TS14G Overhung Scraper Maintenance Manual

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TABLE OF

CONTENTS

TS14G

Overhung Scraper

Maintenance Manual

PART No. 15501198

SM 2283 Rev 1 12-05

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MAIN LIBRARY INDEX

TECHNICAL PUBLICATIONS DEPARTMENT

TEREX EQUIPMENT LIMITED,

MOTHERWELL, SCOTLAND, ML1 5RY

REF. NO. 853

The information contained within this

Alert must not be made available to third parties not authorised to receive it.

Service

Information

Alert

April 1994

General

VITON 'O' RINGS AND SEALS (FLUORO-ELASTOMERS) - SAFETY HAZARDS

PURPOSE:

To advise potentially hazardous condition.

DETAIL:

It has been brought to our attention that 'Viton' material used in manufacture of oil seals and 'O' rings, produces a highly corrosive acid (Hydrofluoric) when subjected to temperatures above 315° C.

The resulting contamination can have extreme consequences on human tissue since it is almost impossible to remove after contact.

We therefore recommend the following procedure when it is necessary to inspect any equipment that has been subjected to a high temperature i.e. fire.

a. Visually inspect for any gaskets or seals which have suffered from heat; they will appear black and sticky.

b. If this is affirmed -

Do Not Touch

c. Make enquiries to ascertain the material composition. Any Fluoro-elastomer (Viton, Fluorel or Tecmoflon) should be considered dangerous but natural rubber and nitrile are non-hazardous.

d. If Fluoro-elastomer seals have been used, then the affected area MUST be decontaminated before undertaking further work.

e. Disposable Heavy Duty Gloves (Neoprene) MUST be worn and the affected area decontaminated by washing thoroughly with Limewater (Calcium Hydroxide solution).

f. Any cloths, residue and gloves used MUST be safely discarded after use.

Note:

Burning of the discarded items is NOT RECOMMENDED, except in an approved incineration process where the gaseous products are treated by alkaline scrubbing.

TEREX Equipment Limited, Motherwell, Scotland ML1 5RY Tel. (0698) 732121 Tlx. 77141 Fax. (0698) 734046

TEREX Division, Tulsa, Oklahoma, 74107 USA Tel. (918) 446-5581 Fax. (918) 446-9752

THIS PAGE IS INTENTIONALLY LEFT BLANK

IMPORTANT SAFETY NOTICE

Proper service and repair is important to the safe, reliable operation of all motor vehicles. The service procedures recommended and described in this publication, are effective methods for performing service operations. Some of these service operations require the use of tools specially designed for the purpose.

The special tools should be used when, and as recommended.

It is important to note that this publication contains various WARNINGS and NOTES which should be carefully read in order to minimize the risk of personal injury to personnel, or the possibility that improper service methods will be followed which may damage the vehicle or render it unsafe. It is also important to understand these WARNINGS and NOTES are not exhaustive. It is not possible to know, evaluate and advise the service trade of ALL conceivable ways in which service might be carried out, or, of the possible hazardous consequences of each way. Consequently, no such broad evaluation has been undertaken.

Accordingly, anyone who uses a service procedure, or tool, which is not recommended, must first satisfy themselves thoroughly that neither their safety, nor vehicle safety, will be jeopardized by the service method he/she selects.

Two types of heading are used in this manual to attract your attention.

1.

WARNING

- This symbol is used when an operating procedure, practice, etc., which, if not correctly followed could result in personal injury or loss of life. Look for this symbol to point out important safety precautions. It means -

ATTENTION! BECOME ALERT! YOUR SAFETY IS INVOLVED!

2.

Note -

This is used when an operating procedure, practice, etc., which, if not strictly observed, could result in damage to or destruction of equipment.

WARNING

Never use parts which are altered, modified, or weakened in operation. This can seriously jeopardize the integrity of the machine and could result in property damage or serious personal injury.

SM 2285 04-04

THIS PAGE IS INTENTIONALLY LEFT BLANK

TABLE OF CONTENTS

Section No.

Description

160

0020

0040

0050

0080

165

0031

0060

120

0010

0070

130

0010

140

0030

0040

0060

000

0000

0010

100

0010

0130

110

0030

0050

0130

0130

210

0040

0060

220

0000

0010

0090

0120

0130

0160

0190

190

0000

0270

200

0040

0051

GENERAL INFORMATION

TS14G Technical Data

Welding procedure

CHASSIS

Chassis, Hood and Fenders - Tractor

Steering Trunnion - Tractor

ENGINE

Engine and Mounting

Air Cleaner

Power Takeoff - Tractor

Flywheel Cover Group - Scraper

TRANSMISSION

Transmission Mounting

Transmission Electronic Controls

DRIVELINE

Drivelines - Front and Rear

FRONT AXLE GROUP

Planetary Gearing

Wheel, Rim and Tyre

Differential

REAR AXLE GROUP

Differential

Planetary Gearing

Wheel, Rim and Tyre

NoSpin Element

BRAKE PARTS

Brake Parts - Scraper

Slack Adjuster

ELECTRICAL SYSTEM

Circuit Diagrams

Switches and Sensors

FUEL SYSTEM

Fuel Tanks, Lines and Mounting

Electronic Foot Pedal

COOLING SYSTEM

Radiator and Mounting

Transmission Oil Cooler

STEERING SYSTEM - TRACTOR

Steering System Schematic

Steering Lines and Fittings

Steering Valve

Steering Cylinder

Double Relief Valve

Flow Reversing Valve

Steering Linkage

(Refer to Section 160-0040)

(Refer to Section 160-0050)

SM No.

1780

1779 Rev1

1721 Rev 1

1781

1777

1751

2282

2286

1886 Rev 1

1719

2275

2172

1885 Rev 1

1695

2274

1692

1693 Rev 1

1694

1783 Rev 1

1735

1796 Rev 1

-

-

1778

2276

1798 Rev 1

1760

1768 Rev 2

1765

1897

1747

1764

1766

SM 2281 Rev 1 12-05

1

2

TABLE OF CONTENTS

Section No.

Description

260

0010

0090

0130

280

0010

0020

0030

0040

0040

0050

300

0020

0070

0080

0090

250

0000

0070

0170

0180

0190

0200

0260

0280

0280

0290

235

0000

0010

0020

0030

0035

0040

0050

0060

0070

0120

0160

255

0020

BOWL HYDRAULIC SYSTEM

Hydraulic System Schematic

Hydraulic Lines and Fittings

Bowl Cylinder

Ejector Cylinder

Apron Cylinder

Hydraulic Tank - Tractor

Triple Pump

Bowl Control Valve

Accumulator

Relief Valve

Servo Control Valve

BRAKING SYSTEM

Air Braking System Schematic

Treadle Valve

Air Tanks and Mounting

Quick Release Valve

Park/Emergency Brake Control Valve

Air Drier

Brake Chamber

Relay Emergency Valve

Relay Valve

Pressure Protection Valve

AIR SYSTEM

Air Horn

OPERATOR'S COMPARTMENT

Cab and Mounting

Driver Seat and Mounting (Air Suspension)

Air Conditioning

BOWL - SCRAPER

Bowl and Tail

Pull Yoke

Apron and Ejector

Ejector Lever

Bowl Linkage

Cutting Edges and Side Blades

MISCELLANEOUS

Lubrication System

Service Tools

Standard Bolt and Nut Torque Specs

Unit Storage

* * * *

SM 2281 Rev 1 12-05

SM No.

1728 Rev 1

1742 Rev 1

1787 Rev 1

1799 Rev 2

1888

1890 Rev 1

1892

1891

1726

1889 Rev 2

1802 Rev 1

1238

1239

1893 Rev 1

1894

2280

1895

1896

2279

1739

1887

1791 Rev 1

1776

1775

1784 Rev 2

1755 Rev 1

1788 Rev 1

1793

1795

2284

1782

1800 Rev 1

1794

1752 Rev 1

1797

3 060

(10-0.5)

2 260

(7-5)

1 460

(4-9.5)

GENERAL INFORMATION - TS14G Technical Data

Section 000-0000

SM - 3151

3 440 (11-3.5) Max. Width

1 460

(4-9.5)

2 260

(7-5)

3 060

(10-0.5)

3 250

(10-8)

3 150 (10-4) to ground 3 810

(12-6)

2 770 (9-1)

7 040 (23-1)

12 400 (40-8)

All vertical dimensions with bowl at 300 mm (12 in) carry position. Unit empty.

2 590 (8-6)

Dimensions in mm (ft-in)

Dimensions in mm (ft-in)

Apron opening .................................. 2 100 mm (6 ft 11 in)

Width of Bowl and Cutting Edge ......... 2 910 mm (9 ft 7 in)

Width of cut ....................................... 3 000 mm (9 ft 10 in)

Depth of cut - maximum ......................... 305 mm (1 ft 0 in)

Depth of spread - maximum .................. 685 mm (2 ft 3 in)

Clearance under drive axle .................. 585 mm (1 ft 11 in)

Clearance under bowl - maximum ....... 585 mm (1 ft 11 in)

Overall length with optional Twin Hitch

Bail Raised ...................................... 13 900 mm (45 ft 7 in)

Bail Lowered ................................... 14 340 mm (47 ft 8 in)

Note:

All vertical measurements are with bowl at 300 mm

(12 in) carry position. Unit empty.

Fig. 1 - Machine Dimensions

ENGINE

Tractor

Engine Series .................................. Cummins QSB-30

Type ............................. 4 Cycle Diesel, Turbocharged,

Electronic Management

Gross power at 2 200 rev/min ............. 138 kW (185 hp)

Net power at 2 200 rev/min ................. 131 kW (176 hp)

Air cleaner .............................................. Dry, Aspirated

Starting ............................................................ Electric

Maximum Speed (No load) ...................... 2 390 rev/min

Maximum Speed (Full load) ..................... 2 200 rev/min

Idle Speed .................................................. 750 rev/min

Safe Operating Angle ............................ 30°/57% Grade

Note:

Gross power rated to SAE J1995 June 90.

Engine emission meets USA EPA/CARB MOH 40

CFR 89 and EU NRMM (non-road mobile machinery) directive.

Scraper

Engine Series .................................. Cummins QSB-30

Type ............................. 4 Cycle Diesel, Turbocharged,

Electronic Management

Gross power at 2 200 rev/min ............. 125 kW (167 hp)

Net power at 2 200 rev/min ................. 118 kW (158 hp)

Maximum Torque

at 1 600 rev/min ............................. 720 Nm (531 lbf ft)

Number of cylinders/configuration ................... 6, Inline

Bore x Stroke ................. 102 x 120 mm (4.01 x 4.72 in)

Total Displacement ........................... 5.9 litres (360 in³)

Note:

Gross power rated to SAE J1995 June 90.

Engine emission meets USA EPA/CARB MOH 40

CFR 89 and EU NRMM (non-road mobile machinery) directive.

SM 2275 03-04

1

General Information - TS14G Technical Data

Section 000-0000

Maximum Torque

at 1 600 rev/min ............................. 720 Nm (531 lbf ft)

Number of cylinders/configuration .................... 6, Inline

Bore x Stroke ................. 102 x 120 mm (4.01 x 4.72 in)

Total Displacement ........................... 5.9 litres (360 in³)

Air cleaner .............................................. Dry, Aspirated

Starting ............................................................ Electric

Maximum Speed (No load) ...................... 2 390 rev/min

Maximum Speed (Full load) ..................... 2 200 rev/min

Idle Speed .................................................. 750 rev/min

Safe Operating Angle ............................ 30°/57% Grade

BRAKES

Full air operated drum brakes with automatic application on loss of air pressure. Secondary system can also be manually applied. Spring-applied parking brake actuators. Air drier standard.

Braking Lining:

Diameter .............................................. 508 mm (20 in)

Shoe Width ............................................ 152 mm (6 in)

Lining Thickness ................................. 19 mm (0.75 in)

Lining Area - Each Axle ................. 3 355 cm² (520 in²)

Air Compressor Capacity ..... 374 litre/min (13.2 ft³/min)

TRANSMISSION

Make/Model ............................ Funk DF158 Powershift, counter-shaft type transmission with integral torque converter. Seven speeds forward and one reverse.

Automatic lockup in the top six forward gears.

Manual, electric shifting and downshift inhibitor. Rear transmission is equipped with an alarm to warn the operator in the event of transmission malfunction.

WHEELS AND TYRES

Wheel Rim Width ................................................. 25 in

Tyres:

Standard ....................................... 29.5 R25** Radial

Optional ....................................... 29.5-25 (28PR) E3

Note:

Consult tyre manufacturers for optimum tyre selection and correct t-km/h (ton-mileh) capacity for application.

SPEEDS WITH STANDARD DIFFERENTIAL

Forward

Gear 1 2 3 4 5

Ratio km/h mile/h

6 7

5.72 4.05 2.90 2.03 1.45 1.03 0.74

5.9

3.6

8.3

5.1

11.5 16.5 23.1 32.5 45.4

7.2

10.2 14.3 20.2 28.2

Reverse

Ratio km/h mile/h

4.05

8.3

5.1

Stall Speed ..................................... 2030-2090 rev/min

Torque Converter Ratio (front and rear) ............. 2.408:1

AXLES

Heavy duty axles with fully-floating axle shafts, single reduction bevel gear differential and planetary reduction in each wheel. A NoSpin differential is standard in the rear axle for improved traction in difficult conditions. A pedal controlled power-locking differential is optional in the front axle, operational in first gear only.

STEERING SYSTEM

Full hydraulic type provided by two interchangeable single stage, double acting steering cylinders. Steering cylinders are mounted below the gooseneck to aid stability.

System Pressure ....................... 135 bar (1 950 lbf/in²) at 1 500 rev/min

Steering Cylinder:

Bore and Stroke .......... 140 x 445 mm (5.5 x 17.5 in)

Pump:

Type ................................................................. Gear

Drive ......................... In tandem with hydraulic pump

Capacity at 2 200 rev/min ...................... 147 litre/min

(38.7 US gal/min)

Steering Angle to either side ................................... 90°

Vehicle clearance circle (SAE) .................. 10 m (33 ft)

HYDRAULICS AND CONTROLS

Hydraulic system is filtered and has one reservoir supplying a triple section gear pump for steering and scraper hydraulics.

Ratios:

Differential ...................................................... 4.11:1

Planetary ........................................................ 5.33:1

Total Reduction ............................................ 21.91:1

Scraper Functions:

Capacity at 2 200 rev/min ...................... 270 litre/min

(71.2 US gal/min)

System Pressure at 1 500 rev/min ................ 127.5 bar (1 850 lbf/in²)

2

SM 2275 03-04

General Information - TS14G Technical Data

Section 000-0000

Servo Control Functions:

Capacity at 2 200 rev/min ........................ 43 litre/min

(11.3 US gal/min)

System Pressure at 1 500 rev/min ........................ 17 bar (250 lbf/in²)

ELECTRICAL SYSTEM

Type ..................................... 24 volt, Negative Ground.

Battery ................................ Two, 12 Volt, 165 Ah each

Accessories ...................................................... 24 Volt

Alternator ......................................................... 70 Amp

Steering Pump ............................ See Steering System

Three fingertip servo assisted control levers allow independent operation of the bowl, apron and ejector.

BOWL

High strength alloy steel used in sides and floor for increased strength and life. Low, wide design aids loading ability. Bowl employs two single stage, double acting cylinders to exert positive down pressure on the cutting edge to help penetrate hard material and load faster. Cylinders are interchangeable.

SERVICE CAPACITIES

Tractor

Cooling System ......................... 40 litres (10.6 US gal)

Fuel Tank ................................... 378 litres (100 US gal)

Engine Crankcase and filters (dry fill) ........................... 15 litres (4 US gal)

Transmission and Converter ..... 48.5 lites (12.8 US gal)

Hydraulic System ......................... 204 litres (54 US gal)

Drive Axle .................................... 17 litres (4.5 US gal)

Cylinder Bore and Stroke ....................... 203 x 460 mm

(8.00 x 18.12 in)

Maximum Hydraulic Force at Cutting Edge with Bowl Empty ..... 214 kN (21 822 kgf) (48 000 lbf)

Scraper

Cooling System ......................... 39 litres (10.3 US gal)

Fuel Tank ..................................... 303 litres (80 US gal)

Engine Crankcase and filters (dry fill) ........................... 15 litres (4 US gal)

Transmission and Converter ...... 49 litres (12.9 US gal)

Drive Axle .................................... 17 litres (4.5 US gal)

APRON

Power down apron, semi-radial design, operated by two double acting cylinders with apron arms mounted outside the bowl.

VOLUMES

Struck (SAE) ..................................... 10.7 m³ (14.0 yd³)

Heaped 1:1 (SAE) ............................. 15.3 m³ (20.0 yd³)


(6.29 x 21.5 in)

EJECTOR

Positive roll-out type operated by one single stage, single acting cylinder.


CUTTING EDGE

(9.17 x 25.0 in)

Four section hardened cutting edge with drop centre capability. All edges are interchangeable and reversible.

Dimensions (Each) ........................ 25 x 406 x 724 mm

(1.0 x 16.0 x 28.5 in)

VEHICLE WEIGHTS

Standard Vehicle

Net Weight Distribution

Tractor Axle

Scraper Axle

Net Vehicle Weight

Rated Payload

Gross Weight Distribution

Tractor Axle

Scraper Axle

Gross Vehicle Weight

% kg lb

56.6 16 148 35 600

43.4 12 393 27 322

28 541 62 922

21 770 48 000

50.9 25 608 56 456

49.1 24 703 54 461

50 311 110 917

* * * *

SM 2275 03-04

3

GENERAL INFORMATION - Welding Procedure

Section 000-0010

Welding

WARNINGS

Before any welding is done on a machine equipped with any electronic systems, disconnect the following (if applicable) in this order: Battery earth cable, battery supply cable, alternator earth cables, alternator supply cables and electrical connections at the engine

ECM, transmission ECU, body control lever, hydraulics ECU and cab bulkhead to avoid damage to electrical components. Turn off battery master switch to isolate the batteries before disconnecting any components.

After welding connect all of the above in the reverse order.

Before any welding is done ensure all paint has been removed from the area to be welded.

Failure to do so may result in hazardous fumes being given off from the paint.

Note:

Always fasten the welding machines ground cable to the piece/frame being welded if possible.

Electric arc welding is recommended for all welded frame repairs. Since the nature and extent of damage to the frame cannot be predetermined, no definite repair procedure can be established. As a general rule however, if parts are twisted, bent or pulled apart, or a frame is bent or out of alignment, no welding should be done until the parts are straightened or realigned.

Successfully welded repairs will depend to a great extent upon the use of the proper equipment, materials and the ability of the welder. The Customer Support

Department can be consulted regarding the feasibility of welding repairs.

WARNING

Welding and flame cutting cadmium plated metals produce odourless fumes which are toxic. Recommended industrial hygiene practice for protection of the welding operator from the cadmium fumes and metallic oxides requires enclosure ventilation specifically designed for the welding process. A respiratory protective device such as the

M.S.A. 'Gasfoe' respirator with G.M.A. cartridge will provide protection against cadmium, fumes and metallic oxides. The 'Gasfoe' respirator has been approved by the U.S.

Bureau of Mines: Approval number 23B-10, and is designed to protect against gases, vapours, and/or metal fumes.

Note:

The current from the welding rod always follows the path of least resistance. If, for example, the ground clamp is attached to the rear frame when welding is performed on the front frame, the current must pass a frame connection to return to the welding machine.

Since the pivot coupling offers the least resistance but not a sound electrical connection, small electric arcs may be set up across the moving parts which may cause welding blotches on their wearing surfaces and increase the wear rate of these components.

General Welding Procedure

The following general procedure should be used for the repair of defects outwith the vicinity of alloy steel castings.

1. Completely ARC-AIR gouge or grind out the crack until sound metal is reached. If ARC-AIR method is employed, pre-heat area to 100° C (212° F), measure

3 - 4" either side of repair prior to gouging. On completion of gouging grind to remove thin carbon layer.

2. Apply dye-penetrant check to ensure crack has been completely removed.

SM 2172 10-02

1

General Information - Welding Procedure

Section 000-0010

3. Pre-heat area to 100° C (212° F), measured 3 - 4" either side of repair. Avoid local overheating.

3 - 4" either side of repair prior to gouging. On completion of gouging grind to remove thin carbon layer.

4. Weld completely using E-7016 electrodes. Care must be taken to ensure electrodes are protected from moisture pick-ups at all times.

2. Apply dye-penetrant check to ensure crack has been completely removed.

5. Allow repair weld to cool slowly.

3. Pre-heat area to 200° C (392° F), measured 3 - 4" either side of repair. Avoid local overheating.

6. Grind and blend repair to original contour. Paint heat damaged areas.

4. Weld completely using E-7016 electrodes. Care must be taken to ensure electrodes are protected from moisture pick-ups at all times.

The following general procedure should be used for the repair of defects in alloy steel castings and in the welds joining steel castings.

5. On completion of welding, post-heat repair area to

400° C (752° F), measure 3 - 4" either side of repair.

1. Completely ARC-AIR gouge or grind out the crack until sound metal is reached. If ARC-AIR method is employed, pre-heat area to 200° C (392° F), measure

6. If welding has to be interrupted for any reason, e.g.

overnight, post-heat immediately as in Step 5.

* * * *

2

SM 2172 10-02

CHASSIS - Chassis, Hood and Fenders

Section 100-0010

SM - 3162

4

29

1

2

13

15

15

14

32

9

7

10

8

1 - Frame Assembly

2 - Spindle Assembly

3 - Bushing

4 - Bushing

5 - Guard Assembly

6 - Bolt

7 - Lockwasher

8 - Belly Guard

3

2

27 LH STEP

28 RH STEP

5

22

26

17

18

19

11

12

31

21 30

16

31 21

30

16

23

24

25

9 - Bolt

10 - Washer

11 - Step Assembly

12 - Latch

13 - Bolt

14 - Nut

15 - Washer

16 - Bolt

17 - Locknut

18 - Step Assembly

19 - Cover

20 - Cover Assembly

21 - Lockwasher

22 - Bolt

23 - Washer

24 - Washer

Fig. 1 - Exploded View of Chassis and Guards

20

25 - Bolt

26 - Hardened

Washer

27 - Bolt

28 - Bolt

29 - Mirror Bracket

30 - Washer

31 - Nut

32 - Belly guard

6

DESCRIPTION

Numbers in parentheses refer to Fig. 1, unless otherwise stated.

The frame assembly (1) is constructed of heavy boxsection side rails which are held in alignment by welded steel crossmembers.

An important feature of the frame’s construction is its integral drive axle banjo housings and spindles (2).

These parts are welded to the box-section side rails.

The banjo housing in this design becomes an important load-carrying and strengthening member of the chassis. The upper part of the banjo housing also serves as the pivot point for the steering assembly.

The engine supports, transmission supports and various other brackets are welded in position on the frame.

REMOVAL

WARNING

To prevent personal injury and property damage, be sure wheel chocks, blocking materials and lifting equipment are properly secured and of adequate capacity to do the job safely.

To remove any of the components shown in

Figs. 1, 2, 3 or 4 (or similar components) the following procedures should be carried out.

1. Position the vehicle in a level work area, apply the parking brake and switch off the engine. Operate the steering in both directions several times to relieve any pressure in the steering system.

SM 1885 Rev1 03-04

1

Chassis - Chassis, Hood and Fenders

Section 100-0010

2. Block all road wheels and place battery master switch in the 'Off' position.

3. Attach a suitable lifting device to the component and remove mounting hardware. Remove the component from the vehicle.

1

SM - 3163

7

8

11

9

10

INSTALLATION

Note:

Tighten all fasteners to standard torques listed in Section 300-0080, STANDARD BOLT AND NUT

TORQUE SPECIFICATIONS.

WARNING


Using a suitable lifting device, align the component to be installed in position on the chassis. Secure the component securely to the chassis with mounting hardware removed during removal.

1

12

4

5 6

3

LH FRAME RAIL

2

RH FRAME RAIL

REPLACEMENT OF SPINDLE

Damaged spindles (2, Fig. 1), oil transfer tubes and banjo outer plates can be removed and new ones installed by following the procedures described in this section.

1 - Hood Assembly

2 - Support Assembly

3 - Nut

4 - Bolt

5 - Washer

6 - Lockwasher

7 - Bolt

8 - Washer

9 - Lockwasher

10 - Washer

11 - Bolt

12 - Seal

Fig. 2 - Exploded View of Hood and Mounting

WARNING




3. Remove all components from the spindle to be replaced. Attach a suitable lifting device to the component and remove mounting hardware. Remove the component from the vehicle. Refer to

Section 160-0050, WHEEL RIM AND TYRE, for tyre and wheel removal; Section 160-0040, PLANETARY

GEARING, for axle and planetary removal; and

Section 165-0031, BRAKE PARTS, for brake removal.

4. Remove sun pinion and axle shaft from the opposite side of the machine. Refer to Section 160-0040,

PLANETARY GEARING, for procedure.

5. Remove differential from the banjo. Refer to

Section 160-0020, DIFFERENTIAL.

2

SM 1885 Rev1 03-04


Section 100-0010

SM - 2093

11

15

12 13

4

5

10

5

4

4

3

14

15

12

13

1

1 - LH Fender Assembly

2 - Step Assembly

3 - Bolt

4 - Washer

5 - Locknut

6 - Retainer

7 - Screw

8 - Lockwasher

9 - Nut

9 8 6 7 9 8 6

STEP

7

BRACKET

10 - RH Fender Assembly

Fig. 3 - Exploded View of Fenders and Mounting

2

11 - Bolt

12 - Lockwasher

13 - Nut

14 - Bolt

15 - Hardened Washer

SM - 2372

2

2

2

2

2

1

9

3

6

5

7

6

7

5

8

1 - Radiator Guard

2 - Seal

3 - Grille

4 - Bolt

5 - Lockwasher

6 - Bolt

7 - Washer

Fig. 4 - Radiator Guard and Mounting

8 - Nut

9 - Handle

SM 1885 Rev1 03-04

3


Section 100-0010

Oil Transfer Tube

1. Burn off weld that fastens oil transfer tube to spindle.

9. Pre-heat the weld joint to 149 - 205° C

(360 - 400° F) and maintain the heat during the welding process.

2. Reaching into the banjo, burn off the weld that holds the oil transfer tube to the banjo housing.

3. Remove and discard oil transfer tube from the spindle.

4. Using a grinder, remove all burrs and slag from the spindle end and inside the banjo weld joint areas.

5. Thoroughly clean the spindle and banjo cavities to remove all metal chips.

6. Install new oil transfer tube in the spindle.

7. Weld all round the oil transfer tube at the spindle end and banjo end. Use E-70 low hydrogen weld rod and make a 1/1 6 in (1.6 mm) oil tight fillet weld all around the tube.

8. Install brakes, wheel, planetary and tyre assemblies on the spindle. Refer to Section 165-0031, BRAKE

PARTS, for brake installation, Section 160-0040,

PLANETARY GEARING, for planetary installation and

Section 160-0050, WHEEL RIM AND TYRE, for tyre and wheel installation.

10. Weld spindle to the banjo outer plate as shown in

Fig. 5, using E-70 low hydrogen electrode.

11. If removed, install new bushings in spindle.

12. To install oil seal bushing, if removed, on spindle, heat the new bushing to 177 - 205° C (350 - 400° F) in oil to expand it for installation. If oil heating equipment is not available, heat the bushing evenly to 205° C

(400° F). This takes about one minute using a torch with a heating tip. Use a templistik or other temperature gauge to make sure the bushing is hot enough. Slide heated bushing on spindle and tap lightly with a hammer to seat it.

Note:

Do not apply flame directly to bushing. Place bushing on steel plate and direct flame to centre of plate to evenly distribute heat.

13. Install oil transfer tube in the spindle and banjo as described under the heading ‘Oil Transfer Tube.’

Spindle

1. Remove oil transfer tube as described under heading 'Oil Transfer Tube'.

2. Attach a suitable lifting device to the spindle.

3. Burn off weld that fastens the spindle to the banjo outer plate and remove spindle.

4. If the spindle is to be reused, clean up the spindle as shown in Fig. 5.

5. With a grinder, clean up the weld area on the banjo outer plate.

6. Clean the spindle and banjo with a suitable solvent to remove chips and metal dust.

7. With a suitable lifting device, position the spindle on the banjo outer plate.

8. Install spindle alignment tool, which can be fabricated as shown in Fig. 6, through the spindles and banjo. Align the spindle to the dimensions shown in

Fig. 5 and tighten alignment tool.

4

Banjo Outer Plate

1. Remove oil transfer tube as described under the heading ‘Oil Transfer Tube'.

2. Remove spindle as described under heading

‘Spindle'.

3. Burn off the weld that secures banjo outer plate to the banjo.

4. Using a grinder, grind off all burrs and slag from the end of the banjo.

5. Using a suitable solvent, clean the banjo thoroughly to remove all chips and metal dust.

6. Install a new banjo outer plate and seat firmly against the inner reinforcing plates.

7. Weld the banjo outer plate to the banjo as shown on

Fig. 5, using E-70 low hydrogen welding rod.

8. Install the spindle to the banjo as described under heading ‘Spindle'.

9. Install the oil transfer tube as described under the heading ‘Oil Transfer Tube'.

SM 1885 Rev1 03-04


Section 100-0010

SM - 2209

1 - Spindle

2 - Banjo Outer Plate

SM 1885 Rev1 03-04

3 - Banjo

4 - Nut

5 - Washer

6 - Pilot

Fig. 5 - Tractor Spindle Installation

7 - Shaft

8 - Sleeve

9 - Fixture

5

2.252

2.256

2.75

3.00

3.182

3.192

3.50

4.00

4.1965

4.1985

5.00

16.25

17.75

119.75

120.25

1.81

1.88

1.994

2.0

2.001

2.003

2.249

2.251

INCHES mm

0.0004

0.010

0.002

0.153

0.213

0.50

0.05

3.89

5.41

12.7

0.656

0.75

1.50

1.625

16.66

19.05

3.81

41.28

46.0

47.8

50.65

50.8

50.83

50.88

57.12

57.18

57.20

57.30

69.9

7.60

80.82

81.08

88.9

101.6

106.59

106.64

127.0

412.8

450.9

3 041.7

3 054.4

MAINTENANCE

Inspection

Inspect the frame and attached parts at intervals not exceeding 250 hours for cracked or broken welds and bending/twisting of the frame. Any defects found should be repaired before they progress into major failures. Contact your dealer for recommended weld and repair instructions.


Section 100-0010

Note:

Prior to welding, switch off/disconnect the following in the order given. Failure to do so may seriously damage the machines electrical components.

a - Turn ignition keyswitch off b - Turn battery master switch off c - Battery earth cables d - Battery supply cables e - Alternator earth cables f Alternator supply cables g - Transmission ECU connectors (front & rear) h - Engine ECU connectors (front & rear)

Straightening

Hydraulic straightening or aligning equipment should be used to straighten bent or twisted frames whenever possible. However, if heat must be applied, never heat the metal beyond a dull cherry red colour, as too much heat will weaken the metal. When it is necessary to heat the metal, apply heat uniformly over the area to be straightened and protect the heated surface from sudden cooling. Frame parts, that cannot be straightened should be replaced.

After welding, connect all of the above in the reverse order.

Note:


Welding


WARNINGS

Before any welding is done on a machine equipped with the HEUI electronic management system, disconnect the following in this order: Battery earth cable, battery supply cable, alternator earth cables, alternator supply cables, front & rear transmission ECU connectors (located behind access door below cab door) and front & rear engine ECU connectors (located on LH side of engine).

Turn off battery master switch before disconnecting any components. After welding connect all of the above in the reverse order.

Successfully welded repairs will depend to a great extent upon the use of the proper equipment, materials and the ability of the welder. The Service Department can be consulted regarding the feasibility of welding repairs.

Reinforcement

Frame reinforcement can be made with channel, angle, or flat structural stock. Whenever possible, the reinforcement should extend well beyond the bent, broken, or cracked area. The reinforcement stock thickness should not exceed that of the frame stock and the material should be of the same tensile strength.




SM 1885 Rev1 03-04

7


Section 100-0010

Painting

A check of the condition of the paint should be made approximately twice a year and chassis repainted if necessary.

If painting of the actual frame of the unit is required, thoroughly clean the areas to be painted. Apply a primer coat of red oxide and then a finish coat of polyurethane enamel.

To keep rust and corrosion to a minimum, periodic painting of abrasions and other exposed metal areas on the frame is highly recommended.

WARNING

Welding, burning, heating or dressing surfaces previously painted using polyurethane paint produces fumes which are toxic. Surfaces must be prepared using paint stripper prior to area being reworked. Recommended Industrial

Hygiene and Safety Rules should be followed for protection of the welding operator from fumes.

* * * *

8

SM 1885 Rev1 03-04

1

11

CHASSIS - Steering Trunnion

Section 100-0130

SM - 2256

16

15

14

13

7

12

8

9

4

3

2

6

7

10

5

5

1 - Steering Trunnion

2 - Bushing

3 - Washer

4 - Washer

5 - Washer

6 - Pin

7 - Lube Fitting

8 - Nut

9 - Lockwasher

10 - Bolt

11 - Stop Block

12 - Bushing

Fig. 1 - Exploded View of Steering Trunnion

13 - Pin

14 - Bolt

15 - Lockwasher

16 - Nut

DESCRIPTION AND OPERATION

Numbers in parentheses refer to Fig. 1.

The steering trunnion (1) is a heavy steel casting mounted on the main frame banjo housing with two trunnion mounting pins (6).

Upper and lower king pins mounted in the trunnion, connect scraper pull yoke to the tractor. Refer to

Section 280-0020, PULL YOKE.

Steering cylinders are mounted to the trunnion by pins

(13). Base assembly at rear of trunnion serves as a mount for flow reversing valve. Refer to

Section 220-0010, STEERING LINES AND FITTINGS.

Stop block assemblies (11), prevent steering cylinder pistons from bottoming when cylinder rods are extended to their maximum strokes. Refer to Section

220-0010, STEERING LINES AND FITTINGS.

REMOVAL AND DISASSEMBLY


WARNING



2. Operate the treadle valve continuously relieve any pressure in the braking system.


SM 1695 2-99

1

Chassis - Steering Trunnion

Section 100-0130

4. Separate scraper from tractor. Refer to


5. Remove steering cylinders. Refer to

Section 220-0120, STEERING CYLINDER.

6. Attach suitable lifting equipment to steering trunnion

(1) before removing it from tractor frame.

7. Remove bolts (10), lockwashers (9) and nuts (8) from steering trunnion (1).

8. Slide pins (6) out of the steering trunnion (1) bores.

9. When pins (6) are released, washers (5) will be free for removal.

10. Remove steering trunnion (1) from the tractor frame.

11. While removing steering trunnion (1), be careful not to damage hydraulic lines, air lines and wiring.

WARNING

Make sure to use a soft drift and drive when removing bushing, to prevent presonal injury from flying chips.

12. If necessary, drive bushing (2) from steering trunnion (1) with a soft drift and drive.

13. If necessary, remove lube fittings (7) from mounting pins (6).

14. If necessary, remove washer (3) by breaking weld.

INSTALLATION AND ASSEMBLY


1. If removed, install bushing (2) in steering trunnion (1).

2. If removed, position washer (3) on steering trunnion

(1) and weld as shown in Fig. 2.

3. Attach suitable lifting equipment to steering trunnion

(1) and position it on tractor frame.

4. While installing steering trunnion (1), guide hydraulic lines, and hose containing air lines and wiring through the opening in the steering trunnion (1). Be careful not to damage lines and wiring during installation.

5. Install thrust washers (5) and mounting pins (6), attaching steering trunnion (1) to tractor frame.

6. Check clearance at thrust washers (5) by forcing the trunnion (1) rearward against the forward thrust washer on each mounting pin (6). With the rear washer on each pin positioned forward against the tractor frame mount, measure the gap between the rear washers and the trunnion. The gap should be

0.25 - 1.02 mm (0.010 - 0.040 inch). The standard thrust washers used are 13.59 - 13.72 mm

(0.535 - 0.540 inch) thick. If the gap is more than specified above when using standard thrust washers, oversize thrust washers should be installed to obtain the specified clearance. Oversize thrust washers,

14.48 - 14.73 mm (0.570 - 0.580 inch) and

16.00 -16.26 mm (0.630 - 0.640 inch) are available.

7. Secure mounting pins (6) with bolts (10), lockwashers (9) and nuts (8).

8. If removed, install lube fittings (7) in mounting pins (6).

9. Connect scraper to tractor. Refer to


10. Install steering cylinders. Refer to

Section 220-0120, STEERING CYLINDER.

WARNING


Note:

Tighten all fasteners, without special torques specified, to standard torques listed in

Section 300-0080, STANDARD BOLT AND NUT


SPECIAL TOOLS

There are no special tools required for procedures outlined in this section. Refer to Section 300-0070,

SERVICE TOOLS, for part numbers of the general service tools required. These tools are available from your dealer.

2

SM 1695 2-99

SM 1695 2-99

WASHER REF. 3 FIG. 1

BUSHING

REF. 2 FIG. 1

Fig. 2 - Washer and Bushing Installation

* * * *

Chassis - Steering Trunnion

Section 100-0130

SM - 2201

.25

1.30-60˚

STEERING TRUNNION

REF. 1 FIG. 1

3

Engine - Engine and Mounting

Section 110-0030

SM - 3150

25

22

22

20 21

19

20

21

3

REMOTE MOUNTED

FUEL FILTER

23

1

4

LUBE

5

14

18

15,17

24

15 RH

16 LH

18

7 LH

8 RH

2

10

12

6

9

11

13

10

11

1 - Engine

2 - Oil Filter

3 - Fuel Filter

4 - 'V' Belt

5 - Fan

6 - Front Mount

9

12

13

7 - Rear LH Mount

8 - Rear RH Mount

9 - Isolation Mount

10 - Bolt

11 - Spacer

12 - Washer

13 - Locknut

14 - Bolt

15 - Bolt

16 - Bolt

17 - Bolt

18 - Lockwasher

Fig. 1 - Engine and Mounting

19 - Bracket

20 - Lockwasher

21 - Locknut

22 - Bolt

23 - Bolt

24 - Coupling

25 - Alternator Guard

DESCRIPTION


For engine make, model and specification, refer to

Section 000-0000, GENERAL INFORMATION. For engine servicing and repair data refer to the engine manufacturers service manual.

The engine is mounted to the tractor frame at three points by a mounting bracket (6) at the front of engine

(1) and two rear mounts (7 & 8). Rubber isolation mounts (9) through engine mounts provide sufficient flexibility to absorb varying engine vibration and torsional loads.

The spin-on type fuel filter (3) is remotely mounted on the right hand side of the frame in a downward position

(1). REFER to section 200-0040 for remote fuel filter details. There is also an 'in-line' fuel filter mounted on the left hand side of the frame (see fig 2.). The remote filter acts as a strainer / water separator and should be checked daily. REFER to fig. 2 for hose / line connections for the filters.

SM 2274 03-04

1


Section 110-0030

SM - 3152

IN-LINE

FILTER

S.W.E.

FILTER AND

FILTER LINES

S.W.E.

Fig. 2 - Remote & in-line Fuel filter connection lines.

QUANTUM ELECTRONIC FUEL SYSTEM

Description

Refer to Fig. 3.

WARNING

Before any welding is done on a machine equipped with the Quantum Electronic Fuel

System, disconnect the following in this order:

Battery earth cable, battery supply cable, alternator earth cables, alternator supply cables, front & rear electrical connections at the engine ECM connectors (located behind access door below cab door) and front & rear transmission ECU connectors (located on LH side of engine). Turn off battery master switch before disconnecting any components.

After welding connect all of the above in the reverse order.

The engine is equipped with Quantum Electronic Fuel

System which controls the timing and amount of fuel injection by the electronic fuel system injectors. The system also monitors several engine functions using electrical sensors which send electrical signals to the electronic control module (ECM). The ECM then computes the incoming data and determines the

2 correct fuel output and timing for optimum power, fuel economy and emissions.

The Quantum Electronic Fuel System also takes action to prevent damage to the engine and, provides the serviceman with diagnostic capabilities so that problems can be corrected quickly and easily.

1. Electronic Control Module (ECM) -

Receives electronic inputs from the driver as well as from mounted sensors that provide information electronically, such as oil pressure and temperature and intake manifold pressure. This information is used to control both the quantity of fuel injected and injection timing.

2. Programmable Read Only Memory (PROM) -

Located in the ECM and encoded with the operating software. Additional information is programmed into the

EEPROM. This information controls the horsepower rating, torque curve, maximum engine speed and engine protection devices. The ECM processes this information and sends electronic signals to the

Electronic Fuel System Injectors where the precise amount of fuel is injected into the engine.

3. Electronic Fuel System Injectors -

The injector is a lightweight, compact unit that injects diesel fuel directly into the combustion chamber. The amount of fuel injected and the beginning of injection timing is

SM 2274 03-04

3

6

7


Section 110-0030

SM - 3149

STOP

11

11

1,2

9

8

10

4

5

1 - Electronic Control Module (ECM)

2 - Programmable Read Only Memory PROM)

3 - Electronic Fuel System Injectors

4 - Batteries

5 - Electronic Foot Pedals

6 - Stop Engine Light

7 - Check Engine Light

8 - Diagnostic Switch

9 - Diagnostic Request Switch

10 - Diagnostic Test Point

11 - Maintenance Light

Fig. 3 - Quantum Electronic Fuel System Components determined by the ECM. The ECM sends a command pulse which activates the injector solenoid.

provides an electrical signal to the engine's fuel control system in proportion to the degree of pedal actuation.

The injector performs four functions:

Note:

The engine MUST be started with foot 'OFF' the electronic foot pedal.

a - Creates the high fuel pressure required for efficient injection.

b - Meters and injects the exact amount of fuel required to handle the load.

c - Atomizes the fuel for mixing with the air in the combustion chamber.

d - Permits continuous fuel flow for component cooling.

Electronic fuel system injectors are self compensating and virtually eliminate engine tune-ups.

Note:

Never apply 12 V directly to terminals on the injector as it will burn out. Before removing injectors, the fuel passages must be blown out to prevent fuel flow from entering the cylinder head.

4. Batteries -

Two 12 volt maintenance free batteries supply the machine with electrical power to operate all electrical components.

5. Electronic Foot Pedal -

The electronic foot pedal

SM 2274 03-04

Do not place engine under FULL LOAD at FULL

SPEED IMMEDIATELY after starting. ALWAYS allow the engine to fully circulate lubricant and warm up gradually before operating at full speed and full load.

Operate engine at top rated speed when maximum power is needed for the load. Operation of the engine below top rated speed can occur during gear shifting due to the difference of ratios between transmission gears, but engine operation MUST NOT be sustained more than 30 seconds at full throttle below top rated speed.

Under normal operating conditions, both engines should be accelerated equally to apply equal power to both the tractor and scraper wheels by depressing both engine accelerators at the same time. In a sharp turn however, use only front engine power, because the scraper wheels tend to push the tractor sideways.

NEVER idle the engine more than 5 minutes at a time; shut it off.

3


Section 110-0030

If any gauge operates outwith its normal operating range or a warning light illuminates, shut engine down immediately and report to service or maintenance personnel.

6. Stop Engine Light -

When the 'Stop Engine' light comes on, the computer has detected a major malfunction in the engine that requires immediate attention. It is the operators responsibility to shut down the engine to avoid serious damage.

7. Check Engine Light -

When the 'Check Engine' light comes on, the computer has detected a fault in the engine. The fault should be diagnosed and corrected at the earliest opportunity.

8. Engine Diagnostic switches -

To check for active fault codes: a. - The igniton key switch to the ('1') position.

b. - Press the diagnostic switch to the 'ON' position.

If no active codes are recorded the 'Stop' and 'Check' lights will come on and stay on. The amber 'Check' and red 'Stop' lights will begin to flash the code of the recorded fault. Refer to pages 26-28 for details of the fault codes.

Note: To access the rear scraper engine diagnostic code, ensure that the rear engine ignition switch is actuated.

Note: If the switch is pressed 'ON' during normal operation, the stop light will illuminate, however , this does not indicate an engine malfunction and the light will go out when the switch is pressed 'OFF'.

9

. Engine diagnostic request switches -

When the engine is in diagnostic mode, this switch is used to search through a list of fault codes, i.e. pressing the top of the switch momentarily will advance to the next active fault code , pressing the bottom of the switch will go back to the previous code.

10. Diagnostic Test Point -

Plug in connector for diagnostic data reader (DDR).

11. Maintenance Light -

The maintenance light will illuminate when it is time to change the engine oil. The maintenance monitor continuously monitors the time the engine has been operating and the amount of fuel burned to determine when it is time to change oil.

Note:

Whenever an electrical fault has occurred, the maintenance monitor data can be inaccurate.

Operation

When the 'Stop' light on the dash panel illuminates, the computer has detected a major malfunction in the engine that requires immediate attention. It is the operators responsibility to shut down the engine to avoid serious damage.

The machine is equipped with an engine protection derate system, which records fault codes and illuminates appropriate warning lights when an out-ofrange condition associated with any of the following sensors is found:

•

Coolant temperature

•

Coolant level

•

Intake manifold temperature

•

Oil pressure

•

Oil temperature

The engine power and speed will be gradually reduced depending on the level of severity of the out-of-range condition. The operator MUST shut down the engine to avoid serious damage.

The engine should not be restarted after it has been shut down after activation of the engine protection derate system unless the problem has been diagnosed and corrected.

Whenever the 'Stop' or 'Check' light comes on, the

Electronic Fuel System computer will determine where the problem is and will store this information in its memory. If the malfunction is intermittent, the lights will come on and go off as the computer senses the changing engine condition.

A special diagnostic data reader (INSITE) is available that can be plugged into the engine computer memory to extract information related to the cause of the problem. Once the malfunction has been corrected, the

Electronic Fuel System will return the engine to normal operation. The data reader can now distinguish between active codes and those stored in the historic code memory (inactive codes). Inactive codes can only be viewed using the data reader. The fault code recorded in the ECM memory will remain until it is erased by a technician.

The operator can check for active faults on the front

Tractor unit by turning the ignition key switch to the

'OFF' position, switching the diagnostic switch 'ON' and then turning the ignition key switch to position '1'.

The procedure for the rear Scraper unit is the same, with the additional step of also pressing the Engine ignition switch (Scraper) on the right hand side of the main switch bank.

4

SM 2274 03-04

If no active fault codes are recorded, both ('Stop' &

'Check') lights will come on and stay on. If active codes are recorded, both lights will come on momentarily. The amber ('Check') and red ('Stop') lights will begin to flash the code of the recorded fault. The fault codes flash in the following sequence: the amber light flashes once, then there is a pause where both lights are off. Then the numbers of the recorded fault code flash in red. There is a pause between each number. When the code is flashed, the amber light flashes again. e.g. amber flashes once - pause - red flashes twice - pause - red flashes three times - pause

- red flashes five times - pause - amber flashes once, indicates fault code 235. The number will repeat in the same sequence until the system is advanced to the next active fault code or the diagnostic switch is switched to the 'OFF' position. To go to the next fault code, press top of diagnostic engine request switch. To step back to the previous code, press bottom of diagnostic engine request switch. If only one code is active, the system will continously display the same fault code. Refer to 'Electronic Fuel System Diagnostic

Codes' table (pages 24-26) for fault code descriptions.

WARNINGS

The operator of a Quantum - equipped vehicle must not attempt to use or read a DDR (INSITE) of any kind while the vehicle is operating.

Doing so can result in loss of control, which may cause vehicle damage and may result in personal injury.

When engine or electronics system diagnosis is required on a Quantum - equipped vehicle, this must be done by a person other than the operator. The operator must maintain control of the moving vehicle while the assistant performs the diagnosis.


Section 110-0030

SM 2274 03-04

5


Section 110-0030

ELECTRONIC FUEL SYSTEM DIAGNOSTIC CODES

Error Code Description

381

382

385

386

387

415

418

368

369

372

373

374

375

376

377

378

379

296

297

298

319

349

352

361

362

363

364

365

366

367

153

154

155

234

235

241

242

243

245

261

264

278

283

288

111

115

122

123

131

132

135

141

143

144

145

147

148

151

ECM Hardware Internal Failure - Mission Disabling

Engine Speed Sensor- Both signals lost

Boost Pressure Sensor- Component shorted high

Boost Pressure Sensor - Component shorted low

Throttle Position Sensor- Component shorted high

Throttle Position Sensor - Component shorted low

Oil Pressure Sensor - Component shorted high oil Pressure Sensor - Component shorted low

Oil Pressure Sensor - Data below normal range

Engine Coolant Temperature Sensor - Component shorted high

Engine Coolant Temperature Sensor - Component shorted low

Throttle Position Sensor - Circuit low frequency

Throttle Position Sensor - Circuit high frequency

Engine Coolant Temperature Sensor - Data above normal range

Intake Manifold Temperature Sensor - Component shorted high

Intake Manifold Temperature Sensor - Component shorted low

Intake Manifold Temperature Sensor - Data above normal range

Engine speed - Data above normal range

Engine Coolant Level - Data below normal range

Vehicle Speed Sensor Circuit - Data incorrect

Vehicle Speed Sensor Circuit - Tampering has been detected

Engine Brake - Circuit shorted low

Fan Clutch - Circuit shorted low

Fuel Temperature High - Warning

Fuel Temperature Sensor - Data out of range

Fuel Priming Pump Control Circuit - Shorted high / low

Engine Speed / Position Sensor ,Voltage Circuit - Shorted high

SAE J1939 Multiplexing Remote Throttle - Data error

Engine Auxiliary Pressure Sensor - Critical range

Auxiliary Pressure Sensor Input #2 - Circuit shorted high

Auxiliary Pressure Sensor Input #2 - Circuit shoretd low

Real Time Clock - Power interrupt

Transmission Output Shaft Speed High - Warning

Sensor Supply Voltage #1 - Circuit shorted low

Fuel Pump Control Modlue , Control Valve Circuit - Shorted high

Fuel Pump Control Module , Control Valve Circuit - Shorted low

Fuel Pump Control Module , Control Valve Circuit - Mechanically stuck

Fuel Pump Control Module , CAN Communication Error - Abnormal update rate

Fuel Pump Control Module , Supply Voltage Circuit - shorted low

Fuel Pump Control Module , Supply Voltage Circuit - Data incorrect

Fuel Pump Control Module - Increment angle time sensor error

Fuel Pump Control Module - Timing error

Fuel Pump Control Module - Engine synchronization error

Fuel Pump Control Module - Idle validation error

Fuel Pump Control Module - Fuel shut-off error

Fuel Pump Control Module - Self test error

Fuel Pump Control Module - Electronic calibration error

Fuel Pump Control Module - Fueling or Engine speed mismatch

Fuel Pump Control Module - Stuck Relay error

Fueling Actuator Circuit #1 - Open circuit

Fueling Actuator Circuit #1 - Grounded circuit

Intake Air Heater #1 (Relay enabled) - Circuit data incorrect

Intake Air Heater #2 (Relay enabled) - Circuit data incorrect

OEM Supply Voltage Sensor - Circuit shorted high

Sensor Supply Volatge #1 - Circuit shorted high

Accelerator Pedal Position Sensor Supply Voltage - Circuit shorted high

Oil Pressure Sensor - Data indicates very low oil pressure

Water In Fuel Indicator High

Fault Lamp

Amber

Amber

Amber

Red

Amber

Amber

Amber

Amber

Amber

Amber

Amber

Amber

Amber

Amber

Amber

Red

Maint

Red

Amber

Amber

Maint

Amber

Amber

Red

Amber

Amber

Amber

Amber

Amber

Amber

Amber

Amber

Amber

Red

Amber

Amber

Amber

Amber

Amber

Amber

Amber

Amber

Amber

Red

Red

Red

Amber

Amber

Red

Red

Amber

Amber

Amber

Amber

Amber

Red

Red

Amber

6

SM 2274 03-04


Section 110-0030

516

517

524

527

528

529

443

444

488

489

497

515

422

429

431

432

433

434

441

442

551

599

611

768

779

2194

2195

ELECTRONIC FUEL SYSTEM DIAGNOSTIC CODES

Error Code Description Fault Lamp

Engine coolant Level Sensor Singals - Data invlaid

Water In Fuel Sensor - Circuit shorted low

Accelerator Pedal Idle Validation Circuit - Data uncorrect

Accelerator Pedal Idle Validation Circuit - Out of calibration

Intake manifold Pressure Sensor - Circuit data incorrect

Power Lost Without Ignition Off

Battery Voltage Low - Warning

Battery Voltage High - Warning

Accelerator Pedal Position Sensor Supply Voltage - Circuit shorted low

OEM Sensor Supply Voltage Low - Warning

Intake Manifold Temperature High - Warning

Transmission Output Shaft Speed Low - Warning

Multiple Unit Synchronization Switch Circuit - Data incorrect

Accelerator Pedal Frequency Position ; Sensor Supply Circuit - Shorted high

Accelerator Pedal Frequency Position ; Sensor Supply Circuit - Shorted low

Fuel Mating Solenoid - Bad device

OEM Alternate Droop Switch- Validation data incorrect

Auxiliary Input / Output #2 - Circuit shorted high

OEM Alternate Torque Validation Switch - Data incorrect

Auxiliary Input / Output #3 - Circuit shorted high

Amber

Amber

Amber

Red

Amber

Amber

Amber

Amber

Accelerator Pedal Idle Validation - Circuit shorted low

OEM Commanded Dual Output Shutdown

Engine Hot Shutdown

Output Device Driver (VGT or Transmission PWM Signal)

Amber

Red

None

Amber

Auxiliary Equipment Sensor Input #3 (OEM Switch) Amber

Auxiliary Equipment Sensor Input #2 (OEM Pressure Sensor )

Engine Protection - Warning

Amber

Auxiliary Equipment Sensor Enput #3 (OEM Switch) Engine Protection- Critical Red

Amber

Amber

Amber

Amber

Amber

Amber

Amber

Amber

Amber

Amber

Amber

Amber

SM 2274 03-04

7


Section 110-0030

REMOVAL

Tractor


clamp at air cleaner intake pipe and draw air cleaner, complete with rubber hose, away from intake pipe.

Disconnect air cleaner intake pipe and remove from the engine. Cover open ends to prevent entry of dirt.

Note:

Tag all cables, harnesses, lines and pipes disconnected during removal to aid in installation.

WARNINGS

To prevent personal injury and property damage, be sure wheel blocks, blocking materials and lifting equipment are properly secured and of adequate capacity to do the job safely.

WARNING

Before disconnecting any air conditioner lines, refer to Section 260-0130, AIR CONDITIONING.

Refrigerant will rapidly freeze all objects with which it comes into contact. It can cause serious and permanent damage to the eyes and skin.

High electrical current can cause sparks and personal injury from burns. Turn battery master switch to the 'Off' position before removing any components. Remove battery ground cable first, and reconnect last, to avoid damaging electrical components.

8. If the machine is equipped with an air conditioning system, evacuate refrigerant from the system and disconnect air conditioner lines at the engine compressor. Refer to Section 260-0130, AIR

CONDITIONING.

9. With a suitable container in position, open drain cock on the radiator assembly and drain the coolant.

1. Position the vehicle in a level work area, apply the parking brake and switch off the engine. Operate the steering in both directions several times to relieve any pressure in the steering circuit.

2. Block all road wheels and place the battery master switch in the 'Off' position.

3. Disconnect battery cables from terminal posts (earth cable first).

4. Remove hood assembly, and on tractors, the side panel on the operator's side. Refer to Section 100-0010,

CHASSIS, HOOD AND FENDERS.

5. Disconnect electrical cables from headlights and reverse alarm. Remove mounting hardware and radiator guard from machine. Refer to

Section 100-0010, CHASSIS, HOOD AND FENDERS.

10. Remove the radiator assembly from the vehicle.

Refer to Section 210-0040, RADIATOR AND

MOUNTING.

11. Support guard plate under the engine with suitable blocking and remove mounting hardware securing guard plate to the frame. Remove guard plate from the frame.

12. Place a suitable container under the engine drain port, remove drain plug and drain the oil. After draining, reinstall drain plug in engine sump and tighten securely.

13. Identify hydraulic hoses (3, Fig. 2) for ease of installation and disconnect from the engine. Cover engine inlet ports to prevent entry of dirt.

14. Identify heater lines for ease of installation and with a suitable container in position, disconnect heater lines from the engine. Cap open line ends and fittings.

WARNING

Hot metal parts. Make sure muffler and components have cooled before removing.

Serious burns can result from handling a hot muffler.

15. Identify fuel lines for ease of installation and with a suitable container in position, disconnect fuel lines from the engine. Cap open line ends and fittings.

6. Remove muffler and exhaust system from the engine.

7. Remove mounting hardware securing air cleaner assembly to right hand fender. Slacken mounting

16. Identify all electrical harnesses and cables for ease of installation and disconnect from the engine.

17. Disconnect clips securing items to the engine that cannot be removed with the engine.

8

SM 2274 03-04

18. Disconnect driveline from the engine coupling and secure clear of the engine. Refer to Section 130-0010,

DRIVELINE.

19. Support hydraulic pump with suitable lifting equipment and remove mounting hardware securing pump to the power takeoff assembly. Refer to Section

235-0050, TRIPLE PUMP. Pump can remain attached to hoses, if laid carefully aside.


Section 110-0030

5. Remove mounting hardware securing dipstick assembly to engine (1). Remove dipstick assembly from engine (1).

6. Remove mounting hardware securing oil filler assembly to engine (1). Remove oil filler assembly from engine (1).

20. Attach suitable lifting equipment to the lifting brackets on the engine and raise lifting equipment to take up the slack.

21. Remove locknuts (13), washers (12), spacers (11) and bolts (10) securing engine (1) to the frame through front mounting.

22. Remove locknuts (13), washers (12), spacers (11) and bolts (10) securing engine (1) to the frame through rear mounting brackets (7 & 8).

7. Remove filter (2) from engine (1) and fuel filter (3) from remote mounting on frame as described in

'Maintenance'. Discard filters. Cover engine inlet ports to prevent entry of dirt.

8. Refer to 'Engine Manufacturers Service Manual' if engine service or repair is required.

Note : Remove engine coupling at this stage for checking, by removing required bolts.

INSPECTION


23. Check to make certain that all necessary line and electrical disconnections have been made before lifting engine (1).

24. Carefully lift engine (1) clear of the frame, remove to a suitable work area and mount securely on a work stand.

1. Inspect rubber isolation mounts (9) for damage and replace if required.

2. Check rear mounts (7 & 8), front mounting bracket on engine (1) and mounting brackets on the frame for cracks and/or damage. Repair or replace as necessary.

Scraper

Use the same procedure to remove the scraper engine as described under tractor engine, except omit steps

8, 14 & 19.

3. Inspect engine coupling for damage and repair or replace as required.

ASSEMBLY


DISASSEMBLY


1. Identify rear mounts (7 & 8) to aid in assembly then remove bolts (15 & 16) and lockwashers (18) securing rear mounts to engine (1). Remove mounts (7 & 8).

2. If required, remove rubber isolation mounts (9) from rear mounts (7 & 8) and front mounting bracket (6) on engine (1).

3. Remove bolts (14) securing fan (5) to engine (1) then remove fan (5).

4. Remove mounting hardware securing power takeoff from tractor engine, or flywheel cover from scraper engine, whichever applies. Refer to Section 110-0130,

POWER TAKEOFF - TRACTOR or Section 110-0130,

FLYWHEEL COVER GROUP - SCRAPER.

Note:

Tighten all fasteners without special torques specified to standard torques listed in Section

300-0080, STANDARD BOLT AND NUT TORQUE

SPECIFICATIONS.

1. Remove covers from engine filter ports and install new lube oil filter (2) on engine (1) and fuel filter (3) to remote mounting, as described in 'Maintenance'.

2. Install oil filler assembly on engine (1) and secure with mounting hardware as removed at Disassembly.

3. Install dipstick assembly on engine (1) and secure with mounting hardware as removed at Disassembly.

4. If removed, install coupling (8) to engine with bolts

(23) as follows: a. Clean and degrease mating faces of engine

SM 2274 03-04

9


Section 110-0030 flywheel and coupling. Apply Loctite retaining compound to coupling face.

b. Screw two locating pins, which can be fabricated as shown in Fig. 3, to engine flywheel housing and locate coupling (24).

c. Clean bolts (23) and tapped holes with Loctite

Primer 'T' and apply Loctite Retaining Compound to the bolt (23) threads.

d. Secure coupling (24) to engine using six bolts

(23). Torque tighten bolts (22) to 57 Nm (42 lbf ft), working in a diagonal pattern.

e. Remove locating pins and secure remaining two bolts following procedures c and d.

Note:

If coupling (24) needs to be removed, the flywheel requires to be heated to a temperature of 160°

C in order to break the Loctite bond.

5. If removed, assemble power take-off assembly on tractor engine, or flywheel cover on scraper engine, whichever applies. Refer to Section 110-0130,

POWER TAKEOFF - TRACTOR or Section 110-0130,

FLYWHEEL COVER GROUP - SCRAPER.

6. Position fan (5) to fan pulley on engine (1) and secure with bolts (14). Tighten bolts in a star shaped pattern to a torque of 34 Nm

(25 lbf ft).

7. If removed, install rubber isolation mounts (9) to front mounting bracket on engine (1).

8. If removed, install rubber isolation mounts (9) in rear mounts (7 & 8). Secure rear mounts (7 & 8) to engine

(1) with bolts (15 & 16) and lockwashers (18).

INSTALLATION


Note:



SPECIFICATIONS.

WARNING

To prevent personal injury and property damage, be sure lifting device is properly secured and of adequate capacity to do the job safely.

1. Attach suitable lifting equipment to engine (1) lifting brackets and carefully position engine (1) assembly in the tractor frame.

2. Secure engine (1) assembly to frame mounting brackets with bolts (10 & 14), snubbing washers (11) washers (12) and locknuts (13) as shown in Fig. 1.

Torque tighten front mounting bolts (6) to

149 Nm (110 lbf ft). Torque tighten rear mounting bolts

(23) to 176 Nm (130 lbf ft).

3. Connect driveline to engine (1) assembly. Refer to

Section 130-0010, DRIVELINE.

4. Install hydraulic pump on power takeoff assembly.

Refer to Section 235-0050, TRIPLE PUMP.

5. Remove caps from heater lines and fittings and connect heater lines to engine (1) as identified at removal.

6. Remove caps from fuel lines and fittings and connect fuel lines to engine (1) as identified at removal.

7. Remove caps from hydraulic hoses (3, Fig. 2) and fittings and ports on engine (1) as identified at removal.

8. Connect all electrical harnesses and cables to engine (1) (with the exception of battery connections) as identified at removal.

9. Install radiator assembly on the vehicle. Refer to

Section 210-0040, RADIATOR AND MOUNTING.

10. Ensure all cooling lines to radiator assembly, engine (1) are correctly connected. Refer to

Section 210-0040, RADIATOR AND MOUNTING.

11. Connect air conditioner lines at the compressor as identified at removal. On completion of engine installation the air conditioning system will require to be charged. Refer to Section 260-0130, AIR

CONDITIONING.

12. Install muffler and exhaust system to the engine.

13. Remove covers from air cleaner intake pipe and rubber hose on the air cleaner inlet then locate the rubber hose on air cleaner assembly to the inlet pipe.

Install air cleaner intake pipe to engine.

14. Secure air cleaner assembly to the right hand fender and rubber hose to the inlet pipe with mounting hardware removed during removal.

15. Connect battery positive connections to battery terminals. Connect battery earth connections to battery terminals.

10

SM 2274 03-04

16. Ensure all lines, harnesses and cables are secured with clips and clamps as removed during removal.

Ensure no lines are chaffing on sharp edges or resting against areas where heat will be evident.

17. Ensure drain cock at the bottom of the radiator assembly and drain cocks on engine (1) water jacket are securely closed.


Section 110-0030

Engine (1) Oil Level Check -

Position the vehicle on a level work area, apply the parking brake, shut off the engine and wait at least five minutes (to allow oil to drain to the oil pan) before checking the oil level. The oil level should be between the low (L) and high (H) marks on the dipstick. Add oil if low. Refer to Section

300-0020, LUBRICATION SYSTEM for oil specification.

18. Fill the cooling system with coolant. Refer to

Section 300-0020, LUBRICATION SYSTEM .

19. Fill the engine with lubricant through oil filler to the top mark on dipstick. Refer to Section 300-0020,

LUBRICATION SYSTEM for oil specification.

20. Check all line and pipe connections for leaks prior to starting the vehicle. Tighten as required.

21. Switch the battery master switch to the 'On' position, start up the engine and check for leaks.

Tighten lines, pipes and fittings and top up all systems as required.

22. Install hood assembly and side panel on the vehicle. Refer to Section 100-0010, CHASSIS, HOOD

AND FENDERS.

23. Using suitable lifting equipment position engine guard under the engine and secure to the frame with mounting hardware removed during removal.

Note:

Never operate the engine with oil level below the low (L) or above the high (H) mark on the dipstick.

Fuel Filter/Water Separator (4) -

Drain the water and sediment from the separator daily. Position the vehicle on a level work area, apply the parking brake, shut off the engine and, with a suitable container below the drain valve to catch spillage, open the drain valve by hand. Turn the valve anticlockwise approximately

1.5 - 2 turns until draining occurs. Drain the filter sump until clear fuel is visible. Turn the valve clockwise to close the drain valve.

Note:

Do not overtighten the drain valve as overtightening can damage the threads.

Cooling System -

Check coolant level add if low - Add coolant to the top of the filler neck.

24. Remove wheel blocks from all road wheels.

Scraper

Use the same procedure to install the scraper engine as described under tractor engine, except omit steps

4, 5 & 11.

MAINTENANCE


Drive Belts -

Visually inspect all drive belts daily.

Replace belts that are cracked or frayed and adjust belts that have a glazed or shiny surface which indicates belt slippage. Correctly installed and tensioned belts will show even pulley and belt wear.

