GILLIG LOW FLOOR Service Manual

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Customer Name

Service Manual

Hampton Roads Transit

Chassis Numbers: 7762–77660

Coach Numbers: 2000 – 2039

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Table of Contents

Index

Maintenance Schedule

Table of Contents

Troubleshooting

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Brad Proctor

February 15, 2025

How do you bypass the accelerator lockout switch

Brad Proctor

February 15, 2025

Gillag LF 07. Stopped driving brakes stayed on. Reset when restarted but still won’t go into gear.

1 comments:

Mr. Anderson

February 15, 2025

A GILLIG Low Floor LF 07 may stop driving with the brakes engaged and not go into gear after a restart due to a suspension failure causing a sudden loss of air pressure. The vehicle's emergency brake protection valve is designed to maintain safe air brake pressure in such cases. If the suspension system loses air, the brakes may remain engaged, preventing the bus from moving or shifting into gear. Checking the air system and ensuring proper air pressure in the suspension may help resolve the issue.

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carey

March 19, 2025

will low oil cause the engine to shut off

1 comments:

Mr. Anderson

March 19, 2025

Yes, low oil pressure can cause the engine to shut off in a GILLIG Low Floor bus. The bus is equipped with an automatic shutdown system that activates when the engine detects a serious problem, such as low oil pressure or high temperature. When this happens, the "Stop Engine" indicator lamp and an alarm will activate, giving the driver only 30 seconds to safely park before the engine shuts down.

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Summary of Contents for GILLIG LOW FLOOR

