PS Magazine Issue 181 1967 Series [181 ed.]

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Citation preview

SUPPlY AND MAINTINAN(E.. _

GET HELPI

If supply and maintenance operatiug problems h ave got you bogged la tely, you may need a little help to get you r outfit rolling . smoothly.

OK , so you need h el p. To get it, ask yo ur own CO (or you r maintenance o fficer) to call your d irect support unit. D S will g ive you r outfit a hand.

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____"''''_____

You can gel help, and it may come

~~;;;;~r*sou rccs,

like

80-

~-.rSpecialists from your own clio IIJ~iiii_iiii_iiiiiiiiii"'____ reet support unit (DSU). ~~~____ OR • .. ~ Civilian c(luipment mainte' nance technicians provided by the Army's commodity commands are available to all commanders world. wide. They specialize in Tank-Automotive, Aircraft, Electronics, Weapons, Missiles and Mobility Support

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OR . . .

Civilian specialists on maintenance m an agement and supply pro. cedu res. T h ese guys work out of five Al\IC Customer Assistance Officeso n e for each Army Area. They operate mostly with in CONUS and are called customer assistance representatives. In additio n , th ere are Cus-

SUPPlY AND MAINTINANCE . . .

GET HELP!

OK, so you need help. To get it, ask your own CO (or your m aintenance officer) to call your direct SUPPort unit. DS will give your outfit a hand.

Ai;,-,.----------

II they can't, they' ll figure out the kind of h elp you n eed and make your

GROUND MOBILITY

If supply and maintenance operat.

