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Figure 1-8.  Engine - Left Side View
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TM-5-4210-233-14P-1 Twin Agent 4x4 Firefighting Truck Model No. CM-KFT-B Manual
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BRAKE  SYSTEM. - TM-5-4210-233-14P-1_25
TM 5-4210-233-14&P-1 1-13.  ENGINE THROTTLE CONTROL.  The fuel metering in the injectors is controlled electronically.  When the engine is shut off the fuel injectors are automatically positioned to the advance fuel position for starting.  To stop the engine, the fuel supply is shut off.  The stop control lever is engaged by the electrically-operated shut- off  solenoid  which  is  controlled  via  the  ignition  switch.    The  solenoid  is  always  engaged  when  the  engine  is running. a.   Throttle Control - Driving Mode.  The engine speed is controlled electronically from the electronic foot pedal assembly to the DDEC which electronically controls the fuel injectors. b.    Throttle  Control  -  Firefighting  Mode.    Variable,  stabilized  engine  speed  is  required  to  provide  infinite control of the water pump pressure.  To achieve this, an electronic vernier throttle control (located on the pump control panel) is connected to the DDEC to regulate engine speed during firefighting operations. 1-14.  TRANSMISSION AND DRIVE TRAIN a.  Transmission.  The transmission is a four-speed automatic unit providing four forward gear ranges, neutral and reverse. b.     Controlled   Traction   Differential.   The   tandem   rear   axles   are   both   provided   with   Controlled   Traction Differentials  (differential  locks).  The  differential  locks  incorporate  a  friction  plate  assembly  (clutch)  which  is under  constant  spring  pressure.  When  engaged,  the  differential  lock  prevents  one  wheel  from  slipping  in relation to the other wheel on the same axle. When disengaged, conventional differential action for normal road conditions is restored. When engaged, the differential lock will slip sufficiently for the vehicle to negotiate turns in a normal manner. c.  Differential Lock Control. The differential locks are engaged and disengaged by air-operated shift units.  Air flow to these units is controlled by a selector valve in the cab. The differential locks can be actuated at any time except when one or more wheels are spinning. 1-15.  AIR SYSTEM.  In this paragraph, only that part of the air system comprising air supply and storage, and driving accessory operation is covered.  The air brake system is described in paragraph 1-16. a.   Air Supply and Storage System. (1)  Refer to Air System Schematics in Appendix G. Filtered air is supplied from the engine air box to the compressor. Here the air is compressed and discharged via the drier into the supply reservoir. (2)  The air flow from the supply reservoir to the three rear service, front service, and isolated emergency spring  brake  release  reservoirs  is  restricted  by  pressure  protection  valves.    These  valves  isolate  the supply  reservoir  until  sufficient  pressure  is  available  to  permit  vehicle  operation.    When  sufficient pressure is obtained, pressurization of the remaining reservoirs takes place.  The check valves prevent backflow from the reservoirs once these are charged. (3)  The supply reservoir is open to the rear service reservoir whenever the ignition switch is set to ON. (4)  To provide quick pressurization of the rear service and front service reservoirs immediately after start- up, the supply reservoir is maintained fully charged and isolated when the ignition is OFF. (5)    While  the  system  is  charging,  the  air  flowing  through  the  air  drier  is  dehumidified.  T  he  moisture  is precipitated and collected in the bottom of the drier.  When the compressor unloads, the discharge air opens  a  valve  in  the  bottom  of  the  drier  and  the  accumulated  moisture  is  blown  out  by  a  backflow  of pressurized  air.    This  air,  still  hot  from  compression,  also  removes  residual  moisture  from  the  drying element. (6)  Pressure gauges and low pressure indicator lights for the front and rear reservoirs are provided in the cab. 1-17

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