Page 1 Customer Name Service Manual Hampton Roads Transit Chassis Numbers: 7762–77660 Coach Numbers: 2000 – 2039 Click here to go to the Table of Contents Click here to go to the Index Click here to go to the Maintenance Schedule...
Page 2 Publications Department at Gillig. Additional copies of this or any other Gillig publication may be purchased by contacting the Gillig Parts Department at (800) 735-1500.
Page 3: Table Of Contents
Table of Contents Specifications ............ Weights and Measurements .................. Torque Information ....................2 torque values—bolts and Nuts ................12 Axle & suspension torque values ............... 14 wheel Nut torque values ..................15 Fluid Specifications ....................6 Chapter – General Information ......9 Introduction ......................
Page 4 Chapter 3– Engine ..........59 Engine Oil ........................ 59 checking the oil level ..................60 probalyzer sampling system ................61 changing the oil ....................61 Engine Oil Filter ...................... 62 Oil Pressure Gauges and Senders ................ 64 Throttle ........................64 Spinner II Oil Filter ....................
Page 5 Chapter 5– Suspension ........39 General Information ..................... 39 Air Springs ......................40 Shock Absorbers ....................43 Ride Height Adjustment ..................46 Front Suspension ....................49 Rear Suspension ....................5 rear Axle Alignment ..................156 Suspension Troubleshooting ................57 Front Axle ......................59 Axle Overhaul .......................
Page 6 Brake System Operation ..................25 Brake Valves ......................25 brake valve (bendix e-10r) ................215 preventive maintenance ................218 retarder brake valve Adjustment procedure ..........224 relay valve (bendix r-12dc) ................226 brake relay valve (bendix r-14) ..............233 Quick release valve (bendix Qr-1) ..............238 spring brake valve (bendix sr-1) ..............
Page 7 Wheels and Tires ....................288 mounting and demounting safety precautions ..........288 vehicle operation safety precautions ............... 289 wheel maintenance ................... 289 wheel Nut torque ....................292 Wheel Installation ....................293 Tire Maintenance ....................295 wheel and tire balancing .................. 300 Chapter 8–...
Page 8 Chapter 9– Electrical System ......339 Battery ........................339 battery maintenance ..................339 battery disconnect switch ................. 341 disconnecting/removing the batteries .............. 342 replacing batteries ................... 343 battery inspection ....................344 electrolyte maintenance ..................346 battery testing ....................347 charging the battery ..................350 battery capacity ratings ...................
Page 9 Fire Detection System ..................403 Fire Suppression System ..................405 Interior Lighting ....................406 Exterior Lighting Equipment ................4 Marker, Clearance, and Identification Lights ............. 415 Speedometer ......................46 Wheelchair Ramp ....................47 Electrical Connectors ................... 49 Wiring Harnesses, Junctions, and Connectors ..........426 Chapter 0–...
Page 10 Windows ........................ 479 windshield ......................479 driver’s side window ..................481 window removal ....................482 emergency egress windows ................483 Driver’s Seat ......................485 Passenger Seating ....................496 Index ..............499 Table of Contents...
Page 11: Specifications
If there are any questions regarding the values supplied in this specifications listing, contact the Gillig Service Department before performing intended service. WEIGHTS AND MEASUREMENTS...
Page 12: Torque Values-Bolts And Nuts
Contact your Gillig Service representative before using any anti-seize product. Because there can be so many torque value variables, it is extremely important that you adhere to torque values given in OEM documentation and provided in this manual, and heed the Notice and Caution above.
Page 13 Distance B (the distance of the center of the torque wrench drive to the center of the crows foot socket). Divide the Gillig-specified torque value by this sum. Now multiply the result by Distance A. The new torque, which you will set on your torque wrench, should be less than the Gillig-specified torque.
Page 14: Axle & Suspension Torque Values
Axle & Suspension Torque Values Refer to the Meritor Maintenance Manual 2 included with your bus for front axle torque values. Steering Linkage (Without Anti-Seize) Description Size Torque Range ft-lb Pitman Arm Bolt 3/4" - 16 230–290 312–393 Drag Link to Pitman Arm Nut 200–250* 271–339* Drag Link to Steering Arm Nut 200–250* 271–339*...
Page 15: Wheel Nut Torque Values
Axle & Suspension Torque Values (Continued) Rear Axle Description Size Minimum Torque ft-lb Breather Vent 3/8" - 18 20 minimum 27 minimum Drain Plug 3/4" - 14 35 minimum 47 minimum Rear Suspension Torque Range Torque Range Bolt / Stud Description Size Grade...
Page 16: Fluid Specifications
FLUID SPECIFICATIONS For acceptable substitutions and fluids for unusual operating conditions, consult the appropriate section of this manual or the OEM (Original Equipment Manufacturer) manuals supplied with the coach. Fluid capacity values given are accurate within 10% and should be used as a guideline only. When adding coolant, oil, transmission fluid, and hydraulic fluid, refer to instructions given in this manual and in manufacturer manuals supplied with the coach.
Page 17 Differential / Rear Axle Oil (Continued) Gear Oil Type API Spec. SAE Viscosity Meritor Spec. SAE Spec. Outside Temperature petroleum with ep 85w/140 o76-A Above +10°f (–12°c) additives 80w/140 o76-b Above –15°f (–26°c) sAe J2360 80w/90 o76-d Above –15°f (–26°c) gl-5 tested and 75w/90...
Page 18 Specifications...
Page 19: Chapter - General Information
Accordingly, anyone who uses a service procedure or tool which is not recommended by Gillig Corporation does so at his or her own risk! WARNING, CAUTION, and NOTICE messages appear at appropriate places of the manual in special print.
Page 20 Most accidents involving bus operation and maintenance are caused by failure to observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations before the accident occurs. Improper operation, lubrication, or maintenance of the coach can be dangerous and could result in injury or death.
Page 21 Use of Non-OEM Parts Use of non-OEM “will-fit” parts can lead to costly failures! For example, a low-cost switch could result in a high-cost fire; a low-cost filter could result in a high-cost transmission rebuild. Please remember that parts of lesser quality often fail, and can lead to costly problems that could compromise the safe operation of the coach.
Page 22: Bus Operation
BUS OPERATION Entering the Bus Under normal circumstances, follow these instructions for entering the bus: Push the middle of the front doors to open them. Push the Door Air dump lever (located to the left of the driver’s seat on the driver’s console, see Figure 1-1) to the “NORMAL” position.
Page 23 3. When you no longer hear air escaping from the valves, push on the front doors in the normal manner to enter the bus. After purging the air tanks, the doors will be considerably harder to open than usual. 4. After you have reentered the bus, verify that the parking brake is applied, then check the shifter buttons and/or shifter display.
Page 24 Starting the Engine Before Starting the Engine Close and lock all exterior access doors, making sure that all personnel remain safely clear of the bus. Be sure that the parking brake is applied and Neutral is selected on the transmission shifter. Make sure that the Fast Idle switch is in the “OFF”...
Page 25 The starter is equipped with an overcrank protection system. A temperature sensor in the starter prevents cranking when the starter overheats. If this occurs, allow the starter to cool. A runaway starter can overheat and start a fire. Power to the starter must be shut off using the battery disconnect switch if the “Starter”...
Page 26 Automatic Engine Shutdown The engine in your Low Floor bus comes equipped with an automatic shutdown system, which protects the engine from damage. When the engine’s computer detects a very serious problem, such as low oil pressure or high temperature, it will automatically shut down the engine.
Page 27 Shutdown and Parking Procedure Do not use the interlock system as a parking brake! The transmission must be in Neutral and the parking brake must be applied before leaving the driver’s seat! If parked on a grade, be sure to curb or block the wheels securely, as directed in your employer’s driver training program.
Page 28 Leaving the Bus With the Door Air lever in the “NORMAL” position, the front doors on the Low Floor bus will auto- matically close and lock when you turn the ignition off, regardless of the position of the Door Control handle.
Page 29: Jacking And Towing
JACKING AND TOWING Jacking Instructions • Never get beneath the coach when it is supported only by a jack! • Do not start or run the engine when the coach is supported by a jack. • The floor jack must be have a rated capacity of at least 5 tons. •...
Page 30: Supporting The Coach On Jack Stands
Supporting the Coach on Jack Stands To support the coach on jack stands, refer to the support locations shown in Figure 1-7. For the front, use: two stands at points two stands at points two stands at points For the rear, use: two stands at points two stands at points two stands at points...
Page 31: Towing Instructions
Gillig recommends flatbedding a disabled bus. If towing is necessary, flat towing from the front with a fixed tow bar is recommended. Towing with the front end raised should be a last resort. Gillig does not recommend towing from the rear. Review the Warnings and Caution below before towing the bus.
Page 32 Figure 1-9, Gillig Fixed Tow Bar for BRT Buses Do not try to lift the front wheels with a tow bar. Gillig tow bars are for flat towing with all four wheels on the ground only. For towing with the front wheels raised, see important information on the following page.
Page 33 Towing with Front Wheels Raised (Hooking) Do not try to lift the front wheels with a tow bar. Gillig tow bars are for flat towing with all four wheels on the ground only. If it is necessary to tow with the front of the coach elevated, the front axle must be securely chained so that the shock absorbers and air springs are not damaged.
Page 34: Driveshaft Removal
Driveshaft Removal The driveshaft is very heavy. Be careful when removing it. 1. Remove retaining screws and bearing straps on one U-joint. See Figure 1-13. 2. Slide drive shaft back to allow U-joint to clear yoke, being careful that bearing caps do not fall off.
Page 35: Axle Shaft Removal
Axle Shaft Removal 1. Remove the nuts and washers from the hub studs. 2. Strike the center of the flange with a lead hammer to loosen the flange and dowels from the studs (Figure 1-14). An alternative method is to use a large hammer (5 to 6 pounds) against a 1.5" brass drift or a 1.5"...
Page 36: Welding Precautions
WELDING PRECAUTIONS Prior to performing any welding operation on the coach, sensitive electrical components must be pro- tected from damage. The sequence below must be followed in the order shown or damage to the volt- age equalizer, multiplexer, or any of the electronic control units (ECU’s) may result. When the welding operation is completed, the components must be reconnected in the reverse order of disconnection.
Page 37: Warranty Information
WARRANTy INFORMATION All Gillig buses are warranted against defects in materials and workmanship. Our basic Limited Stan- dard Coverage Warranty document is shown on the next three pages. The warranty or extended coverage applicable to the vehicles in this build (refer to the VIN’s shown on the cover page) may be different (items covered and/or durations).
Page 38 This is a copy of the standard Gillig warranty. Your transit district’s warranty may have different coverage peri- ods for specific orders. Please check with your administrative officials to determine your actual warranty cover- age for any specific vehicle. If no special warranty and/or extended coverage agreements exist, then this warranty applies.
Page 39 GILLIG. See Page 3 - NOTES for explanations. CATEGORY 1 BASIC WARRANTY COVERAGE ON ALL SYSTEMS & COMPONENTS Includes GILLIG manufactured or assembled components and systems as well as some purchased assemblies. Warranty and coverage provided by GILLIG. Coverage Period...
Page 40 LIMITED STANDARD WARRANTY & EXTENDED COVERAGE CATEGORY 3 EXTENDED COVERAGE ON THE FOLLOWING SYSTEMS & COMPONENTS Includes major components warranted by their respective manufacturer, but overseen by GILLIG as their agent. Refer to particular OEM documents for details. Coverage Period Months...
Page 41: Chapter 2- Preventive Maintenance
Chapter 2– Preventive Maintenance Regular inspections and maintenance are required to keep the coach running safely and reliably. This chapter includes the schedules and information needed to prevent costly and dangerous breakdowns. Be sure to refer to the Specifications chapter of this manual for fluid and lubricant specifications, fastener torque figures, and other information.
Page 42: Daily Maintenance
DAILy MAINTENANCE Some maintenance items are so important that they must be taken care of every day before the coach begins operation. The following is a list of the minimum acceptable daily maintenance. 1. Check for fluid leaks. Inspect the area underneath the coach for drips or puddles. Check inside the engine compartment and around the fuel tank and lines.
Page 43: Lubrication Points
LUBRICATION POINTS Refer to Figure 2-1 and its accompanying table for grease points on your coach. Also refer to Figure 2-2 for steering system preventive maintenance intervals. Keep in mind that there are many other compo- nents on the coach which require regular maintenance. Figure 2-1, Lube Points Interval, Item...
Page 44 drain reservoir and replace filter. routinely check oil level. use (1x/year - highway, only approved hydraulic fluid. 2x/year -severe duty) tighten hose clamps and inspect all hydraulic hoses and connections for leakage. bleed air from the system, if required. (2x/year) tighten tie rod end pinch clamp bolt to approved torque inspect u-joint and...
Page 45: Maintenance Schedule
MAINTENANCE SCHEDULE Engine (ISL) Change engine oil and filter ............Every 6,000 miles Check & clean Spinner II auxiliary oil filter ......Every 6,000 miles Inspect radiator for leaks, dirt, debris ........Every 6,000 miles Check hoses and hose clamps ...........Every 6,000 miles Check surge tank and pressure relief cap ........Every 6,000 miles Steam-clean engine compartment ..........Every 6,000 miles Mounting hardware, e.g., injection pump and air comp ...Every 9,000 miles...
Page 46 Exhaust Check for exhaust restrictions and leaks ........Every 12,000 miles Check for loose exhaust fasteners and straps ......Every 12,000 miles Driveline Lubricate U-joints and slip splines ...........Every 8,000 miles Check driveline fastener torque ..........Every 24,000 miles Hydraulic System Replace hydraulic fluid filter element ........Every 6,000 miles Replace hydraulic fluid .............Every 18,000 miles Check hydraulic pump mounting bolts ........Every 24,000 miles Check cooling fan motor and blades .........Every 42,000 miles...
Page 47 Air System (ISL) Check air compressor mounting fasteners ........Every 6,000 miles Check air tank mounting fasteners ..........Every 6,000 miles Test air dryer operation and check for leaks ......Every 25,000 miles Check air dryer mounting fasteners ..........Every 25,000 miles Inspect Haldex Consep air system condenser/separator ...Every 25,000 miles Clean brake valve treadle, plunger boot, mtg plate ....Every 25,000 miles Oil brake valve treadle roller, roller pin, hinge pin ....Every 25,000 miles Check brake valve plunger boot for damage ......Every 25,000 miles...
Page 48 Wheels Check wheel stud nut torque .............First 100 miles, then every 10,000 miles Brakes Inspect brake air hoses for damage ...........Every 6,000 miles Check brake chambers for air leaks ..........Every 6,000 miles Check brake shoe lining thickness ..........Every 6,000 miles Lubricate slack adjusters ............Every 6,000 miles Check slack adjustor operation ..........Every 12,000 miles Lubricate brake cam bushings ..........Every 50,000 miles...
Page 49 Steering/Front Axle Check pitman arm for wear or damage ........Every 6,000 miles Grease drag link and steering arms ...........Every 10,000 miles Lubricate steering column U-joints and shaft ......Every 12,000 miles Check steering gear mounting bolt torque ........Every 12,000 miles Check tie rod ends for wear and loose nuts ......Every 12,000 miles Check steering arms for wear or damage ........Every 12,000 miles Lubricate steering intermediate shaft ........Every 12,000 miles Grease behind output shaft dirt-and-water seal .......Every 24,000 miles...
Page 50 Electrical The following preventive maintenance intervals may not include all systems that may be on your specific vehicle. See the chart in “Adjusting Maintenance Intervals” at the beginning of this chapter to convert mileage intervals to time intervals. Misc. Components & Functions Check doors, sensitive edge and interlock systems, and ramp ......Daily Check ramp external flasher and alarm during function ........Daily Perform exterior lighting test .................Daily...
Page 51 Electrical (Continued) Fire Suppression Systems Inspect system for bottle pressure and system OK ........Daily Pre-operational check described in the manufacturer’s manual ....Daily Check/test system per manufacturer’s recommendations ......Every 30 days * It is crucial that you refer to the manufacturer’s manual, included with the coach, for monthly, semiannual, and yearly testing/maintenance information! Batteries Check cables...
Page 52 Electrical (Continued) Alternator Inspect cables for damage or corrosion ............Every 6,000 miles Inspect for oil leaks ..................Every 6,000 miles Inspect for support brackets at alternator, and torque bolts ......Every 6,000 miles Check alternator for dirt buildup and grime ..........Every 6,000 miles Remove cables and reapply Kopr-Shield and re-torque cables ....Every 36,000 miles Change bearings and complete teardown check ..........at Engine overhaul...
Page 53 Electrical (Continued) Front Main Fuse Panel (Flag) Inspect cables for damage or corrosion ............Every 6,000 miles Inspect for support brackets at alternator ............Every 6,000 miles Remove cables, reapply Kopr-Shield, and re-torque cables and fuses . Verify that no washers are in the current path ..................Every 36,000 miles * See torque values in the “Power Cables”...
Page 54 (structure, body, metal components, electrical and electronic components, etc.) against corrosion/deterioration caused by magnesium chloride or similar de-icers unless the preventive maintenance described in Chapter 11 is adhered to, including the anual reporting to Gillig. See your specific warranty documents for details.
Page 55 Wheelchair Ramp (Lift-U Fold-Out) Check ramp platform surfaces and wear strip (both sides) ....Every 6,000 miles Check rising floor surface ..............Every 6,000 miles Check curb-side lugs and bearings and roadside rollers ....Every 6,000 miles Check counterbalance mechanism torsion arm, levers, spring ..Every 6,000 miles Check counterbalance mechanism pre-load device &...
Page 56 Air Conditioning Check refrigerant charge ............Every 6,000 miles Visually inspect refrigerant hoses & tubing ......Every 6,000 miles Visually inspect for refrigerant or oil leaks .......Every 6,000 miles Check dry eyes in bottom receiver sight glass and/or liquid line sight glass for moisture .........Every 6,000 miles Visually inspect clutch armature for wear ........Every 6,000 miles Inspect compressor drive belt ...........Every 6,000 miles Check compressor oil level &...
Page 57 Air Conditioning (continued) Check heater booster pump motor operation* ......Every 48,000 miles Inspect wires/terminals for damage/corrosion* ......Every 48,000 miles Check condensor pressure switch/condensor motor hi/low speed operation (if equipped)* ......Every 48,000 miles Check freeze thermostat (if equipped)* ........Every 48,000 miles Clean condesor/evaporator drains &...
Page 58 Preventive Maintenance...
Page 59: Chapter 3- Engine
Chapter 3– Engine The information in this chapter covers only the routine maintenance and service instructions for the Cummins ISL engine. For complete coverage of engine maintenance, service, and troubleshooting, refer to the Cummins manuals included in the manual package. Always have OEM (Original Equipment Manufacturer) manuals and the most up-to-date service bulletins on hand when performing maintenance or service on the engine.
Page 60: Checking The Oil Level
Do not use oils specifically marketed by suppliers for stationary, marine, or railroad diesel engines or for stationary natural gas engines, even those marked API category CD. Such oils can cause excessive valve train wear and harmful combustion chamber deposits. Oil Viscosity Engine oil viscosity (resistance to ˚C -40˚...
Page 61: Probalyzer Sampling System
4-ounce sample bottles, or the Probalyzer II Bottle, which is a self-contained sampling bottle. Probalyzer mini-gauge plugs carry a lifetime guarantee. Consult your Gillig Service representative for more information, or call Titan Laboratories at (800) 848-4826. Titan Laboratories also offers analysis services.
Page 62: Engine Oil Filter
Oil Change Procedure 1. When changing the oil, start the engine and let the coolant temperature reach at least 140° F. Draining the oil while it is warm permits all the oil and suspended contaminates in the oil sump to easily flow out of the oil sump. 2.
Page 63 Replacing the Oil Filter The engine, filter head, and filter are hot. Take precautions to avoid getting burned when changing the oil and filter. 1. Loosen and remove the old oil filter us- ing a suitable filter wrench tool. 2. Dispose of the old filter in adherence to EPA guidelines.
Page 64: Oil Pressure Gauges And Senders
Due to high fuel costs and to prevent exces- sive exhaust emissions, Gillig suggests that you review your operation to eliminate long periods of time with the fast idle activated while the vehicle is parked.
Page 65: Spinner Ii Oil Filter
SPINNER II OIL FILTER The Spinner II model 976 is a centrifugal type oil filter. It works by receiving oil from the primary filter (the primary filter is the first filter that the oil encounters in the filter loop) and sends the oil down through a cylinder or bowl that spins at a high rate of speed driven by an air turbine.
Page 66 The buildup in the bowl should be uniform and hard. Fuel dilution can reduce buildup, and coolant leaks can cause a mushy texture. Uneven buildup is due to a leak between the baffle/seal and the turbine base. 5. Wash and clean the baffle/screen (M) and turbine body (U), removing and inspecting the Viton bowl seal (N).
Page 67 Centrifuge, Spinner II/Model 976 complete (73200) Service kit, clean bowl ( each items C, L, and N) (73265) A. Cover (739) Cover assembly (73266) B. Clamp, cover to base (7266) T-bolt and knob clamp (7270) C. Seal cover, Viton® (7264) H.
Page 68 Spinner II Troubleshooting Centrifuge removes too little dirt. Check for Proper Operation Warm up the engine and then bring the engine to normal speed for one minute and immediately shut it down. If the Spinner II unit is working correctly the turbine can be heard spinning. As with any high- speed device, it may go through momentary periods of vibration as it passes through critical speeds while slowing to a stop.
Page 69 Disconnect leaking hose and remove hose adapter from port. Clean threads in port and on adapter, and inspect for damage. Reinstall adapter using a good liquid thread sealant. Reconnect hose. For parts, contact your Gillig Parts representative. For more information, contact your Gillig Field Service representative, or T.F Hudgins Inc.
