SWX ”B” Series Operator's Manual - Shuttlewagon mobile railcar ...

MOBILE RAILCAR MOVERS
SWX ”B” Series
Operator’s
Manual
4116 Doctor Greaves Rd.
Grandview, MO 64030
Ph: (816) 767-0300 Fax: (816) 763-0705
email: info@shuttlewagon.net

Table of Contents
Table of Contents
I. Introduction 1
The Shuttlewagon ® in General 1
The Shuttlewagon ® Off-Rail 1
The Shuttlewagon ® On-Rail 2
II. Safety 3
Mechanical Safety 3
General Operating Safety 4
III. Controls and Indicators 5
Illustration I. Cab Overview 5
Illustration II. Controls and Indicators 1-4 6
Illustration III. Controls and Indicators 5-12 7
Illustration IV. Controls and Indicators 13-31 8
Illustration V. Controls and Indicators 32-48 10
Illustration VI. Controls and Indicators 49-55 13
Illustration VII. Controls and Indicators 56-57 15
Illustration VIII. Controls and Indicators 58-60 16
Illustration VIII. Controls and Indicators 62-68 17
Illustration VIII. Controls and Indicators 69-72 18
Illustration IX. Controls and Indicators 73 18
Illustration X. Controls and Indicators 74-75 19
Illustration XI. Controls and Indicators 76 19
IV. Pre-Start 20
Pre-Start Walk Around 20
Exterior Check 21
Interior Check 21
Recommended Monthly Inspections 23
Recommended Semi-Annual Inspection 24
V. Road Operation 25
Operation (Road Mode) 25
Oil Pressure 26
Air Pressure 26

Table of Contents
(cont.)
Table of Contents
VI. Rail Operation 28
Mounting On Rail (400 Series and Single Steer Units) 28
Mounting On Rail (500 Series and Dual Steer Units) 29
Coupling 30
Connecting Railcar Air Brakes 31
Why Use the Train Brake System? 32
Train Rail Brake Control 33
Unhooking From Railcars 34
Dismounting From Rail 34
Towing 34
VII. Railcar Movement 35
Grade in Relation to Travel 35
Railcar Brake Systems (Air and Mechanical) 37

Introduction
I. Introduction
Welcome to the Shuttlewagon ® Operators handbook. This handbook
contains information, descriptions and illustrations for the various
functions and operations of the Shuttlewagon ® , and is intended as a
handy reference for operating the Shuttlewagon ® only. To obtain comprehensive
Shuttlewagon ® training contact Central Manufacturing’s Training
and Customer Support service at (816) 767-0300.
The Shuttlewagon ® in General
The Shuttlewagon ® is designed as a railcar mover to free up locomotives
from switching yard duties. It’s unique design helps eliminate rail yard congestion
by being able to move both on rail and off rail by means of
hydraulically raised and lowered rail wheels.
Under normal conditions the Shuttlewagon ® can move freely on asphalt,
cement, gravel or dirt roads. Due to the narrow wheel base required for rail
operation the Shuttlewagon ® should never be operated on an extreme
grade or pitch.
The Shuttlewagon ® utilizes a heavy duty power train and rubber tires to
achieve tractive effort. The rubber tires achieve a greater tractive effort
than railcar movers that use steel rail wheels for traction.
Most components of the Shuttlewagon ® are comprised of brand name offthe-shelf
parts (i.e. the power train is comprised of either a Caterpillar or
Cummins engine, Funk transmission and Rockwell axles) in a factory built
frame. Other systems use similar brand name parts with customized layouts.
The Shuttlewagon ® Off-Rail
When the Shuttlewagon ® is off-rail, it operates the same as a truck. It has
hydrostatic steering, two wheel drive and disc brakes. All pedals, switches
and controls conform to normal truck operation and application.
The control panels are designed for the operator’s convenience. They are
easy to read and within easy reach of the operator.
Side view mirrors are located on both sides of the Shuttlewagon ® cab for
all-round views from the driver’s seat. The driver’s seat is air suspension
mounted on a swivel base and is fully adjustable with a lap seat belt.
1
Note:
Do not attempt to operate the Shuttlewagon ® until you
have been properly trained!

Introduction
The Shuttlewagon ® On-Rail
When the Shuttlewagon ® is ready to travel on rail, the rail units are positioned
over the rails and lowered, the steering is locked and the rubber
tires are used to provide traction for moving the Shuttlewagon ® and
attached railcars. The front axle is automatically engaged for four wheel
drive during rail operation, providing increased traction.
Note:
The rail wheels do not provide any tractive effort.
They are simply engaged to guide the Shuttlewagon ® along the track.
The vehicle and rail unit suspensions are independent allowing for a
smoother ride and increased stability for adverse track conditions. When
ice and snow are present on the track, sanders located on both sides of
each tire can be used to sand the track during forward or reverse operation.
Mirrors at the front and back of the unit help you align the Shuttlewagon ®
to the track and it’s coupler with rail car couplers. Hydraulic cylinders
move the coupler and an air cylinder actuates the coupler opening
mechanism.
The Shuttlewagon ® is equipped with a train air brake valve to activate the
air brake mechanisms of the rail cars to provide braking action for the rail
cars and the Shuttlewagon ® when actively moving railcars.
Note:
Do not attempt to stop the Shuttlewagon ® and railcar consist with the
Shuttlewagon ® foot brake. Use the train air brake valve to brake both the
consist and Shuttlewagon ® .
The Shuttlewagon ® ’s foot brake is for use only in stopping the
Shuttlewagon ® by itself, and may be used for that purpose either on or offrail.
2

Safety
II. Safety
The operator of the Shuttlewagon ® is entirely responsible for the safe handling
of the machine and must take every precaution to assure that the
unit is maintained properly and that all systems are in good working order
prior to start-up. Like any piece of heavy equipment, if poorly maintained
or carelessly and improperly operated, the Shuttlewagon ® could cause
injury to the user and/or others in the vicinity.
Because the Shuttlewagon ® utilizes air and hydraulic systems for operation,
a cracked hose or improperly tightened fitting can cause a loss of air or
hydraulic pressure potentially resulting in loss of braking power or other
related mechanical failure.
It is imperative that checks of the mechanical systems, exterior features
and interior functions be performed daily in order to operate in a safe and
efficient manner.
Under no circumstances should you, the operator, attempt to use or move
the Shuttlewagon ® until you are satisfied that everything is in working order
and safe to operate.
Mechanical Safety
As mentioned, the Shuttlewagon ® uses air and hydraulic systems for operation.
The hydraulic system operates the:
• rail gear
• steering system
• coupler positioner cylinders
parking brake
3
•
If hydraulic pressure does not build up, the rail wheels cannot be lowered
and used to guide the Shuttlewagon ® along the rail.
The air system operates the:
• the Shuttlewagon® brakes
• the railcar brakes
• the air adjustable suspension seat
the coupler opening mechanism
•
Inadequate air pressure will not allow either the vehicle brakes or the railcar
brakes to function properly.
It is important that air and hydraulic pressures have built up to the correct
pressure before moving the Shuttlewagon ® . There are many reasons pressure
may not build. Under no circumstances should the Shuttlewagon be
moved if pressures do not build to the correct minimum setting.

III. Controls and Indicators
This section describes and illustrates each control/indicator found on the
Shuttlewagon ® , and is useful as a quick reference only. A more thorough
understanding of the controls/indicators can be obtained by contacting
Central Manufacturing’s Training and Customer Support service at
(816) 767-0300.
The controls/indicators are numbered with an accompanying illustration
to aid in identifying it and its location along with a brief description describing
its purpose or function.
A
F
Illustration I. Cab Overview
G B
A. Heater Assembly
B. Dash Panels
C. Driver’s Seat
D. Passenger Seating
E. Rear Throttle and Brake
F. Steering Assembly
G. Defroster Fan
H. Floor Matting
I. Map Lights
J. Windshield Washer Fluid Container
J
H
C
Controls and Indicators
I
E
D
4

Controls and Indicators
1. Turn signal lever
Activates the signal lights located on each corner of the frame exterior.
2. Emergency Flasher
Pull the control out to activate the emergency flashers. Move the turn
signal lever to deactivate the flashers
3. Throttle Pedal (Forward)
Regulates engine RPM. Depressing pedal increases engine RPM.
4. Brake Pedal (Forward)
Controls Shuttlewagon ® brakes. Depressing pedal increases braking
action.
5. Engine Oil Pressure Gauge
Displays the oil pressure in the engine lubricating system in PSI.
6. Engine Water (Coolant) Temperature Gauge
Displays the temperature of the engine coolant in degrees Fahrenheit.
5
1
Illustration II. Controls and Indicators 1-4
2
4
3

Controls and Indicators
7. Voltmeter
Measures the voltage capacity being supplied by the alternator to
recharge the battery.
8. Fuel Gauge
Indicates the amount of fuel (Diesel Oil) available in the fuel tank.
9. Tachometer
Displays engine speed in RPM (Revolutions Per Minute) times 100
(RPM x 100).
10. Hourmeter
Records a total of engine running time in hours and tenths of hours.
11. Low Oil Pressure Warning Light
A warning light for low engine oil pressure. A red light will illuminate and
a buzzer will sound if engine oil pressure drops below a predetermined
pressure.
12. High Water Temperature Warning Light
A warning light for high coolant temperature. A red light will illuminate
and a buzzer will sound if the engine coolant temperature exceeds
normal limits.
Caution:
Do not attempt to operate the Shuttlewagon ® if either oil or
water temperature indicator lamp is lit. Engine damage will occur!
5
11
12
7 8
6
10
Illustration III. Controls and Indicators 5-12
9
6