Every 500 Hours

Engine (1):

Drain engine oil and refill. Refer to Section

300-0020, LUBRICATION SYSTEM for oil specification.

Engine Water Pump:

Inspect water pump drain hole and clean if required.

Engine Oil Filter (2):

Replace oil filter as follows:

Note:

Carry out the following maintenance procedures in conjunction with additional procedures listed in

Section 300-0020, LUBRICATION SYSTEM.

Every 10 Hours (Daily)

Engine (1):

Visually check engine for damage, loose or frayed belts and listen for any unusual noises. Check the turbocharger for leaks.

1. Using filter wrench, remove and discard oil filter (2) from engine (1). Inspect the sealing surface of the filter to ensure that the seal ring stayed with the filter. If not, remove it from the filter adaptor.

2. Clean the filter adaptor with a clean, lint free cloth.

3. Lightly coat new oil filter (2) seal with clean engine oil as specified in Section 300-0020, LUBRICATION

SYSTEM.

SM 2274 03-04

11


Section 110-0030

4. Start a new oil filter (2) on the filter adaptor and tighten it by hand until the seal touches the adaptor filter head. Tighten an additional 2/3 of a turn after contact.

Note:

Mechanical tightening of oil filter (2) is not necessary and will distort or crack the adaptor. Tighten oil filters by hand only.

1. Close shut off valves at coolant filter (3) inlet and outlet lines and, using filter wrench, remove and discard coolant filter (3) from engine (1).

2. Clean the filter adaptor with a clean, lint free cloth.

5. Start and run the engine for a short period and check for oil leaks. If any leaks are noted, have them corrected.

6. After the engine has been stopped long enough

(approximately 20 minutes) for the oil from various parts of engine (1) to drain back to the crankcase, check oil level and add oil to bring it to the proper level on the dipstick. Refer to Section 300-0020,


Fuel Filter (4):

Replace fuel filter (4) as follows:

3. Lightly coat new coolant filter (3) seal with clean engine oil as specified in Section 300-0020,

LUBRICATION SYSTEM.

4. Start coolant filter (3) on the filter adaptor and tighten it by hand until the seal touches the adaptor filter head.

Tighten an additional 2/3 of a turn after contact.

Note:

Mechanical tightening of coolant filter (3) is not necessary and will distort or crack the adaptor. Tighten oil filters by hand only.

5. Open shut off valves at coolant filter (3) inlet and outlet lines.

6. Start the engine and check for leaks. If any leaks are noted, have them corrected. Add coolant as required.

Refer to Section 300-0020, LUBRICATION SYSTEM .

Note:

There is a fuel system shut off valve on the discharge side of fuel filter (4). Closing this valve will prevent loss of fuel prime at time of filter replacement.

1. Close shut off valve at fuel filter (4) and, using filter wrench, remove and discard fuel filter (4) from engine

(1).

2. Fill the replacement filter and coat the gasket slightly with clean fuel oil as specified in


3. Start new fuel filter (4) on the filter adaptor and tighten it by hand until the gasket contacts the adaptor fully with no side movement of the filter evident.

Tighten an additional 1/2 of a turn.

Note:

Mechanical tightening of fuel filters (4) is not recommended, and may result in seal and/or cartridge damage. Tighten fuel filter by hand only.

4. Start the engine and check for leaks. If any leaks are noted, have them corrected.

Coolant Filter (3):

Check condition of coolant inhibitor as described in Engine 'Operation and Maintenance

Manual'. Replace coolant filter (3) as follows:

Note:

There is a shut off valve at the coolant inlet and outlet lines of coolant filter (3). Closing these valves will enable coolant filter (3) to be replaced without an excessive loss of coolant.

12

SM 2274 03-04

SPECIAL TOOLS

Refer to Section 300-0070, SERVICE TOOLS, for part numbers of service tools which should be used in conjunction with procedures outlined in the engine manufacturers service manual, and, general service tools required. These tools are available from your dealer. The locating pins used in the installation of the engine damper can be fabricated as shown in Fig. 4.


Section 110-0030

SM - 2055

0.10

ø 0.403

+ 0.000

- 0.002

0.05

ø 3/8 x 16

UNC THD.

SPECIAL TORQUE SPECIFICATIONS

FIG. NO.

1

1

1

-

ITEM NO.

6

23

22

-

ITEM NAME

Bolt

Bolt

Bolt

Fan Hub Mounting Bolts

0.10

0.50

1.12

Material:

Make from 13017, 13040 or 13083

Fig. 4 - Flywheel Damper Locating Pin

Nm

149

176

57

34

TORQUE lbf ft

110

130

42

25

* * * *

SM 2274 03-04

13

ENGINE - Air Cleaner

Section 110-0050

SM - 1532

1

4

2

5

3

1 - Air Cleaner Body

2 - Primary Element

3 - Safety Element

4 - Cover Assembly

5 - Latch

6 - Vacuator Valve

6

Fig. 1 - Exploded View of Air Cleaner

DESCRIPTION

Numbers in parentheses refer to Fig. 1, unless otherwise specified.

There are two dual dry element type air cleaner assemblies fitted to the machine, one for the tractor engine and one for the scraper engine. The tractor air cleaner is mounted off the platform to the right hand side of the machine, the scraper air cleaner is mounted under the hood adjacent to the rear right hand fender. The air cleaner prolongs engine life by removing grit, dust and water from the air as it enters the engine. Grit and dust combined with engine oil, forms a highly abrasive compound which can destroy the engine in a comparatively short period of time.

A rubber vacuator valve (6) attached to cover assembly (4) in a downward position, ejects grit, dust and water while the engine is running. Vacuator valve

(6) minimizes the need for daily servicing. Even though vacuator valve (6) is normally under a slight vacuum when the engine is running, pulsing of the vacuum opens and closes vacuator valve (6) expelling grit, dust and water as they collect. When the engine is stopped, vacuator valve (6) opens and expels any accumulated grit, dust or water.

SM 1692 2-99

A mechanical air restriction gauge (12, Fig. 2) is mounted externally and indicates when the system air flow is being restricted. A red band gradually rises in the gauge window as air restriction increases. The red band is locked when maximum allowable restriction level is reached. When the red band locks at the top of the gauge window, primary element (2) should be serviced. Air restriction gauge (12, Fig. 2) should be reset by pushing the button on the gauge, holding it for several seconds and then releasing it.

While the air restriction gauge (12, Fig. 2) indicates the need for servicing, it does not give as precise a measurement as a water manometer or vacuum gauge. Refer to 'Measuring Air Restriction'.

Safety element (3) is installed in the air cleaner assembly inside of primary element (2). This element increases the reliability of the air cleaner’s protection of the engine from airborne dirt. It protects the engine from dirt admitted by a damaged primary element (2), or dirt that might be dropped into the air cleaner assembly while servicing primary element (2).

1

Engine - Air Cleaner

Section 110-0050

7

13

SM - 2097

15

16

19

20

17

18

1

9

10

11

9

8

9

11

10

9

14

12

2

4

3

5

4

7

6

4

1 - Bracket Assembly

2 - Elbow

3 - Elbow

4 - Clamp

5 - Hump Hose

6 - Clamp

7 - Mounting Band

8 - Rod

9 - Nut

10 - Washer

11 - Lockwasher

12 - Air Restriction Gauge

13 - Cap Assembly

14 - Bolt

15 - Lockwasher

Fig. 3 - Exploded View of Air Cleaner Mounting - Tractor

16 - Nut

17 - Bolt

18 - Washer

19 - Lockwasher

20 - Nut

MAINTENANCE


WARNING

Always shutdown the engine before servicing air cleaner.

Check air restriction gauge (12, Fig. 2) daily. The air cleaner elements should be serviced only when the maximum allowable restriction has been reached, as indicated by air cleaner restriction gauge (12, Fig. 2).

The elements should not be serviced on the basis of visual observation as this would lead to over service.

When restriction readings finally indicate a change, remove primary element (2) carefully and clean/ replace as required. Refer to 'Primary Element'.

Never attempt to clean safety element (3). Change safety element (3) after every third primary element (2) service.

Make sure vacuator valve (6) is not damaged or plugged and that the joint with cover assembly (4) is not broken. If vacuator valve (6) is lost or damaged, replace it to maintain pre-cleaner efficiency and normal filter element service life.

Check condition of clamps (7, Fig. 2), hump hose

(5, Fig. 2) and elbows (2 & 3, Fig. 2). Tighten/replace as necessary.

Air Cleaner Assembly


Note:

Air cleaner body (1) should be thoroughly cleaned twice a year. Do not apply heat in any form to air cleaner body (1).

1. Release latches (5) on cover assembly (4) and remove cover assembly from air cleaner body (1).

2. Remove primary element (2) and safety element (3) from air cleaner body (1).

2

SM 1692 2-99

3. Slacken clamp (6, Fig. 2) and disconnect elbow

(3, Fig. 2) from air cleaner body (1).

4. Remove nuts (16, Fig. 2), lockwashers (15, Fig. 2) and bolts (14, Fig. 2) securing the air cleaner assembly to mounting bracket (1, Fig. 2).


Section 110-0050

4. If the major contaminant on primary element (2) is light dust, direct a jet of compressed air, not exceeding

6.9 bar (100 lbf/in

2

), against the pleats of the element.

The air jet should be directed in the opposite direction of normal operating air flow. Move the air jet up and down the pleats, holding the air nozzle 25 mm (1.0 in) away from the pleats, to prevent rupturing the element with either the nozzle or air jet.

5. Remove the air cleaner assembly from the machine for cleaning.

6. Open clamps (6) and remove from air cleaner body (1). Open clamp on cap assembly (7) and remove cap assembly from air cleaner body (1).

5. In cases where the dust cake on primary element

(2) contains oil or carbon, air will not clean effectively.

Using manufacturers recommended solution and warm water, not exceeding 48° C (120° F), soak primary element (2) for fifteen minutes. Element should be gently agitated to assist cleaning process.

7. Blank off air cleaner body (1) outlets with tape or cardboard. Reach inside body with a compressed air nozzle or brush and remove dust from the body.

8. Remove all loose dust from air cleaner body (1) and remove tape or cardboard from body outlets.

Note:

Assembly and installation of the air cleaner assembly is the reverse of disassembly and removal.

Note:

It is possible to modify an old agitator type washing machine for primary element (2) cleaning. Do not soak or agitate primary element (2) in the solution for more than fifteen minutes. Prolonged exposure softens vertical seams in the element.

Primary Element


6. Rinse washed element thoroughly with a low pressure stream of water, not exceeding 0.7 bar

(10 lbf/in

2

), opposite from the normal air flow, until rinse water runs clear.

Although a paper primary element (2) is used, it is possible to clean it so that it can be reused. The number of times one element can be reused depends on the type of dirt on the element and the care exercised in cleaning.

The life of a properly cleaned element will be approximately as long as that of a new element for the first one or two cleanings. After that, the life of the element will gradually decrease with each cleaning; however, it should perform satisfactorily through approximately six cleanings, providing it does not rupture.

7. Air dry primary element (2) thoroughly before returning it to service. Drying is a slow process which may be hastened by exposing element to slowly circulating heated air. Heated air temperature should not exceed 46 o C (115 o F). Drying time can be reduced to about three hours with heated air. DO NOT use a light bulb for drying. DO NOT use compressed air on a wet element.

Note:

Replace paper elements after six cleanings or two years in service, whichever comes first. Mark each cleaned element to show total cleanings to date.

Visually determine the condition of primary element (2) and choose either the compressed air or washing method.

1. Release latches (5) on cover assembly (4) and remove cover assembly from air cleaner body (1).

2. Remove primary element (2) from air cleaner body (1).

8. After primary element (2) is thoroughly dried, inspect for damage or ruptures, especially close to the end caps. To detect paper ruptures, place a bright light bulb inside the element and rotate element slowly.

Inspection of element on the outside will disclose any holes where concentrated light shines through. Even the smallest hole will pass dust to the engine and may result in costly engine repairs.

3. Using a damp cloth and a suitable solvent, wipe out all excess dust from air cleaner body (1) and allow to dry.

9. Install primary element (2) in air cleaner body (1).

10. Install cover assembly (4) on air cleaner body (1) and secure with latches (5).

SM 1692 2-99

3


Section 110-0050

Secondary Element


The recommended maximum allowable intake restrictions at rated speed and load are as follows:

Since safety element (3) is protected from contamination by primary element (2), it needs no periodic cleaning and should be replaced only after every third primary element (2) service.

1. With primary element (2) removed from air cleaner body (1), remove safety element (3).

a. 380 mm-H

2

O (15 in-H

2 b. 635 mm-H

2

O (25 in-H

2

O) with clean filter elements.

O) with dirty filter elements.

While the air restriction gauge sends a signal to indicate the need for servicing, it does not give as precise a measurement as a water manometer or vacuum gauge.

2. Remove any dust dislodged into air cleaner body (1) outlet and, using a damp cloth and a suitable solvent, wipe out all excess dust from air cleaner body (1) and allow to dry.

Water Manometer

a. Remove air restriction gauge (12) from port in air cleaner assembly.

3. Install new safety element (3) followed by primary element (2) in air cleaner body (1)

4. Install cover assembly (4) on air cleaner body (1) and secure with latches (5).

b. Hold water manometer vertically and fill both legs approximately half full of water. Connect one of the upper ends to port by means of a flexible hose.

c. With the manometer held vertically and the engine drawing maximum air, the difference in height of the water columns in the two legs is measured as the air cleaner restriction.

Recommendations


d. If the restriction exceeds the levels indicated, engine performance will be affected. Primary filter element should be cleaned or replaced.

1. Under no condition should the vehicle be operated without both filter elements in each air cleaner assembly.

2. It is very important that hump hose (5) and elbows

(2 & 3) from the air cleaner assembly to the engine be airtight or the purpose of the air cleaner will be completely defeated. All clamps (4 & 6) should be checked frequently and tightened to prevent leaks.

Vacuum Gauge

a. Remove air restriction gauge (12) from port in air cleaner assembly.

b. Connect the hose from the vacuum gauge to port and, with the engine drawing maximum air, take a note of the reading on the gauge.

3. Keep new or cleaned filter elements on hand for replacement to prevent unnecessary downtime of the vehicle.

c. If the restriction exceeds the levels indicated, engine performance will be affected. Primary filter element should be cleaned or replaced.

MEASURING AIR RESTRICTION


As a dry air cleaner element becomes loaded with dust, the vacuum on the engine side of the air cleaner

(air cleaner outlet) increases. This vacuum is generally measured as 'restriction in mm (inches) of water'.

SERVICE TOOLS

Refer to Section 300-0070, SERVICE TOOLS for part numbers of service tools referenced in this section and general service tools required. These tools are available from your dealer.

* * * *

4

SM 1692 2-99

32

31

4

1

34

35

2

22

3

5

29

28

6

ENGINE - Power Takeoff - Tractor

Section 110-0130

38

9

26

SM - 3164

11 12

13

14

5

21

16

20

23

8,24

21

30

20

19

18

17

15

25

10

27

1

36

37

33

1 - Oil Seal

2 - Flywheel Cover Case

3 - Bolt

4 - Bearing

5 - Drive Gear

6 - Driveshaft

7 - Bearing

8 - Bolt

9 - Drain Cock

10 - PTO Cover

11 - Breather Cap

12 - Coupling

13 - Breather

14 - Elbow

15 - Cotter Pin

16 - Locknut


18 - Flange

19 - Oil Seal

20 - Spacer

21 - Snap Ring

22 - Lockwasher

23 - Plug

24 - Bolt

25 - Dowel Pin

26 - Gasket

27 - Bearing

28 - Driven Gear

Fig. 1 - Exploded View of Power Takeoff Assembly



29 - Bearing

30 - Plug

31 - Spacer

32 - Damper assembly

33 - Bolt

34 - Lockwasher

35 - Bolt

36 - Lockwasher

37 - Bolt

38 - Plug

REMOVAL


The function of the power takeoff (PTO), as the name implies, is to provide the means of mounting and driving an auxiliary component. The triple pump for the bowl hydraulic system and steering system is mounted to PTO cover (10) and its input shaft is meshed with the internal splines in the hub of driven gear (28). Refer to Section 235-0050, TRIPLE PUMP.

The major components of the PTO assembly are; flywheel cover case (2), PTO cover (10), driveshaft (6), drive gear (5) and driven gear (28).

WARNING


1. Position the vehicle in a level work area, apply the parking brake and switch off the engine. Turn steering wheel several times to relieve any pressure in the steering circuit.

As driveshaft (6) is driven by the engine crankcase, drive gear (5) turns the driven gear (28). The triple pump driveshaft, meshed in the hub of driven gear (12), turns with driven gear (12) to operate the triple pump which, in turn, supplies hydraulic oil to the steering system and bowl hydraulic system. Refer to

Section 235-0050, TRIPLE PUMP.


3. Disconnect driveline from flange (18) at the PTO assembly. Refer to Section 130-0010, DRIVELINE.

4. Drain oil from power takeoff housing by removing

SM 1693 Rev1 03-04

1

Engine - Power Takeoff - Tractor

Section 110-0130 drain plug (30) from PTO cover (10). Reinstall drain plug (30) securely.

5. Match mark triple pump mounting flange and PTO cover (10) so that the pump can be installed in the same position at installation.

6. With suitable blocking or lifting equipment, support the pump before loosening attaching nuts. Remove nuts and lockwashers from pump mounting studs and secure pump clear of the PTO assembly.

7. Match mark engine flywheel housing and flywheel cover case (2) so that the PTO assembly can be installed in the same position at 'Installation'.

8. Attach a suitable lifting device to the PTO assembly and remove bolts (3 & 37) and lockwashers (22 & 26) securing PTO assembly to the engine flywheel housing. Carefully lower PTO assembly and spacer

(31) from the flywheel housing and move to a clean work area for disassembly.

9. Remove spacer (31) and Damper assembly (32 &

33) from the PTO assembly.

8. If necessary, note locations and remove dowel pins

(25) from flywheel cover case (2) and breather assembly (11, 12, 13 & 14) from PTO cover (10).

INSPECTION


1. Wash all parts thoroughly in a suitable solvent and dry all but bearings (4, 7, 27 & 29) with compressed air.

Dry bearings (4, 7, 27 & 29) with a clean lint free cloth.

2. Check the condition of splines and teeth on gears

(5 & 28), driveshaft (6), flange (18) and Damper (33) for burrs or signs of wear.

3. Lubricate bearings (4, 7, 27 & 29) with oil and check operation by spinning bearings by hand. DO NOT spin bearings with compressed air. Inspect bearing bores for out of roundness or irregular wear patterns. Replace bearings, if required.

4. Inspect flywheel cover case (2) and PTO cover (10) for cracks. If either flywheel cover case (2) or PTO cover (10) are damaged, both parts must be replaced as an assembly.

5. Visually check oil seal lip contact surfaces on driveshaft (6) and flange (18) for nicks, dents, scratches, wear, or corrosion. Replace as necessary.

DISASSEMBLY


1. Remove cotter pin (15), locknut (16) and hardened washer (17) from driveshaft (6). Pull flange (18) from driveshaft (6).

2. Remove bolts (8 & 24) from PTO cover (10). Pull

PTO cover (10) and gasket (26) from flywheel cover case (2). Discard gasket (26).

3. Place PTO cover (10) flange side up on a work bench. Pry oil seal (19) from PTO cover (10) and discard.

4. Remove snap rings (21) from pump and driveshaft bores. Drive bearings (7 & 27) from PTO cover (10) with a sleeve or soft steel drift. Drive on the outer race of bearings (7 & 27) taking care not to damage the bearings.

5. Slide drive gear (5) from driveshaft (6) and pull driven gear (28) from flywheel cover case (2).

6. Pull driveshaft (6) from flywheel cover case (2). Pry oil seal (1) from flywheel cover case (2).

7. Pull bearings (4 & 29) from flywheel cover case (2) with a suitable bearing puller.

2

ASSEMBLY


Note:

Prior to assembly, lubricate all seal lips and surfaces with lubricant specified in Section 300-0020,

LUBRICATION SYSTEM.

Note:

Tighten all fasteners without special torques specified to standard torques listed in



WARNING


1. If removed, install dowel pins (25) in flywheel cover case (2) and breather assembly (11, 12, 13 & 14) in

PTO cover (10), as noted at disassembly.

SM 1693 Rev1 03-04

2. Install new oil seal (1) in centre bore of flywheel cover case (2) so that it is flush with flywheel cover case (2) face.

Note:

When installing new oil seals, install them with the oil lip (larger of the two lips with the spring behind it) facing inward. Care should be taken to prevent damage to seal lips during assembly.

3. Press bearings (4 & 29) into their bores in flywheel cover case (2).

4. Press bearings (7 & 27) into their respective bores in

PTO cover (10). Turn PTO cover (10) over and install snap rings (21).

5. Install new oil seal (19) into centre bore in PTO cover (10) so that it is flush with PTO cover (10) face.


Section 110-0130

2. Using suitable lifting equipment, position triple pump over its mounting studs and secure with nuts and lockwashers removed during removal.

3. Reconnect driveline to flange (18). Refer to


4. Remove oil level plug from PTO cover (10) and fill

PTO assembly with lubricant specified in

Section 300-0020, LUBRICATION SYSTEM, until oil flows from the oil level port. Install oil level plug in PTO cover (10) and tighten securely.

5. Place the battery master switch in the 'On' position, start the engine and bring oil to correct operating temperature. Check for leaks and correct as necessary.


6. Install driven gear (28) and driveshaft (6) into flywheel cover case (2). Slide drive gear (5) over driveshaft (6) to its proper location.

7. Install new gasket (26) on PTO cover (10) and assemble PTO cover (10) to flywheel cover case (2).

Secure PTO cover (10) to flywheel cover case (2) with bolts (8 & 24).

MAINTENANCE


Note:

Refer to Section 300-0020, LUBRICATION

SYSTEM for recommended check and drain intervals and lubricant specifications.

8. Install flange (18), hardened washer (17) and locknut

(16) on driveshaft (6) end. Tighten locknut (16) to a torque of 950 - 1 085 Nm (700 - 800 lbf ft), lubricated and install cotter pin (15).

Oil Level Check

Remove oil level plug from the PTO cover (10) and, if oil level is below the bottom of the filler hole, add lubricant until it flows from the filler hole. Reinstall oil level plug and tighten securely.

INSTALLATION


Note:

When reassembling PTO assembly to engine flywheel housing, and triple pump to PTO assembly, be sure to align match marks inscribed during disassembly.

Note:




Drain and Refill

To drain:

Remove drain plug (30) from PTO cover (10) and drain oil into a suitable container. Reinstall drain plug (30) securely when draining is complete.

To refill:

Remove oil level plug from the PTO cover

(10) and fill PTO assembly with lubricant specified in

Section 300-0020, LUBRICATION SYSTEM, until oil flows from the oil level port. Install oil level plug in PTO cover (10) and tighten securely.

1. Install spacer (31) on PTO assembly and, using suitable lifting equipment, position PTO assembly on engine flywheel housing. Secure the PTO assembly and spacer (31) to the engine flywheel housing with bolts (3) and lockwashers (22). Tighten bolts (3) to a torque of 54 - 60 Nm (40 - 44 lbf ft), lubricated.

SPECIAL TOOLS


SERVICE TOOLS, for part numbers of general service tools required. These tools are available from your dealer.

SM 1693 Rev1 03-04

3


Section 110-0130


FIG. NO.

1

1

ITEM NO.

3

16

ITEM NAME

Bolt

Locknut

* * * *

TORQUE

Nm

54 - 60

950 - 1 085 lbf ft

40 - 44

700 - 800

4

SM 1693 Rev1 03-04

1

7

8

ENGINE - Flywheel Cover Group - Scraper

Section 110-0130

SM - 2203

2

17

20

12

13

10

9

16

19

18

14

15

4

6

5

3

11

1 - Spacer

2 - Flywheel Cover Case

3 - Driveshaft

4 - Yoke

5 - Oil Seal

6 - Snap Ring

7 - Snap Ring

8 - Bearing

9 - Spacer

10 - Cover

11 - Oil Seal

12 - Lockwasher

13 - Bolt

14 - Washer

15 - Slotted Nut

Fig. 1 - Exploded View of Flywheel Cover and Driveshaft

16 - Cotter Pin

17 - Grease Fitting

18 - Bolt

19 - Lockwasher

20 - Bearing

REMOVAL


WARNING




3. Disconnect driveline from yoke (4) at the flywheel assembly. Refer to Section 130-0010, DRIVELINE.

4. Match mark flywheel cover case (2) and engine flywheel housing so that the flywheel cover case (2) can be installed in the same position at 'Installation'.

5. Attach a suitable lifting device to the flywheel cover case (2) assembly and remove bolts (18) and lockwashers (19) securing assembly and spacer (1) to the engine flywheel housing. If necessary pry flywheel cover case (2) and spacer (1) assembly away from engine flywheel housing.

6. Carefully lower flywheel cover case (2) and spacer

(1) assembly from the flywheel housing and move to a clean work area for disassembly.

7. Remove spacer (1) from the flywheel cover case (2) assembly.

SM 1694 2-99

1

2

Engine - Flywheel Cover Group - Scraper

Section 110-0130

DISASSEMBLY


ASSEMBLY


1. Remove cotter pin (16), slotted nut (15) and washer

(14) from driveshaft (3). Pull yoke (4) from driveshaft

(3).

2. Remove bolts (13) and lockwashers (12) from cover

(10). To remove the cover (10) from the flywheel cover case (2), tap it with a soft hammer. Oil seal (11) is removed with the cover. Remove oil seal (11) with a soft drift and hammer.

3. Slide spacer (9) from driveshaft (3).

4. Install a thread protector onto the threaded end of driveshaft (3). Drive the shaft through flywheel cover

(2) assembly. The oil seal (5) and bearing (8) are removed in the process.

5. Remove snap rings (6 & 7) and press bearing (8) off of driveshaft (3).

6. With a soft drift and hammer, tap bearing (20) out of flywheel cover case (2).

INSPECTION


1. Wash all parts thoroughly in a suitable solvent and dry all but bearings (8 & 20) with compressed air. Dry bearings (8 & 20) with a clean lint free cloth.

2. Check the condition of splines on driveshaft (3) and yoke (4) for burrs or signs of wear.

3. Lubricate bearings (8 & 20) with oil and check operation by spinning bearings by hand. DO NOT spin bearings with compressed air. Inspect bearing bores for out of roundness. Replace bearings, if required.

4. Inspect flywheel cover case (2) for cracks. If damaged, flywheel cover case (2) must be replaced.

5. Visually check oil seal lip contact surfaces on driveshaft (3) and yoke (4) for nicks, dents, scratches, wear, or corrosion. Replace as necessary.

Note:

Prior to assembly, lubricate all seal lips and surfaces with lubricant specified in Section 300-0020,

LUBRICATION SYSTEM.

Note:




WARNING


1. Install new oil seal (5) in bore of flywheel cover case

(2). Be sure the seal is seated against the shoulder in the flywheel cover (2) face, then install snap ring (6).

2. Press bearing (8) on driveshaft (3), then install snap ring (7).

3. Install assembled driveshaft (3) and bearing (8) in flywheel cover case (2).

4. Press bearing (20) over driveshaft (3) and into bore in flywheel cover case (2). Be sure the bearing snap ring is seated against cover.

5. Slide spacer (9) onto driveshaft (3) with chamfered side towards the bearing (20).

6. Press seal (11) into bore in cover (10), with the seal lip facing towards yoke (4). Be sure seal (11) is seated against the shoulder in the cover (10).

7. Install assembled cover (10) to flywheel cover case

(2). Secure with bolts (13) and lockwashers (12) torqued to 8 - 11 Nm (6 - 8 lbf ft) lubricated.

8. Install yoke (4), washer (14) and slotted nut (15) on driveshaft (3) end. Tighten nut (15) to a torque of

970 - 1 243 Nm (715 - 917 lbf ft) lubricated and install cotter pin (16).

SM 1694 2-99

Engine - Flywheel Cover Group - Scraper

Section 110-0130

INSTALLATION


Note:

When reassembling flywheel cover assembly to engine flywheel housing, be sure to align match marks inscribed during disassembly.

Note:




1. Install spacer (1) on flywheel assembly and, using suitable lifting equipment, position flywheel assembly on engine flywheel housing. Secure the flywheel assembly and spacer (1) to the engine flywheel housing with bolts (18) and lockwashers (19) torqued to 57 - 75 Nm (42 - 55 lbf ft) lubricated.

2. Reconnect driveline to yoke (4). Refer to


3. Lubricate grease fitting (17) with lubricant specified in Section 300-0020, LUBRICATION SYSTEM. Do

NOT overgrease.

4. Place the battery master switch in the 'On' position, start the engine and bring oil to correct operating temperature. Check for leaks and correct as necessary.


MAINTENANCE


Note:


SYSTEM for recommended check and drain intervals and lubricant specifications.

SPECIAL TOOLS




FIG. NO.

1

1

1

ITEM NO.

13

15

18

ITEM NAME

Bolt

Nut

Bolt

TORQUE

Nm

8 - 11

970 - 1 243

57 - 75 lbf ft

6 - 8

715 - 917

42 - 55

* * * *

SM 1694 2-99

3

TRANSMISSION - Transmission and Mounting

Section 120-0010

SM - 2199

2

1

3

4

4

5

9

10

7

8

1 - LH Bracket Assembly

2 - RH Bracket Assembly

3 - Bolt

4 - Lockwasher

8

11

5 - Bolt

6 - Isolation Mount

7 - Spacer

8 - Snubbing Washer

Fig. 1 - Exploded View of Transmission and Mounting

9 - Bolt


11 - Locknut

DESCRIPTION


For transmission make, model and specification, refer to Section 000-0000, GENERAL INFORMATION. For transmission servicing and repair data refer to transmission manufacturers service manual.

The transmission is supported by left hand mounting bracket (1) and right hand mounting bracket (2) which are bolted to the transmission and attached to front frame mounting brackets through isolation mounts (6).

Isolation mounts (6) provide sufficient flexibility to absorb varying transmission vibration and torsional loads.

The transmission assembly, used in both the tractor and scraper, is a countershaft-type gearbox with integral torque converter. Signalled by electric shift control the transmission has seven forward speeds and one reverse. Automatic converter lockup in the top six forward gears. The rear transmission is equipped with an alarm to warn the operator in event of a malfunction.

Refer to Section 120-0070, TRANSMISSION

ELECTRONIC CONTROLS.

SM 1783 Rev1 03-04

1

Transmission - Transmission and Mounting

Section 120-0010

REMOVAL


7. Remove air tanks and mounting bracket from the machine. Refer to Section 250-0170, AIR TANKS AND

MOUNTING.

Note:

Tag all lines, cables and linkages disconnected during removal to aid in installation.

8. Disconnect driveline connected to the transmission and secure clear of the transmission. Refer to Section

130-0010, DRIVELINE.

WARNINGS


9. Identify, tag and disconnect all electrical harnesses and connections from the transmission.

10. Identify and tag oil cooler lines (3 & 4, Fig. 2) to aid installation. Disconnect oil cooler lines (3 & 4, Fig. 2) and cap open ends and tee pieces (10 & 12, Fig. 2) to prevent entry of dirt.

High electrical current can cause sparks and personal injury from burns. Turn battery master switch to the 'Off' position before disconnecting any components.

1. Position the vehicle in a level work area, apply the parking brake and switch off the engine. Operate steering in both directions several times to relieve any pressure in the steering system.

11. Identify and tag oil filter hose assemblies (1, 2 & 5,

Fig. 2) to aid installation. Disconnect hose assemblies

(1, 2 & 5, Fig. 2) and cap open ends and tee piece

(12, Fig. 2) and adaptors (6 & 8, Fig. 2) to prevent entry of dirt.

12. Disconnect air lines at transmission differential lock cylinder. Cap lines and ports to prevent entry of dirt.

2. Block all road wheels and the battery master switch in the 'Off' position.

13. Identify, tag and disconnect all remaining lines and fixtures necessary to allow removal of the transmission from the vehicle.

3. Disconnect the following cables and connectors in the order given, to prevent serious damage to the vehicles electrical components.

14. Attach suitable lifting equipment to the lifting points on transmission and raise lifting equipment to take up the slack.

a - Battery earth cables b - Battery supply cables c - Alternator earth cables d - Alternator supply cables e - Transmission ECU connector

15. Remove bolts (3) and lockwashers (4) securing LH bracket (1) to transmission.

16. Remove bolts (5) and lockwashers (4) securing RH bracket (2) to transmission.

4. Place a suitable container under the transmission drain port, remove drain plug and drain oil. After draining, reinstall plug and tighten securely.

17. Check to make certain that all necessary line and cable disconnections have been made before lifting the transmission.

Note:

If anti-spill drain plug is fitted, remove cap from connection, install drain tube connection and drain oil into a suitable container. Remove drain tube connection and reinstall cap.

5. Open drain cocks on air tanks and drain all air from the system. Close drain cocks securely after draining.

18. Carefully raise the transmission ensuring that no lines, cables or components foul during removal. When the transmission is clear of the frame assembly, move to a suitable work area and mount securely on a work stand.

6. With a suitable container in position under the hydraulic tank drain port, remove drain plug and drain oil. After draining, reinstall plug and tighten securely.

2

SM 1783 Rev1 03-04

13


Section 120-0010

SM - 2200

6

1

8

7

14

7

2

8

4

12

11

11

5

3

8

10

9

TRANSMISSION

OIL COOLER

1 - Hose Assembly

2 - Hose Assembly

3 - Hose Assembly

4 - Hose Assembly

5 - Hose Assembly

6 - Adaptor

7 - Elbow - 90°

8 - Adaptor

9 - Elbow - 45°

10 - Tee Piece

Fig. 2- Transmission Oil Lines

11 - Elbow - 90°

12 - Tee Piece

13 - Oil Filter Head

14 - Filter Cartridge

DISASSEMBLY


1. Remove bolts (9), washers (10), spacers (7), snubbing washers (8), locknuts (11) and LH bracket assembly (1) from the frame mounts. Remove isolation mounts (6) from frame mount and replace if required.

2. Remove bolts (9), washers (10), spacers (7), snubbing washers (8), locknuts (11) and RH bracket assembly (2) from the frame mounts. Remove isolation mounts (6) from frame mount and replace if required.

3. If required, remove mounting hardware securing dipstick tube assembly to transmission. Remove dipstick tube assembly and gasket from the transmission.

4. If required, identify and tag all electrical connections, sensors and senders and remove from the transmission.

5. Refer to transmission manufacturers service manual if transmission service or repair is required.

SM 1783 Rev1 03-04

3


Section 120-0010

INSPECTION


Note:

Tighten all hydraulic lines fitted with ORFS connections, as described in Section 220-0000,

STEERING SYSTEM SCHEMATIC. Renew all 'O' rings where used.

1. Check LH bracket assembly (1), RH bracket assembly (2) and frame mounting brackets for cracks and damage. Repair or replace as required.

2. Check general condition of transmission assembly for wear and damage. Check for worn or damaged driveline flanges and excessive wear on mounting holes.

WARNING


3. Check condition of all electrical harnesses and connections and repair/replace as required. Check condition of all hydraulic lines on the transmission and replace if damaged.

Note:

Isolation mounts (6) are colour coded to aid in installation. Front isolation mounts are green and white whereas rear isolation mounts are blue and white.

ASSEMBLY


1. Lubricate isolation mounts (6) with water or a suitable rubber lubricant and install in frame mounts, with spigots to the underside of the mounts.

Note:




2. Attach suitable lifting equipment to transmission lifting points and carefully position the transmission assembly in the frame. Take care to avoid snagging any lines, harnesses or components attached to the transmission.

1. Install new gasket on dipstick tube assembly and secure assembly to the transmission with mounting hardware as removed at Disassembly.

2. If removed, install all senders and sensors in the transmission. Tighten all electrical connections securely.

3. Secure LH bracket assembly (1) to the transmission with bolts (3) and lockwashers (4).

4. Secure RH bracket assembly (2) to the transmission with bolts (5) and lockwashers (4).

INSTALLATION


Note:




3. Secure LH bracket assembly (1) to frame mounts with bolts (9), washers (10), spacers (7), snubbing washers (8) and locknuts (11), as shown in

Fig. 1. Tighten bolts (9) to a torque of 271 Nm

(200 lbf ft).

4. Secure RH bracket assembly (2) to frame mounts with bolts (9), washers (10), spacers (7), snubbing washers (8) and locknuts (11), as shown in

Fig. 1. Tighten bolts (9) to a torque of 271 Nm

(200 lbf ft).

5. Remove lifting equipment from lifting points on transmission .

6. Remove blanking caps from hose assemblies

(3 & 4, Fig. 2) and tee pieces (10 & 12, Fig. 3) and connect hose assembly to the tee pieces as identified at Removal.

7. Remove blanking caps from hose assemblies

(7 & 12, Fig. 2), tee piece (12, Fig. 2) and adaptors

(6 & 8, Fig. 2). Connect hose assemblies to the tee piece and adaptors as identified at Removal.

8. Connect all electrical cables, harnesses and connections to the transmission, as identified at removal.

4

SM 1783 Rev1 03-04


Section 120-0010

Oil Level Check

9. Connect driveline to the transmission and secure with mounting hardware removed during removal. Refer to Section 130-0010, DRIVELINE.

10. Install air tanks and mounting bracket to the machine. Refer to Section 250-0170, AIR TANKS AND

MOUNTING.

WARNING

When checking the oil level, be sure that the parking brake is applied and all road wheels are securely blocked.

11. Fill hydraulic tank with hydraulic oil specified in

Section 300-0020, LUBRICATION SYSTEM. Refer to

Section 230-0040, HYDRAULIC TANK for fill level and procedure.

12. Fill transmission with engine oil specified in Section

300-0020, LUBRICATION SYSTEM. Check the oil level as described under 'Oil Level Check'.

13. Connect the following cables and connectors in the order given to prevent serious damage to the engines electrical components.

a - Transmission ECU connector b - Alternator supply cables c - Alternator earth cables d - Battery supply cables e - Battery earth cables

Check the transmission oil level and add oil if low, every 10 hours/daily. Use only oil specified in


Because the transmission oil cools, lubricates and transmits hydraulic power it is important that the proper oil level be maintained at all times. If the oil level is too low, the converter and clutches will not receive an adequate supply of oil. If the oil level is too high, the oil will aerate and the transmission will overheat. It is absolutely necessary that the oil put into the transmission is clean.

Cold Oil Level Check

This check is made only to determine if the transmission contains sufficient oil for safe starting. Make sure there is some oil showing on dipstick. Add oil if low.

Hot Oil Level Check

1. Position the vehicle on a level work area, apply the parking brake and block all road wheels securely.

14. Turn the battery master switch to the 'On' position, start the engine and make an operational check of all lines and electrical connections disconnected during removal. Check for leaks and tighten lines and fittings as required. Allow transmission to warm up and recheck all connections for leaks.

15. Ensure parking brake is applied and remove wheel blocks from all road wheels.

16. Check for correct operation of the transmission, shift selector and warning lights.

MAINTENANCE

Periodic Inspections

For easier inspection, the transmission should be kept clean. Make periodic checks for loose mounting bolts and leaking air and oil lines. Check the condition of electrical harnesses and connections regularly.

2. With the transmission in neutral and the engine running, allow the machine to idle for approximately

20 seconds (until normal operating temperature of

80° C (176° F) is achieved).

3. With parking brake applied, foot on service brake, engine idling and transmission operating at normal temperature, select each gear position in turn. Allow the transmission to remain in each gear for 5 - 10 seconds.

4. Return gear selector to neutral and, with the engine idling, check the oil level on dipstick. Oil level should be up to, but not over, the upper mark on the dipstick.

Add oil if low.

Transmission breather should be checked on a regular basis, and as frequently as necessary, depending on operating conditions. A badly corroded or plugged breather restricts proper breathing and causes a buildup of condensation and subsequent oil deterioration.

Oil and Filter Change

After the first 50 hours of operating a new or rebuilt transmission, the transmission oil and filter cartridges

(14, Fig. 2) should be changed. Internal filter and finger magnet at the lower front left hand of the sump should be removed and cleaned.

The transmission oil and filter cartridges should be

SM 1783 Rev1 03-04

5


Section 120-0010 changed every 1 000 hours, or sooner, depending on operating conditions. Clean oil filter head (13, Fig. 2) when changing filter cartridges (14, Fig. 2). Also, the oil must be changed whenever there are traces of dirt or evidence of high temperature indicated by discoloration or strong odour.

At each oil change, examine the used oil for evidence of dirt or water. A normal amount of condensation will emulsify in the oil during transmission operation.

However, if there is evidence of water or engine coolant in the oil, the cause must be established and rectified immediately to prevent damage to the transmission.

The internal filter and finger magnet at the lower front left hand of the sump should be removed and cleaned with mineral spirits at each oil and filter change. Metal particles in the oil (except for the minute particles normally trapped in the oil filters) indicate damage has occurred in the transmission. When these particles are found in the filters, the cause must be established and rectified immediately to prevent damage to the transmission.

SERVICE TOOLS

There are no special tools required for the procedures outlined in this section. Refer to Section 300-0070,

SERVICE TOOLS, for part numbers of service tools which should be used in conjunction with procedures outlined in the transmission manufacturers service manual, and, general service tools required. These tools are available from your dealer.


FIG. NO.

1

ITEM NO.

9

ITEM NAME

Bolt

Nm

271

TORQUE lbf ft

200

* * * *

6

SM 1783 Rev1 03-04

TRANSMISSION - Transmission Electronic Controls

Section 120-0070

DESCRIPTION

This machine is fitted with a Funk DF158 Powershift transmission equipped with the Funk DF158 Electronic

Control Unit (ECU), to operate the transmission.

Upshifting, downshifting and control of the disconnect are the main functions of the ECU. Another function of the ECU is the capability to communicate with a panel mounted gear/diagnostic display unit.

WARNING

Before any welding is done on the machine, disconnect battery cables from terminal posts

(ground cables first) and electrical connections at the ECU to avoid damage to electrical components. Turn off the battery master switch before disconnecting any components.

The transmission uses electrohydraulic valves to control the operation of the transmission. The solenoids controlling the transmission clutches

(solenoids A through D and 1 through 4) are driven by a pulse width modulated (PWM) signal that produces proportional pressure/flow changes. This is achieved by pulsing the solenoid at a constant frequency and varying the 'on time' of each cycle. The ratio of 'on time' to cycle time is called duty cycle. These transmission solenoids are driven with a maximum duty cycle considerably less than this and ramped up to full on.

The initial duty cycle is dependant upon several factors and is not a preset value. The process of modulating these clutches greatly enhances shift quality.

SYSTEM COMPONENTS

General Theory of Operation

The transmissions performance is determined by the various inputs to the ECU. Based upon these inputs the ECU commands the transmission so that maximum performance can be achieved under the present operating conditions. All functions of the ECU are under software control.

Switching the vehicle's ignition to the 'On' position supplies power to the ECU and related system components from the batteries, through the transient voltage protection (TVP) module. At this point the ECU begins to monitor all inputs and outputs. If a known conflict in inputs or a fault condition is detected, the

ECU will command the transmission to stay in Neutral regardless of the shift lever position. A flashing error code will be displayed on the gear/diagnostic display unit, and will remain displayed until the error has been corrected and the shift lever cycled back through the

Neutral position.

Description and Operation

1. Electronic Control Unit (ECU) -

There are two electronic control units located beneath the cab. The

ECU is the brain of the system. It is responsible for the logic, computation, and decision making processes and the control of the transmission based on these calculations. How the ECU performs is determined by software programmed into the ECU's memory. The

ECU's application is specific, therefore ECU's from different vehicles are not interchangeable.

2. Transient Voltage Protection (TVP) Module -

The

TVP module is responsible for supplying electrical power to the system and protecting the systems electrical components. It provides 40 volt limiting during an electrical load dump malfunction and protection from reverse battery connection. Protection is provided only while the ignition is switched on, thus energizing an internal relay which provides an electrical connection between vehicle power and the protection device inside the module.

If no error conditions are detected, the ECU will calculate a speed ratio between the engine speed

(derived from the engine speed MPU signal) and the transmission output speed (derived from the transmission output speed MPU).

Based upon this speed ratio and the combination of inputs from the shift lever and any other applicable inputs, the ECU will select the proper transmission gear and command the transmission to shift to this gear. The gear/diagnostic display unit will show the actual gear selected.

3. Engine Speed Magnetic Pickup (MPU) -

The engine speed MPU is located in the input housing of the transmission. The MPU provides a signal to the

ECU which represents engine speed. This signal is of a sinusoidal nature, varying in amplitude and frequency relative to engine speed. The ECU conditions this signal and converts it into pulses. It then measures the width of these pulses in microseconds, and based on a preprogrammed value in the ECU which represents the number of pulses per revolution of the engine, calculates the engine speed.

SM 1735 2-99

1

Transmission - Transmission Electronic Controls

Section 120-0070

4. Transmission Output Speed MPU -

The transmission output speed MPU is located in the rear housing of the transmission and provides a signal to the ECU which represents transmission output speed.

This signal is of a sinusoidal nature, varying in amplitude and frequency relative to output speed. The

ECU conditions this signal and converts it into pulses.

It then measures the width of these pulses in microseconds, and based on a preprogrammed value in the ECU which represents the number of pulses per revolution of the transmission output, calculates output speed.

5. Gear Shift Lever -

The transmission provides seven forward ranges, one reverse gear and a neutral position. The lever is detented in the Forward, Neutral and Reverse positions with a positive lock only in the

Neutral position.

7. Gear/Diagnostic Display Unit -

A dash mounted gear/diagnostic display unit provides the operator with information about the system. Under normal operating conditions the display shows the actual forward or reverse transmission gear and the state of the disconnect.

When an error has occurred, the display will flash an error code indicating that a problem has been detected in the system. This error code will continue to flash until the shift lever has been placed in Neutral. Once the ECU has detected a legal Neutral condition, the error will clear and 'NEU' will be displayed. Once the shift lever is moved out of Neutral the error will once more begin to flash. This condition will continue until the error has been corrected and the shift lever cycled through Neutral again. If the error is related to the

Neutral signal making it impossible for the ECU to see a legal Neutral signal, the error will continue to flash even in the Neutral position until it is resolved.

The gear shift lever is spring loaded to the centre position. 'Bumping' the shift lever to the upshift or downshift direction sends a corresponding signal to the ECU.

8. Diagnostic Test Points -

There are two diagnostic test points located at the front of the fuse box, under the dash panel, one for the tractor transmission and the other for the scraper transmission.

WARNING

Do not allow the vehicle to coast in Neutral.

This practice can result in severe transmission damage.

When Reverse is selected an audible alarm sounds.

This feature warns personnel to the immediate rear of the machine that the operator has shifted the transmission to Reverse.

WARNING

Always select Neutral and apply the parking brake before leaving the operator’s seat.

6. Wiring Harness -

The wiring harness consists of the various wires needed to provide electrical connections between the components of the system.

All connectors in the system are sealed to protect the connections from the environment and to prevent corrosion of the contacts, which would eventually result in a failure.

GENERAL TRANSMISSION OPERATION

Watch for wide deviations from normal readings on the transmission oil temperature gauge during machine operation. If the transmission oil temperature gauge shows oil temperature consistently rising above the green zone under normal operating conditions; check for external causes. If none are evident shift to Neutral

(N) and operate the engine at 1 200 - 1 500 rev/min. If the transmission oil temperature does not decrease into the green zone within 2 or 3 minutes, the cause of the overheating should be corrected before the machine is operated further. Watch the oil temperature gauge when operating on upgrades, also. If the oil temperature goes into the yellow zone, select the range which will limit upshifts to the highest range in which the transmission will operate within the normal temperature range (green zone). If upshifting must be consistently limited to ranges lower than normal for the loads and the grades encountered to prevent overheating the transmission oil, the causes should be determined and corrected.

2

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Section 120-0070

POWERSHIFT TROUBLESHOOTING

Symptom Problem

Erratic oil pressure.

Low oil level.

Suction tube fitting.

Suction manifold 'O' ring not sealing.

Foreign object in suction port.

Excessive oil pressure.

Sticking main regulator valve.

Faulty spring.

Low oil pressure in all gears.

Sticking main regulator valve.

Control valve body gasket leaking.

Charge pump defective.

Internal disconnect seal damage or installed incorrectly.

Faulty main regulator valve.

Control valve body cracked.

Low pressure in one gear but

Contaminated proportional solenoid.

all right in other gears.

Solution

Add oil to proper level.

Replace 'O' ring fitting.

Replace 'O' ring.

Remove object and check for other contamination.

Replace main regulator valve.

Replace main regulator.


Replace gaskets.

Replace pump.

Replace seal and install correctly.


Replace control valve body.

Replace proportional solenoid.

*Check suction screen for contamination.

Repair wire.

Vehicle will not move.

Broken wire to one solenoid, or dirty connection.

Broken seal ring on input end of clutch assembly.

Bore sleeve worn.

Outer or inner piston seal leaking.

Voltage to wrong solenoids on control valve. (See schematic.)

Converter damage.

No voltage to all solenoids.

Voltage to more than two solenoids.

Proportional solenoid stuck.

Replace seal ring.

Replace bore sleeves.

Replace seals.

Check wiring and connecters.

Rebuild converter.

Check wiring, controller and connecters.

Check wiring and controller.

Replace solenoid.

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Section 120-0070

POWERSHIFT TROUBLESHOOTING - Continued

Symptom

Filter or filter oil lines blow out.

Excessive noise.

Blows oil out of breather or dipstick tube.

Transmission overheating.

Problem

Low or no converter pressure

Converter bypass valve defective.

(Converter in pressure).

Converter hub seal ring not sealing.

Check converter offset dimension.

Hose bends too sharp.

Defective hose.

Main regulator valve faulty.

System plumbing incorrect.

Filter 'O' ring faulty.

Charge pump defective.

Excessive backlash in gear train.

Solution

Replace converter bypass valve.

Replace seal ring.

Correct offset dimension.

Reroute hoses.

Replace hose.

Change valve and change filter and oil.

Correct plumbing.

Replace filter.

Replace pump.

Replace bearings and inspect for defective gears.

Auxiliary driven pump bad.

Transmission over filled with oil.

Remove pump and check for noise.

Establish proper oil level. Check front seal on auxiliary driven hydraulic pump if equipped.

Converter seal ring damaged.

Remove transmission and install new seal ring on converter hub.

Shift to lower gear.

Converter stalling.

Oil level too high.

Establish proper oil level. Check front seal on auxiliary driven hydraulic pump if equipped.

Engine overheating.

Check engine coolant.

Water lines defective on heat exchanger. Replace lines.

Heat exchanger dirty.

Clutch slipping.

Clean heat exchanger.

Check clutch pressure.

4

SM 1735 2-99


Section 120-0070

POWERSHIFT TROUBLESHOOTING - Continued

Symptom Problem

Low or no converter pressure.

Converter bypass valve defective.

Solution

Replace converter bypass valve.

Transmission pressure checks

Converter sprag clutch damaged or

okay, but has no power and

installed wrong.

possibly overheating.

Converter relief valve broken.

Oil leaking from engine flywheel and/or weep hole in transmission bell housing.

Disassemble and inspect converter.

Replace relief valve.

Replace seal.

Converter front cover seal leaking.

Converter hub seal or 'O' ring damaged. Replace seal.

Converter not properly positioned within Check engine flywheel offset bell housing, causing converter and seal dimensions and converter pilot to leak.

bushing length against vehicle manufacture standards.

ELECTRONIC CONTROL UNIT

Troubleshooting Introduction

This introduction is written to initiate an understanding of a strategy which can be used toward solving problems in the driveline system. The preferred technique used in solving problems is to exchange components. However, a very important element necessary to the timely and successful conclusion of this activity is the selection of the malfunctioning component. An understanding of the total system and an elimination process leading to the component is absolutely necessary before starting the exchange activity.

The DF transmission system as installed consists of various components linked together to form a functioning system.

Gear shift control

Wiring harnesses

Electronic control units

Transmission control valve.

Transmission hydraulic system (pump, relief valves, lines, etc.)

Transmission mechanical system (clutches, gears, shafts, seals, etc.)

The most desirable strategy in a trouble shooting plan is to reduce the random exchange of components by carefully analysing the symptoms and then conducting tests which will help determine which of the elements in the system is likely to be the problem. The technician should use the above list as a guide in locating the problem.

As a result of being a new component and unfamiliar to most people, the ECU is usually the first component which is targeted for exchange. However, the malfunction of an ECU is extremely rare and therefore, it should be the last component considered for replacement. In fact the ECU has an internal ability to diagnose itself and the connections which are attached to it. This information can be very helpful in indicating the problem area. Therefore, if the ECU is responding to commands and not giving diagnostics which indicate an internal problem, the likelihood of the problem being internal to the ECU is very remote.

ANALOG ERROR CODES

Note:

The following is a list of the errors that are detectable;

Diagnostic code: 20

Error type:

Driver 1 cannot get up to requested current.

Error:

Open or short ground in Solenoid 1 circuit from output pin J3-A3 to return pin J3-B1.


Error type:


Error:

Open or short ground in Solenoid 2 circuit from output pin J3-B2 to return pin J3-B3.

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5


Section 120-0070

REAR

ECU

J2-F2

J2-C3

J2-C2

+24 Out

Slave Rear

Calibrate Rear

Slave Front

Calibrate Front

J2-F1

J2-E1

J2-D3

J2-A3

J1-K2

J2-F3

J3-F1

J3-F2

J3-F3

J3-G3

J3-C1

J3-C2

J3-D2

J3-D3

J3-E1

J3-E2

J3-E3

J3-A3

J3-B1

J3-B2

J3-B3

J3-H1

J1-B1

J1-C2

J1-A3

GND

RS232 RxD

RS232 TxD

Brake Cutoff Jumper

Inching Jumper

J1-B2

J1-C3

J1-D1

SOLENOID 1

SOLENOID 1 GND

SOLENOID 2

SOLENOID 2 GND

SOLENOID 3

SOLENOID 3 GND

SOLENOID A

SOLENOID A GND

10

17

SOLENOID B

SOLENOID B GND

SOLENOID C

SOLENOID C GND

23

22

SOLENOID D

SOLENOID D GND

8

TORQUE CONVERTER LU

TORQUE CONVERTER LU GND

Engine MPU Signal

27

29

Engine MPU GND

MPU Shield

Output MPU Signal

28

20

18

Output MPU GND

MPU Shield

30

21

Cylinder MPU Signal

9

Cylinder MPU GND

16

MPU Shield

Temp. Sensor Signal

31

24

Temp. Sensor GND

25

7

14

12

11

4

19

3

15

2

1

J2-C1

J1-K1

J2-B3

J2-E3

J2-E2

J1-J1

J1-J2

J1-H2

J1-H3

J2-A1

J1-A2

J2-B2

J3-A1

J1-A1

J3-A2

J2-B1

Cal Front

AUTO INPUT

NOT PARK

PARK

CCD BUS -

CCD BUS +

FORWARD

REVERSE

UPSHIFT

DOWNSHIFT

NEUTRAL (NO)

Slave Front

GND

START

MAIN POWER

ECU POWER

1

8

9

6

7

4

5

2

3

10

11

12

13

14

15

16

17

28

20

18

30

21

27

29

31

24

25

9

16

17

12

11

4

19

10

23

22

3

15

2

1

8

7

14

28

20

18

30

21

27

29

31

24

25

9

16

17

12

11

4

19

10

23

22

3

15

2

1

8

7

14

HARNESS

JUMPER

TVP

MODULE

1

2

3

8

9

10

11

12

13

14

15

16

17

6

7

4

5

CALIBRATE FRONT

AUTO INPUT

NOT PARK

PARK

CCD BUS -

CCD BUS +

FORWARD

REVERSE

UPSHIFT

DOWNSHIFT

NEUTRAL (NO)

Slave Front

GND

START

MAIN POWER

ECU POWER

Front TCLU Signal

NEUTRAL START

GND

FORWARD

REVERSE

UPSHIFT

DOWNSHIFT

NEUTRAL (NO)

+24V Out

REVERSE ALARM

CCD BUS -

CCD BUS +

GND

+24V Out

+24 IN

+24 IN

+24 OUT

+24 OUT

START/RUN

GND

+24

+24

R/S RETURN

RUN / START

START

GND

Fuses 15 Amp

F1

F5

F6

F2

F3

F4

BATTERY

+ 24V

+ -

RUN Bat

ST Ign

Key

Switch

FRONT

MAIN GND

START

MAIN POWER

ECU POWER

MAIN GND

J1-A2

J2-B2

J3-A1

J1-A1

J3-A2

ECU

87

86

85

Inching Jumper

+24 Out

Brake Cutoff Jumper

+24 Out

J1-D1

J1-D2

J1-H2

J1-H3

J2-A1

GND

RS232 RxD

RS232 TxD

30

STARTER

SOLENOID

CONTACTS

NOT PARK

PARK

+24V Out

AUTO INPUT

+24V Out

J3-A3

J3-B1

J3-B2

J3-B3

J2-E3

J2-E2

J3-C1

J3-C2

J3-D2

J3-D3

J1-K1

J2-B3

J3-E1

J3-E2

J3-E3

J3-F1

J3-F2

J2-C1

J3-F3

J3-G3

J3-H1

J1-B1

J2-C2

J1-C2

J1-A3

J3-H2

J1-B2

SOLENOID 1

SOLENOID 1 GND

SOLENOID 2

SOLENOID 2 GND

SOLENOID 3

SOLENOID 3 GND

SOLENOID A

SOLENOID A GND

SOLENOID B

SOLENOID B GND

10

SOLENOID C

SOLENOID C GND

SOLENOID D

8

SOLENOID D GND

TORQUE CONVERTER LU

7

14

TORQUE CONVERTER LU GND

Engine MPU Signal

27

29

Engine MPU GND

Output MPU Signal

28

18

Output MPU GND

30

Cylinder MPU Signal

Cylinder MPU GND

9

16

MPU Shield

Temp. Sensor Signal

31

Temp. Sensor GND

24

25

23

22

17

12

11

4

19

3

15

2

1

J2-C3

J1-C3

J1-D1

CALIBRATE REAR CALIBRATE FRONT

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SM 1735 2-99


Section 120-0070

SM - 1779 SM - 1780

S1 S3

S5 T9

J4

T12

S6 S16

J3

S6A

S16A

J2 J1

J3A

TRANSMISSION EXTENSION

J6

J8 J7

J2A J1A

J6A

S8

J5

T7

J4 - To Gear Shift Selector

J5 - Jumper to Scraper

ECU Harness (J5A)

J6 - To Tractor Transmission

S1 - To Starter Relay

S2 - To Reverse Alarm

S5 - To Digital Display

S6 - Diagnostic Connector

S8 - To Vehicle Electronics

S16 - Calibration Connector

T2 - To Mode Select

T7 - To TVP Module

T9 - To Park Switch

Fig. 2 - Tractor Transmission ECU

J5A

J5A - Jumper to Tractor

ECU Harness (J5)

J6A - To Extension Harness J7

J8 - Scraper Transmission

S6A - Diagnostic Connector

S16A - Calibration Connector

Fig. 3 - Scraper Transmission ECU


Error type:


Error:

Open or short ground in Solenoid 3 circuit from output pin J3-C1 to return pin J3-C2.


Error type:


Error:

Open or short ground in Solenoid 4 circuit from output pin J3-C3 to return pin J3-D1.


Error type:


Error:

Open or short ground in Solenoid A circuit from output pin J3-D2 to return pin J3-D3.


Error type:


Error:

Open or short ground in Solenoid B circuit from output pin J3-E1 to return pin J3-E2.


Error type:


Error:

Open or short ground in Solenoid C circuit from output pin J3-E3 to return pin J3-F1.


Error type:


Error:

Open or short ground in Solenoid D circuit from output pin J3-F2 to return pin J3-F3.


Error type:


Error:

Open or short ground in Solenoid 1 circuit from output pin J3-G1 to return pin J3-G2.


Error type:


Error:

Open or short ground in Torque Converter Lock

Up circuit from output pin J3-G3 to return pin J3-H1.


Error type:

Driver 1 cannot get down to requested current.

Error:

Short or positive in Solenoid 1 circuit from output pin J3-A3 to return pin J3-B1.


Error type:


Error:

Short or positive in Solenoid 2 circuit from output pin J3-B2 to return pin J3-B3.

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Section 120-0070


Error type:


Error:

Short or positive in Solenoid 3 circuit from output pin J3-C1 to return pin J3-C2.


Error type:

Bottom of Clutch input on J1-K2 is passive.

Error:

Application does not utilize inching. Input at

J1-K2 must be connected to system voltage.


Error type:


Error:

Short or positive in Solenoid 4 circuit from output pin J3-C3 to return pin J3-D1.


Error type:


Error:

Short or positive in Solenoid A circuit from output pin J3-D2 to return pin J3-D3.


Error type:


Error:

Short or positive in Solenoid B circuit from output pin J3-E1 to return pin J3-E2.


Error type:


Error:

Short or positive in Solenoid C circuit from output pin J3-E3 to return pin J3-F1.


Error type:


Error:

Short or positive in Solenoid D circuit from output pin J3-F2 to return pin J3-F3.


Error type:


Error:

Short or positive in circuit from output pin J3-G1 to return pin J3-G2.


Error type:


Error:

Short or positive in Torque Convertoe Lock Up circuit from output pin J3-G3 to return pin J3-H1.


Error:

Request for an undefined shift being made.


Error:

ECU has not seen a legal Neutral (input pin

J2-A1) since initial power up of system.


Error:

NOT PARK (input pin J1-K1) and PARK (input pin J2-B3) are both passive at ECU.

Legal conditions are: 1

NOT PARK active and PARK passive.


NOT PARK passive and

PARK active.


Error:

NOT PARK (input pin J1-K1) and NEUTRAL

(input pin J2-A1) are both passive at ECU.


NOT PARK active and

NEUTRAL passive.



NEUTRAL active.


Error:

PARK (input pin J2-B3) is active but NEUTRAL

(input pin J2-A1) is passive at ECU.


Error:

NOT PARK (input pin J1-K1) passive and

FORWARD (input pin J1-J1) active at ECU.


NOT PARK and FORWARD both active.


NOT PARK and FORWARD both passive.


Error:

NOT PARK (input pin J1-K1) passive and

REVERSE (input pin J1-J2) active at ECU.


NOT PARK and REVERSE both active.


NOT PARK and REVERSE both passive.


Error:

NOT PARK (input pin J1-K1) and PARK (input pin J2-B3) are both active at ECU.


NOT PARK active and PARK passive.



PARK active.


Error:

Handle signal is park but PARK PRESSURE

(input pin J2-B3) is passive at ECU.

8

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Section 120-0070


Error:

UPSHIFT (input pin J1-H2) and DOWNSHIFT

(input pin J1-H3) are both active at ECU.


Error:

Illegal or undefined vehicle mode code.


Error:

FORWARD (input pin J1-J1) and REVERSE

(input pin J1-J2) are both active at ECU.


Error:

PARK (input pin J2-B3) is active but NEUTRAL

(input pin J2-A1) is passive at ECU.


Error:

FORWARD (input pin J1-J1) and NEUTRAL

(input pin J2-A1) and REVERSE (input pin J1-J2) are all passive at ECU.


Error:

Inching pedal TOP OF CLUTCH signal (input pin J1-K3) is closed but BOTTOM OF CLUTCH (input pin J1-K2) is open.


Error:

Program variable REQUIRED GEAR has taken on an invalid value.


Error:

PARK (input pin J2-B3) and FORWARD (input pin J1-J1) are both active at ECU.


Error:

PARK (input pin J2-B3) and REVERSE (input pin J1-J2) are both active at ECU.


Error:

NEUTRAL (input pin J2-A1) and FORWARD



NEUTRAL active and

FORWARD passive.


NEUTRAL passive and

FORWARD active.


Error:

PARK (input pin J2-B3) and NOT PARK (input pin J1-K1) are both passive at ECU.


Error:

PARK (input pin J2-B3) and NOT PARK (input pin J1-K1) are both active at ECU.


Error:

NEUTRAL (input pin J2-A1) and REVERSE



NEUTRAL active and

REVERSE passive.


NEUTRAL passive and

REVERSE active.


Error:

Seat switch (input pin J2-C3) and NEUTRAL

(input pin J2-A1) are both passive at ECU.


Error:

START (input pin J2-B2) went active at ECU disabling internal solenoid power.


Error:

Engine speed is at or near manufacturers warranty void level.


Error:

Invalid 5 bit selector code.


Error:

CARRIER CAB and UPPER CAB inputs are both active at ECU.


Error type:

Valve driver supply voltage (ECU pin

J3-A1) too low.

Error:

Must be above 8 volts on a 12 volt system or above 17 volts on a 24 volt system.


Error:

CARRIER CAB and UPPER CAB inputs are both passive at ECU.


Error:

Engine MPU (input pin J1-B1) missing or frequency is too low.


Error code:

Handle code not neutral.

Error:

NEUTRAL (input pin J2-A1) is passive while switching cab modes.


Error:

Output MPU (input pin J1-A3) signal missing or frequency is too low.


Error:

Upper cab mode selected but transmission gear is not a legal gear range for upper cab mode.

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Section 120-0070


Error:

Upper cab mode selected but FORWARD,

NEUTRAL and REVERSE inputs are all passive at

ECU.


Error:

Clutch 4 fast fill time exceeds 300 ms.


Error:

Clutch A fast fill time exceeds 300 ms.


Error:

WHEELS-UP (input pin J1-H1) and WHEELS-

DOWN (input pin J1-H2) are both active.


Error:

Clutch B fast fill time exceeds 300 ms.


Error:

Clutch C fast fill time exceeds 300 ms.


Error:

Attemp to change wheels-up wheels-down mode while in an out-of-neutral condition.


Error:

Sump temperature (input J1-C3) is too low for calibration.


Error:

Engine speed is too high for calibration.