ing prob lems have got you bogged lately, you may need a little help to

COMMUNICATIONS

get your outfit rolling , smoothly. You can get help, and it may come

~~;:;~~#sources, like

80-

~- F'S p ecialists

from your own direel support unit (DSU).

~~~_. O R ... ~ Civilian c(luipmenl m ai ntenance technicians provided by the Army's commodity commands are available to all cOlllmanders world. wide. They specialize in Tank.Automotive, Aircraft, Electronics, Weapons, Missiles and Mobility Support

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O R ...

Civilian speciali sts on maintenance 1Il1.Ulagement and supply procedures. These guys work out of live AMC Customer Assistance Offices one for each Army Area. They oper. ate mostly within CONUS and are called customer assistance representatives. I n addition, there are Cus·

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GROUND MOBILITY

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DRIVER OR OPERI

saddle-or into cab-you've gOt a gasoline-engine truck, but you have to handle the beast a special way or you to operate your multifuel-engine truck! won't get the most out of it. You can So what's the difference? Puh-Ienty! even ruin it! So, if you jockey a multifuel-engine Why , a gasoline-engine truck and a multifuel-engine truck are about as truck, forget everything you know much alike as a cowpony and a race- about gasoline engines. Scrub it Out of horse. You don't see much difference your brain. Rap yourself in the head. .from a distance. And even up close, Take a cold shower. Turn over a new you'll find a lot of the parts are the leaf. But when you climb into the You're be a multifud-engine

like an airplane pilot moving from prop-jobs £0 jets. You've got to learn a new way of operating or you'll never get off the ground. Operating your multifuel-engine truck is no where near as complicated as flying a jet plane-but jf you don't operate your truck right, you can take off with a brand-new vehicle and come back with a pile of junk.

So let's start fresh. Soak up this info - make like a sponge. Then do right by your multifuc1-engine truck-make like an operator.

Your multifuel engine is a diesel (compression ignition) engine. It's gOt no sparkplugs like the gasoline job. Fuel is ignited by compression. A piston coming up on its compression stroke squeezes the air in the cylinder until it gets hot-real hot. About that time, fuel is "injected" ioro the cylinder under terrific pressure. The fuel's ignited and burns - giving the power that drives the piston back down on its power stroke. You can get the fine details on compression ignition in TM 9-8000 (Jan 56), Chap 6, Principles of Automotive Vehicles.

FUEl II INJErno INTO COMPREISID, HOT AIR •.•

THII FUEl·AIR MIXTURE IGNITES AND DRIVEl THE PIlTON DOWN.

YOUR MUL11·FUEl ENGINE HAS A MORE FLEXIBLE APPETITE fHAN A "STRAIGHT DIESEL' ENGINE BECAUSE IT'LL RUN ON SEVERAL FUBS 6ESIDES DIESEL FUEL.

4 MUlTiFUEL ENGfNES - SO FAR You've gOt 1 of 4 different multifue1 engines in your 2Y.!-ton or 5-ton truck. There may be others in the future, but here're the only ones for now· eot fuels you can use in your multifuel engine:

'dihU

•

FIRST CHOICEYY·F·800 diesel fuel MIL·F·16884 marine fuel oil CITE MIL·F·46005 compression ignition fuel

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SECONO CNOICEJet Fuel SPEC MIL·J·S624 Commercial aviation kerosenes Jet A and JeIA·1 Fuels assigned NATA Symbols F·34 or F:35

41-101-'

LAST CNOICEMIL·6·3056 combat gasoline. Considered "emergency fuel," because it doesn't give as good performance as the others in the multrfuel engine and, over long use, may shorten the life of a multifuel engine.

•• ••

- 2111-ton 6742-series trucks {M35A 1 cargo truck and others in this multifuel family called M44A l-seriesl. - 21/2-ton 6742-series trucks (M35A2 cargo truck etc, called M44A2-series). - S-tan 6744-series trucks (M54A2 (argo truck etc, known as M39A2-series).

- 5·fon 6744-series lolso in M39A2-series family).

SAME OPERATOR'S MANUAL

One operator's manual covers both the gasoline-engine and multifuel-engine 2Y.!-ton G742-series trucks. That's TM 9·2320·209·10 with Ch 1 (May 65) Ch 2 (Oct 66) and Ch 3 (June 67). And there's only 1 operator's manual for all 3 engine-type 5-(On G744series trucks- gasoline, multifuel and straight diesel. It's TM 9·2320·211·10 with Ch 2 (Jun 64), Ch 3 (Jan 65), Ch 4 (Feb 66, Ch 5 (Oct 66) and Ch 6 (May 67). Forget Ch 1 - it was rescinded.

If you want to know more of the " LD" stand for. Here it is: " how" and "why" of your engine, bor· row a copy of: = liquid cooled TM 9·2815·204·35 (Feb 64)-LOS 427·2 engine =diesellcompression ignition} TM 9·2815·210·35 with Ch 1 (May 65), Ch 2 (Jun 66) and Ch 3 (Nov 66) -LOS 465· 1, LO 465 ·1 and LOS 465· = supercharged (the LD 465·1 lA engines. doesn 't have a turbosuper· By now, if you don't already know, chorgerl you're askin' what this " LDS" and

All 4 engines are pretty much alike as far as operating's concerned. But one important difference is the fuel fi1cer setup. All 4 multifuel engines have 3 fuel fi1cers-pcimary, secondary and final-but the type of filter and the location is different in a couple of cases.

I

GETTI G

GETIIIG EADY••• Hold it! Before you settle down be-

hind your steering wheel-drain your primary fuel filter. This's where you start separating the ordinary drivers fcom real operators.

Your multifuel engine's not too fussy about what kind of fuel you feed it, but it's mighty touchy about qualityno dirt or water or. like you find in the tcopics, fungus.

TIRE INFLATION PRESSURES HIGHWAY 70 LBS CROSS COUNTRY 35 LBS MUD SAND & SNOW 15 LBS

So rhis's an absolute must before you fire up:

EADY••• Hold it! Before you settle down be· hind your steering whee1- drain your primary fuel filter. This's where you start separating the ordinary drivers from real operators. Your multifuel engine's not tOO fussy about what kind of fuel you feed it, but it's mighty touchy about qualityno dire or water or, like you find in the tropics, fungus. TIRE INFlATION PRESSUREI HIGHWAY 70 lSS (ROSI COUNTRY 31 lSS MUD, SAND & SNOW I I lSS

So rhis's an absolute must before you fire up:

1. Turn on your accessory switch so the in· tonk fuel pump will run.

Climb aboard. But you're not quite ready to start up your engine yet-not till you've checked 'er out for hydrostatic lock. If you forget this just once, you could wind up with a hunk of pretty useless iron in your engine c9mpartment.

IuT IF THERE IS. OU(H!

\

Hydrostatic lock happens when there's liquid-fuel or water-sittin' on top of one or more of the pistons. This's like rock when your piston rams it up against the cylinder head. It can ruin an engine-or at least bust a connecting rod.

the engine as you turn 'er over. Or maybe it starts turnin.9 over and quits with a thunk. Or maybe it won't turn over at all. Take your finger off that starter bunon right now if you get anyone of those signs of hydrostatic lock. Your mechanic will check it out. He may have to drain fuel or water from the cylinders and find out how it got in there.

This time you turn 'er over with fuel ON. Clutch pedal down again. No more than 30 seconds on the starter button -1 0 seconds is usually enough. Wait at least 2 minutes if she doesn't take off - then try again. If your multi-

Never pump the accelerator pedal on a multi fuel-engine truck. It doesn't do any good and it can do a lot of harm. 9

Also taboo is trying [0 start a multi.engine truck by towing or pushing. You might have missed some sign of hydrostatic lock. Towing would force your engine and could bust it. So use jumper cables if your engine needs a boost.

Idle for 3 CO 5 minutes or until engine heat reaches 120 0 • Engine speed should be above 800 RPM but under 1000 RPM. Idling too slow setS up vibrations that'll loosen some parts and even break others. This warmup helps the whole engine, but it's especially important for your " turbocharger" (turbosupercharger). Exhaust gas spins your turbocharger at about 30.000 RPM at idle speed and up to 60.000 RPM at operating speed. Idling gives oil a chance [Q get to it at low speed. Never stomp on pedal or overspced engine. Watch your oil pressure gage close for the first 20 seconds of idling. If it doesn't go up to 15 PSI at 800-1000 RPM, shut down quick and holler for a mechanic-you've got a sick engine. Engine coolant temperature should be up to 120°F before you think about hittin' the road. It'll move up faster when you get rolling. But take it easy even then, until your engine temp works up to between 170 0 and 200 0 before giving 'er full throttle and full load. And never operate with your hood side panels open-you'll JUSt goof up the way cooling air is supposed (0 be channeled through your engine compartment.

I

In dusty country your 61ter element needs cleaning

every day.

BLOW IT CLEAN WITH AN AIR HOSE!

WASH DETIRGENT AND WATER (NEVER SOLVENT OR GAS) AND "SHAKE DRY."

..":"m"