Controls and Indicators
13. Service Brake Air Pressure Gauge
Indicates air pressure in service brake air system in PSI for the
Shuttlewagon ® air system. Normal reading is approximately 115 PSI.
14. Transmission Oil Temperature Gauge
Indicates temperature of oil in the transmission torque converter in
degrees Fahrenheit and Centigrade. Normal operating temperature is
+180º to 220ºF.
15. Hydraulic Oil Temperature Warning Light
A red warning light that will illuminate if the hydraulic oil temperature
exceeds normal limits.
16. Hydraulic Oil Pressure Warning Light
A red warning light that will illuminate and buzzer sound if the hydraulic
oil pressure exceeds normal limits.
17. Transmission Temperature Warning Light
A red warning light that will illuminate if the transmission temperature
exceeds normal limits.
21 22 23 24 25 26
Illustration IV. Controls and Indicators 13-31
7
14
13
15
27
16
17
18
19
20
28
29
31
30

Controls and Indicators
18. Low Service Air Pressure Warning Light
A red warning light that will illuminate if there is insufficient air pressure
in the Shuttlewagon ® ’s service air reservoir. Below 65 PSI a buzzer will
sound.
19. Accumulator Light
A red warning light that illuminates while the accumulator tank is
charging, otherwise not lit when the accumulator tank is fully charged.
20. Park Brake Light
A red warning light that illuminates to indicate that the parking brake
is engaged.
21. Front Headlight Off/On and Dimmer Switch
For front headlights, a three position rocker switch with Low,
Off and High beam. A blue indicator light illuminates when the front
headlights are switched to high beam.
22. Rear Headlight Off/On and Dimmer Switch
For rear headlights, a three position rocker switch with Low,
Off and High beam. A blue indicator light illuminates when the rear
headlights are switched to high beam.
23. Strobe Light Switch
A two position rocker switch with amber indicator light. Position the
rocker switch to “On” to turn on the strobe light and “Off” to turn it off.
24. Rail Wheel Lights Switch
A two position rocker switch with orange indicator light. The Rail
position turns on the rail wheel lights and illuminates the indicator light.
25. Rear Window Wiper Switch
A two position rocker switch. Position the rocker switch to “On” to turn
on the rear wiper and “Off” to turn it off.
26. Ignition Switch
A four position key operated switch. The center(vertical) position is the
off position and the key can be removed. Turning the key counterclockwise
energizes the accessory circuit; turning the key clockwise
from the off position turns the ignition on. The start position (full clockwise)
energizes the starter. The switch is spring loaded and must be held
in the start position; when released, it returns automatically to the
on position.
27. Front Defrost Fan Switch
A two position rocker switch. Position the rocker switch to “Front” to turn
on the fan and “Off” to turn it off.
8

Controls and Indicators
28. Rear Defrost Fan Switch
A two position rocker switch. Position the rocker switch to “Rear” to turn
on the fan and “Off” to turn it off.
29. Parking Brake Switch
A two position on/off rocker switch. When in the “On” position the park
brake light (item 20) will be illuminated and brake set. In the “Off”
position the brake will be released.
30. Transmission Indicator/Diagnostic LED
An LED display that indicates the gear range selected for the
transmission. For information on its use in the diagnostic mode refer to
the Funk Transmission manual.
9
32
34
33
35
45
36 & 37
38
39
43
46
Illustration V. Controls and Indicators 32-48
40 41
47
48
44
42

Controls and Indicators
31. Windshield Washer Switch
A two position auto off return switch. Press to the “On” position to
dispense windshield wiper solvent onto the front windshield. Releasing
the switch will automatically return to the “Off” position.
32. Front Rail Pressure Gauge
A liquid filled pressure gauge. This gauge displays the hydraulic
pressure being applied to the front rail unit in PSI.
33. Rear Rail Pressure Gauge
A liquid filled pressure gauge. This gauge displays the hydraulic
pressure being applied to the rear rail unit in PSI.
34. Low Front Rail Pressure Warning Light
A red warning light that illuminates when the hydraulic pressure
applied to the front rail unit drops below 200 PSI. A buzzer will also
sound when the light is on.
35. Low Rear Rail Pressure Warning Light
A red warning light that illuminates when the hydraulic pressure
applied to the rear rail unit drops below 200 PSI. A buzzer will also
sound when the light is on.
36. Rail Air Reservoir Gauge
This gauge’s red needle measures the amount of air pressure available
in the main air tank for pressurizing the train brake system.
37. Rail Air Brake Gauge
This gauge’s white needle measures the amount of air pressure being
supplied to the train brakes during pressurization.
38. Rail wheels up Switch (Front)
A single position rocker switch with automatic off position return.
Pressed to the up position will raise the front rail wheels.
39. Rail Wheels Up Switch (Rear)
A two position rocker switch with automatic off position return.
Pressed to the up position will raise the rear rail wheels.
40. Steering Mode Selector Switch (400 Series option)
A two position rocker switch with “Front” for front axle steering only and
“Dual” for dual axle steering.
41. Steering Lock Switch
A two position rocker switch with indicator light. Steering is unlocked in
the “Unlock” position with indicator light off and locked in the “Lock”
position with the green indicator light on.
10

Controls and Indicators
-
42. Dive Mode Switch
A two position rocker switch with road mode in the “Road” position
and rail mode in the “Rail” position. A green indicator light will
illuminate when in rail mode.
43. Wheels Straight Ahead Indicator Front (All models)
A green indicator light that remains on when front steer axle wheels are
aimed straight ahead and wheels are straight with the vehicle.
44. Wheels Straight Ahead Indicator Rear (400 Series option)
A green indicator light that remains on when rear steer axle wheels are
aimed straight ahead and wheels are straight with the vehicle.
45. Coupler Positioner Switch (Front)
A three position rocker switch with automatic off return position.
Moves the front coupler from side to side.
46. Coupler Positioner Switch (Rear)
A three position rocker switch with automatic off return position.
Moves the rear coupler from side to side.
47. Coupler Release Switch
A three position rocker switch with automatic off return position.
Pressed to the “Front” position releases the front coupler and “Rear”
releases the rear coupler.
48. Rail Sanders Switch
A three position rocker switch with automatic off return position.
Pressing the switch to “Front” activates the front sanders until the switch
is released. Pressing the switch to “Rear” activates the rear sanders.
49. Front Rail Control Valve
A two position hydraulic flow control valve. The valve must be in the
down marked position to open the flow of hydraulic oil to the rail gear
extension cylinders and remain in this position for rail operation. The
“Closed” position will shut off the flow of hydraulic oil to the rail gear
extension cylinders allowing them to be retracted for road operation.
50. Rear Rail Control Valve
A two position hydraulic flow control valve identical in function and
operation to the Front Rail Control Valve above that operates the rear
rail gear extension cylinders.
11

49
54
50
55
Illustration VI. Controls and Indicators 49-55
Controls and Indicators
Caution:
Always bring the vehicle to a full and complete stop before changing
directions of travel. Power shifting the transmission with the vehicle
under heavy load is not recommended and may shorten the life of the
transmission. Never down shift the transmission for braking purposes.
Note:
A loud warning “beep” will sound repeatedly at short intervals
whenever the transmission selector is positioned in reverse”R”.
51. Transmission Selector Lever
A three position selector valve consisting of forward, neutral and
reverse. Four gear ranges in forward or reverse, with 1st and 2nd only in
neutral. The selector must be in “Neutral” position for engine start up,
selected gear range will be displayed in the Transmission Gear
Indicator/Diagnostic LED (item 30).
51
53
52
12

Controls and Indicators
52. Train Air Brake Control
A variable air pressure valve. The “RELEASE”position enables
compressed air flow to release the Train Railcar Brakes. The “APPLY”
position releases air pressure from the Train Railcar Brakes causing the
brakes to engage. This valve may be positioned anywhere between
full release to full applied to provide braking power for the rail car
consist when operating. The amount of braking action provided by the
Train Air Brake Control may be measured by the white hand on the
Rail Air Reservoir/Rail Air Brake Gauge (item 37).
53. Train Brake Emergency Valve
A red “push/Pull” knob. Pull the knob out to charge or open compressed
air flow to the Train Air Brake Control (item 52). Push the knob
in to release air pressure in the Train Railcar Brake system.
Note:
The Train Brake Emergency Valve (item 53) operates in conjunction
with the Train Rail Brake Control (item 52) and must be in the up
position in order to allow the Train Air Brake Control to charge the
Train Railcar Brakes with air to release the brakes.
Note:
Railroads operate their cars at brake pressures of approximately 90 PSI.
54. Front Rail Pressure Control
A variable pressure rotary control knob with locking collar. To change
the hydraulic pressure being applied to the rail wheels, loosen the locking
collar and turn the control knob; clockwise to increase pressure or
counterclockwise to decrease pressure. The pressure being applied to
the rail unit will be displayed on Front Rail Pressure Gauge (item 32).
54. Rear Rail Pressure Control
Identical purpose and function to the Front Rail Pressure Control
(item 54 above), but servicing the rear rail unit. It’s pressure is displayed
on (item 33).
13
Caution:
400 Series: Minimum rail pressure 300 PSI maximum 500 PSI
500/600 Series: Minimum rail pressure 400 PSI maximum 600 PSI
Failure to operate the Shuttlewagon ® within these rail pressures
is not recommended.