Error:

Engine speed is too low for calibration.


Error:

Output speed detected during calibration.


Error:

No cylinder speed detected during calibration.


Error:

Incorrect forward cylinder speed ratio during calibration.


Error:

Incorrect reverse cylinder speed ratio during calibration.


Error:

Cylinder speed will not drop below the start count speed.


Error:

Clutch D fast fill time exceeds 300 ms.


Error:

Clutch hold pressure is above 90 psi.


Error:

Clutch R fast fill time exceeds 300 ms.


Error:

Clutch L fast fill time exceeds 300 ms.


Error:

Clutch M fast fill time exceeds 300 ms.


Error:

Clutch H fast fill time exceeds 300 ms.


Error:

Cylinder deceleration time is inconsistent.


Error:

Attempt to calibrate withPARK (input pin J2-B3) input passive at ECU.


Error:

Low air pressure.


Error:

Holding clutch pressure exceeds 90 psi.


Error:



Error:

Analog inching voltage is too low.


Error:

Temperature sensor circuit (J1-C3) SENSE or

(J1-D1) GROUND shorted or open.


Error:



Error:



Error:

Analog input (J1-D3) shorted or open.


Error:

Analog inching voltage (J1-F3) is too high.

10

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Section 120-0070


Error:

Vehicle system voltage (J3-A1) is too high.


Error:

Group three enable high should be low.


Error:

Transmission temperature (J1-C3) is too high.


Error:

EEprom check sum error.


Error:

Engine MPU circuit (J1-B1) open.


Error:

Output MPU circuit (J1-A3) open.


Error:

Cannot get shift constants from eeprom.


Error:

Group one enable low should be high.


Error:

Group two enable low should be high.


Error:

Group three enable low should be high.


Error:

Pointer in capcom20 gets too big.


Error:

Safety FET A failed OFF.


Error:

Safety FET A failed ON.


Error:

Safety FET B failed OFF.


Error:

Safety FET B failed ON.


Error:

Safety FET C failed OFF.


Error:

Safety FET C failed ON.


Error:

Group one enable high should be low.


Error:

Group two enable high should be low.


Error code:


Error:

Open or short to ground in circuit from output pin J3-H2 to return pin J3-H3.


Error code:


Error:

Open or short to ground in circuit from output pin J3-J1 to return pin J3-J2.


Error code:


Error:

Open or short to ground in circuit from output pin J3-J3 to return pin J3-K1.


Error code:


Error:

Short to positive in circuit from output pin J3-H2 to return pin J3-H3.


Error code:


Error:

Short to positive in circuit from output pin J3-J1 to return pin J3-K1.


Error code:


Error:

Short to positive in circuit from output pin J3-J3 to return pin J3-K1.

Diagnostic code 198

Error:

CCD communications link failure between master ECU and slave ECU on (CCD BUS- (J2-E3)) and (CCD BUS+ (J2-B2)).

Diagnostic code 199

Error:

This is a non-functional base ECU. No application specific software has been programmed into it.

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11


Section 120-0070

GLOSSARY

Analog:

A signal which has a continuous range of possible voltages.

lntershift Pause Time:

The minimum time delay between shifts. A value preprogrammed into the ECU.

Active:

The high voltage (+12V / +24V) state of a digital input. Dependant upon vehicle system voltage.

Actual Gear:

The actual physical gear of the transmission, regardless of shift lever position or controller operation.

Neutral Recoverable:

The process where a detected fault is maintained and displayed by the ECU until the shift lever is cycled to neutral and the ECU detects the proper combination of inputs for a legal neutral condition, at which time the displayed fault will be cleared. The fault code will still be maintained in ECU memory for future recall.

Bus:

Serial communications link which interconnects intelligent electronic modules.

Come-Home:

A hardware function which allows limited vehicle motion in the event of failure of certain components.

Commanded Gear:

The gear selected by the combination of the shift lever position and the state of the Forward, Reverse, Neutral, and Not Neutral inputs.

The ‘destination’ gear.

Next Gear:

The next gear the controller plans to enter.

The next gear will become the current gear if no faults are detected and all conditions for entering the next gear are met.

Nonvolatile Memory:

Memory that retains its data even though power to the system has been removed.

Passive:

The low voltage (0V) state of a digital input.

Previous Direction:

The direction of vehicle motion before a shuttle shift is initiated.

Current Gear:

The gear the controller is currently attempting to drive the transmission into by the application of commands to the valves.

Digital:

A signal which consists of only two voltage levels - usually 0 volts and +5 volts. On/Off type signals are also considered to be digital.

Downshift Inhibit:

The prohibiting of downshifting, by the ECU, to prevent harsh and abrupt shifts or possible over speed conditions of the engine. The downshift will be inhibited until the current speed ratio will permit the shift to take place.

Shuttle Shift:

A shift to a gear in the opposite direction of vehicle travel made by moving the shift lever between the Forward and Reverse positions without hesitation in the Neutral position long enough for the controller to obtain a legal neutral condition.

Fault:

An abnormal condition which results in a perceived performance change or in a loss of function which may result in performance loss or system damage.

Previous Gear:

The previous current gear.

Sequence Shift:

The type of shift which consists of shifting from a gear to an adjacent gear.

Sequential Shifting:

Multiple sequence shifts with no delay between shifts other than the programmed intershift pause time.

12

SM 1735 2-99


Section 120-0070

ABBREVIATIONS USED IN ECU GROUP

ECU:

Electronic Control Unit

DC:

Direct Current

TOC:

Top of Clutch

PMW:

Pulse Width Modulated

BOC:

Bottom of Clutch

MPU:

Magnetic Pickup Sensor

V:

Volt

GND:

Ground

CYL:

Cylinder

RPM:

Revolutions Per Minute

ENG:

Engine

REV:

Reverse

TEMP:

Temperature

FOR:

Forward

CAN:

Control Area Network

NEU:

Neutral

SOL:

Solenoid

P:

Park

POT:

Potentiometer

* * * *

SM 1735 2-99

13

DRIVELINES - Front and Rear Drivelines

Section 130-0010

SM- 3167

12

13

14

11

10

9

2

3

4

ENGINE

1

4

3

2

7

FRONT

AXLE

8

6

7

6

8

5

1 - Front Driveline Assembly

2 - Universal Joint

3 - Bolt

4 - Bolt

5 - Rear Driveline Assembly

6- Universal Joint

7 - Bolt

8 - Bolt

9 - Transmission

10 - Guard

11 - Guard

12 - Bolt

13 - Lockwasher

14 - Washer

Fig. 1 - Driveline installation.

DESCRIPTION


The function of the driveline is to transmit rotating power from one point to another in a smooth and continuous action while allowing a degree of movement or misalignment of the components it connects.

The drivelines must operate through constantly changing relative angles between the components they are mounted to and must also be capable of changing length while transmitting torque.

A typical driveline consists of universal joints which allow some misalignment and permit the driveline to pivot in any direction, and, a light rigid hollow slip yoke and splined shaft assembly forming a slip joint.

The slip joint accommodates length variations generated during operation, preventing tension or compression loads from causing serious damage to the components.

Note:

Extra care should be taken when handling the drivelines since chips, dents, burrs or deformity on any rotating mass creates vibration and excessive wear during any operation.


There are two driveline assemblies installed between various components in the Tractor and Scraper units.

In each unit, the component installation is the same.

Driveline assembly (1) is connected between the

Tractor/ Scraper engine drive and transmission input drive.

Driveline assembly (5) is connected between the

Tractor/ Scraper Front axle drive flange and transmission final drive .

SM 1796 Rev1 03-04

1

Drivelines - Front and Rear Drivelines

Section 130-0010

3

2

1

2

SM - 3165

3

4

LH

5

RH

6

9

8

7

4

1 - Driveline Assembly

2 - Universal Joint

3 - Bolt

4 - Bolt

5 - Guard

6 - Guard

Fig. 2 - Front Driveline Detail.

7 - Bolt

8 - Lockwasher

9 - Washer

For details of Front Driveline assembly refer to Fig. 2, for details of Rear Driveline assembly refer to Fig. 4.

Again note as shown in Fig. 3, the Scraper unit is orientated the opposite way round from the Tractor unit, when in position.

REMOVAL

Note:

Extra care should be taken when handling drivelines since carelessness can result in premature failure of the components. Chips, dents, burrs, or any other deformity of universal joints will prevent accurate mating. This will cause misalignment which is accompanied by vibration and excessive wear.

To prevent serious injury or death, DO NOT go under the vehicle when the engine is running.

Rotating shafts can be dangerous. You can snag clothes, skin, hair, hands, etc..

Sm- 3168

REAR

DRIVELINE

TRANSMISSION

ENGINE

WARNINGS


FRONT

DRIVELINE

2

Fig. 3 - Orientation of Scraper Drivelines

SM 1796 Rev1 03-04

3

AXLE

2

1

S


Section 130-0010

2

TRANSMISSION

3

4

5

1 - Driveline Assembly

2 - Universal Joint

3 - Bolt

4 - Bolt

5 - Bolt

Fig. 4 - Rear Driveline Detail.

1. Position the vehicle in a level work area, apply the parking brake and switch off the engine.


Note:

Access to remove driveline assembly (1) can be obtained by tilting the cab. Refer to Section 260-0010,

CAB AND MOUNTING.

Note :

The following procedure for removal of the Front and Rear drivelines is the same for both the Tractor and Scraper units.

6. Support the Front driveline assembly (1) with suitable lifting equipment and remove bolts (4) securing universal joints (2) to their mating components.

Remove driveline assembly (1). If necessary tap driveline assembly (1) from its mating components with a soft faced hammer.

Note:

Access to the Rear driveline assemblies can be obtained from underneath the vehicle.


7. Match mark universal joints (2) and their mating surfaces to ensure correct mating alignment when installing Rear driveline assemblies (1).


3. For removal of the Front Driveline assembly (1), it is necessary to remove the anti flail guards (5 & 6) first.

4. Remove the bolts (7), Lockwashers (8), and washers

(9) securing anti-flail guards (5 & 6) to the frame .

Remove anti-flail guard (5 & 6).

5. Match mark universal joints (2) and their mating surfaces to ensure correct mating alignment when installing the Driveline assembly (1).

SM 1796 Rev1 03-04

8. Remove Bolts (4 & 5) securing universal joints (2) to their mating components and remove Rear driveline assembly (1). If necessary tap Rear driveline assembly

(1) from its mating components with a soft faced hammer.

3


Section 130-0010

DISASSEMBLY

2. Install universal joint (2) to yoke end of Front driveline assembly (1) and secure with Bolts (3).

Universal Joint

Numbers in parentheses refer to Fig. 1, unless stated otherwise.

3. Place the shaft end of Front driveline assembly (1) in a soft jawed vice.

Note:

The procedure for removal of Universal joints is the same for both Tractor and Scraper units.

4. Install universal joint (2) to shaft end of driveline assembly (1) and secure with bolts (3).

1. Place the

yoke

end of Front driveline assembly (1) in a soft jawed vice, clamping on the tube of shaft.


Note:

Do not distort the tube with excessive grip.

1. Place yoke end of Rear drivelines (1) in a soft jawed vice, clamping on the tube of the shaft.

2. Remove bolts (3) and universal joint (2) from Front driveline assembly (1).

Note : Do not distort the tube with excessive grip.

3. Place the

shaft

end of driveline assembly (1) in a soft jawed vice.

2. Install universal joint (2) to yoke end of Rear driveline assembly (1) and secure with bolts (4).

4. Remove bolts (3) and universal joint (2) from Front driveline assembly (1).

3. Place shaft end of Rear driveline assembly (1) in a soft jawed vice.

5. Repeat steps 1 to 4 for Rear drivelines (5) by removing bolts (7) and universal joints (6) from both ends of the rear driveline.

4. Install universal joint (2) to shaft end of Rear driveline and secure woith bolts (5).

of the Tractor and Scraper unit.

INSPECTION

1. Clean all metal parts in a suitable solvent, and dry all parts with compressed air.

INSTALLATION


2. Inspect splines of shaft and yoke for nicks, burrs and excessive wear. Replace if wear is excessive or splines are nicked. Burrs may be removed with a fine file or medium India stone.

3. Check the surfaces of the components that universal joints mate against for parallelism. Refer to Fig. 5.

4. Check condition of mounting Bolts and replace if required.

Note:



SPECIFICATIONS.

Note:

Extra care should be taken when handling drivelines since carelessness can result in premature failure of the components. Chips, dents, burrs, or any other deformity of wing bearings will prevent accurate mating. This will cause misalignment which is accompanied by vibration and excessive wear.

ASSEMBLY

Universal Joint


1. Place the

yoke

end of the Front driveline assembly

(1) in a soft jawed vice, clamping on the tube of shaft.

Note:

Do not distort the tube with excessive grip.

WARNINGS


To prevent serious injury or death, DO

NOT go under the vehicle when the engine is running. Rotating shafts can be dangerous. You can snag clothes, skin, hair, hands, etc..

4

SM 1796 Rev1 03-04

1. Position Front driveline assembly (1) on the engine end as shown and align match marks on universal joints (2) with those on its mating surfaces.

2. Apply Loctite 648 to the threads of bolts (4) and secure universal joints (2) to its mating surfaces with bolts (4). Tighten bolts (4) to a torque of 153 Nm (113 lbf ft).

3. Position Front driveline assembly (1) on the

Transmission end as shown and align match marks on universal joint (2) with those on its mating surface.



Section 130-0010

Periodic Inspection

Use a small pry bar to check the companion flange yokes for looseness. If loose, drop one end of the driveline and twist the yoke to check the backlash between the splines and yokes. Replace any yoke that does not fit snugly.

With the pry bar, check the universal joints for play. If loose, replace the universal joints. Check the splines at the slip joint and replace the yoke if excessively worn.

SM - 088

APPLY PRESSURE

HERE BY HAND

MAXIMUM PERMISSIBLE

GAP IS 0.2 mm (0.008 in)

STRAIGHT EDGE

5. Position rear driveline assembly (5) on the axle end as shown and align match marks on universal joint (6) with those on its mating surfaces.


7. Position rear driveline assembly (5) on the transmission end and align match marks on universal joint (6) with those of its mating surface.

8. Apply loctite 648 to the threads of bolts (8) and secure universal joint (6) to its mating surfaces with the bolts (8). Tighten bolts (8) to a torque of 153 Nm (113

Ibf ft).

REMOVE ALL

BURRS AND

PAINT FROM

THESE SURFACES

Fig. 5 - Checking Parallelism

SERVICE TOOLS


SERVICE TOOLS, for part numbers of general service tools and adhesives required. These tools and adhesives are available from your dealer.

13. Lower the cab, place the battery master switch in the 'On' position, ensure the parking brake is applied and start the engines by following the correct procedure, REFER to Operators Handbook for the correct starting procedure. Remove wheel blocks from all road wheels.

MAINTENANCE

Every 500 hours, check the universal joints for wear and replace if required.

Every 2 000 hours, check drivelines for leaks and damage, and replace if required.

SM 1796 Rev1 03-04

5


Section 130-0010

DRIVELINE DIAGNOSIS CHART

CONDITION

Vibration or noise

Excessive wear of universal joints

REASON REMEDY

Driveline bent or out of balance Clean driveline in a suitable solvent. Inspect for contact with adjacent parts. If driveline is distorted or sprung, replace. If driveline does not run smoothly, and vibration is felt, remove driveline and dynamically balance the assembly.

Driveline loose at yoke/flange

Worn or dry bearings

Lack of lubrication

Check driveline mounting capscrews for tightness. If loose, replace capscrews and torque tighten to the proper specification.

Test driveline by hand. If crosses are loose, replace cross and bearings as an assembly.

Also, see below.

Replace cross and bearings as an assembly.

Lubricate cross assembly so that lubricant appears at ALL bearing and cross seals.

Poor yoke/flange alignment and/or run-out

Driveline imbalance

Check yoke/flange for alignment, run-out and balance. Repair or replace as required.

Check to see if balance weights are missing or if driveline is distorted. If driveline is distorted, replace; if weights are missing, check balance of driveline dynamically and rebalance.


FIG. NO.

ITEM NO.

ITEM NAME

2

4

1

1

2

4

4

4

3

4

8

3

4

5

Bolt

Bolt

Bolt

Bolt

Bolt

Bolt

Bolt

Nm

TORQUE lbf ft

153

153

153

153

153

153

153

113

113

113

113

113

113

113

* * * *

6

SM 1796 Rev1 03-04

FRONT AXLE - Differential

Section 140-0060

SM - 2175

1 - RH Adjuster

2 - Bearing Cup

3 - Bearing Cone

4 - Plain Case

5 - Washer

6 - Side Gear

7 - Washer

8 - Spider Pinion Gear

9 - Spider

10 - Side Gear

11 - Washer

12 - Bolt

13 - Ring Gear

14 - Flanged Case

15 - Nut

16 - Lockwire

17 - Screw

18 - Washer

19 - Bearing Cap

20 - Cotter Pin

21 - Adjuster Locks

22 - Bushing

23 - LH Adjuster

24 - Bearing Cup

25 - Bearing Cone

26 - Carrier Housing

27 - Bearing

28 - Pinion Gear

29 - Inner Cone

30 - Inner Cup

31 - Washer

32 - Nut

Fig. 1 - Exploded View of Typical Differential Assembly

33 - Yoke Flange

34 - Seal

35 - Outer Cone

36 - Outer Cup

37 - Bolt

38 - Lockwasher

39 - Bearing Cage

40 - Shim

41 - Lockwire

42 - Bolt

43 - Lockwire



The differential performs three functions; it multiplies torque delivered by the driveline; it transmits this torque to the axle shafts; and it allows the drive wheels to rotate at different speeds.

When the vehicle is making a turn, one drive wheel must travel a greater distance than the other. If the wheels were connected by a single axle shaft, the

SM 1778 3-99 wheel turning the larger radius of the turn circle would have to override the wheel making the shorter turn.

Thus, one wheel would have to skip or hop causing tyre scuffing and strain on the power train.

The differential eliminates wheel skip by allowing separate axle shafts inserted into side gears (6 & 10) to rotate at different speeds as the drive wheels rotate. Spider (9) and spider pinion gears (8) are meshed with side gears (6 & 10). This assembly is enclosed in plain case (4) and flanged case (14)

1

Front Axle - Differential

Section 140-0060 which are bolted to ring gear (13). Thus, ring gear

(13), plain case (4) and flanged case (14) rotate as an assembly when driven by input pinion gear (28).

However, side gears (6 & 10), into which each axle shaft is inserted, are free to rotate independently about spider pinion gears (8) with which they are meshed. Therefore, as each drive wheel travels through a different arc as the truck makes a turn, side gears (6 & 10) rotate about spider pinion gears

(8) to provide the required differential action.

REMOVAL

SM - 2176

WARNINGS


A come-a-long or chain fall with a minimum capacity of one ton is required for removal and installation of a differential assembly.



3. Drain the lubricant from the differential banjo housing and planetary assemblies.

Note:

When the differential is removed from the rear drive axle housing, it may be necessary to raise the frame above the drive axle housing to ensure proper clearance between the differential carrier housing and the frame crossmember. When the differential is removed from the front axle housing, it will be necessary to remove the main hydraulic valve mounting bolts and raise the control valve (with hoses connected) out of the way.

4. If required, use suitable lifting equipment to lift the frame off the drive axle housing far enough to facilitate removal of the differential without interference, and block the frame securely in this position.

Fig. 2 - Typical Axle Shaft Removal

5. Remove the driving flange cover from each wheel.

Refer to Section 160-0040, PLANETARY GEARING.

6. Pull the axle shaft and sun pinion gear assembly of each driving wheel at least 305 mm (12 in) out of the wheel housing so that the inner axle shaft splines will be disengaged from the splines of the differential side gears (6 & 10). See Fig. 2.

7. Identify the relationship of the differential pinion yoke flange (33) with that of the driveline companion flange using punch marks.

8. Uncouple driveline at differential yoke flange (33), then lower the driveline.

9. Install a suitable chain fall or come-a-long to the differential assembly.

10. Support the weight of the differential assembly with suitable lifting device.

11. Remove mounting hardware which secures the differential carrier housing (26) to the axle banjo housing.

12. Pull the differential assembly away from the banjo until it clears the studs of the axle banjo housing, then carefully lower the differential assembly.

2 SM 1778 3-99

SM - 2177


Section 140-0060

SM - 096

Fig. 3 - Removing Differential Assembly from Housing Fig. 4 - Driving Out Pinion Bearing Cage

DISASSEMBLY


WARNING

To prevent personal injury and property damage, be sure lifting equipment is properly secured and of adequate capacity to do the job safely.

1. Make identifying punch marks on bearing caps

(19) and plain and flanged cases (4 & 14), so that the bearing caps can be returned to their original position in assembly.

2. Scribe an identifying line on the bearing adjusters

(1 & 23) and carrier housing (26) bores for correct location of adjuster locks (21) during assembly.

3. Remove cotter pins (20) and locks (21) from bearing caps (19). Remove lockwire (16), screws

(17) and washers (18) from bearing caps (19).

Remove bearing caps (19) and bearing adjusters

(1 & 23) from carrier housing (26).

4. Place a suitable rod through differential assembly and attach suitable lifting equipment to the rod. Tilt ring gear (13) away from pinion gear (28) and lift the differential assembly out of carrier housing (26).

Refer to Fig. 3.

Pinion Cage Group

Note:

Before disassembling, punch identifying marks on pinion bearing cage (39) and carrier housing (26) for assembly purposes.

1. Remove bolts (37) and lockwashers (38) securing pinion bearing cage (39) and shims (40) to carrier housing (26).

2. With carrier housing (26) as shown in Fig. 4, drive cage (39) assembly out of the housing. During this operation, be careful not to let cage assembly fall on yoke flange (33). Wire shims (40) together to aid in

'Assembly'.

3. Clamp yoke flange (33) in a soft-jawed vice with bearing cage (39) assembly attached and remove nut

(32) from pinion gear (28) shaft. Drive the pinion gear shaft out of the yoke.

4. Hold the pinion gear and cage assembly in both hands with pinion gear (28) facing upward. Bump the splined end of the pinion gear shaft against a block of wood until bearing cage (39), containing outer cone

(35), outer cup (36), inner cup (30) and seal (34) fall free of the pinion gear shaft.

5. Using a soft-jawed vice with the jaws opened slightly wider than bearing cage (39) OD, place bearing cage (39) in the vice so that the flange is resting on top of the jaws with seal (34) facing downward. Tap out outer bearing cup (36), outer bearing cone (35) and seal (34) with a soft-faced

SM 1778 3-99 3


Section 140-0060 hammer. Be careful not to damage the inside machined surface of bearing cage (39) when removing these components.

6. Invert bearing cage (39) in the vice and tap out inner bearing cup (30).

Note:

If the bearing races are still serviceable, wire the cups and corresponding cones together for proper mating in assembly. Bearing assembly is replaceable as a unit only. If any component is defective, the complete assembly must be replaced.

7. Remove washers (31) from pinion gear (28).

8. Using a bearing puller similar to that shown in

Fig. 5, remove pinion inner cone (29) from the splined end of pinion gear (28) shaft.

9. Remove the staked area on the end of pinion gear

(28) shaft, then with the aid of a bearing puller, see

Fig. 5, remove end bearing (27) from the stub end of pinion gear (28) shaft.

Fig. 5 - Removing End Bearing

SM - 097

SM - 2178

Differential and Ring Gear

1. Remove and tag bearing cups (2 & 24) from the differential assembly.

2. Before separating, make identifying punch marks on plain case (4) flanged case (14) and ring gear (13) to show their relationship for assembly purposes.

3. Place the differential assembly on a bench so that plain case (4) is facing upwards. Cut lockwire (41) and remove bolts (42) from plain case (4). Lift plain case (4) off flanged case (14). Refer to Fig. 6.

4. Remove thrust washer (5) and side gear (6), then lift spider (9), spider pinion gears (8) and thrust washers (7) out of flanged case (14).

Fig. 6 - Removing Plain Case

5. Remove four thrust washers (7) from the spider journals then separate the four spider pinion gears (8) from spider (9).

assembly over on a block of wood approximately

50 mm (2 in) thick.

Note:

Make sure that identifying marks are stamped on the side of ring gear (13) and flanged case (14) for assembly purposes.

6. Remove remaining side gear (10) and thrust washer (11) from flanged case (14).

7. Remove bolts (12) and nuts (15) from ring gear

(13) and flanged case (14).

8. Turn flanged case (14) and ring gear (13)

9. Separate flanged case (14) from ring gear (13) by tapping the edge of ring gear (13) with a soft-faced hammer. See Fig. 7.

10. Using a bearing puller, remove cone (3) from plain case (4) and cone (25) from flanged case (14).

Match up cones with cups (2 & 24) previously removed.

4 SM 1778 3-99

SM - 095


Section 140-0060 advisable to replace side gears (6 & 10) or spider pinion gears (8) in matched sets only, because a newer gear installed to operate in conjunction with an older, worn gear tends to carry an uneven portion of the load. This creates an excessive amount of stress on the new gear.

7. Check for pitted, scored or worn thrust surfaces of differential case halves, spider trunnions and thrust washers. It is also advisable to replace thrust washers in sets, as the use of a combination of old and new washers may cause premature failure.

Fig. 7 - Removing Ring Gear

8. Inspect all housings (4, 14 & 26) and bearing cage

(39) for bore damage, cracks and wear. Replace as necessary.

INSPECTION


The importance of careful and thorough inspection cannot be stressed enough. Thorough inspection and necessary replacement of parts now, may eliminate costly and avoidable trouble later.

9. Check the amount of run-out on the machined surfaces of bearing cage (39). The outer machined surface on the hub of the bearing cage must be concentric with the bearing cup bore within 0.05 mm

(0.002 in) total indicator reading (T.I.R.).

1. Clean all parts in a suitable solvent.

10. The machined mating surfaces of plain case (4) and flanged case (14) must be square with the axis of the cases within 0.05 mm (0.002 in) T.I.R.. The mating diameters of the cases must also be concentric within

0.08 mm (0.003 in) T.I.R..

2. Immediately after cleaning, dry all parts, except bearings, with compressed air, or lint-free cloth.

Bearings are better left to air dry, then inspected and oiled thoroughly with gear lubricant for protection from corrosion.

3. With the parts cleaned, coat parts immediately with light oil to prevent corrosion. If parts are not to be assembled immediately, treat them with a good rust preventative and wrap them with treated paper or other suitable material designed to prevent corrosion.

11. Check the depth that the bearing rollers have worn into the wear surfaces. If the thrust face at the large end of the roller, which is ground and polished, is chipped or worn down to the centre area, or if the separator has become worn enough to drag on the cone, discard the bearing.

4. Replace all gaskets, 'O' rings and seals with new parts.

ASSEMBLY


5. Before installing the differential assembly to the banjo, clean the inside and outside of the banjo housing to remove any foreign material.

WARNING


6. Inspect all gears, pinions and splines for cracked or broken teeth, excessive wear, and pitted or scored surfaces. Repair or replace as necessary.

Assembly of Differential and Ring Gear

1. Align identification marks that were made during

'Disassembly' on ring gear (13) and flanged case (14).

Note:

If either ring gear (13) or pinion gear (28) is defective, both gears must be replaced, because they are serviced only as a matched set. This set is identified by a serial number on the OD of the ring gear and outer face of the pinion gear. It is also

2. Install bolts (1) through ring gear (13) and flanged case (14) and secure with nuts (15). Torque tighten to

260 - 270 Nm (190 - 200 lbf ft), lubricated.

SM 1778 3-99 5


Section 140-0060

3. Press cone (3) on plain case (4) and press cone

(25) on flanged case (14).

SM - 661

TAIL BEARING INNER RACE

4. Lubricate inner walls of flanged case (14), plain case (4) and all component parts with gear lubricant.

Refer to Section 300-0020, LUBRICATION SYSTEM, for proper lubricant.

5. Position thrust washer (11) in bore of flanged case

(14).

6. Install side gear (10) into thrust washer (11) and flanged case (14).

BEVEL

PINION

SHAFT

INSTALL TAIL BEARING INNER RACE AND STAKE

3 mm (0.12 in) DIA. INDENT, AS SHOWN

Fig. 8 - Staking Pinion Gear Tailshaft

7. Install pinions (8) and thrust washers (7) over spider (9).

8. Lay complete spider assembly (7, 8 & 9) in pinion grooves in face of flanged case (4).

9. Install side gear (6) and thrust washer (5) on spider assembly (7, 8 & 9).

10. Assemble plain case (4) to ring gear (13) and flanged case (14) assembly. Turn plain case (4) until the mating mark made during disassembly lines up with the mark made on flanged case (14) and tap into place using a soft faced mallet.

11. Install four bolts (42), equally spaced to secure plain case (4) to flanged case (14).

2. Press inner cone (29) of pinion bearing assembly against shoulder of the splined end of pinion gear

(28).

3. Install spacer (31) and two washers (32) on the splined end of pinion gear (28), spacer first.

4. Press outer cup (36) into bearing cage (39). Invert bearing cage and press inner cup (30) into bearing cage, making certain that both cups are fully seated in the bearing cage.

5. Lubricate cups (30 & 36) and cone (29) with gear lubricant as specified in Section 300-0020,

LUBRICATION SYSTEM.

12. Check assembly for free gear rotation and correct if necessary. Install remaining bolts (42). Torque tighten bolts (42) to 185 - 210 Nm (135 - 155 lbf ft).

Install lockwire (41) in bolts (42) and secure lockwire.

6. Install pinion gear (28) shaft into bearing cage (39) until inner cone (29) on the pinion shaft, is seated in the inner cup (30) in the bearing cage.

7. Lubricate outer cone (35) with gear lubricant.

Press outer cone (35) onto the splined end of pinion gear (28) shaft until it seats into outer cup (36). DO

NOT install seal (34) at this time.

Assembly of Cage and Pinion

Note:

During assembly and installation, make sure that mated, punch-marked or otherwise identified parts are returned to their original positions, if still serviceable.

Note:

The bore of the inner race of the end bearing

(27) has a radius on one side and a chamfer on the other. The bearing must be installed with the radius toward the pinion gear teeth.

1. Press end bearing inner race (27) firmly against pinion gear (28) stub shaft shoulder with a suitable sleeve that will bear only on the inner bearing race.

Stake stub shaft in six places 0.15 mm (0.06 in) from

ID of inner race to hold the race securely in place, as shown in Fig. 8.

8. Position pinion gear (28) in a soft-jawed vice with the splines upwards. Install yoke flange (33) on the splines of pinion gear (28) shaft. Install nut (32) on pinion shaft and torque tighten to 1 140 - 1 380 Nm

(840 - 1 020 lbf ft). Tighten nut while rotating bearing cage in both directions to ensure normal bearing contact. Refer to Fig. 9.

9. If inner and outer cones (29 & 35) should start to seize as nut (32) is being tightened, the assembly must be taken apart enough to permit removal of washers (31) and new washers which have a greater total thickness, installed and reassembled as described in Step 8.

10. With the bearings lightly oiled, there should be a

6 SM 1778 3-99

SM - 2179


Section 140-0060

SM - 2180

Fig. 9 - Installing Yoke

Fig. 10 - Checking Bearing Preload noticable drag or preload on the pinion bearings when yoke nut (32) is tightened to the torque specified.

Note:

The preload should be held within a torque range of 2 -4 Nm (15 - 35 lbf in), lubricated.

11. To check pre-load torque, place pinion gear (28) in a soft-jawed vice, yoke (33) up. Wrap several turns of soft wire around body of cage (39) and form a small loop at the free end. Insert the hook of a suitable spring scale into the wire loop and pull on a line tangent to the outer flange face. Refer to Fig. 10.

The scale reading should be taken while cage (39) is being rotated. The starting torque may be higher and therefore misleading, depending upon the tightness of the bearings.

The pull in Newtons (lbf) as indicated by the scale, multiplied by the cage body radius in metres (inches)

(measured at the point where wire was wrapped) equals the Newton metres - Nm (lbf in) of torque.

For example: if the cage body radius is 0.103 18 m

(4.0625 in) and the scale pull registered 40.03 N

(9 lbf), then 0.103 18 x 40.03 = 4.13 Nm

(4.0625 x 9 = 36.5625 lbf in) torque. This is 0.18 Nm

(1.56 lbf in) over the high limit. The bearing preload would be too great.

If the preload is too much, use a combination of two washers (31) that is thicker. If the preload is not enough, use a combination of two washers that is thinner.

Continue checking the preload and changing washers as required until the proper fit of 2 - 4 Nm (15 - 35 lbf in) is obtained, with the bearings and washers under the full torque specified for nut (32).

12. Remove nut (32) and remove yoke (33) from pinion gear (28). If any difficulty is experienced removing the yoke use a suitable puller, DO NOT hammer the yoke.

13. Install seal (34) into bearing cage (39).

14. Install yoke (33) on pinion gear (28) shaft.

15. Install nut (32) on pinion gear (28) and torque tighten nut to 1 140 - 1 380 Nm (840 - 1 020 lbf ft).

16. Remove wire from shim (40) pack and set shims in place against flange of bearing cage (39).

17. Position bearing cage (39) and pinion gear (28) assembly to carrier housing (26) assembly and secure with bolts (37) and lockwashers (38). Torque tighten to 230 - 260 Nm (170 - 190 lbf ft).

SM 1778 3-99 7


Section 140-0060

Ring Gear Assembly to Carrier Housing

Bearing adjusters (1 & 23) have two basic functions: pre-loading bearings (2, 3 & 24, 25); and positioning ring gear (13) to obtain the correct backlash between the ring gear and pinion gear (28). See Fig. 11.

Bearing adjuster (23) located on the same side of pinion gear (28) as ring gear (13), pushes the ring gear toward the pinion gear. Bearing adjuster (1), located on the opposite side of the drive pinion than the ring gear, pushes the ring gear away from the drive pinion. The ring gear assembly must be installed onto carrier housing (26) so that side bearings (2, 3 & 24, 25) are properly pre-loaded; correct backlash exists between ring gear (13) and pinion gear (28); and satisfactory tooth pattern is established between ring gear and pinion gear.

SM - 101

Fig. 11 - Turning Bearing Adjuster to Set Backlash

These conditions can be obtained by using the following procedures:

2. Install bearing adjusters (1 & 23) in their respective bearing caps (19).

3. Install a dial indicator on the assembly fixture as shown in Fig. 11.

bearing adjuster (1) until bearing cup (2) is contacted.

Seat cup (2) by tightening and loosening adjuster (1) two notches each way.

1. Install cups (2 & 24) on their respective cones

(3 & 25) and install ring gear (13) and differential assembly on carrier housing (26). Make sure that side bearing cups (2 & 24) are properly positioned on side bearing cones (3 & 25). Install bearing caps (19) over cups (2 & 24) then secure bearing caps to differential housing with washers (18) and bolts (17).

Secure bolts snugly, but do not tighten them to torque specifications at this time.

8. When bearing cup (2) is seated, locate the point where adjuster (1) just contacts cup (2). From this point continue to tighten adjuster (1) two or three notches. Ring gear (13) should be positioned within the specified 0.15 - 0.41 mm (0.006 - 0.016 in) backlash.

Note:

Each bearing cap (19) is mated to carrier housing (26), therefore, they must be returned to their original positions by aligning the identification marks made during 'Disassembly'.

9. When the proper backlash adjustment is reached, the correct side bearing preload will be established.

10. Torque tighten bearing cap bolts (17) to

440 - 520 Nm (320 - 380 lbf ft), lubricated, and again measure the ring gear backlash to make sure it is still within the specified limits.

11. When a satisfactory backlash tolerance has been established, check the gear tooth pattern as described under the heading 'Adjustments'.

4. Loosen bearing adjuster (1) until one thread is exposed. This is the adjuster on the same side as ring gear (13) teeth.

5. Tighten bearing adjuster (23) until there is a zero backlash on the dial indicator.

12. If gear tooth pattern is not correct, some correction can be made by systematically loosening and tightening bearing adjusters (1 & 23), as previously described, but in every instance re-check the backlash tolerance. If a favourable gear tooth pattern cannot be established within the backlash tolerance, it will be necessary to alter, add or remove, shims (40) between pinion cage assembly

(39) and carrier housing (26).

6. Rotate ring gear (13), checking backlash clearances at various tooth sections. This will determine any run-out or binding point that may exist and also help seat the bearings. If a run-out condition exists, the backlash must be adjusted from this point.

7. Loosen bearing adjuster (23) one notch and tighten

13. The procedures for keeping differential side bearing pre-load, backlash and favourable gear tooth pattern within specifications is strictly a 'try, check, and try again' method.

14. After a satisfactory pre-load, backlash and gear

8 SM 1778 3-99


Section 140-0060

SM - 105 tooth pattern is obtained, make certain that pinion bearing cage bolts (37) are torque tightened to

230 - 260 Nm (170 - 190 lbf ft). Again check backlash tolerance and gear tooth pattern.

15. Install adjuster locks (21) and secure with cotter pins (20).

16. Install lockwire (16) in bearing cap bolts (17).

Each pair of bolts must be tied with lockwire (16).

The lockwire passes over the top of bearing cap (19) and through the 'V' groove in adjuster locks (21).

ADJUSTMENTS

When adjusting a noisy differential that has been in service for some time, more harm than good can result. Changes in adjustment will frequently concentrate the bearing area on a small portion of the teeth which often results in failure. Therefore, it is advisable to know exactly what the end result will be before adjustments are made in an old differential.

Note:

A rebuilt differential or one that has not worn excessively may be adjusted as previously described.

The following suggestions are offered to make gear tooth pattern analysis and identification easier.

1. Paint twelve ring gear teeth with Prussian Blue, oiled red lead, or some other easily removed paint or dye. When the pinion is rotated, the paint is squeezed away by the contact of the teeth, leaving bare areas the exact size, shape and location of the contacts.

2. Make this check by rotating the ring gear clockwise and counter-clockwise several times.

3. Gear tooth patterns can be interpreted by referring to Figs. 12 thru 18.

A. If a contact pattern similar to that shown in Fig. 12 is obtained, the adjustment is correct.

B. If the contact area is on the inner side of the ring gear teeth, see Fig. 13, move ring gear away from pinion by turning bearing adjusters equal amounts until the proper bearing pattern is obtained.

C. If the contact area is on the outer part of the ring gear teeth, see Fig. 14, move ring gear toward pinion by turning bearing adjusters equal amounts.

D. If the contact area is along the root of the ring gear

SM 1778 3-99

Fig. 12 - Proper Tooth Contact

SM - 106

Fig. 13 - Insufficient Backlash

SM - 107

Fig. 14 - Excessive Backlash

9


Section 140-0060 teeth, see Fig. 15, move the pinion out by adding shims.

E. If the contact area is along the top edge of the ring gear teeth, see Fig. 16, move the pinion in by removing shims.

INSTALLATION

WARNINGS



Note:

Tighten all fasteners without special torques specified, to standard torques listed in



1. Clean mating surfaces of the banjo and differential assembly with a hydrocarbon solvent to remove dirt, oil, grease, or other foreign matter. Wipe cleaned surfaces dry. Apply a pliable non-hardening seal material to the mounting surface of the banjo for a leakproof seal. The seal is installed by pressing it in place around the bolt circle on the banjo. The two beads of the seal should be separated at each stud and the seal slipped over the studs to make an effective seal when the differential assembly is bolted in place on the banjo.

2. Position the differential assembly under the vehicle in front of the banjo housing.

3. Install chain fall or come-a-long to a suitable lifting device and lift the differential assembly and carefully position it on the studs of the banjo housing.

4. Install the lockwashers, stud nuts and bolts on differential assembly and torque tighten to

300 - 320 Nm (220 - 240 lbf ft).

5. Recouple the driveline to yoke (33), aligning marks made at 'Removal'. Refer to Section 130-0010,

DRIVELINE.

10

SM - 108

Fig. 15 - Pinion In Too Far - Add Shims

SM - 109

Fig. 16 - Pinion Out Too Far - Remove Shims

SM - 110

MOVE GEAR IN THIS DIRECTION

FOR CORRECTION IN FIG. 13


FOR CORRECTION IN FIG. 14.

Fig. 17 - Correct Movement for Adjustment

SM 1778 3-99

7. Install the axle shafts, then install and secure the driving flange cover to the wheels. Refer to

Section 160-0040, PLANETARY GEARING.


Section 140-0060 to no more than 13 mm (1/2 in) below the fill level, with new lubricant as recommended. Refer to

Section 300-0020, LUBRICATION SYSTEM. When the lubricant is drained, remove any chips of steel particles that may be attached to the magnetic drain plug located in the bottom of the banjo housing.

8. If removed, lower frame onto the drive axle housing and install bolts and nuts securing the drive axle to the frame.

9. Fill the drive axle, planetary reservoirs, and differential with the proper grade and quantity of lubricant specified in Section 300-0020,

LUBRICATION SYSTEM.

After draining and refilling an axle, the planetary gearing should be checked after 10 hours of operation.

MAINTENANCE


Inspect regularly the flange yoke mounting bolts, pinion shaft nut, pinion cage and seal retainer bolts, and differential stud nuts for tightness. Tighten the stud nuts and flange bolts weekly until they 'set' or show that they no longer need tightening. Keep the nuts tight to reduce the possibility of differential or driveline failure due to excessive vibration or wear.

Replace any mounting studs which have become stripped or broken.

1. Check the level in planetaries at oil level plug. If the oil level is low, add oil. This check point is a minimum check point only. If the oil level is above the check point, do not drain off oil.

2. Add oil if needed. The oil level is correct when oil flows from the lube level check plug in the banjo.

These checks should be made every 10 hours until oil level in the differential is maintained.

DIFFERENTIAL DIAGNOSIS

Noises and vibrations originating in the tyres, transmission, planetaries and drivelines are easily transmitted and may be erroneously attributed to the differential. Therefore all possible sources of noise should be investigated before the differential is taken apart.

Jack up the drive axle to 'test run' the differential and listen for noises which may indicate the need for adjustment or replacement of worn parts. When doing this, lift BOTH wheels off the ground. Both wheel brakes should be free to allow both wheels to rotate at approximately the same speed.

Note:

Do not operate with only one wheel jacked up.

Excessive operation in this manner will overheat the differential spider and cause galling or shearing of the spider trunnions and bearings.

If differential is excessively noisy, it should be removed from the banjo and disassembled for inspection.

Differential noises may be located by jacking up both drive axles of the machine so that the tyres are clear of the ground, then run the power train in a high gear at a moderate engine speed. Be sure to jack up all wheels of the drive axles to prevent damage to the differentials.

Whenever noises such as grating or rattle are heard coming from the differential, stop the machine immediately. One tooth from a gear can cause damage to all gears and bearings. When the differential is definitely at fault, pull the drive axles before moving the machine. Refer to


Lubrication

The differential is splash-lubricated with an extreme pressure lubricant. The fill-level plug is located on the rear of the banjo housing.

The differential should be checked and periodically drained and filled to the bottom of the fill-level hole, or

SPECIAL TOOLS

Refer to Section 300-0070, SERVICE TOOLS, for part numbers of special tools outlined in this section and general service tools required. These tools are available from your dealer.

SM 1778 3-99 11


Section 140-0060

DIAGNOSIS CHART

CONDITION REASON

Vibration

Continual noise

Noise on drive

Noise on coast

Noise on turns

Loss of lubricant

Broken gear teeth

Excessive run-out of pinion or flanged case

Bearing worn

Gears damaged or worn

Ring and pinion gear adjustment tight

Bearing damaged

Loose ring and pinion gear adjustment

Excessive pinion gear end play

Worn spider gears or side gears

Worn or damaged spider bushings

Oil seals worn

Loose nuts

Cracked housing

REMEDY

Replace damaged gear

Disassemble, correct or replace faulty part

Replace worn parts

Replace gears

Adjust

Replace bearings

Adjust gears

Adjust

Replace gears

Replace bushings

Replace seal

Tighten nuts to correct torque

Repair or replace housing


FIG. NO.

1

1

1

1

1

-

ITEM NO.

15

17

32

37

42

-

PART NAME

Nut

Screw

Locknut

Bolt

Bolt

Differential-to-Banjo Nuts

Nm

260 - 270

440 - 520

1 140 - 1 380

230 - 260

185 - 210

300 - 320

TORQUE lbf ft

190 - 200

320 - 380

840 - 1 020

170 - 190

135 - 155

220 - 240

* * * *

12 SM 1778 3-99

REAR AXLE - Differential

Section 160-0020

SM - 2230

1 - RH Adjuster

2 - Bearing Cup

3 - Bearing Cone

4 - Plain Case

5 - Washer

6 - Side Gear

7 - Washer

8 - Spider Pinion Gear

9 - Spider

10 - Side Gear

11 - Washer

12 - Bolt

13 - Ring Gear

14 - Flanged Case

15 - Nut

16 - Lockwire

17 - Screw

18 - Washer

19 - Bearing Cap

20 - Cotter Pin

21 - Adjuster Locks

22 - Bushing

23 - LH Adjuster

24 - Bearing Cup

25 - Bearing Cone

26 - Carrier Housing

27 - Bearing

28 - Pinion Gear

29 - Inner Cone

30 - Inner Cup

31 - Washer

32 - Nut

33 - Yoke Flange

Fig. 1 - Exploded View of Typical Differential Assembly

34 - Seal

35 - Outer Cone

36 - Outer Cup

37 - Bolt

38 - Lockwasher

39 - Bearing Cage

40 - Shim

41 - Lockwire

42 - Bolt

43 - Lockwire

44 - NoSPIN® Element



The differential performs three functions; it multiplies torque delivered by the driveline; it transmits this torque to the axle shafts; and it allows the drive wheels to rotate at different speeds.

When the vehicle is making a turn, one drive wheel must travel a greater distance than the other. If the wheels were connected by a single axle shaft, the

SM 1780 4-99 wheel turning the larger radius of the turn circle would have to override the wheel making the shorter turn.

Thus, one wheel would have to skip or hop causing tyre scuffing and strain on the power train.

The differential eliminates wheel skip by allowing separate axle shafts inserted into side gears (6 & 10) to rotate at different speeds as the drive wheels rotate. Spider (9) and spider pinion gears (8) are meshed with side gears (6 & 10). This assembly is enclosed in plain case (4) and flanged case (14)

1

Rear Axle - Differential

Section 160-0020 which are bolted to ring gear (13). Thus, ring gear

(13), plain case (4) and flanged case (14) rotate as an assembly when driven by input pinion gear (28).

However, side gears (6 & 10), into which each axle shaft is inserted, are free to rotate independently about spider pinion gears (8) with which they are meshed. Therefore, as each drive wheel travels through a different arc as the truck makes a turn, side gears (6 & 10) rotate about spider pinion gears

(8) to provide the required differential action.

REMOVAL

SM - 2176

WARNINGS





3. Drain the lubricant from the differential banjo housing and planetary assemblies.

Note:

When the differential is removed from the rear drive axle housing, it may be necessary to raise the frame above the drive axle housing to ensure proper clearance between the differential carrier housing and the frame crossmember. When the differential is removed from the front axle housing, it will be necessary to remove the main hydraulic valve mounting bolts and raise the control valve (with hoses connected) out of the way.

4. If required, use suitable lifting equipment to lift the frame off the drive axle housing far enough to facilitate removal of the differential without interference, and block the frame securely in this position.

Fig. 2 - Typical Axle Shaft Removal

5. Remove the driving flange cover from each wheel.


6. Pull the axle shaft and sun pinion gear assembly of each driving wheel at least 305 mm (12 in) out of the wheel housing so that the inner axle shaft splines will be disengaged from the splines of the differential side gears (6 & 10). See Fig. 2.

7. Identify the relationship of the differential pinion yoke flange (33) with that of the driveline companion flange using punch marks.

8. Uncouple driveline at differential yoke flange (33), then lower the driveline.

9. Install a suitable chain fall or come-a-long to the differential assembly.

10. Support the weight of the differential assembly with suitable lifting device.

11. Remove mounting hardware which secures the differential carrier housing (26) to the axle banjo housing.

12. Pull the differential assembly away from the banjo until it clears the studs of the axle banjo housing, then carefully lower the differential assembly.

2 SM 1780 4-99

SM - 2177


Section 160-0020

SM - 096

Fig. 3 - Removing Differential Assembly from Housing Fig. 4 - Driving Out Pinion Bearing Cage

DISASSEMBLY


WARNING


1. Make identifying punch marks on bearing caps

(19) and plain and flanged cases (4 & 14), so that the bearing caps can be returned to their original position in assembly.

2. Scribe an identifying line on the bearing adjusters

(1 & 23) and carrier housing (26) bores for correct location of adjuster locks (21) during assembly.

3. Remove cotter pins (20) and locks (21) from bearing caps (19). Remove lockwire (16), screws

(17) and washers (18) from bearing caps (19).

Remove bearing caps (19) and bearing adjusters

(1 & 23) from carrier housing (26).

4. Place a suitable rod through differential assembly and attach suitable lifting equipment to the rod. Tilt ring gear (13) away from pinion gear (28) and lift the differential assembly out of carrier housing (26).

Refer to Fig. 3.

Pinion Cage Group

Note:

Before disassembling, punch identifying marks on pinion bearing cage (39) and carrier housing (26) for assembly purposes.

1. Remove bolts (37) and lockwashers (38) securing pinion bearing cage (39) and shims (40) to carrier housing (26).

2. With carrier housing (26) as shown in Fig. 4, drive cage (39) assembly out of the housing. During this operation, be careful not to let cage assembly fall on yoke flange (33). Wire shims (40) together to aid in

'Assembly'.

3. Clamp yoke flange (33) in a soft-jawed vice with bearing cage (39) assembly attached and remove nut

(32) from pinion gear (28) shaft. Drive the pinion gear shaft out of the yoke.

4. Hold the pinion gear and cage assembly in both hands with pinion gear (28) facing upward. Bump the splined end of the pinion gear shaft against a block of wood until bearing cage (39), containing outer cone

(35), outer cup (36), inner cup (30) and seal (34) fall free of the pinion gear shaft.

5. Using a soft-jawed vice with the jaws opened slightly wider than bearing cage (39) OD, place bearing cage (39) in the vice so that the flange is resting on top of the jaws with seal (34) facing downward. Tap out outer bearing cup (36), outer bearing cone (35) and seal (34) with a soft-faced

SM 1780 4-99 3


Section 160-0020 hammer. Be careful not to damage the inside machined surface of bearing cage (39) when removing these components.

6. Invert bearing cage (39) in the vice and tap out inner bearing cup (30).

Note:

If the bearing races are still serviceable, wire the cups and corresponding cones together for proper mating in assembly. Bearing assembly is replaceable as a unit only. If any component is defective, the complete assembly must be replaced.

7. Remove washers (31) from pinion gear (28).

8. Using a bearing puller similar to that shown in

Fig. 5, remove pinion inner cone (29) from the splined end of pinion gear (28) shaft.

9. Remove the staked area on the end of pinion gear

(28) shaft, then with the aid of a bearing puller, see

Fig. 5, remove end bearing (27) from the stub end of pinion gear (28) shaft.

Fig. 5 - Removing End Bearing

SM - 097

SM - 2178

Differential and Ring Gear

1. Remove and tag bearing cups (2 & 24) from the differential assembly.

2. Before separating, make identifying punch marks on plain case (4) flanged case (14) and ring gear (13) to show their relationship for assembly purposes.

Note:

If the differential is equipped with the NoSPIN® element (44), disregard Steps 3 thru 6 and remove the NoSPIN® element (44) as described in

Section 160-0080, NOSPIN ELEMENT.

3. Place the differential assembly on a bench so that plain case (4) is facing upwards. Cut lockwire (41) and remove bolts (42) from plain case (4). Lift plain case (4) off flanged case (14). Refer to Fig. 6.

Fig. 6 - Removing Plain Case

4. Remove thrust washer (5) and side gear (6), then lift spider (9), spider pinion gears (8) and thrust washers (7) out of flanged case (14).

5. Remove four thrust washers (7) from the spider journals then separate the four spider pinion gears (8) from spider (9).

6. Remove remaining side gear (10) and thrust washer (11) from flanged case (14).

7. Remove bolts (12) and nuts (15) from ring gear

(13) and flanged case (14).

8. Turn flanged case (14) and ring gear (13) assembly over on a block of wood approximately

50 mm (2 in) thick.

Note:

Make sure that identifying marks are stamped on the side of ring gear (13) and flanged case (14) for assembly purposes.

9. Separate flanged case (14) from ring gear (13) by tapping the edge of ring gear (13) with a soft-faced hammer. See Fig. 7.

4 SM 1780 4-99

SM - 095


Section 160-0020

6. Inspect all gears, pinions and splines for cracked or broken teeth, excessive wear, and pitted or scored surfaces. Repair or replace as necessary.

Fig. 7 - Removing Ring Gear

Note:

If either ring gear (13) or pinion gear (28) is defective, both gears must be replaced, because they are serviced only as a matched set. This set is identified by a serial number on the OD of the ring gear and outer face of the pinion gear. It is also advisable to replace side gears (6 & 10) or spider pinion gears (8) in matched sets only, because a newer gear installed to operate in conjunction with an older, worn gear tends to carry an uneven portion of the load. This creates an excessive amount of stress on the new gear.

10. Using a bearing puller, remove cone (3) from plain case (4) and cone (25) from flanged case (14).

Match up cones with cups (2 & 24) previously removed.

7. Check for pitted, scored or worn thrust surfaces of differential case halves, spider trunnions and thrust washers. It is also advisable to replace thrust washers in sets, as the use of a combination of old and new washers may cause premature failure.

INSPECTION


8. Inspect all housings (4, 14 & 26) and bearing cage

(39) for bore damage, cracks and wear. Replace as necessary.

The importance of careful and thorough inspection cannot be stressed enough. Thorough inspection and necessary replacement of parts now, may eliminate costly and avoidable trouble later.

Note:

If the differential is equipped with the NoSPIN® element (44), refer to Section 160-0080, NOSPIN

ELEMENT for inspection of the NoSPIN® components.

1. Clean all parts in a suitable solvent.

9. Check the amount of run-out on the machined surfaces of bearing cage (39). The outer machined surface on the hub of the bearing cage must be concentric with the bearing cup bore within 0.05 mm

(0.002 in) total indicator reading (T.I.R.).

10. The machined mating surfaces of plain case (4) and flanged case (14) must be square with the axis of the cases within 0.05 mm (0.002 in) T.I.R.. The mating diameters of the cases must also be concentric within

0.08 mm (0.003 in) T.I.R..

2. Immediately after cleaning, dry all parts, except bearings, with compressed air, or lint-free cloth.

Bearings are better left to air dry, then inspected and oiled thoroughly with gear lubricant for protection from corrosion.

3. With the parts cleaned, coat parts immediately with light oil to prevent corrosion. If parts are not to be assembled immediately, treat them with a good rust preventative and wrap them with treated paper or other suitable material designed to prevent corrosion.

4. Replace all gaskets, 'O' rings and seals with new parts.

5. Before installing the differential assembly to the banjo, clean the inside and outside of the banjo housing to remove any foreign material.

11. Check the depth that the bearing rollers have worn into the wear surfaces. If the thrust face at the large end of the roller, which is ground and polished, is chipped or worn down to the centre area, or if the separator has become worn enough to drag on the cone, discard the bearing.

ASSEMBLY


WARNING


SM 1780 4-99 5


Section 160-0020

Assembly of Differential and Ring Gear

1. Align identification marks that were made during

'Disassembly' on ring gear (13) and flanged case (14).

TAIL BEARING INNER RACE

SM - 661

2. Install bolts (1) through ring gear (13) and flanged case (14) and secure with nuts (15). Torque tighten to 260 - 270 Nm (190 - 200 lbf ft), lubricated.

3. Press cone (3) on plain case (4) and press cone

(25) on flanged case (14).

BEVEL

PINION

SHAFT

INSTALL TAIL BEARING INNER RACE AND STAKE

3 mm (0.12 in) DIA. INDENT, AS SHOWN

4. Lubricate inner walls of flanged case (14), plain case (4) and all component parts with gear lubricant.

Refer to Section 300-0020, LUBRICATION SYSTEM, for proper lubricant.

Note:

If the differential is equipped with the NoSPIN® element (44), disregard Steps 5 thru 10 and install the NoSPIN® element (44) as described in

Section 160-0080, NOSPIN ELEMENT.

5. Position thrust washer (11) in bore of flanged case

(14).

6. Install side gear (10) into thrust washer (11) and flanged case (14).

7. Install pinions (8) and thrust washers (7) over spider (9).

8. Lay complete spider assembly (7, 8 & 9) in pinion grooves in face of flanged case (4).

9. Install side gear (6) and thrust washer (5) on spider assembly (7, 8 & 9).

10. Assemble plain case (4) to ring gear (13) and flanged case (14) assembly. Turn plain case (4) until the mating mark made during disassembly lines up with the mark made on flanged case (14) and tap into place using a soft faced mallet.

11. Install four bolts (42), equally spaced to secure plain case (4) to flanged case (14).

12. Check assembly for free gear rotation and correct if necessary. Install remaining bolts (42). Torque tighten bolts (42) to 185 - 210 Nm (135 - 155 lbf ft).

Install lockwire (41) in bolts (42) and secure lockwire.

Assembly of Cage and Pinion

Note:

During assembly and installation, make sure that mated, punch-marked or otherwise identified parts are returned to their original positions, if still serviceable.

6

Fig. 8 - Staking Pinion Gear Tailshaft

Note:

The bore of the inner race of the end bearing

(27) has a radius on one side and a chamfer on the other. The bearing must be installed with the radius toward the pinion gear teeth.

1. Press end bearing inner race (27) firmly against pinion gear (28) stub shaft shoulder with a suitable sleeve that will bear only on the inner bearing race.

Stake stub shaft in six places 0.15 mm (0.06 in) from

ID of inner race to hold the race securely in place, as shown in Fig. 8.

2. Press inner cone (29) of pinion bearing assembly against shoulder of the splined end of pinion gear

(28).

3. Install spacer (31) and two washers (32) on the splined end of pinion gear (28), spacer first.

4. Press outer cup (36) into bearing cage (39). Invert bearing cage and press inner cup (30) into bearing cage, making certain that both cups are fully seated in the bearing cage.

5. Lubricate cups (30 & 36) and cone (29) with gear lubricant as specified in Section 300-0020,

LUBRICATION SYSTEM.

6. Install pinion gear (28) shaft into bearing cage (39) until inner cone (29) on the pinion shaft, is seated in the inner cup (30) in the bearing cage.

7. Lubricate outer cone (35) with gear lubricant.

Press outer cone (35) onto the splined end of pinion gear (28) shaft until it seats into outer cup (36). DO

NOT install seal (34) at this time.

8. Position pinion gear (28) in a soft-jawed vice with the splines upwards. Install yoke flange (33) on the splines of pinion gear (28) shaft. Install nut (32) on pinion shaft and torque tighten to 1 140 - 1 380 Nm

SM 1780 4-99

SM - 2179


Section 160-0020

SM - 2180

Fig. 9 - Installing Yoke

Fig. 10 - Checking Bearing Preload

(840 - 1 020 lbf ft). Tighten nut while rotating bearing cage in both directions to ensure normal bearing contact. Refer to Fig. 9.

9. If inner and outer cones (29 & 35) should start to seize as nut (32) is being tightened, the assembly must be taken apart enough to permit removal of washers (31) and new washers which have a greater total thickness, installed and reassembled as described in Step 8.

10. With the bearings lightly oiled, there should be a noticable drag or preload on the pinion bearings when yoke nut (32) is tightened to the torque specified.

Note:

The preload should be held within a torque range of 2 -4 Nm (15 - 35 lbf in), lubricated.

11. To check pre-load torque, place pinion gear (28) in a soft-jawed vice, yoke (33) up. Wrap several turns of soft wire around body of cage (39) and form a small loop at the free end. Insert the hook of a suitable spring scale into the wire loop and pull on a line tangent to the outer flange face. Refer to Fig. 10.

The scale reading should be taken while cage (39) is being rotated. The starting torque may be higher and therefore misleading, depending upon the tightness of the bearings.

The pull in Newtons (lbf) as indicated by the scale, multiplied by the cage body radius in metres (inches)

(measured at the point where wire was wrapped) equals the Newton metres - Nm (lbf in) of torque.

For example: if the cage body radius is 0.103 18 m

(4.0625 in) and the scale pull registered 40.03 N

(9 lbf), then 0.103 18 x 40.03 = 4.13 Nm

(4.0625 x 9 = 36.5625 lbf in) torque. This is 0.18 Nm

(1.56 lbf in) over the high limit. The bearing preload would be too great.

If the preload is too much, use a combination of two washers (31) that is thicker. If the preload is not enough, use a combination of two washers that is thinner.

Continue checking the preload and changing washers as required until the proper fit of 2 - 4 Nm

(15 - 35 lbf in) is obtained, with the bearings and washers under the full torque specified for nut (32).

12. Remove nut (32) and remove yoke (33) from pinion gear (28). If any difficulty is experienced removing the yoke use a suitable puller, DO NOT hammer the yoke.

13. Install seal (34) into bearing cage (39).

14. Install yoke (33) on pinion gear (28) shaft.

SM 1780 4-99 7


Section 160-0020

15. Install nut (32) on pinion gear (28) and torque tighten nut to 1 140 - 1 380 Nm (840 - 1 020 lbf ft).

16. Remove wire from shim (40) pack and set shims in place against flange of bearing cage (39).

17. Position bearing cage (39) and pinion gear (28) assembly to carrier housing (26) assembly and secure with bolts (37) and lockwashers (38). Torque tighten to 230 - 260 Nm (170 - 190 lbf ft).

SM - 101

Ring Gear Assembly to Carrier Housing

Bearing adjusters (1 & 23) have two basic functions: pre-loading bearings (2, 3 & 24, 25); and positioning ring gear (13) to obtain the correct backlash between the ring gear and pinion gear (28). See Fig. 11.

Bearing adjuster (23) located on the same side of pinion gear (28) as ring gear (13), pushes the ring gear toward the pinion gear. Bearing adjuster (1), located on the opposite side of the drive pinion than the ring gear, pushes the ring gear away from the drive pinion. The ring gear assembly must be installed onto carrier housing (26) so that side bearings (2, 3 & 24, 25) are properly pre-loaded; correct backlash exists between ring gear (13) and pinion gear (28); and satisfactory tooth pattern is established between ring gear and pinion gear.

Fig. 11 - Turning Bearing Adjuster to Set Backlash

5. Tighten bearing adjuster (23) until there is a zero backlash on the dial indicator.

6. Rotate ring gear (13), checking backlash clearances at various tooth sections. This will determine any run-out or binding point that may exist and also help seat the bearings. If a run-out condition exists, the backlash must be adjusted from this point.

These conditions can be obtained by using the following procedures:

1. Install cups (2 & 24) on their respective cones

(3 & 25) and install ring gear (13) and differential assembly on carrier housing (26). Make sure that side bearing cups (2 & 24) are properly positioned on side bearing cones (3 & 25). Install bearing caps (19) over cups (2 & 24) then secure bearing caps to differential housing with washers (18) and bolts (17).

Secure bolts snugly, but do not tighten them to torque specifications at this time.

Note:

Each bearing cap (19) is mated to carrier housing (26), therefore, they must be returned to their original positions by aligning the identification marks made during 'Disassembly'.

8. When bearing cup (2) is seated, locate the point where adjuster (1) just contacts cup (2). From this point continue to tighten adjuster (1) two or three notches. Ring gear (13) should be positioned within the specified 0.15 - 0.41 mm (0.006 - 0.016 in) backlash.

9. When the proper backlash adjustment is reached, the correct side bearing preload will be established.

10. Torque tighten bearing cap bolts (17) to

440 - 520 Nm (320 - 380 lbf ft), lubricated, and again measure the ring gear backlash to make sure it is still within the specified limits.

2. Install bearing adjusters (1 & 23) in their respective bearing caps (19).

3. Install a dial indicator on the assembly fixture as shown in Fig. 11.

4. Loosen bearing adjuster (1) until one thread is exposed. This is the adjuster on the same side as ring gear (13) teeth.

7. Loosen bearing adjuster (23) one notch and tighten bearing adjuster (1) until bearing cup (2) is contacted.

Seat cup (2) by tightening and loosening adjuster (1) two notches each way.

11. When a satisfactory backlash tolerance has been established, check the gear tooth pattern as described under the heading 'Adjustments'.

12. If gear tooth pattern is not correct, some correction can be made by systematically loosening and tightening bearing adjusters (1 & 23), as previously described, but in every instance re-check the backlash tolerance. If a favourable gear tooth pattern cannot be established within the backlash

8 SM 1780 4-99


Section 160-0020

SM - 105 tolerance, it will be necessary to alter, add or remove, shims (40) between pinion cage assembly

(39) and carrier housing (26).

13. The procedures for keeping differential side bearing pre-load, backlash and favourable gear tooth pattern within specifications is strictly a 'try, check, and try again' method.

14. After a satisfactory pre-load, backlash and gear tooth pattern is obtained, make certain that pinion bearing cage bolts (37) are torque tightened to

230 - 260 Nm (170 - 190 lbf ft). Again check backlash tolerance and gear tooth pattern.

15. Install adjuster locks (21) and secure with cotter pins (20).

16. Install lockwire (16) in bearing cap bolts (17).

Each pair of bolts must be tied with lockwire (16).

The lockwire passes over the top of bearing cap (19) and through the 'V' groove in adjuster locks (21).

ADJUSTMENTS

When adjusting a noisy differential that has been in service for some time, more harm than good can result. Changes in adjustment will frequently concentrate the bearing area on a small portion of the teeth which often results in failure. Therefore, it is advisable to know exactly what the end result will be before adjustments are made in an old differential.

Note:

A rebuilt differential or one that has not worn excessively may be adjusted as previously described.

The following suggestions are offered to make gear tooth pattern analysis and identification easier.