Page 70: Fuel System
FUEL SySTEM Description The fuel system includes the tank, pump, filters, and feed and return lines. The fuel pump provides pressure to move fuel from the tank to the unit injectors and draws fuel through the supply line, check valve, strainer, and filter. Fuel then passes through the fuel pump and goes to the injectors in the cylinder heads.
Page 71 Fuel Filters The primary (suction side) fuel filter for the Cummins ISL engine on your bus is a Fleetguard FS1003 (10-micron) fuel/water separator. The secondary (pressure side) filter is a Fleetguard FF5488 (3-mi- cron). The primary fuel filter provides efficient fuel/water separation. Both the primary and secondary filters mount remotely from the engine and are accessible through the curb-side access door.
Page 72 installation Mechanical overtightening can distort the threads as well as damage the filter element seal or filter canister. 1. Fill the primary 10-micron fuel/water stripping (suction side) fuel filter with fuel. Note: Do NOT fill the secondary 2-micron (pressure side) fuel filter with fuel before installation. 2.
Page 73 Secondary Fuel Filter Replacement The secondary fuel filter should be replaced at the intervals specified in the Preventive Maintenance chapter. The ISL engine on your bus uses the Fleetguard fuel filter (P/N FF5488). Do not add fuel to the new filter before installing! Unfiltered fuel will contaminate the fuel system and could necessitate costly repairs! To replace the filter: 1.
Page 74 Fuel Lines When installing fuel lines, it is recommended that the connections be tightened only enough to prevent leakage. This practice will help prevent twisting or breaking the flared line ends. After all fuel lines have been installed and properly connected, run the engine long enough to determine that all connections are tight and not leaking.
Page 75: Fuel Specifications
FUEL SPECIFICATIONS Proper fuel is an important element for good coach operation and long engine life. Using only high- quality fuel will extend engine life, reduce overall maintenance costs, and create a cleaner exhaust, under all operating conditions. The use of supplementary fuel or lubricant additives is not recommended. These include all products marketed as fuel conditioners, smoke suppressants, masking agents, deodorants, tune-up compounds, top oil, break-in oil, graphitizers, and friction-reducing compounds.
Page 76: Fuel Tank
FUEL TANK The Low Floor transit bus is equipped with a single fuel tank (capacity 114 gallons net usable fuel) mounted transversely at the front of the raised rear floor area of the bus (see Figure 3-7). It mounts to the frame using two straps.
Page 77 The pressure relief valve automatically relieves excess tank pressure in the event of an accident or fire, thus preventing the tank from rupturing. The optional fuel sending unit sends a modulated electrical signal to the fuel gauge and indicates the fuel level. The level control valve, whistle, and pressure relief valve are mounted on the fill neck and are accessible through the fuel fill door.
Page 78 Fuel Tank Removal Diesel fuel is highly flammable. The fumes remaining in the tank after it is drained are equally dangerous. USE EXTREME CARE WHEN PERFORMING ANY WORK ON THE FUEL SYSTEM. Only qualified personnel should be assigned to work on or repair the fuel system. 1.
Page 79: Engine Cooling
ENGINE COOLING The heat generated by the engine is dissipated by a coolant solution that is circulated under pressure within the cooling system. The cooling system includes the pump, radiator, surge tank, engine thermo- stat, and the piping to connect the components. A fan powered by a hydraulic motor pulls air through the radiator and over the engine for cooling.
Page 80 Supplemental Coolant Additive (SCA) Testing the additive concentration level at scheduled intervals is essential (See the Preventive Main- tenance chapter). Coolant additives provide the cooling system with corrosion protection, cavitation suppression, pH control, and scale prevention. Be sure to follow the additive manufacture’s instructions. Coolant additives must meet ASTM SCA standards (for more information, go to www.astm.org).
Page 81 Coolant Filter Replace the coolant filter only with engine manufacturer approved filters. Replace the filter at the intervals provided in the Preventive Maintenance chapter. The filter change procedures described below apply to standard filters recommended by the engine manufacturer. OPEN Filter Change Procedure To change the filter, follow these steps: 1.
Page 82 Draining the Cooling System Coolant drain points are provided at the thermostat housing, engine, radiator, coolant pipes, air compres- sor, transmission oil cooler, and in the heating system. When the solenoid valve in the heater supply line and the gate valves in the water return lines are closed, the cooling system can be drained without having to drain the heater lines.
Page 83 Flushing the Cooling System Do not allow the cooling system to freeze during the cleaning procedure, as the system is not under the protection of antifreeze. Do not flush the cooling system when ambient temperatures are at or below freezing. 1.
Page 84 Coolant Fill Procedure Before filling the cooling system, read the “Coolant Specifications” section to ensure using the proper antifreeze and coolant additive. 1. Close all drain cocks and replace all drain plugs. 2. Loosen the bleed screws on the upper coolant pipes. 3.
Page 85 Cooling System Maintenance A pressurized cooling system is used on the coach and normally operates at temperatures higher than non-pressurized systems. It is important that the system is kept clean and leak free, the filler cap and pressure relief mechanism are correctly installed, and coolant levels are properly maintained. 1.
Page 86: Radiator
RADIATOR The radiator is mounted on chassis outriggers at the left rear corner of the coach in the engine com- partment. Rubber vibration mounts isolate the radiator from the chassis vibrations. An adjusting rod is installed on each side mount to allow adjustment. Baffles mounted on the inside of the radiator access door ensure that cool outside air is drawn through the radiator core to cool the heated coolant.
Page 87 Inspection At regular intervals, inspect the radiator mounting bolts for tightness. Inspect the isolators for deteriora- tion or wear. Inspect the piping and hoses for deterioration or damage. Repair or replace any parts with evidence of deterioration or damage. Check clamps and connectors for proper installation and tight- ness.
Page 88 This corruption as well as bent radiator fins caused by steam cleaning account for a significant reduction of radiator cooling efficiency. The following steps can be taken to return radiator cooling efficiency to near 100%. Gillig recommends that damaged or clogged radiators be serviced by a radiator specialist. 1. Airside Cleaning (exterior of radiator) a.
Page 89: Surge Tank
SURGE TANK The surge tank (Figure 3-10) is mounted separately from the radiator in the left rear corner of the engine compartment. It is equipped with a fill cap, an automatic pressure relief valve, a manual pressure relief valve, an overflow tube, two sight glasses, and a low coolant indicator probe. The automatic pressure relief valve performs two functions: relief of excessive pressure, and addition of air when the coolant contracts when the engine stops running.
Page 90: Air Intake System
AIR INTAKE SySTEM The air intake system routes the fresh outside air through the filter and into the turbocharger air intake. Parts of the air intake system include the air cleaner assembly and the piping, hoses, and hardware that connect it to the engine. The air cleaner contains a dry, replaceable filter element which should be re- placed when the red marker in the air restriction indicator window pops up.
Page 91 Dust Entering The Engine 1. Check that the element has not been damaged in handling. Examine for dents and holes. 2. Check to make sure all gaskets are sealing. Examine for dust trails which indicate leaks. 3. Examine the clean air transfer tubing for cracks, loose clamps, or loose flange joints. 4.
Page 92 Filter Element Replacement The air filter draws fresh air from the right side of the coach. It is visible when the engine compartment door is open. Read “Air Restriction Indicator” and the NOTICE above before replacing the air filter element. Filter Element Removal 1.
Page 93: Exhaust System
ExHAUST SySTEM The exhaust system is made up of the engine exhaust manifold, a turbocharger, an exhaust pipe, a muffler, and a tail pipe. Hot exhaust gases from the exhaust manifold are directed to the turbocharger. The pressurized exhaust gases rotate a turbine wheel at one end of a turbine shaft in the turbocharger. This rotational force is transmitted to another turbine wheel at the other end of the turbine shaft, which compresses intake air going to the cylinders for more efficient combustion.
Page 94 If your bus has aluminized steel band clamps installed, do not reuse them. If you remove them, these clamps must be replaced with stainless steel band clamps, available through your Gillig Parts representative. To achieve a proper seal, make sure that the step on the V-groove installation indicator matches the step on the exhaust clamp.
Page 95 Muffler Removal The muffler is vertically mounted in the upper (Optional) Exhaus left hand compartment above the engine. The Temperature Sensor tail pipe exhausts the gases from the upper left rear corner of the bus. Remove the muffler as follows. 1.
Page 96 Tail Pipe Replacement 1. Remove the band clamp, then remove the tail pipe from the top outlet of the muffler. 2. Replace the tail pipe by installing it on the top outlet opening of the muffler. Do not reuse aluminized steel band clamps. See important Notices and instructions in “Exhaust Clamp Installation”...
Page 97 Flexible Exhaust Tubing Flexible tubing is used to absorb vibration and thermal expansion that would otherwise cause exhaust system components to shake off or break. To provide adequate flexibility, flex tubing should be installed in a half-extended state. Stretch tubing so that tape label is tight, making sure arrows on the tape are pointing in the direction of exhaust flow (see Figure 3-15).
Page 98: Engine Removal & Installation
All of the parts which are used to mount the engine to the chassis frame are illustrated and called out in the parts manual. A Gillig engine/transmission dolly is available for use in power plant removal and in- stallation. There are others available in the marketplace which are adaptable to a wide variety of engine/ transmission combinations.
Page 99 21. Remove the engine belt guard assembly. 22. Remove V-belts from the air conditioning compressor. The power plant is now prepared for removal using a suitable dolly. If the Gillig supplied dolly is used, follow the steps in the next section.
Page 100 Do not use a dolly that is not designed for the specific engine installed in the coach. If using the Gillig engine dolly, the engine and transmission MUST be removed as an assembly. It is not possible to remove either component separately with the Gillig dolly without the high probability of sustaining damage to the equipment or possible injury to personnel.
Page 101 8. Adjust the height of the rear adjustment screws as required and raise the upper platform until the engine/transmission assembly is fully supported by the dolly. 9. Remove the bell housing bushing bolts and chassis mounted support brackets. 10. Remove the transmission tail support bushing bolt, if installed. 11.
Page 102 Engine Mount Care and Installation Inspect the engine mounting brackets and bushings for wear, damage, or deterioration and replace parts as needed. The mounts used are center bonded mounts. The engine mounts are an extremely impor- tant factor in the overall longevity and quietness of the coach. Worn engine mounts allow the engine to vibrate and/or move beyond acceptable limits putting strains on electrical wiring and fluid lines.
Page 103 Engine/Transmission Installation If any of the components mounted on the power plant were removed for maintenance, refer to the ap- propriate chapter of this manual for installation instruction. Install all components on the engine and transmission package at this time. 1.
Page 104: Drive Belts
DRIVE BELTS Proper care and maintenance of drive belts is an important part of good engine maintenance. Proper belt tension and the condition of the pulley grooves are most important. Since belts and pulleys wear with use, look at all frictional surface areas for signs of wear. Normal wear can be recognized as even wear, both on the belt and the grooves of the pulley.
Page 105 SLIP BURN Slip Burn (See Figure 3-22.) Slip burn is caused by operating the belt too loosely, which causes it to slip under load. Maintaining proper belt tension will prevent this type of failure. 20-100-x148 Figure 3-22, Slip Burn GOUGED Gouged Edge EDGE (See Figure 3-23.) A gouged edge in a belt can be caused by a dam-...
Page 106 LUMPY Lumpy Belts BELTS (See Figure 3-25.) Lumpy belts usually occur, and are more noticeable, on variable speed drives and other high speed belt installations. The result is excessive vibration. If belts are not relieved of tension while the vehicle is stored, there will often be temporary vibration on start- up after the storage period.
Page 107 Belt Replacement Tips 1. Never replace just one belt on a two groove single pulley set up. Never install only one belt from a matched set: always install the complete set. 2. Always check the condition of the pulleys before replacing belts. Inspect the pulleys for chips, cracks, bent sidewalls, rust, corrosion, or other wear factors.
Page 108 Replacement 1. Insert a 3/8" breaker bar into the space provided on the tensioner (see Figure 3-27). 2. Rotate the tensioner counterclockwise until it stops. 3. Remove the alternator belt while holding the tensioner back. The belt tensioner is spring loaded and must be pivoted away from the belt.
Page 109: Engine Diagnostics
ENGINE DIAGNOSTICS The Cummins Engine Control System will display and record engine faults, which will be shown as fault codes. The fault codes are recorded in the ECM and can be read at the CHECK ENGINE and STOP ENGINE lamps on the drivers indicator lamp strip. The following is a brief description. Refer to the Cummins Troubleshooting and Repair Manual for fault codes and more details.
Page 110 Engine...
Page 111: Chapter 4- Transmission/Driveline/Rear Axle
Chapter 4– Transmission/ Driveline/Rear Axle TRANSMISSION The coach is equipped with a Voith 864.3 Transmission (Figure 4-1). This transmission has four speeds, a differential torque converter that provides retardation, and is electronically controlled. This chapter presents basic description and application information. Refer to the Voith service manuals provided with the coach for detailed service and troubleshooting procedures.
Page 112: Operation
Figure 4-1, Voith Transmission OPERATION Electronic Control Unit The transmission contains an Electronic Control Unit (ECU) that controls the complete operation of the transmission, including upshifts, downshifts, and clutch lockup functions. The ECU also has a diagnostic feature for fault tracing. The ECU is located in the rear electrical panel (see illustration in “Rear Enclo- sure Electrical Panel”...
Page 113 Parking the Coach There is no Park (P) range in the shift selector. Therefore, apply the park- ing brake before parking the coach and stopping the engine. Always place the shift selector in Neutral (N) and apply the parking brake before leav- ing the driver’s seat so that the coach will not move if the throttle treadle is accidentally activated or the coach is on a grade.
Page 114: Transmission Fluid
TRANSMISSION FLUID Transmission fluid requirements change periodically. In order to maintain your transmission warranty, it is the responsibility of service personnel to keep abreast of changes in fluid requirements by the transmission manufacturer. Consult the very latest “Approved Oils and Change Intervals”...
Page 115 Fluid Level and Appearance It is important to know the correct appearance of the fluid. Many times a transmission malfunction or transmission fluid contamination can be traced to an incorrect fluid level or an improper reading of the dipstick. A fluid level which is too high or too low can cause overheating and clutch plate damage. Over- heating can also be caused by excessive clutch plate slippage which can result from improperly installed plates or the manner in which the vehicle is operated.
Page 116: Checking Transmission Fluid Level
4-ounce sample bottles, or the Probalyzer II Bottle, which is a self-contained sampling bottle. Probalyzer mini-gauge plugs carry a lifetime guarantee. Consult your Gillig Service representative for more information, or call Titan Laboratories at (800) 848-4826. Titan Laboratories also offers analysis services.
Page 117 The low-fluid sensor, which activates the “LOW FLUID (HYD)” lamp on the indicator lamp strip, is a precautionary system intended only to prevent serious damage to the transmission in the event of an undetected drop in the fluid level. It is not intended to replace the manual fluid level check procedure.
Page 118 Hot Fluid Level Check Transmission fluid is extremely hot at normal operating temperatures. When checking, exercise caution to avoid burns to personnel. 1. Operate the transmission in D (Drive) range until normal operating temperature is reached. 2. Park the vehicle on a level surface and shift to N (Neutral). Apply the parking brake and chock the wheels.
Page 119: Davco Transmission Fluid Level Gauge
Davco Transmission Fluid Level Gauge Your coach is equipped with a Davco FT2200 Transmission Fluid Level Gauge, an “electronic dipstick” which allows transmission fluid levels to be checked quickly and easily. The gauge is located on the rear run box, and allows fuel service employees and mechanics to check levels without using the manual dip- stick.
Page 120 TOP RED LED BAR: Warns that the transmission is overfilled. At 180°F the trigger point for the top red LED is approximately .275” above where the hot full mark would be on a manual dipstick. At ap- proximately .550” above where the hot full mark would be, the Check Level LED will be lit. TOP AMBER LED BAR: Indicates that the fluid level is just above where it would reach the hot full mark on a manual dipstick.
Page 121 THE TEST/RESET SWITCH: Is used to both test the “Check Level” circuit for function and to reset the Check Level LED after correcting the fluid level if necessary. The Check Level LED, once triggered, will stay on (even with the engine off) until it is reset. When the engine is running, the Check Level LED can be reset when the bar graph is displaying either high or low red LED’s, but it will reoccur after 32 seconds if the over or under filled condition is not corrected.
Page 122 A - Power (RED) B - Signal (WHITE) C - Ground (BLACK) Figure 4-4, “Electronic Dipstick” For more information on the Davco FT2200 transmission fluid level gauge, please contact your Gillig Service representative, or contact Davco Technology: Davco Technology 1600 Woodland Drive...
Page 123: Fluid And Filter Change Intervals
Fluid and Filter Change Intervals The transmission fluid and filter should be changed at intervals indicated in the Preventive Maintenance Chapter. Extreme operating conditions demand shorter change intervals. The transmission oil filter mounts in the transmission oil sump and there are no other external filters. If there is evidence of engine coolant in the transmission fluid system, the transmission must be disassembled, inspected, and cleaned.
Page 124: Fluid And Filter Change
Fluid and Filter Change 1. Operate the transmission until the fluid is at the normal operating temperature (140°F). Hot fluid flows more quickly and drains more completely. 2. Shift the transmission to Neutral (N), apply the brake, and stop the engine. Transmission fluid is hot! Take precautions to prevent being scalded.
Page 125: Exterior Inspection And Cleaning
OEM parts from Gillig or approved equivalent items. The transmission fluid cooler is a sealed unit which is not subject to rebuilding or repair service. If there is a leak or other service requirement, the unit must be replaced with a new or re-manufactured unit.
Page 126: Transmission Replacement
TRANSMISSION REPLACEMENT Removal The transmission is removed as a unit from beneath the coach. A transmission stand or dolly will be re- quired to support the transmission while it is being removed. Because the transmission must be removed from beneath the coach, either a pit or hoist will be required to obtain the clearance needed to pass the unit under the body skirts.
Page 127 7. Remove any hydraulic or air line supports from the top of the transmission housing. Replace the capscrews in the transmission. 8. Position a portable transmission stand under the transmission and secure the transmission to the stand. 9. Remove the capscrews that attach the transmission to the engine bell housing. 10.
Page 128 Installation Maximum safety precautions must be taken to secure the coach while it is raised on jacks or a hoist. If jacks are used, block the chassis securely at the frame rails ahead of the rear axle and suspension. If a hoist is used, ensure that the coach is secured and cannot roll or move while raised.
Page 129 Post-Installation Procedures 1. After an overhaul or rebuild, the transmission fluid system, including all external plumbing and components, must be refilled with new fluid. Because the initial running after the overhaul will cause a rapid draw down of fluid as the filters, cooler, and lines are filling, check the fluid level several times during the first few minutes the engine is running.
Page 130: Driveline
DRIVELINE Drive Shaft The drive shaft (Figure 4-6) consists of a steel tube with universal joints at each end that transmits power from the transmission output shaft to the differential input shaft (pinion shaft). A slip joint permits the drive shaft to extend and retract in length as the differential assembly moves up and down with the suspension system.
Page 131 Universal Joint Universal Joints (U-joints) are located at each end of the drive shaft and allow the drive shaft to rotate while at an angle. The simple universal joint is basically two U-shaped yokes connected by a cross mem- ber called a spider. The spider is shaped like an X and the arms that extend from it are called trunnions. The spider allows the yokes to rotate while at an angle to each other.
Page 132 4. Remove the cap screws and the bearing straps. Pull the drive shaft away from the yoke being careful to keep the bearing caps on the spider. Use caution to ensure the needle bearings inside the caps are not disturbed and do not fall out of the caps. If the needle bearings fall out, they must be cleaned, lubricated, and reassembled in the cap.
Page 133 Replace The Drive Shaft U-joint Refer to Figure 4-6. 1. Mate the slip joint of the new (or repaired) U-joint to the drive shaft slip joint making sure that the alignment marks match. 2. Push the U-joint into position in the yoke. 3.
Page 134: Drive Axle
DRIVE AxLE The full floating rear axle has a one piece housing with welded bowl. Power is transmitted from the transmission output shaft, through a propeller shaft to the drive pinion gear and differential assembly, to the axle shafts and thence to the rear wheels. The differential and drive pinion bearings and gear tooth contact are adjustable.
Page 135 Axle Mounting Maintenance Maintenance of the axle mountings consists primarily of a regular and systematic inspection of the air suspension units and the radius and transverse rods as discussed in the Suspension chapter. Differential Carrier The differential assembly, drive pinion gear, and pinion cage assembly are mounted in the differential carrier.
Page 136 Axle Shaft Mounting The axle shafts are retained with studs, nuts, lock washers, and tapered dowels. The studs must be straight and dowels of correct taper must be used. There should always be a slight clearance between the nuts and the mounting flange when the nuts are tight. Whenever inspection shows no clearance between the nut and flange, excessive wear exists at the ta- pered dowels, studs, or tapered holes in the axle shaft flange.