56. Brake Pedal (Rear)
Controls Shuttlewagon ® brakes. Depressing pedal increases braking
action.
57. Throttle Pedal (Rear)
Regulates engine RPM. Depressing pedal increases engine RPM.
57
56
Illustration VII. Controls and Indicators 56-57
Controls and Indicators
14

Controls and Indicators
Illustration VIII. Controls and Indicators 58-60
58. Front Windshield Wiper Control
A variable position rotary knob with “off”/”on”. Rotating knob counterclockwise
turns on wipers, further rotation increases wiper speed.
59. Air Horn Pull Chain
Pull down on cable to sound air horns.
60. Front Dome Light Switch
A two position “off”/”on” toggle switch. Push to right to turn on light, left
to turn light off.
61. Rear Dome Light Switch (not shown)
Identical to Front Dome Light Switch (item 60). Also controlled by door
jam switches and works off both doors when in the on position.
62. Seat Back Control
A knurled rotary knob. Rotating the knob clockwise will lean
seat back, counterclockwise will lean seat forward.
63. Seat Height Adjustment Lever
Raise lever to adjust seat height
15
60
59
58

65
68
67
66
64. Seat Forward/Back Adjustment Lever
Pull lever out and away from seat to slide seat forward or backward.
65. Seat Air Ride Control
Pull knob out to release air pressure and lower seat. Push knob in to
raise seat height.
66. Seat Safety Belt
An adjustable lap-type seat belt with quick release buckle.
67. Seat Rotation Control
Pull handle out to disengage lock and rotate seat.
63
64
Controls and Indicators
68. Lumbar Adjustment Lever/Knob
A five position lever. Move lever clockwise to increase lumbar pressure.
63
66
62
Illustration VIII. Controls and Indicators 62-68
16

Controls and Indicators
69. Front Railcar Air Supply Shutoff Valve
A ball valve air supply for the railcar brakes. Position handle
perpendicular to valve to shut off air supply, and parallel to valve to
open air supply.
70. Rear Railcar Air Supply Shutoff Valve
Identical to Front Railcar Air Supply Shutoff Valve (item 69) on rear of unit.
71. Gladhand Hose
A rubber hose with special mating head for hooking to the train railcar
air brake system.
17
71
69 & 70
72. Coolant Level Sight Gauge
A clear plastic (fluid level indicator)
mounted on the Coolant Reservoir
overflow tank. Normal fluid level is
1/2 full when warm.
73. Hydraulic Fluid Level Sight Gauge
with Thermometer
The sight gauge gives a visual indication
of the level of hydraulic oil in
the tank. The thermometer indicates
the temperature of the oil in degrees
Fahrenheit.
72
Illustration VIII. Controls and Indicators 69-72
73
Illustration IX.
Controls and
Indicators 73

74
Controls and Indicators
74. Transmission Fluid Level Dipstick
To obtain an accurate check of the oil level in the transmission, the
transmission oil should be warm, the transmission direction selector
lever (item 51) placed in neutral “N” and the engine operating at idle.
Failure to do so can result in an incorrect level reading.
75. Transmission Oil Filler Tube
Located next to the Transmission Fluid Dipstick (item 74) the Transmission
Oil Fill Tube is used to add transmission oil.
76. Engine Oil Dipstick (not shown)
Located in different positions for various engines and types (ie.
Cummins and Caterpillar) refer to the accompanying engine manuals
for specific location.
Pull the dipstick out and wipe it clean, reinsert the dipstick and check
the oil level. The oil level should be between the full and add marks.
Check the oil with the engine not running.
Full Add
75
Illustration XI. Controls and Indicators 76
Illustration X.
Controls and Indicators 74-75
18

Pre-Start
IV. Pre-Start
Pre-start inspections give you, the operator, a chance to catch safety
hazards before you begin operation. Before you begin, you should be
comfortable with the controls, indicators, features and the Shuttlewagon ®
itself in general.
This section will cover a recommended daily check list and pre-start tips. It
is important to check everything.
Pre-Start Walk Around
The best way to learn about your Shuttlewaqgon ® is to check the systems
daily.
Checking the fluids daily is important to the life of the Shuttlewagon ® .
Running it without hydraulic fluid, coolant, transmission fluid, etc. will cause
it harm.
Check the following items with unit not running.
Exterior Check
•When checking the fluid levels, start in the engine compartment
with the engine oil dipstick. If needed, replenish with SAE 15/40
motor oil.
•Check the rear rail air compressor by the dipstick. If needed replenish
with SAE 30 weight non-detergent oil.
•While checking items in the engine compartment, be sure to check
drive belts, radiator hoses, cables and linkages. Look for loose
fittings or leaks that might have developed.
•Check the following items with engine running, parking brake set,
and transmission in neutral.
•Start the unit and let run for three to five minutes. Check the transmission
oil level in the engine comparment by the dipstick. The oil
level should be at the “Full” mark. If low, replenish with Dextron 2 or
Dextron 3 automatic transmission fluid.
•Check the engine air cleaner indicator. Is the air filter indicator
green? If the indicator is red, replace the air filter and reset the
indicator.
19

Pre-Start
When checking the coolant level, to not check the radiator; always check
the coolant recovery tank sight glass. The recommended level is half full
when warm. If low replenish with 50/50 mixture of water and aintifreeze.
Check the hydraulic oil level by the sight glass on the hydraulic tank. The
rail units must be in the full up or raised position. The hydraulic level indicator
should have fluid between the high and low marks. Before adding
hydraulic fluid, wipe around the neck and the cpa to clean off any dirt
that has accumulated. Only add fluid from a clean previously unopened
container. Hydraulic fluid and dirt ;make an abrasive that can harm the
internal components of the hydraulic system.
•Check all eight - sander boxees if equipped. If low, replensih with
number two chicken grit or a medium coarse sand. Which ever is
used must be dry.
•Check all four rail wheels for wear, including flanges, and ensure
that bearings are not loose or seized.
•Check both front and rear couplers for sagging, broken or missing
parts.
•Check both front and rear ball valves are closed and operational.
•Check both rail air glad-hand hoses and the rubber gasket seals
are intact.
•Check all four tires for cuts, chips, bulges and correct air pressure.
•Check all four wheels for loose or missing lug nuts.
•Check for broken, missing parts, or leaks that may have developed.
Interior Cab Check
•Check that all gauges are working properly with correct readings.
•Check service air pressure gauge to ensure proper air pressure has
built up for vehicle brakes.
•Check rail hydraulic pressures are reading zero. (calibration check)
•Check straight ahead indicators are working correctly by steering
the axle or axles if so equipped.
20

Pre-Start
•Check both low rail hydraulic pressure alarms by locking the steer
mode switch to lock with the rail wheels in the up postion and
down control valves in the closed position. Will have two red lights
and two buzzers if working properly.
•Check rail air brake reservoir air pressure, and rail air brake pipe
pressure for correct operation. On gauge the red needle represents
rail air reservoir, and the white needle represents the brake
pipe pressure.
•Check all lights, windshield wipers, air horn, and turn signals.
•Check for correct readings of RPM at both an idle, and full engine
RPM with no load.
21
•Check seat adjustments and seat belt for operation.
•Check vehicle brakes for operation.
•Check transmission selector forward and reverse. Parking brake
must be released, and vehicle brakes engaged by foot valve. Also
check gear ranges (first through fourth) in both directions by bumping
shifter control left and right. Neutral will allow you to shift to first
or second gear only. Check for Back Up Alarm while in reverse.
•Check to ensure all headlights, windows, and mirrors are clean and
adjusted properly.
If any items were identified as a problem during your checkout, get
it corrected before you start. Let a maintenance mechanic or supervisor
know the problem, and they will determine the nature of the problem, and
the actio needed to correct the problem.

Recommended Monthly Inspections
The following lists are for your benefit when conducting monthly inspections.
The checklists are for problems which occur less often but are still very
important to watch for. Make sure to complete this check list each month.
Engine Compartment Check List
•Belt tension - tight, not slipping
•Cables and linkage - tight, operational
•Radiator Hoses - soft and clamps tight
•Cleanliness Exterior Vehicle Check List
•Batteries clean and cables tight
•Visual check of all of the fittings and lines for leaks
•Couplers in good condition and operating freely, not sagging
•Rail wheels spin freely, not loose on spindles or seized
•Torque lug nuts on wheels, 350 ft/lbs.
•Check brake fluid level
Tire pressure correct PSI
•
Interior Cab Check List
•Seat operational with no broken parts
•Seat belts operational, they must be in working condition
•Brake and accelerator pedals working both front and rear
•Emergency brake lever adjusted properly
•Hydraulic gauges operational
Doors operate properly
•
Pre-Start
22

Pre-Start
Recommended Semi-Annual Inspection
The following list is for your benefit, when surveying, correcting and maintaining
the Shuttlewagon ® . Perform the inspection semi-annually along
with your daily and monthly inspections.
•Clean unit thoroughly inside and out including engine compartment,
radiator and transmission cooler.
•Check hydraulic hose conditions, no leaks or cracks
•Check belt condition - tight, no cracks and change belts annually
•nspect engine and transmission mounts for cracks and bolt tightness
•Visually inspect entire unit for fluid and air leaks
•Inspect drive lines for bends or loose/missing bolts
•Inspect all cylinders for a bent housing or bent rods
•Inspect all cylinder rod pins for wear
•Check hydraulic tank for holes
•Check sander boxes for hardened sand
•Inspect for loose or broken wiring
•Check all operation systems including hydraulic, air, brake, etc.
•Inspect latter and railing welds and repair all broken ones
•Inspect engine air inlet and exhaust for leaks
•Check rail gear hydraulic gauges for accuracy
•Inspect train brake system for leaks or dirt in lines
•Remove rail gear hub caps and inspect bearing lock and nut tightness
•Check condition of brake master cylinder and brake lines
•Ensure rail gear has free movement
•Inspect steering axle for broken parts, worn pins, steering cylinders
tight and tie rod ends good
•Check axles and their nuts, bolts and mounts for unusual wear
Inspect couplers by removing them from the unit
23
•
Did everything check out okay? Are there any problems with the lights, signals,
air pressure, etc? If so, fix it now!