1. Paint twelve ring gear teeth with Prussian Blue, oiled red lead, or some other easily removed paint or dye. When the pinion is rotated, the paint is squeezed away by the contact of the teeth, leaving bare areas the exact size, shape and location of the contacts.

2. Make this check by rotating the ring gear clockwise and counter-clockwise several times.

3. Gear tooth patterns can be interpreted by referring to Figs. 12 thru 18.

A. If a contact pattern similar to that shown in Fig. 12 is obtained, the adjustment is correct.

B. If the contact area is on the inner side of the ring

SM 1780 4-99

Fig. 12 - Proper Tooth Contact

SM - 106

Fig. 13 - Insufficient Backlash

SM - 107

Fig. 14 - Excessive Backlash

9


Section 160-0020 gear teeth, see Fig. 13, move ring gear away from pinion by turning bearing adjusters equal amounts until the proper bearing pattern is obtained.

C. If the contact area is on the outer part of the ring gear teeth, see Fig. 14, move ring gear toward pinion by turning bearing adjusters equal amounts.

D. If the contact area is along the root of the ring gear teeth, see Fig. 15, move the pinion out by adding shims.

E. If the contact area is along the top edge of the ring gear teeth, see Fig. 16, move the pinion in by removing shims.

INSTALLATION

WARNINGS



Note:




1. Clean mating surfaces of the banjo and differential assembly with a hydrocarbon solvent to remove dirt, oil, grease, or other foreign matter. Wipe cleaned surfaces dry. Apply a pliable non-hardening seal material to the mounting surface of the banjo for a leakproof seal. The seal is installed by pressing it in place around the bolt circle on the banjo. The two beads of the seal should be separated at each stud and the seal slipped over the studs to make an effective seal when the differential assembly is bolted in place on the banjo.

2. Position the differential assembly under the vehicle in front of the banjo housing.

3. Install chain fall or come-a-long to a suitable lifting device and lift the differential assembly and carefully position it on the studs of the banjo housing.

10

SM - 108

Fig. 15 - Pinion In Too Far - Add Shims

SM - 109

Fig. 16 - Pinion Out Too Far - Remove Shims

SM - 110


FOR CORRECTION IN FIG. 13


FOR CORRECTION IN FIG. 14.

Fig. 17 - Correct Movement for Adjustment

SM 1780 4-99

4. Install the lockwashers, stud nuts and bolts on differential assembly and torque tighten to

300 - 320 Nm (220 - 240 lbf ft).

5. Recouple the driveline to yoke (33), aligning marks made at 'Removal'. Refer to Section 130-0010,

DRIVELINE.

7. Install the axle shafts, then install and secure the driving flange cover to the wheels. Refer to


8. If removed, lower frame onto the drive axle housing and install bolts and nuts securing the drive axle to the frame.

9. Fill the drive axle, planetary reservoirs, and differential with the proper grade and quantity of lubricant specified in Section 300-0020,

LUBRICATION SYSTEM.


Section 160-0020

Lubrication

The differential is splash-lubricated with an extreme pressure lubricant. The fill-level plug is located on the rear of the banjo housing.

The differential should be checked and periodically drained and filled to the bottom of the fill-level hole, or to no more than 13 mm (1/2 in) below the fill level, with new lubricant as recommended. Refer to

Section 300-0020, LUBRICATION SYSTEM. When the lubricant is drained, remove any chips of steel particles that may be attached to the magnetic drain plug located in the bottom of the banjo housing.

After draining and refilling an axle, the planetary gearing should be checked after 10 hours of operation.

1. Check the level in planetaries at oil level plug. If the oil level is low, add oil. This check point is a minimum check point only. If the oil level is above the check point, do not drain off oil.

2. Add oil if needed. The oil level is correct when oil flows from the lube level check plug in the banjo.

These checks should be made every 10 hours until oil level in the differential is maintained.

MAINTENANCE


Inspect regularly the flange yoke mounting bolts, pinion shaft nut, pinion cage and seal retainer bolts, and differential stud nuts for tightness. Tighten the stud nuts and flange bolts weekly until they 'set' or show that they no longer need tightening. Keep the nuts tight to reduce the possibility of differential or driveline failure due to excessive vibration or wear.

Replace any mounting studs which have become stripped or broken.

DIFFERENTIAL DIAGNOSIS

Noises and vibrations originating in the tyres, transmission, planetaries and drivelines are easily transmitted and may be erroneously attributed to the differential. Therefore all possible sources of noise should be investigated before the differential is taken apart.

Jack up the drive axle to 'test run' the differential and listen for noises which may indicate the need for adjustment or replacement of worn parts. When doing this, lift BOTH wheels off the ground. Both wheel brakes should be free to allow both wheels to rotate at approximately the same speed.

Note:

Do not operate with only one wheel jacked up.

Excessive operation in this manner will overheat the differential spider and cause galling or shearing of the spider trunnions and bearings.

If differential is excessively noisy, it should be removed from the banjo and disassembled for inspection.

SM 1780 4-99

Differential noises may be located by jacking up both drive axles of the machine so that the tyres are clear of the ground, then run the power train in a high gear at a moderate engine speed. Be sure to jack up all wheels of the drive axles to prevent damage to the differentials.

Whenever noises such as grating or rattle are heard coming from the differential, stop the machine immediately. One tooth from a gear can cause damage to all gears and bearings. When the differential is definitely at fault, pull the drive axles before moving the machine. Refer to


Note:

If the differential is equipped with the NoSPIN® element (44) in place of the spider, spider gears and side gears, refer to Section 160-0080, NOSPIN

ELEMENT for diagnosis of the NoSPIN® element.

11


Section 160-0020

SPECIAL TOOLS


DIAGNOSIS CHART

CONDITION

Vibration

Continual noise

Noise on drive

Noise on coast

Noise on turns

Loss of lubricant

REASON

Broken gear teeth

Excessive run-out of pinion or flanged case

Bearing worn

Gears damaged or worn

Ring and pinion gear adjustment tight

Bearing damaged

Loose ring and pinion gear adjustment

Excessive pinion gear end play

Worn spider gears or side gears

Worn or damaged spider bushings

Oil seals worn

Loose nuts

Cracked housing

REMEDY

Replace damaged gear

Disassemble, correct or replace faulty part

Replace worn parts

Replace gears

Adjust

Replace bearings

Adjust gears

Adjust

Replace gears

Replace bushings

Replace seal

Tighten nuts to correct torque

Repair or replace housing


FIG. NO.

1

1

-

1

1

1

ITEM NO.

37

42

-

15

17

32

PART NAME

Nut

Screw

Locknut

Bolt

Bolt

Differential-to-Banjo Nuts

Nm

260 - 270

440 - 520

1 140 - 1 380

230 - 260

185 - 210

300 - 320

TORQUE lbf ft

190 - 200

320 - 380

840 - 1 020

170 - 190

135 - 155

220 - 240

* * * *

12 SM 1780 4-99

4

3

5

6

10 9

10

6

11

REAR AXLE - Axle Planetary Gearing

Section 160-0040

SM- 3177

12

13

16

17

OIL

LEVEL

1

7 2

9

8

9

1 - Internal Ring Gear

2 - Thrust Washer

3 - Lockwire

4 - Bolt

5 - Retainer

15

14

21

20

18

19

6 - Washer

7 - Snap Ring

8 - Sun Gear

9 - Planet Gears

10 - Pinion Bearings

11 - Pin

12 - 'O' Ring

13 - Driving Flange & Planetary Carrier

14 - Plug

15 - Bolt

16 - Gasket

17 - Cover

18 - Shaft

19 - Snap Ring

20 - Bolt

21 - Hardened washer

Fig. 1 - Exploded View of Typical Planetary Assembly

DESCRIPTION

The planetary assemblies are located in the outer portion of the wheels to provide final torque multiplication at the wheels. This allows greater portion of engine power to be transferred to the wheel to move larger payloads. The planetary assembly consists of an axle shaft, sun gear, planet pinions, ring gear and planetary carrier.

To determine the amount of torque multiplication provided by this type of gear set, divide the number of teeth in the ring gear by the number of teeth in the sun gear and add 1. For example, a ring gear of 30 teeth and a sun gear of 10 teeth should produce a torque multiplication of 4.

OPERATION


PLANETARY GEARING

Towing


Power from the differential is transmitted through full floating axle shaft (1) to sun gear (2) which is splined to the axle shaft. As sun gear (2) rotates in a clockwise direction, the planet pinions (3) meshed with the sun gear, rotate in a counterclockwise direction on pins (11,

Fig. 1). Ring gear (4) is splined to the spindle and does not rotate but causes planet pinions (3) which are meshed wish the ring gear, to move around ling gear

(4) in the direction of arrow (A). Driving flange (5) assembly contains the planet pinions and is bolted to the wheel. Movement of the planet pinions (3) in the direction of arrow (A) causes the driving flange and wheel to rotate in a clockwise direction. This causes the machine to move in the direction shown by arrow

(B) in Fig. 2.

If the machine is to be towed, as in the case of a breakdown, axle shaft (18) and sun gear (8) should be removed from the planetary assemblies.

Removal will prevent possible damage to the power train components during towing.

The axle shafts and sun gears can be removed easily by taking off driving flange cover (17) and simply sliding the axle shaft, together with the sun gear, out of each planetary assembly by hand. Be certain the driving flange covers are installed to protect the planetary assemblies from road dust and dirt while towing is in progress.

SM 1779 Rev1 04-04

1

Rear Axle - Axle Planetary Gearing

Section 160-0040

SM - 2182

Removal and Disassembly


1 - Axle Shaft

2 - Sun Gear

3 - Planet Pinion 4 - Ring Gear

5 - Driving flange

Fig. 2 - Typical Planetary Operation

SM - 2176

Fig. 3 - Removing Typical Sun Gear and Axle Shaft

WARNING

Heavy assembly. To prevent personal injury and property damage, be sure lifting device is of sufficient capacity and properly secured to do the job safely.


2. Turn the steering wheel in both directions several times to relieve pressure in the steering system. Place the battery master switch in the 'Off' position.

3. Using suitable equipment, jack or lift the machine until the weight is no longer resting on the tyres and block machine in this position.

Note:

It is not necessary to remove the tyre assembly of this machine to safely remove the driving flange.

4. Drain lubricant from planetary gear reservoir by turning wheel until drain plug (14) is in lowest point of travel and remove plug.

5. Remove bolts (15), cover (17) and gasket (16) from planetary assembly. Discard gasket (16).

6. Pull out sun gear (8) and axle shaft (18). Remove sun gear from axle shaft by removing snap ring (19) and sliding off gear. Remove thrust washer (2) from axle shaft. Ring gear (1) may be removed, if necessary, by removing snap ring (7), after removing planetary carrier (13).

7. The driving flange and planetary gear assembly (13) can now be pulled from the wheel by removing thread protectors and threading bolts into exposed holes. A hoist should be used, as shown in Fig. 4, to support the assembly during removal. Remove bolts (20) and hardened washers (21) and remove the planetary assembly.

8. Remove and discard 'O' ring (12) and place planetary assembly on a clean work surface with gear side up.

Remove lockwire (3) and bolts (4) from pinion pin retainers (5). Remove pin retainers (5). The planet pins

(11) may be removed by threading bolts into their end holes and lifting out. Recover the washers (6), planet gears (9) and bearings (10) as the pins are removed.

2

SM 1779 Rev1 04-04

SM - 237


Section 160-0040

SM - 238

Fig. 4 - Removing Planetary Assembly Fig. 5 - Measuring Dimension 'A'

Inspection


Thoroughly clean all the parts with suitable solvent and air dry. Inspect all parts for damage or excessive wear.

In addition, check pinion bearings (10) for free fit in gears (9) and on planet pins (11). Replace any parts which are in questionable condition.

The planet pinion wear washers (6) also should be inspected to see that they are free of burrs, and absolutely flat. These washers must rest solidly against the spot-faced surfaces of the driving flange and planetary carrier.

Fig. 6 - Measuring Dimension 'B'

SM - 239

Assembly and Installation


WARNING

Heavy assembly. To prevent personal injury and property damage, be sure lifting device is of sufficient capacity and properly secured to do the job safely.

Note:




1. Build up the driving flange assembly in the following manner. Lay driving flange (13) gear side up, on a clean surface. Thoroughly oil bearings (10) and slide bearings planet gears (9). Place a washer (6), planet gear (9) and another washer (6) in line with each pinion bore. Oil pins (11) with light oil and slide into their respective bores. Make sure they are firmly seated.

Secure pins (11) in place with retainers (5) and bolts

(4), then lockwire (3) bolts (4). Check the pinion gears for free rotation. If these gears bind, look for dirt or metal chips between the washer of driving flange and carrier.

2. Install ring gear (1), if removed, and secure with snap ring (7). Position thrust washer (2) in bore at end of spindle and tap in place.

3. Install new 'O' ring (12) in its groove in driving flange

(13); then place the planetary assembly in position on the wheel. Mesh planet gears (9) with ring gear (1) and push the planetary assembly into place. Install bolts

(20) and hardened washers (21).

4. If sun gear (8) was removed during 'Disassembly', slide sun gear over splines of axle shaft (18) and install snap ring (19). Insert axle shaft into the spindle and

SM 1779 Rev1 04-04

3


Section 160-0040 banjo housing, pushing the shaft part way into the differential side gear. Mesh the sun gear with ring gear and pinions.

sure to reinstall any thread protectors (14) which have been removed.

5. Push axle shaft (18) and sun gear (8) inward as far as they will go. With a steel rule and straight edge, measure from cover (17) mounting surface on driving flange (13) to axle shaft (18). Note as dimension 'A'.

See Fig. 5.

MAINTENANCE

Proper lubrication of the axle group is essential if axles are to deliver the service intended. Section

300-0020, LUBRICATION SYSTEM gives full information on the proper lubrication intervals and the lubricant which should be used.

6. Next, lay the driving flange cover (17) on flat surface and again use a straight edge and steel rule to measure the height of the inside raised surface of the cover (17). Note as dimension 'B'. See Fig. 6.

Subtract dimension 'B' from dimension 'A' the clearance should be within 3.58 - 5.11 mm (0.141 - 0.201 in).

AXLE DIAGNOSIS

Noises originating in the tyres, transmission or driveline might be attributed by mistake to the axle. Therefore, all possible sources of noise should be investigated before deciding the axle is at fault.

Note:

If the end play is too small, the axle shaft is not pushed completely into the differential side gear. If the end play is greater then the allowable maximum, either the axle shaft end or the driving flange thrust cover, or both are excessively worn. To correct this, replace the cover first. If the end play is still too great, a new axle shaft must be installed.

True axle noises may be located by lifting or jacking machine until all tyres of drive wheels are clear of the floor or ground. Securely block machine in this position. Run power train at moderate speed. Be certain all drive wheel tyres are off the ground and to prevent damage to the differential, see that neither rear brake drags.

7. Reinstall drain plug (14) and fill the planetary reservoir with lubricant specified in Section 300-0020,

LUBRICATION SYSTEM, through the driving flange opening until the correct level is reached. Spread sealing compound on surface of cover (17) which contacts driving flange (13). Position new gasket (16) and install cover on driving flange using bolts (15). Be

SPECIAL TOOLS


AXLE DIAGNOSIS

CONDITION

Noise

Loss of lubricant

Gain of lubricant

Planetaries running hot

TABLE189

REASON

Insufficient or incorrect lubricant

Wheel bearings scored or rough

Gear teeth in planetary chipped

Lubricant level too high

Lubricant foams excessively

Worn or broken oil seal

Restricted breather vent

REMEDY

Check level; fill with proper type and grade lubricant

Replace bearings

Replace gear

Drain and fill to proper level

Drain and fill with correct type and grade lubricant

Replace oil seal

Clean vents

Loose nuts or bolts Tighten nuts or bolts

Restricted differential housing vent Clean vent

Insufficient or incorrect lubricant

Pinion bearings seized

Check level; fill with proper type and grade of lubricant

Replace bearings

* * * *

4

SM 1779 Rev1 04-04

REAR AXLE GROUP - Wheel Rim and Tyre

Section 160-0050

SM - 2168

1 - Snap Ring

2 - Seal

3 - Washer

4 - Bearing Cone

5 - Bearing Cup

6 - Wheel

7 - Hardened Washer

8 - Bolt

9 - Bearing Cone

10 - Spindle Nut

11 - Capscrew

12 - Valve Assembly

Fig. 1 - Exploded View of Wheel and Rim Assembly

13 - Core

14 - Valve Cap

15 - Flange

16 - 'O' Ring

17 - Bead Seat Band

18 - Lock Ring


The wheel and rim is of welded construction and consists of a hub assembly, inner and outer flange,

'O' ring, bead seat band and lock ring. The wheel is mounted on the axle spindle with two tapered roller bearings mounted in the hub.

The tyre and rim may be removed from the machine as an assembly and transported to a more suitable location for removing the tyre from the rim.

Procedures for removing tyre and rim assembly from machine, and dismounting tyre from rim, the use of hand, hydraulic, and special tools, are described in this section.

When dismounting a tyre and rim assembly from the machine, special equipment and careful handling are required because of the size and weight of the tyres.

One of the following pieces of hoisting equipment should be used to lift the tyre and rim: chain block and tackle, overhead crane, fork lift truck, boom truck, or tripod tyre changing tool.

PREPARATION FOR SERVICING

WARNING

Before performing any service on the tyres or rim components, to prevent personal injury and property damage, completely deflate the tyre by removing the valve cap and core. Insert a thin wire through valve to be sure valve is not plugged. Even a flat tyre, in some cases, will retain sufficient air pressure to blow off a rim component with enough force to cause bodily injury or death.

SM 1721 Rev1 03-05

1

Rear Axle Group - Wheel Rim and Tyre

Section 160-0050

DISMOUNTING TYRE FROM RIM


9. Move the first pry bar around wheel rim, twisting and following with the second pry bar, until the outer tyre bead is loose.

Note: The following instructions apply to use of hand tools. For procedures and tooling required to dismount the tyre from the rim using hydraulic tools, contact the relevant tyre manufacturer.

WARNINGS


When lifting tyre from the rim, be sure the

equipment is of sufficient capacity and properly secured to do the job safely.

1. Position the vehicle in a level work area, apply the parking brake and shutdown the engine. Operate the steering in both directions several times to relieve any pressure in the steering system.

2. Block all road wheels, except the one to be raised, and place the battery master switch in the 'Off' position.

3. For tyre to be removed, set up jack to support machine weight, but do not raise machine.

4. Completely deflate tyre by removing valve cap and valve core and leave valve open to prevent trapping of air in tyre. Check valve stem by running a piece of wire through the stem to make sure it is not plugged. See warning under 'Preparation For Servicing'. Tape valve threads for protection.

5. Break outer tyre bead loose with pry bar shown in

Fig. 2.

6. Insert flat hooked end of pry bar into breaking slots between bead seat band (17) and outer flange (15).

See Fig. 3. A pipe over the straight end of the pry bar will increase leverage.

7. Twist pry bar toward tyre to break bead.

8. A second pry bar may be inserted in the space between bead seat band (17) and outer flange (15).

Twist the second pry bar to maintain the space gained by the first pry bar.

10. Pry bead seat band (17) away from lock ring (18) by placing hooked end of pry bar in the groove of wheel (6), between ends of lock ring (18), and prying up with the pry bar. Using two pry bars, as in Step 8, work completely around wheel (6).

11. Pry lock ring (18) out in the same manner by starting at prying notch in wheel (6) assembly, and work all the way around wheel (6) with two pry bars.

12. Remove and discard 'O' ring (16).

13. Remove lock ring (18) then pry out and remove bead seat band (17). Outer fange (15) may now be removed.

14. Breaking slots are provided inside the rims. The inner bead may be broken as described in Steps 4 through 8. If the tyre and rim assembly is on the vehicle, the following procedure may be used for breaking the inner bead.

15. Place jack between inner flange (15) and vehicle

Fig. 2 - Pry Bar

Fig. 3 - Breaking Typical Tyre Bead

SM - 205

SM - 206

2

SM 1721 Rev1 03-05


Section 160-0050 frame. Extend jack until tyre bead is broken. Continue around the rim until tyre bead is broken at all points.

16. Using suitable lifting equipment, remove tyre from rim. This completes the removal of the tubeless tyre.

17. If necessary, remove inner flange (15).

Note: If tyre rim is on the vehicle, and no tyre lifting equipment is available, 'walk' the tyre off the rim as follows:

Force bottom of tyre outward as far as possible; lower jack enough to allow weight of tyre to rest on ground; force top of tyre out as far as possible; raise jack to original height and repeat the above until the tyre is off the rim.

INSPECTION

Tyre

Check the interior surface of the tyre to determine its condition. Inspect for cuts or fabric breaks that have penetrated the tyre body. The casing should be inspected closely for any sharp , pointed object that may have penetrated the tyre body but is invisible from the outside. All dust, dirt, water or other foreign matter should be cleaned from the inside of tyre.

WARNING

Never mix components of one manufacturer's rims with those of another. Using the rim base of one manufacturer with the lock ring of another or vice versa is dangerous. The lock ring of one may not fully engage with the lock ring groove of the other. Always consult the rim manufacturer for proper matching and assembly instructions. Also, use and servicing of damaged, worn out, or improperly assembled rim assemblies is a very dangerous practice. Failure to comply with the above warnings could result in explosions from tyre pressure causing serious personal injury and property damage.

Clean all rust and dirt from the wheel parts and wheel and apply a coat of good grade primer paint. Allow the paint to dry thoroughly before remounting tyre.

The rim parts used with tubeless tyres form an important part of the air chamber. Therefore, they should be carefully checked for distortion or mutilation that would prevent an effective air seal when the tyre and rim are reassembled.

Rubber 'O' rings are air seals for tubeless tyre and rim assemblies and therefore should be carefully handled to provide an airtight seal when the tyre is remounted on the rim. Always use new 'O' rings when mounting a tubeless tyre.

Note: Handle 'O' rings carefully, as damage will prevent an airtight seal for tyre inflation.

Wheel Assembly

Overloading, improper tyre inflation, rough terrain, high speed, accidents, dirt accumulation, and corrosion all tend to reduce the service life of rims and rim components. It is recommended that rims be inspected, as below, not less often than at every tyre change and that, as the warranty limit approaches, consideration be given to periodic replacement.

The wheel and its components are designed with builtin safety factors, to prevent the components from flying off with killing force during inflation. Check components for cracks, bends, distortion, or other damage. If damage is found, the component must be replaced.

MOUNTING TYRE ON RIM


For mounting a tyre with rim on or off machine, the procedure is basically the same.

WARNING

When lifting tyre onto the rim, be sure the equipment is of sufficient capacity and properly secured to do the job safely.

1. For off-machine installation, lay wheel (6) on blocks or mounting stand with 'O' ring groove up. Wheel (6) should be off the floor enough to allow tyre to rest on rim and not the floor. Blocks are not to extend more than 13 mm (0.50 in) beyond rim base.

SM 1721 Rev1 03-05

3


Section 160-0050

2. If removed, install inner flange (15) over wheel (6).

SM - 207

3. Lubricate tyre beads and new 'O' ring (16), with a thin solution of vegetable base soap and water.

4. Using suitable lifting equipment, lower tyre onto wheel (6). Seat tyre firmly against inner flange (15).

5. Install outer flange (15) on wheel (6).

6. Align lock ring driver notch in bead seat band (17) with notch in wheel (6) rim, and install bead seat band on rim.

7. Install lock ring (18) in groove of wheel (6) rim so that lock ring lug engages both notches. Notches and lock ring lug must line up correctly. If necessary, use only a soft hammer to rotate the lug. Use pry bar for installing lock ring (18), as shown in Fig. 4.

WARNING

To prevent personal injury and property damage, be sure wheel blocks, blocking materials and lifting equipment are properly secured and of sufficient capacity to do the job safely.

1 - Lock Ring 2 - Drive Lug

Fig. 4 - Installing Typical Lock Ring

8. Force bead seat band (17) past 'O' ring groove in wheel (6) rim by prying, or with lift truck forks. Use blocking between the forks and tyre to prevent damage. Insert a new 'O' ring (16) in groove of the rim behind lock ring (18). Lubricate area of front taper of bead seat band (17) adjacent to 'O' ring (16), with a thin solution of soap and water or another approved lubricant which is not harmful to rubber. Avoid using an excessive amount of lubricant.

9. Lift the tyre upwards to effect a seal between bead seat band (17) and 'O' ring (16). In some cases the tyre will automatically spring out, making this step unnecessary. When mounting tyre on wheels installed on machine, use a length of cable around tyre and a

'come-a-long' to seal tyre to the bead seat band (17).

10. Install the valve core (13) in the valve assembly

(12). Refer to heading, 'Tyre Inflation' in this section for the proper procedure for inflating the tyre.

WHEEL

Removal and Disassembly


WARNING

To prevent personal injury and property damage, completely deflate tyre by removing the valve cap and core. Insert a thin wire through valve to be sure valve is not plugged.

Even a flat tyre, in some cases, will retain sufficient air pressure to blow off a rim component with enough force to cause injury or death.


2. Place battery master switch in the 'Off' position and block all road wheels, except the one to be raised.

3. Release parking brake.

4. Deflate tyre completely, and remove the tyre and rim assembly from the wheel. Follow instructions under 'Dismounting Tyre from Rim'.

5. Drain differential and planetary gear lubricant and remove planetary gear assembly from the wheel.


6. Remove locking capscrews (11) from spindle nut

(10). Attach fishtail assembly (See Special Tools) to wheel assembly (6) with a bolt removed from the planetary assembly.

7. Install a tool, which can be fabricated as shown in

Fig. 5, across wheel assembly and secure to wheel (6)

4

SM 1721 Rev1 03-05

SM - 2169


Section 160-0050

2. Clean bearings in volatile mineral spirits and wipe dry with a lint free cloth. Lubricate lightly with light oil and spin by hand, to check for wear and roughness.

Replace with new bearings if excessively worn, or if operation is rough or noisy.

Fig. 5 - Typical Fabricated Wheel Tool

with a bolt removed from the planetary assembly.

8. Apply a suitable wrench to the fabricated tool and rotate wheel assembly (6) to back off spindle nut (10).

9. With suitable lifting equipment, pull wheel assembly

(6) off of spindle, taking care to prevent damage to spindle threads. Remove outer bearing cone (9) from wheel assembly (6) to prevent it from dropping as the wheel is drawn from the spindle.

Note: Brake drum is bolted to the inner face of wheel assembly (6). When wheel assembly (6) is removed, the brake drum will also be removed.

10. If brake drum is to be separated from wheel (6), remove mounting hardware and drum to separate these parts.

11. Remove snap ring (1) from wheel (6). Remove seal (2), washer (3) and bearing cone (4) from wheel

(6).

12. If required, drive out inner and outer bearing cups

(5) from wheel (6), using a soft drift and drive.

Note: Bearing cups and cones must always be replaced as a matched set, never separately.

Inspection

1. Thoroughly clean all metal components, except bearing cones, in a suitable solvent. Dry with compressed air and coat all threaded components with light oil to facilitate assembly.

3. Inspect all machined surfaces of all parts for scoring, pitting, corrosion and burring. Resurface or replace with new parts as necessary.

4. Inspect all threaded components, and repair or replace as necessary.

5. Discard seal (2) and replace with a new one.

6. Oil seal (2) rides on a special bushing which is shrunk on the axle spindle to provide a smooth contact surface for the seal. If after removal of the wheel the bushing is found to be rough or worn, remove it by splitting with a chisel and install a new bushing. Heat the new bushing to 177° C (350° F) in oil to expand it for installation. If oil heating equipment is not available, heat the bushing evenly to 177° C (350° F). Use a

Templistik or other temperature gauge to make sure the bushing is hot enough. Slide heated bushing on spindle and tap lightly with a hammer to seat it.

Assembly and Installation


Note: Tighten all fasteners without special torques specified, to standard torques listed in



WARNINGS


Be sure to use a soft drift and take care when driving in bearing cups with a drift, to avoid personal injury from chips or fragments.

1. If removed, install bearing cups (5) in their respective wheel bearing bores with care to avoid damaging their raceways. Installation by press fit at ambient temperature is best. Note that the cups must seat fully against the shoulders of the cup bores in the wheel hub to assure retention of bearing adjustment. If

SM 1721 Rev1 03-05

5


Section 160-0050 carbon dioxide, or dry ice, freezing of the cup is used, remember to permit the cup and hub to warm to ambient temperature after insertion and then to tap them with a soft steel drift and hammer to seat.

10. Start the wheel rotating and torque tighten spindle nut (10) to 740 Nm (550 lbf ft).

Note: Always rotate wheel when tightening spindle nut

(4), see Section 160-0050, WHEEL, RIM AND TYRE,

'Bearing Adjustment', for explanation.

2. Lubricate inner bearing cone (4) with lubricant specified in Section 300-0020, LUBRICATION

SYSTEM and install in wheel (6). Place washer (3) on bearing, drive or press new seal (2) into position, and install snap ring (1). Install seal with lip towards bearing. Apply a light coat of gear oil to seal lips and special seal bushing on spindle.

11. Secure spindle nut (10) with screws (11).

12. Install planetary gear assembly and fill planetary and differential assemblies with lubricant specified in



Note: If new 'Buna' seal is used, be sure it is installed in thewheel bore with the dirt seal (square lip) toward the machine frame. Pack seal valley with EP grease.

Install snap ring (1).

13. Install tyre on wheel as described under 'Mounting

Tyre on Wheel'.

TYRE INFLATION

3. If removed, install brake drum on wheel (6) and secure with mounting hardware as removed at

'Removal'. Make sure brake drum and wheel (6) are clean where they contact each other, so that the drum will run true.

4. Wrap spindle threads carefully with masking tape to protect the seal and threads. With suitable lifting equipment slide wheel (6) and drum assembly onto the spindle carefully to avoid damaging spindle threads.

Remove protective tape from spindle threads.

WARNING

To prevent personal injury and property damage, the tyre and rim assembly should be placed in a safety cage before inflating. If no safety cage is available or tyre is on the machine, the tyre and rim assembly should be wrapped with safety chains or with lash cables before inflating.

5. Lubricate outer bearing cone (9) with lubricant specified in Section 300-0020, LUBRICATION

SYSTEM. Install outer bearing cone (9) on spindle and seat in outer bearing cup (5).

Even with these precautions remember that air-blast is a potential hazard. Tyre inflation should be carried out away from busy working areas.

6. Apply a smear of oil or grease to the threads of spindle and install spindle nut (10) on spindle. Make sure nut turns freely for full thread length. If nut binds, either replace with new nut or chase the threads so nut will turn freely.

WARNING

To avoid personal injury and property damage, never stand or sit in front of a mounted tyre during tyre inflation. Use a clip-on air chuck with a long hose and stand to one side while the tyre is being inflated.

7. Attach fishtail assembly (See Special Tools) to wheel (6) assembly and fabricated tool assembly across wheel (6) assembly, as described during disassembly.

8. Rotate wheel (6) assembly and tighten spindle nut

(10) to a seating torque of 1 360 Nm (1 000 lbf ft), or until wheel starts to bind, while rotating and bumping wheel (6) assembly to ensure adequate seating of the wheel bearings.

WARNING

To prevent personal injury and property damage, always prevent flammable vapours that could produce tyre explosions, from being pumped into tyres during inflation, by observing the following precautions:

9. Back off spindle nut (10) until the wheel turns freely

(approximately 1/2 turn).

A.

Use an air compressor and reservoir located inside a heated building, when available, so that alcohol, methanol, or other flammable antifreeze liquids are not needed in the air tanks to prevent moisture freezing in the tank and lines in subfreezing outside temperatures.

6

SM 1721 Rev1 03-05

B.

Make sure that paints, lacquers, paint thinners, or similar materials that produce volatile, flammable vapours are not used or stored near the air intake of the compressor that supplies the air for inflating tyres. The compressor should be isolated from all such sources of flammable vapours.

C.

Be sure to thoroughly flush and blow off all flammable solvents used for cleaning the air compressor inlet screen before using the compressor for tyre inflation, or any other purpose.

D.

Do not charge batteries, either in or out of a machine, near the air inlet of a compressor used for inflating tyres. Charging batteries produces highly explosive hydrogen gas which can be readily drawn into a nearby compressor inlet and pumped into the tyre.

E.

Never exceed the specified concentration of alcohol when adjusting the alcohol vaporizer, or adding alcohol to the auxiliary air tank, used on machine air systems to prevent freezing or moisture condensate in below-freezing temperatures. Excessive alcohol, added to the machines air tanks in this manner can produce flammable vapours that will be pumped into a tyre when this air supply is used for tyre inflation if the tyre inflation kit is not equipped with a moisture filter. Alcohol added to machine air systems in recommended concentration to prevent condensate freezing are below hazardous levels for tyre inflation.

F.

Another source of hazardous flammable vapours in tyres is the tyre bead lubricant.

Always use bead lubricants that do not introduce flammable vapours into the tyre.

Inflation

Note: Always use tyre inflation equipment with an air filter that removes moisture from the air supply, when available, to prevent moisture corrosion of internal rim parts.

1. Inflate tyre to 1 bar (15 lbf/in²) initially to seat components and tap lock ring lightly to ensure correct


Section 160-0050

SM - 208

Fig. 6 - Typical Safety Cage seating. Visually check that all components are in place, then continue inflation observing all safety precautions. (See Step 2).

2. If the tyre is off the machine, place it in a safety cage after initially inflating to 1 bar (15 lbf/in²) to seat components. See Fig. 6.

3. Inflate tyres to 5.2 bar (75 lbf/in²) to seat beads and seal the 'O' ring, then adjust to the recommended inflation pressure.

4. For recommended operating air pressure, refer to chart under the heading, 'Tyre Inflation Pressures'.

NITROGEN TYRE INFLATION

Note: All Warnings and procedures under 'Tyre

Inflation' will apply, except for differences covered by this passage.

In certain environments it is recommended that tyres be inflated with dry nitrogen gas, and that the resulting oxygen content of the inflation does not exceed 5%. All machines whose tyres are factory inflated with dry nitrogen gas will be identified by a decal on the body or frame.

Nitrogen gas improves tyre pressure retention, increases tyre life by reducing carcass oxidation from within, minimizes rim rust and has no detrimental effects on the tyre. It also reduces the potential of a

SM 1721 Rev1 03-05

7


Section 160-0050 tyre explosion because it is an inert gas and will not support combustion inside the tyre.

The same tyre inflation pressure used for air inflation should be used for nitrogen inflation. Tyre valves formerly used with air inflation are entirely satisfactory for use with nitrogen gas.

Nitrogen Tyre Inflation Kit

SM - 1040

WARNINGS

DO NOT USE charging assembly, Part No.

9359489, for tyre inflation because this assembly does not include a pressure regulator, safety relief valve, and adequate pressure gauging which is mandatory for tyre inflation purposes. Tyre volume is as much as

90 times greater than the average accumulator volume and hence it takes very much longer to inflate a tyre - up to 40 minutes or more for very large tyres.

Nitrogen gas cylinders used to inflate tyres are generally charged to approximately

152 bar (2 200 lbf/in 2 ). A tyre blowout and/or rim failure could occur if inflation equipment is not properly used. Proper nitrogen charging equipment and personnel training for its use is a must to avoid over inflation.

Fig. 7 - Nitrogen Tyre Inflation Kit b. Open valve on nitrogen supply.

1. A nitrogen tyre inflation kit is available from your dealer and consists of the following. Refer to Fig. 7.

c. With flexible hose and clip-on chuck connected to nitrogen tyre inflation kit assembly but not connected to the tyre, adjust pressure regulator so that its output pressure is not more than 1.4 bar (20 lbf/in²) higher than the desired tyre inflation pressure.

a. Pressure regulator, 0 - 13 bar (0 - 200 lbf/in 2 ), with two dual pressure gauges.

b. Safety relief valve, 8.6 bar (125 lbf/in²), that will assure an upper limit to the pressure available for tyre inflation.

d. Connect clip-on chuck to the tyre valve. The tyre will now inflate. Tyre pressure can be monitored by observing the gauge at the pressure regulator. STAY

AWAY FROM THE TYRE.

c. A 15.2 m (50 ft) length of flexible hose with interconnecting fittings. On the tyre end of the hose is a large bore quick connect/disconnect clip-on chuck.

e. When desired inflation pressure has been achieved, back off the regulator or close the valve on the compressed gas cylinder.

2. The pressure regulator is connected to a nitrogen compressed gas cylinder available from local suppliers.

f. Remove the clip-on chuck and adjust the tyre pressure with the tyre gauge in the usual manner.

3. The usual procedure for using this type of equipment is as follows:

Re-inflation of a Mounted Tyre

To re-inflate a tyre with dry nitrogen gas which is now inflated with air, proceed as follows: a. Connect nitrogen tyre inflation kit to nitrogen compressed gas supply. DO NOT connect clip-on chuck to the tyre valve at this time.

1. Exhaust the tyre until only air at atmospheric pressure remains in the tyre.

8

SM 1721 Rev1 03-05

2. Re-inflate the tyre using only dry nitrogen gas to

4.15 bar (60 lbf/in²) gauge as a minimum, or to beadseating pressure as a maximum.

3. Adjust to the service inflation pressure required: a. If the required service inflation pressure is LESS than 4.1 bar (60 lbf/in²), remove the clip-on chuck and adjust the pressure with the tyre gauge in the usual manner.

b. If the required service inflation pressure is greater than 4.1 bar (60 lbf/in²), further inflate, with dry nitrogen gas only, to the pressure level required. Then remove the clip-on chuck and adjust the pressure with the tyre gauge in the usual manner.


Section 160-0050

SM - 214

Fig. 8 - Typical Hydraulic Bead Breaking Tool

New Tyre Mounts and Remounts

To newly mount or remount a tyre to its rim, use only dry nitrogen gas; this includes the pressure required to seat the beads. After seating the tyre beads, remove the clip-on chuck and adjust the pressure with the tyre gauge in the usual manner.

Note: Although a little more nitrogen gas is used to seat beads than that used for re-inflation of a mounted tyre, refer to 'Re-inflation of a Mounted Tyre', its cost is generally negligible in comparison to the time and labour saving and, longer tyre life achievable with the reduced oxygen content which results.

3. Place the lip of the hydraulic tool in one of four breaking slots between the bead seat band and the rim flange.

4. Adjust the locking screw to a position which will hold the tool in a line perpendicular to the face of the rim.

5. Close valve on the hydraulic pump and apply pressure to take up the slack in the tool and rim parts.

This will cause the tool to tilt slightly downward.

Release pressure and adjust the screw again so that the tool will be perpendicular to the rim when under pressure.

HYDRAULIC BEAD BREAKING TOOL

The hydraulic bead breaking tool illustrated in Fig. 8 is specifically designed to break tyre beads on rusted rims, and is available from your dealer. Refer to

Special Tools. It can be used on rims having pry bar slots. The recommended procedure for using this tool is described below.

1. Prepare the vehicle for dismounting the tyre by following the necessary steps outlined under the headings 'Preparation for Servicing' and 'Dismounting

Tyre from Rim'.

2. Before using the tool, make sure the tyre has been completely deflated by removing the valve core. Refer to the Warning under 'Preparation for Servicing'. Tape valve threads to protect from damage, leaving valve end open to avoid the possibility of trapping air inside the tyre.

6. Apply enough pressure to move the flange back approximately 13 mm (0.5 in) and hold this distance by dropping a nut, or similar object, in the space between the flange and bead seat band.

7. Release pressure and move the tool about 300 mm

(12 in) around the rim in either direction. Insert lip of tool between bead seat band and flange. Repeat cycle until 3/4 of the rim circumference has been covered.

Apply pressure at this point until bead breaks loose.

8. Remove lock ring, bead seat band and rim flange as described previously in this section under

'Dismounting Tyre from Rim'.

9. After lock ring, bead seat band and rim flange have been removed, inner bead must be broken loose by following the procedure outlined for the outer bead,

(steps 3 through 7).

SM 1721 Rev1 03-05

9


Section 160-0050

TYRE EXPLOSION HAZARD

SM - 218

WARNING

Whenever a machines tyre(s) is (are) exposed to excessive heat such as a machine fire or extremely hot brakes the hazard of a subsequent violent tyre explosion must be recognized. All persons must avoid approaching the machine so as not to be physically endangered in the event of an explosion of the tyre and rim parts.

AT LEAST

15 m (50 ft)

AT LEAST

460 m (1 500 lbf ft)

The machine should be moved to a remote area, but only when this can be done with complete safety to the operator operating or towing the machine. All other persons should stay clear of the machine. The fire or overheated brakes, wheel, etc. should be extinguished or cooled from a safe distance.

Do not attempt to extinguish the fire or cool the machine by use of hand-held fire extinguishers.

Fig. 9 - APPROACH AREA.

Do Not Approach Tyre in Shaded Area

If it is absolutely necessary to approach a machine with a suspect tyre, approach only from the front or the back. Stay at least 15 m

(50 ft) from the tread area. Keep observers out of the area and at least 460 m (1 500 ft) from the tyre sidewall. Refer to Fig. 8. The tyre(s) should be allowed at least eight (8) hours cooling time after the machine is shut down or the fire extinguished before approaching closer.

There is always a possibility of a tyre explosion whenever the smell of burning rubber or excessively hot brakes is detected.

The danger is also present when a fire on the machine reaches the tyre and wheel area.

Under such conditions, all personnel must avoid approaching the machine in a manner that could result in injury should an explosion actually occur. Move the machine to a remote area only if it can be done without endangering the operator or other personnel in the area.

WARNING (cont.)

DO NOT WELD ON OR HEAT RIM

COMPONENTS. For several years the company and tyre and rim manufacturers have warned users never to weld rim components with the tyre mounted on the rim. The gases that build up inside the tyre during arc welding or heating on rim components can ignite, resulting in one of these explosive-like failures of the tyre and rim. This warning also applies to nitrogen inflated tyres. Ignition will not occur in the nitrogen atmosphere, but the pressure buildup from the heat of welding may be sufficient to cause a blowout severe enough to injure or kill. It is recommended to scrap the part if heat is necessary to repair any rim component.

TYRE AND WHEEL MAINTENANCE

Tyre Repairs

Prompt repair of tyre injuries will prevent small injuries from enlarging and causing tyre failure. Use the best tyre facilities available. If good repair facilities are not available, have the nearest dealer make the necessary repairs.

Minor cuts, snags, or punctures should be repaired upon discovery. Skive with a sharp pointed knife around any cut in the tyre tread area that is of sufficient depth or shape to hold pebbles or dirt. The

10

SM 1721 Rev1 03-05

angle of the skive should be no more than sufficient to expel all foreign material and should extend no deeper than the breaker. The skive should go to the bottom of the hole. Tyres with shallow cuts, if treated promptly, may be allowed to continue in service. If the cut extends deeper into the tyre carcass, the tyre should be removed for repair.


Section 160-0050

The valve cores should be checked for leaks. Keep in mind that valve cores are delicate mechanisms that wear out in service; therefore, they should be replaced with new ones when they become worn. Each tyre should be equipped with a valve cap to prevent dirt from damaging the valve core and causing air leakage.

The tyre must be removed from the rim to repair larger punctures or cuts. Irregular shaped punctures or cuts less than 13 mm (0.50 in) in size can be repaired with a plug and hot patch. Insert a repair plug into the hole to keep out moisture and to back up the hot patch.

Trim the plug off flush with the inside of the casing, buff, and apply the hot patch according to the instructions supplied with the hot patch equipment.

Maintain Good Haul Roads

Because haul roads are considered temporary roads they are frequently neglected. The better the haul road, the longer the tyre and machine life of offhighway machines.

Although it takes time and effort to maintain good haul roads, the delay and cost of tyres and machine breakdowns caused by poor haul roads is many times greater.

Punctures 13 mm (0.50 in) or larger, large cuts, or bruise breaks require sectional or reinforced vulcanized repair. Cover the repair patch with a layer of cushion gum after application to the tubeless tyre to ensure an airtight repair. Any cords of the inside ply that are exposed in buffing and are not covered with repair patch must be coated with cushion gum to prevent air leakage into the carcass plies on tubeless tyres.

Recapping and Retreading

There are two general methods employed in restoring the tread surface of off-the-highway tyres: recapping and retreading.

Inspect Tyres Regularly

A systematic plan for tyre inspection will more than pay for itself in lowered tyre costs per hour of operation. All tyres should be checked regularly for cuts, bruises, ply material breaks, excessive or uneven wear, embedded foreign matter, and any other damage which can be repaired. A considerable increase in tyre service can be realized if tyre injuries are repaired before they have progressed to the irreparable stage.

The rim mounting nuts should also be checked periodically and tightened to the torque specified.

A recapped tyre has a new tread cured right over the old tread surface.

A retreaded tyre has the old tread removed entirely and a new tread cured directly onto the body of the tyre. A tyre can be recapped or retreaded if the cord body is free of cuts, bruises and separation, and is thoroughly sound, including previous repairs.

Prevent Overloading

Off-highway machines are designed to carry a maximum allowable payload. Excessive loading will overstress both the machine and tyres and shorten the life of both.

TYRE CARE

To obtain maximum service from off-highway tyres, the following common-sense precautions should be followed.

Prevent Contact with Oil

Prevent tyre contact with petroleum products. Rubber that is exposed to oil, gasoline, or grease becomes soft and spongy and deteriorates rapidly. Always avoid driving machine through a puddle of gasoline, fuel oil, lubricating oil, or grease. Never let a tyre stand in an oil or grease spot overnight.

Maintain Correct Inflation

The most common cause of tyre damage is improper inflation. Both over-inflation and under-inflation are detrimental to tyre life. Tyre pressure should be checked daily, preferably before the machine is placed in operation. Refer to 'Tyre Inflation Pressures' table.

Store Tyres Properly

The best of care given to tyres in service by operators and maintenance personnel can be completely nullified by careless storage. Time is not the only

SM 1721 Rev1 03-05

11


Section 160-0050 contributing factor to the deterioration of rubber products. Therefore, tyres that are to be stored must be protected from light, heat, oils, dirt, moisture, and ozone. Stored tyres should be carefully covered with a tarpaulin or some other suitable material, such as opaque plastic sheeting, to prevent contact with the contaminants listed above.

Never drop, tumble, or roll rim parts.

If rim parts are stored outdoors, they should be given a protective coat of a good commercial primer.

Similar parts should be stacked neatly to prevent distortion.

Babbit or lead hammers, not sledge hammers, should be used in assembling rim parts.

Proper Handling of Tyres and Wheel Rim

Parts

Tyres should be stored vertically. Horizontal stacking may compress the tyre walls, making inflation difficult.

If tyres are stored in racks, the lower supporting members should provide as broad a surface as possible to the tyre tread to avoid a concentration of load.

'O' rings are seals and should be carefully stored in a cool, dry place where they will not be injured or damaged.

Valve cores should also be stored in a cool, dry and clean place.

The beads of tubeless tyres must be protected from damage or a faulty air seal will result. Do not use hooks, cables, or chains in contact with the tyre beads when lifting these tyres. If forklift trucks are used for handling, they should be equipped with broad, wellrounded arms to distribute the load and prevent damage to the tyre bead. When handling tyres with the fork truck do not scrape the fork across the bead.

Tubeless tyre rims perform an important function as part of the assembly air seal. Proper care, therefore, must be taken not to distort or mutilate the rim parts because they must mate properly to form part of the basic air chamber. Since the rim base and bead seat band are mating surfaces, distortion may prevent easy assembly as well as possibly resulting in no seal.

TYRE INFLATION PRESSURES

The inflation pressures listed should be regarded as nominal only. Specific job conditions, terrain, haul road maintenance and length, maximum and workday average speed, job t-km/h (ton-mile/h) required and tyre t-km/h (ton-mile/h) capacity, etc., may require an increase in inflation pressure. It is recommended that for tyres both listed and unlisted the user consult the tyre manufacturer and evaluate all job conditions in order to make the proper selection.

SERVICE TOOLS


TYRE INFLATION PRESSURES (BRIDGESTONE)

FRONT

TYRE SIZE

Bridgestone 29.5 R 25** bar

4.8

lbf/in

70

2 bar

4.35

Michelin 29.5R25** 4.2 61 3.8

REAR lbf/in

2

63

55

12

SM 1721 Rev1 03-05


Section 160-0050

TUBELESS TYRE LEAK DIAGNOSIS

Occasionally a tubeless off highway tyre/rim assembly may leak in field service. To determine cause of leakage, the entire assembly including valve hardware, multi-piece rim assembly, 'O' ring and tyre should be checked using a soap solution.

This table lists various causes of air loss and possible remedy.

CAUSE

Defective valve

Cracked rim or weld

REMEDY

Tighten parts. Replace defective parts. Use valve caps.

Replace defective part

Twisted or damaged 'O' ring

Tyre cuts and snags

WARNING

Do not attempt repair of wheel components.

Replace 'O' ring (lubricate)

Repair tyre damage

Bead area awl holes Repair inner liner (preferred)

Leakage between tyre bead trim With tyre removed from rim:

Clean tyre beads in rim contact area

Clean rim with wire brush

Inspect 5 degree tapered bead seat band and the rim base in the bead seating area to determine if the transverse weld trims are flat or concave.

Replace defective part(s).

Note: Weld trim should follow rim contour.

Mount tyre using a lubricant such as Murphy's Tyre and tube Mounting

Compound, or equivalent, on tyre beads and rim bead seat area.

* * * *

SM 1721 Rev1 03-05

13

4

5

3

2

1

2

3

4

5

REAR AXLE - No SPIN® Element

Section 160-0080

SM - 2233

1

5

3

4

2 2

4

3

5

EXTERNAL SPRING

1 - Spider & Centre

Cam Assembly

2 - Driven Clutches &

‘Holdout’ Rings

INTERNAL SPRING

3 - Spring

4 - Spring Retainer

5 - Side Gear

Fig. 1 - Cutaway View of Silent- Type NoSPIN® Element

DESCRIPTION

The NoSPIN® element is an automatic locking device which provides positive drive to both wheels. It eliminates individual wheel spinning that is common in conventional gear type differentials, while it allows each drive wheel to revolve at a different speed when the machine negotiates a turn, or is manoeuvred over different road conditions.

This section covers the silent-type NoSPIN® differential, which differs from the standard-type only in the fact that either of the driven clutch and ‘holdout’ ring assemblies may overrun continuously when required and then automatically return to full locked engagement. The continuous over-running feature is made possible by using ‘holdout’ rings as part of the driven clutch assembly. During overrun operation of the standard type NoSPIN® element, the driven clutch will slide away from the spider and then back into engagement after each tooth, causing a slight indexing noise. As shown in Fig. 1 & 2, the NoSPIN® element may use an external spring or an internal spring, however, operation is the same.

OPERATION

Numbers in parentheses refer to Figs. 1 & 2.

Straight Forward

When the machine is driven in a straight forward direction, the clutch teeth of both driven clutch and

‘holdout’ ring (2) assemblies are fully engaged with the clutch teeth and cams of the spider and cam assembly (1). Full engagement is assured by the pressure of springs (3). When the spider is rotated forward by the action of the ring gear, the clutch teeth of the spider, now meshed with the clutch teeth of the driven clutches, are held in a positive locked position by the mating undercuts on the driving faces of all clutch teeth. The assembly then rotates as a unit, and each output shaft must turn at ring gear speed.

Refer to Fig. 3.

When the machine is driven in a straight rearward direction, engagement of the clutch teeth is the same, except the spider rotates in the reverse direction and shifts and driving force to the opposite side of all driving clutch teeth.

Right Hand Turn

When making a right-hand turn in a forward direction under power, the driven clutch of the right-hand clutch and ‘holdout’ ring assembly (2) remains fully engaged with the spider clutch teeth and cams of the centre cam. When the left-hand driven clutch and

‘holdout’ ring assembly (2) is required to rotate faster to make the right turn through the over-running action of the left wheel, it is free to ride up and over the cams of the centre cam. Refer to Fig. 4. As the

‘holdout’ ring begins to rotate forward, the end of the

‘holdout’ ring slot engages the spider key, refer to

Figs. 5 & 6. On those NoSPIN® units using a

‘holdout’ ring with cams (see Fig. 5), this action sets

SM 1781 4-99 1

Rear Axle - No SPIN® Element

Section 160-0080

SM - 2183

5 4 3 2 1

EXTERNAL SPRING

2 3 4 5

5 3 4 2 1

INTERNAL SPRING

2 4 3 5

1 - Spider & Centre

Cam Assembly

2 - Driven Clutches &

‘Holdout’ Rings

3 - Spring

4 - Spring Retainer

5 - Side Gear

Fig. 2 - Exploded View of Silent Type NoSPIN® Element the cams of the ‘holdout’ ring between the cams of the driven clutch, thus preventing the driven clutch from returning to engagement so long as it rotates faster than the spider and centre cam assembly. On those units using a “holdout” ring with lugs, movement of the ‘holdout’ ring moves the lugs ahead of the slots in the centre cam, which prevents the driven clutch from returning to engagement as long as it rotates faster than the spider and centre cam is being driven. Refer to Figs. 6, 7 & 8.

When the over-running movement ceases and the relative speed of the spider and over-running driven clutch become the same there is a slight reversal of rotation so that the left ‘holdout’ ring rotates back away from the spider key. When this happens, the cams or lugs of the ‘holdout’ ring, whichever type is used, become realigned with the centre cam, permitting the left driven clutch and ‘holdout’ ring to return to full engagement with the spider and centre cam.

Left-Hand Turn

When making a left-hand turn, in a forward direction under power, the left-hand driven clutch, of driven clutch and ‘holdout’ ring (2), remains fully engaged with the spider clutch teeth and the right-hand wheel then turns faster than ring gear speed. The cam action is the same as for right-hand turn except, the cam action is on the opposite side of the NoSPIN® element.

2 SM 1781 4-99

DRIVEN CLUTCH

SPRING

SPRING RETAINER

SIDE GEAR


Section 160-0080

SM - 2184

DRIVEN CLUTCH

SPRING

SPRING RETAINER

SIDE GEAR

SPIDER CLUTCH TEETH

BOTH DRIVEN CLUTCHES

AND SPIDER

TRAVEL AT SAME SPEED SPIDER

Fig. 3 - Straight Forward Driving

DRIVEN CLUTCH

SPRING

SPRING RETAINER

SIDE GEAR

DRIVEN CLUTCH

SPRING

SPRING RETAINER

SIDE GEAR

SM - 2185

DRIVEN CLUTCH

ELEVATED BY CENTRE CAM RAMPS,

FROM SPIDER CLUTCH TEETH AND

TRAVELS AT FASTER SPEED

Fig. 4 - Right-Hand Turn Forward

DRIVEN CLUTCH AND SPIDER

REMAIN LOCKED

SPIDER CLUTCH TEETH

SPIDER

Rough, Uneven or Choppy Road

Conditions

When the machine is travelling at moderate speed over a rough road, it will be found that constant differentiation will be required of the NoSPIN® differential. In other words, the NoSPIN® differential will go through its complete unlocking and locking cycle in rapid succession as required by such road conditions.

Should one driving wheel, however, encounter soft and slippery road conditions, both driving wheels will remain locked and revolve at ring gear speed, thus preventing wheel spin and undue scuffing of the tyre.

SM 1781 4-99 3


Section 160-0080

PROTRUDING TOOTH

OR KEY

GAP

SPIDER AND

CENTRE CAM

ASSEMBLY

SM - 2186

HOLDOUT RING

DRIVEN CLUTCH

Fig. 5 - 'Holdout’ Ring (with cams) Disassembled from Clutch

REMOVAL

WARNINGS



1. Position the vehicle in a level work area, apply the parking brake and switch off the engine. Turn the steering wheel in both directions several times to relieve pressure in the steering system.


3. Remove the differential carrier from the drive axle.

If an axle shaft has failed, be sure all fragments of the shaft are removed to avoid serious damage of the pinion and ring gear, or NoSPIN® element. Refer to

Section 160-0020, DIFFERENTIAL, for removal of differential carrier.

4. Do not remove the ring gear from differential carrier case unless the ring gear or case are to be replaced or it is necessary for separation of the inner and outer flanged case halves.

5. Mark the plain case and flanged case with a centre punch so they can be reassembled in the original position when repairs or inspection is completed.

SM - 2187

KEY

SLOTS

Fig. 6 - Spider and Centre Cam Assembly

4 SM 1781 4-99

SM - 2188


Section 160-0080

SM - 2190

DIFFERENTIAL

PLAIN CASE

NoSPIN ®

ASSEMBLY

A

RETAINING

WASHER

B

WING NUT

RETAINING

BOLT

RETAINING

WASHER

LUGS

Fig. 7 - Driven Clutch and ‘Holdout’ Ring

(not assembled)

LUGS

SM - 2189

Fig. 9 - Retaining NoSPIN® Element

6. A retaining bolt and washers should be used to keep the NoSPIN® assembly intact when removing h from differential case. Refer to Fig. 9. Insert bolt with washer and install other washer and nut or wing nut.

Turn nut or wing nut tight. Note that washers should be small enough to pass through the case ends

(Dim. A), yet large enough to restrain the side gears

(Dim. B.)

7. Remove the NoSPIN® element, from the differential as described in Section 160-0020, DIFFERENTIAL.

DISASSEMBLY

Numbers in parentheses refer to Figs. 1 & 2, unless otherwise stated.

Fig. 8 - Driven Clutch and ‘Holdout’ Ring

(assembled)

WARNING

To prevent personal injury and property damage, be careful when disassembling the

NoSPIN® element, because spring (3) tension can cause parts to fly apart.

1. Release the retaining wing nut, bolt and washer assembly, holding the NoSPIN® assembly firmly to absorb the sudden release of spring (3) pressure.

2. Separate side gears (5), springs (3), spring retainers (4), driven clutches and ‘holdout’ rings (2) and spider and cam assembly (1).

3. Using a suitable pair of snap ring expanders, expand the ‘holdout’ rings slightly and remove from driven clutches (2).

SM 1781 4-99 5


Section 160-0080

INSPECTION


RETAINER BOLT

AND WASHER

SM - 2191

1. Inspect the splines on the side gears (5) and clutches, of the driven clutches and ‘holdout’ rings

(2). Remove any burrs or small chipped edges with an abrasive stone or electric burr grinder. If the spline is broken or twisted, replace the part. Check side gear (5) hubs for fractures.

2. Be sure the ‘holdout’ ring rotates on the clutch with only a little resistance. Check ring for fractures and chipping, or excessive wear of teeth.

3. Check the centre cam for free movement. It must be free to rotate within the limits of the key in the spider. If either the spider or cam is excessively worn or damaged, replace the complete spider and cam assembly (1).

SPRING

SIDE GEAR

SPRING RETAINER

Fig. 10 - Assembly of Spring and Spring Retainer to Side Gear (External Spring)

4. Teeth on the centre cams or driven clutches must not be excessively chipped. A smooth wear pattern up to 50% of the tooth face width is acceptable.

5. Inspect the clutch teeth on the spider. Slight chips can be touched up with an abrasive stone. If excessively chipped or rounded, the part should be replaced.

Note:

Lightly lubricate all parts before assembly.

1. Using the same retaining bolt and washers as used during disassembly, place the ground hub of side gear (5) over the retaining bolt. Refer to Fig. 10.

Note:

If a part is replaced due to the chipped teeth, always replace the mating part as it may have invisible fractures.

6. Check the spring (3) operating height at the applicable load. Replace spring if it does not meet specifications. Refer to following table for spring, load requirements.

2. If the NoSPIN® element uses an external spring

(3), assemble spring retainer (4) over side gear (5) splines, with the side gear flange firmly seated into the cupped section of the spring retainer. If an internal spring (3) is used, assemble spring (3)over side gear (5) inner hub.

3. If an external spring (3) is used, place spring over side gear (5) inner hub against spring retainer (4). If spring (3) is an internal spring, seat spring retainer

(4) on spring. Refer to Fig. 1.

OPERATING HEIGHT mm in.

26.4

1.04

LOAD

N lbf

556 ± 55.6

125 ± 12.5

ASSEMBLY


WARNING

Incorrect assembly of the spring retainer can limit the spring movement and prevent proper

NoSPIN® operation.

4. If removed, install ‘holdout’ rings in driven clutches with cams or lugs facing out.

WARNING


5. Assemble clutch and ‘holdout’ ring assembly (2) over spring (3) or spring retainer (4), whichever applies, with clutch teeth up. Check to see if the spring is functioning freely by compressing the clutch over the side gear (5) splines. Be sure spring is not binding and coils do not overlap and there is good

6 SM 1781 4-99

SM - 2192


Section 160-0080 side gear (5), cup side up. Assemble spring retainer and side gear assembly over spring (3). Install retaining washer and wing nut on retaining bolt and tighten to keep the NoSPIN® assembly intact. If an internal spring (3) is used, position spring over hub of side gear (5) and assemble spring and side gear as an assembly in driven clutch and ‘holdout’ ring (2), and spring retainer (4). Install retaining washer and wing nut on retaining bolt and tighten to keep the

NoSPIN® assembly intact.

INSTALLATION

Fig. 11 - Checking Spring Coils, for Possible Overlap

(External Spring) contact between the end coil and the spring retainer when the clutch and side gear splines are fully engaged. Refer to Fig. 11.

6. Place spider and centre cam assembly (1) on the driven clutch and ‘holdout’ ring assembly (2), carefully mating clutch teeth and spider cams.

Note:

Be sure the gap in the ‘holdout’ ring mates with spider key. Refer to Figs. 5 & 6.

Note:

On some NoSPIN® assemblies it is necessary to mate lugs of ‘holdout’ rings with slots in centre cam.

7. Install remaining driven clutch and ‘holdout’ ring assembly (2) on spider and cam assembly (1), properly mating clutch teeth and spider cams.


(3), position remaining spring (3) over driven clutch and ‘holdout’ ring assembly (2) with larger end of the spring over the clutch. If an internal spring (3) is used, install spring retainer (4) in driven clutch and

‘holdout’ ring assembly (2).


(3), position remaining spring (3) over driven clutch and ‘holdout’ ring assembly (2) with larger end of the spring over the clutch. If an internal spring (3) is used, install spring retainer (4) in driven clutch and

‘holdout’ ring assembly (2).


(3), install remaining spring retainer (4) on remaining

WARNINGS



Note:




1. Install NoSPIN® element in differential carrier, and differential carrier in banjo housing as described in


TESTING NOSPIN® DIFFERENTIAL

OPERATION

WARNING


A simple test for proper operation of a NoSPIN® unit in the differential assembly will help determine if the

NoSPIN® is assembled and installed correctly. This test checks for proper meshing of the NoSPIN® to allow one wheel to rotate while the opposite wheel remains locked to the differential ring gear. It can be

SM 1781 4-99 7


Section 160-0080 easily performed by following the steps illustrated below:

WARNING

To prevent personal injury and property damage, make sure both wheels are off ground. Both wheels are driving wheels even if one is off ground.

1. Raise the axle to be tested so that both tyres are free to rotate. Block up the axle securely.

2. With the aid of an assistant, rotate both wheels forward as far as possible (they should stop after only a 25 - 75 mm (1 - 3 inches) movement). If differential gearing and transmission gearing resistance do not stop wheel rotation after a few inches of movement, insert a suitable soft bar into a driveline universal joint so that it will rest against a chassis rail, etc., to prevent wheel rotation.

3. Hold the left wheel securely in the forward position and rotate the right wheel in the reverse direction, while listening for regular clicking or meshing of the

NoSPIN® unit. The clicking will be very faint - almost inaudible. The left wheel must be held firmly forward against the stop or the right wheel will not disengage freely.

4. Rotate both wheels rearward as far as possible

(they should stop after only a few inches movement).

5. Hold the left wheel firmly against the stop in the rearward position and rotate the light wheel in the forward direction. Listen for the clicking that indicates meshing of the NoSPIN® during wheel rotation. The left wheel must be firmly against the stop or the right wheel will not rotate freely.

6. Repeat Steps 2 thru 5, while holding the right wheel and testing the left wheel for rotation in the forward and reverse directions.

If the NoSPIN® unit is properly assembled and installed in the differential, free rotation of each wheel will produce very faint clicking sounds as the unit meshes. If either wheel does not rotate or cam freely in both directions, check for dragging brake shoes on both service and parking brakes, and for faulty

NoSPIN® assembly and installation.

SPECIAL TOOLS


SERVICE TOOLS, for part numbers of general service tools and adhesives required. These tools are available from your dealer.

DIAGNOSIS CHART

CONDITION REASON

Loss of drive to wheel Both sides gears jammed, preventing differential action

One axle always cammed out and will not drive. The axle splined to the jammed side will always drive

Loud snap and severe Worn clutch teeth jerk under heavy torque loads

Locked NoSPIN® element Loss on differential action or wheel scuffing

Continuous indexing or Unequal radii of tyres or defective clicking sound on NoSPIN® straight forward driving

REMEDY

Remove differential and repair NoSPIN® element

Remove differential and repair NoSPIN® element

Replace worn NoSPIN® components

Disassemble and replace damaged components

Use tyres with same radii or repair

NoSPIN®

* * * *

8 SM 1781 4-99

BRAKE PARTS - Brake Parts - Scraper

Section 165-0031

SM - 2172

1 - Snap Ring

2 - Camshaft

3 - Clevis Pin & Cotter Pin

4 - Nut & Lockwasher

5 - Brake Shoe Assembly

6 - Brake Pin

7 - Lube Fitting

8 - Nut & Lockwasher

9 - Lockwire

10 - Bolt

11 - Roller

12 - Return Spring

13 - Anchor Pin Link

14 - Snap Ring

15 - Brake Drum

16 - Brake Lining

17 - Plug, Screw, Nut &

Lockwasher

Fig. 1 - Exploded View of Brake Assembly

18 - Brake Shoe

19 - Bushing

20 - Anchor Pin

21 - Bolt

22 - Lockwasher

23 - Washer

24 - Bar

25 - Guard



The brakes are air actuated to slow or stop wheel rotation. When the brake treadle in the operator's compartment is depressed air pressure is applied to the brake chamber which forces the slack adjuster to rotate camshaft (2). The camshaft cam then forces brake shoes (5 & 19) outward against brake drum (15) through rollers (11) which are pinned to the brake shoes. The wedging action of the brake shoes, which

SM 1777 3-99 are pinned to the spindle at the opposite ends, against the brake drum slow or stop wheel rotation. The force applied by brake shoes (5 & 19) against brake drum

(15) is directly proportional to the degree to which the brake treadle is depressed. As pressure is relaxed, the brake shoes are returned to their released position by return spring (12). Refer to Section 250-0000, AIR

BRAKING SYSTEM SCHEMATIC, for operation of the air system and Section 165-0060, SLACK ADJUSTER for operation of the slack adjuster.

