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TAC • The in-cab function checks include verification of u
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to-date speed butter and tachograph calibration. Wit the Mfrs electronic tacho, that includes examination the main diagnostic socket's plastic blanking plug. Ant scratches or pin marks are interpreted as tarnperlm and this warrants an immediate test failure. t repair and re-calibration doesn't conic cheap as the panels around it have to be removed, the tacho head extract and recalibrated, and a new front section fitted.
RONT GRILLE HINGE
On the FM?, the front grille hinges have an unfortunate ibit of stiffening and then seizing altogether. When that ippens, hinges have been known to snap and the first person 'ening the grille will find the supporting ram heading wards him. Most mechanics are aware of this and if there's iy doubt, they take the necessary precautions. They gularly check both of the hinges and use an appropriate bricant such as WD40 if the panel isn't lifting and lowering soothly enough.
CAB LOCK PISTON
• The cab lockdown mechanism incorporates a hydraulic piston on the driver's side which is rather exposed to road way. Because of this, the unit is prone to seizing, usually after a long winter period. which means the cab cannot be lifted. Drivers and mechanics should check its operation regularly. On this vehicle, the piston was stuck in the 'in' position and wouldn't allow the cab lock to release. Jonathon used a long strong screwdriver to release the locking mechanism, but the job was marked down for an immediate repair.
BROMS BRAKE
• Duntp the air to check the low air buzzer operation warnii* light for both service systems and the air suspension. Listen for the air dryer cut-in. Check that the BrOMS brake operates properly. This button smite' beside the park brake can catch out the unwary who imagine a major braking problem. Should the air sum* drop too low, the park brakes will apply and the BrOMI button pops out; the park lever becomes flaccid and useless. Duce the air supply returns to normal the brakes are released by pushing home the Broms butte
1EERING JOINTS
If there's any stiffness felt at the steering wheel, take a ik at the two universal joints in the steering column. rlier Ms and FL1Os had a grease nipple at the crucifix but ese later models have unlversaljoints that are lubricated d sealed for life. An occasional spray of WD40 doesn't go ilss, but if the joints are seizing the only real solution is a stly replacement of the section. There's the best part of two urs work to remove the inner cab cowling in the footweil, id to access the clamp bolt at the bottom end means moving the headlamp too.
BRAKE AUTO-ADJUSTER
• It goes without saying that regular greasing is important— but take care not to over-grease in your enthusiasm to do the job right; doing so is wasteful, harmful (to the environment) and, in some cases, downright dangerous. A case in point is the brake cross-shaft. If too much grease is applied, it will force its way through to the automatic adjuster and eventually prevent it from doing its job. On a service, one pump application is usually enough to move fresh grease along, but remember to clean the nipple off, both before and after applying the grease.
OPSHAFT CENTRE BEARING
Like the steering joints, the FM7's propshafts have pre-packed, sealed universal joints, but they still need checking to ensure there's no slackness in the bearings. So, too, does the centre bearing and this warrants a close look at the bonded rubber inner collar. A good clue to its general condition can be found In the state of the centre locating plugs. lithe small lugs located there look like they have disappeared. then the inner bushing has pulled away. It will be rotating inside and needs changing right away. This is no small job as the bonded bush will need pressing into position.
FRONT SPRING TOP LEAF EYE
II Front springs do have to absorb heavy shocks during service and when they break, the experienced driver doesn't usually need telling about it. But just occasionally, an F17 or FM7 has turned up for a routine service and inspection without anyone realising that the top leaf is broken at the eye. This just emphasises the importance of regular lubrication. Ever mindful of a possible recurrence of such events, Crossroads' examiners always scrutinise the front spring eyes and use a powerful torch or lead lamp to do so. Once a colleague has begun to rock the steering sideways, any such damage will become readily apparent.
SHACKLE PINS & BUSHES
The front spring's shackles and pins need checkii carefully too, but the signs and the methods are somewhat different. Most vehicle examiners will us long lever to search for lift at the bushes but there simpler clues. Check that the gap between the sprit eye and the chassis bracket is uniform. If it sits at . angle then test it by levering it with the bar. Check.' that the top of the shackle isn't too close to the chi rail or possibly even rubbing on It. Get a clear look a the position of the pins in the bushes and shackle housings and ensure that they're all sitting central at all out of line, they'll probably need changing.
CLUTCH MEASUREMENT
II Regular clutch measurement is vital in trucks of this age, if they're not to break down in service. If you don't have the proper gauge, use a steel rule to measure the distance between the slave cylinder housing's inner face and the shoulder of the actuating lever The figure needs checking against the limits posted on the cab's Beast and this EMT's 55mm is perfectly acceptable. (Remember to update this label If the clutch is replaced.) A doubting mechanic can remove the clutch's lower access plate and measure the position of the cover plate rivets in relation to the pressure plate. With 163,5001tm on the clock, Poiypipe's FM7 drawbar vnit has plenty of meat on the plate.
STEERING LOCK STOP BOLTS
NI Steering stop bolts do occasionally work loose but If they're not intercepted prior to an annual test it becomes an embarrassing failure. At a roadside check, It would mean an Immediate GV9. Wasnidge took great care to ascertain that all of the stop bolts and lockouts, especially the front ones, were not only secure but properly adjusted too. lilt turns out that the problem's a recurring one on a vehicle, It may be that the threads are damaged, in which case they will need replacing.
DIAGNOSTICS
• Volvo-trained technicians are able to discover system faults by scrolling through the
FMTs rather clever diagnostic system using the stand; display panel in the centre of the fascia. Using the 'enti button on the right-hand steering stalk, Wasnidga Is at interrogate individual ECUs: brakes, suspension, engine controller, safety air bag and the information unit—a seventh ECU is for non-Volvo systems. Other cluster tel cover lights, dash displays and in-cab warning devices faults are cleverly listed in either text or code. Just remember to delete the codes from the diagnostic mer once faults have been dealt with.