V. Road Operation
Do not begin start up until you are convinced your pre-start was satisfactory
and that the Shuttlewagon ® is in proper working order and that
you are thoroughly acquainted with the precautions listed in this manual.
Operation (Road Mode)
To start:
• Check your vehicle’s present movement mode
• Is it in road mode (see item 42)
• Are the rail wheels in the up and locked position
(check items 38,39 and 49,50)
• Is the steering properly engaged for road travel
(see item 41)
•
•
Road Operation
Place the transmission selector lever (item 51)
to the neutral position
Set the parking brake (item 29)
Ensure that rail units are up and locked
Ensure that the steering wheel is unlocked and ready for road
travel by turning the steering wheel from side to side. It should
move freely, not bind or offer stiff resistance.
To start, engage the starter (see item 26). The Shuttlewagon ® ’s ignition system
is identical to an automobile’s. The diesel engine should start at once.
If the engine fails to start after 30 seconds, let the starter cool for a couple
of minutes, then try again. If the engine fails to start after three or four
attempts a problem has occurred. Stop, identify and correct the problem
before proceeding.
24

Road Operation
Oil Pressure
Once the engine is started the oil pressure should begin to rise (see item 5).
If it does not begin to rise after 15 seconds, shut down the engine and
check for the cause. Once the oil pressure starts to build, increase the
engine RPM slowly to be sure adequate lubrication is available to the
bearings and allow the oil pressure to stabilize.
Air Pressure
Check the air pressure indicator gauges for service air (item 13) and rail air
pressure (item 32). Normal air pressure should be 105 PSI to 120 PSI maximum
for both gauges.
After initial warm-up, operate the engine at 1500 to 1800 RPM until the air
pressure indicator gauges (items 13 & 36) show that air pressure has built to
operational norms.
If both pressure gauges are below 65 PSI,the lower gauge will increase first
until both gauges are equal. Both gauges will then increase together. As
air pressure increases beyond 65 PSI (the minimum pressure required to
activate the vehicle brakes), the audible buzzer will shut off.
Once air pressure has built up to 65+ PSI, enough pressure is available to
operate the Shuttlewagon ® ’s vehicle brakes (as indicated on item 13). Air
pressure will continue to increase to approximately 105 PSI maximum.
Air pressure required to operate the railcar brakes will need to continue to
increase to a maximum of 120 PSI (as indicated by item 36).
25
Note:
Idle the engine three to five minutes at 1000 RPM
before operating under load.
Note:
If operating in temperatures below+32ºF, oil pressure
indication will be higher than normal.
Caution:
If air pressure is below 65 PSI, an audible buzzer will sound.
DO NOT attempt to move the Shuttlewagon ® if this condition persists.
Not enough air pressure will be available to properly
engage the vehicle brakes.

Check other gauges; fuel (item 8), battery charge (item 7), tachometer
(item 9), etc. If everything is operating properly it is safe to move the
Shuttlewagon ® .
•
•
•
Check to see no unauthorized passengers are aboard and the
vehicle is clear and free to move.
Make any final seat adjustments and fasten seat belt.
Apply the vehicle service brakes.
Release the parking brake.
Select the desired transmission speed.
• Release the vehicle service brakes to move the Shuttlewagon® .
Once rolling test the vehicle service brakes by applying pressure
to the brake pedal.
If everything is okay, it is safe to continue.
Road Operation
Warning:
If the vehicle service brakes fail to work, apply the emergency
(Parking) brake to stop the Shuttlewagon ® and have the
brake system checked to determine and correct the cause.
26

Rail Operation
VI. Rail Operation
Before you start the Shuttlewagon ® and begin operation, check the
grades, curvature and condition of the track you will be operating on. It is
important to know the changes of track grade; even the slightest grade
can have a significant effect on pulling power and stopping distance.
Track curvature is equally important. Each railcar being pulled through a
curve will require extra pulling effort. A combination of grade and curvature
occurring together will have a cumulative effect requiring a reserve of
extra pulling power to compensate for. If possible try to avoid stopping or
starting where these conditions are present. In addition to grade and curvature,
what is the condition of the track. Wet, muddy or icy track conditions
will further reduce pulling power and stopping distance.
Mounting On Rail
•
•
•
Select an improved crossing or area fairly flush with the track.
• Line up rear of the Shuttlewagon® with the rail, using the rear mirror.
Once the rear rail wheels are aligned with the track, cheange the
Drive Mode Switch (item 42) to the rail position.
Lower the rear rail wheels to the rail by turning the Rear Rail Control
Valve (item 50) to the “Down” position.
27
For 500 Series and units with Dual Steer:
•Align the front rail wheels over the track by backing up and steering
the front axle while watching in the front rail mirror.
Lower the front rail wheels to the rail by turning the Front Rail
•
•
•
•
Straighten the rear steering axle by turning the steering
wheel until the Rear Straight Ahead Light (item 44)
illuminates.Note the position and continue turning the
steering wheel in the same dirrection until it goes out. Note
the position and turn the steering wheel back half the
distance to center.
Place the Steering Mode Selector Switch (item 40) from
“Dual” to “Front”. This will disable the rear axle from the
steering circuit, allowing the front axle only to steer.
Control Valve (item 49) to the “Down” position.
Straighten the front steering axle by turning the steering wheel until
the Front Straight Ahead Light (item 43) illuminates. Note the
position and continue turning the steering wheel in the same direction
until it goes out. Note the position and turn the steering wheel

Rail Operation
back half the distance to center.
• Place the Steering Lock Switch from UNLOCK into the LOCK position.
This will disable the front axle from the steering circuit.
• Check both the Front and Rear RAil Pressure Gauges (items 32 & 33)
for the correct rail pressure.
NOTE: 400 Series 300 PSI Minimum - 500 PSI Maximum
500 Series 400 PSI Minimum - 600 PSI Maximum
• To adjust the rail pressure, loosen the locking collar on the Rail
Pressure Control Knobs (items 54 & 55) and turn the knob clockwise
to increase or counter clockwise to decrease. Adjust to the desired
setting and relock with locking collar.
• The Shuttlewagon® is installed on the rail. Check and see that you
have four green lights on for four wheel steer units, or three green
lights on for front wheel steer units.
After the rail units have lowered to the rail, the accumulator light (item 19)
should go out within two minutes. If it does not, there could be a problem
with the hydraulic system.
Note:
It is very important to have the proper rail pressure for your unit.
Operating without proper rail pressure will cause a probem.
The correct pressure range is:
400 Series 300 PSI to 500 PSI
500 Series 400 PSI to 600 PSI
Note:
If accumulator light remains on after two minutes, stop the engine
and notify maintenance.
28

Rail Operation
Coupling
The next step in moving railcars is coupling.
To couple the Shuttlewagon ® with a railcar use the following procedure:
• Move the Shuttlewagon® close to the selected railcar and align the
coupler by viewing the coupler position in the mirror.
29
•
To adjust the coupler position use the Coupler Positioning Switch
(item 45 or 46) for the appropriate coupler, to swing the coupler
from side to side to align with the railcar coupler.
• Once the couplers are aligned, move the Shuttlewagon® slowly
towards the railcar until the couplers join together. They should
automatically lock together.
• Test that the couplers have indeed locked by slowly backing away
from the railcar. There should be some noticeable resistance that
indicates that the couplers have locked.
• Place the transmission in neutral “N” (item 51) and set the parking
brake (item 29).

Connecting Railcar Air Brakes
•Hook together the rail brake hoses. In a vertical position, mate the
hoses together then lower them to lock in the horizontal position.
The hoses must be in a vertical position to mate the gladhand hose
ends.
•
Close the rear-most air valve of the rear-most car in the railcar consist,
and open all other railcar air valves between the rear-most car and
the Shuttlewagon ® .
•Open the Shuttlewagon® Air Valve.
•Make sure all handbrakes are released and all chocking devices are
removed.
•
•
Rail Operation
In the cab, pull up the Train Brake Emergency Valve (item 53). This will
allow air from the Rail Air Reservoir to flow through the Train Rail Brake
Control (item 52) to the hoses and charge the railcar air brake system,
releasing the railcar brakes.
Move the Train Rail Brake Control (item 52) towards the dash to the
release position.
Note:
The red hand on the Rail Air Reservoir Gauge must be above 90 PSI
in order to pressurize the train brake system.
It will take approximately three to five minutes to air charge the first railcar
and about one minute each for every additional attached railcar.
Note:
The Train Brake Emergency Valve (item 53)
when pushed down will dump all air from the train brake system
applying the train brakes.
Normally this takes only a matter of seconds and is used
emergency situations or to permanently exhaust service air
from railcars when parking.
30

Railcar Movement
Railcar Brake Systems (Air and Mechanical)
The rail brakes are a very important safety factor in the movement of railcars.
For optimum safety, you should always hook up the air brake system
before moving railcars. This rule applies whether moving loaded or empty
cars.
The principle of all rail air brake systems is Air Pressure Reduction through a
combination service and emergency valves. When the Shuttlewagon® is
coupled to a rail car and the car brake system is “aired” or “charged”, the
car brakes are held “released” by air pressure. As long as the required air
pressure charges the car system, the car brakes remain “released”. If a
pressure reduction occurs in the care brake system (as when the
Shuttlewagon ® Train Air Brake Control (item 52) is moved), the car brakes
are applied.
The purpose of a Pressure Reduction system is to provide emergency braking
to railcars in the event a car becomes uncoupled or an air line ruptures.
Should this occur, the car brakes will be applied automatically from
the air reserve tank on each car. This system is of standard design on all
AAR railcars in the United States, Canada and Mexico. Specially built cars
for intra-plant movement may be equipped with this same brake system,
a differently designed brake system, or more commonly, no brakes at all.
Railcars also have mechanically set hand brakes. The hand brake device
is located at one end of the railcar. To apply this brake, turn brake wheel
to tighten chain and set the brakes. To release this brake, release ratchet
lock on hand brake body or turn the brake wheel to release the brakes.
Before moving railcars, make sure all hand brakes are released. Make sure
all safety chocks, or other obstructions placed under the wheels are
removed.
31
Note:
Surplus, wrecked or damaged AAR cars, purchased for
intra-plant movement, may still have the rail brake hoses and
mechanism in place, but caution should be taken to determine
whether or not they function properly before depending
on them to stop a load.
Note:
Be sure the railcar brakes are fully “aired” or “charged”
before moving, otherwise the system will not function properly.