Page 137 Axle Shaft Installation 1. Before installing the axle shafts, the hubs should be removed and the bearings cleaned, inspected, and adjusted as directed in the Brakes chapter. 2. Install a new gasket over the hub studs. 3. Check that the oil seal wiper is in place on the outer end of the axle housing load tube and the oil seal assembly is in place on the hub studs.
Page 138 Transmission/Driveline/Rear Axle...
Page 139: Chapter 5- Suspension
Description The Gillig Low Floor features a Neway 4-bag rear suspension and a Gillig Air Ride 4-bag front suspen- sion. The suspension system uses air from the air system to pressurize air springs. The flow of air into the suspension system is controlled by automatic valves, which maintain a constant vehicle ride height by pressurizing or exhausting air to or from the air springs as needed.
Page 140: Air Springs
AIR SPRINGS Air springs provide passengers with a smooth and comfortable ride. The opening at the bottom of the air spring is smaller than that at the top. Each end of the flexible member (the air bag) has a reinforced bead which forms an air-tight seal when the spring is inflated.
Page 141 Inspection Defective air bags should be replaced, not serviced. For reasons of safety and cost, Gillig recommends replacing defective air bags with new air bags. 1. Examine the air bag for evidence of cracks, punctures, deterioration, or chafing. Replace the air bag if any damage is evident.
Page 142 Installation, Front & Rear Use standard S.A.E. torque values unless otherwise noted. 1. Install the air spring into the upper mounting plate, making sure that the hollow stud is inside. In- stall a large nut and lockwasher on the hollow stud. Tighten the large nut to the specified torque. 2.
Page 143: Shock Absorbers
SHOCK ABSORBERS The Low Floor coach features double-acting, telescoping shock absorbers on both the front and rear suspensions. The front suspension uses two shock absorbers; there are four shock absorbers installed on the rear suspension. Each of the shock absorbers is interchangeable with the others on the same axle;...
Page 144 Problem: No resistance felt in compression only • Compression valve is defective and a warranty claim can be made. Problem: No resistance felt in extension only • Internal valve does not close properly and a warranty claim can be made. Problem: No resistance felt in both compression and extension •...
Page 145 Shock Absorber Installation Torque values for suspension fasteners are listed in the Specifications chapter of this manual (unless otherwise noted). Front Suspension 1. Use new bushings and cotters when installing the shock absorbers. 2. Install the two new rubber bushings on the upper mounting stud. Then position the shock absorber over the bushings and install the flat washer and slotted nut on the upper mounting stud to hold the shock absorber in place.
Page 146: Ride Height Adjustment
Never put yourself in a position where a change in air spring pressure could cause the coach to crush or pinch you. The Low Floor bus has very little ground clearance with the air springs exhausted! 2.
Page 147 tightening, insert a pin or dowel (a golf tee works fine) into the alignment hole (Figure 5-3). Remove the pin after the link end clamp is tightened. 4. Check the air spring height at the rear suspension SPRING SPRING RH (curb side). For both air springs, the proper HEIGHT spring height is 10.9"...
Page 148 Height Control Valve Performance Test 1. Build up air system pressure to at least 65 psi. 2. Disconnect the height control valve link. 3. Move the control arm up 45° for 10 seconds. Air should flow to the air springs. 4.
Page 149: Front Suspension
(no red end on the upper rod) are always attached to chassis members. Replacement Gillig recommends that torque rods always be changed out in pairs. Torque values for suspension fasteners are listed in the Specifications chapter of this manual (unless otherwise noted).
Page 150 4. Thoroughly inspect the torque rod for any signs of shearing, bushing deterioration, or other dam- age including cracking or bending. 5. Replace any damaged parts with new parts. The length of the torque rods should be measured as shown in Figure 5-4; nominal dimension “A” should be 20.20" for upper rods and 22.88" for lower rods.
Page 151: Rear Suspension
REAR SUSPENSION The Neway 4-bag rear suspension has an H-frame construction, which supports four air springs. The H-frame is a solid piece made up of two pairs of beams perpendicular to each other. The beams are not detachable from one another. The rear axle rests on equalizer beams. The air springs rest on mounting plates at each end of the other two suspension beams.
Page 152 The upper torque rods are attached to the axle housing and frame brackets. The lower torque rods are attached to the suspension H-frame and the chassis frame. Gillig recommends that torque rods always be changed out in pairs. Upper Torque Rod Removal 1.
Page 153 Removing the Rear Suspension The following procedure provides a guideline for removing the suspension from the coach chassis. If your shop is not equipped with the appropriate equipment required in these steps, call Gillig Service for further instruction. Removing the suspension is hazardous. Take all precautions to protect yourself from injury and the coach from damage.
Page 154 5. Place appropriate jack stands or blocks under the frame rails to support the vehicle. 6. Secure the H-frame and axle with a suitable harness or hoist. The hoist should have two saddles, one to support each side of the axle. Do not permit the axle to hang unsupported.
Page 155 Installing the Rear Suspension The following procedure provides a guideline for installing the suspension on the coach chassis. If your shop is not equipped with the appropriate equipment required in these steps, call Gillig Service for fur- ther instruction. Installing the suspension is hazardous. Take all measures to protect yourself from injury and the coach from damage.
Page 156: Rear Axle Alignment
12. The suspension and axle are now attached from the chassis and coach body. Remove the harness and lower the coach. 13. Reconnect all brake hoses, ABS sensor cables, brackets, etc. 14. Add air to the chassis air system and check for proper ride height. 15.
Page 157: Suspension Troubleshooting
Tires, rims, or other objects are rubbing Check the clearance between the air the air spring. spring and the tire. If the tire, rim, or other objects contact the inflated air spring when the vehicle is loaded, repair this condition or consult with Gillig Service. Suspension...
Page 158 Suspension Troubleshooting (Continued) Possible Cause Remedies Problem Visually inspect for broken or loose Air spring failed. Continual or repeated overextension of shock absorber or shock absorber the air spring. mounting bracket. Reconnect loose parts and replace any defective parts. Check the adjustment of the height control valves.
Page 159: Front Axle
FRONT AxLE The Gillig Low Floor Coach features a Meritor (formerly Rockwell) FH946 front axle assembly (Figure 5-6). With proper maintenance and inspection, this assembly will last the life of the bus. The following sections cover the various axle components and related steering systems. Keep in mind that many steer- ing box and power steering components are covered in the Hydraulic System chapter of this manual;...
Page 160 SHIMS NUT, DRAW KEy FITTING, GREASE CAP, KING PIN BUSHING, KNUCKLE BEARING, SEAL THRUST COTTER AxLE BEAM NUT, ARM SENSOR, DRAW KEy, UPR ABS & MTG BRACKET KNUCKLE ASM SCREW, STRG KNUCKLE STOP ARM, STEERING NUT, STOP SCREW KEy, WOODRUFF KEy, WOODRUFF COTTER, TIE ROD KING PIN...
Page 161 To remove the front axle: 1. Block the rear wheels securely to prevent the coach from rolling. 2. Following the instructions in the “Jacking” section of the General Information chapter of this manual, raise the front end of the coach until the lower edges of the skirt panels are about eigh- teen inches from the floor.
Page 162: Axle Overhaul
6. Position the axle by raising or lowering the jacks at each end until a clearance of 9" is obtained between the lower and upper air spring mounting plates. With the axle in this normal ride height position, tighten the nuts on the torque rods to the proper torque values. 7.
Page 163: Steering Linkage
STEERING LINKAGE The steering linkage consists of the pitman arm, drag link, tie rod, tie rod arms, and steering arms. Refer to Meritor Maintenance Manual No. 23- Bus and Coach Front Axles, supplied with the coach. Always use the most up-to-date documentation for tie rod and steering arm inspection and repair information. Keep in mind that many steering box and power steering components are covered in the Hydraulic System chapter of this manual;...
Page 164 5. Maintain grease pack behind the output shaft dirt-and-water seal as a general maintenance procedure at least twice a year, in the spring and fall. A grease fitting is provided in the housing trunnion. See Figure 5-7 for location of this grease fitting, which can be accessed when standing under the bus.
Page 165 Drag Link The drag link assembly consists of a tube and two end assemblies. One end assembly is crimped onto the tube and is not serviceable. The other, at the pitman arm end, is replaceable. It is held in place by a clamp.
Page 166 Drag Link Adjustment It should not be necessary to alter the length of a drag link unless a new drag link has been installed or if the end assembly has been replaced. 1. Position the front wheels in a “straight ahead” position. 2.
Page 167 Steering Miter Box and Intermediate Shaft Steering input is transferred from the steering column shaft to the TRW steering gear using a miter box and an intermediate steering shaft (Figure 5-8). Refer to the Preventive Maintenance chapter for steering system service intervals. Miter Box The TRW miter box on your coach is lubed for life with Dexron III.
Page 168: Front End Alignment
FRONT END ALIGNMENT The term “front alignment” refers to the angular relationships between the front wheels, the front sus- pension attaching points, and the ground. The point-in (toe-in) of the front wheels, the tilt of the front wheels (camber), and the tilt of the suspension members (caster) are all involved in front alignment. See illustrations in the “Adjustments”...
Page 169 Caster Caster is the inclination of the kingpins toward the front or rear of the vehicle (see Figure 5-9). Caster is described as “negative” when the kingpin is angled with its top closer than the bottom to the front of the vehicle.
Page 170 Frame Angle A factor which will affect the caster measurement is the frame angle (Figure 5-10). Frame angle should be taken into account when determining the proper caster setting. The frame angle is negative (–) if the slope is downward toward the front of the vehicle and positive (+) if the slope is upward. To determine the frame angle: 1.
Page 171 Turning Angle Adjustment The stop bolt should not touch the axle beam when the steering gear is providing power assist. The poppet valves in the steering gear should be bypassing pressure before the stop bolt comes into contact with the axle beam.
Page 172: Front Axle Troubleshooting
Front Axle Troubleshooting Whenever steering complaints are encountered it is important that the complete steering system be inspected. The steering system consists of the power steering gear, the hydraulic pump, the reservoir, the steering column, and the connecting steering linkage. The front axle and suspension system compo- nents, as well as the front wheels and tires, must also be considered part of the overall steering system.
Page 173 Front Axle Troubleshooting (Continued) Problem Possible Cause Remedies Tires wear out quickly or have Tires out of balance or improp- Balance and/or inflate tires prop- uneven wear erly inflated. erly. Incorrect toe-in setting Adjust toe-in to specs Wrong steering arm geometry Service steering as necessary Excessive wheel end play Readjust wheel bearings...
Page 174: Steering Column
STEERING COLUMN The left steering arm and the left and right tie rod arms are secured to the steering knuckles at one end and to a drag link or tie rod at the other. The arms are retained with a key in the steering knuckle in the fixed angular position necessary for proper steering.
Page 175 19 20 Retaining Ring (2)-Bowed 17. Support Bracket 35. Wedgelock Lower Bearing Housing 18. Main Housing Assembly 36. Lock Bar Bearing (4) 19. Pivot Screw (2) 37. Spring-Wedgelock Self-Tapping Screw (4) 20. Travel Stop Pin (1 or 2) 38. Spring-Lock Bar Spring Retaining Rod 21.
Page 176 Steering Column Removal/Disassembly Removal 1. Remove the steering wheel as previously described. 2. Remove the bolt, nut, and washer securing the lower steering shaft yoke to the steering gear. 3. Remove the four bolts, washers, and nuts attaching the steering column to the steering column mounting bracket.
Page 177 1. Remove bolt (43), lock washer (44) and turn signal bracket (45) from turn signal housing (47). Remove turn signal housing and contact brush assembly (46). 2. Remove tilt & telescope lever (33), screw (25), spring cover plate (26), four screws (48) or two screws (48) and two screws (25), actuator housing (27), spring (28), actuator cam &...
Page 178 12. Remove set screws (16) from the two support bracket (17) nuts. Turn the two pivot screws (19) from main housing assembly. Remove support bracket from main housing assembly (18). You must clean off the Loctite applied to the threads in the nuts that are a integral part of the support bracket, the pivot screws and the set screws.
Page 179 3. Press the wheel tube, sleeve and bearings as assembled into the jacket tube (8) end that has the counter bore and internal retaining ring groove until the upper bearing (3) is beyond the retain- ing ring groove. A tubular bearing installer tool pressing against the upper bearing (3) outer race is required.
Page 180 9. While holding the u-joint lower housing assembly in place, torque four self tapping screws (4) into the support bracket (17) and lower housing (2) to 25–35 ft-lb (33.9–47.5 N-m). To insure that the u-joint splined shaft assembly does not eject from the splined sleeve, it must be held in position until at least an upper and lower screw are in place.
Page 181 19. Attach turn signal bracket (45) to signal housing with bolt (43) and lock washer (44) finger tight. The bolt must enter the split in bearing spacer (12). Bolt (43) must be torqued to 6-10 ft-lb (8.1–13.6 N-m) after steering wheel is installed and turn signal bowl is adjusted. 20.
Page 182 Suspension...
Page 183: Chapter 6- Air System
Chapter 6– Air System The compressed air system operates the service brakes, emergency/parking brakes, suspension system, passenger door, and the driver’s seat. The windshield wipers and the wheelchair ramp are electrically operated and require no compressed air. The basic air system is composed of an air compressor, air governor, air dryer, air reservoir tanks, over- pressure (relief), and check valves, and the tubing, hoses, and fittings necessary to connect all the com- ponents.
Page 184 Use only the proper tools and observe all pre- cautions pertaining to use of those tools. 9. Use only Gillig approved replacement parts, components, and kits. Replacement hardware, tubing, hose, fittings, etc. should be of equiv- alent size, type, and strength as original equipment and be designed specifically for such applications and systems.
Page 185 Figure 6-1, Air Supply and Brake System Air System...
Page 186: Suspension Air System Operation
SUSPENSION AIR SySTEM OPERATION The major air components of the suspension system include the air springs and height control valves. See Figures 6-1 and 6-2. The system operates automatically to maintain a constant ride height regardless of load or load distribution. The pressure in the air spring bellows is varied automatically by the height control valves in proportion to the coach load.
Page 187 Filter & SCV Front Shop Air Connection Brake Valve Valves Mounting Plate Includes: - Spring Brake Valve SR- Front Tow Connector - Interlock Solenoids Bulkhead Plate - Stop Light Switch Parking Brake - Low Pressure Switches Valve (PP-) - Double Check Valves Front Suspension Kneeling Retarder Switches Valve (Mounted On Curb...
Page 188: Kneeling System Operation
The over-raise feature can only be used when the bus is stopped. The Low Floor front suspension kneeling system consists of a kneeling valve module which contains three air solenoid valves in the single module:...
Page 189 • Hold solenoid valve. When energized the hold solenoids block airflow from the height control valve. This is necessary when kneeled to prevent the height control valve from refilling the suspen- sion air bags. • Kneel or exhaust solenoid. This solenoid, when energized, exhausts the air pressure in the suspen- sion air bags, which lowers the front suspension.
Page 190: Door Control Operation
DOOR CONTROL OPERATION Entrance Door The entrance door is opened and closed by an air operated door motor. The electrical Door Control switch on the driver’s console activates a solenoid to operate the air system to drive the door motor. Refer to the door air schematic in Figure 6-4.
Page 191 Driver Leaving Vehicle Driver opens the doors using the electrical door control. Driver releases the DOOR AIR valve. This exhausts air from both sides of the door air motor. Driver turns off the engine. Both solenoids are de-energized and the doors remain open as there is no air to close the doors.
Page 192 Solenoid Entrance Door Motor Manual Door Open Close Open Valve Cylinder Cylinder Driver’s Door Control Valve Door Air Supply Valve (located on driver’s console) Pressure Protection Valve Double Check Valve Accessory Air Tank Exit Door Motor (Optional) External Open Solenoid Door Open Valve Close Spring Cylinder...
Page 193: Air Compressor
AIR COMPRESSOR Your Gillig Low Floor bus comes equipped with a Cummins 18.7 heavy-duty air compressor. The manufacturer of this compressor has determined that it is not rebuildable. Therefore, if service is required on this unit, contact your Gillig Parts representative for a remanufactured compressor to install.
Page 194 NON-THROUGH DRIVE THROUGH DRIVE GOVERNOR PORT Figure 6-7, Governor Port CyLINDER HEAD CRANKCASE (CyLINDER BLOCK) Figure 6-6, Compressor Subassemblies Operation The compressor is driven by the engine and its crankshaft turns continuously while the engine is run- ning. Compression of air is controlled by the governor and by the compressor’s unloading mechanism. The governor maintains the brake system air pressure at preset maximum and minimum levels.
Page 195: Maintenance
Maintenance The Cummins 18.7 air compressor receives inlet air, oil and coolant from the engine, so it is important to follow the engine manufacturer’s recommendations and maintenance schedules regarding fluid levels, air filter, and recommended change intervals. Cylinder Head Remove carbon deposits from the discharge cavity and rust and scale from the cooling passages of the cylinder head.
Page 196 NON-THROUGH DRIVE THROUGH DRIVE Check water ports for leakage. Check air inlet and discharge ports between compressor and the governor. Check under plate or at power steering pump for leakage. Check flanges for cracks or breaks. Figure 6-9, Visual Inspection Air System...
Page 197: Compressor Removal And Installation
Compressor Removal and Installation • To prevent serious eye injury, always wear safe eye protection when you perform vehicle maintenance or service. • Remove all pressure from the air system before you disconnect any component. Pressurized air can cause serious personal injury. •...
Page 198 5. Attach the discharge and coolant fittings. Tighten to 22 lb-ft (30 N-m) +360° maximum to posi- tion fitting. 6. Connect all air and water and lines leading to the compressor. Tighten per Gillig specifications. 7. Through-drive version air compressor only: If necessary, reinstall the power steering pump.
Page 199: Performance Testing
Performance Testing Test the vehicle air system as follows: 1. Bleed the vehicle air system reservoir gauges down (apply brakes several times) to approximate- ly 85 psig. 2. With the engine running at full governed speed (no load, no air accessories being used), the com- pressor should reach governor cut-out pressure (130 psi), then unload.
Page 200: Troubleshooting
Troubleshooting Use the following chart to troubleshoot the Cummins 18.7 air compressor. If you have any questions or need additional information, please contact Cummins Inc. at (800) 343-7357 for assistance. Condition Possible Cause Solution Compressor passes Blocked or restricted oil Clean oil drain passages in the compressor excessive oil (for return...
Page 201 Condition Possible Cause Solution No air delivery Discharge line blockage Check for freeze up in the discharge line. Low air delivery Check low spots and eliminate any traps in the discharge line. Low air pressure Inspect and repair compressor discharge port and clear any line restrictions.
Page 202 Condition Possible Cause Solution Compressor leaks Loose fitting Check fittings at compressor and engine for leaks engine coolant and verify fittings are properly torqued. Cracked coolant port Replace compressor . Porosity in cylinder head Replace compressor . Leaking of gasket internal Replace compressor .
Page 203: Air Governor (Bendix D-2)
AIR GOVERNOR (BENDIx D-2) The governor, operating in conjunc- COVER ADJUSTING tion with the air compressor unloading SCREW LOCKNUT ADJUSTING mechanism, automatically controls air SCREW pressure in the air brake or air supply BODY system between the predetermined RETAINING PRESSURE SETTING RING maximum and minimum pressures.
Page 204 If the governor does not function as described or leakage is excessive, Bendix recommends that it be replaced with a new or remanufactured unit, or rebuilt with genuine Bendix parts (available through your Gillig Parts representative). Before rebuilding or repairing the air governor, read all warnings at the...
Page 205 Air Governor Removal 1. Block and hold the vehicle by means other than the air brakes. 2. Drain the air system to zero psi. 3. Disconnect governor air lines. 4. Remove the governor mounting bolts, then the governor. Air Governor Disassembly Call-out numbers refer to Figure 6-14.
Page 206 Cleaning and Inspection 1. Clean all remaining parts in mineral spirits. 2. Inspect body for cracks or other damage. Be particularly careful that all air passages in the body, exhaust stem, and piston are not obstructed. 3. Check springs for cracks, distortion, or corrosion. 4.
Page 207 11. If cover provided with rebuild kit is black rubber, install by pushing it onto the adjusting screw. If provided cover is clear non-metallic, install O-ring (20) and screw cover onto the adjusting screw. Tighten until cover bottoms on governor body. Note: O-ring (20) is used only on Hi-Temp and waterproof governors.
Page 208: Air Reservoirs
AIR RESERVOIRS The four air reservoirs are located in a ceiling compartment in the front section of the coach. There are two tanks, each partitioned into two separate reservoirs, providing four separate reser- voirs. Figure 6-1 shows the air line connections to the reservoirs.
Page 209: Valves And Pressure Switches
VALVES AND PRESSURE SWITCHES Safety Valve The safety valve (Figure 6-17) is installed in the wet tank to prevent pressure buildup in the tank beyond the set maximum. When the supply air pressure builds up to a maximum of 150 psi the valve ball is forced off its seat and the excess pressure is exhausted to the atmosphere.
Page 210 Pressure Regulator This adjustable valve (Figure 6-19) is used to limit air pressure delivered to the brake interlock system to about 23 psi. This prevents damage to brake components caused by repeated brake application by the interlock system at full brake system pressure. Figure 6-19, Pressure Regulator Pressure Protection Valves...
Page 211: Check Valves
Check Valves Check valves are used in many locations throughout the air system. There are several types of check valves; the photographs shown here do not necessarily look exactly like the units installed in your bus. Single Check Valve Single check valves are used to permit the flow of air in one direction only and prevent air flow in the re- verse direction.