1

Brake Parts - Brake Parts - Scraper

Section 165-0031


Numbers in parentheses refer to Figure 1.

SM - 2173

WARNINGS

When servicing wheel brake parts do not create dust by grinding or sanding brake linings or by cleaning wheel brake parts with a dry brush or with compressed air. A water dampened cloth should be used. Many wheel brake parts contain asbestos fibres which can become airborne if dust is created during servicing. Breathing dust containing asbestos fibres may cause serious bodily harm.

Use extreme caution to prevent personal injury when removing wheels, The exact procedure must be followed as described in

Section 160-0050, WHEEL, RIM AND TYRE.



2. Place battery master switch in the 'Off' position and block all road wheels, except the one to be raised.

3. Open air tank drain cocks and drain air tanks completely.

4. Back off brake slack adjuster to remove all tension on the brake chamber push rod. Refer to

Section 165-0060, SLACK ADJUSTER.

5. Drain differential and planetary gear lubricant and remove planetary gear assembly from the wheel.


6. Remove wheel and brake drum as described in

Section 160-0050, WHEEL, RIM AND TYRE.

7. Lay wheel down with brake drum (15) up. Using suitable lifting equipment attached to drum (15) remove mounting hardware and lift drum from wheel.

Fig. 2 - Brake Drum Wear Conditions

Note:

After removing the brake drum, visually check the drum and lining for wear conditions shown in

Fig. 2.

8. Remove bolts (21), lockwashers (22), washer (23), bar (24) and guards (25) from spindle.

9. Remove brake return springs (12) from brake shoes

(5 & 18).

10. Remove snap rings (14) and anchor pin link (13).

Pull off brake shoes (5 & 18).

11. Remove brake linings (16) by removing nuts, lockwashers, screws and plugs (17).

12. Crack weld and remove pins (6) and rollers (11) if rollers are worn. Rollers should be replaced in pairs to make sure both shoes will be expanded an equal amount.

13. To remove the slack adjuster, remove snap ring

(1) from camshaft (2). Disconnect slack adjuster from brake chamber by removing cotter pin and clevis pin

(3) from brake chamber clevis. Pull the slack adjuster off the camshaft.

11. Remove camshaft (2) from spindle by pulling the camshaft from the outboard side.

12. To remove pins (20) from spindle, remove lube fittings (7), nuts and lockwashers (8) from pins (20).

Drive pins (20) from spindle with a soft drift.

2

SM 1777 3-99

INSPECTION



Section 165-0031

8. Clean all rust off face of brake shoes and smooth down bolt or rivet holes so lining will fit snugly.

9. When installing linings, always replace all linings on an axle to equalise wear and prevent the brakes from pulling.

WARNING

Do not allow solvents to come in contact with brake shoe linings. If brake shoe linings are soaked with solvents, they must be replaced.

1. Thoroughly clean all parts, except linings, in a suitable solvent. Dry with compressed air or wipe dry with a lint free cloth.

2. Ensure lube passages in pins (20) are open.

3. Check camshafts (2) for flat spots. Flat spots on cams can cause serious pulling, especially in the tractor drive brakes.

4. Check for bent camshafts (2). Bent camshafts will tend to bind in the bushings, push the shoes open at an angle, tending to bend the anchor pins (20) or cause a taper wear pattern of the brake lining.

5. Check camshaft bushings in spindle and anchor pin bushings (19) in brake shoes for excessive wear and replace if worn.

6. Check brake drums for cracks, distortion and scored surfaces. Severely scored brake drums may be salvaged by reboring. The maximum the drums can be rebored is 5 mm (3/16 inch). Drums should be bolted to the hub of wheel when being rebored. With rebored drums, an oversized lining should be used.

When using oversized linings, each shoe must have added to the original thickness ONE HALF the amount removed from the drum.

7. Check brake shoe rollers (11) for binding. If they bind, clean and oil; if they still bind the rollers and pins

(6) should be checked for excessive wear. If necessary, break the weld on pins (6) and replace with new pins and rollers.

ASSEMBLY AND INSTALLATION


Note:




WARNINGS


1. If camshaft bushings in spindle were removed, install new bushings in spindle bore. Refer to


2. Install camshaft (2) in spindle. Install slack adjuster and snap ring (1) on camshaft (2). Connect brake chamber to slack adjuster by replacing clevis pin and cotter pin (3).

3. If pins (20) were removed, install pins in spindle.

Secure pins (20) to spindle with nuts and lockwashers

(8). Install lube fittings (7) in pins, if removed.

4. Install rollers (11) and pins (6) in brake shoes (5 &

18). Re-weld both ends of pin to the shoe to prevent it from working out.

5. Install linings (16) on brake shoes (5 & 18) and secure with screws, lockwashers and nuts (17).

Torque tighten nuts to 20 - 27 Nm (15 - 20 lbf ft).

SM 1777 3-99

3


Section 165-0031

SM - 2174

Fig. 3 - Combination Brake Lining

Install plugs (18) in linings over screw heads, and grind plugs flush with linings.

Note:

Install blue edge linings on leading brake shoe

(5) and yellow edge linings on trailing brake shoe (18), refer to Fig. 3.

6. Install brake shoes (5 & 19). Install anchor pin link

(13) and snap rings (14) on anchor pins (21).

7. Install brake return springs (12) in holes in brake shoes (5 & 19).

8. Using suitable lifting equipment, position brake drum

(16) into wheel assembly and secure using mounting hardware as removed at Removal.

9. Position guards (25) on spindle and secure with bar

(24), washer (23), lockwashers (22) and bolts (21).

Use extreme caution to prevent personal injury when installing wheels, The exact procedure must be followed as described in

Section 160-0050, WHEEL, RIM AND TYRE.

10. Install wheel assembly on vehicle as described in

Section 160-0050, WHEEL, RIM AND TYRE.

BRAKE BALANCING

The brakes should be balanced prior to final reassembly of the relined brake shoes. Brake balancing is checking to see that all brake shoe linings are contacting the drums at the same time and each brake assembly is performing its share of the work.

There are two steps involved in checking the brake balance.

1. Install a low pressure air gauge into the air line leading into each wheel. Depress the treadle valve to allow enough air into the lines to just start a movement of the cams. The difference should be not more than

0.5 lbf/in 2 between wheels. Also there should be not more than a 3 lbf/in 2 difference between axles.

2. The next step is to measure the amount of air necessary to move each brake chamber push rod

25 mm (one inch). The air pressure difference should be the same as in Step 1 , although the pressure necessary to move the push rods will be slightly higher. A large difference in air pressure between the wheels or axles indicates bad springs in the brake chambers or an obstructed air line. Make a thorough inspection of the entire braking system if the brake chambers prove to be satisfactory.

11. Install planetary gear assembly and fill planetary and differential assemblies with lubricant specified in



4

SM 1777 3-99


Section 165-0031

SM - 2171

ADJUSTMENT

Push Rod and Slack Adjuster Angle


Adjustment must be such as to keep brake chamber push rod travel at a minimum while still maintaining the necessary clearance between the brake shoes and brake drum. Also brake chamber push rod (1) and slack adjuster (2) must form an angle of slightly more than 90 ° , with brakes applied. If the angle is less than

90°, depress the locking sleeve (5) and turn adjusting screw (4) and worm gear (3) until brake shoe linings contact brake drum. Back out adjusting screw two flats

(1/3 turn). If the angle is still less than 90°, further adjustment must be made at the brake chamber push rod and clevis. If push rod and clevis need adjustment, release brakes and disconnect brake chamber push rod (1) clevis from slack adjuster. Back off jam nut on push rod and adjust clevis by turning. If adjustment of slack adjuster is also necessary, depress locking sleeve (5) and turn adjusting screw (4) and worm gear

(3) until proper angle is established. After proper angle has been established, make sure locking sleeve returns to the locked position and that the brake shoes are not dragging. Tighten jam nut on push rod against clevis. Connect push rod clevis to slack adjuster.

Apply brake and check angle between push rod and stack adjuster.

1 - Push Rod

2 - Slack Adjuster

3 - Worm Gear

4 - Adjusting Screw

5 - Locking Sleeve

Fig. 4 - Push Rod and Typical Slack Adjuster

Brake Shoe Clearance

To adjust brake shoe clearance, refer to

Section 165-0060, SLACK ADJUSTER.

SERVICE TOOLS



FIG. NO.

1

ITEM NO.

17

ITEM NAME

Nut

Nm

20 - 27

TORQUE lbf ft

15 - 20

* * * *

SM 1777 3-99

5

BRAKE PARTS - Slack Adjuster

Section 165-0060

SM - 2170

1 - Slack Adjuster

2 - Bearing

3 - Cover

4 - Pin

5 - Spring

6 - Lock

7 - Adjusting Shaft

8 - Plug

Fig. 1 - Exploded View of Slack Adjuster



The slack adjuster connects the air brake chamber push rod to the brake assembly camshaft to rotate the cam. The slack adjuster consists of worm (11) and adjusting shaft (7) which engages worm gear (9) that is splined to the brake camshaft. Turning adjusting shaft (7) rotates worm gear (9) and the camshaft. This movement changes the clearance between the brake lining and brake drum.

A locking sleeve (6) and spring (5) is used to lock adjusting shaft (7) in place.

1 - Push Rod

2 - Slack Adjuster

3 - Worm Gear

4 - Adjusting Shaft

5 - Locking Sleeve

ADJUSTMENT

Brake Shoe Clearance


Before brake shoe clearance can be adjusted brake chamber push rod (1) and slack adjuster (2) must

9 - Worm Gear

10 - Rivet

11 - Worm

12 - Plug

SM - 2171

Fig. 2 - Push Rod and Slack Adjuster form an angle of slightly more than 90°, with brakes applied. Make certain the angle is identical on all

SM 1751 3-99

1

Brake Parts - Slack Adjuster

Section 165-0060 wheels to obtain even braking on all wheels. If adjustment is necessary, refer to Section 165-0031,

BRAKE PARTS for adjustment procedure.

To adjust brake shoe clearance, release brakes and depress locking sleeve (5) enough to allow adjusting shaft (4) and worm gear (3) to be turned. Turn the adjusting shaft and worm gear in the direction that causes slack adjuster to turn cam shaft toward brake apply position. Turn until tight, then back off one third of a turn (two flats). If new shoes have been installed, back off one half turn (three flats). Make sure locking sleeve (5), returns to the locked position and that the brake shoes are not dragging.

LUBRICATION

The slack adjuster is permanently lubricated, eliminating the need periodic lubrication.

* * * *

2

SM 1751 3-99

Electrical System - Circuit Diagrams

Section 190-0000

COMPONENT DESIGNATIONS

A4 - Radio/Cassette

A5 - Radio/Cassette Speaker

B7 - Coolant Level Sender

B9 - Air Pressure Sender

B13 - Rotational Speed Sensor

B15 - Air Temp Sender

B19 - Throttle Position Sender

B21 - Trans Oil Temp Sender

B33 - Air Cond Temp Sender

B34 - Barometric Air Press Sender

E3 - Interior Light

E7 - Instrument Panel Lights

E11 - Side Marker Light, L

E12 - Taillight, L

E13 - Side Marker Light, R

E14 - Taillight, R

E15 - High/Low Beam H'lamp, L

E16 - High/Low Beam H'lamp, R

E21 - Rotating Beacon

E23 - Work Light

E26 - High Beam H'lamp, L

E27 - High Beam H'lamp, R

E36 - Cutting Edge Light Switch

K1 - Starter Relay

K4 - Dir Ind Flasher Unit

K5 - Air Cond Clutch

K14 - Start Interlock Relay

K15 - Headlamp Relay

K17 - Reverse Relay

K21 - Trans Shift Clutch

K22 - Lockup Clutch

K23 - Ignition Air Cond

K23 - Ignition Wipers

K23 - Ignition Engine

K34 - Horn Relay

K43 - Radio/Cassette Relay

K44 - Trans Start Relay

K45 - Engine Alarm Relay

K46 - Rear Starter Inhibit

K47 - Intermittent Wipe Relay

K53 - Grid Heater Power Relay

L3 - Reverse Alarm

L4 - Buzzer

L5 - Horn Solenoid

G1 - Generator

G2 - Battery

M1 - Starter Motor

M3 - Cab Vent Blower Motor

M4 - Washer Motor, F

M5 - Wiper Motor, F

M6 - Wiper Motor, B

M7 - Washer Motor, B

M10 - Cab Fan Motor H2 - Warning Light

H5 - Direction Indicator w/l

H6 - Direction Indicator; F, L

H7 - Direction Indicator; B, L

H8 - Direction Indicator; F, R

H9 - Direction Indicator; B, R

H10 - Brake Light, L

H11 - Brake Light, R

H12 - High Beam w/l

H23 - Engine Check w/l

H24 - Engine Stop w/l

H28 - Service Engine w/l

H30 - Water in Fuel w/l

H31 - Wait To Start w/l

N3 - Voltage Convertor 12V

P2 - Tachometer/Hourmeter

P6 - Air Press Gauge

P8 - Trans Temp Gauge

R7 - Cigar Lighter

S1 - Battery Master Switch

S2 - Starter Keyswitch

S3 - Rear Engine Start Switch

S4 - W/L Test Switch

S6 - Trans Oil Press Switch

S8 - Blower Switch

S9 - Washer Switch, F

S10 - Wiper Switch, F

S11 - Rear Wash/Wipe Switch

S13 - Horn Button

S14 - Hazard w/l Switch

S15 - Direction Ind Switch

S16 - Stoplight Switch

S18 - Lights Switch

S19 - Dipswitch

S20 - Headlamp Flash Switch

S27 - Low Air Press w/l Switch

S31 - Park Brake Switch

S34 - Rear Trans Temp Switch

S36 - Trans Filter Press Switch

S40 - Gear Shift Selector

S41 - Auxiliary Lights Switch

S43 - Air Cond Press Switch

S68 - Diagnostic Request Switch

S69 - Accel Idle Validation Switch

S75 - Cutting Edge Light Switch

S85 - Bowl Suspension Switch

S86 - Convertor Press Switch

S87 - Bowl Drop Switch

S94 - Water in Fuel Switch

S95 - Rear Ignition Enable

Switch

X1 - Handlamp Socket

Y30 - Bowl Suspension Solenoid

Y31 - Bowl Drop Solenoid

Y32 - Valve =Detent Solenoid

Wire Colours

B - Black

N - Brown

U - Blue

R - Red

G - Green

L - Light Green

O - Orange

Y - Yellow

P - Purple

W - White

S - Slate

K - Pink

SM 2282 Rev1 04-04

1


Section 190-0000

TERMINAL DESIGNATIONS IN ACCORDANCE WITH DIN 72 552

L - LEFT, R - RIGHT, F - FRONT, B - BACK

DIODE FUSE

CABLES TWISTED

30 TURNS / metre

TRAILER

CONNECTION

INDICATOR LIGHT RESISTOR

SCREENED

CABLES

NOTES:

1. ENGINE MANAGEMENT WIRE NUMBERS ARE IN ( ).

2. SOME ENGINE MANAGEMENT HARNESSES ARE SHEILDED FROM ELECTRO MAGNETIC

INDUCTION WHERE THEY RUN CLOSE TO OTHER VEHICLE SYSTEMS.

3. CABLES R/B (916B), U (417), B (952B) & Y (542) TWISTED 32 TURNS/METRE.

4. CABLES R/B (916B (A)), U (417 (A)), B (952B (A)) & Y (542 (A)) TWISTED 32 TURNS/METRE.

CALIBRATION PLUGS FOR FRONT AND REAR TRANSMISSIONS

2

SM 2282 04-04


Section 190-0000

FUSES

Location

Main

Control

Box

Radio Harness

Front Frame

Fuse Box

Rr Frame Fuse Box

Fuse No.

Circuit

38

39

43

44

45

46

47

48

49

50

51

55

56

57

58

59

20

21

22

23

24

25

16

17

18

19

12

13

14

15

8

9

6

7

10

11

3

4

1

2

5

26

27

28

29

30

31

32

33

34

35

36

Ignition Sensed Relay Wipers

Keyswitch

Spare

Rear Wash/Wipe

Horn, Front Wash/Wipe

Spare

Lights Switch

Main Beam

Wiper Park Front and Rear

Hazards

Rear Starter Solenoid

Reverse System, Cutting Edge Light

Brake Lights

Interior Light, Handlamp, Cigar Lighter

Direction Indicators/Rocker Switch Lights

Alarm Engines/Transmissions

Warning Lights

Bowl Drop

Gauges/Ignition Sensed Relay Coils

Spare

Front Starter Solenoid

Washers, Front

Washers, Rear

Horn

Ignition Sensed Relay Contacts (Air Cond, TVP, Opt.)

Air Conditioning System

Transmission Ignition Supply

Ignition Auxilary Supply Option

Work Lights

Rotating Beacon

Cab Fan

Spare

Bowl Suspension

Alternator Drive Signal

Spare

Spare

Radio/Cassette Supply (Glass Fuse)

Radio/Cassette Supply (Glass Fuse)

Front ECM Battery Supply





Front ECM Ignition Supply

Transmission Start Relay

Transmission TVP Battery Supply

Transmission TVP Battery Supply

Rear Engine Battery Supply





Current Rating

7A

1A

10A

10A

7.5A

7.5A

7.5A

5A

15A

15A

15A

10A

10A

7.5A

7.5A

7.5A

-

3A

3A

3A

3A

30A

7.5A

5A

5A

5A

3A

3A

3A

3A

30A

15A

-

10A

10A

-

10A

10A

7.5A

7.5A

3A

15A

15A

10A

15A

5A

3A

-

3A

3A

-

-

SM 2282 Rev1 04-04

3


Section 190-0000

FUSES

Location

Rr Frame Fuse Box

L.H rail Power Box

Front Engine Bay

Rear Engine Bay

Fuse No.

Circuit

60 Rear Engine Ignition Supply

61

62

63

Vehicle System supply

Alternator Charge System Supply

Front Grid Heater Supply

64 Rear Grid Heater Supply

Current Rating

5A

100A

100A

125A

125A

4

SM 2282 04-04


Section 190-0000

SM 2282 Rev1 04-04

5


Section 190-0000

6

SM 2282 04-04


Section 190-0000

SM 2282 Rev1 04-04

7


Section 190-0000

8

SM 2282 04-04


Section 190-0000

SM 2282 Rev1 04-04

9


Section 190-0000

10

SM 2282 04-04


Section 190-0000

SM 2282 Rev1 04-04

11


Section 190-0000

12

SM 2282 04-04


Section 190-0000

SM 2282 Rev1 04-04

13


Section 190-0000

14

SM 2282 04-04


Section 190-0000

SM 2282 Rev1 04-04

15


Section 190-0000

16

SM 2282 04-04


Section 190-0000

SM 2282 Rev1 04-04

17


Section 190-0000

18

SM 2282 04-04


Section 190-0000

SM 2282 Rev1 04-04

* * * *

19

ELECTRICAL SYSTEM - Switches and Sensors

Section 190-0270

SM - 3175

10

COOLANT

SENDER

9

LOW AIR PRESS SW.

TRANS PARK BRAKE

PRESS SW.

11

12

13

PRESS.SW.

RADIATOR

2

LOW

PRESS

SW.

1

ENGINE

TRANS

PRESS SW.

8

STOP LIGHT

PRESS SW.

3

4

TREADLE VALVE

5

START SOLENOID GRID HEATER

POWER RELAY

6

7

TRANS

TEMP SW.

TRANS

14

PRESS

SENDER

SW.

PRESS PROTECTION VALVE

1 - Front Brake Low Air Pressure Sw

2 - Rear Brake Low Air Pressure Sw

3 - Front Brake Stop Light Pressure Sw

4 - Rear Brake Stop Light Pressure Sw

5 - Starter Solenoid

6 - Grid Heater Relay

7 - Transmission Oil Temperature Sender

8 - Transmission Oil Pressure Switch

9 - Engine Coolant Level Sender

10 - Parking Brake Low Air Pressure Sw

11 - Trans. Parking Brake Pressure Sw

12 - Air Cleaner Restriction Indicator

13 - Convertor Drive Pressure Switch

14 - Air Pressure Sender

Fig. 1 - Layout View of Switches and Sensors - Tractor

DESCRIPTION

Numbers in parentheses refer to Fig. 1 & 2, unless otherwise specified.

This section describes the location and function of various switches and sensors fitted to the vehicle to monitor all major components and systems. Gauges and warning lights located in the dash panel, relay this information to the operator.

Note:

Always make sure all gauges, warning lights and controls are working properly before operating the vehicle.

Engine

The Quantum Electronic fuel system monitors the engines at all times and sends a signal to the engine check lights (5 & 19, Fig. 3) and engine stop lights

(6 & 20, Fig. 3) on the dash panel to alert the operator of a fault in the engine circuit. An audible alarm also sounds when the engine stop lights illuminate. Refer to

Section 110-0030, ENGINE AND MOUNTING.

Starter Solenoid (5) -

The starter solenoid powers up the starter motor when the key switch is turned.

Grid Heaters Relay (6) -

The relay powers up the grid heaters in both the Tractor and Scraper engine units.

SM 2286 04-04

1

Electrical System - Switches and Sensors

Section 190-0270

12

9

COOLANT

SENDER

SM - 3174

ENGINE

TRANS

TRANS.

PRESS.

SWT.

8

7

TRANS. TEMP.

SWITCH/SENDER

RADIATOR

7 - Transmission Oil Temperature Sender/Switch

8 - Transmission Oil Pressure Switch

9 - Engine Coolant Level Sender

12 - Air Cleaner Restriction Indicator

Fig. 2 - Layout View of Switches and Sensors - Scraper

Engine Coolant Level Senders (9) -

Located in the radiator top tank, the sender sends a signal to engine stop light (6 or 20, Fig. 3) indicating that the engine coolant level is low.

(9, Fig. 3) to indicate when the transmission is in torque converter drive.

Transmission Oil Pressure Switch (8) -

Located in a tee at the front of the transmission, sends a signal to illuminate transmission oil pressure warning light (8 &

18, Fig. 3) to indicate when the transmission oil pressure is low.

Tachometer/Hourmeter (1, Fig. 3) -

Driven from the alternator, the tachometer indicates the number of engine crankshaft revolutions per minute (rev/min).

Never accelerate the engine to speeds indicated by the red zone on the dial face. A digital hourmeter is incorporated in the tachometer to record total hours of engine operation.

Transmission Oil Temperature Sender (7, Fig. 1) &

Transmission Oil Temperature Sender/Switch

(7, Fig. 2) -

The temperature switch (only on scraper) sends a signal to illuminate transmission oil temperature warning light (17, Fig. 3) when the scraper transmission oil temperature rises above the safe operating temperature.

Transmission

The FUNK DF 158 transmission management system monitors the transmissions at all times and sends a signal to the display unit on the dash panel to alert the operator of a fault in the transmission circuit.

Converter Drive Pressure Switch (13) -

Located on the top rear of the transmission, sends a signal to illuminate transmission converter indicator light

The temperature senders sends a signal to the

Transmission Oil Temperature Gauge (2 & 4, Fig. 2) to indicate converter-out oil temperature. The gauge should read in the green zone during normal operation.

Watch for wide deviations from normal readings on the

2

SM 2286 04-04


Section 190-0270

SM - 3173

24 23

1

5

10

15

RPM x100

20

25

0 30

25

2

120

140

50

TRANS

OIL

150

TEMP

5 7 9

26

27

28

31

4

29

30

120

140

50

TRANS

OIL

150

TEMP

STOP

11

12

AIR

SERVICE

PRESS

13

14

15 17 19

STOP

21 22

6 8 10

3

16 18 20

1 - Tachometer/Hourmeter

2 - Transmission Oil Temperature

Gauge (Tractor)

3 - Air Pressure Gauge


Gauge (Scraper)

5 - Engine Check W/L (Tractor)

6 - Engine Stop W/L (Tractor)

7 - Engine Service Ind/L

8 - Transmission Oil Pressure W/L

(Tractor)

9 - Converter Ind/L

10 - Transmission Oil Filter Restriction

W/L (Tractor)

11 - Headlight Main Beam Ind/L

12 - Alternator Charging W/L

13 - Bowl Suspension Ind/L

14 - Direction Indicators Ind/L

15 - Low Air Pressure W/L

16 - Transmission Oil Filter Restriction

W/L (Scraper)


W/L (Scraper)

18 - Transmission Oil Pressure W/L

(Scraper)

19 - Engine Check W/L (Scraper)

20 - Engine Stop W/L (Scraper)

21 - Engine Diagnostic Switch (Scraper)

22 - Engine Diagnostic Request Switch (Scraper)

23 - Engine Diagnostic Request Switch (Tractor)

24 - Engine Diagnostic Switch (Tractor)

25 - Wait to start light (Tractor)

26 - Maintenance light (Tractor)

27 - Water in fuel warning light (Tractor)

28 - Water in fuel warning light (Scraper)

29 - Maintenance light (Scraper)

30 - Wait to Start Light (Scraper)

31 - Gear / Diagnostic Display unit

Fig. 3 - Layout View of Instruments and Indicator/Warning Lights transmission oil temperature gauge during machine operation. If the gauge shows oil temperature consistently rising above the green zone under normal operating conditions; check for external causes. If none are evident shift to Neutral 'N' and operate the engine at 1 200 - 1 500 rev/min. If the transmission oil temperature does not decrease into the green zone within 2 or 3 minutes, the cause of the overheating should be corrected before the machine is operated further.

Watch the gauge when operating on upgrades, also. If the oil temperature goes into the yellow zone, select the range which will limit upshifts to the highest range in which the transmission will operate closest to the normal temperature range (green zone). If upshifting must be consistently limited to ranges lower than normal for the loads and the grades encountered to prevent overheating the transmission oil, the causes should be determined and corrected.

Transmission Oil Filter Pressure Switches -

Located in the transmission oil filter head. Sends a signal to transmission oil filter restriction indicator light (10 or 16,

Fig. 3) to indicate that the filter is restricted and that the element requires to be changed.

Braking System

Transmission Parking Brake Pressure Switch (11) -

The pressure switch is located in a tee from the parking/emergency brake control valve. The pressure switch sends a signal to transmission indicating that the parking brake is applied.

Stop Light Pressure Switches (3 & 4) -

There are two normally open (NO) pressure switches, one for the front brake circuit and one for the rear brake circuit. These are connected in parallel and are located in the treadle valve. As brake apply pressure increases to 0.28 bar (4 lbf/in 2 ) and above, the circuit closes and sends a signal to illuminate the brake lights at the rear of the vehicle.

As pressure drops below 0.28 bar

(4 lbf/in

2

) the circuit opens and the brake lights go out.

Air Pressure Sender (14) -

Located in a tee in port '23' of the pressure protection valve, the air pressure sender sends a signal indicating air reservoir pressure on air pressure gauge (3, Fig. 3).

SM 2286 04-04

3


Section 190-0270

Switch (2) - Rear service circuit air pressure falls below

4.1 bar (60 lbf/in²).

Air Pressure Gauge (3, Fig. 3) -

Indicates air reservoir pressure. During normal operation, the needle in this gauge should be showing in or approaching the centre of the green zone. Do not operate the vehicle if the needle remains in the red zone.

If the warning light illuminates, stop the machine, apply the parking brake and investigate the cause.

WARNING

Never release the parking brake or move the vehicle until the needle is at least approaching the centre of the green zone.

Air Cleaner

Air Cleaner Restriction Gauge (14) -

Mounted externally on the air cleaner pipes, the restriction gauge indicates the degree of air cleaner element restriction as the red band rises in the gauge window.

The filter elements should be replaced if the red band locks in place when the engine is shut down. Reset the gauge by pressing the button on the gauge with the engine running.

Low Air Pressure Switch (1, 2 & 10) -

There are 3 normally open (NO) pressure switches located in air system. One located in port '4' of the manifold plate and two in the treadle valve. The switches send a signal to illuminate low brake air pressure warning light

(15, Fig. 3) if there is a loss of air pressure in the following circuits:

Switch (10) - Park/emergency brake circuit air pressure falls below 5.5 bar (80 lbf/in²).

Switch (1) - Front service circuit air pressure falls below 4.1 bar (60 lbf/in²).

* * * *

4

SM 2286 04-04

1

FUEL SYSTEM - Fuel Tanks, Lines and Mounting

Section 200-0040

SM - 3159

3

8

10

20

2

4

5

6

7

12

14

21

22

23

15

16

17

9

18

19

13

11

1 - Fuel Tank

2 - Filler Cap

3 - Bolt

4 - Filter - Wool

5 - Cover Plate

6 - Nut

7 - Gasket

8 - Latch Assembly

9 - Drain Plug

10 - Key

11 - Locknut

12 - Fuel Strainer

13 - Lockwasher

14 - Bolt

15 - Washer

16 - Lockwasher

17 - Locknut

18 - Bolt

19 - Washer

20 - Padlock

21 - Washer (Hardened)

22 - Lockwasher

23 - Bolt

Fig. 1 - Fuel Tank and Mounting - Tractor

DESCRIPTION

Numbers in parentheses refer to Fig. 1 & 2, unless otherwise stated.

Note:


SYSTEM for fuel tank capacity and fuel specifications.

The tractor fuel tank is mounted on the chassis at the front of the cab assembly. The scraper fuel tank is mounted on the scraper chassis at the rear of the bowl assembly. Both fuel tanks are secured with bolts

(14 & 18), washers (15 & 19), lockwashers (13 & 16) and locknuts (11 & 17).

Both fuel tanks have an integral fuel strainer (12) which helps prevent foreign particles from entering the fuel tank during filling.

SM 1886 Rev1 03-04

OPERATION


Fuel is drawn from fuel tank through fuel line (4 & 21), inline filters and fuel filters (35 & 36) by fuel pump.

Leaving fuel pump under pressure, the fuel flows to the fuel injectors in the cylinder head through passages integral with the cylinder head. Surplus fuel exits from the cylinder head, just above the fuel inlet, and returns

1

Fuel System - Fuel Tanks, Lines and Mounting

Section 200-0040

5

7

12

21

20

2

8

SM - 2218

1

18

19

13

11

14

15

16

17

9

1 - Fuel Tank

2 - Filler Cap

5 - Cover Plate

7 - Gasket

8 - Latch Assembly

9 - Drain Plug

11 - Locknut

12 - Fuel Strainer

13 - Lockwasher

14 - Bolt

15 - Washer

16 - Lockwasher

Fig. 2 - Fuel Tank and Mounting - Scraper

17 - Locknut

18 - Bolt

19 - Washer

20 - Padlock

21 - Key to fuel tank through fuel line (5 & 30).

A fuel tank breather/filter assembly (4, Fig. 1) is incorporated into the fuel filler cap (2, Fig. 1), allowing fuel tank (1, Fig. 1) to vent to atmosphere, preventing pressure from building up within fuel tank (1, Fig.1) assembly.

REMOVAL


WARNING



2. Block all road wheels and place the battery master

2

SM 1886 Rev1 03-04

1 - Elbow - 90°

2 - Connector

3 - Clamp

4 - Fuel Line

5 - Fuel Line

6 - Drain Cock

7 - Nipple

8 - Bushing - reducer

9 - Elbow - 90°

10 - Bracket

11 - Bolt

12 - Lockwasher

13 - Clamp

14 - Bushing - Split

15 - Nut

16 - Bolt

17 - Bushing - reducer

ENGINE

LHS

3


Section 200-0040

SM - 3160

11

12

10

2

3

1

FILTER AND

FILTER LINES

S.W.E.

3

13,14,15,16

5

4

4

3

IN-LINE FILTER

SWE

3

6

3

2

17

7

8

9

FUEL TANK

Fig. 3 - Fuel Lines - Tractor

SM - 3161

18 - Elbow

19 - Connector

20 - Clamp

21 - Fuel Line

22 - Bushing

23 - Drain Cock

24 - Nipple

25 - Bushing reducer

26 - Clamp

27 - Bushing - split

28 - Nut

29 - Bolt

30 - Fuel Line

31 - Bolt

32 - Lockwasher

33 - Bracket

20

FILTER AND

FILTER LINES

S.W.E.

20

33

31

32

21

20

19

18

20

19

22

23

24

25

FUEL TANK

30

20

IN-LINE

FILTER

S.W.E.

20

26,27,28,29 switch in the 'Off' position.

3. Remove padlock (20) and remove filler cap (2) assembly from fuel tank (1).

4. Remove fuel strainer (12) from fuel tank (1) and clean with clean diesel fuel.

Fig. 4 - Fuel Lines - Scraper

6. Identify and tag fuel lines (4, 5, 21 & 30, Figs. 3 & 4) and, with a suitable container available to catch leakage, disconnect fuel lines (4, 5, 21 & 30, Figs. 3 &

4). Cap open line ends, connectors (2 &19 Figs. 3 & 4) and elbows (1 & 18, Figs. 3 & 4) to prevent entry of dirt.

5. With a suitable container in position, remove drain plug (9) from the underside of fuel tank (1) and drain fuel from fuel tank (1). Reinstall drain plug (9) and tighten securely when fuel tank (1) is completely drained.

7. Remove locknuts (11 & 17), bolts (14 & 18), lockwashers (13 & 16) and washers (15 & 19) securing fuel tank (1) assembly to the frame. Using a suitable lifting device, remove fuel tank (1) assembly from the vehicle.

SM 1886 Rev1 03-04

3


Section 200-0040

INSTALLATION


General

Refill fuel tank (1) at the end of each day's operation to prevent condensation from contaminating the fuel.

Ensure vent hole in filler cap (2) is clear to prevent a vacuum from building up in fuel tank (1).

WARNING


When filling fuel tank (1), check that there is no buildup of dirt and sludge at fuel strainer (12) and filler cap (2).

Remove and clean fuel strainer (12) and filler cap (2) as required.

1. Using suitable lifting equipment, position fuel tank

(1) assembly on the frame.

2. Secure the fuel tank (1) assembly to the frame with bolts (14 & 18), washers (15 & 19), lockwashers

(13 & 16) and locknuts (11 & 17), as shown.

Every 10 Hours/Daily

Make a visual check for fuel leaks at all fuel lines and connections. Make sure that fuel lines (4, 9, 18 & 25,

Figs. 3 & 4) are not resting on or touching rotating components, heated surfaces including exhaust manifolds, or sharp edges. If fittings have loosened or cracked, or if lines have ruptured or worn through, take corrective action immediately.

3. Remove blanking caps and secure fuel lines

(4, 5, 21 & 30 Figs. 3 & 4) to connectors (2, 19 Figs. 3

& 4) and elbows (1 & 18 Figs. 3 & 4), as identified at removal.

4. Install fuel strainer (12) in fuel tank (1).

Every 500 Hours

Remove drain plug (9) from the underside of fuel tank

(1) and drain off any water or sediment which has gathered. Check condition of filler cap (2) and clean fuel strainer (12) and filler cap (2) with clean fuel.

Check the condition of all fuel lines and replace if required.

5. Fill fuel tank (1) assembly with clean diesel fuel specified in Section 300-0020, LUBRICATION

SYSTEM.

6. Install filler cap (2) assembly on fuel tank filler neck.

Tighten filler cap (2) securely and secure in place with padlock (20).

7. Place the battery master switch in the 'On' position, start the engine and run for a few minutes to ensure fuel is being supplied to the engine. Check for leaks at fuel lines (4, 5, 21 & 30, Fig. 3 & 4) and tighten if required.


Diesel Fuel Oil

The sulphur content of diesel fuel oil should be as low as possible to avoid premature wear of piston rings and line, excessive deposit formation, and minimise sulphur dioxide exhausted into the atmosphere.

Limited amounts can be tolerated, but the amount of sulphur in the fuel and engine operating conditions can influence corrosion and deposit formation tendencies.

The use of diesel fuel oil with a MAXIMUM sulphur content of 0.5% is recommended for use. Refer to


MAINTENANCE


WARNING

To prevent personal injury and property damage, be sure wheel blocks and blocking materials are properly secured and of adequate capacity to do the job safely.

SERVICE TOOLS



* * * *

4

SM 1886 Rev1 03-04

FUEL SYSTEM - Electronic Foot Pedal

Section 200-0051

SM - 2099

FRONT ENGINE

REAR ENGINE

1

28

25

27

26

22

21

15

24

23

20

19

14

13 12

11

16

8

9

10

7

6

5

17

18

3

4

31

32

33

34

29,30

2

27

ENGINE

1 - Pedal Assembly

2 - Harness

3 - Bushing

4 - Pin

5 - Snap Ring

6 - Bushing

7 - Spring

8 - Bolt

9 - Lockwasher

10 - Linking Bar

11 - Plate

12 - Pin

13 - Snap Ring

14 - Roller

15 - Lever

16 - Bushing

17 - Bolt

18 - Lockwasher

19 - Bushing

20 - Shaft

21 - Thrust Washer

22 - Spring

23 - Bearing

24 - Pin

25 - Thrust Washer

26 - Cover

Fig. 1 - Electronic Foot Pedal Assemblies

27 - Potentiometer

28 - Screw

29 - Screw

30 - Clamp

31 - Bolt

32 - Nut

33 - Lockwasher

34 - Spacer

DESCRIPTION


There are two electronic foot pedals mounted on the cab floor. The electronic foot pedals provide an electrical signal to the engine's fuel control system in proportion to the degree of pedal actuation. The right hand pedal operates the tractor engine and the left hand pedal operates the scraper engine. The right hand (tractor) accelerator pedal can be operated individually when only the tractor engine is running, however, when both engines are running, it is recommended that both pedals are depressed at the same time to provide equal power to both engines.

This action is obtained by depressing the left hand accelerator pedal which, by means of linking bar (10), also depresses the right hand pedal.

Note:

The electronic controlled engine will override the electronic foot pedal position until the engine is warmed up to the correct operating temperature. The engine MUST be started with the foot 'OFF' the electronic foot pedal.

SM 1719 2-99

1

Fuel System - Electronic Foot Pedal

Section 200-0051

REMOVAL


WARNING

To prevent personal injury and property damage, be sure wheel blocks are properly secured and of adequate capacity to do the job safely.



3. Disconnect electrical harnesses (2) from the mating engine harnesses.

4. Move cab floor mat back and clear from pedal assemblies (1) and mounting plates.

5. Remove mounting bolts (17) and lockwashers (18) securing pedal assemblies (1) to cab floor plate.

Remove pedal assemblies (1).

INSTALLATION


Note:



1. Position pedal assemblies (1) on cab floor and secure with mounting bolts (17) and lockwashers (18) removed during removal.

2. Connect electrical harnesses (2) to the mating engine harnesses.

3. Position floor mat on cab floor and ensure that pedal assemblies (1) are free to operate.

4. Switch the battery master switch to the 'On' position and start the engine. Ensure that pedal assemblies (1) operate correctly.

Note:

The engine MUST be started with the foot

'OFF' pedal assemblies (1).

5. Remove wheel blocks.

MAINTENANCE

Limited repair of the electronic foot pedal assembly is by replacement of parts only. Refer to vehicle Parts

Book for part numbers of overhaul kits.

* * * *

2

SM 1719 2-99

20

10

11

12

15

14

13

4

3

COOLING SYSTEM - Radiator and Mounting

Section 210-0040

SM - 3154

19

6

18

17

16

7

2

1

22

23

24

25

21

5

27

26

8

9

4

1 - Fan Guard

2 - Drain Plug

3 - Bolt

4 - Washer

5 - Plate

6 - Gasket

7 - Clip

8 - Bolt

9 - Lockwasher

10 - Bracket

11 - Bolt

12 - Lockwasher

13 - Stop-door

14 - Washer

15 - Washer

16 - Tubing

17 - Fill Neck Assembly

18 - Cap

19 - Bolt

20 - Radiator Shroud

21 - Pad

22 - Stud

23 - Spring

24 - Washer

25 - Nut

26 - Bolt

27 - Washer

28 - Radiator Assembly

Fig. 1 - Exploded View of Radiator and Mounting -Tractor

REMOVAL


WARNING

Do not remove radiator filler cap or drain the coolant until the engine has cooled to below

50° C (120° F). When removing filler cap, always release pressure from the system by depressing the pressure relief button on the filler cap. Remove filler cap slowly, as the sudden release of pressure from a heated cooling system can result in a loss of coolant and possible personal injury.


1. Position the vehicle in a level work area, apply the parking brake and switch off the engine. Operate steering right and left several times to relieve pressure in the steering system.


3. Remove mounting hardware securing hood assembly to the machine and, using suitable lifting equipment, remove hood assembly. Refer to


4. Depress pressure relief button on filler cap (18) and remove the filler cap (18) from filler neck (17).

5. With a suitable container in position, remove drain plug (2) at the bottom of radiator assembly (28) and drain the cooling system. Reinstall drain plug (2) and tighten securely when coolant is completely drained.

SM 2276 03-04

1

Cooling System - Radiator and Mounting

Section 210-0040

5

3

5

1

9

8

TO ENGINE

12

5

16

17

19

20

TO ENGINE

14

10

18

TO ENGINE

5

6

7

15

5

3

5

14

SM - 3153

11

5

13

5

TO TRANS OIL

COOLER

2

5

TO TRANS OIL

COOLER

4

5

1 - Tube Assembly

2 - Tube Assembly

3 - Silicon Hose

4 - Silicon Hose

5 - Clamp

6 - Reducer Hose

7 - Clamp

8 - Adaptor

9 - Deaeration Line

10 - Adaptor

11 - Tube Assembly

12 - Reducer Hose

13 - Silicon Hose

14 - Clamp

Fig. 2 - Radiator Piping

15 - Hose Assembly

16 - Adaptor

17 - Elbow

18 - Adaptor

19 - Coupling

20 - Coupling

6. Remove bolts (3) and washers (4) securing fan guard

(1) to radiator shroud (20). Remove fan guard (1) from the machine.

7. Slacken clamps (5, Fig. 2) and slide silicon hose

(3, Fig. 2) away from the radiator top tank connection.

Cap open ends to prevent entry of dirt.

10. Ensure all coolant lines have been disconnected from radiator assembly (28).

11. Remove bolts (11), lockwashers (12), washers (15) and bracket (10) from radiator assembly (28).

8. Disconnect deaeration line (9, Fig. 2) from adaptor

(8, Fig. 2) in radiator top tank and cap open ends to prevent entry of dirt.

9. Slacken clamps (5, Fig. 2) and slide silicon hose

(4, Fig. 2) away from the radiator bottom tank connection. Cap open ends to prevent entry of dirt.

12. Attach suitable lifting equipment to radiator assembly (28) and remove nuts (25), washers (24), springs (23) securing radiator assembly (1) to the machine. Remove radiator assembly (1), studs (22) and pads (21) from the machine.

Note:

The thin fins and tubes of the radiator core are easily damaged, therefore, handle radiator assembly

(28) with care.

2

SM 2276 03-04


Section 210-0040

SM - 3155

5

3

6

1

7

6

2

7

11,12

4

8,9,10

11,12

1 - Top Tank

2 - Bottom Tank

3 - Side Column - LH

4 - Side Column - RH

5 - Core Assembly

6 - Gasket

7 - Nut

8 - Stud

9 - Damper

Fig. 3 - Component Parts of Radiator Assembly

10 - Nut

11 - Bolt

12 - Lockwasher

DISASSEMBLY


Note:

Position radiator assembly on wooden blocks with radiator shroud (20, Fig. 1) up to protect radiator core during 'Disassembly'.

1. Remove bolts (8, Fig. 1), lockwashers (9, Fig. 1) and washers (4, Fig. 1) securing radiator shroud

(20, Fig. 1) to radiator assembly (28, Fig. 1). Remove radiator shroud from radiator assembly.

2. Remove mounting hardware, clip (7, Fig. 1) and overflow tube (16, Fig. 1) from filler neck (17, Fig. 1) on radiator top tank (1).

3. Remove bolts (11), Lockwashers (12) and nuts (7) securing side columns (3 & 4) to top tank (1) and bottom tank (2). Remove side columns (3 & 4).

4. Remove nuts (7), washers (12) and bolts (11) securing top tank (1) to core assembly (5).

5. Remove top tank (1) from core assembly (5) and discard gasket (6).

6. Remove bolts (19, Fig. 1) securing filler neck

(17, Fig. 1) to radiator top tank (1). Remove filler neck

(17, Fig. 1) and discard gasket (6, Fig. 1).

7. Remove nuts (7), washers (12) and bolts (11) securing bottom tank (2) to core assembly (5).

8. Remove bottom tank (2) from core assembly (5).

Discard gasket (6).

9. If required, remove drain plug (2, Fig. 1) and studs

(22, Fig. 1) from bottom tank (2).

SM 2276 03-04

3


Section 210-0040

INSPECTION


lockwashers (9, Fig. 1) and washers (4, Fig. 1).

1. Steam clean all parts thoroughly.

INSTALLATION


2. Examine core assembly (5) carefully for possible damage. Repair any damage discovered, if equipped to do so, or have repairs made at a reputable radiator repair shop.

Note:



TORQUE.

3. Clean top tank (1) and bottom tank (2) of all traces of corrosion, scale and old gasket material.

ASSEMBLY



Note:


TORQUE.

1. Using suitable lifting equipment, position radiator assembly (28) on mounting brackets with pads (21).

Install a spring (23), washer (24) and nut (25) to each mounting stud (22). Preload spring by tightening nut until spring is compressed to a length of 42.9 mm (1.69

inch). Refer to Fig. 4, Dimension 'A'.

Note:

Use a gasket sealer such as Permatex No. 2, or equivalent, during assembly to ensure leakproof joints.

Note:

The thin fins and tubes of the radiator core are easily damaged, therefore, handle radiator assembly

(1) with care.

1. If removed, install drain plug (2, Fig. 1) and studs

(22, Fig. 1) in bottom tank (2).

2. Remove blanking cap from deaeration line (9, Fig.2) and tighten securely to adaptor (8, Fig. 2).

2. Install new gasket (6, Fig. 1), coated with sealer, and filler neck (17, Fig. 1) on top tank (1). Secure filler neck to top tank with bolts (19, Fig. 1).

3. Remove blanking cap and slide silicon hose

(3, Fig. 2) over radiator top tank connection and secure with clamp (5, Fig. 2).

3. Install new gasket (6), coated with sealer, to top tank

(1). Position side columns (3 & 4) to core assembly (5) and attach top tank (1) to core assembly (5) and side columns (3 & 4) with bolts (11), washers (12) and nuts

(7).

4. Remove blanking cap and slide silicon hose

SM - 2207

5. Install new gasket (6), coated with sealer, to bottom tank (2). Position side columns (3 & 4) to core assembly (5) and attach bottom tank (2) to core assembly (5) and side columns (3 & 4) with bolts

(11), washers (12) and nuts (7).

Note:

Tighten top tank (1) and bottom tank (2) to core assembly (5) from the centre out to ensure an evenly spread load.

6. Install overflow tube (16, Fig. 1) to filler neck (17,

Fig. 1) on radiator top tank (1). Secure tube with clips

(7, Fig. 1) and mounting hardware as removed at

Disassembly.

7. Install radiator shroud (20, Fig. 1) to radiator assembly (1, Fig. 1) and secure with bolts (8, Fig. 1),

4

BOTTOM

TANK

PAD

FRAME RAIL

(OR MOUNTING

PLATE)

SPRING

WASHER

ELASTIC

STOP NUT

STUD

A

SPRING COMPRESSED

HEIGHT FOR PROPER PRELOAD

Fig. 4 - Pad and Stud Type Mount

SM 2276 03-04

(3, Fig. 2) over radiator bottom tank connection and secure with clamp (5, Fig. 2).


Section 210-0040 equivalent. This material is a free-flowing powder, inhibited to prevent attack on the cooling system materials.

5. Install fan guard (1) to radiator shroud (20) and secure with bolts (3), washers (4).

6. Using a suitable lifting device, install hood assembly and radiator guard on the machine and secure with mounting hardware, as removed at 'Removal'. Refer to


WARNING

Take care to avoid contact of skin or eyes with the solvent. If contact is made it should be washed off immediately with clean water and medical advice should be taken.

7. Connect all electrical connections to lights in radiator guard assembly.

Note:

Do not secure hood assembly on the vehicle until vehicle has been started and checked for leaks.

Refer to 'Initial Fill and Start-up'.

For general cleaning use it is recommended to use a concentration of 50 - 100 kg/m³ of water at a temperature of up to 60° C. Rapid circulation or agitation with compressed air will reduce the time for cleaning.

Initial Fill and Start-up


Note:

If scale deposits within the radiator are exceptionally heavy, concentrations up to 200 kg/m³ may be used.

1. Refer to Engine 'Operation and Maintenance

Manual' for correct selection of heavy duty coolant.

The most convenient method of use is to prepare a concentrated solution by mixing the powder in hot water in a tank and then adding the concentrated solution to water contained in the radiator.

2. Ensure drain plug (2) is tightened securely and fill the cooling system through filler neck (17). Fill with coolant until coolant reaches the bottom of filler neck

(17) and holds at that level.

Note:

The solvent must always be added carefully to water, not water to solvent.

3. Check all line connections for leaks prior to starting the vehicle. Tighten as required.

External Cleaning

Note:

If a build up of dirt is apparent during routine inspection, the following cleaning procedure should be adopted.

4. Place the battery master switch 'On', start the engine and check for leaks. Tighten lines and fittings and top up coolant level as required. Fit filler cap (18).

1. Direct a steam jet at 100 - 300 kN/m², or compressed air at 500 - 700 kN/m² on to the faces of the radiator core.

5. Using suitable lifting equipment, position hood assembly on the vehicle and secure with mounting hardware, as removed at 'Removal'. Refer to


2. Liberally brush a liquid detergent on to those surfaces which were not satisfactorily cleaned at step 1. Leave to soak for at least 1 hour.

6. Remove all wheel blocks.

3. Apply a high pressure steam jet at 100 - 300 kN/m² on to the treated surfaces, forcing the fouling material out from the radiator core.

MAINTENANCE

Refer to Section 210-0000, COOLING SYSTEM, for recommended preventive maintenance procedures and coolant specifications.

4. Leave radiator core to dry before re-installing the cooling equipment.

Internal Cleaning - Water Tubes

If scale deposits are present inside the water tubes of the radiator, it is necessary to use a suitable scale remover such as 'Powdered Scale Solvent', or

Note:

In the case of grossly fouled surfaces which are not cleaned adequately in steps 1 through 4, the following procedure may be used.

5. Ensure that the radiator core is dry.

SM 2276 03-04

5


Section 210-0040

6. Liberally brush on to both sides of the radiator core an emulsifying cleaner such as 'Gunk', or equivalent, and leave to soak for at least 1 hour.

7. Apply a high pressure steam jet at 100 - 300 kN/m² on to the treated surfaces, from several different angles, forcing the fouling material out from the radiator core.

SPECIAL TOOLS



8. For surfaces with stubborn deposits, it may be necessary to repeat steps 5 through 7, brushing the surfaces between stages using a stiff bristle brush.

9. Leave radiator core to dry before re-installing the cooling equipment.

* * * *

6

SM 2276 03-04

TO ENGINE

WATER PUMP

12

16

17

12

9

12

6

COOLING SYSTEM - Transmission Oil Cooler

Section 210-0060

SM - 3156

20

10

21

22

23

TO ENGINE

11

FROM & TO

TRANSMISSION

8

13

8

3

2

D

4

7

C

14

1

B

24

19

18

4

3

A

7

15

2

10

FROM RADIATOR

BOTTOM TANK

5

8

9

8

TO COOLER

1 - Heat Exchanger

2 - Cooler Flange

3 - Viton Seal

4 - Bolt

5 - Coolant Inlet Pipe

6 - Coolant Outlet Pipe

7 - Elbow

8 - Clamp

9 - Sleeve

10 - Clamp

11 - Hose

12 - Clamp

13 - Sleeve

14 - Oil Inlet Line

15 - Oil Return Line

16 - Reducer Sleeve

17 - Clamp

18 - Bolt

19 - Lockwasher

20 - Connector

21 - Elbow

22 - Coupling

23 - Coupling

24 -Washer

Fig. 1 - Exploded View of Transmission Oil Cooler


Numbers and letters in parentheses refer to Fig. 1.

The transmission oil cooler is connected in the cooling and transmission oil circuits, between the radiator and transmission. The purpose of the transmission oil cooler is to maintain transmission oil within its required operating temperature range. Refer to

Section 120-0010, TRANSMISSION AND MOUNTING and Section 210-0000, COOLING SYSTEM.

Coolant is drawn from port 'D', through coolant outlet pipe (6) by the engine water pump. It then circulates through the engine water jacket and, when thermostats are open, returns through coolant inlet pipe (5) at port 'A'. Coolant circulates through cooler tubes in heat exchanger (1), cooling transmission oil around the tubes, and exits at port 'D'.

Transmission oil to be cooled enters heat exchanger

(1), through oil inlet line (14) at port 'C', circulates around cooler tubes, exits at port 'B' through oil return line (15) to the transmission.

Note:

Oil flow must always flow in the opposite direction to coolant flow through transmission oil cooler.

REMOVAL


WARNING

To prevent personal injury and property damage, be sure wheel blocks and lifting equipment are properly secured and of adequate capacity to do the job safely.

SM 1798 Rev1 03-04

1

Cooling System - Transmission Oil Cooler

Section 210-0060


CLEANING AND DISASSEMBLY



3. Remove mounting hardware securing hood assembly to the machine and, using suitable lifting equipment, remove hood assembly. Refer to


Note:

In the event of a major mechanical failure, the transmission oil cooler assembly should be cleaned thoroughly or replaced. Do not attempt to clean cooler cores after a transmission failure in which metal particles from worn or broken parts are released into the oil. Replace the cooler cores.

4. Open drain cock on the underside of the radiator and drain the coolant into a suitable container. Refer to

Section 210-0000, COOLING SYSTEM.

In many areas, raw water is extremely corrosive or scale forming and should be treated to prevent damage to the transmission oil cooler. A properly maintained cooling system will significantly reduce cleaning intervals. Refer to Section 210-0000,

COOLING SYSTEM.

Cleaning Oil Side

5. Remove drain plug from underside of the transmission and drain the transmission oil into a suitable container. Refer to Section 120-0010,

TRANSMISSION AND MOUNTING.

6. Loosen clamps (8) and slide coolant inlet pipe (5) from connection at port 'A'. Drain coolant from coolant inlet pipe (5) and cooler flange (2) into a suitable container.

WARNING

Dangerous fumes. To prevent personal injury, use trichloroethane only in the open or in a well ventilated room.

7. Loosen clamps (12) and slide coolant outlet pipe (6) from connection at port 'D'. Drain coolant from coolant outlet pipe (6) and cooler flange (2) into a suitable container.

1. Clean transmission oil cooler before sludge hardens. After transmission oil cooler is completely drained, circulate a solution of trichloroethane through the passages surrounding the cooler tubes in heat exchanger (1) to remove sludge.

8. Remove drain plug from underside of heat exchanger (1) and drain oil into a suitable container.

Reinstall drain plug in heat exchanger (1).

9. Remove oil inlet line (14) from elbow (24) at port 'C' on heat exchanger (1). Drain any oil in the line into a suitable container.

2. If cooler tubes are badly clogged, circulate an oakite or alkaline solution through heat exchanger (1).

Solution should be circulated through heat exchanger

(1), in the reverse direction to normal flow, for approximately 15 minutes, after soaking for 10 minutes. The duration of circulation depends on how badly clogged the cooler tubes are. Flush thoroughly with clean hot water.

10. Remove oil return line (15) from elbow (7) at port

'B' on heat exchanger (1). Drain any oil in the line into a suitable container.

Cleaning Water Side

1. Match mark cooler flanges (2) and heat exchanger

(1) to aid in assembly.

11. Support transmission oil cooler assembly with a suitable lifting device and remove bolts (18), washers

(26) and lockwashers (19). Remove transmission oil cooler assembly from the frame mounts.

2. Remove bolts (4) securing cooler flanges (2) to heat exchanger (1). Remove cooler flanges (2) from heat exchanger (1) and discard viton seals (3).

2

SM 1798 Rev1 03-04

Cooling System - Transmission Oil Cooler

Section 210-0060

3. Make up a solution composed of 1/3 muriatic acid and 2/3 water. To each 9.5 litres (2.5 gal) of solution, add 227 g (0.5 lb) of oxalic acid.

4. Immerse heat exchanger (1) in the cleaning solution. Cleaning action is noticeable by bubbling and foaming. The process must be carefully observed and when bubbling stops, usually between 30 - 60 sec., remove heat exchanger (1) from cleaning solution and flush thoroughly with clean, hot water. After cleaning, dip heat exchanger (1) in light oil.

WARNING

To prevent personal injury and property damage, be sure wheel blocks and lifting equipment are properly secured and of adequate capacity to do the job safely.

1. Using suitable lifting equipment, position transmission oil cooler assembly on frame mounting brackets and secure with bolts (18), washers (24) and lockwashers (19).

Note:

Severely fouled cooler tubes can be cleaned by use of a rotary brush if normal cleaning is not sufficient.

2. If removed, install elbow (7) in port 'B' and install elbow (7) in port 'C' on heat exchanger (1). Install oil inlet line (14) on elbow (7) in port 'C', and oil outlet line

(15) on elbow (7) in port 'B'.

ASSEMBLY


3. Install coolant outlet pipe (6) on connection at port

'D' and secure with sleeve (9) and clamps (12).

Note:



4. Install coolant inlet pipe (5) on connection at port 'A' and secure with sleeve (9) and clamps (8).

1. Install new viton seals (3) to cooler flanges (2) and align cooler flanges to heat exchanger (1), as match marked at disassembly.

5. If removed, install drain plug in underside of transmission and fill transmission with lubricant, as specified in Section 300-0020, LUBRICATION

SYSTEM.

2. Secure cooler flanges (2) to heat exchanger (1) with bolts (4). Tighten bolts (4) alternately to give an even seal around cooler flange area.

6. Ensure drain cock on underside of radiator is closed and fill radiator with coolant specified in

Section 210-0000, COOLING SYSTEM.

INSTALLATION


7. Place the battery master switch in the 'On' position, start the engine and check for leaks. Tighten lines and fittings as required.

Note:



8. Using a suitable lifting device, install hood assembly on the machine and secure with mounting hardware, as removed at 'Removal'. Refer to Section 100-0010,

CHASSIS, HOOD AND FENDERS.

Note:


STEERING SYSTEM SCHEMATIC. Renew all

'O' rings where used.


SERVICE TOOLS

There are no special service tools required for the procedures outlined in this Section. Refer to

Section 300-0070, SERVICE TOOLS, for part numbers of general service tools required. These tools are available from your dealer.

* * * *

SM 1798 Rev1 03-04

3

STEERING SYSTEM - Steering Schematic

Section 220-0000

DESCRIPTION


The operation of the steering system is hydrostatic.

That is to say, there is no mechanical connection between the steering column and the steered wheels.

Instead there are hydraulic pipes and lines between the steering components and the steering cylinders.

Actuating pressure for steering operation is supplied by triple pump (2).

When the steering wheel is turned, steering valve (3) meters an oil volume proportional to the amount of turn. This volume of oil flows to the appropriate side of steering cylinders (6). Steering valve (3) returns automatically to its neutral position when turning is completed.

A brief description of the individual components shown in the steering system are listed below.

Detailed service and operating instructions for the individual components can be found in their relative component sections in this manual.

Hydraulic Tank (1)

Refer to Section 235-0040, HYDRAULIC TANK.

Triple Pump (2)


One section of the pump draws hydraulic oil from the hydraulic tank (1) then pumps the oil to the steering valve (3) where, depending on the spool position, oil is directed to the right or left hand steering cylinders

(6) via the double relief valve (4) and flow reversing valve (5).

The remaining two pump sections draw hydraulic oil from the hydraulic tank (1) then pumps the oil to the bowl hydraulic circuit.

The triple pump operates in the one direction only (it is assembled for right hand (clockwise) rotation, as viewed from the driveshaft end).

Note:

Never drive a pump in the wrong direction of rotation, as pump seizure may result.

Steering Valve (3)

Refer to Section 220-0090, STEERING VALVE.

The hydraulic tank is the common oil reservoir for the steering and bowl hydraulic systems.

Integral with the tank assembly is a suction screen, filter element, relief valve, adaptor plate, access covers and filler neck assembly. Two sight gauges on the side of the tank assembly indicate hydraulic oil level. Located on top of the tank assembly is a breather assembly.

Mounted off the underside of the cab floor, the steering valve is connected to the steering column via the steering gear and linkage and controls hydraulic oil flow to the steering cylinders.

The steering valve is equipped with an integral relief valve, a check valve and a flow control valve. The relief valve prevents excessive pressure build up and the check valve prevents a reverse flow of oil from the cylinders back to the pump. The integral flow control valve modulates the pressure applied to the steering cylinders, maintaining smooth steering action.

The triple pump supplies hydraulic oil for operating the steering and bowl hydraulic systems.

The triple pump is a multiple gear type pump consisting of three separate sections connected together as one assembly.

The relief valve pressure setting is 134 bar

(1 950 lbf/in²).

There are four ports on the steering valve housing as follows:

Port 'P' - Supply from pump

Port 'T' - Return to tank

Port 'A' - Cylinder supply

Port 'B' - Cylinder supply

SM 1760 3-99

1

Steering System - Steering Schematic

Section 220-0000

6

5

4

2100

PSI

A B

2100

PSI

3

6

SM - 2145

T

1950

PSI

P

2

25

PSI

1

RETURN FROM SERVO CONTROL

& BOWL DROP VALVES

RETURN FROM PILOT VALVE

TO TANK BREATHER

2

1 - Hydraulic Tank

2 - Triple Pump

3 - Steering Valve

4 - Double Relief Valve

Fig. 1 - Steering System Schematic Diagram

5 - Flow Reversing Valve

6 - Steering Cylinders

SM 1760 3-99

Double Relief Valve (4)

Refer to Section 220-0130, DOUBLE RELIEF VALVE.


Section 220-0000

Diagnostic Test Point

The steering system has one diagnostic test point which enables the service engineer to obtain an accurate steering system pressure reading.

The double relief valve is mounted to the top face of the flow reversing valve (5). The valve is installed in the lines between the steering valve (4) and steering cylinders (6). The purpose of the double relief valve is to relieve shock loads on the steering cylinders by transferring the excessive pressure applied to the oil by the road shock, to the opposite end of the cylinders. This shock, if left unchecked, might damage steering linkage components.

'O' RING FACE SEALS (ORFS)

Where hydraulic lines are fitted with ORFS connections, the following procedure should be carried out during 'Installation'. Refer to Fig. 2.

SM - 1335

NUT

The double relief valve pressure setting is 145 bar

(2 100 lbf/in²).

FITTING

TUBE

Flow Reversing Valve (5)

Refer to Section 220-0160, FLOW REVERSING

VALVE.

Mounted on the rear of the steering frame between the two steering cylinders, the flow reversing valve distributes the oil to the steering cylinders and also reverses the flow of oil to the cylinders, when one of the pistons is pushed into the housing.

'O' RING 'O' RING

SLEEVE

Fig. 2 - Assembly of Typical ORFS Connector

Steering Cylinders (6)

Refer to Section 220-0120, STEERING CYLINDER.

There are two single stage, double acting steering cylinders on the machine. The cylinder base end is connected to the steering trunnion, and, the piston rod end is connected to the pull yoke. Single stage double acting means that the piston rod can have oil applied to either side, extending or retracting the piston rod.

Cylinder mounting is by pins, secured with bolts, lockwashers and nuts. Bushings permit a limited amount of cylinder misalignment when travelling over rough terrain.

a. Ensure 'O' ring/seal is in place and that the joining surfaces are clean. If necessary, retain 'O' ring/seal in place with a light coating of grease or vaseline.

b. Initially, the nuts should be tightened by hand.

c. Where a hose is fitted, ensure that it is not twisted or kinked when the nuts are tightened so that it is allowed to adopt a natural position.

d. Where a tube is fitted, ensure that the connection is aligned correctly.

e. Tighten the nut a further 1/4 to 1/2 a turn using the correct size spanner (wrench).

f. Check that a satisfactory hose or tube routing has been achieved.

SM 1760 3-99

3


Section 220-0000

FILLING AND BLEEDING THE STEERING

SYSTEM

1. Fill hydraulic tank to maximum level. Be ready to add oil when the engine is started. Do not let oil drop below the pump suction line to prevent air entering the system.

MAINTENANCE

Maintenance instructions, intervals and warnings, in the individual steering and body hydraulic component sections of this manual, should be adhered to at all times.

Relieving Pressure In Steering System

2. Start engine and let it idle. Immediately add oil to the tank as required. When no more oil can be added and oil is clear, proceed as follows: a. Turn the steering wheel from lock to lock to bleed the air in the steering cylinders and lines.

Note:

Immediately upon valve spool actuation oil must be added to the hydraulic tank to replenish the oil moving into the circuit.

WARNING

Dangerous pressure. Turn steering wheel several times in each direction to relieve pressure in the system. Failure to relieve pressure as stated can result in personal injury and property damage.

WARNING

Do not operate the machine until all air is bled from the oil.

b. When the oil in the tank is clear (not cloudy or creamy), the system is free of air.

SERVICE TOOLS

It is recommended that the following service tools are used when carrying out pressure and temperature checks during maintenance procedures. These tools, along with other general service tools, are available from your dealer. Refer to Section 300-0070,

SERVICE TOOLS, for part numbers of these tools.