Train Air Brake Control
Using the Train Air Brake Control will do three things for the Shuttlewagon ® .
•
It will increase tire life
It will extend vehicle brake life
•It will stop the Shuttlewagon® when pulling railcars
Rail Operation
The operator will have to use his/her judgement on the amount of braking
power for different situations. Down hill situations will call for more braking
power and a slight dragging effect. Using more braking power allows the
operator to keep better control of the railcars.
During upgrade situations, the operator is not likely to use any braking
power and will have the Train Air Brake Control in the full “Release” position.
This allows less drag and more power with less effort.
During operation on level rail, the operator may run with a slight application
of the Train Air Brake Control depending on travel distance. Even the
slightest down grade can cause the railcars to build up momentum and
get out of control. Always be aware of the stopping distance and grade
of track. You do not want to go past where you want to stop, but leave
yourself plenty of room. You always want be in control of the railcars.
The Train Air Brake Control is a variable air flow control valve. In the full
“Release” position the valve is completely open allowing compressed air
from the Rail Air Reservoir to be applied to the train brakes keeping them
open. In the full “Applied” position it vents air from the train brakes as well
as stopping any air flow from the Railcar Air Reservoir allowing the brakes
to fully close and apply maximum (50%) braking power.
The red Train Brake Emergency Valve which must be pulled out in order to
allow the Train Air Brake Control to operate is an emergency air bypass. If
pushed in as in an emergency stop situation it will cut off air flow from the
Rail Air Reservoir as well as vent air from the train brake system allowing the
train brakes to apply (100%) braking. It reacts much faster than the Train Air
Brake Control, and will cause the train brakes to fully apply in a matter of
seconds if needed.
32

Railcar Movement
VII. Railcar Movement
Grade in Relation to Travel
Are you going to move up a grade, down a grade, or level? Don’t guess,
rail grade is not always visible to the naked eye. As little as 1/2% grade can
affect starting and stopping. As the Shuttlewagon ® operator, you should
be aware of the grade throughout your facility.
When starting a load, heavy loads may be eased in OPPOSITE DIRECTION
of intended pull, to allow slack between the couplers. You can gain as
much as 6 to 8 inches of Free travel for each coupled car. Using this technique,
the Shuttlewagon ® starts pulling one car at a time and the momentum
of the moving cars helps start the remaining cars. Maintain a steady
increase of power so as not to lose the momentum gained.
The Shuttlewagon ® power train is geared very low through the transmission,
differential and planetaries. As a result tremendous torque develops quickly
in first and second gears. A quickly applied throttle in the low gears could
cause spin-out of the tires. Maximum drawbar pull is achieved in first gear
and should be used when maximum drawbar pull is going to be required
to start the load. When starting, apply the throttle steadily and smoothly to
maintain maximum traction. The operator should learn to feel the difference
between tire “creep” and tire “spin”. Maximum traction will be
achieved at 1400 RPM in first gear just prior to tires creeping. and diminishes
quickly once tires start spinning. Take full advantage of coupler slack
when maximum pulls involve more than one car.
The Shuttlewagon ® is equipped with a full powershift transmission, and the
ratio variance between gear settings is substantial. Down shifting is not
recommended. Should it be necessary to up-shift on the rail while under
way, do so with a 50% RETARDED throttle then press gradually on the throttle
after the shift is complete, to maintain desired speed.
Move the cars at a safe speed, 5-7 mph. Plan stops in advance so the
entire operation runs smoothly. Be sure you understand how both the
Shuttlewagon ® and railcar air brakes operate. Know in advance what is
expected of the Shuttlewagon ® . Know how many cars are to be switched
and where they are to be switched. Know if additional cars are to be
picked up and switched.
Should a HEAVY (meaning maximum or near maximum load for the
Shuttlewagon ® ) car or train be required to move through a tight curve
(caution should start at 22º or more), PULL rather than push the car or consist,
if possible.
33

When pulling, the couplers continue to follow the center line of pull. When
pushing maximum or near maximum loads around tight curves, the coupler
in the Shuttlewagon ® and attached car will tend to pivot opposite to
the direction of the curve until stopped by the coupler housing. At this
point, the line of push is not following the center line of the vehicle. The
Shuttlewagon ® weighing less than the load, is now pushing the load with
couplers angled. This situation is more prevalent when a curve and
upgrade occur together, rather than on level or downgrade curve where
the car momentum might not require the Shuttlewagon ® to apply maximum
push. An experienced operator will recognize this situation and be
able to apply the right technique.
PULLING
Coupler reaction when pulling.
COUPLER
FORCE
PUSHING
Railcar Movement
Coupler reaction when pushing heavy loads on tight curves.
34

Rail Operation
Unhooking From Railcars
Before uncoupling the Shuttlewagon ® from the rail cars, be conscious of
whether or not the cars are on a grade. If the rail cars are fully “aired” or
“charged”, bring the cars to a full stop. Apply railcar brake using the Train
Rail Brake Control (item 52). Use chocks and hand brakes to secure the railcars.
Release the couplers by using the coupler release switch. Pulling
away slowly from the railcars, the gladhands will automatically disconnect.
Dismounting From Rail
When you are ready to move off rail, select an improved crossing area or
an area level to the track. Bring the vehicle to a complete stop.
Place the Transmission Selector Lever (item 51) in the neutral “N” position
and disengage the Steering Lock Switch (item 41). Move the Drive Mode
Switch (item 47) from rail to road, this allows the accumulator to discharge.
The Rail Pressure Gauges (items 32 and 33) will then show zero pressure;
this does not mean the rail units are raised. Turn both Rail Control Valves
(items 49 & 50) to the closed position. Use the Rail Unit control switches
(items 38 & 39) to raise the rail units.
You are now ready to move off the track.
Towing
If it is necessary to tow the Shuttlewagon ® , have the engine running to
make sure the transmission clutches are lubricated. If unable to run engine,
the maximum towing distance is one mile at 3 mph. If it is necessary to tow
the Shuttlewagon ® further than one mile without the engine running, disconnect
the drive lines. The Shuttlewagon ® should never be towed on rail
without the engine running.
35
Warning:
Never manually disconnect the hoses, trapped air pressure
can be dangerous!
Caution:
For safety, ALWAYS apply railcar hand brake and
place chocks under the railcar wheels before
pulling away from the railcar.

SWX “B” Series
Lubrication and Service
Manual
Central Manufacturing
4116 Dr. Greaves Road
Grandview, MO 64030
Phone: (816) 767-0300
Fax: (816) 763-0705

Introduction
Table of Contents
I. Lubrication and Servicing
Lubrication
Engine Oil and Filter Replacement
Illustration I-I. Cummins Oil and Filter Change
Illustration I-II. Caterpillar Oil and Filter Change
Cummins Fuel Filter and Fuel-Water Separator (B Series)
Illustration I-IV. B Series Cummins Fuel-Water Separator
and Fuel Filter
Cummins Fuel Filter and Fuel-Water Separator (C Series)
Illustration I-V. C Series Cummins Fuel-Water Separator
and Fuel Filter
Caterpillar Fuel Filter and Fuel Water Separator
Illustration I-VI. Caterpillar Fuel-Water Separator
and Fuel Filter
Air Filter
Illustration I-VII. Air Filter Replacement
Transmission Oil and Filter
Illustration I-VIII. Transmission Filters
Axle and Hub
Illustration I-IX. Axle and Hub Lubrication
Hydraulic Return Filter
Illustration I-X. Hydraulic Return Filter
Hydraulic Oil Change
Illustration I-XI. Hydraulic Tank Drain System
Hydraulic Pressure Filter
Illustration I-XII. Hydraulic Pressure Filter
Illustration I-XIII. Lubrication Points
37CFM Compressor
Illustration I-XIV. 37 CFM Compressor
II. Operational Adjustment
Hydraulic Pump Pressure
Standby Pressure
Illustrations II-I. and II-II.
Main Relief Pressure Check
Illustration II-III.
Table of Contents

Table of Contents
Table of Contents
II. Operational Adjustment (cont.)
Main Pump Pressure
Train Rail Air Brake
Illustration II-IV. Train Rail Air Brake Valve
Rail Unit Rail Gauge Check
Illustration II-V.
Hydraulic Accumulator
Checking Pre-Charge
Illustration II-VI.
III. Trouble Shooting
Operation
Service
Rail Units
Railcar Moving and Stopping
IV. Lubricants
Table IV-I Lubricants
V. Capacities
Table V-I Engine Capacities
VI. Maintenance Schedule
Table VI-I Maintenance Schedule

Introduction
Introduction
Welcome to the Shuttlewagon ® Service and Maintenance Handbook.
Within, you will find information for servicing the different components
of the Shuttlewagon ® , a chassis lubrication chart, a trouble shooting guide,
a recommended maintenance chart, explanations on system adjustments
and the accumulator system.