Page 212 Double Check Valve Delivery Delivery Double check valves are used to Supply direct a flow of air into a com- Supply mon line from either of two Supply sources, whichever is at the Supply higher pressure. They may be used for directing airflow for specific functions or to select Delivery Delivery...
Page 213: Air Lines
Air Lines Nylon tubing, stainless steel braided Teflon hoses and flexible hoses are used to connect the components in the air system. Service the lines according to the following procedures. Nylon Tubing Nylon tubing is used for most air lines. It is flexible, durable, and weather resistant. If it becomes neces- sary to replace an air line, use nylon tubing only where it was used before.
Page 214 11. While one end of a tube is being connected, the loose end should remain capped until its turn for connection. 12. Tighten all fittings securely. Be sure elbows are installed at the proper angle and are aimed in the correct direction.
Page 215: Brake System Operation
BRAKE SySTEM OPERATION See Figure 6-1. The driver’s brake pedal controls the brake (foot) valve which directs primary reservoir air to apply the rear brakes and secondary reservoir air to apply the front brakes. The spring brake (emer- gency/parking) is pressurized to compress the spring (released position) by both primary and secondary reservoir air to keep the spring brake disengaged.
Page 216 The circuits in the E-10R Retarder Control Brake Valves are identified as follows: The No. 1 or primary circuit is that portion of the valve between the spring seat which contacts the plunger and the relay pis- ton; the No. 2 or secondary circuit is that portion between the relay piston and the exhaust cavity. The primary circuit of the valve is similar in operation to a standard single circuit air brake valve and under normal operating conditions the secondary circuit is similar in operation to a relay valve.
Page 217 and delivery ports, the primary piston (11) will mechanically move the relay piston (24) , allowing the piston to close the secondary exhaust valve and open the secondary inlet valve and allow air to flow out the secondary delivery port. Balanced: No.
Page 218: Preventive Maintenance
Preventive Maintenance Review the warranty policy before performing any intrusive maintenance procedures. An extended warranty may be voided if intrusive maintenance is performed during this period. Because no two vehicles operate under identical conditions, maintenance and maintenance intervals will vary. Your maintenance records will be a valuable guide in determining the best maintenance interval for the following inspection and service procedures.
Page 219 3. Leakage permitted is a one inch bubble in 3 seconds. If the brake valve does not function as described above or leakage is excessive, it is recommended that it be replaced with a new or remanufactured unit, or repaired with genuine Bendix parts available by calling your Gillig Parts representative and at authorized Bendix parts outlets.
Page 220 Removal Refer to Figures 6-27 and 6-28 for item numbers referenced in parenthesis. removal of the retarder control Assembly 1. Chock the vehicle wheels or park the vehicle by mechanical means. (Block and hold vehicle by means other than air brakes.) Drain all air system reservoirs. 2.
Page 221 7. While depressing spring seat (5), remove retaining ring (4). Remove spring seat (5) and coil spring (6). Caution: Before proceeding with the disassembly, refer to Figure 28 and note that the lock nut (7) and stem (22) are used to contain the primary piston return spring (12), stem spring (9), and the relay piston spring (27).
Page 222 Brake Valve Assembly Prior to reassembling, lubricate all O-rings, O-ring grooves, piston bores, and metal to metal moving surfaces with Dow Corning 55 O-ring lubricant (Gillig part #82-22889-000). All torques specified in this manual are assembly torques and can be expected to fall off, after assembly is accomplished.
Page 223 15. Install the screws that secure the exhaust cover (18) to the lower body. Torque to 20 - 40 inch pounds. 16. Secure the screw (15) holding the exhaust diaphragm (17) and the diaphragm washer (16) to the exhaust cover (18). Torque to 5 - 10 inch pounds. installation of the retarder control Assembly 1.
Page 224: Retarder Brake Valve Adjustment Procedure
Retarder Brake Valve Adjustment Procedure Equipment required to perform adjustments: • Air Gauge • Phillips Screw Driver • 0.050 Allen Wrench • Volt-Ohm Meter switch Adjustments Adjustments to the closing of the switches can be attained by inserting a 0.050 Allen screw, turning the screw clockwise to decrease the amount of movement required to close the switch and counterclock- wise to increase the amount of movement required to close the switch.
Page 225 7. Replace the cover and gasket on the switch plate and retain by installing the two Phillips screws and tightening securely. course verticAl AdJustmeNt (seQueNce) lAterAl AdJuster screws (fiNe AdJustmeNt of switch Arm trAvel) 4 3 1 pAcKArd style coNNector (letters) cANNoN style coNNector...
Page 226: Relay Valve (Bendix R-12Dc)
Relay Valve (Bendix R-2DC) The brake relay valve (Figure 6-30) receives air from the brake treadle valve and sends air (at the same pressure and higher volume) to the rear service brake chambers. This speeds up the application and release of the brakes. Figure 6-30, R-12DC Brake Relay Valve Operation Application...
Page 227 Secondary service line may leak out of the primary service at control pressures up to 20 psi when the primary signal is not present. balance Refer to Figure 6-32. The air pressure delivered by the open inlet valve is also effective on the bottom area of the relay piston.
Page 228 R-2DC Removal 1. Block and hold the vehicle in position by means other than the air brakes. 2. Drain air brake system reservoirs. Do not attempt to remove the inlet/exhaust valve without first draining the entire air system to zero psi. 3.
Page 229 7. Remove piston (9) from the body (10) and retain for reuse. 8. Remove and discard the O-ring (8) from the piston (9). 9. Depress and hold the exhaust cover assembly (16) and remove and discard the retaining ring (17) from the valve body (10).
Page 230 6. Replace all parts not considered serviceable. Replace all rubber parts and springs. Contact your Gillig parts representative at (800) 735-1500 to obtain any valve rebuild kits. Air System...
Page 231 R-2DC Assembly All torque figures given in this section are assembly torques and typically can be expected to fall off after assembly is finished. DO NOT RETORQUE after initial assembly torques fall unless instructed otherwise. Bendix recommends that hand wrenches only be used for assembly. Prior to assembly, lubricate all O-rings, O-ring bores, and any sliding surfaces with a silicon lubricant equivalent to Dow Corning #10.
Page 232 R-2DC Operation and Leakage Test 1. Chock the wheels, fully charge the air system, and adjust the brakes. 2. Make several brake applications and check for prompt application and release at each wheel. R-2DC Preventive Maintenance Every 25,000 miles, 3 months, or 900 operating hours, check for proper operation. Every 100,000 miles, 12 months, or 3,600 operating hours, disassemble and rebuild the valve.
Page 233: Brake Relay Valve (Bendix R-14)
Brake Relay Valve (Bendix R-4) The parking brake relay valve (Figure 6-35) re- Balance/quick Exhaust Port (Anti-compound) ceives air from the brake treadle valve and sends Exhaust Cover air (at the same pressure and higher volume) to the rear spring brake chambers. This speeds up the ap- Exhaust plication and release of the brakes.
Page 234 R-4 Preventive Maintenance Every 25,000 miles, 3 months, or 900 operating hours, check for proper operation. Every 100,000 miles, 12 months, or 3,600 operating hours, disassemble and rebuild the valve. R-4 Operational and Leakage Tests 1. Chock the wheels, fully charge the air system, and adjust the brakes. 2.
Page 235 6. Replace all parts not considered serviceable. Replace all rubber parts and springs. Contact your Gillig parts representative at (800) 735-1500 to obtain any valve rebuild kits. Air System...
Page 236 R-4 Assembly All torque figures given in this section are assembly torques and typically can be expected to fall off after assembly is finished. DO NOT RETORQUE after initial assembly torques fall unless instructed otherwise. Bendix recommends that hand wrenches only be used for assembly. Prior to assembly, lubricate all O-rings, O-ring bores, and any sliding surfaces with a silicon lubricant equivalent to Dow Corning #10.
Page 237 R-4 Installation 1. Clean air lines. 2. Inspect all lines and/or hoses for damage and replace as necessary. 3. Install valve and tighten mounting bolts 4. Connect air lines to valve (plug any unused ports). 5. Test the valve as outlined in the operation and leakage tests earlier in this section. Air System...
Page 238: Quick Release Valve (Bendix Qr-1)
Every 100,000 miles, 12 months, or 3600 operating hours, disassemble the valve, wash metal parts in mineral spirits and wipe rubber parts dry. Bendix recommends that all rubber parts and any components showing wear or deterioration be replaced; contact your Gillig parts representative for valve rebuild kits. qR- Operating and Leakage Tests While holding a foot brake valve application, coat the exhaust port with soap solution.
Page 239 qR- Removal 1. Block vehicle wheels and/or hold vehicle by means other than the air brakes. 2. Drain air system to zero psi. 3. Disconnect air lines from valve. 4. Remove mounting bolts, then valve. qR- Installation 1. Mount valve with exhaust port pointing down and securely tighten mounting bolts. 2.
Page 240: Spring Brake Valve (Bendix Sr-1)
Spring Brake Valve (Bendix SR-) The SR-1 (see Figure 6-37) supplies a hold-off pressure to the spring brakes and, in the event of air pres- sure loss in the primary air brake system, modulates the spring brakes. SR- Valve Operation initial Air system charge Upon initial charge, air from the primary and secondary air tanks flows through the...
Page 241 is made by actuating the E-8 brake valve, air from the #2 delivery circuit is sent from the E-8 to SR-1’s control port and is stopped at the closed inlet of valve A. No movement of the SR-1’s internal components takes place.
Page 242 Every 100,000 miles, 12 months, or 3600 operating hours, disassemble the SR-1 and clean all parts and mineral spirits. Replace all rubber parts and any worn or damaged components. Contact your Gillig parts representative at (800) 735-1500 for Bendix-approved rebuild kits or parts for this valve.
Page 243 If this is not possible, the valve can be repaired using a rebuild kit available from the Gillig Parts Dept at (800) 735-1500.SR-1 Removal 1. Before removing the SR-1, apply the parking brake and drain the vehicle air system.
Page 244 SR- Assembly Callouts in this section refer to Figure 6-37. Using the special Bendix-approved lubricant (Gillig part #82-22889-000),, lightly coat all O-rings, O- ring grooves, and piston bores. All torque figures given in this section are assembly torques and typically can be expected to fall off after assembly is finished. DO NOT RETORQUE after initial assembly torques fall unless instructed otherwise.
Page 245: Parking Brake Control Valve (Bendix Pp-1)
Parking Brake Control Valve (Bendix PP-) The parking brake control valve is a Bendix PP-1 manually operable on-off air control valve with an ex- haust function. Refer to the “Spring Brake Valve- Bendix SR-1" section of this chapter for a description of parking brake air system operation.
Page 246: Brake Interlock Solenoid Valve
Gillig coaches have a four wheel interlock system. Adjust the interlock pressure regulator setting when necessary to maintain a pressure setting of 23 ± 3 psi.
Page 247: Air Dryer (Bendix Ad-9)
AIR DRyER (BENDIx AD-9) The function of the air dryer is to collect and remove air system contaminants in solid, liquid, and vapor form before they enter the brake system. The air dryer provides clean, dry air to the components of the brake and accessory systems.
Page 248 5. Check all lines and fittings leading to and from the air dryer for leakage and integrity. 6. Check the operation of the end cover heater and thermostat assembly during cold weather opera- tion (Figure 6-46). a. Electric Power to the Dryer: With the ignition “On” check for power at the dryer’s electrical terminal with a voltmeter or light tester.
Page 249: Rebuilding The Air Dryer
Rebuilding the Air Dryer If, after completing the checks above, it is determined that one or more of the components of the air dryer requires replacement or maintenance, one or more rebuilding kits may be required. Remember to use only genuine OEM parts when servicing the air dryer. For ease in servicing, it is recommended that the air dryer be removed from the coach.
Page 250 5. To remove the thermostat, refer to that section later in this manual. Remove the thermostat only if the serviceability checks indicate the need for replacement. 6. Remove the exhaust piston and spring from the top side of the end cover. 7.
Page 251 Assembly Refer to Figure 6-47. 1. Place purge valve spring into cavity in the center of the top side of the end cover. 2. Lubricate the piston O-ring with a barium base lubricant and install the O-ring on the purge valve piston and place the piston inside the spring installed in Step 1.
Page 252 Thermostat Disassembly Refer to Figure 6-47. 1. Remove nut, then the lock washer, plain washer, nut, and O-rings. Discard the O-ring and keep the other parts. 2. Remove and retain the four Phillips head screws and the cover. 3. Remove and discard the gasket. 4.
Page 253 11. Test operation of the emergency stopping with the loss of primary air. Proper operation of this system should result in the application of the front service brake and a controlled or modulated application of the rear spring brakes. 12. With the spring brakes released refill the air system to governor cut-out pressure. 13.
Page 254: Air Dryer Troubleshooting
F. Dryer application requires additional normal use, extra volume may be needed. Call purge volume Gillig Field Service before proceeding. Dryer needs min. 30 sec. purge time. If load G. Improper dryer application time is 90+ sec., extra purge volume needed. If load is 120+ sec., dryer efficiency decreases.
Page 255 Problem #3: Safety valve “popping off” or exhausting air. Possible Cause Remedy Check for excessive oil and compressor instal- A. Desiccant cartridge plugged or lation. Repair/replace/rebuild as necessary. saturated B. Defective check valve Test check valve and repair/replace as necessary. Check if air reaching wet tank.
Page 256 Problem #5: Air dryer does not purge or exhaust air. Possible Cause Remedy Ensure airflow through purge control line when A. Broken, kinked, frozen, plugged, or compressor loaded. Check for undrilled fittings. disconnected purge control line See Problem #4, Remedy C. Ensure air to purge valve (see Remedy A, above).
Page 257: Air System Condenser/Separator
AIR SySTEM CONDENSER/SEPARATOR Mounted between the air compressor and the air dryer, the Haldex Consep air system condenser/separator condenses, separates, and expels oil, water, and other contaminants before they can reach the air dryer. This unit requires little maintenance. The drain valve’s integrated filter prevents damage from large debris, while a built-in heater prevents freeze up.
Page 258 Before working on the air system condenser/separator, read all warnings at the beginning of this Air System chapter! Servicing the Condenser/Separator 1. See Figure 6-50 and 6-49. Disconnect the electrical connection at the Weather-Pack plug. Note that the molded plug connected to the unit is non-removable! 2.
Page 259 Shuttle Coil Kit 2 Valve Figure 6-50, Haldex Consep Condenser/ Separator, Exploded View Bottom For more information, call your Gillig Service Plate representative, or contact Haldex: Manual Drain Haldex Commercial Vehicle Systems 10707 NW Airworld Drive Kansas City MO 64153...
Page 260 Air System...
Page 261: Chapter 7- Brakes & Wheels
Accordingly, Meritor and Gillig recommend that workers use caution to avoid creating and breathing dust when servicing brakes. Specific recommended work practices for reducing exposure to non-asbes- tos dust follow.
Page 262 c) If an enclosed vacuum system or brake washing equipment is not available, carefully clean the brake parts in the open air. Wet the parts with a solution applied with a pump-spray bottle that creates a fine mist. Use a solution containing water, and, if available, a biodegradable, non-phosphate, water-based detergent.
Page 263: Brake System
The Gillig coach uses Meritor 16.5" Cast Plus S-Cam Brakes in front and 14.5" W S-Cam Brakes in the rear. These brakes are air actuated, cam operated, double shoe brakes with each shoe mounted on a separate anchor pin.
Page 264: Maintenance
MAINTENANCE Preventive Preventive maintenance should be performed at the intervals specified in the schedule in the Preventa- tive Maintenance chapter in this manual. Brakes must be adjusted as frequently as required for correct, safe operation. The adjustments must give correct clearance between the lining and drum, correct push rod travel, and correct balance between the brakes.
Page 265 Component Handling Considerations • Store hoses or tubing only in suitable protective containers. • Brake components should be stored in their original protective containers until time of installa- tion. • Be careful not to contaminate or damage brake hoses or fittings during handling. •...
Page 266: System Tests
SySTEM TESTS Operation Check A change in braking characteristics or a low pressure warning may indicate a malfunction in one of the brake systems. Although the air brake system may continue to function, the coach should not be operated until the necessary repairs have been made and both brake systems are operating normally.
Page 267: Parking Brake
PARKING BRAKE Parking brakes are applied when air pressure is released. Air pressure is required to release the parking brakes. The parking brake is actuated when compressed air is released (or dumped) from the parking brake half of the rear brake chambers. Spring pressure will hold the brake engaged. The piggyback air chambers in the rear brake assembly are dual chambers that provide separate braking from the parking and rear ser- vice brakes.
Page 268: Rear Brake Chamber Maintenance
Rear Brake Chamber Maintenance See Figure 7-1. Inspect brake chambers at the recommended inspection points per the Preventive Maintenance schedule. End Cap Cage Pin Plastic End Cap: The plastic end cap requires no positioning or maintenance, but must be snapped tightly in place.
Page 269: Spring Brake Manual Release
Breather Tube: Both ends of the connector tube must be engaged a minimum of 1/2" into each of the flexible elbows. The tube must be glued to both of the elbows with a high quality rubber adhesive. These units must be mounted with the breather tube in the upper half of the non-pressure chamber facing away from the road surface.
Page 270: Removal And Installation Of Rear Brake Chambers
Removal and Installation of Rear Brake Chambers The following instructions are for rear brake chambers. Instructions for front brake chambers are similar, except the front chambers do not have a spring brake chamber. Before proceeding to replace a brake chamber, make sure that the brake chamber being replaced was properly installed with the correct push rod length.
Page 271 10. Using vehicle system air, charge the spring brake with full line pressure (minimum 100 psi). Using only soapy water (never any type of oil) inspect for air leaks at the air lines and fittings. If bubbles appear, tighten fittings slightly, but not over 25 ft-lb. If the service brake clamp ring was loosened to reposition air inlet ports in step 4 above, apply air to the spring brake and then apply and hold the foot brake treadle valve down to charge the service brake chamber.
Page 272: Verifying Brake Adjustment
VERIFyING BRAKE ADJUSTMENT Automatic Slack Adjusters Brake adjustment is accomplished using slack adjusters (Figure 7-2). Slack adjusters are located be- tween the air brake chamber and the brake cam at each wheel. Upon brake application the slack adjuster rotates and moves the shoes into contact with the drum. The slack adjusters adjust the brake shoe-to- drum clearance automatically.
Page 273 The automatic slack adjusters maintain proper push rod stroke (travel) at all times. An inspection should be performed during routine maintenance intervals to measure the push rod stroke. The push rod stroke for the Low Floor bus should be: •...
Page 274 Automatic Slack Adjuster Release and Removal 1. Remove the control arm nut from the anchor bracket. Remove the anchor bracket mounting nut from the brake chamber bracket and re- move the anchor bracket. 2. Remove the cotter pin from the clevis pin and then remove the clevis pin from the clevis.
Page 275 Installing Haldex Automatic Slack Adjusters ® Block wheels to prevent vehicle from rolling. Ensure system tank pressure is above 100 psi. 1. Check that the push rod is fully retracted; apply air to release spring brake. If air is not available, spring brake must be manually caged back.
Page 276 6. Rotate the control arm away from the adjusting hex toward the air chamber, until it comes to a definite internal stop (Figure 7-6). Most adjusters will be equipped with an “Installation Indicator.” Indicator must fall within the slot for proper installation with brakes fully released (Figure 7-7).
Page 277: Automatic Brake Adjuster Checking Procedures
Automatic Brake Adjuster Checking Procedures If the brake adjuster is not maintaining the proper applied stroke, before removing the brake adjuster, check the condition of the foundation brake. If after inspecting the foundation brake no apparent prob- lems are found, inspect the automatic brake adjuster to determine if it is operating properly. The inspec- tion can be performed on or off the vehicle using the following procedures.
Page 278 Automatic Brake Adjuster Operational Check Functional operation of the brake adjuster can be performed on the vehicle by using the following proce- dure: • Block wheels to prevent vehicle from rolling. • Ensure system tank pressure is at 90–100 psi. •...
Page 279: Troubleshooting Brakes
TROUBLESHOOTING BRAKES Cause Correction Cause Correction . Brakes do not apply enough (or any) force. worn or damaged camshaft. remove and replace camshaft. Air chamber installed wrong. install correctly. c. leak or restriction in air lines or c. repair air lines or valves. valves.
Page 280 Cause Correction Cause Correction d. power springs in air chamber weak or d. replace air chamber. broken. grease or other contamination on brake e. clean or replace brake linings. linings. 4. Brakes dragging. Not enough air pressure to hold spring. repair air system.
Page 281: Anti-Lock Braking System Operation
ANTI-LOCK BRAKING SySTEM OPERATION The Anti-Lock Braking System (ABS) is an electronic system that monitors and controls wheel speed during braking. See Figure 7-9. This illustration below shows a schematic view, not location. The ABS ECU (electronic control unit) is frame mounted, usually located behind the rear suspension. If a wheel starts to lock up during braking, the ABS will reduce air pressure to that wheel’s brake to keep all wheels turning at the same speed to maintain the vehicle in a straight line.
Page 282 Electronic Control Unit (ECU) The ECU is the brain of the system. It receives information from the sensors and sends signals to the ABS modulator valves. ABS Modulator Valve The ABS modulator valve controls air pressure to each affected brake during ABS operation. Dur- ing normal operation, compressed air flows unrestricted through the ABS valve to the brake chamber.
Page 283: Front And Rear Wheel Hub Assemblies
FRONT AND REAR WHEEL HUB ASSEMBLIES The front wheels and hubs are carried on two opposed, tapered roller bearings on the front wheel spin- dles. The rear wheels and hubs are carried on two opposed, tapered roller bearings on the rear axle shaft housing.
Page 284 Cleaning BRAKE BRAKE SHOE WELDNUT LINING CLIP 1. Immerse the bearing cone and (ON CLIPS) MACHINE roller assemblies in clean, clean- SCREW SEAL ing solvent. Clean the bearings CONE AND ROLLER with a stiff brush to remove old ASSEMBLY lubricant. Dry the bearings with ADJUSTING clean paper or rags.
