “C” Maintenance Service depends upon the vehicle design, the shop equipment, special tools, and the working conditions. It is practically impossible to make a satisfactory inspection of many parts until they have been properly cleaned. Adequate chassis-cleaning equipment is very important. “D” Maintenance Service.—The “D” Maintenance Service is designed to fit the more extensive repairs, such as replacement of piston rings, engine-bearing adjustment, heavy-unit replacement, in which more time and equipment is required than on the “C” ► Service. The mileage interval between “D” Maintenance Service periods will vary considerably, and it is recommended that the vehicle be assigned to “D” Service as the result of tests made on “C” Service, which indicate that the vehicle’s valves, rings or bearings are worn to the point that the vehicle has lost power or operating efficiency. “E” Maintenance Service.—The “E” Maintenance Service is the period at which time the engine is removed, completely disassembled, and rebuilt. There are many other units and parts of the vehicle that do not require frequent rebuilding which can be overhauled economically at the same time. Rather extensive body work and paint jobs fit in this type of overhaul, with a maximum saving of manpower and minimum out-of-operating time for the vehicle. A Preventive Maintenance and Inspection Procedure would not be complete without making provisions for this complete service, designed primarily to cover the infrequent but expensive timeconsuming jobs. The time or mileage between the “E” Maintenance Service periods will vary more than any of the other maintenance services. The design of the vehicle, the operating condition and the quality of the “A,” “B,” and “C” Maintenance Services are the most important factors affecting the vehicle condition and amount of work that will be required on the “E” Maintenance Service. On pages 4 to 8, the unit and parts, common to most vehicles, have been itemized, and under each of the five Maintenance Services, namely, “A,” “B,” “C,” “D,” and “E,” it has been indicated what should be done. To recommend a Preventive Maintenance and Inspection System which did not provide for changing conditions would be useless under the present labor and material conditions in this country. The idea that a Preventive Maintenance System is based on a cut-and-dried mileage basis is obviously incorrect. Mileage limits, maximum and minimum, have been indicated within which certain tests, adjustments and other common maintenance functions should be done under the average conditions. These limits are based upon the experience of many fleet maintenance men. Check sheets.—Check sheets, paper tools, have a desirable place in applying the maintenance procedure to the vehicle. It has often been the form of the check sheet which has prompted such statements as: “Your maintenance procedure does not fit my condition.” A check sheet, designed for use in a diesel-electric bus fleet, would not have exactly the same items to be checked as would a check sheet used in a passenger-car operation. CONCLUSIONS The present war condition has resulted in more severe operating conditions, and a shortage of trained mechanics and repair parts for motor vehicles. These conditions have caused the vehicle owner, as well as the maintenance man, to give serious consideration to what must be done to keep his vehicles in a satisfactory operating condition for 4 the duration of the war, or until new equipment will be available. The