Lubrication and Servicing
I. Lubrication and Servicing
This section contains the maintenance and lubrication procedures. Also
included are service specifications, adjustments, lubrication capacities
and filter elements.
Lubrication
Lubrication of the various components of the Shuttlewagon should be
done at regular intervals. Refer to the charts in the Service Illustrations section
for service intervals, lubrication points and the type of lubricant to be
used. Instructions for lubrication and servicing of the more complicated
systems are contained in the paragraphs pertaining to those particular
items.
Engine Oil and Filter Replacement
The following oil and filter replacement instructions are for both Cummins
and Caterpillar engines. Refer to Illustrations I-I and I-II. Always change the
engine oil when the oil is warm and do not over tighten filters and drain
plugs. •Refer to the engine manual for more detailed specifications.
Run the engine until the water temperature reaches +140ºF
•
(+60ºC) then shut down engine.
•Remove the drain plug from the oil pan.
•Visually check the condition of the used oil.
Clean around the filter head (item 1), and remove the oil filter
(item 2).
Note:
Thin, black oil indicates fuel dilution.
Milky discoloration indicates coolant dilution.
• •Clean the gasket surface on the bottom of the filter head.
Fill the replacement filter with clean lubricating oil before installation.
Note:
The O-ring or fragments of the O-ring can stick to the filter head.
Make sure all are removed.

Lubrication and Servicing
•Apply a light film of lubricating oil to the O-ring (item 3).
Caution:
Mechanical over tightening may distort the threads
or damage the O-ring.
• •Install the oil filter (item 2) as specified by the filter manufacturer.
•Clean around the oil pan drain hole and the drain plug as well.
Install the drain plug then fill the crankcase with the required
•
amount of oil.
•Operate the engine at idle and inspect for leaks.
Shut off engine, wait 5 minutes then check oil level with dipstick.
1
1. Filter Head
2. OIl Filter
3. O-ring
3
2
Illustration I-I. Cummins Oil
and Filter Change.

Lubrication and Servicing
1
3
2
1. Filter Head
2. OIl Filter
3. O-ring
Illustration I-II. Caterpillar Oil
and Filter Change.

Lubrication and Servicing
Cummins Fuel Filter and Fuel Water Separator (B Series)
The following instructions are for Cummins B Series engines. Remember, do
not over tighten filter and drain plugs. Refer to engine manual for more
detailed specifications.
To remove
•
water from fuel water separator:
Open the drain valve (item 1) on the bottom of the fuel-water
•
separator (item 2) by turning the knob clockwise.
When clean fuel is visible, close the valve (item 1) by turning the
knob counterclockwise.
To service
•
and replace filters:
Unscrew the fuel-water separator (item 2) and fuel filter (item 3),
•
from the filter head (item 4).
Clean the area around the filter head and clean the gasket
•
surfaces on the bottom of the filter head (item 4).
Fill each of the new filters with clean fuel and lubricate the O-ring
•
seals (item 5) with clean lubricating oil.
•Install the filters as specified by the filter manufacturer.
•Remove worm clamps (item 6) on in-line filter (item 7).
Remove old in-line filter, replace and reattach worm clamps.
1. Drain Valve
2. Fuel Water Separator
3. Fuel Filter
4. Filter Head
5. O-ring Seal
6. Worm Clamp
7. In-line Fuel Filter
5
Illustration I-IV. B Series Cummins Fuel-Water Separator and Fuel Filter.
1
2
4
7
6
5
3

Lubrication and Servicing
Cummins Fuel Filter and Fuel Water Separator (C Series)
The following instructions are for Cummins C Series engines. Remember, do
not over tighten filter and drain plugs. Refer to engine manual for more
detailed specifications.
To remove
•
water from fuel water separator:
Open the drain valve (item 1) on the bottom of the fuel-water
•
separator (item 2) by turning the knob clockwise.
When clean fuel is visible, close the valve (item 1) by turning the
knob counterclockwise.
To service
•
and replace filters:
Unscrew the fuel-water separator (item 2) from the filter head
•
(item 3).
Clean the area around the filter head and clean the gasket
•
surfaces on the bottom of the filter head (item 3).
Fill the new filter with clean fuel and lubricate the O-ring seal
•
(item 4) with clean lubricating oil.
•Install the filter as specified by the filter manufacturer.
•Remove worm clamps (item 5) on in-line filter (item 6).
Remove old in-line filter, replace and reattach worm clamps.
1. Drain Valve
2. Fuel Water Separator
3. Filter Head
4. O-ring Seal
5. Worm Clamp
6. In-line Fuel Filter
Illustration I-V. C Series
Cummins Fuel-Water
Separator and Fuel Filter.
4
3
2
5
6
1

Lubrication and Servicing
Caterpillar Fuel Filter and Fuel Water Separator
The following instructions are for Caterpillar engines 3116T and 3116TA.
Follow the instructions carefully and refer to Illustration I-IV. Remember, do
not over tighten filters and drain plugs. Refer to engine manual for more
detailed
•
specifications.
Open the drain cock (item 1) to empty the fuel filter water
•
separator (item 2). Once drained, close drain cock.
•Unscrew filter bowl (item 3) from filter (item 2).
Unscrew filter from filter head (item 4) and discard old filter and
•
O-ring (item 5).
•Clean filter head and remove any parts of the old O-ring still left.
•Replace with new filter. (hand tighten only)
Screw filter bowl back on. (hand tighten only)
Illustration I-VI. Caterpillar Fuel-Water Separator and Fuel Filter.
4
5
2
3
1

Air Filter
Lubrication and Servicing
Perform the following procedures to remove and replace the air filter
element.
•
Refer to Illustration I-VI.
•Remove filter cap (Item 1).
•Loosen lower filter band clamp (item 2).
•Release filter clamps (item 3).
•Replace filter unit (item 4)).
•Attach lower filter band clamp (item 2).
•
Position filter and clamp in place with filter clamps (item 3).
•
Replace filter cap (item 1).
Press reset button on the air indicator (item 5) to reset.
1
Item 4
Replacement Filter
011-037736
5
Illustration I-VII. Air Filter
Replacement.
2
4
1. Filter cap
2. Filter band clamp
3. Filter clamps
4. Filter cartridge
5. Air flow indicator
3

Lubrication and Servicing
Transmission Oil and Filter
The Lubricant and filter should be changed after the first 20 hours of
transmission operation. After the initial lubricant and filter change, it is
recommended the filter be changed every 200 hours of operation and the
lubricant be changed every 600 hours of operation. Refer to Illustration I-VII.
• •Remove the drain plug (item 1) to drain the transmission.
Remove the oil strainer cover (item 2) and strainer (item 3) from the
•
transmission housing.
Clean the strainer by agitating it in solvent and dry the strainer with
•
compressed air.
•Remover the filter (item 4) from the filter head (item 8).
Fill the replacement filter with fresh transmission oil. Lubricate seal
(item 5) with oil then install filter. Tighten 3/4 turn after seal
•
contacts filter head.
Check the inside of the transmission through the drain hole for
accumulation of sludge. Any accumulation should be removed
•
by flushing with transmission oil.
Remove the transmission breather filler cap (item 6) and clean by
agitating the filler cap in solvent until vent is clear and dry with
•
compressed air.
Reinstall the strainer (item 3), strainer cover (item 2), drain plug
•
(item 1).
•Fill transmission with 5 gallons of transmission fluid.
Start engine and run at idle speed to fill the transmission cooler
and lines with transmission fluid, and add transmission fluid as
•
necessary to keep the fluid level at the “Full” mark (item 7).
Allow engine to run 10 to 15 minutes or until it reaches normal
•
operating temperature.
Once warm, shift the transmission through all speed ranges,
forward and reverse to ensure that all areas of the transmission are
•
lubricated.
With the transmission in neutral “N”, recheck the oil level and add
•
oil as necessary to bring oil level to “Full” mark on dip stick.
Reinstall breather filler cap.
Caution:
Do not overfill the transmission or
allow it to operate with insufficient fluid.

5
4
9
Axle and Hub
8
1. Drain Plug
2. Strainer Cover
3. Strainer
4. Filter
5. Seal
6. Filler Cap
7. Dipstick
8. Filter Head
9. Transmission
7
Illustration I-VIII. Transmission Filters
Lubrication and Servicing
The following section includes detailed instructions on the lubrication and
service •of the axle and hub assemblies. Refer to Illustration I-VIII .
•Remove the drain plug (item 1).
•When the oil has drained completely, reinstall the drain plug.
•Remove the breather (item 2).
•Clean the breather in solvent and dry with compressed air.
•Reinstall the breather.
•Remove the fill plug (item 3).
•Fill the axle with oil until oil starts to flow from the fill plug hole.
•Reinstall the fill plug.
Maneuver the Shuttlewagon ® to position one of the hubs with the
drain/fill plug (item 4) at the bottom of the hub (inset Drain).
6
Item 4
Replacement
Filter
028-043700
3
1
2

Lubrication and Servicing
• •Remove the drain fill plug (item 4) and allow all hub oil to drain.
Once drained, rotate the wheel 90º to bring the drain/fill port to
•
the fill position (inset Fill).
Add the correct oil slowly until the oil starts to flow back out of the
•
drain/fill port then reinstall the drain plug.
Repeat the above steps for the three remaining hubs.
Caution;
Do not overfill hubs. Seal damage may result.
Note!
Recheck rear differential after refilling hubs for correct oil level.
(Rear-Floating Axles)
Drain
Position
Fill
Position
1
3
2
Illustration I-IX. Axle and Hub
Lubrication
4

Hydraulic Return Filter
Lubrication and Servicing
The following are instructions for servicing the hydraulic return filtration
system •located in the top of the hydraulic tank.
•Unscrew the filter cap (item 1).
•Remove the filter (item 2).
Remove the worm clamp (item 3) and extension hose (item 4),
•
and install onto new filter.
Fill the replacement filter with fresh transmission oil, and insert into
•
hydraulic tank.
Replace the filter cap and hand tighten.
Item 2
Use Element Kit P/N 265-042858
3
Illustration I-X. Hydraulic Return Filter
1
2
4