Page 285 Front Hub Installation 1. If replacing the wheel studs in the hub, tighten the inner stud nuts to 300–330 ft-lb (405–445 N-m) torque. 2. If the bearings cups were removed, drive or press new cups into the hub with the wide side of the cups toward the inside of the hub.
Page 286 Front Wheel Bearing Adjustment 1. Use torque wrench to tighten adjusting nut to 100 ft-lb while rotating hub in both directions. 2. Loosen adjusting nut completely and then tighten nut to 20 ft-lb while rotating hub. 3. Back off adjusting nut 1/3 turn. 4.
Page 287 To avoid possible personal injury, refer to the “Jacking and Towing” section for jacking instructions any time the coach is to be raised or lowered. Rear Hub Removal and Installation Due to the unique design of the rear axle, you should refer to the rear axle manufacture’s manual (Meritor—see Notice below) for the proper procedures.
Page 288: Wheels And Tires
WHEELS AND TIRES Mounting and Demounting Safety Precautions A wheel and inflated tire can be dangerous. It is imperative that personnel servicing wheels and tires carefully note all precautions outlined in this section in order to avoid personal injury and costly damage. •...
Page 289: Vehicle Operation Safety Precautions
Vehicle Operation Safety Precautions • Do not overload tires. Ensure that the combination of load and vehicle weight does not exceed the rated load of the tires or wheels used. • Do not exceed maximum inflation pressures. This is determined by the size and ply rating of the tire, but it is not to exceed the maximum inflation printed on the wheel and the side of the tire.
Page 290 Incorrect installation of hub-piloted wheels can result in a fatal crash or damage to the vehicle. ALWAYS refer to the wheel manufacturer’s manual supplied with your vehicle when installing, removing, or servicing wheel assemblies. For Alcoa aluminum wheels, consult the Alcoa Heavy Duty Wheel Service Manual (Form E37-13584), available from Alcoa by calling (800) 242-9898.
Page 291 Wheel Inspection Do not use wheels with bent rims. Such use will result in excessive tire wear and, if used on the front, steering difficulty may be encountered. If a wheel is suspected of being bent, it should be checked. 1.
Page 292: Wheel Nut Torque
Wheel Nut Torque Wheel-to-hub stud and nut fasteners must be replaced with parts of the same part number or with an equivalent part if replacement becomes necessary. Do not use a replacement part of lesser quality or substitute design. Torque values must be used as specified during reassembly to assure proper retention of these parts.
Page 293: Wheel Installation
WHEEL INSTALLATION WHEEL NUT TYPE TORQUE Hub Piloted Two Piece Flange 450-500 ft lb. (oiled) When installing front single or rear dual hub-piloted wheels, follow the instructions on the following page. Incorrect installation of hub-piloted wheels can result in a fatal crash or damage to the vehicle.
Page 294 1. Generously coat the wheel pilot or hub pads with a non-water-based lubricant to minimize cor- rosion between the wheel and hub pilot (see Figure 7-15). Do not lubricate the hub face, wheel face, or brake drum! 2. Slide the wheel(s) over the studs, being careful not to damage the stud threads.
Page 295: Tire Maintenance
TIRE MAINTENANCE One of the most important factors for safe coach operation is systematic and correct tire maintenance. Tires not only support the weight of the coach, but they are also an integral part of the power transmis- sion and braking systems. Tire Inflation Tire inflation affects the safe and economical operation of the coach.
Page 296 Balanced Inflation Balanced inflation means that all the tires on an axle maintain the same air pressure. A difference in pres- sure between the front and rear tires may be permissible, within limits. There should not, however, be a difference between the left and right tires on the same axle. A five psi under-inflation on a single front tire can affect ease of steering;...
Page 297 Tire Rejection Criteria Do not mix different types of tires, such as radial, bias, and bias-belted, on a vehicle because the vehicle handling may be seriously affected. The following are criteria for replacing existing tires with new tires: • Any front wheel tire which has an unrepaired fabric break or which has been repaired with a blow- out patch or a boot.
Page 298 Tire Rotation Generally it is the best practice to break in new tires on the front wheels. It is also generally advisable to use tires with good nonskid tread design on the rear wheels. Tires should be rotated at regular intervals so the maximum tire life is obtained. The position of tires should be changed so that the direction of tire rotation is reversed.
Page 299 Tube Maintenance The long life and high mileage performance of modern tires will exhaust the useful life of most tubes. Therefore, when a tire is worn to the point of being replaced, the tube is generally in the same condition and should also be replaced.
Page 300: Wheel And Tire Balancing
Wheel and Tire Balancing It is desirable from the standpoint of tire wear and coach handling to maintain the proper balance of front wheel and tire assemblies. All wheels intended for use on the front wheels, such as those switched during tire rotation and those installed as new or repaired replacements, should be accurately balanced.
Page 301 Correcting Irregular Tire Wear At the first sign of uneven tire wear, check and correct all mechanical defects. • Heel and Toe Wear: This is a saw-toothed effect where one end of each tread block is worn more than the other end. The end that wears is the one which first grips the road when the brakes are ap- plied.
Page 302 Mechanical Irregularities Worn wheel bearings, loose radius rods, unbalanced wheels, or wobbly wheels all will result in uneven tire wear. In addition to these, the following conditions should be inspected (Figure 7-19). • Toe-In: Wheels on the same axle are closer together in the front than in the rear. When toe-in is excessive, tire wear shows feathered edges on the inside of the skid design.
Page 303: Chapter 8- Hydraulic System
Chapter 8– Hydraulic System The hydraulic system (1) furnishes hydraulic pressure to the steering gear to steer the front wheels and (2) furnishes hydraulic pressure to operate the fan motor. The system consists of a fluid reservoir, pump, steering gear, fan motor, control assembly, fluid cooler, and piping. See Figure 8-1. Fan Drive Control Assembly Fan Motor Power Steering...
Page 304: System Operation
SySTEM OPERATION Refer to Figure 8-2. Hydraulic fluid is provided by the reservoir . The hydraulic pump is a tandem unit driven by the engine, with one pump providing flow and pressure for the power steering gear and the other providing flow and pressure directly to the engine cooling fan motor .
Page 305 To Power Steering Pump Fan Motor Top View— Inlet ports from Cooler reservoir are at bottom of pump. Bypass Relief Valve 00 PSI Cracking Pressure Hydraulic Reservoir Return (marked with “t” for tank return) Fan Control Pressure Port (marked with “p”) Valve Power Steering Return...
Page 306: Fan Motor Circuit Valves
FAN MOTOR CIRCUIT VALVES Spool Valve The spool valve is a pilot operated bypass relief valve that attaches to the fan motor. It is fully closed when the engine is hot and fully open when the engine is cold. The control spool moves gradually from the fully closed position to the fully open position as an effect of pilot flow routed through the spool orifice (see Figure 8-3).
Page 307 SPRING-LOADED SPOOL ACTUATED BY PILOT FLOW FLUID RETURN TO TANK PILOT FLOW TO FDCA PILOT RETURN UNION ALLEN FLUID INLET FROM GEAR PUMP SCREW TO MOTOR (DIVERTING TO TANK) WASHER MOTOR MOUNTED SWITCHING VALVE ENGINE COOLANT COLD - VALVE OPEN SPRING-LOADED SPOOL O-RING ACTUATED BY PILOT FLOW...
Page 308: Pwm Fan Control System
PWM Fan Control System The pulse width modulation (PWM) fan control system uses a Sauer-Danfoss electronic fan control valve. This fan control valve has two parts: an electronic module that receives a PWM signal from the engine ECM, and a proportional hydraulic control valve. The electronic module uses the PWM signal from the engine to adjust the fan motor pilot pressure.
Page 309: Hydraulic Fan Motor
HyDRAULIC FAN MOTOR When the coolant temperature exceeds 194° F, hydraulic fluid flows through the gears of the motor, acti- vating the fan above idle. When the coolant temperature falls below 194° F, the flow of hydraulic fluid is diverted through a bypass passage in the fan motor, causing its operation to reduce to idle. The hydraulic fan motor runs at varying speeds when the engine is running.
Page 310: Troubleshooting The Fan Motor Circuit
Troubleshooting the Fan Motor Circuit Fan Does Not Run When the Engine Reaches High POPPET Temperature. SPRING To determine whether the fan is failing to turn on due to de- SHIMS BONDED WASHER fective hydraulic components or due to a problem with the fan control system, do the following to, in effect, remove PILOT RETURN...
Page 311 5. Clean the switch valve relief valve to make sure that nothing is holding it open. Follow these steps: a. Stop the engine. b. Unscrew the relief valve cap (Figure 8-4). c. Remove the bonded washer, spring, and poppet, taking care not to dislodge the shims which are between the spring and cap.
Page 312: Fan Motor Removal
Fan Motor Removal 1. Disconnect the battery ground cable to ensure that the coach cannot be started while work on the hydraulic system is underway. 2. Prepare a catch basin for hydraulic CHANNEL fluid drainage. Discard any fluid which is removed from the system. MOTOR DO NOT reuse fluid.
Page 313: Fan Motor Inspection And Repair
Fan Motor Inspection and Repair Inspect the rubber isolators installed between the motor mounting channel and the two mounting brack- ets. If they are worn or deteriorated from exposure to oil, they should be replaced. The hydraulic fan motor is temperature activated and may start at any time when the engine is running.
Page 314 Fan Motor Installation The hydraulic fan motor is temperature activated and may start at any time when the engine is running. Always disconnect the battery ground cables to preclude accidental engine start while working on the hydraulic system. The hydraulic fan motor has a control valve that is preset by the manufacturer.
Page 315: Hydraulic Pump
HyDRAULIC PUMP The hydraulic pump distributes hydraulic fluid to the steering gear and the hydraulic fan motor. The hydraulic pump mounts on, and is driven from, the rear of the air compressor. Operation The hydraulic pump is a tandem gear type pump which has two separate in-line hydraulic gear pumps. The larger pump at the front of the pump provides hydraulic fluid for the engine cooling fan motor.
Page 316: Hydraulic Pump Removal
Hydraulic Pump Removal Never reuse fluid which has been drained from the system. Whenever fluid is added to the hydraulic system, ensure it is new fluid from a closed container. 1. Place a clean container under the pump supply and return ports to catch fluid, then disconnect the fittings and remove the lines.
Page 317: Hydraulic Pump Overhaul
A seal and gasket kit is available from the Gillig Parts Division to use in minor overhauls of the pump or fan motor. The user is cautioned that even this kit should be used only by those mechanics and mainte- nance personnel who are experienced in, and familiar with, hydraulic systems and their components.
Page 318 HyDRAULIC SySTEM RESERVOIR The reservoir contains a filter and screen to keep foreign matter and dirt from entering either the pump, the fan motor, or the steering gear. The hydraulic fluid must be checked daily for proper level and cleanliness, just as are the engine and transmission lubricating and cooling fluids.
Page 319 Breather Dipstick Clamp Reservoir Filter Plug Low Fluid Sensor Note: Shown is a 9 qt reservoir, which uses one filter element. If your bus has a 16 qt hydraulic reservoir, note that it uses three filter elements. Change all elements at the same time. Case Drain &...
Page 320: Hydraulic System Reservoir
HyDRAULIC SySTEM COOLER The hydraulic fluid cooler is integral to the radiator. To service the hydraulic fluid cooler, the whole ra- diator assembly must be removed from the bus. Consult the “Radiator” section in the Engine chapter for radiator removal instructions.Power Steering Hydraulic System Diagnosis The power steering system is dependent upon adequate fluid pressure and flow to enable the steering gear to operate as designed.
Page 321 Hydraulic Pressure Test 1. Before you start this test, make sure the bus is safely parked and the engine is off. Place ther- mometer in reservoir. 2. Disconnect the pressure hose going to the power steering gear. Be prepared to catch fluid drain- ing when the line is disconnected.
Page 322 Power Steering Flow Test Minimum Recommended Flow With the engine running at the specified idle speed, vehicle stationary on the shop floor, and with a normal load on the front axle, steer the wheels from full right to full left turn and observe the flow meter. The flow must not fall below the minimum 3–4 GPM flow specification.
Page 323 Back Pressure Normal system back pressure will be 25 to 75 psi with the engine idling and the steering wheel station- ary. Check the back pressure with the system at normal operating temperature. Heat build up can be caused by abnormally high back pressure. Restrictions in fittings, too many fittings in a line, or a line that is too long and too small in diameter to carry the fluid flow can contribute to high back pressure.
Page 324: Bleeding/Filling Power Steering Hydraulic System
BLEEDING/FILLING POWER STEERING HyDRAULIC SySTEM When any hydraulic system lines have been disconnected or the steering gear, hydraulic pump, reservoir, fan motor, cooler, or fan control valve has been removed, the hydraulic system must be bled before the vehicle is operated again. When you air bleed a steering system, you are simply allowing air trapped in the cavities of the steering gear to escape.
Page 325 4. Repeat these steps at least three times, checking and refilling the reservoir each time. Do not allow the fluid level to drop significantly or run out of the reservoir. This may induce air into the system. 5. Start the engine and let it idle for 2 minutes. Do not steer. Shut off the engine and check the fluid level in the reservoir.
Page 326: Steering System
STEERING SySTEM The steering system consists of the steering wheel, steering column and shaft assembly, power steer- ing gear, pitman arm, drag link, and tie rod. A gear type hydraulic pump, reservoir, and interconnecting system lines and hoses are also used in the system. The steering gear assembly is mounted on a bracket attached between the forward two outriggers on the left side of the chassis, directly beneath the driver’s platform.
Page 327 • Investigate and correct any external leaks, no matter how minor. • Replace reservoir filters according to the maintenance schedule. • If the vehicle is developing excessively high hydraulic fluid temperatures, consult with Gillig Field Service for recommendations. • Maintain grease pack behind the output shaft dirt and water seal as a general maintenance proce- dure at least twice a year, in the Spring and Fall.
Page 328 Steering Gear Removal or Replacement Removal 1. Block the coach body securely to prevent the coach from lowering and block the rear wheels to prevent it from rolling. Before going under the coach, block the coach body as explained in “Jacking and Towing”...
Page 329 The steering gear is heavy. Exercise caution when you remove, lift, or carry it. 7. Position a suitable dolly-type support to catch and hold the steering gear as it is being removed. Do not get caught between the gear and the coach or the gear and the ground while the steering gear is being removed from its mounting bracket.
Page 330 (765) 423-5377 Hose Replacement Gillig recommends replacing hoses with complete assemblies as specified in your Parts Manual. This will ensure that the replacement hose will meet the required specification. When replacing a hose assembly with a replacement not supplied by Gillig: 1.
Page 331: Diagnosis Of Problems
Diagnosis of Problems Whenever steering complaints are encountered it is important that the complete steering system be inspected. The steering system consists of the power steering gear, the hydraulic pump, the reservoir, the steering column, and the connecting steering linkage. The front axle and suspension system components, as well as the front wheels and tires, must also be considered part of the overall steering system.
Page 332: Hydraulic / Steering System Troubleshooting
HyDRAULIC / STEERING SySTEM TROUBLESHOOTING Problem: Fluid leakage at output shaft of steering gear Possible Cause Remedy Replace hydraulic filter element. Reduce filter A. Clogged filter in reservoir (high change interval. back pressure) B. Pinched or restricted fluid return line Locate and correct restrictions.
Page 333 Problem: Hydraulic pump making noise (continued) Possible Cause Remedy Align and replace oil seal and bearings if dam- C. Coupling misalignment aged by shaft misalignment. D. Reservoir or manifold seal leakage Leakage between manifold or reservoir at replenishing hole due to O-ring damage. Reser- voir inlet tube to pump cover O-ring should be carefully examined for damage and replaced if necessary.
Page 334 Problem: Hydraulic fluid discolored or smells bad Possible Cause Remedy Check and correct cause for overheating. Look A. Operating temperatures high for restrictions. Increase fluid inspection/change frequency. B. Fluid change intervals too long Drain, flush, and refill with proper fluid. C.
Page 335 Problem: Erratic steering or no steering at all Possible Cause Remedy Repair priority valve and remove foreign matter A. Insufficient volume insufficient volume or burrs. Refer to pump servicing instructions. or flow rate of fluid being provided by the hydraulic pump. Problem: Hard steering Possible Cause Remedy...
Page 336 Problem: Steering input seizing or binding Possible Cause Remedy A. Worn column bearings Replace bearings. Check and replace as required. B. Worn universal joint C. Lack of lubrication Lubricate per instructions. Check and adjust idle speed. Check and adjust D. Low fluid flow drive belt tension.
Page 337 Problem: Excessive backlash Possible Cause Remedy Replace universal joint. A. Worn universal joint Check priority valve and pump. B. Low fluid volume Adjust drag link, drag link to pitman arm, and C. Improperly adjusted drag link, pitman drag link to steering arm. arm to drag link, and steering arm to drag link.
Page 338 Problem: No attempt to return to straight ahead from turns Possible Cause Remedy Check and adjust caster. A. No positive caster Check and repair U-joints and support bearings. B. Steering column binding C. Linkage ball sockets seized or binding Check and repair/replace. D.
Page 339: Chapter 9- Electrical System
Please see “Battery Maintenance Warnings” on the following page. Gillig bus electrical systems provide 12 and 24 nominal volts. Two 12-volt conventional type batter- ies are located on slide-out trays in the battery compartment. The battery compartment is located on the front left side of the coach.
Page 340 Battery Maintenance Warnings Observe the following warnings to avoid personal injury when working near a battery. • Batteries produce explosive gasses, contain corrosive acid, and supply levels of electrical current strong enough to cause burns. Take precautions to protect yourself from injury. When servicing the battery, wear a face shield, gloves, and protective clothing.
Page 341: Battery Disconnect Switch
Battery Disconnect Switch The battery disconnect switch is mounted in the battery compart- ment near the voltage equalizer Battery Disconnect Microswitch (see Figure 9-1). The double-pole is mounted within the switch is for 12 VDC and 24 VDC. Battery Disconnect Switch The switch completely disconnects the batteries from the electrical system, however ground remains...
Page 342: Disconnecting/Removing The Batteries
If the coach is to be placed into storage, or if it is to be left standing for extended periods of time, the electrical systems should be protected by shutting off the battery disconnect switch and disconnecting the battery ground cable (see “Disconnecting/Removing the Batteries”). Battery Disconnect Microswitch When you turn off the battery disconnect switch, you are also turning off the battery disconnect mi- croswitch (see Figure 9-1).
Page 343: Replacing Batteries
Replacing Batteries Always replace batteries in matched “state of charge,” age, and manufacturer P/N pairs. See torque val- ues for battery nuts/clamps in the “Power Cables” schematic in the Electrical Schematics manual. Always wear a face shield, gloves, and protective clothing when servicing batteries.
Page 344: Battery Inspection
Battery Inspection Batteries should be carefully inspected on a regular basis in order to detect and correct potential prob- lems before they can do harm. Following is a guideline of what to look for: 1. Examine the outside appearance of the battery. Replace any damaged batteries. •...
Page 345 Battery Cleaning Always wear a face shield, gloves, and protective clothing when servicing batteries. Lift batteries with handles or proper lifting devices. Batteries must be kept free of dirt, dust, salt, and grime. Clean batteries make it easier to spot trouble signs.
Page 346: Electrolyte Maintenance
Electrolyte Maintenance Low electrolyte levels in batteries result in accelerated battery-grid growth, which increases the potential for inter-cell rupture and sparking, battery explosion, and fire. Always wear a face shield, gloves, and protective clothing when servicing battery electrolyte. The electrolyte is a solution of acid and water. Skin contact should be avoided! Add ONLY distilled water, NEVER sulfuric acid! Plates in an 8D battery absorb electrolyte when the battery is less than...
Page 347: Battery Testing
Battery Testing Always wear a face shield, gloves, and protective clothing when servicing batteries. Lift batteries with handles or proper lifting devices. Be sure all cables are disconnected from batteries before conducting tests. See cable disconnect information in the “Disconnecting/Removing the Batteries”...
Page 348 Conductance Test This type of testing is replacing the carbon pile testing method. It is reliable and can be performed without charging (as in step 6 above). Since no high-current loads are applied to the battery with a conductance tester, this test is safer to perform. Use a conductance tester such as the Micro 700 made by Midtronics, and follow the instructions included with the tester.
Page 349 hydrometer test—state of charge The hydrometer test is merely a means of determining the state of charge of a battery. This test will not necessarily indicate whether the battery is able to do its job. The following procedures should be fol- lowed when performing the hydrometer test: 1.
Page 350: Charging The Battery
Charging the Battery Charging lead-acid batteries generates hydrogen gas, which is highly explosive. If ignited by a spark or flame, the gas may explode violently, causing spraying of acid, fragmentation of the battery, and severe personal injury. Wear a face shield when working near batteries. In case of contact with acid, immediately flush the affected area with large quantities of water for 15 minutes and get prompt medical attention.
Page 351 The following rules apply to charging batteries: 1. Make sure the charger is OFF before connecting it to the battery. Turn the charger OFF before disconnecting if from the battery after charging is complete. 2. Always connect the positive charger cable to the positive battery terminal first and then the nega- tive charger to the negative battery terminal.
Page 352: Battery Capacity Ratings
Battery Capacity Ratings The reserve capacity rating at 80° F (27° C) is the number of minutes a new, fully charged battery can be discharged at 25 amperes and maintain a minimum of 1.75 volts per cell (10.5 volts for one 12 volt battery).
Page 353: Jump Starting With A Booster Battery
Jump Starting with a Booster Battery Always wear a face shield, gloves, and protective clothing when servicing batteries. Lift batteries with handles or proper lifting devices. Both the booster battery and the discharged battery should be treated carefully when using jumper cables.