Note:

Slight creep or drift of the steering wheel is normal.

c. Fill hydraulic tank to the recommended level and install the filler cap.

Multi-Gauge

The multi-gauge is basically four pressure gauges in one. Continuous system pressure readings are indicated on one of three simultaneously reading gauges through a pressure range of 30 in of vacuum to 5 000 lbf/in².

Hydraulic Oil

The steering system should be kept filled with hydraulic oil as listed in Section 300-0020,

LUBRICATION SYSTEM.

Non-contact Infrared Thermometer

The infrared thermometer can be used to spot heat problems early in electrical, mechanical and hydraulic systems. Hand held and easy to use, you simply aim, pull the trigger, and read the temperature.

Since there is no need to touch what you are measuring, temperatures of hard-to-reach or moving components can be taken without getting burned or shocked.

* * * *

4

SM 1760 3-99

A

L

D

C

B

2

STEERING SYSTEM - Steering Lines & Fittings

Section 220-0010

SM - 3180

3

G H

C

D

E

F

4

5

K

J

6

1

7

1 - Steering Valve

2 - Pump

3 - Right Steering Cylinder



Fig. 1 - Layout View of Steering System

6 - Left Steering Cylinder

7 - Hydraulic Tank

DESCRIPTION


The cored passages of both valves form a direct connection when they are bolted together.

The steering valve (1) is equipped with an integral relief valve and a check valve. The relief valve prevents excessive pressure build-ups and the check valve prevents a reverse flow of oil from the cylinders back to the pump.

Bolted to the top face of the flow reversing valve (5) is the double relief valve (4). Its primary purpose is to bypass oil from one steering cylinder to the other cylinder when a shock load is placed on the piston rod.

Adding the flow reversing valve (5) and reversing mechanism into the steering system permits the machine to make a 90° turn in either direction.

Oil flow through the steering valve (1) to the cylinders is controlled by the movement of the steering valve spool, ‘in’ or ‘out’ of the housing.

Detailed service and operating instructions for the individual components can be found in their relative component sections in this manual.

SM 1768 Rev 2 04-04

1

Steering System - Steering Lines & Fittings

Section 220-0010

2

SM - 2154

1

A

B

3

4

7

9

6

5

8

C

1 - Tractor Steering Trunnion

2 - Scraper Pull Yoke


4 - Right Cam



Fig. 2 - Reversing Mechanism in Right Turn

7 - Reversing Mechanism


9 - Left Cam

OPERATION AND FLOW


Oil is drawn from the oil tank (7) through line (B) into the suction side of the steering pump (2). Pressurized oil leaves the pump and flows through line (A) to the inlet port of the steering valve (1). Should the pressure exceed 135 bar (1 950 lbf/in²) at the steering valve, the inlet oil will be diverted back to tank (7) by way of the integral relief valve and tank return line (L).

Neutral

In a neutral position, both ports leading from the steering valve (1) to the flow reversing valve (5) and double relief valve (4) are closed and the steering cylinders (3 & 6) hold their positions. The oil flows through the steering valve and is directed back to tank

(7) through return line (L).

With the steering valve spool in this position any oil in the cylinders is retained there by the closing of the ports in the steering valve. If a road shock is sustained by a wheel, when the machine is not being steered, the oil in the base or rod end of the steering cylinders

(3 & 6) is pressurized as is the oil in the lines to that end from the flow reversing valve and from the double relief valve to the steering valve. If pressure exceeds

145 bar (2 100 lbf/in²) the double relief valve opens and allows a small amount of oil to pass to the opposite ends of the steering cylinders to relieve the excessive pressure.

2

SM 1768 Rev 2 04-04


Section 220-0010

SM - 2155

1

A

B

8

C

9

7

3

4

6

5

2

1 - Tractor Steering Trunnion

2 - Scraper Pull Yoke


4 - Left Cam



Fig. 3 - Reversing Mechanism in Left Turn

7 - Reversing Mechanism


9 - Right Cam

Right Turn

In a right turn, the steering valve spool is pulled outward by the steering gear linkage. This allows oil to flow from the lower rear cylinder port (both cylinder ports are located on the outboard bottom surface of the valve housing) into line (D) which connects the left top ports of the double relief valve (4). This port is connected to cored passages in the flow reversing valve (5) which in turn, connect the base end of the right cylinder (3) and the rod end of the left cylinder (6) together.

Oil flows through the valves (4 & 5) and is simultaneously directed to the base end of the right cylinder (3) through line (H) and to the rod end of the left cylinder (6) through line (J). Oil pressure extends the right cylinder (3) and retracts the left-cylinder (6) pivoting the machine to the right.

Return oil from the cylinders (3 & 6) flows through lines

(G & K), reversing valve (5), double relief valve (4), into line (C) to the steering valve (1) through the lower forward cylinder port. The oil then returns to tank (7) by way of the tank return line (L).

When the left cylinder (8, Fig. 2) reaches its minimum retracted length or when points A, B, and C (Fig. 2) are in line, the flow of oil to left cylinder (8, Fig. 2) is reversed. This is accomplished by the roller of the left reversing mechanism (7, Fig. 2) riding over the cam

(9, Fig. 2) of the left cylinder (8, Fig. 2). Cam action pushes the spool into the valve housing, aligning cored

SM 1768 Rev 2 04-04

3


Section 220-0010 passages which reverse the flow of oil. The reversed flow of oil to the left cylinder is as follows: Oil flows into the base of the cylinder (8, Fig. 2) through line (K), extending the cylinder. Oil returns to the reversing valve (5) through line (J) and returns to the tank (7) as described previously.

Line (E, Fig. 1) is a bleed line for the double relief valve (6), and the flow reversing valve (5) is vented to the tank (7, Fig. 1) through line (F, Fig. 1).

Double Relief Valve


With both cylinders extending, the necessary hydraulic force is exerted on the steering frame, enabling the machine to make a 90° right turn.

Left Turn

Numbers and letters in parentheses refer to Fig. 3 unless otherwise specified.

In a left turn the steering valve spool is pushed inward by the steering gear linkage. This allows pressurized oil to flow from the lower forward cylinder port through line (C, Fig. 1) to the right side port of the double relief valve (6). This port is connected to cored passages in the flow reversing valve (5) which, in turn, connect the base end of the left steering cylinder (3) and to the rod end of the right cylinder (8).

Oil flows through the valves (5 & 6) and is simultaneously directed to the base end of left cylinder

(3) through line (K, Fig. 1) and to the rod end of right cylinder (8) through line (G, Fig. 1). Oil pressure extends the left cylinder (3) and retracts the right cylinder (8), pivoting the machine to the left.

The double relief valve (4) goes into operation when a shock load is placed on either of the steering cylinder piston rods. In some instances the shock load can be caused by striking a boulder or a hole. When this occurs the oil that is displaced flows through the cored passages of the flow reversing valve (5) and into the double relief valve (4). The excessive pressure activates a piston in the valve (4) which aligns certain cored passages and allows the oil to flow into the other cylinder or flow back to the tank. This relieves the high pressure caused by the shock load. The relief valve cartridges are preset by the vendor at 145 bar

(2 100 lbf/in²) and are lockwired, so no adjustments are necessary.

To check the pressure setting, remove the pipe plug which is located near the main inlet port on the steering valve and install a pressure gauge. Remove the set screw cap and loosen the locknut on the relief valve in the steering valve. Operate the steering system by turning the steering wheel all the way in either direction. Keep the wheel turned all the way and quickly turn relief valve adjusting screw in to increase pressure above the rated setting of the double relief valve. Raise the pressure until the valve relieves.

Return oil from cylinders (3 & 8) flows through lines

(H & J, Fig. 1), reversing valve (5), double relief valve

(6), into line (D, Fig. 1) and into the steering valve through the lower rear cylinder port. The oil then returns to tank (7, Fig. 1) by way of the tank return line

(L, Fig. 1).

DO NOT APPLY EXCESSIVE PRESSURE TO THE

VALVE TOO LONG; the shock load on the double relief valve in actual service, is instantaneous, so the pressure check should be made the same way.

The flow of oil to the right cylinder is reversed when the cylinder reaches its minimum retracted position or when points A, B and C (Fig. 3) are in line. This is accomplished by the roller of the right reversing mechanism (7) riding over the cam (9) on the right cylinder (8). The cam action pushes the spool into the valve housing, which aligns cored passages, reversing the oil flow. The reversed flow of oil to the right cylinder is as follows: Oil flows into the base end of the cylinder (8) through line (H, Fig. 1). Return oil flows into the reversing valve (5) through line (G, Fig. 1) and back into the tank (7, Fig. 1) as described previously.

With both cylinders extending, the necessary hydraulic force is exerted on the steering frame, enabling the machine to make a 90° left turn.

CAUTION

Be sure to adjust the regular relief valve pressure back to the proper setting after checking the double relief valve.

Steering Cams

1. Steer the machine until the retracting cylinder reaches a position where points A, B & C of Fig. 2 or 3 are in line.

2. With the retracting cylinder in this position, the reversing valve roller is just contacting the steering cam and the reversing valve spool is pushed 10.3 mm

(0.406 in) (half of the piston stroke) into the valve

4

SM 1768 Rev 2 04-04

- STOP BLOCK -

USE WELD ROD E-70

PREHEAT

200˚ TO 300˚F

0.25 INCH

AS REQUIRED


Section 220-0010

SM - 2156

DIM.

“A”

STEERING FRAME

KING PIN SECTION

0.50

MEASURE WEAR GAP HERE

˚F

200˚ TO 300˚

˚C

95˚ TO 150˚

IN.

0.25

0.50

mm

6.4

12.7

Fig. 4 - Steering Stop Block Installation housing. Total piston travel is 20.6 mm (0.812 in). One way of checking spool travel is to mark the spool in its normal position and then mark is again when the above conditions are met. Then measure the distance between the two marks; it should be 10.3 mm

(0.406 in).

3. To make this adjustment, either install shims behind the steering cam or change the length of the link assembly.

4. Repeat the above procedure when adjusting the other steering cam.

5. Check the steering operation after adjusting the steering cam. Machine must steer 90° in each direction and the flow reversing valve pistons must travel 20.6 mm (0.812 in) into the valve housing from neutral.

Steering Stop Blocks

Steering stop blocks are welded to the steering frame to prevent the steering cylinder pistons from bottoming when the steering cylinders are extended to their maximum strokes (Fig. 4). When these stop blocks become worn, the cylinders may be damaged when the scraper is turned a full 90°, so the maximum strokes of the steering cylinders should be adjusted as follows:

1. Turn the tractor until one cylinder is extended to within 3.2 mm (0.125 in) of the maximum eye-to-eye dimension of 1 274.1 mm (50.16 in), which is dimension ‘A’ shown in Fig. 4.

2. If there is a gap, due to wear, between the king pin section and the steering frame stop block, measure the distance between the king pin section and the steering frame. Refer to Fig. 4.

3. Burn off the weld and remove the worn stop block.

Weld a new stop block to the steering frame according to the welding direction given in Fig. 4. The new blocks, which range in thickness from 6.4 to 19.1 mm

(0.25 to 0.75 in) in 3.2 mm (0.125 in) increments, should be slightly thicker than the measured gap.

4. Swing the tractor 180° in the opposite direction and repeat steps 1, 2 and 3.

Note:

A minimum block thickness of 6.4 mm (0.25 in) is required, regardless of the maximum eye-to-eye dimension.

* * * *

SM 1768 Rev 2 04-04

5

STEERING SYSTEM - Steering Valve

Section 220-0090

SM - 2149

1 - Seat

2 - 'O' Ring

3 - 'O' Ring

4 - Cross-over Relief Valve

5 - Spring

6 - Valve Body

7 - 'O' Ring

8 - Plug

9 - Cover

10 - Cap

11 - 'O' Ring

12 - Retaining Ring

13 - 'O' Ring

14 - Plug

15 - Spring

16 - Lockwasher

17 - Poppet

18 - Lock Plunger

19 - Cap

20 - Nut

21 - Jam Nut

22 - Washer

23 - Screw

24 - Cap

25 - 'O' Ring

26 - Spring

27 - Poppet

28 - Seat

Fig. 1 - Exploded View of Steering Valve

29 - 'O' Ring

30 - Spring

31 - Check

32 - Seat

33 - Check

34 - Spring

35 - 'O' Ring

36 - Cap

37 - Shims

38 - Nut

39 - Washer

40 - Washer

41 - Spacer

42 - Spring

DESCRIPTION


The steering valve consists of spool (47), lock plunger

(18) with poppets (17), cross-over relief valve assemblies (4) and main relief valve assembly

(20 thru 36). Shifting spool (47) allows oil to flow to one steering cylinder to extend it while allowing oil to return to the hydraulic oil tank from the opposite cylinder which is contracting. Cross-over relief valve assemblies (4) allow steering cylinders to compensate for road shocks and main relief valve assembly

(20 thru 36) relieves oil pressure in excess of

134 bar (1 950 Ibf/in 2 ) in the steering valve.

NEUTRAL POSITION

43 - Plate

44 - Shims

45 - Washer

46 - Seal

47 - Spool

48 - Wiper

49 - Plate

50 - Lockwasher

51 - Bolt

52 - Plug

53 - Capscrew

*54 - Poppet

* - Shown on Fig. 2


Oil enters the steering valve at the inlet port, flows through spool (47) bore and back out of the valve through return-to-tank passages and the return-to-tank port. Oil pressure in the valve is not enough to cause poppets (17) to shift, therefore, ports ‘A’ and ‘B’ remain closed.

SM 1765 2-99

1

Steering System - Steering Valve

Section 220-0090

SM - 2150

2

1

3 4

5

6

3

4

2

1

5

54

20 21 22

35

36

34

19

14

13

22 23 24 25 26 27

28 29 30 31 32

33

SECTIONAL VIEW OF CROSS-OVER RELIEF VALVES AND MAIN RELIEF VALVE ASSEMBLIES

11 17

PORT A

18

17

PORT B

7

8

15

11

15 14

13

12

10

PASSAGE B

41 42 40 39 38

PASSAGE A

9

52

2

47

48 49

6

1 - Seat

2 - 'O' Ring

3 - 'O' Ring

4 - Cross-over Relief Valve

5 - Spring

6 - Valve Body

7 - 'O' Ring

8 - Plug

9 - Cover

10 - Cap

11 - 'O' Ring

12 - Retaining Ring

13 - 'O' Ring

14 - Plug

INLET PORT

46 45

RETURN TO TANK

15 - Spring

*16 - Lockwasher

17 - Poppet

18 - Lock Plunger

19 - Cap

20 - Nut

21 - Jam Nut

22 - Washer

23 - Screw

24 - Cap

25 - 'O' Ring

26 - Spring

27 - Poppet

28 - Seat

29 - 'O' Ring

30 - Spring

31 - Check

32 - Seat

33 - Check

34 - Spring

35 - 'O' Ring

36 - Cap

37 - Shims

38 - Nut

39 - Washer

40 - Washer

41 - Spacer

42 - Spring

Fig. 2 - Cutaway View of Typical Steering Valve

40

43

44

37

43 - Plate

44 - Shims

45 - Washer

46 - Seal

47 - Spool

48 - Wiper

49 - Plate

*50 - Lockwasher

51 - Bolt

52 - Plug

*53 - Capscrew

54 - Poppet

* - Shown on Fig. 1

SM 1765 2-99


Section 220-0090

SPOOL IN POSITION


Movement of spool (47) inward in the control valve causes pressure to increase in the control valve. Oil travels through the centre passage and enters lock plunger (18) where it forces poppets (17) outward in the lock plunger. Oil flows through passage (A), lock plunger (18), around poppet (17) and back out the lock plunger to port ‘A'. The oil then flows to the flow reversing valve and the steering cylinder. As the cylinder piston is forced outward, oil in the opposite steering cylinder is forced out of the cylinder. Oil from the steering cylinder enters the steering valve at port

‘B', enters lock plunger (18), flows around poppet (17) and enters passage (B). Oil flows around spool (47) and into the return-to-tank passage where it returns to the tank through return-to-tank port. Centering spring

(42) returns the spool (47) to ‘Neutral’ position when the steering wheel is straightened out.

SPOOL OUT POSITION


When spool (47) is moved outward in the steering valve, oil pressure builds up and the pressure in the centre passages causes poppets (17) to move outward in lock plunger (18). Oil flows through passage (B) into lock plunger (18), around poppet (17) and out port ‘B’ to the flow reversing valve then to the steering cylinder. As the cylinder piston is forced outward, the oil in the opposite cylinder is forced out of the cylinder by the inward movement of the piston rod.

This oil enters port ‘A', travels around poppet (17) in lock plunger (18) and enters the return-to-tank passage. The oil exits the steering valve at the returnto-tank port, then returns to the hydraulic oil tank.

Returning the steering wheel to straight ahead position, allows centering spring (42) to bring spool

(47) to the ‘Neutral’ position.

CROSS-OVER RELIEF VALVE

ASSEMBLIES


Rough steering due to road shocks is prevented by cross-over relief valve (4) assemblies. A wheel hitting an obstruction or chuck hole will cause one piston rod in a steering cylinder to move outward and the piston rod in the other steering cylinder to move inward. The piston rod moving outward creates a void in the steering cylinder and the piston rod moving inward creates a high pressure on the oil in the cylinder. To relieve this situation the cross-over relief valve assemblies add to oil in a steering cylinder or relieve excess pressure in the cylinder.

If the steering cylinder connected to port ‘B’ receives a road shock, oil is forced out of the cylinder and pressure builds up at port ‘B'. Oil travels from port ‘B’ to the cross-over relief valve where excess oil pressure forces poppet (54) off its seat, allowing oil to flow through the cross-over relief valve and into passage (B) where the oil joins with the other oil and returns to the hydraulic oil tank through return-to-tank port. The steering cylinder connected to port ‘A’ begins to cavitate because the piston rod is being forced outward in the cylinder. This drop in pressure behind poppet (17) allows oil pressure in passage (A) to push poppet (17) back. Oil flows from passage (A) past poppet (17) to port ‘A'. The oil flows out of port ‘A’ and into the steering cylinder to fill the cavity left by the steering cylinder piston rod moving outward in the cylinder.

Should the other steering cylinder receive the shock, the above actions would take place but in reverse.

MAIN RELIEF VALVE


Oil pressure in the steering valve is normally 134 bar

(1 950 Ibf/in

2

). When oil pressure rises above the setting, oil in the centre passage forces check (31) off its seat. Movement of check (31) compresses oil behind the check, causing poppet (27) to be unseated and allow excess oil behind the check to flow into the return-to-tank passage and then to the hydraulic oil tank through return-to-tank port. Unseating check (31) allows excess oil to flow through seat (32) and unseat check (33). Excess oil flows around check (33) and back to the hydraulic oil tank through return-to-tank passage and return-to-tank port. As pressure returns to normal, the springs behind checks (31 & 33) seat the checks and a spring behind poppet (27) returns the poppet to its seated position.

SM 1765 2-99

3


Section 220-0090

REMOVAL


WARNINGS

Hydraulic fluid pressure will remain within the system after engine shutdown. To prevent personal injury and property damage, turn steering wheel several times in each direction to relieve pressure in the system.


1. Position the vehicle in a level work area, ensure bowl and apron are fully lowered. Apply the parking brake and switch off the engine. Operate the steering in both directions several times to relieve any pressure in the steering system.

2. Place the battery master switch in the 'Off' position and block all road wheels.

3. Thoroughly clean the exterior of the steering valve and its surrounding area to prevent dirt from entering the valve ports or hydraulic lines during removal.

Note:

If steering valve is being serviced to correct a suspected spool seal leak, the condition of nut (20) and washer (22) should be inspected before removing the steering valve. Replace nut (20) and washer (22), if defective. Nut (20) should be torque tightened to

50 Nm (35 lbf ft), lubricated. If valve continues to leak, further servicing is indicated.

4. Identify and tag all hydraulic oil lines, to aid in installation. With a suitable container available to catch spillage, disconnect hydraulic lines from steering valve. Cap all lines and plug all ports of the steering valve to prevent ingress of dirt.

5. Disconnect the link bar and rod end from steering valve spool (47).

6. Remove mounting hardware from steering valve and transfer steering valve to a clean area for disassembly.

DISASSEMBLY

Numbers in parentheses refer to Fig. 1 & 2.

1. If required, remove fittings from steering valve and identify to aid in assembly.

2. Remove seat (1) and ‘O’ rings (2 & 3) from valve body (6). Shake out cross-over relief valve (4) assembly and spring (5) being careful not to damage valve. Discard ‘O’ rings (2 & 3). Repeat process for other cross-over relief valve (4) assembly.

Note:

Do not disassemble cross-over relief valve (4) assemblies. Valves are pressure set at 145 bar

(2 100 lbf/in²) at assembly. If cross-over relief valve (4) is defective it must be replaced with a new assembly.

3. Remove cap (19) and ‘O’ ring (11) from valve body

(6). Discard ‘O’ ring (11).

WARNINGS

Use a soft drift and drive when removing lock plunger to prevent property damage to lock plunger and personal injury due to flying chips.

4. Remove plunger cap (10) and ‘O’ ring (11) from opposite side of valve body (6). Discard ‘O’ ring (11).

Tap lock plunger (18) assembly out cap (10) side, using a soft drift and drive.

5. Remove cap screws (53) and lockwashers (16) and lift off cover (9). Remove and discard breather plug

(52) from the cover.

6. Hold the link bar end of the control spool (47) securely across the flats and loosen nut (38) on the opposite end. Back the nut off slowly to release the compression of spring (42). Remove nut (38), washer

(39), first washer (40), spacer (41), spring (42) and second washer (40). Lift off shims (37 & 44) and plate

(43). Discard the shims (37 & 44) if they are damaged.

Remove washer (45) and seal (46) from valve body (6) bore. Discard seal (46).

7. Remove bolts (51) and lockwashers (50). Remove plate (49) and wiper (48). Discard wiper (48), if damaged.

8. Pull spool (47) out of valve body (6) being careful not to nick or scratch the surface of the spool. Remove and discard seal (46) from groove in valve body (6) bore.

4

SM 1765 2-99

9. Remove plug (8) and ‘O’ ring (7) from valve body

(6). Discard ‘O’ ring (7).

10. Remove nut (20) and one washer (22). Loosen jam nut (21) and back off adjusting screw (23) to release compression of spring (26), then remove adjusting screw (23), jam nut (21), second washer (22) and cap (24). Remove poppet spring (26) and poppet

(27) from valve body (6). Remove and discard ‘O’ ring

(25) from cap (24).


Section 220-0090

ASSEMBLY


Note:

Lubricate the bore of steering valve body (6) and all parts with hydraulic oil to facilitate assembly.

Refer to Section 300-0020, LUBRICATION SYSTEM for oil specification.

1. Clamp lock plunger (18) horizontally in a soft-jawed vice.

11. Remove cap (36), spring (34) and check (33) from valve body (6). Remove and discard ‘O’ ring (35) from cap (36).

12. Insert a soft metal rod, with a diameter of 6.4 mm

(0.25 inches) into valve body (6) from cap (36) side, through bore in seat (32) and push out check (31), spring (30) and seat (28). Remove and discard ‘O’ ring

(29) from seat (28). Insert rod through cap (24) side of valve body (6) and push out plunger seat (32).

13. Clamp lock plunger (18) in a soft-jawed vice and remove retaining ring (12), plugs (14), springs (15) and poppets (17) from ends of lock plunger. Remove and discard ‘O’ rings (13) from plugs (14).

INSPECTION


2. Install poppet (17) and spring (15) in retaining groove end of lock plunger (18). Install new ‘O’ ring

(13) on plug (14). Position plug (14) over spring (15) and install into lock plunger (18). Install retaining ring

(12) in lock plunger. Repeat for opposite end of lock plunger (18).

3. Coat lock plunger (18) with hydraulic oil and install in valve body (6).

4. Install new ‘O’ ring (11) on cap (10) and thread cap

(10) into valve body (6). Tighten cap (10) until it bottoms against the housing.

5. Install new ‘O’ ring (11) on cap (19) and thread cap

(19) into valve body (6). Make sure that plug (14) seats properly in lock plunger (18). Tighten cap (19) until it bottoms against the housing.

1. Clean all parts with a suitable solvent and dry with a clean lint free cloth or compressed air.

6. Clamp spool (47) in a soft-jawed vice with the link bar end down.

2. Inspect valve and poppet seat for scoring, eroding, or out-of-round. The seat must have sharp edges.

Check the seating surfaces on valves and poppets for defects that may cause leakage. Replace if the surfaces are eroded or show excessive wear and prevent proper seating.

7. Position one washer (40), spring (42), spacer (41), second washer (40) and washer (39) over end of spool

(47). Clean threads of spool and nut (38) making sure the threads are free of oil and apply Loctite, or suitable equivalent to the threads. Install nut (38) on spool (47) and torque tighten to 70 - 80 Nm (50 - 60 lbf ft), lubricated.

3. Inspect the valve body (6) bores, spool (47) and lock plunger (18) for grooves, deep scoring, or wear.

Check the spool and plunger for flaking of the chrome plating. For inspection purposes, coat them with clean hydraulic oil and install them in their respective bores in the valve body (6). While rotating them, work the spool and plunger in and out as in actual operation to determine the extent of wear and to see if they fit without binding. If the fit is too loose or if there is damage, valve body and plungers MUST be replaced as an assembly.

8. Install new seal (46) and washer (45) in groove on cover (9) side of valve body (6) and new seal (46) on wiper (48) side of valve body (6).

9. Remove spool (47) from vice and coat with hydraulic oil. Slide plate (43) and shims (37 & 44) over link bar end of spool (47) until they contact washer

(40). Carefully slide spool (47), link bar end first, through bore in valve body (6) making sure seal (46) and washer (45) are not dislodged from their grooves.

SM 1765 2-99

5


Section 220-0090

SM - 2151

A B

A 0.75” (19.1mm)

NEUTRAL & HOLD - 1.00” (25.4mm)

B 1.25” (31.8mm)

NUT

WASHERS

SHIM A

PLATE

SHIM B

Fig. 3 - Adjusting Spool Travel

SPACER

SPRING

COVER

10. Fully depress spool (47) at nut end, until it bottoms, check dimension B as shown in Fig. 3. If dimension B is 31.2 mm (1.23 inch), for example, the thickness taken by shims B, Fig. 3, must be reduced by 0.51 mm (0.020 inch) to obtain the correct 31.8 mm

(1.25 inch) dimension. If dimension B exceeds

31.8 mm (1.25 inch), the thickness taken by shims B must be increased. Shims B, Fig. 3, are available in

0.050, 0.13, 0.25, 0.50 and 0.64 mm (0.002, 0.0051,

0.0101, 0.020 and 0.025 inch) sizes. Do not use a shim A in place of a shim B.

11. Line up the cap screw holes in shims, plate and valve body (6). Install new plug (52) into cover (9) over end of spool (47) and secure to valve body (6) with four cap screws (53) and lockwashers (16). Torque tighten cap screws (53) to 40 - 50 Nm (30 - 40 lbf ft), lubricated.

12. Fully depress spool (47) into cover (9) and check dimension A as shown in Fig. 3. If, for example, dimension A is 19.6 mm (0.77 inch), the thickness taken by shims A, Fig. 3, must be increased by

0.50 mm (0.02 inch) to obtain the correct 19.1 mm

(0.75 inch) dimension. If dimension A is less than

19.1 mm (0.75 inch), the thickness taken by shims A must be reduced. Shims A, Fig. 3, are available in

0.05, 0.13 and 0.25 mm (0.002, 0.005 and 0.010 inch) sizes. Do not use a shim B in place of a shim A.

13. Check the dimension shown in Fig. 3 with spool in

‘Neutral and Hold’ position. If the 25.4 mm (1.00 inch) dimension is not obtained, re-check dimensions A and

B, Fig. 3, and adjust as required.

14. Install wiper (48) over link bar end of spool (47) and into groove in valve body (6). Secure wiper with plate (49) and two bolts (51) and lockwashers (50).

15. Place new ‘O’ ring (7) on plug (8) and thread plug into valve body (6) until it bottoms.

16. Install new ‘O’ rings (2 & 3) on seat (1).

17. Place one spring (5) in bore on side of valve body

(6), followed by cross-over relief valve (4) assembly and seat (1). Screw seat (1) into valve body (6) until it bottoms against housing. Repeat this step for other cross-over relief valve (4) assembly in opposite side of valve body (6).

18. Using a soft metal rod with a diameter of 12.7 mm

(0.50 inch), press or tap seat (32) into bore of valve body (6).

19. Install new ‘O’ ring (35) on cap (36). Position spring (34) in opening of cap (36) and check (33) in spring (34) and into cap (36). Install check and cap assembly into valve body (6). Make sure check is in proper position on seat (32) and secure cap to valve body (6).

20. Insert check (31) into opposite side of valve body

(6) and against seat (32) in housing. Install spring (30) in open end of check (31) in valve body (6).

21. Install new ‘O’ ring (29) on seat (28). Insert seat into valve body (6) against spring (30). Make sure spring is positioned in embossment on inner face of seat.

22. Install new ‘O’ ring (25) on cap (24). Thread adjusting screw (23) through cap (24). Position spring

(26) and poppet (27) on boss end of adjusting screw and install cap (24) in valve body (6). Make sure poppet (27) is guided into seating surface of seat (28).

Thread cap into valve body (6) until it bottoms on housing.

23. Install one washer (22), jam nut (21), second washer (22) and nut (20) on adjusting screw (23). Do not tighten nut (20) until relief valve adjustment is set.

6

SM 1765 2-99

INSTALLATION

Note:




Section 220-0090

ADJUSTING RELIEF VALVE

Numbers in parentheses refer to Figures 2 and 8.

Note:


STEERING SYSTEM SCHEMATIC.

1. Make certain, area of installation is clean. Position steering valve onto mounting bracket on frame and secure in place with mounting hardware as removed at

Removal. Tighten bolts equally so that the valve body is not distorted.

2. Remove blanking caps from hydraulic lines and install lines to steering valve as identified during removal.

3. Attach the end rod and link bar to the steering valve spool. Refer to Section 220-0180, STEERING GEAR

AND LINKAGE, for attachment of link bar.

4. Check oil level in the hydraulic tank and add oil if required. Refer to Section 235-0040, HYDRAULIC

TANK for correct fill level, and, Section 300-0020,


5. Place the battery master switch in the 'On' position, start the engine and bring hydraulic oil to operating temperature.

6. Turn steering wheel lock to lock several times and check steering valve and hydraulic line connections for leaks and tighten as required.

7. Stop the engine and turn the steering wheel several times to bleed oil pressure. Check the hydraulic oil tank level. Replenish if required.


Remove plug from gauge port of steering valve and fit a 0 - 207 bar (0 - 3 000 lbf/in

2

) pressure gauge.

Start engine and allow hydraulic oil to warm up to normal operating temperature. Steer the machine a full

90

°

and lock brakes. With steering cylinder at end of stroke, keep steering wheel turned. This will keep steering valve control spool in an operating position and allow pressure to build up.

With machine operating at 1 500 rpm, the relief valve should open at 134 bar (1 950 lbf/in

2

).

If pressure is above or below recommended pressure setting, adjust the relief valve as follows:

1. Remove nut (20) and washer (22).

2. Loosen jam nut (21).

3. Turn adjusting screw (23) in to increase pressure or out to decrease pressure.

4. Tighten jam nut (21) after completing adjustments.

5. Reinstall washer (22) and nut (20). Torque tighten nut to 50 Nm (35 lbf ft), lubricated.

6. Shut off engine and release oil pressure in the system by turning the steering wheel back and forth.

Remove pressure gauge and reinstall plug in steering valve.

SPECIAL TOOLS




FIG NO

1 & 2

1 & 2

1

ITEM NO

20

38

53

DESCRIPTION

Nut

Nut

Capscrew

Nm

50

70 - 80

40 - 50

TORQUE lbf ft

35

50 - 60

30 - 40

* * * *

SM 1765 2-99

7

STEERING SYSTEM - Steering Cylinder

Section 220-0120

SM - 2385

5 17 18 16 2 21 14 15 1 20 19 3 13 12 4

10 11 6 8 9 7

1 - Cylinder Tube

2 - End Cap

3 - Piston

4 - Locking Screw

5 - Bushing

6 - Steering Cam

7 - Screw

8 - Washer

9 - Nut

10 - Bolt

11 - Washer

12 - Wear Ring

13 - Piston Seal

14 - 'O' Ring

15 - Backup Ring

16 - Rod Seal

Fig. 1 - Exploded View of Steering Cylinder

17 - Wiper

18 - Nylon Ring

19 - 'O' Ring

20 - Piston Rod

21 - Wear Ring

DESCRIPTION


There are two single stage, double acting steering cylinders on the machine. The cylinder base end is connected to the steering trunnion, and, piston rod

(20) end is connected to the pull yoke. Single stage double acting means that piston rod (20) can have oil applied to either side, extending or retracting the piston rod.

Cylinder mounting is by pins, secured with bolts, lockwashers and nuts. Bushings (5) permit a limited amount of cylinder misalignment when travelling over rough terrain.

OPERATION

When the operator turns the steering wheel for a steering operation, movement of the piston rod generates force required to pivot the tractor frame.

In the neutral position, with the steering valve centralized, oil movement between the steering cylinders and the steering valve is stopped. Trapped oil in the system locks both steering cylinders and the angle of steering set by the operator is maintained.

Refer to Section 220-0090, STEERING VALVE, for operation of the steering valve.

SM 1897 1-00

1

Steering System - Steering Cylinder

Section 220-0120

REMOVAL


DISASSEMBLY


WARNINGS

Turn steering wheel several times in each direction to relieve any pressure in the system. Failure to release pressure as stated can result in personal injury and property damage.




3. Identify and tag all hydraulic lines on one steering cylinder. With a suitable container available to catch spillage, disconnect hydraulic lines. Cap all lines and fittings to prevent ingress of dirt.

4. Support steering cylinder with a suitable lifting device.

5. Remove bolt, lockwasher and nut securing pin at piston rod (20) end of the cylinder. Remove pin securing piston rod (20) end to the pull yoke.

6. Remove bolt, lockwasher and nut securing pin at base end of the cylinder tube (1). Remove pin securing base end to the steering trunnion.

7. Remove cylinder assembly from the machine.

8. Remove cylinder assembly to a clean area for disassembly. Drain oil from cylinder assembly into a suitable container.

9. Repeat steps 3 through 8 for opposite steering cylinder assembly.

WARNING


1. Ensure clean working conditions, remove any port plugs thus allowing easy entry of air into the cylinder, preventing a vacuum when parts are withdrawn from cylinder tube (1).

2. Match mark end cap (2) and cylinder tube (1) for correct alignment during assembly. Remove bolts

(10) and washers (11) securing end cap (2) to cylinder tube (1).

3. Pull end cap (2), piston rod (20) and piston (3) out of cylinder tube (1) as an assembly.

4. Position eye end of piston rod (20) in a soft-jawed vice and remove locking screw (4).

5. Pull piston (3) assembly off piston rod (20) and remove and discard piston seal (13), wear ring (12) and 'O' ring (19) from piston (3).

6. Pull end cap (2) assembly off piston rod (1).

Remove and discard backup ring (15) and 'O' ring

(14) from outer groove of end cap (2). Remove and discard wear rings (21), rod seal (16), nylon ring (18) and wiper (17) from inner grooves of end cap (2).

7. If the piston rod bushing (5) is damaged, drive it out of the rod eye and discard it. Do not remove steering cam (6) unless it is damaged and has to be replaced.

2

SM 1897 1-00

INSPECTION

Numbers in parentheses refer to Fig. 1

1. Clean all parts of the cylinder with a suitable solvent and dry with clean, lint-free cloths. Clean all grooves carefully to remove any foreign material.

2. Check cylinder tube (1) bore, outer diameter of piston (3) and piston grooves for scratches, cracks or other signs of damage. Remove ridges, nicks and scratches with a fine stone and re-clean. Replace any components which cannot be repaired.

3. Inspect piston rod (20) for distortion, cracks or other defects. Replace piston rod (20) if defective area is irreparable.

4. Check bushings (5) for wear and replace if necessary.


Section 220-0120

5. Guide end cap (2) assembly onto piston rod (20).

6. Install piston seal (13) and wear ring (12) into piston (3) external grooves. Install 'O' ring (19) into internal groove of piston (3).

7. Install piston (3) on piston rod (20) and tighten to a torque of 1 355 Nm (1 000 lbf ft).

8. Install new locking screw (4) into piston (10) and tighten to a torque of 48 Nm (36 lbf ft).

9. Ensure bore of cylinder tube (14) is well lubricated with hydraulic oil. Carefully insert piston rod (20), piston (3) and end cap (2) assembly into the cylinder tube (1), making certain that piston seal (13) is compressed correctly, and backup ring (15) and 'O' ring (14) are in place on the end cap (2).

10. Align end cap (2) and cylinder tube (1) as marked during Disassembly. Install bolts (10) and washers

(11) and secure end cap (2) to cylinder body (1).

Tighten bolts (10) to a torque of 260 - 280 Nm

(190 - 210 lbf ft). Use feeler gauge to check the gap variation between the cap and cylinder which must not exceed 0.38 mm (0.015 inch) when measured at four equally spaced points on the circumference.

ASSEMBLY


Note:



Note:

To facilitate assembly, lubricate all internal sliding or wearing surfaces prior to assembly with the same hydraulic oil that is used in the system.

WARNING


1. If necessary, press new bushing (5) into eye end of piston rod (20).

2. Install new rod seal (16) in bore of end cap (2) with the lip pointing towards the internal face of the end cap (2). Install new nylon ring (18) behind rod seal

(16) in groove.

3. Install new wiper (17) and new wear rings (21) into bore of end cap (2).

4. Install new backup ring (15) and new 'O' ring (14) on outer groove on end cap (2).

INSTALLATION


Note:



Note:


STEERING SYSTEM SCHEMATIC. Renew all

'O' rings where used.

WARNING


1. Install a suitable strap, or other lifting device, around one cylinder assembly and position cylinder assembly on the vehicle, with base end of cylinder ready for mounting.

SM 1897 1-00

3


Section 220-0120

2. Install pin through base end of cylinder tube (1) and steering trunnion. Secure pin with bolt, lockwasher and nut as removed at Removal.

3. Install pin through pull yoke and piston rod (20) end of the cylinder. Secure pin with bolt, lockwasher and nut as removed at Removal.

4. Connect hydraulic lines to steering cylinder ports, as tagged during Removal.

5. Repeat steps 1 through 4 for installation of opposite steering cylinder.

6. Check oil level in hydraulic tank and add oil if low.

Refer to Section 230-0040, HYDRAULIC TANK, for correct fill level. Refer to Section 300-0020,

LUBRICATION SYSTEM, for the type of oil used.


8. Place the battery master switch in the 'On' position, start the engine and operate the steering, from lock to lock several times, to purge air out of the hydraulic lines. Check hydraulic lines and fittings for leaks. Tighten lines and fittings as required.

MAINTENANCE

Inspect steering cylinders regularly for leaks or damage, repair as required. Lubricate cylinder pins every 50 hours, as specified in Section 300-0020,

LUBRICATION SYSTEM.

SPECIAL TOOLS




FIG. NO.

1

1

1

ITEM NO.

3

4

10

ITEM NAME

Piston

Locking Screw

Bolt

Nm

1 355

48

260 - 280

TORQUE lbf ft

1 000

36

190 - 210

* * * *

4

SM 1897 1-00

STEERING SYSTEM - Double Relief Valve

Section 220-0130

SM - 2137

1 - Valve Body

2 - Cartridge Assembly

3 - 'O' Ring

4 - 'O' Ring

5 - Poppet Plug

6 - Spring

Fig. 1 - Exploded View of Double Relief Valve

7 - Poppet

8 - 'O' Ring

9 - 'O' Ring

10 - Plug



The double relief valve is an oil by-passing device with two spring loaded pistons which are set and sealed in the relief valve cartridges.

The double relief valve is used to relieve shock loads transmitted to the steering cylinders by the machine striking a boulder, hole or other similar object. When this occurs, the oil that is displaced, flows through the cored passage of the flow reversing valve and into the double relief valve. The excessive pressure unseats the cartridge piston and feeds the pressurized oil to the opposite steering cylinder which stabilizes the steering.

SM 1747 2-99

1

Steering System - Double Relief Valve

Section 220-0130

Normal Oil Flow

Normally, oil flows from the steering valve through one of the ports and into the double relief valve. It then flows through the valve and directly into the flow reversing valve. Displaced oil from the steering cylinder and flow reversing valve flows through the double relief valve and then continues on to the steering valve.

SM - 2138

For information concerning the oil flow through the flow reversing valve, refer to Section 220-0160, FLOW

REVERSING VALVE.

By-Passing Oil Flow


This by-passing operation is the same regardless of which cylinder by-passes the oil.

When shock impact creates excessive pressure against the steering cylinder, the pressurized oil will enter the double relief valve at ‘P-1’ port. The oil will flow behind the poppet (7) and around the exposed end of the spring loaded piston in the cartridge assembly (2). If the pressure exceeds the rated bar

(Ibf/in 2 ) setting of the cartridge assembly (2), the piston will be forced off its seat and allow oil to enter the passageway between the cartridge assembly (2) and the poppet (7). Pressure against the face of the poppet and the cavitation action on the poppet from the other cylinder will unseat the poppet and allow oil to flow out

‘P-2’ port to the opposite cylinder. When excessive pressure is dissipated, spring pressure overcomes the hydraulic pressure and returns the cartridge piston and poppet to their normal closed positions. The surplus oil flows out of the ‘Return Port’ and returns to the hydraulic tank.

REMOVAL


2

WARNINGS



1 - Bolts & Lockwashers


3 - 'O' Ring



Fig. 2 - Double Relief Valve Installation

1. Position the vehicle in a level work area, apply the parking brake and switch off the engine. Operate the steering in both directions several times to relieve any pressure the steering system.


3. Before removal of double relief valve (2) from the machine, clean exterior of the valve and hydraulic oil lines to prevent ingress of dirt.

4. Identify and tag all hydraulic oil lines, to aid in installation. With a suitable container available to catch spillage, disconnect hydraulic lines from double relief valve (2). Cap all lines and plug all ports of the double relief valve (2) to prevent ingress of dirt.

5. Index mark the double relief valve (2) and flow reversing valve (5) to aid installation. Remove bolts and lockwashers (1) securing double relief valve (2) to the flow reversing valve (5). Lift off double relief valve

(2) and transfer to a clean area for disassembly.

Remove and discard 'O' rings (3) from flow reversing valve (5).

SM 1747 2-99

DISASSEMBLY


1. If required, remove elbows from double relief valve and identify to aid in assembly.

2. Carefully remove cartridge assemblies (2) from valve body (1). Remove and discard 'O' rings (3 & 4).


Section 220-0130

5. Check condition of valve cartridges (2). Insert a blunt nose drift or punch in cartridge end and depress piston.

Note:

If piston does not move freely or hangs up, replace cartridge. Cartridge should also be replaced if lead seal has been removed and cartridge adjustment has been tampered with.

WARNING

Do NOT disassemble valve cartridges; they are pressure set and sealed at assembly. If cartridge is defective, it must be replaced with a new cartridge.

3. Carefully remove poppet plugs (5) from valve body

(1). Remove 'O' rings (8), springs (6) and poppets (7) from valve body (1). Discard 'O' rings (8).

Note:

To remove spring (6) and poppet (7) from valve body (1), it is necessary to turn valve body on its end and tap down on a work bench, or other suitable area, to release the parts.

4. If necessary, remove plugs (10) from valve body (1).

ASSEMBLY


1. If removed, install plugs (10) in valve body (1).

2. Install springs (6) in end of poppet plugs (5) and insert in poppets (7). Install new 'O' rings (8) on poppet plugs (5) and install plug assemblies in valve body (1).

3. Install new 'O' rings (3 & 4) on valve cartridges (2).

Lubricate threaded end of cartridge (2) and install in valve body (1).

4. If removed, install elbows on double relief valve as tagged at disassembly.

INSPECTION


INSTALLATION


Note:

There is a seal kit available to replace all of the seals in the valve. Refer to the Parts Book for part number of the seal kit.

1. Clean all parts with a suitable solvent and dry with compressed air.

2. Inspect all threaded parts for stripped or damaged threads.

3. Inspect valve body (1) bores and poppets (7) for excessive wear, scratches or deep grooves. If either valve body (1) or poppets (7) are damaged beyond repair, the complete valve assembly must be replaced.

4. Inspect springs (6) for breaks, lack of tension or other damage. Replace if required.

Note:



Note:



1. Make certain, area of installation is clean. Position new 'O' rings (3) and double relief valve (2) onto flow reversing valve (5), as per index marks and secure in place with bolts and lockwashers (1). Tighten bolts (1) to a torque of 80 Nm (58 lbf ft), lubricated.

Note:

If a new double relief valve (2) is being installed, be sure to line up the ports in the bottom face of the double relief valve (2) housing with the ports of the flow reversing valve (5).

SM 1747 2-99

3


Section 220-0130

2. Remove blanking caps from hydraulic lines and install lines to double relief valve as identified during removal.

5. Check double relief valve and hydraulic line connections for leaks and tighten as required.






SPECIAL TOOLS




TORQUE

FIG NO

2

ITEM NO

1

DESCRIPTION

Bolt

Nm

80 lbf ft

58

* * * *

4

SM 1747 2-99

STEERING SYSTEM - Flow Reversing Valve

Section 220-0160

SM - 2139

TO ROD END OF RIGHT CYLINDER TO BASE OF RIGHT CYLINDER

RIGHT

SPOOL

C

D

B

A

LEFT

SPOOL

E

E

TO ROD END OF LEFT CYLINDER TO BASE OF LEFT CYLINDER

Fig. 1 - Cutaway View of Typical Flow Reversing Valve


Letters in parentheses refer to Fig. 1.

The flow reversing valve distributes the oil to the steering cylinders and also reverses the flow of oil to the cylinders, when one of the pistons is pushed into the housing. The valve is mounted on the rear of the steering frame between the two cylinders.

In Fig. 1, channel ‘A’ is connected to ‘C’ by the cored passage ‘B’. Channel ‘C’ is connected to the base of the right steering cylinder and the rod end of the left steering cylinder. Channel ‘D’ is connected to the base of the left steering cylinder and the rod end of the right steering cylinder.

Channels ‘E’ are connected together by a horizontally drilled passage, not shown in the illustration. They act as vent passages for high pressure oil to protect the seals.

OIL FLOW

Right Turn


Oil flows into the valve housing through the top left port (not shown) into channel ‘A'. Oil flows around the land of the left plunger through channel ‘B’ and into channel ‘C'. From ‘C’ the oil flow simultaneously into the base of the right cylinder and into the rod end of the left cylinder.

In an extremely sharp right turn, the oil flow to the left steering cylinder is reversed by the left plunger being pushed 20.638 mm (0.8125 inch) into the valve housing. Refer to Section 220-0010, STEERING

LINES AND FITTINGS. The lower part of the channel

‘C’ is blocked by the large land of the left plunger.

Channel ‘A’ and the lower part of channel ‘D’ are now connected, allowing oil to flow into the base of the left steering cylinder.

SM 1764 2-99

1

Steering System - Flow Reversing Valve

Section 220-0160

SM - 2140

1 - Valve Body

2 - Plunger

3 - 'Seal

4 - Plunger Stop Plug

5 - 'O' Ring

6 - Plunger Stop Plug

Fig. 2 - Exploded View of Flow Reversing Valve

7 - Plug

8 - Plug

Left Turn


Oil enters the valve housing through the top right port

(not shown) and flows into channel ‘D'. The oil flows through channel ‘D’ and into the base of the left steering cylinder and the rod end of the right steering cylinder.

In an extremely sharp left turn, the oil flow to the right steering cylinder is reversed by the right plunger being pushed 20.638 mm (0.8125 inch) into the valve housing. Refer to Section 220-0010, STEERING

LINES AND FITTINGS. The small middle land of the right plunger blocks the passage to the rod end of the right cylinder. Channel ‘D’ is now connected to the upper part of channel ‘C'. This allows oil to flow into the base end of the right steering cylinder.

REMOVAL


WARNINGS




2

SM 1764 2-99



Section 220-0160

SM - 2138

3. Remove double relief valve (2) from the machine.

Refer to Section 220-0130, DOUBLE RELIEF VALVE.

4. Before removal of flow reversing valve (5) from the machine, clean exterior of the valve and hydraulic oil lines to prevent ingress of dirt.

5. Disconnect the reversing linkage from the eye of the plungers.

6. Identify and tag all hydraulic oil lines, to aid in installation. With a suitable container available to catch spillage, disconnect hydraulic lines from flow reversing valve (5). Cap all lines and plug all ports of the flow reversing valve (5) to prevent ingress of dirt.

7. Remove bolts and lockwashers (4) securing flow reversing valve (5) to the steering trunnion. Remove low reversing valve (5) and transfer to a clean area for disassembly. Remove and discard 'O' rings (3).

DISASSEMBLY


1. If required, remove fittings from flow reversing valve and identify to aid in assembly.

2. Remove plunger stop plugs (4 & 6) from valve body

(1). Remove and discard 'O' rings (5).

3. Match mark plungers (2) to their respective bores in valve body (1). Pull both plungers (2) out from valve body (1).

4. Pry seals (3) out of plunger stop plugs (4). Discard seals (3).

5. If required, remove plugs (7 & 8) from valve body (1).



3 - 'O' Ring



Fig. 3 - Flow Reversing Valve Installation

2. Inspect all threaded parts for stripped or damaged threads.

3. Inspect valve body (1) bores and plungers (2) for excessive wear, scratches or deep grooves. If either valve body (1) or plungers (7) are damaged, they must be replaced.

ASSEMBLY


INSPECTION


Note:

There is a seal kit available to replace all of the seals in the valve. Refer to the Parts Book for part number of the seal kit.


1. If removed, install plugs (7 & 8) in valve body (1).

2. Install new seal (3) in plunger stop plug (4) with lip facing in. When assembled, the seal should be recessed approximately 3.0 mm ( 0.12 inch) from the face of the plunger stop plug (4).

3. Install new 'O' rings (5) on plunger stop plugs (6).

Install plunger stop plugs (6) in valve body (1).

SM 1764 2-99

3


Section 220-0160

4. Insert plungers (2) into valve body (1), as marked at

Disassembly.

3. Connect the reversing linkage to the eye of the plungers.

Note:

If the same plungers that were removed from the valve are being installed, be sure the plungers are replaced in the same bore from which they were removed.

5. Carefully position plunger stop plugs (4) over plungers (2), taking care not to damage oil seals (3).

Tighten plunger stop plugs (4) securely.

INSTALLATION


Note:



Note:



1. Make certain, area of installation is clean. Position flow reversing valve (5) onto steering frame and secure in place with bolts and lockwashers (4).

2. Remove blanking caps from hydraulic lines and install lines to flow reversing valve as identified during removal.

4. Position new 'O' rings (3) onto flow reversing valve

(5) and install double relief valve (2) onto flow reversing valve (5). Refer to Section 220-0130,

DOUBLE RELIEF VALVE.





7. Check flow reversing valve (5) and hydraulic line connections for leaks and tighten as required.


SPECIAL TOOLS



* * * *

4

SM 1764 2-99

STEERING SYSTEM - Steering Linkage

Section 220-0190

SM - 2152

1 - Bellcrank

2 - Bushing

3 - Cotter Pin

4 - Clevis Pin

5 - Bolt

6 - Nut

7 - Clevis

8 - Spring Guides

9 - Compression Spring

10 - Clevis

11 - Cotter Pin

12 - Clevis Pin

Fig. 1 - Exploded View of Steering Linkage

13 - Link Bolt

14 - Compression Spring

15 - Grease Fitting

16 - Roller Assembly

17 - Nut

18 - Star Washer



The steering linkage consists of a bell crank (1), link assembly (7 thru 13), compression spring (14) and roller assembly (16). The bell crank is bolted to the steering frame and the link assembly is connected to the eye end of the flow reversing valve spool and to the bell crank. A grease fitting (15) is installed in each bell crank (1) to lubricate the roller shaft.

The function of the steering linkage is to push the flow reversing valve spool into the valve housing at the appropriate time, reversing the flow of oil to the steering cylinder. Refer to Section 220-0010,

STEERING LINES AND FITTINGS, for detailed oil flow operation.

SM 1766 2-99

1

Steering System - Steering Linkage

Section 220-0190



WARNING


1. Position the vehicle in a level work area, apply the parking brake and switch off the engine. Operate steering in both directions several times to relieve any pressure in steering system.

2. Turn tractor wheels to the straight forward position equalising compression on springs (9 & 14).


4. Hold steering linkage securely and remove cotter pin (11) from clevis pin (12). Remove clevis (10) from flow reversing valve. Slowly release compression spring (14).

5. Remove spring (14) from steering trunnion.

6. Remove stop nut (17), bolt (5) and bell crank (1) from steering trunnion.

7. Remove steering linkage from machine.

8. Remove cotter pin (3) from clevis pin (4). Remove bushing (2) and clevis (7) from bell crank (1).

9. Remove clevis (7), spring guides (8) and clevis (10) from bolt (13).

10. Remove nut (6) and star washer (18) from roller assembly (16). Remove roller assembly (16) from bell crank (1).

11. If required, remove grease fitting (15) from bell crank (1).

INSPECTION



2. Inspect roller assembly (16), springs (9 & 14), bushing (2) and clevis pins (4 & 12) for wear or damage. Replace worn parts if necessary.

3. Inspect all threaded parts for worn or damaged threads. Replace all damaged parts.



Note:



1. If removed, install grease fitting (15) in bell crank (1).

2. Install roller assembly (16) on bell crank (1) with star washer (18) and nut (6).

3. Assemble link bolt (13), clevis (10), spring guides

(8), spring (9) and clevis (7). Install bushing (2) in bell crank (1). Install clevis pin (4) in bell crank (1) and clevis (7) and secure with cotter pin (3).

4. Attach bell crank (1) assembly onto steering trunnion with bolt (5) and stop nut (17).

5. Install compression spring (14) between bell crank

(1) retainer and retainer on steering trunnion.

6. Install steering linkage onto flow reversing valve with clevis pin (12) and cotter pin (11).

7. Place the battery master switch in the 'On' position and remove wheel blocks.

SPECIAL TOOLS



* * * *

2

SM 1766 2-99

BOWL HYDRAULIC SYSTEM - Hydraulic System Schematic

Section 235-0000

DESCRIPTION


Relief Valve (7)

Refer to Section 235-0120, RELIEF VALVE.

The bowl hydraulic, servo control and steering hydraulic systems are operated by a triple pump. The systems use the same oil supply tank and pump but are operated independently of each other.

A brief description of the individual components shown in the bowl hydraulic and servo control systems are listed below. Detailed service and operating instructions for the individual components can be found in their relative component sections in this manual.

The direct acting relief valve is mounted at the right hand side of the cab below the bowl drop valve (10).

The valve is installed in the lines between the triple pump (2) and servo control valve (8).

The relief valve pressure setting is 17 bar (250 lbf/in²).

Hydraulic Tank (1)

Refer to Section 235-0040, HYDRAULIC TANK.

The hydraulic tank is the common oil reservoir for the bowl hydraulic and steering systems.

Integral with the tank assembly is a suction screen, filter element, relief valve, adaptor plate, access covers and filler neck assembly. Two sight gauges on the side of the tank assembly indicate hydraulic oil level. Located on top of the tank assembly is a breather assembly.

Triple Pump (2)


The triple pump supplies hydraulic oil for operating the bowl hydraulic and steering systems.

The triple pump is a multiple gear type pump consisting of three separate sections connected together as one assembly.

Two of the pump sections draw hydraulic oil from the hydraulic tank (1) then pump the oil to the servo control valve (8) and the bowl control valve (9).

The remaining section of the pump draws hydraulic oil from the hydraulic tank (1) then pumps the oil to the steering system.

The triple pump operates in the one direction only (it is assembled for right hand (clockwise) rotation, as viewed from the driveshaft end).

Note:

Never drive a pump in the wrong direction of rotation, as pump seizure may result.

Servo Control Valve (8)

Refer to Section 235-0160, SERVO CONTROL

VALVE.

The servo control valve (8), located on the right hand dash panel, is a mechanically actuated spool type valve controlling and directing signal oil pressure supplied by the main control valve (9). The valve spools are operated by levers connected to the spool ends. Operation of control levers moves the spools to open and close the inlet port to the signal ports to control movement of the valve spools.

Good control of the main hydraulic valve spools is attained by matching the pressure gain through the servo valve to the resistance of the main hydraulic control valve spool centering springs. As the servo valve spool is shifted from neutral, some signal oil is directed to the appropriate main hydraulic control valve spool, and some oil is directed back to the tank from the other side of the spool. As the servo valve spool is shifted farther through its stroke, so more oil is directed to the main hydraulic control valve spool, moving it farther through its stroke in direct proportion to the servo valve spool movement.

The ejector and apron spools have a mechanical detent in the lower position.

Bowl Control Valve (9)

Refer to Section 235-0060, BOWL CONTROL

VALVE.

The bowl control valve (9) is used to direct hydraulic oil to the cylinders (14, 15 or 16) for raising or lowering the apron, ejector or bowl depending on the position of the control spools within the valve. The position of control spools is controlled by the servo control valve (8).

The main components of the bowl control valve assembly are three control spools, main pressure relief valve and three check valve assemblies.

SM 1893 Rev1 04-04

1

Bowl Hydraulic System - Hydraulic System Schematic

Section 235-0000

P3B

P2B

P1B

UP

UP

EJECT

T

DOWN

DOWN

RETURN

B3

A1

P3A

B2

A2

P2A

B1

P1A

B

10

A

12

14 14

W3

A

EJECT

P

1850

PSI

RETURN

P

X3

9

W2 X2

RAISE LOWER

W1 X1

RAISE LOWER

8

250

PSI

T

7

2

760

PSI

17

13

16

15

STEERING

SYSTEM

RETURN FROM STEERING VALVE

RETURN FROM DOUBLE RELIEF VALVE

RETURN FROM FLOW REVERSING VALVE

TANK BREATHER

1

25

PSI

15

11

SM - 3181

2

1 - Hydraulic Tank

2 - Triple Pump

7 - Relief Valve

8 - Servo Control Valve

9 - Bowl Control Valve

10 - Bowl Drop Valve

11 - Solenoid Valve

12 - Accumulator

13 - Solenoid Valve

14 - Bowl Cylinder

Fig. 1 - Bowl Hydraulic System Schematic

15 - Apron Cylinder

16 - Ejector Cylinder

17 - Pressure Reducing Valve

SM 1893 Rev1 04-04


Section 235-0000

The main pressure relief valve permits by-passing hydraulic oil back to the tank (1), should oil pressure exceed 127.5 bar (1 850 lbf/in

2

). Check valves in the spools prevent return oil flow from cylinders until supply oil pressure at the spools is sufficient to move the loads. Thus they prevent unexpected movement

(dropping) of a load until oil pressure is sufficient to hold or raise it.

piston. The charging valve is equipped with a locking feature which, when opened, will allow the precharge to be checked or the accumulator charged. The piston acts as a separator dividing the cylinder into two sections. The section nearest the charging valve contains the nitrogen precharge. The other section receives the hydraulic oil from the pump, via the bowl control valve (9).

Note:

The bowl spool in the control valve used with a power down bowl is a double acting type and contains two load check valves and springs. The apron spool in the control valve used with a power apron is a double acting type and contains two load check valves and springs. The ejector spool is a single acting type containing one check valve and spring.

Bowl Drop Valve (10)

The bowl drop valve (10) is mounted at the right hand side of the cab adjacent to the servo control valve

(8). When the solenoid is energised, by operating the bowl drop switch inside the cab, the valve cartridge moves across allowing oil to return to tank. This allows the bowl to be lowered to ground under its own weight when the engine is switched 'Off'.

Bowl Cylinders (14)

Refer to Section 235-0020, BOWL CYLINDER.

There are two single stage, double acting bowl cylinders (14) on the machine, mounted between the bowl and pull yoke. Single stage double acting means that the piston rod can have oil applied to either side, extending or retracting the piston rod.

Cylinder mounting is by pins, secured with bolts and lockwashers. Bushings permit a limited amount of cylinder misalignment when travelling over rough terrain.

Apron Cylinders (15)

Refer to Section 235-0035, APRON CYLINDER.

Solenoid Valves (11 & 13)

There are two solenoid valves installed in the bowl hydraulic system, one (11) between the accumulator

(12) and the base end of the bowl cylinders (14), the other (13) between the bowl control valve (9) and the rod end of the bowl cylinders (14). When the solenoids are energised, by operating the bowl suspension switch inside the cab, the valve cartridges move across allowing oil from the rod end of the bowl cylinders (14) to return to tank through solenoid valve

(13). Oil from the accumulator (12) is allowed to flow to the base end of the bowl cylinders (14) through solenoid valve (11). This allows the bowl cylinder (14) rods movement in both directions, creating a cushioned suspension effect and providing the operator with a smoother ride when travelling.

There are two single stage, double acting apron cylinders (15) on the machine, mounted vertically between the pull yoke and lever. Single stage double acting means that the piston rod has oil applied to either side, extending or retracting the piston rod.


Ejector Cylinder (16)

Refer to Section 235-0030, EJECTOR CYLINDER.

Accumulator (12)

Refer to Section 235-0070, ACCUMULATOR.

The accumulator (12) is mounted off the hood mounting bracket inboard of the right hand fender. The accumulator is of the piston type and is precharged with nitrogen to 27.5 bar (400 lbf/in²). It consists of a charging valve assembly, cylinder assembly and a

There is one single stage, single acting ejector cylinder

(16) on the machine, mounted horizontally between the tail frame and ejector lever. Single stage single acting means that the piston rod has oil applied to one side, extending the piston rod and it retracts by gravity under its own weight.


SM 1893 Rev1 04-04

3


Section 235-0000

Diagnostic Test Point

The hydraulic system has one diagnostic test point (A) which enables the service engineer to obtain an accurate system pressure reading.

MAINTENANCE

Maintenance instructions, intervals and warnings, in the individual component sections of this manual, should be adhered to.

'O' RING FACE SEALS (ORFS)

Where hydraulic lines are fitted with ORFS connections, the following procedure should be carried out during 'Installation'. Refer to Fig. 2.

Hydraulic Oil

The hydraulic tank should be kept filled with hydraulic oil as specified in Section 300-0020, LUBRICATION

SYSTEM. Refer to Section 235-0040, HYDRAULIC

TANK for correct fill level and procedure.

SM - 1335

FITTING

NUT

TUBE

SERVICE TOOLS

It is recommended that the following service tools are used when carrying out pressure and temperature checks during maintenance procedures. These tools, along with other general service tools, are available from your dealer. Refer to Section 300-0070,

SERVICE TOOLS, for part numbers of these tools.

'O' RING 'O' RING

SLEEVE

Fig. 2 - Assembly of Typical ORFS Connector a. Ensure 'O' ring/seal is in place and that the joining surfaces are clean. If necessary, retain 'O' ring/seal in place with a light coating of grease or vaseline.

b. Initially, the nuts should be tightened by hand.

c. Where a hose is fitted, ensure that it is not twisted or kinked when the nuts are tightened so that it is allowed to adopt a natural position.

d. Where a tube is fitted, ensure that the connection is aligned correctly.

e. Tighten the nut a further 1/4 to 1/2 a turn using the correct size spanner (wrench).

f. Check that a satisfactory hose or tube routing has been achieved.

Multi-Gauge


Non-contact Infrared Thermometer

The infrared thermometer can be used to spot heat problems early in electrical, mechanical and hydraulic systems. Hand held and easy to use, you simply aim, pull the trigger, and read the temperature.

Since there is no need to touch what you are measuring, temperatures of hard-to-reach or moving components can be taken without getting burned or shocked.

* * * *

4

SM 1893 Rev1 04-04

BOWL HYDRAULIC SYSTEM - Hydraulic Lines and Fittings

Section 235-0010

DESCRIPTION

Refer to Section 235-0000, HYDRAULIC SYSTEM

SCHEMATIC for details of hydraulic schematic and a brief description of the individual components shown in the bowl hydraulic and servo control systems.

1

1

2

SM - 2382

3

The hydraulic, servo control and steering hydraulic systems are operated by a triple pump. The systems use the same oil supply tank and pump but are operated independently of each other.

2

3

This section refers to the hydraulic system with servo controls which operate the scraper bowl, apron and ejector.

Refer to Section 220-0010, STEERING LINES AND

FITTINGS for details of the steering hydraulic system.

OPERATION

Neutral (Hold) Position

When the control levers (servo control valve) are in a neutral position, oil is drawn from the tank by the pump. From the pump the oil flows through the central passage in the control valve and back to the tank. Oil is also pumped through the servo valve and servo relief valve. If the pressure exceeds 17 bar

(250 lbf/in

2

) the servo relief valve diverts oil back to the tank.

Bowl


The scraper bowl is operated by two single stage, double acting cylinders (2). The cylinder base ends are attached to the pull yoke and the piston rods are attached to the two bowl lift levers (1). The bowl lift levers (1) are hinged at the forward end and the other ends are connected to the two lift rods (3) which are, in turn, connected to the scraper bowl.

To describe the operation of the scraper, it is assumed that the bowl control lever is in the 'NEUTRAL' position and the bowl cutting edge is touching the ground.

When the servo control bowl lever is pushed into the

'LOWER' position, a passage in the control valve is opened and oil flows from the pump into the control valve. Oil from the control valve flows into the bowl cylinder rod ends. The oil pressure in the cylinder rod ends, forces the piston rods to retract. As the piston rods retract, the levers are pulled down causing the bowl to lower, forcing the cutting edge into the ground.

As the bowl cylinders are retracting, any oil trapped

1 - Bowl Lever

2 - Bowl Cylinder 3 - Bowl Lift Rod

Fig. 1 - Operational View of Levers & Cylinders in the base ends is forced out through the control valve and back into the tank.