Lubrication and Servicing
Hydraulic Oil Change
The following are instructions for changing the hydraulic oil. Refer to
Illustration
•
I-X and I-XI.
Remove the drain plug (item 1) located on the drain line (item 2)
•
in the rear coupler housing well.
Open the ball valve (item 3) to drain oil.
(Note: the hydraulic tank contains approximately 30 gallons of oil.
It may be necessary shut off the oil flow several times while
•
draining the tank to empty the waste oil container.)
When the hydraulic tank is empty close the ball valve (item 3) and
•
reinsert the hose end drain plug (item 1).
Remove the hydraulic filler cap and clean all dirt and debris from
•
around the hole, and refill with 30 gallons of hydraulic oil.
Start and idle engine till it reaches normal operating temperature
to warm the oil, and check oil level in the temperature/sight
•
gauge(item 4).
Oil level should be between the “high” and “low” marks when the
•
oil is warm.
Always check oil level in road condition.
Illustration I-XI. Hydraulic Tank
Drain System
1
2
3
4

Hydraulic Pressure Filter
Lubrication and Servicing
The following instructions are for changing the hydraulic pressure filter.
• Close the Pump Case Drain Valve (item 1) and the Pump Supply
•
valve (item 2).
•Unscrew the Hydraulic Pressure Filter housing (item 3).
•Remove and replace the filter element (item 4).
•Reopen the Pump Case Drain Valve and Pump Supply valves.
Recheck hydraulic oil level.
Item 4
Use Element Kit P/N 265-042857
Illustration I-XII. Hydraulic Pressure
Filter
3
4
2
1

Lubrication and Servicing
Rail
Wheels
(1)
Drain and
Refill Oil
Filled Hubs
(4)
Constant
Velocity
U-Joints
(400 Series
Steer
Axles)
(5)
Coupler
Box Pivot
Pin (2)
Drain and
Refill Axle
Housings
(4)
Drive
Shaft
U-Joints
(3)
Rail
Arms
(8)
Straight
Ahead
(7)
Wear
Plate
(2)
Drive
Shaft
U-Joints
(3)
Steer
Cylinder
Ends
(7)
Rail
Unit
Cylinders
(6)
Illustration I-XIII.
Lubrication Points
Refer to illustrations on
next page for exact
locations
King
Pins
(top and
bottom)
(5)
Grease under
Coupler
Housing Boxes
(2)

1.
3.
6.
7.
4.
Pin
8.
Lubrication and Servicing
under
plate
CV
U-Joint
5.
Pin
Pin
2.

Lubrication and Servicing
37 CFM Compressor
The following instructions are for servicing the 37CFM air compressor air
and •oil filters.
To check lubricant in the compressor use the compressor dipstick
•
(item 1) to check the oil level in the case.
To replace lubricant, unscrew the case plug (item 2) and drain
crank case.
2
1
Illustration I-XIV. 37 CFM Compressor
• •Replace case plug and fill crank case with 30 W non-detergent oil.
Remove breather wing nut (item 3), and remove breather cover
•
(item 4).
•Remove old air filter and insert replacement (item 5).
•Reassemble breather cover and wing nut.
Repeat above steps to replace second air filter.
Welding
Observe the following precaution when performing welding operations on
the Shuttlewagon ® .
Attach welding ground cable to a structural steel member of
the frame. Do not attach ground cable to rail wheels or any other
component that is supported by bearings. Failure to comply could
result in damage to bearings and premature bearing failure.
5
4
3

Operational Adjustment
This section contains the procedures for adjusting hydraulic pressure, rail
air brake pressure, hydraulic oil flow for the 37cfm compressor and rail
unit gauge. If you have questions, contact your local dealer or the
manufacturer. (816) 767-0300
Hydraulic Pump Pressure
The following directions are for adjusting the standby and main pressure for
the hydraulic pump.
Standby Pressure
Operational Adjustment
Note:
Standby pressure should be checked and set first.
1. Connect a 0-3000 PSI test gauge to the quick disconnect fitting
(item 1) on the PTP port on the main hydraulic block.
2. Start engine and warm hydraulic oil to normal operating
temperature.
3. Disconnect a wire from the pressure switch on the rail air tank
to disable the compressor.
4. Position all rail switches to the “up“ and switch to “Road Mode”.
5. Turn all other hydraulic components off. This places the pump in
“standby “ mode.
Illustration II-I. Illustration II-II.
1
PTP 2
3

Operational Adjustment
6. Remove the upper acorn head cap on the hydraulic pump (item 2).
The standby adjuster is an allen head screw under the cap.
7. Normal standby pressure is between 260-600 PSI.
8. Turn adjuster to increase or decrease pressure as needed.
9. After adjusting, reconnect the wire to the switch and allow the
compressor to run till it shuts off.
10. Repeat steps 5 through 8 until desired setting is achieved.
11. The optimum standby pressure will be achieved when the
compressor functions smoothly until shut-off without bogging down.
12. Once the correct pressure is achieved, reinstall allen head cap,
and perform the main pressure check.
Main Relief Pressure Check
• •Hold the “Rail Gear” switch in the up position.
Check the relief valve pressure by unscrewing the lower acorn
cap (ITEM 3 Illustration II-II) and adjusting the allen head screw in
until the gauge stop moving. This indicates the setting for the
•
pressure relief valve.
If the gauge indicates a pressure other than 2850, the main pressure
relief valve will need to be adjusted up.
Caution:
Do not exceed 3000 PSI before adjusting the pressure relief valve down.
• To
• Once
adjust the main pressure
relief, loosen the locking nut on
the pressure main relief valve
marked RDFA 2850 (item 5),
and adjust the pressure by
turning the allen headed shaft,
until the gauge stabilizes at
2850 PSI.
the pressure is set,
retighten the locking nut.
5
Illustration II-III.

Main Pump Pressure
•With the Rail Wheels “up” switches still activated, adjust lower allen
set screw (item 3 Illustration II-II) till pressure indicates 2600 PSI, and
replace acorn cap.
Train Rail Air Brake
The Train Rail Air Brake Valve is preset at the factory at 90 PSI. If the pressure
needs to be reset do the following:
•Close the air supply valves at both ends of the Shuttlewagon ® •
.
Loosen the acorn cap nut (item 1) and move the handle towards
the release position until the white hand on the Rail Brake Air
•
Gauge indicates 90 PSI.
•Tighten the acorn cap nut.
The opposing acorn cap nut (item 2) may be loosened to adjust
the throw of the brake lever. It is usually adjusted to allow the
brake lever to return to the lowest position.
Rail Unit Rail Gauge Check
1
Illustration II-IV. Train Rail Air Brake Valve
Operational Adjustment
Rail gauges on both front and rear rail units are 53-7/16” plus or minus
1/16”. To measure gauge, measure from inside flange on rail wheel to
inside flange on opposite rail wheel with the rail unit in the down position
on the surface of the rail, or on floor if the unit is not on rail.
53-7/16” + 1/16”
Illustration II-V.
2

Operational Adjustment
Hydraulic Accumulator
The Shuttlewagon ® is equipped with a hydraulic accumulator, which is
capable of producing high pressure and could cause injury if not
released properly.
Warning:
Never use oxygen or shop air!
This will void all warranties and can be dangerous.
• •Pre-charge with DRY NITROGEN GAS ONLY!
•Never operate accumulator without proper nitrogen gas pre-charge.
Release all system hydraulic pressure before attempting any main-
•
tenance or service.
Use only approved charging and gauging equipment for
•
precharging and pressure check.
Follow all instructions below:
1. a) If accumulator is installed, turn off all power to system (all dash
panel switches set to “off”), remove all hydraulic pressure from
accumulator.
b.) If accumulator is not yet installed, place a small amount of fluid
inside the unit for lubrication.
2. Remove the protective cap (gas valve guard) and the valve cap
(if there is one).
3. Attach the gland & nut portion (items 8, 11) of the charging
assembly to a dry nitrogen gas bottle, tighten securely. If this gland
& nut do not fit, you are using the wrong gas!
4. Attach the air chuck portion (item 2) of the charging assembly to
the accumulator bladder gas valve by hand tightening its swivel
hex connection.
5. Turn the air chuck “T” handle clockwise until it stops. This opens the
valve core. NOTE: (5000 PSI accumulators do not have a valve
core. The gas valve must be manually opened by turning its top
hex, counter clockwise).
6. Set nitrogen bottle gas regulator (if attached) to 25 psig. (The use
of a nitrogen gas regulator is strongly recommended!)
7. Open nitrogen bottle gas valve. (If you are not using a nitrogen
gas regulator care should be taken to only “crack” the valve
open.) With a regulator, valve can be opened fully.
8. Pre-charge slowly (25 psig) using the dry nitrogen gas until bladder
is fully inflated.

Warning:
Initial pre-charging at a rate above 25 psig can cause bladder to burst.
9. Continue pre-charging to desired pressure (Maximum 600 psi) by
increasing gas flow slowly.
10. Remove charging assembly. Check for gas leakage. (The use of
gas leak detection fluid is recommended.)
11. TIghten hex jam nut and lock nut fully.
12. Replace the valve cap and valve guard. Tighten, hand tight.
13. Install accumulator on system. CHECK FOR LEAKAGE.
14. Pressurize system.
Warning:
Operation of accumulator without sufficient pre-charge
(minimum of 25% of maximum working pressure) can cause
bladder “pick-out”.
Checking Pre-charge
Operational Adjustment
1. Release system pressure. Not gas pre-charge.
2. Remove gas valve guard (protective cap) and valve cap.
3. Install gauging device on gas valve stem.
4. Screw down air chuck “T” handle, check pressure.
5. Add additional dry nitrogen gas, if necessary, using the above
procedure.
6. To release excess nitrogen gas (if any) open up bleeder valve
(item 9), located at bottom of gauging device, until desired
pressure is achieved (maximum 600 psi).
Gas Safety Cap
The plastic safety cap, located at the top of the valve guard
(protective cap), is designed to “blow-off” if there is a valve stem
gas leak. If cap is missing, check pre-charge immediately!