Page 354 If the bus is equipped with a rear jump start connector, it is located inside the right side engine access door on the outrigger or behind the utility door above the right tail light. The front jump start connector may be located behind the battery box door at the front of the vehicle or behind an access door above the front bumper.
Page 355 8. Connect the other end of the booster cable to the jump start connector (if so equipped) on your bus. If your bus does not have a jump start connector, clamp the remaining end of the positive (+) booster cable to the positive terminal of the discharged battery. Do not attach the negative (black, –) cable from the booster battery directly to the negative terminal of the discharged battery.
Page 356: Battery Equalizer
BATTERy EqUALIzER LED illuminates when load is applied. The Battery Equalizer (Figure 9-5), located in the battery box access area on the street side of the coach, obtains a 12 volt DC power source from the 24 volt DC electrical system. In addition to providing regulated 12 volt power at up to 100 Amps (or 80 Amps, de- pending upon model of equalizer installed), the equal- izer ensures that battery voltages remain equal, which...
Page 357 requires a momentary surge current which exceeds the rated capacity of the equalizer, Battery A will supply the extra current to the load. The equalizer will then replenish the energy to Battery A after the surge has passed. There are relay contactors internal to the equalizer to prevent damage to the equalizer if the cables are connected to the wrong terminals.
Page 358: Equalizer Troubleshooting
Indicator Voltage Comparison Equalizer Status Light stand-by mode battery A is lower than battery b the equalizer will not turn oN until battery A but within 0.05 volt. is lower than battery b by more than 0.05 volts. battery A is lower than battery b Normal operating mode by 0.05 volt to 0.10 volts.
Page 359: Equalizer Replacement
If a unit fails and is within the warranty period, the Field Service Department of Gillig should be con- tacted for further processing of the claim. If the unit is not within the warranty period, the Gillig Parts Department should be contacted to obtain a replacement.
Page 360 3. Remove the four screws attaching the equalizer to the floor of the compartment and remove the equalizer from the coach. 4. Install the replacement equalizer, aligning the holes in the mounting flange with the holes in the floor of the compartment. Attach the equalizer to the compartment floor with four screws. Tight- en the screws firmly, but to no more than 120 in-lb.
Page 361: Em70D Electrical System Monitor
EM70D Electrical System Monitor The Vanner EM70D electrical system monitor, HIGH mounted in the rear bulkhead, monitors the alter- CHECK VOLTAGE VOLTAGE (12V SYSTEM) nator output to the battery. It communicates with (24V SYSTEM) (24V SYSTEM) the I/O system to alert the driver via the indicator Figure 9-8, Indicator Lamps Show Blown Fuse lamp strip if there is a problem with the 12V or the 24V electrical system on the bus (see Figure...
Page 362 Warning Lamp Definitions See Figure 9-9 for location of warning lamps. The warning lamps will glow under the following condi- tions: • Battery Low 1. Battery voltage drops below 24 VDC • Check alternator output • Check alternator regulator • Check battery connections •...
Page 363: Charging System
CHARGING SySTEM The charging system is an electrical power generating system that provides electrical power to all of the electrical systems and also charges the batteries. The charging system power output is provided by the alternator and controlled by the voltage regulator. The batteries do not supply any power to the electrical system when the engine is running and the alternator is operating.
Page 364 RELAY POSITIVE TERMINAL TERMINAL FIELD TERMINAL "F1" (+) STATOR WINDINGS FIELD WINDINGS FIELD TERMINAL "F2" (-) RECTIFIERS 20-800-57 Figure 9-10, Alternator Schematic Alternator Mounting The belt driven alternator is mounted at the rear of the engine on a mounting cradle. A polyvee belt drives the alternator pulley from an accessory pulley on the engine.
Page 365 Routine Maintenance Since there are no brushes or slip rings, the alternator requires only routine, periodic maintenance. 1. Check the alternator mounting bolts and tighten as necessary. 2. Check all the electrical connections for tightness and corrosion. Clean off the corrosion and tighten connections to torques specified in the Electrical Schematics Manual.
Page 366: On-Vehicle Charging System Checks
6. Switch the battery disconnect switch to the Off position. Unplug the harness connector from the voltage regulator. Plug a break-out tool (Gillig part number 50-57843-000) into the voltage regulator, and plug the harness connector into the break-out tool. This will allow you to test volt- age regulator connections while the harness is connected and with the engine running.
Page 367 8. Connect voltmeter to regulator POS terminal. This is the input voltage to the regulator. a. If voltmeter reads 24–28 volts and voltage in Step 7 was less than 28 volts and the ground connection (Step 6) is good, the regulator is defective. b.
Page 368 Testing the alternator using the “full fielding” method can cause severe electrical damage to the electrical system of the vehicle! Testing Alternator Output Under Load: If the alternator is operating but indications are that it is not producing adequate current when under heavy load, perform the following checks: 1.
Page 369: Alternator Repair
Higher Than Normal Voltage: If the alternator voltage is higher than specification, and the voltage regulator adjustment will not correct the problem, check that the alternator/regulator wiring is correct. If wiring is correct, replace the voltage regulator. Alternator Bench Test The alternator may be removed from the engine and checked on a test bench if proper facilities and skilled personnel are available.
Page 370 Alternator Installation 1. Position alternator on mounting bracket. 2. Install washers on the mounting bolts and tighten front (drive end) to 65–75 lb-ft (88–102 N-m) and rear to 55–65 lb-ft (75–88 N-m) torque. 3. To prevent chaffing, heat damage, engine fire, etc., all cables and hoses should be routed and clamped in the same way they were before the alternator was removed.
Page 371: Alternator Cable/Fuse Installation Procedure
• Always hold lower nut while upper nut is torqued! • Replace fuses only with fuses of the same amperage. Contact your Gillig Service representative for the correct fuses. To install cables and fuses, refer to Figure 9-15 and follow these guidelines: 1.
Page 372 3. Install small cable, washer, and nut over 1/4" stud and torque to 85 in-lb. 4. During installation, double check labels on cables and make sure that all cables agree with decals and labels on the panel. See Detail C See Detail B Starter Relay See Detail A...
Page 373: Starting System
STARTING SySTEM The starting system includes the batteries, starter motor, starter solenoid, starter control relay, rotary ignition switch, and other circuit breakers, switches, and wiring. A starting system electrical schematic is included in the Electrical Schematics Manual. Starting Control and Operation Safety When performing maintenance operations in the engine compartment, keep the IGNITION SELECT switch in the center “OFF”...
Page 374 Starter Motor The electrical starter motor (Figure 9-16) is a heavy duty, solenoid operated unit. The armature shaft is supported in sintered bronze bushings in three places: the commutator end frame, the shift lever housing, and the nose housing. O-ring seals are used between the commutator end frame and the field frame and between the shift lever housing and the field frame.
Page 375 Starter Solenoid The solenoid has two windings: the pull-in winding and the hold-in winding. When the starter switch is closed, both windings are energized, producing a magnetic field which pulls the plunger in. This inward movement shifts the starter pinion into engagement with the flywheel teeth and also closes the main contacts in the solenoid switch to complete the battery to starter circuit.
Page 376 Diagnosis Procedures The following diagnosis procedures will help in determining problems in specific circuits and compo- nents related to the starter. Solenoid Check Perform a resistance check with an Ohmmeter. Starter Relay Contactor Test CONTACTOR VOLTAGE LOSS Perform the starter relay contactor test as fol- lows: 1.
Page 377 Starter Relay Circuit Test A starter relay that does not close or drops out too soon can be caused by high resistance or an open cir- cuit in the control circuit. Perform the starter relay circuit test as follows (Figure 9-18): 1.
Page 378 The maximum control circuit loss should not exceed 1.0 volt. • If circuit loss does not exceed the maximum voltage allowed, and the switch is closed, the mag- netic switch circuit test is complete. • If circuit loss does not exceed the maximum voltage allowed, but the switch does not close, replace the starter relay and repeat the above test.
Page 379 Starter Overcrank Protection To prevent overheating and possible damage or fire, the starter motor is equipped with an overcrank protection system. A thermostatically controlled mechanical circuit breaker is installed adjacent to the starter brush ground lead. The breaker connects to the starter magnetic switch (see Figure 9-19).
Page 380 Starter Installation 1. Use a suitable strap to raise the starter into position against the engine block. 2. Secure the starter to the engine block with three bolts (Figure 9-20). Tighten the bolts to 55 ft-lb (75 N-m) torque. 3. Connect the 24 volt cable to the starter solenoid and connect the ground cable to the starter grounding stud.
Page 381 Pinion Clearance Adjustment This check must be made with the starter removed from the engine. It is rare that the pinion has to be adjusted, however if the wear pattern on the pinion teeth indicates that the pinion is not engaging the flywheel ring gear at the proper position, proceed as follows: 1.
Page 382: Multiplexing System
Multiplexing also provides better control and troubleshooting capa- bilities for the electrical system. A multiplexing service manual from I/O Controls, Dinex T2 Multiplex System for Gillig Bus, is included on your Gillig documentation CD. For the most up-to-date information, contact the I/O Controls Corporation. I/O Controls Corporation 1359 West Foothill Blvd.
Page 383 Multiplex System Components The multiplexer modules are located in four or five locations inside the bus. Refer to Figure 9-23 for a diagram of these locations. The different types of modules are described below. Radio zone D zone zone C A &...
Page 384 t2-hcNc-888 high speed controller module The T2-HCNC-888 “brain” module (Figure 9-25) is a programmable network controller which can handle up to eight inputs and eight outputs. There is one T2-HCNC-888 module installed in the coach. This module constantly monitors the system for signals from other modules.
Page 385 Figure 9-27, T2-DIO-168S-K7 t2-48led-06-gl indicator lamp strip module The Indicator Lamp Strip Module has been integrated into the Multiplexing system, and it now receives commands from the master module to turn appropriate indicator lights on and off according to programming commands. (See Figure 9-28.) Figure 9-28, Indicator Lamp Strip Module t2-dio-32iN digital input control module...
Page 386 t2-gw-024-mvcm module (optional) The optional T2-GW-024-MVCM Module (Figure 9-30) sends discrete signals to intelligent devices such as Siemens GPS/voice annunciation systems regarding bus status information, for example, that the doors are open, the ramp is deployed, or that a stop has been requested. Figure 9-30, T2-GW-024-MVCM Module t2-dio-4out-K7 module (optional) The optional T2-DIO-4OUT-K7 Module (Figure 9-31) sends discrete signals to intelligent devices such...
Page 387 t2-dio-pwm-888-K7 control module with pulse width modulation The T2-DIO-PWM-888-K7 Control Module (Figure 9-32) provides low voltage (8V) to outputs 6 and 8 for low-beam headlighs, significantly increasing bulb life. The voltage pulse width, instead of a con- stant 12 volts, is digitally modulated and programmable for a desired percentage of duty cycle. This module controls high beam headlights, panel lights, stop request lights, marker lights, and front stepwell heater(s).
Page 388: Multiplex System Connections
Deutsch connectors. Do not cut or modify any of the multiplex system wiring. Refer to the Schematics Manual for your coach to determine cable routing. DINEx GILLIG P/N: 3-436-08 MODEL: T2-DIO-32IN-GL CONTROLS CORP. AzUSA, CA U.S.A.
Page 389: Troubleshooting
The best way to understand the programming of your coach’s multiplexer system is to study the diagram of the programming, which is known as a “ladder chart.” The ladder chart can be found in the Gillig Electrical Schematics Manual. Always make sure you are using the correct manual for your bus before attempting any electrical troubleshooting;...
Page 390 Timed Action This symbol, which looks like a box interrupting a horizontal line (see Figure 9-37), indicates that the timed function listed inside the box will affect whatever action is listed to the right of the box on the ladder chart. In some cases, there may be a delay before an action is taken; in others, an action may be taken for a specified amount of time, then stopped.
Page 391: Module Led's
Module LED’s The multiplexing system modules have LED indicator lights to help you find problems. Observing the LED’s on the modules while referring to the ladder chart for your bus will enable you to solve most electrical problems on the bus. Input Circuits Input circuits have green LED’s.
Page 392: Diagnosis
If none of these diagnostic procedures help, there may be a hardware or programming problem with the multiplexing system itself. Contact the Gillig Field Service Department at (510) 785-1500 or I/O Controls Corporation at (626) 812-5353 for advanced troubleshooting assistance.
Page 393 DINEx Flash Codes (Continued) COMM FAULT Meaning Lamp is: Dinex communication OK 1 Flash Module A1 #64 Comm Fault 2 Flashes Module A2 #65 Comm Fault 3 Flashes Module A2 #66 Comm Fault 4 Flashes Module B1 #67 Comm Fault 5 Flashes Module B1 #68 Comm Fault 6 Flashes...
Page 394: Welding Precautions
Welding Precautions Please take the following precautions when performing welding in a bus equipped with the I/O DINEX Multiplex system. All of the following precautions should be taken before welding. Failure to do so may cause damage to the I/O Multiplex system and void system warranty.
Page 395: Electrical Panels
ELECTRICAL PANELS Driver’s Area The following components are located in the driver’s area. Refer to the Driver’s Handbook for a detailed description of the driver’s area components. Driver Console The transmission, door controls, and PA components are located in the console, which is located along the wall at the driver’s left.
Page 396 Do not substitute a circuit breaker with one of higher amperage rating. An overloaded circuit can occur leading to equipment failure or fire. Be sure the battery disconnect switches in the battery compartment are turned to the “OFF” position before attempting service in the electrical panel. Always refer to the appropriate wiring diagram in the Electrical Schematics Manual to ensure that the connections are properly accomplished.
Page 397 Rear Enclosure Electrical Panel The Rear Enclosure Electrical Panel is located inside the coach interior at the top of the rear bulkhead area (see Figure 9-41). The panel is reached by opening a locked access door. See Figure 9-42 for com- ponent locations.
Page 398: Sae J939 Interface
SAE J939 INTERFACE The primary communications network on your coach is a “CAN backbone”—a controller area network. Controls such as the ECM (engine control module), ECU (transmission electronic control unit), ABS system ECU, and other vehicle computer control systems communicate through use of this SAE J1939 standard communication link.
Page 399 Figure 9-43, Schematic of SAE J1939 Communications Network Electrical System...
Page 400: Rear Run Box
REAR RUN BOx The rear run box is located in the rear of the engine compartment. It provides a means of starting the engine from the engine compartment. It contains the basic engine controls and gauges. Also included is the ENGINE/TRANS/ABS DIAGNOSTICS connector. Refer to “Rear Run Box” wiring diagrams in the Electrical Schematics Manual for information on circuits and connections in the rear run box.
Page 401: Electric Horns
ELECTRIC HORNS A set of horns, operated by the button in the center of the steering wheel, are mounted in the headlight channel in the front of the coach (Figure 9-45). These horns are energized through the horn relay with 12 volts supplied by a circuit breaker on the 12 volt battery feed bus bar when the horn button is pressed and held.
Page 402 Wheelchair Ramp Beeper The wheelchair ramp warning beeper is mounted in the right hand sidewall just to the rear of the en- trance door. It is an electronic buzzer type of beeper. It is energized whenever the kneeling “UP” or “DOWN”...
Page 403: Fire Detection System
Note: If your bus is equipped with a Kidde Santa Barbara Dual Spectrum dry chemical fire suppression system, do not perform this test. Contact your Gillig Service representative for more information. Replacing Linear Heat Detector When a fire or overheating condition occurs in the engine compartment and/or air conditioning compart- ment, or when the temperature exceeds 348°...
Page 404 When installing new linear wires, observe the following precautions to insure that the fire detection system operates properly. • Make certain that the detection wires are not installed closer than 12 inches to the engine exhaust components. • Do not allow the detection wires to be pinched or crimped. •...
Page 405: Fire Suppression System
FIRE SUPPRESSION SySTEM The bus is equipped with an Amerex dry chemical fire suppression system. The pressurized cylinder contain- ing the extinguishing agent is located behind the curb side rear wheels. Refer to the Amerex manual (Figure 9-48) provided with the bus for service and operating instructions.
Page 406: Interior Lighting
INTERIOR LIGHTING Circuit diagrams for the interior lights and their controlling switches, relays, and circuit breakers, are shown on the applicable wiring diagrams in the Electrical Schematics Manual. Fluorescent Lighting System The interior fluorescent lights are energized when the “Interior Lights” toggle switch is flipped to the ON position.
Page 407 Ballast Mounting Plate Light Panel Ballast Bulb Lens Figure 9-49, Fluorescent Lamp Figure 9-50, Remove Lens Ballast Replacement The following instructions are for replacement of standard ballast. See “Extinguishable Ballast Re- placement” below for additional instructions for replacing extinguishable ballast and high-output lamp tubes.
Page 408 Extinguishable Ballast Replacement Extinguishing ballast is used in combination with HO (high output) lamp tubes to extend the operational life of lamp tubes required to switch with the doors. HO lamp tubes are bi-pin rather than single pin. The bi-pin configuration is used in order to provide a limited but constant amount of power to the lamp tube filaments, keeping them warm and ready for full power when required.
Page 409 After cooling off, the input power needs to be reapplied for start. † Note that for extinguishable ballast, the red LED on also indicates that ballast is in extinguish mode. For more information, call your Gillig Service representative, or contact Pretoria at. Pretoria Transit Interiors, Inc. 1975 Joe B. Jackson Pkwy...
Page 410 Door Lamps The door lamps are energized when the doors are opened. The bulbs are replaced by removing the lamp lens which is attached to the lamp housing with two screws. Engine Compartment Lights The engine compartment lamps are controlled by a switch on the rear run box. These bulbs are readily accessible for replacement.
Page 411: Exterior Lighting Equipment
ExTERIOR LIGHTING EqUIPMENT Circuit diagrams for the exterior lights and their controlling switches, relays, and circuit breakers, are shown on the applicable wiring diagrams in the Electrical Schematics Manual. Exterior Lamps Test Switch Mounted on the underside of the electrical component compartment (above the driver’s side window), the Exterior Lamps Test switch uses the multiplex system to activate every exterior lamp on the bus except for the backup lights.
Page 412 any equivalent headlight aiming tool which complies with SAE standard J602 and is equipped with a rectangular headlight adapter. Instructions for using the tool are supplied by the manufacturer of the aim- ing equipment and should be followed precisely. Sealed Beam Replacement 1.
Page 413 Stop, Tail, Turn, Backup, and Hazard Lights A combination light assembly is mounted in the rear corner panels. This light assembly includes an am- ber turn signal light, a combination stop and tail light, and a backup light. The turn signal light also acts as a hazard warning light.
Page 414 Stop Light Switch Replacement 1. Disconnect the electrical connectors from the switch terminals. 2. Exhaust air pressure from the system. 3. Disconnect the air lines from the switch and then remove the switch from its mounting plate. Operating Test 1. Apply the brake valve and note that, with the first downward movement of the treadle, the stop light indicator light immediately lights.
Page 415: Marker, Clearance, And Identification Lights
License Plate Light A license plate lamp is mounted above the license plate in the license plate holder in the rear engine access door. The lamp is energized when the ignition rotary switch is in any position beyond the “OFF” position. Refer to the “License Plate Lamp”...
Page 416: Speedometer
You must replace the speedometer (Gillig part number 51-49903-000, Cyberdyne part number 8303) whenever you change tire size or drive-axle gear ratio. First call Gillig’s Engineering department and determine the frequency to order for the new speedometer. You will use the following formula to deter-...
Page 417: Wheelchair Ramp
WHEELCHAIR RAMP The driver controls the ramp from the ramp controls located at the lower part of the RH dash panel. Re- fer to the Driver’s Handbook for proper operating procedures. The wheelchair ramp is a self-contained unit located in the entrance platform floor. The ramp is entirely electrically operated.
Page 418 Manually Stowing the Ramp 1. At all times during the manual stow procedure, verify that there is no person in the path of the ramp as it is slowly retracted to the fully stowed position. 2. Lift the outermost edge of the ramp up and slowly push the ramp up and into the coach. Continue to push the ramp downward until the outermost edge of the ramp comes to rest nearly in the fully stowed and latched position.
Page 419: Electrical Connectors
Crimping Hand Tool, 12 Ga. 1208 5115 Removal Tool 1201 4012 AMP Mate-N-Lok Connectors The following table shows the tools needed to remove and replace connector pins and wiring. Tool Gillig P/N AMP P/N Wire Range AWG Crimping Tool 51-13588-900 90298-2 20-18...
Page 420 Deutsch DT Series Connectors Electrical System...
Page 421 Electrical System...
Page 422 Deutsch HD 0 Series Connectors Electrical System...
Page 423 Electrical System...
Page 424 Deutsch HD 30 Series Connectors Electrical System...
Page 425 Electrical System...
Page 426: Wiring Harnesses, Junctions, And Connectors
WIRING HARNESSES, JUNCTIONS, AND CONNECTORS The wiring harnesses supply electrical current to the various systems of the coach. The weatherproof connectors, plastic lock connectors, junction blocks, and connecting wires are shown in the applicable wiring diagrams in the Electrical Schematics Manual. The circuit breaker electrical schematic therein lists each circuit breaker number, its amperage rating, its current source, its function, and a wiring dia- gram reference.
Page 427 Wiring Harnesses The wiring in the coach is provided in modular replaceable harnesses. The harness contains several spare wires for replacements for broken wires or for the operator to add features some time after delivery of the coaches. If only one or two wires are broken or damaged, the spare wires can be used to replace the damaged circuits.