practical application of a Preventive Maintenance and Inspection Procedure requires a simple, concise, yet flexible, system that will prolong the life of the vehicle and save replacement parts and labor. To simplify the recommended Preventive Maintenance and Inspection Procedure, all important parts of the motor vehicle (car, truck, or bus) have been divided into groups and systems, and arranged alphabetically to provide a quick practical source of reference. Using a standard type of service, the mileage or time interval can be varied to fit the individual operating conditions and still maintain a standard maintenance service. The number of mechanical failures on the road is the best indication as to how often the vehicle should be serviced. Too jew inspections—Many jailures—Excessive cost. Too many inspections—No jailures=Excessive cost. PREVENTIVE MAINTENANCE AND INSPECTION PROCEDURE Code: A—Adjustments. O—Oil, lubricate, or grease. H—Heavy or physical inspection or repair. R—Replacements, rebuild or recondition. L—Light or visual check-up. T—Tests. GROUP NO. 1—AXLE, FRONT • Item Maintenance service “A” “B” “C” “D” “E” 1-Al. Axle, center L H H R 1-A2. Axle and wheel alignment _______________________ L TA TA TA 1-B1. Brake spider _ ___ __ _________________________ L H H R 1-S1. Steering knuckle and pins OL OHT OH R 1-S2. Steering arms L H H R 1-T1. Tie rod assembly__________________________ AOL AOH AOH R 1-T2. Thrust bearings OL OH OH R GROUP NO. 2—AXLE, REAR 2-Al. Axle shaft L L H R R 2-D1. Differential housing OL OH OH R 2-D2. Differential gears______________________________ __ L L H R 2-D3. Differential bearings________ _ __ L AH R 2-H1. Housing tube and spider assembly______ ________ L L H R 2-P1. Pinion shaft and worm oil seals________ _ _ L L AH R 2-R1. Radius rods_ _ __________________ _ L H H R 2-W1. Wheel bearings oil seal L L H R GROUP NO. 3—BODY AND CAB 3-B1. Bumpers _ _ ______________________________________ L H H H 3-C1. Cross members_____________________________________ L H H H 3-C2. Curtains_______________________________________ L H H H 3-D1. Doors T OLT OAH OAH R 3-D2 Door engine (air) and mounting ________________________ OLT OAH OAH R 3-D3. Door controls T OLT OAH OAH R 3-E1. Engine housing, hood and splash pan_ _ _ _ _ ____________ L H H R 3-F1. Frame body (or chassis)_________________________ L H H H 3-F2. Fenders______ ____________________ L L H H H 3-F3. Flooring L L H H H 3-F4. Fire Extinguisher L TH TH TH 5 PREVENTIVE MAINTENANCE AND INSPECTION PROCEDURE—Continued GBOUP NO. 3—BODY AND CAB—Continued Item Maintenance service “A” “B” “C” “D” “E” 3—F5. Fifth wheel (tractor and semitrailers) OL OH OH R 3-11. Instrument panel (speedometer, etc.) ______________ L H H H 3-L1. Landing gear (semitrailers) ______________ OL OH OH R 3—L2. License plates and mountings L L H H H 3—Ml. Mirrors L L H H H 3—Pl. Exterior side panels _________________ _ L H H H 3—P2. Exterior roof panels __________ __________ L H H H 3-P3. Interior panels _________________ L H H H 3—P4. Paint ________________________ L L H H R 3—RI. Running boards _ _ ___ _ ______________ L L H H H 3—SI. Destination signs _ __________ L L H H R 3—S2. Seats ________________ L L H H R 3—S3. Stanchion and grab rail ._ L H H R 3—S4. Steps_________________ L H H R 3—S5. Sun visors ___________________ _______ _ L H H H 3—VI. Ventilators _____________________________ _ _ TL TH TH R 3—Wl. Windows, glass _____________ L H H H 3-W2. Windshield wiper motor and blades L TOL TOH • TOH R GROUP NO. 