Oil also flows into the bowl drop valve where it is dead headed.

The bowl can be lowered with the engine stopped by pressing the bowl drop switch, located on the switch panel on the dash. Hold the switch until the bowl is completely lowered. This opens the bowl drop valve, which allows oil in the base of the bowl cylinders to flow through the drop valve back into the tank. The bowl cylinders retract which lowers the bowl.

To raise the bowl, the servo control bowl lever is pulled into the 'RAISE' position. This shifts the control valve bowl spool into the raise position. Oil leaves the control valve and flows into the bowl cylinder base ends. Oil pressure extends the cylinders which raises the bowl. Any oil trapped in the cylinder rod ends is forced through the control valve and back to the tank.

Apron

The scraper apron is operated by two single stage, double acting cylinders mounted on the outside of the scraper bowl. The cylinder base ends are attached to the bowl assembly and the piston rods are attached to the two apron arms.

SM 1894 1-00

1

Bowl Hydraulic System - Hydraulic Lines and Fittings

Section 235-0010

The apron cylinders are actuated by the apron control lever on the servo valve. Oil flows into and out of the apron cylinders to raise or lower the apron.

TIMING TEST

As a general field test, the correct operation of the hydraulic system can be checked by timing the lift of the scraper bowl. If the scraper bowl can be lifted in the correct time, it can be assumed that the ejector and apron are operating at peak efficiency.

When the servo control apron lever is pushed into the

'LOWER' position, a passage in the control valve is opened and oil flows from the pump into the control valve. Oil from the control valve flows into the apron cylinder rod ends. The oil pressure in the cylinder rod ends, forces the piston rods to retract. As the piston rods retract, the apron arms are pulled back causing the apron to power down. As the apron cylinders are retracting, any oil trapped in the base ends is forced out through the control valve and back into the tank.

The test should be performed with the scraper bowl empty and blades resting on the ground, the engine and hydraulic oil heated to normal operating temperatures, and the engine running at top rev/min.

With these conditions, the scraper bowl should be raised to its fully raised position in 5.8 seconds.

If the timing test is in excess of 5.8 seconds, check the following items in sequence:

To raise the apron, the servo control bowl lever is pulled into the 'RAISE' position. This shifts the control valve apron spool into the raise position. Oil leaves the control valve and flows into the apron cylinder base ends. Oil pressure extends the cylinders which raises the apron. Any oil trapped in the cylinder rod ends is forced through the control valve and back to the tank.

1. Check oil level in the tank.

2. Visually check for apparent leaks, faulty pump, cylinders or control valves.

3. Check pivot mechanism for binding.

4. Check hydraulic oil pressure/relief valve adjustment (see below).

Ejector

The scraper ejector is operated by the ejector cylinder which is mounted to the tail assembly of the scraper and to a lever that is hinged at one end to the upper cross member of the bowl. The lower end of this lever has a roller which rolls on a wear plate welded to the ejector.

The oil which flows into and out of the ejector cylinder is the same as that for the apron and bowl cylinders.

CHECKING AND ADJUSTING RELIEF

VALVE PRESSURE

The relief valve, incorporated in the control valve, is set at the factory for a maximum oil pressure of

127.5 bar (1 850 lbf/in

2

). Do not adjust the valve setting unless it has been determined that the maximum pressure is above or below 127.5 bar

(1 850 lbf/in

2

).

The ejector cylinder is actuated by the ejector control lever on the servo valve. As the cylinder is extended, a force is transmitted to the ejector through the lever and roller which causes the ejector to pivot forward. The ejector is returned to the 'LOWER' position by the force of its weight creating an opposite action on the lever and cylinder. A detent mechanism in the servo valve holds the ejector control spool in the 'LOWER' position, allowing the ejector to 'FLOAT' down to the loading position, after the material is dumped from the bowl, without further attention from the operator.

The control lever will remain in the 'LOWER' position until manually moved to the 'NEUTRAL' position.

Note:

Do not change the setting to increase pressure above 127.5 bar (1 850 lbf/in

2

) to compensate for over loading the scraper with extra heavy materials.

To check the relief valve adjustment, the bowl must be empty, hydraulic oil and engine at normal operating temperatures. Remove cap from connector or plug in the face of the control valve and install a

207 bar (3 000 lbf/in

2

) capacity pressure gauge.

Operate the engine at 1 500 rev/min and raise the bowl until the related cylinders are fully extended.

Hold the bowl control lever in the raise position and keep the engine accelerated at 1 500 rev/min while

2 SM 1894 1-00


Section 235-0010 watching the pressure gauge. The maximum reading on the gauge will indicate the pressure at which the valve is opening. If the reading is above or below

127.5 bar (1 850 lbf/in

2

), adjust the relief valve as follows:

3. Remove the acorn nut and one seal washer.

Loosen the jam nut. Turn the adjusting screw clockwise to raise the pressure or counter clockwise to decrease the pressure. Turn the adjusting screw in small increments.

1. Remove acorn nut and loosen adjusting screw jam nut.

2. Adjust valve by turning adjusting screw clockwise to increase pressure or counter-clockwise to decrease pressure.

Note:

This is a pilot operated relief valve which is sensitive to adjustment. One complete turn of the adjusting screw will change the pressure setting approximately 55 - 69 bar (800 - 1 000 lbf/in

2

).

3. After the adjustment is completed, tighten jam nut and replace acorn nut.

4. Re-check the system pressure to make certain that it did not change when tightening the jam nut. If the pressure setting is correct, remove the pressure gauge and replace the cap or plug.

4. When the correct pressure setting is obtained, hold the adjusting screw with a screwdriver and tighten the jam nut securely.

5. Re-check the pressure and, if it is correct, install the outer seal washer and acorn nut and tighten.

6. Remove the pressure gauge from the relief valve housing and replace the plug and seal washer.

MAINTENANCE

Maintenance instructions, intervals and warnings, in the individual hydraulic component sections of this manual, should be adhered to at all times.

SERVICE TOOLS

It is recommended that the following service tool is used when carrying out pressure checks during maintenance procedures. This tool, along with other general service tools, are available from your dealer.

Refer to Section 300-0070, SERVICE TOOLS, for part numbers of these tools.

CHECKING AND ADJUSTING SERVO

SYSTEM RELIEF VALVE PRESSURE

1. Install a 345 bar (5 000 lbf/in

2

) capacity pressure gauge at the pressure check port located in the servo relief valve housing.

2. Start the engine and observe the pressure gauge.

It should read 17 bar (250 lbf/in

2

) when the servo relief valve opens. Adjust the relief valve if the pressure is not correct.

Multi-Gauge


SM 1894 1-00

3


Section 235-0010

HYDRAULIC SYSTEM DIAGNOSIS

CONDITION REASON REMEDY

Scraper Bowl, Apron Insufficient oil pressure.

or Ejector inoperative

Check pressures as described earlier.

Pump is not being driven or receiving. Check pump drive or intake line.

or operates too slowly.

Faulty control valve operation.

Check valve plunger travel and relief valve adjustment.

Bowl, Apron or

Ejector will not lower.

Faulty cylinder operation.

Check for leaks in cylinder.

Check oil pressure at cylinder. If pressure is low, check for restrictions in lines and check pressure at control valve.

Bent piston tube or jammed cylinder.

Replace faulty parts.

Obstruction or bind on ejector.

Remove obstruction or repair bound part.

Ejector will not return Bent cylinder.

over its centre.

Replace damaged parts.

Weak or broken detent springs.

Replace detent springs.

Apron and Ejector plungers do not stay in Pushed In position.

Oil leaks on either end of plunger.

Plungers do not return to neutral.

Defective 'O' ring in valve body.

Broken return springs.

Replace 'O' ring.

Replace springs.

* * * *

4 SM 1894 1-00

BOWL HYDRAULIC SYSTEM - Bowl Cylinder

Section 235-0020

SM - 3182

14 9 12

10

5

13 8

2

PORT A

1

3

11

4 15

7 6

14

PORT B

1 - Cylinder Assembly

2 - Retainer

3 - Piston Rod

4 - Piston

5 - 'O'-Ring

6 - Grub Screw

7 - Wear Ring

8 - 'O'-Ring

9 - Seal

10 - Lock Ring

Fig. 1 - Cutaway View of Bowl Cylinder

11 - 'O'-Ring

12 - Seal

13 - Backup Ring

14 - Bush

15 - Seal

DESCRIPTION


There are two single stage, double acting bowl cylinders on the machine, mounted between the bowl and pull yoke. Single stage double acting means that piston rod (3) can have oil applied to either side, extending or retracting the piston rod.

Cylinder mounting is by pins, secured with bolts and lockwashers. Bushings (14) permit a limited amount of cylinder misalignment when travelling over rough terrain.

Main components of the cylinder include the piston rod (3) and piston (4) which slides within Cylinder assembly (1). Pressure oil in the tube is retained by

SM 2280 04-04 seal (12) on the rod-eye end of Cylinder assembly (1).

Seal (15) and 'O' ring (11) prevent oil in the base end of tube from flowing around piston (4).

OPERATION


Raise Position

In the raise position, oil from the scraper control valve flows into Port B at the cylinder base end. Oil pressure acting on the piston (4) and the Cylinder assembly (1), forces the tube to extend causing the lift levers to raise the bowl.

Any oil on the other side of the piston (4) is forced out of Port A and returns to the tank by way of the scraper control valve.

1

Bowl Hydraulic System - Bowl Cylinder

Section 235-0020

7

4

6

1

15

11

14

SM - 3182

14

8

3

13

5

2

12

9

10

1 - Cylinder Assembly/Body

2 - Retainer

3 - Piston Rod

4 - Piston

5 - 'O'-Ring

6 - Grub Screw

7 - Wear Ring

8 - 'O'-Ring

9 - Seal

10 - Lock Ring

11 - 'O'-Ring

12 - Seal

13 - Backup Ring

14 - Bush

15 - Seal

Fig. 2 - Exploded View of Bowl Cylinder

Raise Position

In the lower position, oil from the scraper control valve flows into Port A at the cylinder rod end. Oil pressure acting on the piston (4) and rod (3) forces the rod into the Cylinder assembly (1). Also the lift levers are pulled down which in turn lowers the bowl and forces the cutting edge into the ground.

Any oil in the base end is forced out Port B flows through the scraper control valve and back into the tank.

REMOVAL


WARNING


1. Position the vehicle in a level work area and ensure bowl, apron and ejector are completely lowered. Apply the parking brake and switch off the engine.

2

SM 2280 04-04

2. Operate steering right and left several times to relieve pressure in the steering system. Block all road wheels and place the battery master switch in the 'Off' position.


Section 235-0020

Remove piston (4) from piston rod (3) by unscrewing grub screw (6) from the piston (4).

6. Now slide the Retainer (2) off Piston rod (3) and remove Seal (9), 'O'-Ring (5), Seal (12), 'O'-Ring (8) and

Back up ring (13) from the Retainer (2).

3. Identify and tag all hydraulic lines on one bowl cylinder. With a suitable container available to catch spillage, disconnect hydraulic lines. Cap all lines and fittings to prevent ingress of dirt.

7.Remove bushing (14) from Piston rod (3) and

Cylinder assembly (1) if they are worn or damaged.

4. Support bowl cylinder with a suitable lifting device.

5. Remove bolt and lockwasher securing mounting pin at piston rod (3) end of the cylinder. Remove pin from piston rod (3) end of the cylinder.

6. Remove bolt and lockwasher securing mounting pin at base end of the cylinder. Remove pin from base end of the cylinder.

7. Remove cylinder assembly from the machine.

8. Transfer cylinder assembly to a clean area for disassembly. Drain oil from cylinder assembly into a suitable container.

9. Repeat steps 3 through 8 for opposite bowl cylinder assembly.

INSPECTION



2. Check Cylinder assembly (1) bore and outer diameter of Piston (4) for scratches, cracks or other signs of damage. Remove ridges, nicks and scratches with a fine stone and re-clean. Replace any components which cannot be repaired.

3. Inspect Piston rod (3) for distortion, cracks or other defects. Replace piston rod (3) if defective area is irreparable.

4. Check bushings (14) for wear and replace if necessary.

DISASSEMBLY


WARNING


1. Ensure clean working conditions, remove any port plugs thus allowing easy entry of air into the cylinder, preventing a vacuum when parts are withdrawn from cylinder body (1).

2. Taking a suitable 'C' spanner unscrew Retainer (2) and carefully remove Piston rod (3), 'O'-Ring (10) and

Retainer(2) from the Cylinder assembly (1). The Piston

(4) will also be removed at this time as it is attached to the Piston Rod (3).

3. Place the above items on a suitable surface and remove the constituent parts as follows.

4. Remove 'O'-ring (11), Seal (15) and Wear ring (7) from the Piston (4).

ASSEMBLY


Note:



Note:


WARNING


1. If necessary, press Bushing (14) into eye end of

Piston rod (3) and Cylinder assembly (1).

2. Install Seals (9 & 12), 'O'-Ring (5), Backup ring (13) and 'O'-Ring (8) into Retainer (2) and carefully slide

Piston rod (3) into the bore of Retainer (2).

SM 2280 04-04

3


Section 235-0020

3. Apply Loctite 243 to first two threads of piston (4).

Screw piston (4) onto the mating end of Piston rod (3) and tighten to a torque of 1 356 Nm (1000 Ibf ft).

Note:


HYDRAULIC SYSTEM SCHEMATIC.

4. Insert grub screw through wear ring (7) groove in piston (4) and into groove machined on piston rod (3).

Tighten grub screw to a torque of 49 Nm (36 Ibf ft).

Ensure top face of grub screw is below the level of the wear ring groove (7).

WARNING


5. Install Seal (15) and Wear ring (7) on outer grooves of Piston (4) as shown.

6. Now move 'O'-Ring (11) into position on recess between Piston (4) and Piston rod (3).

1. Install a suitable strap, or other lifting device, around one cylinder assembly and position cylinder assembly between the bowl and pull yoke, with base end of cylinder ready for mounting.

7. Ensure bore of Cylinder assembly (1) is well lubricated with hydraulic oil. Sling the assembled piston rod (3) and carefully offer it into the bore of

Cylinder assembly (1) with Piston (4) end face inserted first. Take care not to damage seal (15) on cylinder assembly (1) threads.

2. Install pin through base end of Cylinder assembly

(1) and secure pin with bolt and lockwasher as removed at Removal.

3. Install pin through piston rod (3) end of the cylinder.

Secure pin with bolt and lockwasher as removed at

Removal.

8. After piston (4) is inserted into cylinder assembly (1) push the piston rod assembly into the bore, mating coincidental centre lines of piston rod and cylinder body.

4. Remove caps and connect hydraulic lines to steering cylinder ports, as tagged during Removal.

5. Repeat steps 1 through 4 for installation of opposite bowl cylinder.

9. Before piston rod (3) is fully home and with slings taking some of the piston rod (3) weight, engage the male threads of the retainer (2) with female thread form of the cylinder assembly (1) and screw home. Take care not to damage 'O'-Rings (5 & 8) and backup ring

(13) .




10. Push piston rod (3) to fully retracted position and tighten retainer to a torque of 237 Nm (175 Ibf ft).

7. Place the battery master switch in the 'On' position, start the engine and operate the bowl.

Check hydraulic lines and fittings for leaks. Tighten lines and fittings as required.

INSTALLATION



Note:

Tighten all fasteners to standard torques listed in



MAINTENANCE

Inspect bowl cylinders regularly for leaks or damage, repair as required. Lubricate cylinder pins every

50 hours, as specified in Section 300-0020,

LUBRICATION SYSTEM.

* * * *

4

SM 2280 04-04

PORT A

4 5 1 2

BOWL HYDRAULIC SYSTEM - Ejector Cylinder

Section 235-0030

SM - 2383

9 6 13 6 10 12 7 11 8

3

4

1 - Outer Cylinder

2 - Piston Tube

3 - Retainer

4 - Bushing

5 - Wear Ring

6 - Wear Ring Retainer

7 - Rod Seal

8 - Wiper Seal

9 - 'O' Ring

10 - 'O' Ring

11 - Nylon Ring

12 - Lock Ring

13 - End Cap

Fig. 1 - Cutaway View of Ejector Cylinder

REMOVAL


WARNING


1. Position the vehicle in a level work area and ensure ejector is completely lowered. Apply the parking brake and switch off the engine.


3. With a suitable container available to catch spillage, disconnect hydraulic line from base end of cylinder. Cap hose and port to prevent ingress of dirt.

4. Support ejector cylinder with a suitable lifting device. Remove nut, lockwasher and bolt securing mounting pin to base end of cylinder and mounting bracket on tail frame. Using a soft drift, drive and remove the mounting pin.

5. Remove nut, lockwasher and bolt securing mounting pin to piston tube end of cylinder and ejector lever. Using a soft drift, drive and remove mounting pin from the cylinder rod end and ejector lever.

6. Lower cylinder until eye ends of rod and outer cylinder clear mounting brackets and remove cylinder.

7. Remove cylinder assembly from the machine and transfer to a clean area for disassembly.

SM 1895 1-00

1

Bowl Hydraulic System - Ejector Cylinder

Section 235-0030

DISASSEMBLY


3. Inspect piston tube (2) for distortion, cracks or other defects. Replace piston tube (2) if defective area is irreparable.

WARNING


4. Discard all scored, deeply scratched or excessively worn parts and replace with new ones.

5. Replace bushings (4) if worn or damaged.

1. Ensure clean working conditions, remove plug from port at the base of cylinder and drain oil from cylinder assembly into a suitable container.

ASSEMBLY


2. Place cylinder assembly in an upright position, with piston tube (2) facing up and clamp securely.

Note:



Note:


3. Remove lock ring (12) from between outer cylinder

(1) and end cap (13).

4. Unscrew end cap (13) and pull end cap (13) and piston tube (2) out of cylinder body (1) as an assembly.

5. Position piston tube (2) in a soft-jawed vice and remove and discard wear ring (5).

Note:

Provide adequate protection to chrome surface to prevent any damage.

6. Remove retainer (3) and pull end cap (13) assembly off piston tube (2). Remove and discard backup ring and 'O' rings (9 & 10) from outer grooves of end cap (13). Remove and discard wear rings (6), rod seal (7), nylon ring (11) and wiper seal (8) from inner grooves of end cap (13).

7. Remove bushing (4) from piston tube (2) and outer cylinder (1) if they are worn or damaged.

INSPECTION



2. Check outer cylinder (1) bore and outer diameter of piston tube (2) for scratches, cracks or other signs of damage. Remove ridges, nicks and scratches with a fine stone and re-clean. Replace any components which cannot be repaired.

WARNING


1. If necessary, press bushing (4) into eye end of piston tube (2) and outer cylinder (1).

2. Replace guide ring (3) on piston tube (2) and install piston tube in outer cylinder (4).

3. Install rod seal (7) into bore of end cap (13) with the lip pointing towards the internal face of end cap

(13). Install nylon ring (11) behind rod seal (7) in groove. Install wiper seal (8) and wear rings (6) into bore of end cap (13).

4. Install back up ring and 'O' rings (9 & 10) in outer grooves of end cap (13).

5. With the piston tube (2) in a vertical position, guide end cap (13) assembly onto piston tube (2). Ensure leading chamfer on plunger is clean and free from nicks or rust.

6. Install piston wear ring (5).

7. Ensure bore of outer cylinder (1) is well lubricated with hydraulic oil. Carefully insert piston tube (2) and end cap (13) assembly into outer cylinder (1).

2

SM 1895 1-00

Bowl Hydraulic System - Ejector Cylinder

Section 235-0030

8. Engage end cap (13) and outer cylinder (1) thread and screw up fully. Tighten end cap (13) to a torque of 338 - 407 Nm (250 - 300 lbf ft).

3. Remove caps from cylinder port and hose end and install new 'O' ring on hose. Install hose to cylinder inlet port.

9. Re-drill location hole for lock ring (12), diameter

3.175 mm (0.125 in) x 10 mm (0.394 in) maximum depth. Install lock ring (12).

INSTALLATION

Ejector Cylinder

Note:



Note:



4. Lubricate mounting pins at lube fittings. Refer to





6. Place the battery master switch in the 'On' position, start the engine and operate the ejector controls. Check hydraulic lines and fittings for leaks.

Tighten lines and fittings as required.


MAINTENANCE

Inspect ejector cylinder regularly for leaks or damage, repair as required. Lubricate cylinder pins every 50 hours, as specified in Section 300-0020,

LUBRICATION SYSTEM.

WARNING


1. Install a suitable strap, or other lifting device, around cylinder assembly and position cylinder in tail assembly, ready for mounting.

Note:

Oil inlet port must be towards the ground.

2. Secure piston tube end of cylinder to the ejector lever and the base end of cylinder to the bracket on the tail frame with mounting pins and secure with bolts, lockwashers and nuts.

SPECIAL TOOLS




FIG. NO.

1

ITEM NO.

13

ITEM NAME

End Cap

Nm

338 - 407

TORQUE lbf ft

250 - 300

* * * *

SM 1895 1-00

3

BOWL HYDRAULIC SYSTEM - Apron Cylinder

Section 235-0035

SM - 2384

16 11 14 15 13

12

4

3 1 9 6 9 9 2 7 8 10

GROOVE THIS SIDE

18

5

17

1 - Cylinder Body

2 - Piston

3 - Piston Rod

4 - Retainer

5 - Cushion Sleeve

6 - Cushion Sleeve

7 - Piston Seal

8 - Wear Ring

9 - 'O' Ring

10 - Locking Screw

11 - Rod Seal

12 - 'O' Ring

Fig. 1 - Cutaway View of Apron Cylinder

13 - 'O' Ring

14 - Lock Ring

15 - Back Up Ring

16 - Wiper Seal

17 - Circlip

18 - End Cap

REMOVAL


WARNING


1. Position the vehicle in a level work area and ensure apron and bowl are completely lowered. Apply the parking brake and switch off the engine.


3. Identify and tag all hydraulic lines on one apron cylinder. With a suitable container available to catch spillage, disconnect hydraulic lines. Cap all lines and ports to prevent ingress of dirt.

4. Support apron cylinder with a suitable lifting device.

5. Remove bolt and lockwasher securing mounting pin at piston rod (3) end of the cylinder. Remove mounting pin from piston rod (3) end of the cylinder.

6. Remove bolt and lockwasher securing mounting pin at base end of the cylinder. Remove mounting pin from base end of the cylinder.

7. Remove cylinder assembly from the machine and transfer to a clean area for disassembly. Drain oil from cylinder assembly into a suitable container.

8. Repeat steps 3 through 7 for opposite apron cylinder.

SM 1896 1-00

1

Bowl Hydraulic System - Apron Cylinder

Section 235-0035

DISASSEMBLY


other signs of damage. Remove ridges, nicks and scratches with a fine stone and re-clean. Replace any components which cannot be repaired.

WARNING


3. Inspect piston rod (3) for distortion, cracks or other defects. Replace piston rod (3) if defective area is irreparable.

4. Use new oil seals and 'O' rings whenever the cylinder is disassembled.

1. Ensure clean working conditions, remove any port plugs thus allowing easy entry of air into the cylinder, preventing a vacuum when parts are withdrawn from cylinder body (1).

5. Discard all scored, deeply scratched or excessively worn parts and replace with new ones.

2. Place cylinder assembly in an upright position, with piston rod (3) facing up and clamp securely.

ASSEMBLY

Numbers in parentheses refer to Figs. 1.

3. Remove lock ring (14) from between cylinder body

(1) and end cap (18).

Note:



4. Unscrew end cap (18) and pull end cap (18), piston rod (3) and piston (2) out of cylinder body (1) as an assembly.

Note:


5. Position eye end of piston rod (3) in a soft-jawed vice and remove locking screw (10).

6. Pull piston (2) assembly off piston rod (3) and remove and discard piston seal (7) and wear ring (8) from piston (2).

WARNING


7. Remove and retain cushion sleeve (6) from piston rod (3). Remove and discard three 'O' rings (9) from piston rod (3).

1. Install new rod seal (11) in bore of end cap (18) with the lip pointing towards the internal face of the end cap (18). Install new wiper seal (16) into bore of end cap (18).

8. Pull end cap (18) assembly off piston rod (3).

Remove and discard backup ring (15), retainer (4) and 'O' rings (12 & 13) from outer grooves of end cap

(18). Remove and retain circlip (17) and cushion sleeve (5) from end cap (18). Remove and discard rod seal (11) and wiper seal (16) from inner grooves of end cap (18).

2. Install cushion sleeve (5) and circlip (17) into bore of end cap (18). See Fig. 1 for proper installation.

3. Install new backup ring (15), new 'O' rings (12 &

13) and retainer (4) on outer groove on end cap (18).

4. Guide end cap (18) assembly onto piston rod (3).

INSPECTION


5. Install three new 'O' rings (9) in the external grooves on piston rod (3). Install cushion sleeve (6) onto piston rod (3).


6. Install piston seal (7) into external groove on piston (2).

2. Check cylinder body (1) bore, outer diameter of piston (2) and end cap (18) for scratches, cracks or

7. Install piston (2) on piston rod (3) and tighten to a torque of 1 355 Nm (1 000 lbf ft).

2

SM 1896 1-00

8. Install locking screw (10) into piston (2) and tighten to a torque of 48 Nm (36 lbf ft). Install wear ring (8) into external groove on piston (2).

Bowl Hydraulic System - Apron Cylinder

Section 235-0035

2. Attach cylinder base end to bowl assembly with mounting pin. Secure mounting pin with bolt and lockwasher as removed at Removal.

9. Ensure bore of cylinder tube (14) is well lubricated with hydraulic oil. Carefully insert piston rod (3), piston (2) and end cap (18) assembly into the cylinder body (1).

10. Engage end cap (18) and cylinder body (1) thread and screw up fully. Tighten end cap (18) to a torque of 203 - 270 Nm (150 - 200 lbf ft).

11. Re-drill location hole for lock ring (14), diameter

3.175 mm (0.125 in) x 10 mm (0.394 in) maximum depth. Install lock ring (14).

INSTALLATION


Note:



Note:



3. Attach piston rod (3) end to apron arm with mounting pin. Secure mounting pin with bolt and lockwasher as removed at Removal.

4. Remove caps and connect hydraulic lines to apron cylinder ports, as tagged during Removal.

5. Repeat steps 1 through 4 for installation of opposite apron cylinder.

6. Lubricate mounting pins at lube fittings. Refer to





8. Place the battery master switch in the 'On' position, start the engine and operate the apron controls. Check hydraulic lines and fittings for leaks.

Tighten lines and fittings as required.


WARNING


1. Ensure apron is held in raised position by suitable lifting equipment. Install a suitable strap, or other lifting device, around one cylinder assembly and position cylinder assembly on vehicle, ready for mounting.

MAINTENANCE

Inspect apron cylinders regularly for leaks or damage, repair as required. Lubricate cylinder pins every 50 hours, as specified in Section 300-0020,

LUBRICATION SYSTEM.

SPECIAL TOOLS




FIG. NO.

1

1

1

ITEM NO.

2

10

18

ITEM NAME

Piston

Locking Screw

End Cap

Nm

1 355

48

203 - 270

TORQUE lbf ft

1 000

36

150 - 200

* * * *

SM 1896 1-00

3

20

10

11

2

3

21

22

24

25

1

4

BOWL HYDRAULIC SYSTEM - Hydraulic Tank

Section 235-0040

SM - 2100

16

13

8

7

15

19

24

25

26

27

5

14

18

11

9

6

12

1 - Tank Assembly

2 - Filler Cap

3 - Gasket

4 - Latch Assembly

5 - Gasket

6 - Access Cover

7 - Gasket

25

26

27

23

8 - Access Cover

9 - Bolt

10 - Bolt

11 - Lockwasher

12 - Plug

13 - Plug

14 - Filter Assembly

15 - Tie Rod

16 - Wing Nut

17 - Suction Screen

18 - Gasket

19 - Plug

20 - Sight Gauge

21 - Air Filter / Breather

Fig. 1 - Exploded View of Hydraulic Tank and Mounting

17

22 - Adaptor

23 - Plug

24 - Bolt

25 - Washer

26 - Lockwasher

27 - Nut

DESCRIPTION


MAINTENANCE


The hydraulic tank is the common oil reservoir for the steering and bowl hydraulic systems. It is mounted to the tractor frame, at the rear of the cab and is secured with bolts (24), washers (25), lockwashers (26) and nuts (27).

Integral with tank assembly (1) are filter assembly (14) with in built relief valve assembly, suction screen (17), access covers (6 & 8) and filler neck assembly. Two sight gauges (20) on the side of tank assembly (1) indicate hydraulic oil level. Breather (21) is mounted off the top of the hydraulic tank (1) via adaptor (22) and allows any air entering the tank to be released to atmosphere, preventing a pressure build up in the tank assembly (1).

SM 2279 04-04

Note:



WARNING


1

Bowl Hydraulic System - Hydraulic Tank

Section 235-0040

Checking Oil Level

1. Operate the bowl hydraulic and steering systems several times to bring the oil to correct operating temperature.

WARNING

Splashing liquid. Wear a suitable face shield when using compressed air to dry hydraulic tank and components.


6. Clean out filter element (14) compartment in tank assembly (1) with a suitable solvent and dry with compressed air.

7. If damaged, remove and replace rods (15) from tank assembly (1).

3. Check oil level and add oil if low. Oil should show in the bottom of top sight gauge (20). If oil is required, remove filler cap (2) and fill tank assembly (1) with hydraulic oil as specified in Section 300-0020,

LUBRICATION SYSTEM. Install filler cap (2) on filler neck assembly.

8. Install new gasket (18), new filter element (14) and relief valve assembly, over rods (15) and into filter element compartment in tank assembly (1). Secure

Filter element assembly (14) in position with wing nuts

(16).

Replacing Hydraulic Oil

The hydraulic tank should be drained, cleaned and hydraulic oil changed every 1 800 hours. Refer to

Section 300-0020, LUBRICATION SYSTEM, for hydraulic oil used in the system.

9. Install new gaskets (7) on access cover (8) mounting flange. Secure access cover (8) to tank assembly (1) with bolts (10) and lockwashers (11).

10. Refill tank assembly (1) with hydraulic oil, as specified in Section 300-0020, LUBRICATION SYSTEM.

Install filler cap (2) and gasket (3) on filler neck assembly.

Replacing Filter Element

Clean filter housing and install new filter assembly element (14) when hydraulic oil filter warning light illuminates, or after every 1 800 hours of operation, whichever comes first.

11. Place the battery master switch in the 'On' position, remove wheel blocks, start the engine and operate steering and bowl hydraulic systems to circulate the hydraulic oil.

Note:

When hydraulic oil in tank assembly (1) is being replaced due to a hydraulic failure, or at recommended change interval, filter element (14) should be replaced.

12. Switch off the engine and check for leaks. Tighten lines and fittings as required. Check hydraulic oil tank level as described under 'Checking Oil Level'.



3. With a suitable container in position, remove drain plug (23), and drain hydraulic oil to below the level of filter assembly (14). Reinstall drain plug (23).

4. Remove bolts (10) and lockwashers (11) securing access cover (8) to tank (1). Remove and discard gasket (7) from tank (1).

5. Remove wing nuts (16) from rods (15). Slide Filter element (14) assembly and gasket (18) over rods (15) and remove from tank assembly (1). Discard filter element (14) and gaskets (18).

2

Replacing or Cleaning Suction Screens

Suction screens (17) should be cleaned every time tank assembly (1) is fully drained for any reason. Refer to 'Replacing Hydraulic Oil' for oil change interval.



3. Remove bolts (9) and lockwashers (11) securing access cover (6) to tank assembly (1). Remove and discard gasket (5) from tank assembly (1).

SM 2279 04-04

4. With a suitable container in position, remove drain plug (23), and drain hydraulic oil to below the level of suction screens (17). Reinstall drain plug (23).


Section 235-0040


5. Remove suction screen (17) from the interior of tank assembly (1).

3. With a suitable container in position, remove drain plug (23), and drain hydraulic oil from tank. Reinstall drain plug (23).

WARNING


6. Clean Suction screen (17) in a suitable solvent and dry with compressed air.

7. Inspect suction screen (17) for damage and replace if required.

8. Install suction screen (17) and secure.

4. Tag and disconnect all lines and fittings attached to tank assembly (1), to aid in 'Installation'. Cap all lines and fittings to prevent ingress of dirt.

5. Secure a suitable lifting device on tank assembly

(1) and remove bolts (24), washers (25), lockwashers

(26) and nuts (27) securing tank assembly (1) to tank mountings.

6. Carefully remove tank assembly (1) from the vehicle to a clean area for disassembly.

9. Install new gasket (5) on access cover (6) mounting flange. Secure access cover (6) to tank (1) assembly with bolts (9) and lockwashers (11).

10. Refill tank assembly (1) with hydraulic oil, as specified in Section 300-0020, LUBRICATION SYSTEM.

Install filler cap (2) filler neck assembly.

Disassembly

1. Remove internal components from tank assembly (1) as previously described under 'Maintenance'.

2. Remove breather (21) from top of tank assembly (1).

3. Remove sight gauges (20) from tank assembly (1).

Inspection



TANK ASSEMBLY


Removal

WARNING


WARNING


1. Clean tank assembly (1) and components with a suitable solvent and dry with compressed air.

2. Inspect tank assembly (1) for weld cracks and security of internal pipes and weld fitments.

3. Inspect filter element (14) assembly, suction screen

(17) and breather (21) for damage. Replace if required.

Assembly

1. Renew all gaskets and install all internal components in tank assembly (1), as previously described under 'Maintenance'.


2. Install breather (21) on top of tank assembly (1).

3. Install sight gauges (20) on tank assembly (1).

SM 2279 04-04

3

4


Section 235-0040

Installation

Note:




filler cap (2) on filler neck assembly.


Note:




WARNING


1. Using a suitable lifting device, position tank assembly (1) carefully in position on the vehicle.

SERVICE TOOLS

There are no special tools required for the procedures outlined in this section. Refer to Section

300-0070, SERVICE TOOLS, for part numbers of general service tools required. These tools are available from your dealer.

2. Secure tank assembly (1) to tank mounting brackets with bolts (24), washers (25), lockwashers (26) and nuts (27).

3. Install all lines and fittings to tank assembly (1) as tagged at 'Removal'.

4. Remove filler cap (2) from filler neck assembly and refill tank assembly (1) with hydraulic oil, as specified in Section 300-0020, LUBRICATION SYSTEM. Install

* * * *

SM 2279 04-04

BOWL HYDRAULIC SYSTEM - Triple Pump

Section 235-0050

SM - 2128

1 - Snap Ring

2 - Spacer

3 - Seal Retainer

4 - ‘O’ Ring *

5 - Seal *

6 - Shaft End Cover

7 - Plug *

8 - Ring Seals

* Shown on Fig. 6.

9 - Bearings

10 - Pocket Seals

11 - Thrust Plates

12 - Driveshaft & Gear

13 - Driven Gear

14 - Seals

15 - Gear Housing

16 - Seals

17 - Connecting Shaft

18 - Bearing Carrier

19 - Plug *

20 - Drive Gear

21 - Driven Gear

22 - Gear Housing



Fig. 1 - Cutaway View of Triple Pump

DESCRIPTION


The triple pump supplies hydraulic oil for operating the bowl hydraulic and steering systems.

This is a multiple gear type pump consisting of three separate pumping units connected together as one assembly. The first pump unit consists of driveshaft

& gear (12), driven gear (13) and gear housing (15).

Drive gear (20), driven gear (21) and gear housing

(22) make up the second pump unit. Drive gear (25), driven gear (26) and gear housing (27) make up the third pump unit. Connecting shafts (17 & 23) connect the second and third pump units to driveshaft and gear (12).

OPERATION

25 - Drive Gear

26 - Driven Gear

27 - Gear Housing

28 - End Cover

29 - Washers *

30 - Studs *

31 - Nuts

32 - Pins (if used) *

Numbers in parentheses refer to Fig. 1. Refer to

Fig. 2 for the operation of a typical gear type hydraulic pump. Refer to Fig. 3 for hydraulic schematic of the triple pump operation.

One pump unit supplies hydraulic oil to the steering system. The remaining two pump units supply hydraulic oil to the bowl hydraulic system.

As the drive gear rotates, the driven gear rotates in the opposite direction. The pockets between the gear teeth carry oil from the inlet port around the gear housing ID to the pump outlet port. As the gear teeth re-mesh, this oil is forced out of the outlet port of the gear housing. The maximum oil delivery rate of each section of the triple pump is fixed by the width of its respective gear set and the speed at which driveshaft

(12) is turned.

SM 1739 2-99

1

Bowl Hydraulic System - Triple Pump

Section 235-0050

SM - 338

DRIVE GEAR

INLET

OUTLET

TO

STEERING

CIRCUIT

TO BOWL

HYDRAULIC

CIRCUIT

TO BOWL

HYDRAULIC

CIRCUIT

SM - 576

DRIVEN GEAR

Fig. 2 - Typical Pump Operation

REMOVAL

FROM

TANK

FROM

TANK

FROM

TANK

Fig. 3 - Hydraulic Schematic of Triple Pump Operation

SM - 339

WARNING


1. Position the vehicle in a level work area, apply the parking brake and switch off the engine. Operate the steering in both directions several times to relieve any pressure in accumulator and steering system.


3. With a suitable container in position, remove the drain plug from the hydraulic tank and drain the oil.

Reinstall the drain plug in the hydraulic tank and tighten securely.

4. Clean pump housing and tag and disconnect inlet and outlet lines from pump. Make sure pump is supported when removing line flange bolts which also secure pump support bracket. When flange bolts are removed, pump support bracket will also be disconnected at the pump. Drain oil in lines into a suitable container. Cap lines and pump ports to prevent ingress of dirt.

5. With suitable blocking or lifting equipment, support pump before loosening attaching nuts. Remove nuts and lockwashers from pump mounting studs. Move pump to a suitable work area for disassembly.

Fig. 4 - Marking Pump Sections

Fig. 5 - Removing Nuts

SM - 340

DISASSEMBLY


1. Place pump in a soft-jawed vice, driveshaft (12) down. Match mark all pump sections with a punch to aid assembly. See Fig. 4.

Note:

Do not clamp vice on pump machined surfaces at any time.

2. Remove nuts (31) and washers (29) from studs (30).

See Fig. 5. Remove studs (30) from pump assembly.

2

SM 1739 2-99


Section 235-0050

SM - 2129

1 - Snap Ring

2 - Spacer

3 - Seal Retainer

4 - ‘O’ Ring

5 - Seal

6 - Shaft End Cover

7 - Plug

8 - Ring Seals

SM 1739 2-99

9 - Bearings

10 - Pocket Seals

11 - Thrust Plates

12 - Driveshaft & Gear

13 - Driven Gear

14 - Seals

15 - Gear Housing

16 - Seals



19 - Plug

20 - Drive Gear

21 - Driven Gear

22 - Gear Housing



Fig. 6 - Exploded View Of Triple Pump

25 - Drive Gear

26 - Driven Gear

27 - Gear Housing

28 - End Cover

29 - Washers

30 - Studs

31 - Nuts

32 - Pins (if used)

3


Section 235-0050

3. Tap end cover (28) with a soft hammer and separate from gear housing (27). If end cover (28) must be pried off, use care to avoid damaging machined surfaces of the cover and housing. See

Fig. 7. If thrust plate (11) stays with gear housing

(27), it can be tapped out later. Do not damage or distort thrust plate (11).

4. Separate gear housing (27) from bearing carrier

(24) and lift off. See Fig. 8. If it must be pried loose, use care to prevent damage to machined surfaces.

Tap or pry out thrust plate (11) carefully, if it remained with gear housing (27).

5. Mark three meshed gear teeth with a dab of

Prussian blue, or similar dye, and lift out matched gears (25 & 26). See Fig. 9. Keep these gears together. Do not interchange with other gear sets.

6. Loosen bearing carrier (24) with a plastic hammer and lift or pry off with care to avoid damaging machined surfaces. Separate thrust plate (11) from bearing carrier (24) carefully to avoid distortion. See

Fig. 10.

7. Remove connecting shaft (23) from drive gear

(20). See Fig. 11.

SM - 341

Fig. 9 - Removing Gears

SM - 344

SM - 345

Fig. 10 - Removing Bearing Carrier

SM - 346

Fig. 7 - Removing End Cover

SM - 342

Fig. 11 - Removing Connecting Shaft

SM - 347

4

Fig. 8 - Removing Gear Housing Fig. 12 - Removing Gear Housing

SM 1739 2-99

Fig. 13 - Removing Driveshaft

Fig. 14 - Removing Thrust Plate

SM - 348

SM - 349

SM - 350


Section 235-0050

8. Repeat Steps 4 through 7 to remove gear housing

(22), matched gear set (20 & 21), bearing carrier (18) and connecting shaft (17).

9. Separate and lift off gear housing (15) with care.

See Fig. 12. Remove thrust plate (11) as in Step 4.

10. Mark three meshed gear teeth with a dab of Prussian blue, or similar dye, and remove matched driveshaft and gear (12) and driven gear (13) set. See Fig. 13.

11. Pry thrust plate (11) from shaft end cover (6) carefully to avoid distortion. See Fig. 14.

12. Clamp shaft end cover (6) in vice, mounting face up.

Remove snap ring (1) with snap ring pliers. See Fig. 15.

13. Pull spacer (2) from shaft end cover (6) with a bearing puller. See Fig. 16.

14. Remove seal retainer (3) and seal (5) from shaft end cover (6). See Fig. 17. The seal retainer removal tool can be fabricated as shown in Fig. 37. Remove and discard 'O' ring (4).

15. Tap seal (5) from seal retainer (3). See Fig. 18.

The tool shown in Fig. 37 can be fabricated to separate these parts.

SM - 352

Fig. 15 - Removing Snap Ring

SM - 351

Fig. 17 - Removing Seal Retainer

SM - 353

SM 1739 2-99

Fig. 16 - Removing Spacer Fig. 18 - Removing Seal From Retainer

5


Section 235-0050

SM - 354 and gear hubs wear, the housing gear bores wear.

Excessive bore cutout, particularly in a short period, indicates excessive pump loading or dirty oil. Place a straight edge across the cutout area of the gear bore.

If a 0.13 mm (0.005 in) feeler gauge can be slipped between the straight edge and the worn area of the gear bore, replace the gear housing.

Fig. 19 - Removing Bearings

Fig. 20 - Removing and Installing Seals

INSPECTION


SM - 355

16. If necessary, remove bearings (9) and ring seals (8) from shaft end cover (6), bearing carriers

(18 & 24), gear housings (15 & 22) and end cover (28).

See Figs. 19 & 20.

17. Remove and discard all pocket seals (10) from thrust plates (11), and, seals (14 & 16) from gear housings (15, 22 & 27).

18. Remove plug (7) only if damaged.

1. Clean all parts in suitable solvent and dry all but bearings with compressed air.

2. Dry bearings with a clean, lint-free cloth.

3. Examine all bearings (9) carefully for scoring, spalling or pitting. Lightly oil the bearings and spin by hand to check for roughness of operation. Replace bearings if necessary.

4. Check ring seals (8) for wear or damage and replace if necessary.

5. Check gear housings (15, 22 & 27) carefully for wear. Hydraulic pressure forces the gears against the low pressure side of the housing. As the bearings

6. Check gears carefully for wear. Scoring, grooving or burring of the gear teeth OD requires gear replacement. Nicked, grooved or fretted gear tooth mating surfaces also require gear replacement. Any wear of gear hubs in excess of 0.05 mm (0.002 in), or detectable by touch, requires gear replacement.

Since both drive and driven gears of a set are matched, both gears must be replaced if one is worn or damaged.

7. Check the centre of thrust plates (11) at the point of meshing of gears (12 & 13), (20 & 21) and (25 & 26).

Erosion indicates contaminated oil. Pitted thrust plates indicate cavitation or aeration of the oil supply. Discoloured thrust plates are a sign of pump overheating.

Thrust plate side wear permits oil to bypass gears and allows internal oil slippage and reduced pump efficiency. Check thrust plate surface wear against the size of new thrust plates. If worn more than

0.05 mm (0.002 in), replace the thrust plates.

8. Bearings (9) should fit into their bores with a light press fit. A tight hand fit is allowable. If the bearings can fall out of their bores, the bores might be distorted or oversize. When gears are replaced, their bearings must also be replaced.

9. Check driveshaft and gear (12) for wear or damage to splines, and seal areas. Replace the driveshaft and driven gear matched set if wear is detectable by touch or measures in excess of 0.05 mm (0.002 in) at the seal or drive areas. Excessive spline wear requires driveshaft and matching gear replacement.

10. Smooth all machined surfaces with a medium-grit stone. See Fig. 21. Deburr all bearing bores if required.

SM - 356

Fig. 21 Cleaning Gear Housing

6

SM 1739 2-99

Fig. 22 - Installing Bearings

Fig. 23 - Installing Centre Pocket Seals

Fig. 24 - Seating Thrust Plate

SM - 357


Section 235-0050

11. Clean parts in a suitable solvent and dry with compressed air after smoothing surfaces.

SM - 358

SM - 359

SM - 360

ASSEMBLY


Note:




1. If removed, install new plug (7) in shaft end cover

(6). Be sure to install plug in the outlet side of shaft end cover (6). The unplugged drain hole must be on the inlet side of shaft end cover (6). Turn plug (7) in until one thread of the hole is visible. Secure plug (7) by staking around the hole with a punch.

2. If removed, install ring seals (8) into the bearing bores in shaft end cover (6), bearing carriers (18 &

24) and end cover (28). The notch in the ring seal must be visible. See Fig. 20.

3. If removed, press new bearings (9) into the bearing bores of shaft end cover (6), bearing carriers (18 & 24) and end cover (28) with an arbor press. See Fig. 22.

4. For each thrust plate (11) using pocket seals (10), cut two pocket seals 9 mm (0.34 in) long from a new seal strip. Coat with grease and insert seals into the centre slots of thrust plates (11). See Fig. 23.

5. Place thrust plate (11) over bearings (9) in shaft end cover (6), bearing carriers (18 & 24) and end cover (28). With seals facing bearings, tap thrust plate with a soft hammer to about 0.8 mm (0.031 in) from machined surface. See Fig. 24.

6. For each thrust plate (11) using pocket seals (10), cut four pocket seals 11 mm (0.44 in) long from a new seal strip. Insert one pocket seal into each of the outer slots in the thrust plates. Push each seal into the thrust plate slot so that it touches bearing (9).

Tap thrust plate (11) down against the machined surface with a soft hammer. Trim the exposed ends of pocket seals (10) square and flush with thrust plate (11) using a razor blade or sharp knife. See

Fig. 25.

7. With shaft end cover (6) clamped in a soft-jawed vice, insert driveshaft and gear (12) into the shaft end cover bore and push down until the gear is snug

Fig. 25 - Trimming Pocket Seals

SM 1739 2-99

7


Section 235-0050 against thrust plate (11). Install matched driven gear

(13) hub into its bearing (9) so that the three teeth marked at 'Disassembly' will mesh. See Fig. 26.

8. Coat new seals (14 & 16) with grease and insert them into their grooves in both sides of gear housings

(15, 22 & 27). See Fig. 27.

9. Slide gear housing (15) over gears (12 & 13) and, with match marks made at 'Disassembly' aligned, tap gear housing (15) with a soft hammer until it rests snugly against shaft end cover (6). See Fig. 28. If a new gear housing is used, make sure the large oil port will be toward the inlet, and the small port toward the outlet side of the pump assembly. Be sure seal

(14) is not pinched or dislodged. Coat gears (12 & 13) with hydraulic fluid for initial lubrication when the pump is started.

10. With match marks aligned, position bearing carrier (18) on gear housing (15) so that bearings (9) will receive the journals of the drive and driven gears

(12 & 13). Tap bearing carrier (18) down tight with a soft hammer. See Fig. 29.

Note:

The drain hole plug (19) must be on the inlet side of the pump.

11. Insert connecting shaft (17) into the spline of driveshaft and gear (12). See Fig. 30.

12. Insert the matched set of drive and driven gears

(20 & 21) into their respective bores of bearings (9) in bearing carrier (18) so that the three teeth marked at

'Disassembly' will mesh. See Fig. 31. Push the gears down tightly against thrust plate (11).

13. Repeat Steps 9 through 12 to assemble gear housing (22), bearing carrier (24), connecting shaft

(23), drive gear (25) and driven gear (26).

14. Slide gear housing (27) over gears (25 & 26) and,

SM - 361

Fig. 27 - Installing Seals

SM - 362

SM - 363

Fig. 28 - Installing Gear Housing

SM - 364

Fig. 29 - Installing Bearing Carrier

SM - 365

8

Fig. 26 - Installing Driveshaft and Gear Fig. 30 - Installing Connecting Shaft

SM 1739 2-99

Fig. 31 - Installing Gears

Fig. 32 - Installing End Cover

Fig. 33 - Installing Stud Nuts

SM - 366

SM - 367

SM - 368


Section 235-0050 with match marks made at 'Disassembly' aligned, tap gear housing (27) with a soft hammer until it rests snugly against bearing carrier (24). Refer to Fig. 28.

If a new housing is used, make sure the large oil port will be toward the inlet, and the small port toward the outlet side of the pump assembly. Be sure seal (14) is not pinched or dislodged. Coat gears (25 & 26) with hydraulic fluid for initial lubrication when pump is started.

15. With match marks aligned, position end cover

(28) over gear (25 & 26) journals. Tap end cover (28) lightly with a soft hammer to seat on gear housing

(27). See Fig. 32. Be careful not to pinch seal (16).

16. Insert eight studs (30) through the pump assembly and thread into shaft end cover (6). Install washers (29) and nuts (31). Tighten opposite nuts alternately until snug. See Fig. 33. Rotate driveshaft (12) with a 150 mm

(6 in) wrench and check carefully for pump binding. If the pump rotates freely, torque tighten alternate nuts (31) to

271 Nm (200 lbf ft). If the pump binds, the cause should be determined and corrected before completing the assembly. Check for burrs on shafts, housings, bearings, etc., or similar causes.

17. Coat the OD of seal (5) with Loctite Seal retainer or equivalent. Press seal (5), metal side down, into seal retainer (3) on an arbor press using a 70 mm

(2.75 in) diameter bar. See Fig. 34. Be careful not to damage the lip of seal (5).

18. Clamp pump assembly in a soft-jawed vice, driveshaft (12) up.

19. Coat a new 'O' ring (4) with grease and install on seal retainer (3). Oil a suitable seal installation sleeve and twist into the seal ID carefully. Slide the sleeve and seal over driveshaft (12) and seat seal (5) and seal retainer (3) assembly firmly in shaft end cover (6) bore. Remove seal installation sleeve. See Fig. 35.

20. Insert spacer (2) over driveshaft (12) and install into

SM - 369 SM - 370

SM 1739 2-99

Fig. 34 - Installing Seal In Retainer Fig. 35 - Installing Seal Retainer

9


Section 235-0050

SM - 371

4. Fill hydraulic tank to the proper level. Refer to

Section 235-0040, HYDRAULIC TANK for correct oil level and, Section 300-0020, LUBRICATION SYSTEM for oil specification.

Fig. 36 - Installing Spacer In Retainer shaft end cover (6) against seal retainer (3). See Fig. 36.

21. Install snap ring (1) in shaft end cover (6) snap ring groove.

5. Operate the pump at least two minutes at zero pressure at engine idle speed. During this break-in period, it should run free and not develop excessive heat. If the pump becomes hot to touch, it is binding and might seize. The pump will then have to be rebuilt with extra care to avoid binding. If the pump runs properly, speed and pressure can be increased to normal operating values.

6. Check pump mounting and line connections for leaks.

Remove wheel blocks.

INSTALLATION AND RUN-IN

Note:




Note:



LUBRICATION

All pump parts are lubricated by the hydraulic oil. The oil, therefore, must be kept clean to minimize pump wear. Whenever there is a hydraulic system failure, the oil should be drained, the entire system flushed, oil filters replaced, oil screens thoroughly cleaned and fresh hydraulic oil installed to eliminate all metal particles or foreign matter.

Refer to Section 300-0020, LUBRICATION SYSTEM, for recommended periodic oil drain periods and oil specifications.

WARNING

To prevent personal injury and property damage, be sure blocking materials and lifting equipment are properly secured and of adequate capacity to do the job safely.

1. Coat the pump driveshaft spline with high grade plating-type molybdenum disulphide grease 15% minimum (typical).

2. With suitable lifting equipment position pump on mounting studs. Secure with lockwashers and nuts.

3. Fill all pump ports with clean hydraulic oil and connect lines to pump, as tagged during removal. Be sure pump support bracket is installed on pump at same location from which it was removed. Use the two longer flange bolts at this location.

SPECIAL TOOLS

The special tools shown in use in Figs. 17 & 18 can be fabricated as shown in Fig. 37. Refer to Section

300-0070, SERVICE TOOLS, for part numbers of general service tools and adhesives required. These tools and adhesives are available from your dealer.

Fig. 37 - Special Tool

SM - 372


FIG. NO.

1 & 6

ITEM NO.

31

ITEM NAME

Nut

* * * *

Nm

271

TORQUE lbf ft

200

10

SM 1739 2-99

20 21

22

17

15

16

23 24

25

26

27 28

1

2

BOWL HYDRAULIC SYSTEM - Bowl Control Valve

Section 235-0060

SM - 2374

3

67

68

69

70

4

5

6

7

8

9

10

11 12

13 14

60

48 47

46

45

44

43

42

41

61

40

EJECTOR

18

19

65

66

64

63

62

29

30

31

32

33

34

35

59 58

57

56 55

54

53

36

37

38

52

51

50

39

APRON

49

BOWL

1 - Plug

2 - Seal Ring

3 - Valve Housing

4 - Seal Ring

5 - Relief Valve Cartridge

6 - Poppet

7 - Spring

8 - Seal Ring

9 - Adjusting Cap

10 - Adjusting Screw

11 - Seal Washer

12 - Jam Nut

13 - Seal Washer

14 - Acorn Nut

15 - Screw

16 - Washer

17 - End Cover

18 - Spring Cap

19 - Seal Ring

20 - Spring Retainer

21 - Spacer

22 - Spring


24 - Seal Ring

25 - Seal Ring Retainer

26 - Seal Ring

27 - Spring

28 - Check Valve

29 - Check Valve

30 - Spring

31 - Seal Ring


33 - Seal Ring


35 - Spring

36 - Spacer


38 - Spring Cap

39 - End Cover

40 - End Cover

41 - Spring Cap


43 - Spacer

44 - Spring


46 - Seal Ring


48 - Seal Ring

49 - End Cover

50 - Spring Cap


52 - Spacer

53 - Spring

Fig. 1 - Exploded View of Control Valve


55 - Seal Ring


57 - Seal Ring

58 - Spring

59 - Check Valve

60 - Ejector Spool

61 - Apron Spool

62 - Bowl Spool

63 - Plug

64 - 'O' Ring

65 - Plug

66 - 'O' Ring

67 - Plug

68 - 'O' Ring

69 - Adaptor

70 - 'O' Ring

DESCRIPTION


The control valve is used to direct hydraulic oil to the cylinders for raising or lowering the apron, ejector or bowl depending on the position of the control spools

(60, 61 & 62). The position of control spools (60, 61 &

62) is controlled by the servo control valve, located on the right hand dash panel, by means of hydraulic oil pressure and springs. Refer to Section 235-0160,

SERVO CONTROL VALVE.

The main components of the control valve assembly are three control spools (60, 61 & 62), main pressure

SM 1887 1-00

1

2

Bowl Hydraulic System - Bowl Control Valve

Section 235-0060 relief valve (5), three check valve assemblies

(18 to 28) and valve housing (3).

The main pressure relief valve permits bypassing hydraulic oil back to the tank, should oil pressure exceed 127.5 bar (1 850 lbf/in

2

). Check valves in the spools prevent return oil flow from cylinders until supply oil pressure at the spools is sufficient to move the loads. Thus they prevent unexpected movement

(dropping) of a load until oil pressure is sufficient to hold or raise it.

cylinders which raises the apron. Oil forced out of the apron cylinder rod ends flows into the control valve housing and back into the tank. The purpose of the load check valves inside the apron spool is to prevent the apron cylinders from moving when the apron spool is shifted from neutral to raise.

Note:

The bowl spool in the control valve used with a power down bowl is a double acting type and contains two load check valves and springs. The apron spool in the control valve used with a power apron is a double acting type and contains two load check valves and springs. The ejector spool is a single acting type containing one check valve and spring.

Power Down Bowl - Raise

When signal pressure is applied to the end of the bowl spool, it shifts into the raise position. Oil flows out of the housing bowl port and enters the bowl cylinder base end ports. This extends the bowl cylinders which raises the bowl. Oil forced out of the bowl cylinder rod ends flows into the control valve housing and back into the tank. The purpose of the load check valves inside the bowl spool is to prevent the bowl cylinders from moving when the bowl spool is shifted from neutral to raise.

OPERATION

Neutral

With no signal oil pressure applied, the spools are held in their neutral positions by centering springs at either end. Oil supply through the inlet port flows through the central passage around spool grooves to the outlet port, and through the oil return hose to tank. Since valve oil ports connected to the cylinder supply hoses are blocked by the spools, no oil can flow to or from the cylinders. The cylinders are therefore held in their position by oil trapped on their pistons.

Ejector - Lower

When signal oil pressure is applied to the end of the spool, the spool shifts. This action aligns ports in the spool with ports in the valve so that oil can return through the same port that it left and then unseat the check valve and return through an outer channel in the valve and back to tank. Main oil pressure is still allowed to flow through the centre of the valve since the spool does not totally block its flow.

Ejector - Raise

When signal oil pressure is applied to the end of the spool, the spool shifts. This action aligns the spool lands to block the supply oil flow from the valve inlet channel to the outlet port.

Supply is now directed through the spool holes and bore to unseat the spool check valve and then flow to the cylinder forcing it to extend.

Power Apron - Raise

When signal pressure is applied to the end of the apron spool, it shifts into the raise position. Oil flows out of the housing apron port and enters the apron cylinder base end ports. This extends the apron

Power Apron - Lower

When signal oil pressure is applied to the opposite end of the apron spool, it is shifted in the opposite direction into the lower position. Oil flows out the opposite housing port and flows into the apron cylinder rod ends. This retracts the apron cylinders which lowers the apron. Oil from the cylinder base ends returns to the valve housing return port and back into the tank.

Power Down Bowl - Lower

When signal oil pressure is applied to the opposite end of the bowl spool, it is shifted in the opposite direction into the lower position. Oil flows out the opposite housing port and flows into the bowl cylinder rod ends. This retracts the bowl cylinders which lowers the bowl and cutting edge into the ground. Oil from the cylinder base ends returns to the valve housing return port and back into the tank.

SM 1887 1-00

REMOVAL



Section 235-0060

Control Spool

1. Clean the entire control valve assembly with a suitable solvent and dry thoroughly. Remove caps from valve housing (3) ports.

WARNING



2. If required, clamp control valve assembly in a soft jawed vice. Take care to avoid damaging valve housing (3) machined surfaces.

Note:

When removing spring cap (18) and spring assemblies, remove the light spring assemblies first, i.e. the caps fitted on the same side as the plug (1).

The heavy spring assemblies should only be removed with the spool secured in a spool clamp.


3. Remove screws (15), lockwashers (16) and end cover (17) from valve housing (3).

3. With suitable containers available to catch spillage, open drain cock at the bottom of the hydraulic tank and drain hydraulic oil. Close drain cock.

4. Using an Allen key in the spring cap (18), sharply tap the key to break the grip of the Loctite. Unscrew cap (18) and remove spring (22), spacer (21), spring retainer (20 & 23), seal retainer (25) and seal rings

(24 & 26). Remove spring (27) and check valve (28) from the apron spool (61).

4. Clean control valve housing (3) and surrounding area with a suitable solvent. Identify and tag all hydraulic and servo control lines connected to control valve, to aid in 'Installation'.

5. Carefully remove screws (15), lockwashers (16) and end cover (39) from valve housing (3) and withdraw spool assembly (29 to 38) from valve housing (3). Note the direction of withdrawal and label the spool to facilitate reassembly.

5. With suitable containers available to catch spillage, disconnect hydraulic and servo control lines from control valve. Drain the oil from the lines into the container and discard all 'O' rings. Cap hydraulic lines and control valve ports to prevent ingress of dirt.

6. Support control valve and remove mounting bolts and lockwashers securing control valve to its mounting bracket. Remove control valve to a clean area for disassembly.

6. Secure the spool assembly (29 to 38 & 61) in a spool clamp. Using an Allen key in the spring cap

(38), sharply tap the key to break the grip of the

Loctite. Unscrew cap (38) and remove spring (35), spacer (36), spring retainer (34 & 37), seal retainer

(32) and seal rings (31 & 33). Remove spring (30) and check valve (29) from the apron spool (61).

7. Repeat steps 3, 4, 5 and 6 for the remaining spools.

DISASSEMBLY


Relief Valve

1. Clean the entire control valve assembly with a suitable solvent and dry thoroughly. Remove caps from valve housing (3) ports.

WARNING

Spring loaded parts. Use care when removing end cap, retainers and plugs to prevent sudden release of spring tension behind these parts. Personal injury or property damage could result if care is not taken.

2. If desired, clamp control valve assembly in a soft jawed vice. Take care to avoid damaging valve housing (3) machined surfaces.

3. Remove acorn nut (14), jam nut (12) and seal washers (11 & 13).

Note:

Clean entire control valve assembly with a suitable solvent and dry thoroughly prior to disassembly.

4. Slacken adjusting screw (10) until loose. Remove

SM 1887 1-00

3

4


Section 235-0060 adjusting cap (9) and seal ring (8), poppet spring (7) and poppet (6).

Note:



5. Remove plug (1) and seal ring (2) from the opposite end of valve housing (3). Discard seal ring (2).

6. Using a suitable piloted bronze or brass drift, drive or press out relief valve (5) assembly and seal ring

(4) from bore in valve housing (3). Discard seal ring

(4).

Valve Body

1. If removed, install new 'O' rings (64 & 66) on plugs

(63 & 65) and install in valve housing (3).

3. If removed, install new 'O' ring (68) on plug (67) and install in adaptor (69). Install new 'O' ring (70) on adaptor (69) and install in valve housing (3).

Valve Body

1. If required, remove plugs (63 & 65) and 'O' rings

(64 & 66) from valve housing (3). Discard 'O' rings

(64 & 66).

Relief Valve

1. Install relief valve (5) assembly with seal ring (4) into relief valve bore in valve housing (3).

2. If required, remove adaptor (69) and 'O' ring (70) from valve housing (3). Discard 'O' ring (70). If required, remove plug (67) and 'O' ring (68) from adaptor (69). Discard 'O' ring (68).

Note:

Drive relief valve (5) assembly with a brass or bronze drift until the snap ring on the outer sleeve locates in the recess in the relief valve bore.

INSPECTION


1. Remove and discard all 'O' rings and seals. Clean all parts thoroughly in a suitable solvent and examine for wear and/or damage.

2. Examine the poppet and relief valve cartridge poppet seat for signs of wear or damage. If either unit is faulty, both components should be replaced. The relief valve assembly can only be serviced as a complete unit. The relief valve adjusting screw (10) and its mating threads in the adjusting cap (9) must be in good condition to ensure accurate pressure relief adjustment.

3. Examine valve housing (3) bores and seal recesses, and if they are badly scored or damaged, the complete valve assembly should be replaced.

4. Examine the spool check valves (28, 29 & 59), springs (27, 30 & 58) and spring caps (18, 38, 41 &

50) for wear or damage. Fit replacement items as required.

ASSEMBLY


Note:

Lightly lubricate all components with hydraulic oil. Refer to Section 300-0020, LUBRICATION

SYSTEM, for recommended oil specifications.

2. Install plug (1) and seal ring (2) in valve housing (3).

3. Lightly oil the poppet (6) and spring (7) and assemble these items with the adjusting cap (9) and seal (8). Install assembly in valve housing (3).

Note:

Do not grind or lap poppet (6) to its seat as both components have a ground finish.

4. Install adjusting screw (10) in adjusting cap (9).

Loosely fit the seal washers (11 & 13), nut (12) and acorn nut (14).

5. Leave adjusting screw loose prior to pressure setting. Refer to 'Adjustments' for correct pressure setting.

Control Spool

1. Secure spool (61) in a spool clamp and install the check valve (29) and spring (30) in the heavy spring end.

2. Install seal rings (31 & 33) to seal retainer (32) and fit the seal retainer to spool (61).

3. Install spring retainer (34), spring (35), spacer (36) and spring retainer (37) to spool (61).

4. Fit new seal to the spring cap (38) and apply

Loctite to the threads. Install spring cap (38) in spool

(61).

SM 1887 1-00

6. Repeat steps 1 to 5 for the opposite end of spool

(61).

7. Secure end covers (17 & 39) to valve housing (3) using screws (15) and lockwashers (16).

8. Repeat steps 1 to 7 for spools (60 & 62).


Section 235-0060

5. Install spool (61) assembly in valve housing (3) bore.

ADJUSTMENTS


Relief Valve Adjustment

The relief valve, incorporated in the control valve, is set at the factory for a maximum oil pressure of

127.5 bar (1 850 lbf/in 2 ). Do not adjust the valve setting unless it has been determined that the maximum pressure is above or below 127.5 bar

(1 850 lbf/in 2 ).

INSTALLATION


Note:



Note:



Note:

Do not adjust the setting to increase pressure above 127.5 bar (1 850 lbf/in²) to compensate for over loading the scraper with extra heavy materials.

Note:

If adjustment only is to be carried out, the procedure for blocking the machine as described in

'Removal, must be strictly adhered to, ensuring the bowl is completely empty.

WARNING


1. Using a suitable lifting device, position control valve in place on the machine. Secure control valve in place with mounting bolts and lockwashers as removed at 'Removal'.