Operational Adjustment
4
1
15
7
5
9
TYPE
1 AI-CG3-000SS 3000psi WP Max. 2200 psi, N 2 3000 psi gauge
2 AI-CG5-000SS 3000psi WP Max. 2200 psi, N 2 5000 psi gauge
1. Pressure gauge 9. Bleed Valve
2. Air Chuck 10. Copper Washer
3. Adapter Block 11. Nut
4. Swivel Connector 12. Head Assembly
5. Tank Valve 13. Gauging & Head Assy.
6. Coupling 14. Hose Assy.
7. Hose 15. Valve Core
8. Nipple (Gland)
3
14
10
2
Illustration II-VI.
12
6
13
11
8

Trouble Shooting
If you develop a problem with the Shuttlewagon ® during operation, refer
to the problems and possible causes listed below. If a problem should
occur check for the simplest cause first. You may wish to contact the
nearest Shuttlewagon dealer for assistance or contact the manufacturer’s
service department.
Problem/Possible Cause:
Problems During Operation
Premature Tire Wear
Excessive tire spin
Load too heavy
Railcar hand brakes not released
Contaminates on rail
Rail pressure controls pressure incorrect
Railcar air brakes not fully charged
Incorrect tire pressure
Foot valve sticking
Shuttlewagon ® Brakes Will Not Apply
Low air pressure
Air leaks
Air in brake lines
Low brake fluid level in master cylinder
Axle seals leaking oil on brake pads
Moisture in air tanks
Foot valve bypassing
Shuttlewagon ® Will Not Steer
Steering lockout in rail position
Low hydraulic oil level
Straight ahead assembly not lubricated
Steering cylinders bypassing
Low hydraulic pump pressure settings
Hydraulic pump failure
Shuttlewagon ® Will Not Move
Parking brake switch not released
Low hydraulic brake release pressure
Transmission shift control malfunction
Transmission ECU malfunction
Transmission oil low
Trouble Shooting

Trouble Shooting
Shuttlewagon ® Will Not Move (cont.)
Transmission solenoid malfunction
Derailing (general)
Steering tires not locked straight with vehicle
Excessive vehicle speed
Rail pressure gauges out of calibration
Hydraulic pump pressure too low
Moving more than vehicle rated capacity
Bad track and or conditions
Rail wheel flanges too thin
Rail wheel gauge improperly set
Rail wheels loose on spindles
Rail arm bushings seized/frozen
Rail Guide Wheels Flanging To One Side
Steering tires not locked straight with vehicle
Low tire pressure
Vehicle brakes partially applied
Track leaning to one side
Oscillating brackets out of adjustment
Hydraulic cylinder bypassing
Rail gear out of alignment
Service Problems
Front Axle Will Not Engage
Fuse blown
Wire disconnected
Solenoid malfunction
Switch defective
Transmission Overheating
Low transmission oil
Speed range too high
Cooler hoses blocked
Oil filter clogged
Oil strainer clogged
Wrong transmission oil
Transmission oil burned
Moving more than rated vehicle capacity
Railcar hand brakes not released
Railcar air brakes not released

Hydraulic Pump Noise
Hydraulic oil cold
Hydraulic oil contaminated
Hydraulic oil strainer clogged
Hydraulic return filter clogged
Tank shutoff valve closed
Hydraulic oil level low
Hydraulic oil too hot
Hydraulic pump malfunction
Rail Unit Problems
Rail Cylinder Will Not Hold Pressure
Drive mode switch not in rail position
Rail control valve not in down position
Regulating valves adjusted too low
Rail cylinder leaking internally
Hydraulic pump pressure setting out of adjustment
Rail Cylinders Won’t Raise or Lower Smoothly or Evenly
Hydraulic oil level low
Air in hydraulic system
Cylinder leaking internally
Hydraulic pressure settings low
Regulating valve malfunction
Rail arm bushings not lubricated
Rail arm bushings binding
Slow Rail Cylinder Movement
Cylinder leaking internally
Oil level too low
Pump not delivering sufficient oil
Rail arm bushings not lubricated
Rail arm bushings binding
Railcar Moving and Stopping
Will Not Pull Cars
Front axle not engaged
Railcar hand brakes not released
Railcar air brakes not fully charged
Rail pressure regulating valves adjusted too high
Railcar brake shoes frozen to wheels
Trouble Shooting

Trouble Shooting
Will Not Pull Cars (cont.)
Moving more than rated vehicle capacity
Track conditions slippery
Railcar Brakes Will Not Release
Railcar air brakes not fully charged
Railcar air shutoff valve closed
Rail air reservoir air pressure too low
Railcar hand brakes not released
Rear rail air compressor switch out of adjustment
Train brake air regulating valve set too low
Train brake control handle out of adjustment
Moisture in air reservoirs
Insufficient time to release railcar air brake system
Railcar Brakes Will Not Apply
Rail air brake system not fully charged
Air hoses and valves not connected correctly
Train brake control handle adjusted too high
Moisture in air reservoirs
Shutoff valves not open between cars
Railcar brakes defective
Railcar Braking and Release Time Too Long
Incorrect use of train brake control handle
Air leak in system or railcars
Rail air reservoir air supply too low
Note:
Normal time to release railcar air brakes is three to five minutes
for the first railcar and one minute for each additional railcar
in the consist.
Note:
For engine and transmission trouble shooting, refer to
manufacturer’s service manuals supplied with the Shuttlewagon.

Lubricants
Lubricants
Component
Cummins B Series
Cummins C Series
Caterpillar 3116
Caterpillar 3126
Transmission
DF 150/250
Hydraulic System
Axle Gear Oil
Rockwell Axles
Grease Fittings
Wheel Bearings
Master Cylinder
37 CFM Compressor
Radiator / Cooling
System
Table IV-I. Lubricants
Lubricant
API CG-4 & CH4
API CG-4 & CH4
API CG-4 & CH4
API CG-4 & CH4
Dextron III
ISO No. 32
API Class GL-5
Multi-purpose
Lithium
Dot 3 Brake Fluid
Compressor Oil
50% Water
50% Anti-freeze
Viscosity
SAE 15/40W
SAE 15/40W
SAE 15/40W
SAE 15/40W
SAE10W
SAE30W
10W
30W
75/140W
85/140W
No. 1
SAE J1703
SAE30W
Temperature
Year Round
Year Round
Year Round
Year Round
Below 32ºF
Above 32ºF
Below 32ºF
Above 32ºF
Below 32ºF
Above 32ºF
Year Round
Year Round
Year Round
Year Round
Note:
The above specifications are subject to change without notification by
the manufacturer. Refer to accompanying manufacturer’s literature for
more complete information.

Component
Cummins
4BTA3.9C 130HP SWX405B
6BT5.9 152HP SWX415B
6BTA5.9 174HP SWX435B
6BTA5.9 200HP SWX455B
6CT8.3 215HP SWX525B
6CTA8.3 230HP SWX545B
6CTA8.3 250HP SWX565B
6CTA8.3 260HP SWX605B
CATERPILLAR
3116DIT 155HP SWX415B
3116DIT 170HP SWX435B
3116DITA 190HP SWX455B
3116DITA 210HP SWX525B
3126DITA 240HP SWX545B
3126DITA 260HP SWX565B
3126ATAAC 300HP SWX605B
Transmission DF150
Transmission DF250
Rockwell Axles 400 Series
Rockwell Axles 500/600 Series
Table IV-II. Engine Capacities
Oil & Filter
11.6 Qts
17.3 Qts
17.3 Qts
17.3 Qts
24 Qts
24 Qts
24 Qts
24 Qts
21 Qts
21 Qts
21 Qts
21 Qts
33.8 Qts
33.8 Qts
33.8 Qts
Capacities
Engine
10 Qts
15 Qts
15 Qts
15 Qts
20 Qts
20 Qts
20 Qts
20 Qts
19.6 Qts
19.6 Qts
19.6 Qts
19.6 Qts
N/A
N/A
N/A
Capacities
Refer to accompanying
manufacturer’s literature
Radiator
9.7 Qts
10.5 Qts
14.5 Qts
14.5 Qts
10.6 Qts
13 Qts
13 Qts
13 Qts
14 Qts
14 Qts
14 Qts
14 Qts
17.6 Qts
17.6 Qts
17.6 Qts
Note:
The above specifications are subject to change without notification by
the manufacturer. Refer to accompanying manufacturer’s literature for
more complete information.

Maintenance Schedule
Air/Oil
Sep.
Filter
Air
Comp.
Air Filter
Air
Comp.
Oil Filter
Air
Comp.
Oil
Air
Filter
Element
Hyd.
Filters
Axles Hyd.
Oil
Trans.
Filter
Coolant Trans.
Oil
Coolant
Filter
Fuel
Filter
Oil
Filter
Engine
Oil
HOURS
*
200
250
300
400
500
600
750
800
900
1000
1200
1250
1400
1500
1600
1750
1800
2000
2100
2200
2250
2400
2500
2600
2700
2750
2800
3000
3200
3250
3300
* First Transmission Oil change at 50 hours and every 1000 hours thereafter.
Table VI-I. Maintenance Schedule