4—BRAKE SYSTEM 4-B1. Brake blocks or lining __ ___ _______ _ _ TL THA THA THA 4-B2. Brake shoes, springs, rollers and pins LO OH R R 4-B3. Brake valve ____________________ T TL TH R R 4-B4. Brake controls, pedal and linkage____________________ OL OH OH R 4-B5. Brake chambers, mountings and parts _______________ TL TH TH R 4-C1. Cams, brake _________ ALO AOH R R 4-C2. Compressor (air), drive and mounting OL OLT AOTH AOTH R 4-C3. Cylinders and hydraulic lines ________________ L H H R 4-D1. Drums, brake _______________________ _ L H H H 4-G1. Governor_ _____________________ TL TH AH R 4-H1. Flexible brake chamber hose TL TH TH R 4-H2. Hand brake controls __ T" OTL OTH OTH R 4-11. Interlock cylinder ____________ ____________ OTL OTH OTH R 4-L1. Lines and fittings, air and water _ L HT HT HT 4-M1. Magnetic air valve ______ _________ L TH TH R 4-M2. Master cylinder (hydraulic) ______________ OL OL OH R 4-Q1. Quick release valve _ _ ________ _ TL TH TH R 4^P1. Pressure regulating valve _________________________ TL TH TH R 4-R1. Relay valve _ _ ____________________________ L TH TH R 4-S1. Slack adjusters____________________._______________ OA OAL OAH R 4~S2. Safety valve______________________________ L H H R 4^T1. Tanks, air valves, and gages _ Drain L TH TH R 4-T2. Trailer-brakes _ _ ___________________ __ _ _ _ TL TH TH R 4—VI. Vacuum booster cylinder L OH OH R 6 PREVENTIVE MAINTENANCE AND INSPECTION PROCEDURE—Continued GROUP NO. 6—CLUTCH Item Maintenance service “A” “B” “C” “D” “E” 5—Al. Adjusting ring _ T A H R 5—Bl. Bearing __________________________ 0 OL OH R 5—Cl. Clutch assembly ________________________ __ _ T LAO • HAO R R 5-C2. Clutch control__________________________________ T TLOA THAO THAO R 5-C3. Clutch disk and facings____ _ _ _ _ T T R R 5—C4. Clutch pressure ring _______ _ H R GROUP NO.«—COOLING SYSTEM 6-F1. Fan belts and adjusting screws ________ ______ L AH AH AH R 6-F2. Fan, mounting parts and drive. _ _______________ LO HO HO R 6-H1. Heater, water and controls OTL OTH OTH R 6-H2. Hose, radiator ___________________ _ L H R R 6-P1. Pump couplings, water _ __________ L H R R 6-P2. Pumps, water _ __ _ OLA OHA R R 6-R1. Radiator ___________________ (Fill) L H H R 6-R2. Radiator mounting parts _ __ _ __ __ L H H H 6-R3. Radiator shutter and controls ________ L OTH OTH OTH R 6-T1. Temperature indicators __________ L H AH R 6-T2. Thermostats _ _ _ _ L H AH R 6-W1. Water lines L H H H GROUP NO. 7—ELECTRICAL SYSTEM 7-Al. Apparatus box or regulator____________________ TL TAH TAH R 7-A2. Ammeter (gen. charge) T TL TH TH TH 7-B1. Battery, cables and mounting _ _ _ _ TL TH TH TH 7-B2. Buzzer and cord____________ ________________ T TL TH TH TH 7-C1. Coil L HT HT R 7-C2. Condenser ______________ _ L HT HT R 7-C3. Control equipment (electric drive)__________ _______ T TL TAH TAH R 7-D1. Distributor _ __ __ _____________________ OTL OATH R R 7-F1. Fuses TL , TL TH TH 7-G1 Generator, drive, and mounting (low voltage) T OTL OAH R R 7-G2. Generator (electric drive) ____________________ OL OHT OHT R 7-H1. Heater and ventilator motors TLO THO THO R 7-H2. Headlamps _____________ _ __ _ _ T TL AH AH AH 7-H3 High tension ignition wire ___ __ _ _ __ _______ L H H R 7-H4. Horn, wire and button ______ T TL TH TH R 7-L1. Lights T TL TH TH TH 7-M1. Magneto _ TL TAH R R 7-M2. Motor (electric drive) ____________________ OL OHT OHT R 7-S1. Spark plugs _ TL AH R R 7-S2. Starting motor and cables _ __ _ _ ___ ______ T OTL OTH R R 7-S3. Switches __________ __________ _ T TL TH TH TH 7-S4. Stop