Page 428 or pins when the connector halves are separated. To locate a specific terminal, locate the number at the outer end of the connector that is closest to the number desired and then count the pins or cavities across the connector until the desired terminal or cavity is reached. When connecting the harness connectors to the connector panel or to the mating connector, the connec- tor keyway and key must be aligned.
Page 429: Chapter 0- Heating / Air Conditioning
Valve function, all of these components must perform properly. See Figure 10-1. Evaporator Coil The passenger air conditioning and heat- ing systems used on the Gillig Bus use Freon (dichloro-difluoro-methane) as the Suction Service heat carrying and cooling medium. Valve...
Page 430 Air Circulation Condenser The condenser functions by drawing cool ambient air through the top screen in the grille in the rear of the bus and circulating the air through the condenser coil where all heat is absorbed from the refrigerant. The hot air is then exhausted out the rear of the unit through the grille at the upper rear of the bus.
Page 431 Safety Precautions 1. Never close the compressor discharge valve while the system is operating. 2. Keep hands clear of the fans and belts when the system is running, especially when opening or closing the compressor service valves. 3. When working with refrigerant, always wear eye protection; refrigerant can cause severe damage to the eyes.
Page 432: System Control
Mounting Location Condenser The passenger air conditioning and heating system is mounted in the rear of the bus on the engine compartment heat shield, above the engine compartment (Figure 10-2). The inner bulkhead is bolted to the front of the system and serves as a noise/heat protection shield between the passenger area and the air condi- tioning and engine compartments.
Page 433: Driver's Heater And Defroster System
DRIVER’S HEATER AND DEFROSTER SySTEM The driver’s heater and defroster system provides heated air to the driver’s area and heated air for the de- froster system. The heat is supplied by engine coolant that is pumped from the engine by a booster pump and the flow is controlled by the hot water control valve.
Page 434 Maintenance Seal-less Pump There is no maintenance required for the pump. If the pump leaks or malfunctions, replace it with a new pump, and send removed pump to Ametek for repair. Motor The motor bearings are designed for 60,000 hours of service. Motor bearings should be replaced every sixth year of operation to prevent motor failure.
Page 435 Troubleshooting NO WATER FLOW OR NO HEAT CONDITION If you have a “no heat” condition and believe that the pump is not operating properly, follow these steps to determine if the pump has failed or if some other part of the system is causing the no heat condition. 1.
Page 436 MOTOR WILL NOT OPERATE 1. Check the connections to the motor terminals to verify that the (+) positive and (–) negative leads are connected to the proper supply voltage. If the leads are reversed the unit will not operate. The motor on a 24 VDC system will not run, but will operate properly when the polarity has been corrected.
Page 437 Booster Pump Motor Replacement Removal 1. Please refer to Figure 10-3. Disconnect the pump and motor from the power source. 2. Remove the four socket head screws and the four washers. This will allow the motor and con- necting housing to be removed from the pump head without draining the cooling system. 3.
Page 438 Assembly 1. Clean all parts with a soft cloth. Remove any loose metal particles that have been attracted to the magnet assembly. 2. Install the connecting housing onto the motor. Install and tighten the four flat head screws. 3. Install the drive magnet assembly on to the rotor shaft. Line up the set screws with the flats on the shaft and tighten.
Page 439 Circuit Board/ Heat-Sink Assembly Pan-Head Screw Pan-Head Screw Electronics Housing Flat Washer O-Ring Motor Lead Wires Wave Washer Shim Shaft/Rotor Assembly With Heat-Sink Tubing Ball Bearings Stator/Housing Assembly Ball Bearings Stator Lead Wires Baseplate Flat Washer Socket-Head Screw Figure 10-4, Coolant Pump Motor Heating &...
Page 440 5. Reassemble the motor to the pump by attaching the four cap screws. When complete, verify that the pump is operating properly. For more information, please call your Gillig Service represen- tative, or contack AMETEK. AMETEK 627 Lake Street...
Page 441: Auxiliary Coolant Heater (Optional)
AUxILIARy COOLANT HEATER (OPTIONAL) The optional auxiliary heater can be used for additional passenger heating during very cold weather or to preheat the engine coolant for easier cold starting. The coolant heater works by burning diesel fuel and can be dangerous if used incorrectly. Consult the OEM documentation included in the manual package for buses with this option, and refer to the “Preventive Maintenance”...
Page 442 Heating & Air Conditioning...
Page 443: Chapter - Body And Interior
If a large section is damaged, use a water-base undercoating such as PPG CoraShield 7972. Contact your Gillig Service representative for more information. If there is a bare, rusted section on the underbody, Gillig recommends the use of Extend , a Loctite rust-treatment product.
Page 444 (see above), and an annual underside inspection report must be sent to Gillig’s Warranty Department within 60 days of the inspection so Gillig can institute corrective action before it’s too late. See your specific warranty documents for terms, conditions, and limitations.
Page 445: Exterior
ExTERIOR Side Framing and Skins The frame structure is made of rectangular alumi- num extrusions bolted together using cobolt/gusset construction. Aluminum is used for the exterior skins because it is durable and does not rust. Refer to the “Body Repair and Painting” section of this chapter for repair and painting instructions.
Page 446 Before tightening the screws, make sure that the gusset lies snugly on the profiles, without any gaps. Tighten the screws in the order shown in Figure 11-2. Torque to 186 ± 9 in-lb. After installation, make a visual check to determine that the clamping plates have rotated into their cor- rect position (see Figure 11-3).
Page 447: Cobolt/Gusset Repair
Error Noticed immediately Noticed after more than after installation 5 minutes One or more clamping • Loosen the screw of the faulty • Remove and replace the screw plates are not properly clamping plate. of the faulty clamping plate. rotated into final posi- •...
Page 448 Skirt Panels All the skirt panels on the Low Floor bus can be easily removed and replaced. There are two types of skirt panels: the hinged type, which serves as an access door, and the fixed type, which cannot be opened.
Page 449 2" Tape should be equally spaced 2" at each (0" min. / 3" max.) on each panel. end of panel Bus Body Figure 11-5, Spacing for Tape/Skirt-edge Trim Bus Body installation 1. Apply tape/skirt-edge trim onto the top edge of the panel. Refer to Figure 11-5 for spacing.
Page 450 Hinged Skirt Panels Some Low Floor body skirt panels are hinged at the top and serve as access doors for various components, such as the batteries, radiator, etc. removal 1. Release the latches at the lower corners of the panel.
Page 451 See Figure 11-11 for an exploded view of a typical roof hatch; your Gillig Parts Manual will have a more comprehensive parts breakdown. Never attempt to repair a damaged hinge assembly. A repaired hinge may fail and cause the hatch cover to fly off the bus, creating a hazard.
Page 452 Outside release Trim molding Hinge pin Plunger spring Handle base Link & plunger assembly Release handle retention cable Release handle shield Main hinge (not serviceable) Release hinge Mounting frame Figure 11-11, Roof Hatch Body and Interior...
Page 453 Various holes are cut into the heat shield for component placement. UL classified poly- urethane foam, available from Gillig Parts, is used as a fire sealant on large openings on the heat shield panel where pipes, cables, and hoses pass through. This shield is not insulated and does not require maintenance.
Page 454 For mirrors with a grease fitting on the mounting bracket, the lube interval is every 6 months. Besides periodic cleaning of the mirrors, no other service is required. Your Gillig Parts Manual provides an ex- ploded diagram of exterior mirror parts.
Page 455: Windshield Wipers
WINDSHIELD WIPERS The coach has two separate electrically operated pantograph type full sweep windshield wipers with an integral windshield washer spray head (see Figure 11-12 for a typical electrical wiper assembly). Wiper speeds are infinitely variable between the minimum and maximum speeds. Speed selection for each wiper is provided by rotary dashboard controls, which have a provision to return the wiper arms to the park position when shut off.
Page 456 • Full sweep of the arms • Spray pattern of the washer nozzles Replacing Windshield Wipers To replace the wiper blades it is necessary to replace the entire wiper blade assembly. Replacement windshield wipers are available through your Gillig Parts representative. Body and Interior...
Page 457 Wiper Arm Removal and Replacement To remove the wiper arms: 1. Ensure that the arm is in the parked position by turning the control knob fully to the left. 2. Mark the angle of the arm relative to the windshield with a grease pencil. 3.
Page 458: Access Doors
ACCESS DOORS Door Latches Although maintenance of latches is not necessarily required, it is advisable to occasionally apply a light oil to moveable parts to prevent binding. Square Head Key Latches Square head key latches are opened by inserting a 1/4” square headed key (Figure 11-13) into the square latch hole and turning the key towards the center of the door panel.
Page 459: Body Repair And Painting
The Parts Manual illustrates the various tubing available. Contact the Gillig Service Department if further assistance is required.
Page 460 To acquire the manufacturer’s color number to match paint for repaired area with paint presently on the vehicle, contact the Gillig Corporation Parts Department. If an entire panel or section of the vehicle is to be painted, exact color matching may not be necessary.
Page 461 Fiberglass Repair It is advisable to refer any large fiberglass repair projects to experienced body repair shops. To repair small fiberglass sections, fiberglass repair kits can be purchased from local paint shops. In- structions provided with the repair kits should be reviewed and adhered to. Exterior Cleaning Establishing a routine cleaning program is essential for maintaining the original appearance of the ve- hicle.
Page 462 Lemon Joy® (phosphate free) Benzol (Benzene) Kleenol Plastics Gasoline Lestoil® Carbon Tetrachloride Stanisol Naphtha® Chlorinated Hydrocarbons Oils Texine-8006, 8129, 8758 Antifreeze Liquid Cleaner - 8211 Questions as to compatibility of other specific materials should be directed to Gillig Corporation. Body and Interior...
Page 463: Interior
Although dents or cracks in the melamine panels can be repaired by using BondO, it is usually advis- able that any damaged panels be replaced. Difficulty in paint color matching should be considered when deciding whether to repair or replace a damaged panel. Panels may be ordered from the Gillig Parts Department.
Page 464 The proper type and color sealer can be purchased through the Gillig Parts Department. To clean the bus floor, use a damp mop and a degreaser detergent with a PH of no more than 10 mixed with warm water in a bucket, diluted as recommended by the detergent manufacturer.
Page 465: Passenger Doors
PASSENGER DOORS The standard door configuration on a Gillig transit bus is a driver controlled, air operated, front and rear door. The front doors are opened and closed by an electrically-controlled air motor; the rear doors are opened by an electrically-controlled air motor and closed with a spring mechanism. Refer to the Air chapter for a description and operation of the air motor and door air system operation.
Page 466 Manual Release area (see Figure 11-16), can override the interlock function on your Low Floor bus. When the switch is in the “On” position, the brakes activate automatically and the throttle is disabled whenever the rear doors are opened, the lift is activated, the coach is running at “fast idle,”...
Page 467 Door Override (SWAT) Switch The door override switch, located at the access door on the upper-right-hand corner of the rear engine door, will wake up the I/O system (if it is in sleep mode) and activate both door motor solenoids to open both the front and the back doors.
Page 468: Front Doors
FRONT DOORS The front doors on your bus operate using components and mechanisms supplied by the Vapor Corpora- tion. For any door operation or maintenance information not supplied in this manual, contact the Vapor Corporation at (847) 967-8300. Teeter Plate Opening Speed Spherical (Appearance may vary)
Page 469 Lock Nuts Lock Nuts #2 Door Panel (Rear) # Door Panel (Front) Figure 11-18, Disconnecting Connecting Rods 8. Close the front (#1) door panel. Grasp the front door spherical rod end at the teeter plate to prevent it from turning and turn the connecting rod until the rod end can slip onto the pin on the teeter plate.
Page 470 Front Door Speed Adjustment The speed of door opening and closing can be adjusted at the door motor, as can the rate of cushioning during door operation. Refer to Figure 11-17 and Figure 11-20 for the locations of the door speed adjust- ment screws.
Page 471 Electrical Switch Adjustment Adjust any electrical switches which contact the teeter plate for a minimum of .015" of overtravel (the movement allowed in the switch after actuation before the switch lever and plunger bottoms) after actua- tion. Proximity switches (see Figure 11-21) should be adjusted to provide a 4mm gap between the switch and the teeter plate at the closest point in the teeter plate’s travel.
Page 472: Rear Doors
REAR DOORS The rear doors on your bus operate using components and mechanisms supplied by the Vapor Corpora- tion. For any door operation or maintenance information not supplied here, contact the Vapor Corpora- tion at (847) 777-6400 / www.vapordoors.com. Solenoid Assembly LS3 Switch Cushion Speed Adj.
Page 473 Spring-Closed Rear Door Connecting Rod Adjustment The connecting rods join the bell crank assembly and the hinge post levers. The connecting rods act as a turnbuckle to control the closing and opening relationship between each door panel, so that the door edges do not bind or contact upon closing.
Page 474 Refer to the Gillig Electrical Schematics Manual for your bus for specific information on the LS1 switch circuits. The LS1 switch MUST be activated with the doors locked (while the lock pawl is engaged in the cam notch).
Page 475 Refer to the Gillig Electrical Schematics Manual for your bus for specific information on the LS2 switch circuits. LS2 MUST be activated with the doors unlocked between the fully unlocked (solenoid ener- gized position) and the major diameter of the cam.
Page 476 LS3 Adjustment The LS3 switch is used to open the touchbar circuit, allowing the doors to close once the doors have reached the full open position. Check that LS3 actuates at approximately 80 to 85% of the full open position. LS3 must not bottom out. Adjust as required. See Figure 11-25. Door Stops and Cylinder Rod Adjustment Check that the doorstops do not prevent the doors from opening the full 90°.
Page 477 Door Speed Adjustments The door cylinder has integrated speed controls. Door speeds should be set to allow the doors to open and close smoothly. Repetitive slamming may damage the doors. closing speed Door closing speed can be adjusted using a screw on the front cap of the door motor (refer to item in Figure 11-22 and the circled area of Figure 11-26).
Page 478: Door Repair
DOOR REPAIR Door Panel Removal Due to size and weight factors, assistance will be required to remove and replace door panels. Attempting to handle panels without assistance could result in personal injury. 1. Remove rubber molding from the bottom of the door panel. 2.
Page 479: Windows
Assistance is required when removing and handling heavy windshields and windows. Windshields and windows on all Gillig coaches are made of laminated glass or Lexan plexiglass, both referred to as glazing. Laminated glass is fabricated of two sheets of glass with plastic inserted between the panel, and plastic baked onto the outer surfaces.
Page 480 Removal When removing glazing, care should be taken not to strike the glass edges on any surfaces. This is especially important if glass is to be reused. To remove windshield glazing: 1. Remove the locking strip (rubber bead) by prying it loose at one end and peeling it out of the rubber molding.
Page 481: Driver's Side Window
Manual Insertion The locking strip can be manually inserted by using a flat blade screwdriver or similar tool. Liberally lubricate the locking strip lip. Push the flat bladed tool along the molding, turning the blade sideways to spread the groove open while pushing the strip into the groove with your thumb. When using this meth- od it is essential to make sure that even tension is applied to the strip and that the locking strip is forced completely into the molding groove.
Page 482: Window Removal
Window Removal Due to size, weight, and placement factors, assistance will be required to remove and replace windows. Attempting to handle removal or replacement without assistance could result in personal injury. Driver’s Window The driver’s window is fabricated as a complete unit and requires removal of the entire framing to re- place a glazing panel.
Page 483: Emergency Egress Windows
Emergency Egress Windows All egress window assemblies should be checked on a regular basis. Maintenance requires inspection, removal of debris, lubrication of window components, and testing. Maintenance of Egress Windows Lack of maintenance can result in increased required force for window opening operation in the event of an emergency situation.
Page 484 30-35 in lb. 6. Testing— Open and close each window and check for smooth operation. For more information, call your Gillig Service representative or, depending upon the manufac- turer of your windows, contact one of the compa- nies below:...
Page 485: Driver's Seat
DRIVER’S SEAT Your bus is equipped with a U.S.S.C. driver’s seat. The seat is mounted by bolting it to the floor of the driver’s compartment. An air line from the vehicle air system is run from under the flooring to the left of the seat to supply air to the seat air system.
Page 486 Driver’s Seat Troubleshooting Use the following chart to troubleshoot the USSC seat. Body and Interior...
Page 487 Driver’s Seat Maintenance The USSC seat requires little maintenance. Certain items should be checked daily, weekly, and monthly. Refer to the list below for the maintenance schedule: Daily Check that seat functions are not obstructed by foreign objects. Weekly Check the following seat functions and adjustments and repair as required: •...
Page 488 Driver’s Seat Repair and Service Refer to the Driver’s Seat Parts Identification List, Figure 11-33, Figure 11-34, Figure 11-35, Figure 11- 36, and Figure 11-37 when using the following instructions. Removing Seat From Riser 1. Disconnect the air hose. 2. The seat is connected to the riser by four bolts that run through the slide track and the top base plate.
Page 489 Seat Cushion Replacement 1. Remove the plastic bellow (item #3.390 on Figure 11-34) by removing the black plastic pins (item #3.400 on Figure 11-34) that hold it in place. The pins can be pried out using a flat screw- driver. Be careful not to tear the plastic. 2.
Page 490 Air Valve Replacement 1. Disconnect the air pressure source. 2. Remove the height adjustment knob and backing nut, according to the “Knob Replacement” sec- tion earlier in this chapter. 3. Lower the bellows by following Step 1 of the “Seat Cushion Replacement” section (above). 4.
Page 491 Replace Side Bolster Bags Refer to Figure 11-37. 1. Remove seat back cover (refer to the “Seat Back Cover Replacement” section earlier in this chapter. 2. Replace bag(s) as required. 3. Replace the foam and cover. Driver’s Seat Parts Identification List These item numbers refer to the USSC seat illustrations on the following pages.
Page 492 Figure 11-33, USSC Seat Assembly Body and Interior...
Page 493 Figure 11-34, USSC Seat Suspension Assembly Body and Interior...
Page 494 Figure 11-35, Base Assembly With Air-Operated Slider Release Figure 11-36, Base Assembly With Manual Slider Release Body and Interior...
Page 495 Figure 11-37, Seat Air Connections Body and Interior...
Page 496: Passenger Seating
PASSENGER SEATING Mounting bolts should be checked and tightened periodically on each seat. Service is not otherwise required. Cleaning Cleaning Fiberglass and Vinyl Seating To clean fiberglass and vinyl seating use a mild detergent and water solution. A nonabrasive cleaner may be used to remove heavy dirt.
Page 497 The following two methods of cleaning wool plush are the general methods referred to in the table below. Method 1: Apply a non-inflammable solvent (trichloroethylene) with a clean, white, absorbent material, treating small areas working form the outer edge towards the center of the stain. Blot frequently with a dry cloth to avoid rings.
Page 498 See the Driver’s Handbook for wheelchair securement procedures. Replacements for the retractors and belts used in these systems are available by calling your Gillig Parts representative. The rear wheelchair restraints have their belts attached to the T-pedestal legs of the flip- up seats.
Page 499: Index
Index Alignment Specs 168 Alternator Cable/Fuse Installation 371 Description 363 Drive Belt 107 Mounting 364 Air Cleaner Removal/Installation 369 Filter Element 91 Schematic 364 Removal/Installation 92 Terminal Connections 363 Restriction Indicator 91 Testing 366, 369 Troubleshooting 90 Anti-Lock Braking System 281, 397 Air Compressor API Oil Categories 59 Governor 203...
Page 500 Bearings, Wheel 286 Connectors, Wiring Belts Blade Type 427 Compressor Drive Belt 108 Hinge Type 427 Drive Belts 104, 107 Terminal Type 427 Drive Belt Tensioner 107 Weather-Pak 427 Bleeding Coolant Fuel System 72 Changing Procedure 82 Hydraulic System 324 Filter 81 Body Flushing 83...
Page 501 Driveline Equalizer, Battery Installation/Removal 131 Description 356 Lubricant Specifications 17 Replacement 359 Preventive Maintenance 46 Testing 357 Driver's Heater 433 Ethylene Glycol Coolant 79 Driver's Seat 485 Exhaust Clamp Installation 94 Preventive Maintenance 46 Exhaust Pipe 96 E-10 Brake Valve 215 Exterior Lamps Test Switch 411 Electrical System Battery Equalizer 356...
Page 502 Fuel Bleeding System 72 Inspection, Daily 41 Contamination 70 Interlock System, Brake 64, 246, 466 Filter 71 Intermediate Shaft, Steering 167 Lines 74 Priming System 72 Specifications 75 Sulfur Content 61 J1939 Interface 398 Tank 76 Jacking Instructions 29 Jack Stands, Using 30 Jump Starting 353 Governor, Air 203 King Pins...
Page 503 Miter Box, Steering 167 Mounts, Engine 102 QR-1 Brake Air Valve 238 Multiplex System 383 Quick-Release Brake Valve 238 Ladder Charts 389 Modules 383 System Connections 388 Troubleshooting 389 R-12DC Brake Valve 226 Radiator Cleaning 88 Inspection 87 Notice, Definition 19 Mounting 86 Removal/Installation 87 Ramp, Wheelchair 417...
Page 504 Spring Height Adjustment 146 Springs, Air Tail Pipe 96 Disassembly 141 Tank, Fuel 76 Installation 142 Tanks, Air 208 Removal 140 Tensioner, Drive Belt 107 SR-1 Spring Brake Valve 240 Test Switch, Exterior Lamps 411 Starting System Throttle Control 64 Lockout Control 373 Tires Solenoid 375...
Page 505 Troubleshooting Vanner EM70D 361 Air Dryer 254 Vent, Roof 451 Alternator 366 Voltage Regulator 363 Brakes 279 Adjustment 365 Drive Belts 104 Driver's Seat 486 Engine 109 Warning, Definition 19 Engine Air Cleaner 90 Warranty Information 37 Engine Cooling Fan 310 Weight, Vehicle 11 Fan 309 Welding Precautions 36...
Page 506 GILLIG CORPORATION 25800 Clawiter Road Hayward CA 94545 Phone: (510) 785-1500 Fax: (510) 785-6819 Printed November 2006...

GILLIG LOW FLOOR Service Manual

Chapter 2- Preventive Maintenance

Chapter 3- Engine

Chapter 4- Transmission/Driveline/Rear Axle

Chapter 5- Suspension

Chapter 6- Air System

Chapter 7- Brakes & Wheels

Chapter 8- Hydraulic System

Chapter 9- Electrical System

Quick Links

Troubleshooting

Need help?

Questions and answers

Summary of Contents for GILLIG LOW FLOOR