light switch ____________________ T T TL TH R 7-T1. Turn signals (directional) __________ _______________ T TL TH TH R 7-W1. Wiring L H H H 7-W2. Windshield wiper (electric) TOL TOH TOH R 7 PREVENTIVE MAINTENANCE AND INSPECTION PROCEDURE—Continued GROUP NO. 8—ENGINE Item Maintenance service “A” “B” “C” “D” “E” 8-Al. Accessory shaft and pulley AL AH R 8-B1. Bell housing__________________________________ L H H R 8-C1. Camshaft__________________________________ L AH AH R 8-C2. Connecting rods _____________ __________ L L AH R 8-C3. Crankcase and main bearings ___________________ __ L L L AH R 8-C4. Crankshaft ____________________________ H R 8-C5. Cylinder block _____________________________ L L H H R 8-C6. Cylinder head ___ _ __ _______________ L L HT RT R 8-E1. Engine cranking parts _________ _______ TLO THO THO R 8-E2. Engine to compressor drive L H H R 8-E3. Engine mounting parts _______________ L H H R 8-F1. Flywheel, ring gear _ ____ _ _ _ _ L L H R 8-G1. Gear cover and adjusting screws ____ L AH AH R 8-M1. Manifold and heat control L H H R 8-01. Oil filter and element_______________ _ _ _ _ L L H R R 8-02. Oiling system and gage _______ _ _ _ _ _ LT LT HT HT R 8-03. Oil pan ___________________ LO LO HO RO R 8-P1. Piston rings and pins_____________________ L LT R R 8-T1. Timing gears _ _ _ _ _ L AL AH R 8-V1. Valve and lifter parts L AHT RA R GROUP NO. 9—FRAME SPRINGS AND MOUNTING 9-H1. Hanger brackets_____________________________ L H H H 9-S1. Shackle bars __________ __ L H H R 9-S2. Shackles and pins_ ______ _ _ __ _ ____ _ OL OH OH R 9-S3. Spring U-bolts ________________ L H H H 9-S4. Springs and center bolts _ _ _ ______ L H H R 9-S5. Shock absorbers _ _ ________ L H H R 9-T1. Torque rods OL OHA OHA R GROUP NO. 10—FUEL AND EXHAUST SYSTEM 10-Al. Air cleaner HO HO HO R 10-B1. Blower LO HO R R 10-C1. Crankcase air breather and connections. _ L H H R 10-C2. Carburetor ______ _ AL AH R R 10-C3. Carburetor controls T OL OH OH R 10-C4. Choke _ T TL TH AH R 10-E1. Exhaust and tail pipe L H H H 10-F1. Fuel pump (gasoline) _ _ TL TH R R 10-F2. Fuel pump (Diesel) __ _ __ _ L H H R 10-G1. Governor AL AH R R 10-G2. Gas tank and fuel lines._ _ _ (Fill) L H H H 10-G3. Gage, fuel. __ _ _ _ L ' L L H H 10-11. Injectors TL TH R R 10-M1. Mufflers and hanger brackets L H H H 10-S1. Strainers (all fuel) and filters .. _ _ L H H R 10-V1. Vacuum tank TL TH TH R GROUP NO. 11—SPECIAL EQUIPMENT 11-F1. Flares ______________ L H H H 11-R1. Reflectors L L H H H 8 PREVENTIVE MAINTENANCE AND INSPECTION PROCEDURE—Continued GROUP NO. 12—STEERING Item Maintenance service “A” “B” “C” “D” “E” 12—DI Drag links .. _ . - OL OAH R R 12—SI. Steering arm L H H R 12—S2 Steering wheel * L H H H 12-S3. Steering gear assembly OTL OTH OTH R GROUP NO. 13—TRANSMISSION 13-ci (Teller (hydraulic) _ _ _ L H H R 13-C2 ClnunterRhaft assembly _ _ _ L H AH R 13-G1 Gprfs (transmission) L L H R 13-P1 Power take-off equipment _ OL OH OH R 13-T1 rPransmission cover and sssembtv _ . OL OH OH R 13—T2 Transmission case and hushing assembly OL OH OH R 13-T3 Transmission control OTL TOH TOH R 13-T4 Transmission cross shaft - OL OH OH R 1&-T5. Turbine (hydraulic) OL OH OH R GROUP NO. 14—PROPELLER SHAFT 14-D1 Drive shaft - OL OH OH R 14-H1 TT an ger bearing and mounting OL OH OH R 14-U1. Universal joints OL OH OH R GROUP NO. 15—WHEELS, RIMS, AND TIRES 15-B1 HearinPrs - - OTL OAH R 15-H1 Hub cap — - L H R R 15-H2 Hubndnmeter L H H R 15-R1 Rims studs and nuts L H H H R 15-81 Spider _ _ _ L H H R 15-T1. Tires L TL TH TH TH O