2. Reconnect all servo control and hydraulic lines to control valve, as tagged at 'Removal'.

Note:

Be sure to use new 'O' rings with the fittings.

3. Fill hydraulic oil tank with hydraulic oil as specified in Section 300-0020, LUBRICATION SYSTEM. Refer to Section 235-0040, HYDRAULIC TANK, for hydraulic oil levels.

5. Adjust the system relief valve according to the instructions in 'Adjustments'.

WARNING


1. Remove plug (67) from adaptor (69) and connect a hydraulic gauge, capable of recording a pressure of

0 - 207 bar (0 - 3 000 lbf/in²), to diagnostic pressure point.

2. Start engine, operate at 1 500 rev/min and the bowl until the related cylinders are fully extended.

3. Hold the bowl control lever in the raise position and keep the engine accelerated at 1500 rev/min while watching the pressure gauge. The maximum reading on the gauge will indicate the pressure at which the valve is opening. If the reading is above or below

127.5 bar (1 850 lbf/in 2 ), the relief valve requires adjustment.

4. Remove acorn nut (14) and loosen adjusting screw jam nut (12).

5. Adjust valve by turning adjusting screw (10) clockwise to increase pressure or counter-clockwise to decrease pressure.

SM 1887 1-00

5

6


Section 235-0060

Note:

This is a pilot operated relief valve which is sensitive to adjustment. One complete turn of the adjusting screw will change the pressure setting approximately 55 - 69 bar (800 - 1 000 lbf/in

2

).

MAINTENANCE

Relief valve pressure should be checked on a regular basis to ensure correct operating pressures are being maintained. Limited repair of the control valve is with replacement of parts only.

6. After the adjustment is completed, tighten jam nut

(12) and replace acorn nut (14).

7. Re-check the pressure to make certain that it did not change when tightening the jam nut. If the pressure setting is correct, remove the pressure gauge and replace plug (67).

SERVICE TOOLS

There are no special tools required for the procedures outlined in this section. Refer to Section

300-0070, SERVICE TOOLS, for part numbers of general service tools and adhesives. These tools and adhesives are available from your dealer.

8. Check control valve assembly and hydraulic lines for leaks. Tighten as required.

9. Remove all blocking from road wheels.

* * * *

SM 1887 1-00

BOWL HYDRAULIC SYSTEM - Accumulator

Section 235-0070

SM - 277

1 - Charging Valve

1A - Cap

1B - Core

1C - 'O' Ring

1D - Locknut

1E - Body

1F - 'O' Ring

2 - Screw

3 - Lockwasher

4 - Protector

5 - Piston

6 - Backup Rings

7 - 'V' Section Ring

Fig. 1 - Exploded View of Accumulator

8 - Wear Rings

9 - 'O' Ring

10 - End Cap

11 - Pad

12 - Cylinder

DESCRIPTION


TESTING

The bowl hydraulic accumulator can be identified as item 12 in Section 235-0000, BOWL HYDRAULIC

SYSTEM SCHEMATIC.

The accumulator is mounted off the hood mounting bracket inboard of the right hand fender. The accumulator is of the piston type and is precharged with nitrogen to 27.5 bar (400 lbf/in

2

). It consists of charging valve (1), end cap (10), cylinder (12) and piston (5). Charging valve (1) is equipped with a locking feature. Loosening locknut (1D) will open the valve so that the precharge can be checked or the accumulator charged.

OPERATION


WARNING

Accumulator is charged with Nitrogen. The service pressure is 27.5 bar (400 lbf/in

2

) at

21 o

C (70 o

F). Do not attempt to remove any valves or fittings until all nitrogen pressure is completely relieved to prevent personal injury and property damage.

Testing Charging Valve For Leakage


Piston (5) acts as a separator dividing cylinder (12) into two sections. The section nearest charging valve (1) contains the nitrogen pre-charge. Hydraulic oil from the triple pump flows through the bowl control valve and into the lower section of the accumulator via solenoid valve.

1. Remove screws (2), lockwashers (3), protector (4) and pads (11) from accumulator.

2. Remove valve cap (1A) from charging valve (1) and loosen locknut (1D). Coat open end of charging valve with soapy water. Bubbles indicate leaky valve core

(1B). Attempt to reseat the valve core by depressing and releasing it quickly once or twice. Recheck for leakage, if leakage continues then discharge the accumulator as described under 'Discharging Nitrogen' in this section, then replace the valve core. Torque tighten locknut (1D) to 11 Nm (100 lbf in) and replace valve cap (1A) finger tight.

SM 1791 Rev1 04-04

1

Bowl Hydraulic System - Accumulator

Section 235-0070

Testing Pre-charge Pressure


SM - 1273

Note:

The nitrogen pressure in an accumulator is directly affected by changes in nitrogen temperature.

The cylinder pressure will increase or decrease proportionally with temperature changes. An accumulator pressure reading can vary about 4.3 bar

(62 lbf/in 2 ) with 22 o C (72 o F) temperature change.

Such temperature changes could easily occur between noon and midnight of the same day. Refer to the table at the end of this section for Nitrogen pressures at ambient temperatures of other than 21 o C (70 o F).

To test accumulator pre-charge pressure or to charge the accumulator, a charging assembly tool can be used. See Fig. 2.


2. Operate the bowl hydraulic controls continuously to discharge the bowl hydraulic accumulator. Block all road wheels and place the battery master switch in the

'Off' position.

3. Check accumulator mounting to be sure the accumulator is held tightly in position.

4. Remove cap (1A, Fig. 1) from accumulator charging valve (1, Fig. 1). Attach charging line (1) to charging valve by rotating 'T' handle of valve chuck (2) anticlockwise until it stops. Screw the swivel nut down on the valve until it seats. Loosen charging valve locknut (1D, Fig. 1) by turning anticlockwise one to two turns.

5. Turn 'T' handle clockwise until charging valve core is depressed. Be sure bleeder valve (10) is tight and does not leak, and valves (4 & 6) are closed.

6. To read accumulator precharge pressure, slowly open accumulator valve (4). Pressure gauge (5) will register pre-charge pressure, it should be 27.5 bar

(400 lbf/in 2 ) at 21 o C (70 o F) ambient temperature. Refer to the table at the end of this section for Nitrogen pressures at ambient temperatures of other than 21 o C

(70 o F).

1 - Line

2 - Valve Chuck

3 - Valve Extension

4 - Accumulator Valve

5 - Pressure Gauge

6 - Tank Valve

7 - Gland Fitting

8 - Gland Nut

9 - Cylinder Adaptor

10 - Bleeder Valve

Fig. 2 - Charging Assembly

7. Close accumulator valve (4) and open bleeder valve

(10) to dissipate gauge pressure. Close bleeder valve

(10) after pressure is relieved. If accumulator needs charged, leave line and chuck attached to charging valve and charge the accumulator as described under

'Charging The Accumulator'.

8. If precharge is 27.5 bar (400 lbf/in

2

) at 21 o

C (70 o

F), rotate 'T' handle anticlockwise until it stops, then torque tighten locknut (1D, Fig. 1) on charging valve

(1, Fig. 1) to 11 Nm (100 lbf in). Loosen the swivel nut and remove the gauging head.

9. Install valve cap (1A, Fig. 1) on charging valve

(1, Fig. 1) and tighten finger tight.

CHARGING THE ACCUMULATOR


Either oil or water pumped nitrogen can be used to charge the accumulator. Both types are readily available from a local compressed gas dealer.

2

SM 1791 Rev1 04-04

WARNINGS

Do not use Oxygen or any gas other than

Nitrogen to charge an accumulator. Oxygen under pressure coming into contact with oil or grease will cause a violent explosion. Always double check to make sure you are using

Nitrogen to prevent personal injury and property damage.

A high pressure nitrogen pressure regulator must be used with the charging assembly. Failure to use pressure regulator could cause property damage, personal injury or death.

1. Attach line (1) and the swivel nut to charging valve

(1, Fig. 1) as described in Steps 1 through 4 under the heading 'Testing Pre-charge Pressure'. Be sure valves

(4 & 6) are closed.

2. Attach gauging head to nitrogen bottle by screwing down on gland nut (8).


Section 235-0070

DISCHARGING NITROGEN


Make sure charging valve (1) is closed internally by turning locknut (1D) clockwise. Remove valve cap

(1A) and valve core (1B) from charging valve assembly (1). Slowly turn the locknut (1D) anticlockwise to open the charging valve assembly (1).

DO NOT remove charging valve (1) until all the gas has been completely evacuated.

WARNING

Do not try to discharge the accumulator by depressing the charging valve core (1B, Fig. 1).

REMOVAL


3. Open tank valve (6) slowly; pressure shown on gauge (5) is tank pressure.

4. Open accumulator valve (4) slowly and charge accumulator to 27.5 bar (400 lbf/in

2

) at 21 o

C (70 o

F) ambient temperature, closing valve occasionally. Refer to the table at the end of this section for the Nitrogen pressures at ambient temperatures of other than 21 o C

(70 o F).

5. To check accumulator charge, close tank valve (6), relieve pressure between tank and gauge by opening bleeder valve (10) momentarily. This will allow gauge needle to settle, thus giving correct pressure reading of accumulator charge.

6. When the correct pressure for the ambient temperature has been reached, close valves (4 & 6) tightly. Bleed pressure off pressure gauge (5) by opening bleeder valve (10). Close bleeder valve when all pressure is bled off the gauge.

7. Unscrew gland nut (8) from nitrogen bottle.

WARNINGS

Make sure that lifting equipment, blocking materials and wheel blocks are properly secured and of adequate capacity to prevent personal injury and property damage.

Accumulator is charged with Nitrogen.

The service pressure is 27.5 bar (400 lbf/in²) at

21 o C (70 o F). Be sure all Nitrogen pressure has been relieved before removing accumulator from the vehicle. Sudden release of pressure may cause personal injury.


2. Operate the bowl hydraulic controls continuously to discharge the bowl hydraulic accumulator. Block all road wheels and place the battery master switch in the 'Off' position.

3. Remove screws (2, Fig. 1), lockwashers (3, Fig. 1) and protector (4, Fig. 1).

8. Rotate 'T' handle of valve chuck (2) anticlockwise until it stops, torque tighten charging valve locknut (1D,

Fig. 1) to 11 Nm (100 lbf in), loosen the swivel nut and remove gauging head.

9. Check accumulator charging valve (1, Fig. 1) for leakage using soapy water. Reinstall valve cap (1A,

Fig. 1) and tighten finger tight.

SM 1791 Rev1 04-04

4. Discharge nitrogen from accumulator. Refer to previous section on 'Discharging Nitrogen' for correct procedure.

5. Disconnect hydraulic line from solenoid valve at bottom of accumulator. Drain oil and cap the line and solenoid valve port to prevent ingress of dirt.

3


Section 235-0070

6. Support the accumulator using an adequate sling and lifting device. Remove nuts (7) and lockwashers

(6) securing clamps (2) to mounting positions. Remove accumulator and clamp assemblies (2).

1

SM - 2241

DISASSEMBLY


6,7

2

3,4,5

WARNING

Accumulator is charged with Nitrogen. The service pressure is 27.5 bar (400 lbf/in 2 ) at

21 o C (70 o F). Do not attempt to remove any valves or fittings until all nitrogen pressure is completely relieved to prevent personal injury and property damage.

1. Make sure all nitrogen gas has been released before starting to disassemble the accumulator. Refer to section on 'Discharging Nitrogen'.

2. If required, remove bolts (3, Fig. 3), washers

(4, Fig. 3), locknuts (5, Fig. 3) and clamps (2, Fig. 3) from accumulator.

3. Remove solenoid valve and connectors, if required, from bottom port on accumulator.

4. Remove charging valve (1) from end cap (10).

5. With accumulator lying horizontal, hold accumulator cylinder (12) with a strap wrench.

6. Install pins in three equally spaced holes in end cap

(10), then use a long bar working against the pins to remove end cap from cylinder (12). Remove and discard 'O' ring (9).

7. Grip cast web of piston (5) with pliers and while rotating, pull piston from cylinder (12). Remove and discard wear rings (8), backup rings (6) and 'V' section ring (7).

6,7

2

3,4,5

1 - Accumulator

2 - Clamp

3 - Bolt

4 - Washer

5 - Locknut

6 - Lockwasher

7 - Nut

Fig. 3 - Accumulator Installation accumulator cylinder (12) for scratches or scoring.

Minor nicks, scratches or light scoring of the bore can be removed by using crocus cloth. Dress the bore until all apparent imperfections have been removed.

Replace complete accumulator assembly if the inside of cylinder (12) is excessively scored or worn.

4. Inspect threads in end cap (10) and threads in cylinder (12) for damage. Replace all parts worn or damaged beyond repair.

INSPECTION


1. Wash metal components with a suitable solvent and thoroughly air dry.

2. Inspect piston (5) for cracks or burrs. Replace piston (5) if excessively scored or worn.

3. Use an inspection lamp to check the bore of

ASSEMBLY


1. Lubricate ‘O’ ring (9), wear rings (8), backup rings

(6), 'V' section ring (7) and inside of cylinder (12) with hydraulic oil prior to assembly.

2. Install new 'V' section ring (7), backup rings (6) and wear rings (8) on piston (5).

3. Insert piston (5) into cylinder (12) with cupped end facing the open end of the cylinder. Do not let

'V' section ring (7) drag on cylinder threads. Use a hammer and wood block to tap piston into place until all of piston is 50 mm (2.0 in) below beginning of honed bore. Keep pressure against piston while tapping 'V' section ring (7) through the bore chamfer,

4

SM 1791 Rev1 04-04

otherwise piston will bounce back, damaging the

'V' section ring.

4. Install new 'O' ring (9) on end cap (10) and install end cap (10) in cylinder (12). Tighten cap so that it is flush with the end of cylinder (12) within 1.6 - 2.4 mm

(0.062 - 0.094 in) above or below.


Section 235-0070 oil inlet port downward.

2. Attach clamps (2) securely with lockwashers (6) and nuts (7).

3. Remove caps installed at 'Removal' to prevent dirt entering the hydraulic line and accumulator port.

5. Install charging valve (1). Torque tighten locknut

(1D) clockwise to 11 Nm (100 lbf in) to close charging valve, insert valve core (1B), replace valve cap (1A) and tighten finger tight.

4. Install hydraulic line securely to the oil inlet port on solenoid valve fitted at the bottom of the accumulator.

6. If removed, install connectors and solenoid valve to bottom port on accumulator.

5. Charge the accumulator with Nitrogen gas as described under the heading 'Charging the

Accumulator' in this section.

7. If removed, install clamps (2, Fig. 3) on accumulator and secure with bolts (3, Fig. 3), washers (4, Fig. 3) and locknuts (5, Fig. 3).

6. Check oil level in hydraulic tank and add oil if required. Refer to Section 235-0040, HYDRAULIC

TANK for correct fill level, and, use only oil as specified in Section 300-0020, LUBRICATION

SYSTEM.

8. Test accumulator hydraulically for leakage or failure at 255 - 276 bar (3 700 - 4 000 lbf/in

2

). Discharge after testing.

7. Place the battery master switch in the 'On' position and remove the wheel blocks. Start the engine and bring hydraulic oil to operating temperature.

INSTALLATION


8. Check for oil leaks as the oil pressure increases.

Tighten line connections and fittings as necessary.

Note:



Note:

Tighten all hydraulic lines fitted with ORFS connections, as described in Section 235-0000, BOWL

HYDRAULIC SYSTEM SCHEMATIC. Renew all 'O' rings where used.

MAINTENANCE

Inspect the accumulator regularly for any signs of leakage or damage.

Every 500 hours

Check the Nitrogen precharge pressure at the accumulator, prior to checking bowl hydraulic system pressure. Refer to 'Testing Pre-charge Pressure', in this section.

WARNING

Make sure that lifting equipment, blocking materials and wheel chocks are properly secured and of adequate capacity to prevent personal injury and property damage.

1. Position accumulator on mounting bracket with the

SPECIAL TOOLS

Refer to Section 300-0070, SERVICE TOOLS, for part numbers of special tools referenced in this section and general service tools required. These tools are available from your dealer.


FIG. NO.

1

ITEM NO.

1D

ITEM NAME

Locknut

Nm

11

TORQUE lbf in

100

SM 1791 Rev1 04-04

5


Section 235-0070

AMBIENT TEMPERATURE - NITROGEN PRE-CHARGE PRESSURE

38

43

49

54

16

21

27

32

-12

-7

-1

5

10

AMBIENT TEMPERATURE

°C

-18

°F

0

10

20

30

40

50

100

110

120

130

60

70

80

90

27

27.5

28.1

28.6

29.2

29.7

30

30.5

NITROGEN PRE-CHARGE PRESSURE bar

23.7

lbf/in²

344

24.2

24.8

25.3

25.9

26.4

351

360

367

376

383

423

431

435

442

392

400

408

415

WARNING

This vehicle is equipped with a precharged nitrogen gas cylinder of more than 2.8 bar (40 lbf/in 2 ).

Special permits may be required when transporting the vehicle or cylinder by any method while cylinder is charged. For shipment, contact the appropriate agency in the country involved. Consult your dealer for further permit information.

* * * *

6

SM 1791 Rev1 04-04

BOWL HYDRAULIC SYSTEM - Relief Valve

Section 235-0120

SM - 2167

2

4

1 - Acorn Nut

2 - Seal Washer

3 - Jam Nut

4 - Adjusting Screw

5 - Cap

6 - Seal Ring

7 - Spring Guide

8 - Spring

9 - Plunger

10 - Seat

Fig. 1 - Exploded View of Relief Valve

11 - Setscrew

12 - Seal Washer

13 - Blanking Screw

14 - Seal Ring

15 - Plug

16 - Valve Housing

DESCRIPTION


The direct acting relief valve is located in the hydraulic lines between the triple pump and servo control valve.

Relief valve pressure setting is

17 bar (250 lbf/in²).

REMOVAL


WARNING



SM 1776 3-99

1

2

Bowl Hydraulic System - Relief Valve

Section 235-0120


7. Remove plug (15) and seal ring (14) from valve housing (16). Discard seal ring (14).

3. With suitable containers available to catch spillage, open drain cock at the bottom of the hydraulic tank and drain hydraulic oil. Close drain cock.

4. Clean relief valve housing (16) and surrounding area with a suitable solvent. Identify and tag hydraulic lines connected to relief valve, to aid in 'Installation'.

8. Remove blanking screw (13) and seal washer (12).

Using an Allen key, unscrew set screw (11) until seat

(10) is free. Push or tap seat (10) from bore in valve housing (16).

INSPECTION


5. With suitable containers available to catch spillage, disconnect hydraulic lines from relief valve. Drain the oil from the lines into the container and discard all 'O' rings. Cap hydraulic lines and relief valve ports to prevent ingress of dirt.

6. Support relief valve and remove bolts (17), washers

(18), lockwashers (20) and nuts (21) securing relief valve to its mounting. Remove relief valve to a clean area for disassembly.

DISASSEMBLY


WARNING

Spring loaded parts. Use care when removing end cap, retainers and plugs to prevent sudden release of spring tension behind these parts.

Personal injury or property damage could result if care is not taken.

1. Clean all parts thoroughly in a suitable solvent and examine for wear and/or damage.

2. Inspect all parts for signs of wear, corrosion, distortion or damage. Remove any burrs from plunger

(9) with a fine stone.

3. Inspect mating faces of plunger (9) and seat (10). If they are damaged, both parts should be replaced with new or reconditioned parts. DO NOT grind or lap parts to renew the seating.

4. Remove and discard all 'O' rings and seals.

5. Check condition of rubber mounts (19) and replaced if necessary.

ASSEMBLY


1. Clean the entire relief valve assembly with a suitable solvent and dry thoroughly. Remove caps from valve housing (16) ports.

2. If required, clamp relief valve assembly in a soft jawed vice. Take care to avoid damaging valve housing (16) machined surfaces.

3. Remove acorn nut (1) and seal washer (2) from adjusting screw (4).

Note:



Note:



1. Insert valve seat (10), closed end first. Push or tap it into position ensuring that it is fully located in the bore.

4. Hold adjusting screw (4) with a screwdriver and slacken jam nut (3). Remove jam nut (3), inner seal washer (2) and adjusting screw (4) from relief valve.

5. Remove relief valve cap (5) and seal ring (6).

Discard seal ring (6).

6. Withdraw spring (8), spring guide (7) and relief valve plunger (9) from bore in valve housing (16).

2. Using an Allen key, turn setscrew (11) in a clockwise direction until it beds firmly onto seat (10).

DO NOT over-tighten the setscrew.

3. Place seal washer (12) on blanking screw (13) and install screw (13) in the valve housing (16).

4. Grip valve housing (16) in a soft-jawed vice with open end uppermost. Insert plunger (9) full end foremost, into seat (10). Install spring (8) and spring guide (7).

SM 1776 3-99

5. Install a new seal ring (6) on cap (5) install cap in valve housing (16) and tighten.

6. Fit adjusting screw (4) and screw in until spring (8) is under light compression.

7. Install seal washer (2) with jam nut (3). Tighten nut only sufficiently to secure until correct pressure setting is made. Refer to 'Adjustments' for correct pressure setting.


Section 235-0120

ADJUSTMENTS


Relief Valve Adjustment

This type of relief valve is very sensitive to adjustment.

Relief valve setting and adjustment can be carried out as follows:

Note:

If adjustment only is to be carried out, the procedure for blocking the machine as described in

'Removal, must be strictly adhered to.

8. Fit new seal ring (14) to plug (15) and install in valve housing (16).

INSTALLATION


Note:



Note:



WARNING


1. Remove plug and connect a hydraulic gauge, capable of recording a pressure of 0 - 207 bar

(0 - 3 000 lbf/in²), to the pressure check port in relief valve housing.

WARNING


2. Start the engine and watch the presure gauge. It should read 17 bar (250 lbf/in 2 ) when the relief valve opens. Adjust the relief valve if the pressure is not correct.

3. Remove acorn nut (1) and seal washer (2). Loosen adjusting screw jam nut (3).

1. If removed, install rubber mounts (19) to mounting bracket. Secure relief valve in place with bolts (17), washers (18), lockwashers (20) and nuts (21).

4. Adjust valve by turning adjusting screw (4), clockwise to increase pressure or counter-clockwise to decrease pressure. Turn the adjusting screw in small increments.

2. Reconnect hydraulic lines to relief valve, as tagged at 'Removal'.

5. After the adjustment is completed, hold adjusting screw (4) with a screwdriver and tighten jam nut (3) securely.

Note:

Be sure to use new 'O' rings with the fittings.


7. Re-check the pressure to make certain that it did not change when tightening the jam nut. If the pressure setting is correct, install the outer seal washer (2) and acorn nut (1) and tighten.

5. Adjust the system relief valve according to the instructions in 'Adjustments'.

7. Remove the pressure gauge from the relief valve housing and replace the plug.

8. Check relief valve assembly and hydraulic lines for leaks. Tighten as required.


SM 1776 3-99

3


Section 235-0120

MAINTENANCE

Relief valve pressure should be checked on a regular basis to ensure correct operating pressures are being maintained. Limited repair of the control valve is with replacement of parts only.

SERVICE TOOLS


SERVICE TOOLS, for part numbers of general service tools and adhesives. These tools and adhesives are available from your dealer.

* * * *

4

SM 1776 3-99

BOWL HYDRAULIC SYSTEM - Servo Control Valve

Section 235-0160

SM - 2165

1

3

2

8

22

5

14

16

17

6

7

10

13

18

32

19

1 - Knob

2 - Flexible Cover

3 - Lever

4 - Spool Actuator

5 - Strap

6 - Bolt

7 - Washer

8 - Pivot Block

9 - Pin

10 - Pin

11 - Screw

12 - Dowel Pin

20

48

23

28

29

24

25

27

26 30

13 - Lever Plate

14 - Mounting Flange

15 - Screw

16 - Wiper Seal

17 - Retainer

18 - Seal

19 - Valve Housing

20 - Seal

21 - Retainer

22 - Spool


24 - Spring


26 - Spool End

27 - End Cover

28 - Washer

29 - Screw

30 - Dust Cover

31 - Spacer

32 - Spool


34 - Spacer

35 - Spring

36 - Spacer

Fig. 1 - Cutaway View of Servo Control Valve

43

44

46

45

20

21

33,34

31

35

36,47

37

38,39

40

42

41

SM 1775 3-99

37 - Spool End

38 - Ball Housing

39 - Ball

40 - Detent Cover

41 - Detent Slide

42 - Spacer

43 - Adjustment Housing

44 - Spring

45 - Adjustment Screw

46 - Snap Ring


48 - Retainer

1

2

Bowl Hydraulic System - Servo Control Valve

Section 235-0160

DESCRIPTION

The servo control valve is mechanically actuated spool type valve controlling and directing signal oil pressure supplied by the main control valve. The valve spools are operated by levers connected to the spool ends. Operation of control levers moves the spools to open and close the inlet port to the signal ports to control movement of the valve spools.

REMOVAL

WARNING


Good control of the main hydraulic valve spools is attained by matching the pressure gain through the servo valve to the resistance of the main hydraulic control valve spool centering springs. As the servo valve spool is shifted from neutral, some signal oil is directed to the appropriate main hydraulic control valve spool, and some oil is directed back to the tank from the other side of the spool. As the servo valve spool is shifted farther through its stroke, so more oil is directed to the main hydraulic control valve spool, moving it farther through its stroke in direct proportion to the servo valve spool movement.



3. Remove screws and washers securing cover to right hand side dash panel.

The ejector and apron spools have a mechanical detent in the lower position.

4. Identify and tag all nylon control lines connected to servo control valve, to aid in 'Installation'.

OPERATION

5. With suitable container available to catch spillage, disconnect nylon control lines from servo control valve. Drain the oil from the lines into the container.

Cap lines and valve ports to prevent ingress of dirt.

Neutral

When the levers are in the neutral position, the spools are held in the centered positions by centering springs. The lands on the valve spools block ports A,

B, C, D, E and F from the oil inlet, and since this valve is a closed centre component, excess oil pressure goes over the relief valve, and back to the tank.

6. Remove mounting hardware securing servo control valve to its mounting on right hand dash panel. Lift valve out from dash panel and remove to a clean area for disassembly.

DISASSEMBLY


Raising and Lowering

When any lever is moved to the raise position, the attached valve spool is moved downwards and oil will flow through ports B, D and F to stroke the respective main hydraulic control valve spool. Oil on the other side of the main hydraulic control valve is displaced through nylon tubing back to the servo valve and through ports A, C and E back to tank.

WARNING

Spring loaded parts. Use care when removing end cap, retainers and plugs to prevent sudden release of spring tension behind these parts. Personal injury or property damage could result if care is not taken.

In the lower position, oil will flow through ports B, D or F when the attached spool is moved upwards. This action will stroke the respective spool to give a lower condition.

Note:

Clean entire servo control valve assembly with a suitable solvent and dry thoroughly prior to disassembly.

1. Remove caps from valve housing (19) ports.

2. If required, clamp servo control valve assembly in a soft jawed vice. Take care to avoid damaging valve housing (19) machined surfaces.

SM 1775 3-99


Section 235-0160

SM - 2166

1 - Knob

2 - Flexible Cover

3 - Lever

4 - Spool Actuator

5 - Strap

6 - Bolt

7 - Washer

8 - Pivot Block

9 - Pin

10 - Pin

11 - Screw

12 - Dowel Pin

13 - Lever Plate

14 - Mounting Flange

15 - Screw

16 - Wiper Seal

17 - Retainer

18 - Seal

19 - Valve Housing

20 - Seal

21 - Retainer

22 - Spool


24 - Spring


26 - Spool End

27 - End Cover

28 - Washer

29 - Screw

30 - Dust Cover

31 - Spacer

32 - Spool


34 - Spacer

35 - Spring

36 - Spacer

Fig. 2 - Exploded View of Servo Control Valve

3. Unscrew knobs (1) and remove from levers (3).

Remove strap (5) and slide fexible cover (2) off of levers (3).

4. Identify and tag each lever (3). Make reference marks on lever plate (13), mounting flange (14) and valve housing (19) to ensure correct location when reassembling.

37 - Spool End

38 - Ball Housing

39 - Ball

40 - Detent Cover

41 - Detent Slide

42 - Spacer

43 - Adjustment Housing

44 - Spring

45 - Adjustment Screw

46 - Snap Ring


48 - Retainer

5. Remove bolts (6) and lockwashers (7) from blocks

(8). Separate levers (3) from blocks (8) and spools

(22 & 32). Pull pins (9 & 10) from blocks. The dowel pins (12) need not be withdrawn if undamaged.

6. Remove screws (11) from lever plate (13).

Remove lever plate (13) from valve housing (19).

SM 1775 3-99

3

4


Section 235-0160

7. Remove screws (15) from mounting flange (14).

Remove mounting flange (14) from valve housing (19).

ASSEMBLY


8. Remove wiper seals (16), retainers (17) and seals

(18) from valve housing (19).

Note:



9. From the other side of valve housing (19), remove snap ring (46) and detent components (41 thru 45).

10. Remove detent cover (40) and ball housing (38) taking care not to lose ball (39).

Note:



11. Remove spacer (31), seal (20) and retainer (21) from valve housing (19).

1. Assemble springs (24 & 35), retainers (23, 25, 33

& 47) and spacers (34 & 36) to spools (22 & 32), as shown in Fig. 2. With spool held in a spool clamp, secure these components with spool ends (26 & 37).

12. Remove screws (29), washers (28) and end cover (27) from valve housing (19).

13. Remove seal (20) and retainer (48) from valve housing (19).

2. Clamp servo control valve assembly in a soft jawed vice. Install seals (20) and retainers (21) in valve housing (19).

14. Match mark spool assembly and bore in valve hosing (19).

15. Secure spool assembly in a suitable spool clamp and withdraw from bore in valve hosing (19). DO

NOT interchange spools with bores.

3. Install detent spool assemblies (32) in valve housing (19). Fit spacer (31) in position. Use a small amount of grease or vaseline to retain balls (39) in housing (38) and fit over spool end (37). Fit detent covers (40), and carefully assemble parts (41 to 46), taking care not to dislodge balls (39) from their housing (38).

16. Repeat steps 14 and 15 for the remaining spools.

Note:

DO NOT interchange spools with bores.

4. Install spool assembly (22) in valve housing (19).

Fit end cover (27) complete with dust cover (30) and secure with screws (29) and washers (28).

INSPECTION


5. On the other side of valve housing (19), fit seals

(18), retainers (17) and wiper seals (16).

1. Remove and discard all non-metallic seals. Clean all parts thoroughly in a suitable solvent and examine for wear and/or damage.

6. Secure mounting flange (14) to valve housing (19) with screws (15). Secure lever plate (13) to mounting flange (14) with screws (11).

7. If removed, refit dowel pins (12) to lever plate (13).

2. Inspect spools and spool bores for wear or damage. Polish any small nicks or burrs. Excessive wear of components will necessitate valve replacement.

8. Assemble levers (3) and spool actuators (4) to pivot blocks (8) with pins (9 & 10). Make sure spool actuators (4) slip over ball ends of spools and pivot blocks (8) fit on to dowels (12). Secure pivot blocks

(8) with bolts (6) and washers (7).

3. Check condition of detent diameter on spool end

(37). If badly rounded it should be replaced. Replace detent balls (39). Replace ball housing (38) if the holes are elongated. Replace detent slide (41) if taper edge is badly worn.

9. Slide flexible cover (2) over lever (3) and secure in place with strap (5). Screw knobs (1) onto levers (3).

10. Check for smooth operation of levers and for good detent action on the apron and ejector spools.

SM 1775 3-99

INSTALLATION



Section 235-0160


Note:



Note:



4. Place battery master switch in the 'On' position, start the engine and check servo control valve operation. Check servo control valve and hydraulic lines for leaks. Tighten as required.

5. Secure cover to right hand dash panel using mounting hardware as removed at 'Removal'.

WARNING



MAINTENANCE

Limited repair of the servo control valve is with replacement of parts only. Refer to vehicle parts book for list of kits available.

1. Using a suitable lifting device, position control valve in place on the machine. Secure control valve in place with mounting bolts and lockwashers as removed at 'Removal'.

2. Reconnect all nylon control lines to servo control valve, as tagged at 'Removal'.

SERVICE TOOLS

There are no special tools required for the procedures outlined in this section. Refer to

Section 300-0070, SERVICE TOOLS, for part numbers of general service tools required. These tools are available from your dealer.

* * * *

SM 1775 3-99

5

BRAKING SYSTEM - Air Braking System Schematic

Section 250-0000

DESCRIPTION

The air brake system is used to supply air pressure for operating the front and rear brake chambers which in turn, actuate the slack adjusters applying the front and rear brakes. The air system also supplies pressure for operating air actuated accessories such as the air suspension seat and the air horn.

air horn (13) via the air horn solenoid (12).

Air compression is controlled by unloader valve on air drier (2) stopping and starting delivery of air from air compressor (1), when maximum 8.4 bar (122 lbf/in²) and minimum 6.5 bar (95 lbf/in²) pressures are reached.

The safety air brake system on the machine has the following features:

1. Low air pressure warning light which illuminates when air pressure drops below a predetermined level.

2. Separate front and rear braking circuits.

3. Air released - spring applied parking brake controlled by the park/emergency control valve.

Parking brake is applied when the control valve lever is in the 'PARK' position.

The pressure in the system should not exceed

8.4 bar (122 lbf/in²) if the system is operating normally.

However, if unloader valve malfunctions and the pressure continues to rise, safety valve on air drier (2) will open to protect the air system by relieving the pressure at 13 bar (190 lbf/in²).

AIR SYSTEM AUXILIARY COMPONENTS


The following is a list of auxiliary components used in the air system, with a brief description of each:

Pressure Protection Valve (6) -

Supplies air to all air tanks for the service brakes, secondary braking and accessory devices. Refer to Section 250-0290,

PRESSURE PROTECTION VALVE, for detailed operating and servicing procedures.

Air Horn Solenoid (12) -

Electric solenoid valve is activated by the horn button, allowing air pressure to the air horn.

Air Horn (13) -

Provides effective warning signal.

Air Pressure Gauge -

Located on the instrument panel it indicates system air pressure.

OPERATION


Air from the engine driven air compressor (1) travels through air drier kit (2) and into primary tank (3).

When pressure in primary tank (3) reaches 6.2 bar

(90 lbf/in²), pressure protection valve (6) opens. The valve allows air to flow to the air suspension seat and

AIR BRAKING SYSTEM COMPONENTS


The following is a list of air control devices in the air safety brake system, with a brief description of each:

Air Compressor (1) -

Delivers air, through the air drier kit, to the air tanks to operate brake and air operated accessories. The air compressor is mounted on the engine.

Air Drier Kit (2) -

Filters the air from the compressor to remove any oil and moisture in the air system. The integral unloader valve controls supply of air to the system, by stopping and starting delivery of air by the compressor when maximum and minimum pressures are reached. The purge reservoir stores dried air to purge the air drier desiccant bed as part of a regeneration process. Refer to Section 250-0200, AIR

DRIER, for detailed operating and servicing procedures.

Air Tanks (3, 4, 17 & 18) -

Store compressed air until it is needed for brake or accessory operation. Secondary tanks maintain an air supply for normal brake application or for automatic safety brake application, if pressure drops in the primary tanks. Air pressure in the tanks is indicated on the air system pressure gauge on the instrument panel in the operators compartment.

Refer to Section 250-0170, AIR TANKS AND

MOUNTING, for detailed operating and servicing procedures.

Relay Emergency Valves (7 & 20) -

Speeds the application and release of air pressure to and from tractor and scraper brake chambers. Refer to Section

250-0280, RELAY EMERGENCY VALVE, for detailed operating and servicing procedures.

SM 1784 Rev 2 04-04

1

Braking System - Air Braking System Schematic

Section 250-0000

SM - 3183

2

1 - Air Compressor

2 - Air Drier Kit

3 - Front Primary Tank

4 - Front Secondary Tank

5 - Drain Cock

6 - Pressure Protection Valve

7 - Relay Emergency Valve

8 - Park/Emergency Control Valve

9 - Treadle Valve

10 - Brake Chamber

Fig. 1 - Air Braking System Schematic - Tractor

11 - Quick Release Valve

12 - Air Horn Solenoid

13 - Air Horn

14 - Manifold

15 - Test Point

16 - Tilt Drain valve

SM 1784 Rev 2 04-04


Section 250-0000

SM - 2227

SECONDARY

PRIMARY

SM 1784 Rev 2 04-04

17 - Rear Primary Tank

18 - Rear Secondary Tank

19 - Relay Valve


21 - Brake Chamber


23 - Drain Cock

24 - Test Point

Fig. 1 - Air Braking System Schematic

3


Section 250-0000

Park/Emergency Control Valve (8) -

Controls air pressure delivery to the relay emergency valve for actuation of brake chambers to apply the brakes. In the 'PARK' position it exhausts the air from the spring applied brake chambers, to apply the parking brake.

Refer to Section 250-0190, PARK/EMERGENCY

CONTROL VALVE, for detailed operating and servicing procedures.

c. Park/emergency brake circuit air pressure falls below 5.5 bar (80 lbf/in

2

).

If light illuminates while operating, stop the machine, apply the parking brake and do not operate until the fault has been corrected.

OPERATION


Treadle Valve (9) -

Directs and controls air to the front and rear relay emergency valves which control air delivery to the brake chambers. Refer to

Section 250-0070, TREADLE VALVE, for detailed operating and servicing procedures.

Air from the engine driven air compressor (1) travels through air drier kit (2) via pressure protection valve

(6) and into all four air tanks (3, 4, 17 & 18).

Brake Chambers (10 & 21) -

Actuate slack adjusters to apply front and rear brakes during service brake system operation: or automatically in case of an extreme loss of air pressure or for emergency applications. Also mechanically locks brakes on in parking mode. Refer to Section 250-0260, BRAKE

CHAMBERS, for detailed operating and servicing procedures.

Air flows to the front primary tank (3) and service brakes via port '21' of the pressure protection valve

(6). Air is supplied to the rear primary tank (16) and service brakes via port '22' of the pressure protection valve (6). Air is supplied to the front and rear secondary tanks (5 & 18) and park/emergency brake valve (8) via port '23' of the pressure protection valve

(6). Air is supplied to the auxiliary components via port

'24' of the pressure protection valve (6).

Quick Release Valves (11 & 22) -

Installed adjacent to brake chambers to hasten the exhaust of air from the brake chambers when the applied air pressure is released. Refer to Section 250-0180, QUICK

RELEASE VALVE, for detailed operating and servicing procedures.

Air compression is controlled by unloader valve on air drier (2) stopping and starting delivery of air from air compressor (1) when maximum 8.4 bar (122 lbf/in²) and minimum 6.5 bar (95 lbf/in 2 ) pressures are reached.

Relay Valve (19) -

Speeds the application and release of air pressure to and from tractor and scraper brake chambers. Refer to Section 250-0280, RELAY VALVE, for detailed operating and servicing procedures.

Brake Light Switch -

Turns on the brake lights when the brakes are applied.

The pressure in the system should not exceed

8.4 bar (122 lbf/in²) if the system is operating normally.

However, if unloader valve malfunctions and the pressure continues to rise, safety valve on air drier (2) will open to protect the air system by relieving the pressure at 13 bar (190 lbf/in²).

Warning Light (Air System)

The following warning light is controlled by pressure switches and is located on the right hand warning light panel in the operators compartment:

Service Brake

Depressing treadle valve (9) allows air to flow directly to the service ports of the front brake chambers (10) via the front primary tank (3). Air is also directed to the rear brake chambers (21) via relay valve (19) to apply the service brakes.

Note:

Refer to operators handbook for location and identification of warning light.

Low Air Pressure (Red) -

Illuminates when there is a loss of air pressure in the following circuits:

The amount of air that flows to brake chambers

(10 & 21) depends on how far treadle valve (9) pedal is depressed. The farther the pedal is depressed the greater the air pressure in the brake chambers

(10 & 21) and the greater the braking force.

a. Front service circuit air pressure falls below 4.1 bar

(60 lbf/in 2 ).

b. Rear service circuit air pressure falls below 4.1 bar

(60 lbf/in 2 ).

The brakes are released when the treadle pedal is released. Air pressure is exhausted through treadle valve (9) exhaust port.

4

SM 1784 Rev 2 04-04


Section 250-0000

Park/Emergency Brake Control Valve

Air line from port '23' of pressure protection valve (6) directs a constant supply of air to park/emergency control brake valve (8).

procedures. Some components contain powerful springs and injury can result if not properly disassembled. Use only proper tools and observe all safety precautions pertaining to use of those tools.

With park/emergency brake control valve (8) lever in the 'RELEASE' position, the inlet and exhaust ports in the valve are closed. As a result, air pressure flows to the brake chambers (10 & 21) via the relay emergency valves (7 & 20), preventing the spring in the actuator from applying the parking brake. The park/emergency brake control lever should always be in the 'RELEASE' position when driving the machine.

With the park/emergency control valve (8) lever in the

'PARK' position, air pressure is vented through the exhaust ports in the quick release valves (11 & 22), allowing the spring brake chambers (10 & 21) to apply the parking brake.

7. Use only genuine factory replacement parts and components.

a) Only components, devices and mounting and attaching, specifically designed for use in hydraulic brake systems, should be used.

b) Replacement hardware, tubes, lines, fittings, etc.

should be of equivalent size, type and strength as the original equipment.

8. Devices with stripped threads or damaged parts should be replaced. Repairs requiring machining should not be attempted.

BRAKE FUNCTION CHECKS

BRAKE SYSTEM SAFETY PRECAUTIONS

When working on or around brake systems and components, the following precautions, should be observed:

1. Always block vehicle wheels. Stop engine when working under a vehicle. Keep hands away from actuator push rods and slack adjusters; they may apply as air system pressure drops.

2. Always carry out ALL servicing operations in conjunction with WARNINGS and procedures outlined in the individual component sections.

3. Always ensure there is no pressure in the air system before attempting to replace brake pads or shoes; the brakes will automatically apply as air pressure drops.

4. Never connect or disconnect a pipe or line containing pressure; it may whip. Never remove a component or pipe plug unless you are certain all system pressure has been released.

5. Never exceed recommended pressure and always wear safety glasses when working.

6. Never attempt to disassemble a component until you have read and understood recommended

WARNING

Make sure the area around the machine is clear of personnel and obstructions before carrying out these checks.

Note:

The following checks are not intended to measure maximum brake holding ability. If NEW brake pads are fitted, they MUST be burnished as per the manufacturers recommendations before carrying out the checks.

Service Brake Holding Ability

1. With the bowl in the 'Fully Raised' position, depress service brake treadle pedal and move transmission gear shift selector to 1st gear.

2. Move park/emergency control lever to the

'RELEASE' position.

3. Depress front engine accelerator control and accelerate engine to 1 350 rev/min. The machine should not move.

4. Decelerate engine, shift transmission to 'NEUTRAL' and apply the park/emergency brake before releasing the service brake.

SM 1784 Rev 2 04-04

5


Section 250-0000

Park/Emergency Brake Holding Ability

1. With the bowl in the 'Fully Raised' position, move park/emergency control lever to 'PARK' position and move transmission gear shift selector to 1st gear.

WARNING

If the machine moves during the above checks, stop the machine, apply the parking brake and do not operate until the fault has been corrected.

2. Depress front engine accelerator control and accelerate engine to 1 350 rev/min. The machine should not move.

MAINTENANCE

3. Decelerate engine, shift transmission to 'NEUTRAL' and apply the park/emergency brake.

General

Perform all maintenance as outlined in individual air component sections, at the service intervals specified in those sections.

General

Note:

Brake holding effort required to hold a machine stationary at a specific rev/min can vary from machine to machine due to differences in engine performance, powertrain efficiency, etc., as well as differences in brake holding ability.

Every Year

Check accuracy of air pressure gauge on the instrument panel with a test gauge. Replace if difference is more than 0.3 bar (5 lbf/in²).

Note:

As an indication of system deterioration, the engine rev/min at which point the machine moved, with the service or park/emergency brakes applied, can be compared against the engine rev/min your specific machine was able to hold to on a previous check.

Every 2 000 hours/12 months replace air drier desiccant cartridge.

BRAKING SYSTEM DIAGNOSIS

CONDITION REASON

Inadequate braking Low air pressure in brake system only

Treadle valve delivery pressure below normal

Brake pads need replaced

Brakes do not apply No air pressure in brake system with normal treadle valve application

Restricted or broken tubing or hose line

REMEDY

Trace brake lines by referring to Fig. 1.

Install a test gauge at various points in the system to determine location of trouble. Test operation of faulty components as outlined in air brake control component sections. Repair or replace, as recommended. Check brake air lines for leaks.

Check operation of air compressor, air drier, unloader and safety valve. Check air lines for leaks.

Refer to Section 165-0031, BRAKE PARTS.

Trace brake lines by referring to Fig. 1. Install a test gauge at various points in the system to to determine location of trouble. Test operation of faulty component as outlined in air brake control component sections. Check brake air lines for leaks.

Replace tubing or hose line.

6

SM 1784 Rev 2 04-04


Section 250-0000

BRAKING SYSTEM DIAGNOSIS (Continued)

CONDITION REASON

Brakes do not apply Defective treadle valve with normal treadle valve application

Defective relay emergency valve

Brakes apply too slowly

REMEDY

Repair or replace faulty component as recommended in Section 250-0070, TREADLE

VALVE.

Repair or replace faulty component as recommended in Section 250-0280, RELAY

EMERGENCY VALVE.

Low air pressure in the brake system Trace brake lines by referring to Fig. 1. Install a test gauge at various points in the system to determine location of trouble. Test operation of faulty component as outlined in air brake control component sections. Repair or replace, as recommended. Check brake air lines for leaks.

Treadle valve delivery pressure below normal

Brakes do not release

Excessive leakage with brakes applied

Restriction in tubing or hose line

Defective brake chambers

Check operation of air compressor, air drier unloader valve and safety valve. Check air lines for leaks.

Trace brake lines by referring to Fig. 1. Install a test gauge at various points in the system to determine location of trouble. Test operation of faulty component as outlined in air brake control component sections. Repair or replace, as recommended. Check brake air lines for leaks.

Replace tubing or hose lines.

Defective quick release valves

Treadle valve not in fully released position

Repair or replace faulty component as recommended in Section 250-0260, BRAKE

CHAMBER.

Repair or replace faulty component as recommended in Section 250-0180, QUICK

RELEASE VALVE.


VALVE.

Restriction in tubing or hose line

Brakes grab or pull Faulty operation of one or more brake air control components

Air pressure too high

Calliper pistons binding

Pressure gauge registering incorrectly

Faulty air drier, unloader valve

Replace tubing or hose lines.

Trace brake lines by referring to Fig. 1. Install a test gauge at various points in the system to determine location of trouble. Test operation of faulty component as outline in air control component sections. Repair or replace, as recommended. Check brake air lines for leaks.

Check calliper operation as described in

Section 165-0031, BRAKE PARTS.

Replace gauge and/or gauge sender unit.

Repair of replace faulty component. Refer to

Section 250-0200, AIR DRIER.

SM 1784 Rev 2 04-04

7


Section 250-0000


CONDITION REASON

Air pressure too low Pressure gauge registering incorrectly

Defective compressor

REMEDY

Replace gauge and/or gauge sender unit.

Excessive leakage.

Repair or replace air compressor. Refer to

ENGINE MAINTENANCE MANUAL.

Trace brake lines by referring to Fig. 1. Install test gauge at various points in the system to determine location of trouble. Test operation of faulty component as outlined in air brake control component sections. Repair or replace, as recommended. Check brake air lines for leaks.

Tighten or install new drain cock.

Air tank drain cock open or leaking

Faulty air drier unloader valve Repair or replace air drier unloader valve. Refer to Section 250-0200, AIR DRIER.

Compressor knocks Excessive backlash in drive gears or Correct backlash. Refer to ENGINE continuously or drive coupling MAINTENANCE MANUAL.

intermittently

Worn or burnt out bearings Replace faulty components or compressor.

refer to ENGINE MAINTENANCE MANUAL.

Excessive carbon deposits in compressor cylinder head

Remove the compressor head and clean. Refer to ENGINE MAINTENANCE MANUAL.

Brakes release too slowly

Defective brake chamber

Treadle valve not returning to fully released position

Repair or replace faulty component as recommended in Section 250-0260, BRAKE

CHAMBER.


VALVE.

Exhaust port of treadle valve or relay Repair or replace faulty component as valve restricted or plugged recommended in Section 250-0070, TREADLE

VALVE and 250-0280, RELAY EMERGENCY

VALVE.

Air pressure drops One or more faulty air control quickly with engine components in brake air line, or stopped and brakes leak in lines released


Air pressure rises to Excessive leakage normal reading too slowly

Engine speed too slow


Correct condition. Refer to ENGINE

MAINTENANCE MANUAL.

8

SM 1784 Rev 2 04-04


Section 250-0000


CONDITION REASON

Air pressure rises to Worn compressor normal reading too slowly

Excessive carbon in compressor cylinder head or discharge line.

Safety valve 'blows Safety valve out of adjustment off'

REMEDY

Repair or replace. Refer to ENGINE

MAINTENANCE MANUAL.

Clean the head and lines. Refer to ENGINE

MAINTENANCE MANUAL.

Adjust as recommended in Section 250-0200,

AIR DRIER.

Air pressure in system above normal Check air drier unloader valve, adjust as recommended. Refer to Section 250-0200, AIR

DRIER.

Drain all air tanks every 10 hours.

Excessive oil or Air tanks not being drained often water in the system enough

Compressor passing excessive oil

Air drier not performing adequately

Service compressor as recommended in

ENGINE MAINTENANCE MANUAL.

Check desiccant cartridge, replace if required

Refer to Section 250-0200, AIR DRIER.

Air pressure drops One or more faulty air control quickly with engine components in brake air lines, or stopped and brakes leak in lines fully applied

Trace brake lines by referring to Fig. 1. Install test gauge at various points in the system to determine location of trouble. Test operation of faulty component as outlined in air control component sections. Repair or replace, as recommended. Check brake air lines for leaks.

* * * *

SM 1784 Rev 2 04-04

9

BRAKING SYSTEM - Treadle Valve

Section 250-0070

SM - 3185

1

20

22,24

B

A

D

E

17

C

F

G

J

H

16

2

18 33

No. 1

DELIVERY PORT

13

3

4

6

5

12

No. 2

DELIVERY PORT

7

31

9

32

8

15

11

10

14

26

23

19

21

25

30

29

30

No. 1

SUPPLY PORT

28

27

No. 2

SUPPLY PORT

EXHAUST

1 - Treadle

2 - Spring Seat

3 - Primary Piston

4 - Piston Seat

5 - Valve

6 - Valve Seat

7 - Hole (Air passage)

8 - Piston

9 - Spring

10 - Valve

11 - Inlet Seat

12 - Spring

13 - Spring

14 - Spring

15 - Piston Seat

16 - Valve Body

17 - Mounting Plate

18 - Rubber Spring

19 - Vent

20 - Pin & Roller

21 - Air Filter

22 - Boot

23 - Fulcrum Pin

24 - Plunger

25 - Rubber exhaust flap

26 - Valve body

27 - Sealing ring

28 - Screw

29 - Passage

30 - Seal

31 - Valve body

32 - Exhaust passage

33 - Vavle stem

Fig. 1 - Cutaway View of Treadle Valve

DESCRIPTION

The treadle valve is mounted alongside the accelerator pedals and bolted to the cab floor. The treadle valve is the left hand pedal.

The treadle valve directs and controls air to the front brake chambers and rear relay valve which controls air delivery to the rear brake chamber.

Port 'D' - Stop light switch - rear

Port 'E' - Supply line from front primary tank service circuit

Port 'F' - Delivery to front service brakes

Port 'G' - Low pressure switch - front

Port 'H' - Stop light switch - front

Port 'J' - Exhaust port

OPERATION


There are 9 ports on the treadle valve as follows:

Port 'A' - Supply line from rear primary tank service circuit

Port 'B' - Delivery to rear service brakes

Port 'C' - Low pressure switch - rear

SM 1755 Rev1 04-04

When treadle (1) is depressed, the brake force is transmitted through plunger (24) and spring via the

1

Braking System - Treadle Valve

Section 250-0070 spring seat (2) to the piston (3). Piston (3) moves down its stem, which in turn moves its exhaust seat (4), closing the exhaust passage through exhaust valve (5).

Continued movement of piston (3) contacts valve (5) and moves valve (5) off inlet valve seat (6). Air pressure from the rear primary reservoir enters supply port 1, by inlet valve (5) and out of delivery port 1 to the rear brake chambers via the rear relay valve.

As air flows to delivery port 1 , it also channels through the transfer holes (7) to the piston (8). Prior to this, the mechanical force exerted on the piston (8) by the spring (9) will already have closed off the exhaust passage in valve (10).

Thus air pressure through holes (7) moves piston (8) further downward, contacting the valve (10) and moving it down also, creating a passage between inlet valve seat (11) and valve (10). Air pressure from the front primary reservoir enters supply port 2 by inlet valve

(10) and out of delivery port 2 to the front brake chambers.

Due to the small volume of air needed to pass through holes (7) to move the piston (8), the action of the air entering supply port 2 and out to the front brake chambers can be thought of as instantaneous at the same time as the air is directed to the Rear brake chambers. The front brake circuit leads the rear circuit with a maximum pressure differential of 0.2bar, at a delivery pressure of 1bar. The differential diminishes until perfect balance is achieved at about 5bar delivery pressure.

Air continues to enter supply port 1 from the Rear primary tanks, until the air pressure under piston (3) combined with the upward forces of springs (12 & 13) is greater than the brake application force exerted on piston (3) which will cause the piston (3) to rise upward allowing inlet valve (5) to close onto piston seat (4) , thus cutting off the air entering supply port 1 and without letting piston seat (4) uncover the exhaust passage (32).

This means that the upper circuit is 'Lapped' with both inlet valve (5) and the exhaust passage (32) is closed.

In the lower circuit the air continues to enter until the increased air pressure under piston (8) and the upward force of spring (14) combine to overcome the downward forces of Spring (9) and air pressure above piston (8).

This causes the piston (8) to rise allowing valve (10) to close on the inlet seat (11), cutting off the supply of air from supply port 1, without letting valve seat (15) uncover the exhaust passage. Similarly to the upper circuit, the system is 'Lapped' with inlet valve (10) and exhaust passage (32) closed.

This balance is maintained until the Treadle (1) is depressed further or released.

When the operator releases the treadle, to reduce the application of braking force. This causes piston (3) to rise. With the valve (5) closed, the piston seat (4) will open exhaust passage (32) causing the air in supply port 1 to be exhausted till the pressure falls sufficiently to balance the force on the piston (3).

At which time the piston (3) and its seat (4) will move down, closing the exhaust passage (32). As the pressure within the upper circuit falls, piston (8) will rise. With valve (10) remaining closed and piston seat

(15) rising to uncover the exhaust passage (32) air pressure from supply port 2 will fall to balance the forces on the piston (8). At which time piston (8) and its seat (15) will move down closing the exhaust passage (32) once again.

The pressures within the upper and lower circuits are thus maintained at levels proportionate to the degree of mechanical force exerted by the driver on the treadle.

The self lapping action takes place whenever the brake application force is increased or decreased.

adjust stop adjustment bolt to the correct setting.

3. Depress treadle (1) to several positions between fully released position and fully depressed position and check to be sure the delivered air pressure registered by the test gauge varies in accordance with the position in which the treadle (1) is held. The treadle valve must control all delivery pressures between 0.34

bar (5 lbf/in

2

) and upper limit of the air system.

4. With treadle (1) fully released, coat exhaust port 'J' with soap suds to check for leakage. Leakage in excess of a 25 mm (1 in) soap bubble in one second is not permissible in either of these tests. If excessive leakage is found, the treadle valve must be repaired or replaced.



WARNING


2

SM 1755 Rev1 04-04

Braking System - Treadle Valve

Section 250-0070



2. Operate the steering in both directions several times to relieve any pressure in the steering system. Block all road wheels.

3. Open drain cocks on air tanks and drain air from four main tanks and auxiliary air tank. Close drain cocks on air tanks when air is exhausted.

4. Ensure all air lines connected to the treadle valve are identified for ease of installation and disconnect air lines from the treadle valve assembly.

5. Remove electrical connection to stop light pressure switch.

6. Release and remove mounting hardware securing treadle valve assembly to the cab floor.

7. Remove treadle valve assembly from the vehicle.

8. If required, separate valve body (26 & 31) assembly and treadle (1) assembly.

Note:

The treadle valve assembly should not be disassembled further as replacement of parts is by treadle (1) assembly and/or valve body (26 & 31) assembly only. Refer to 'Maintenance' procedures.

ADJUSTMENTS


If the treadle valve does not release promptly or does not fully release, it indicates that exhaust valve is not opening sufficiently. This can be caused by:

1. Lack of lubrication in valve body causing piston and spring assembly to bind.

2. Dirt or other foreign matter between the heel of treadle (1) and mounting plate (17).

If the treadle valve does not apply promptly, or does not apply fully, it indicates that inlet valve (5) is not opening sufficiently. Check for correct operation and replace valve assembly, if required.



Note:




1. If removed, install treadle (1) assembly on valve body (26 & 31) assembly.

2. Secure treadle valve assembly to the cab floor with mounting hardware, as removed at 'Removal and

Disassembly'.

3. Install all air lines to the treadle valve assembly, as tagged at removal.

4. Connect electrical connection to stop light pressure switch.

5. Start the engine and allow air pressure in the tanks to build up to correct operating pressure. Check for leaks at air lines and tighten as required.

SM 1755 Rev1 04-04

3

BRAKING SYSTEM - Air Tanks and Mounting

Section 250-0170

SM - 3184

21

22

2

15

5

6

1

2

21

22

2

7

AIR

DRIER

6

5

9

16

1

20

4

6

5

20

7

10

11

11

12

14 13

3

7

18

19

17

2

8

9

1 - Air Tank

2 - Clamp Assembly


4 - Plate Assembly

5 - Bolt

6 - Washer

SM 1788 Rev1 04-04

7 - Locknut

8 - Bolt

9 - Lockwasher

10 - Bolt

11 - Washer

12 - Locknut

13 - Bolt

14 - Washer


16 - Bolt

17 - Rubber Plate

18 - Bolt

Fig. 1 - Air Tanks and Mounting - Tractor

19 - Washer

20 - Tilt Drain Valve

21 - Nut

22 - Bolt


There are four air tanks in the air system; tractor primary tank, tractor secondary tank and scraper primary tank, scraper secondary tank. The tractor air tanks are located on the rear left hand side and right hand side of the frame respectively. The scraper air tanks are located on the left hand side of the trailer frame, forward of the frame cross channel.

Air tanks store compressed air from the engine compressor until it is required for brake or accessory operation. Brake tanks maintain an air supply for normal brake application or for automatic safety brake application, if pressure drops in the primary tank.

Air pressure in the tanks is indicated on the air system pressure gauge located on the instrument panel in the operators compartment.

REMOVAL


1. Position the vehicle in a level work area, apply the parking brake and shutdown the engine. Operate the steering in both directions several times to relieve any pressure in the steering system.


3. Open drain cocks and drain air from all four air tanks.

4. Tag all air lines attached to air tanks for easy identification at 'Installation'. Remove all air lines from air tanks.

Tractor:

5. Horizontally mounted air tank (1)- Remove bolts (22) and nuts (21) securing air tank (1) to clamp assembly

(2). Using suitable lifting aid, remove air tank (1) from assembly.

6. Remove bolts (5), washers (6) and nuts (7) securing clamp assemblies (2) to bracket assembly (3) and plate assembly (4). Remove clamp assemblies (2).

7. Support air drier assembly and remove bolts (13)

1

Braking System - Air Tanks and Mounting

Section 250-0170

SM - 2232

2

2

1

7

9

8

3

5

4

6

1 - Air Tank

2 - Clamp Assembly

3 - Bolt

4 - Nut

5 - Washer


Fig. 2 - Air Tanks and Mounting - Scraper

7 - Bolt

8 - Locknut

9 - Washer and lockwashers (14) securing air drier assembly to the plate assembly (4). Secure air drier clear from plate assembly (4).

8. Using suitable lifting equipment, support Bracket assembly (3) and remove bolts (8) and lockwashers (9) securing bracket assembly (3) to frame assembly.

Remove bracket assembly (3) from the machine.

9. Using suitable lifting equipment, support Plate assembly (4) and remove bolts (10), washers (11) and nuts (12) securing plate assembly (4) to the frame assembly. Remove plate assembly from the machine.

10. Vertically orientated tank- Remove bolts (22) and nuts (21) securing air tank tot clamp assembly (2).

Using suitable lifting aid remove air tank (1) from assembly.

11. Remove bolts (5), washers (6) and nuts (7) securing clamp assemblies (2) to bracket assembly

(15). Remove clamp assemblies.

12. Remove bolts (16) and lockwashers (9) securing bracket assembly (15) to frame assembly. Using suitable lifting equipment remove bracket assembly

(15).

Scraper :

Numbers in parentheses refer to Fig. 2

10. Support air tanks (1) and remove nuts and U bands from clamp assemblies (2). Remove air tanks (1) from the machine.

11. Remove bolts (3), washers (5), and nuts (4) securing clamp assemblies (2) to mounting bracket (6).

Remove clamp assemblies (2).

12 .Using suitable lifting equipment, support mounting brackets (6) and remove bolts (7), washers (9) and nuts

(8) securing mounting bracket (6) to frame assembly.

Remove mounting bracket from the machine.

INSTALLATION


Note:


2

SM 1788 Rev1 04-04



Tractor :

1. Vertically orientated tank- Install clamp assemblies

(2) onto bracket assembly (15) using bolts (5), washers

(6) and nuts (7).

2. Using suitable lifting equipment, position bracket assembly (15) on frame assembly. Secure to frame using bolts (16) and lockwashers (9).

3. Install air tank (1) in place on bracket assembly (15) and secure with bolts (22) and nuts (21).

4. Horizontal mounted tank- Install clamp assemblies

(2) to plate assembly (4) and bracket assembly (3) using bolts (5), washers (6) and nuts (7).

5. Using suitable lifting equipment, position plate assembly on frame assembly and secure in place using bolts (10), washers (11) and nuts (12).

6. Using suitable lifting equipment, position air drier on plate assembly (4) and secure in position using bolts

(13), and lockwashers (14).

7. Using suitable lifting equipment, position bracket assembly (3) on frame assembly and secure in place

Section 250-0170 using bolts (8) and lockwashers (9).

8. Using suitable lifting equipment, install air tank (1) in place on bracket / plate assemblies (3 & 4) and secure to clamp assemblies (2) using bolts (22) and nuts (21).

Scraper :

9. Using suitable lifting equipment, position mounting bracket (6) on frame assembly and secure in place with bolts (7), washers (9) and nuts (8).

10. Install air tanks (1) in place on mounting bracket (6) and secure using clamp assemblies (2)

5. Install all air lines to air tanks (1), as tagged at

'Removal'.

11. Now that all four air tanks are installed- Place battery master switch in the 'On' position, start the engine and allow air pressure in the tanks to build up to correct operating pressure. Check for leaks at air lines and tighten as required.

7. Remove all wheel blocks.

MAINTENANCE

Before starting the shift make sure that drain cocks are tightly closed.

* * * *

SM 1788 Rev1 04-04

3

BRAKING SYSTEM - Quick Release Valve

Section 250-0180

DESCRIPTION

There are two quick release valves fitted to the vehicle, one in the tractor lines and the other in the scraper lines. The quick release valves can be identified as items 11 and 21 in Section 250-0000, AIR BRAKING

SYSTEM SCHEMATIC.

6

SM - 2234

1

The front quick release valve is mounted off the rear left hand side of the tractor frame, adjacent to the pressure protection valve. The rear quick release valve is mounted off the rear fuel tank left hand side mounting bracket.

5

4

The quick release valves are installed in the air braking system adjacent to the brake chambers to hasten the exhaust of the air from the chambers when the applied pressure is released, thus speeding up the application of the brakes.

2

3

5


2 - Bolt

3 - Washer

4 - Locknut

5 - Adaptor

6 - Elbow - 90°

Fig. 1 - Quick Release Valve Installation - Tractor

OPERATION

Refer to Fig. 3

When air is supplied to the supply port at A, the diaphragm (2) is pushed away from the seat (1) and against the exhaust seat (3) sealing the exit to port C.

The air now flows around the edge of the circular flexible diaphragm (2) and passes out of the delivery ports B and D, to the brake chambers. Refer to Fig. 3.

6

SM - 2235

Refer to Fig. 4

As the applied pressure at A is reduced, the pressure present in the brake chambers and therefore under the diaphragm (2) will be greater. The diaphragm (2) lifts away from seat (3), allowing the air in the brake chambers to exhaust completely and quickly to atmosphere through port C. Refer to Fig. 4.

5

1

REMOVAL/INSTALLATION

Numbers in parentheses refer to Figs. 1 and 2, unless otherwise specified.

Note:




WARNING


2

3

4


2 - Bolt

3 - Washer

4 - Reducer

5 - Adaptor

6 - Elbow - 90°

Fig. 2 - Quick Release Valve Installation - Scraper


2. Block all road wheels and place the battery master switch in the 'Off' position. Open drain cocks on air tanks and drain air from all four air tanks. Close drain

SM 1793 4-99

1

Braking System - Quick Release Valve

Section 250-0180

SM - 2236

A

1

A

1

SM - 2237

D B

D B

C

2

1 - Valve Seat

2 - Diaphragm

3

3 - Exhaust Seat

Fig. 3 - Quick Release Valve Operation - Supply

2

1 - Valve Seat

2 - Diaphragm

C

3

3 - Exhaust Seat

Fig. 4 - Quick Release Valve Operation - Exhaust cocks on air tanks when air is exhausted.

3. Clean quick release valve (1) and surrounding area with a suitable solvent. Ensure all lines connected to quick release valve (1) are identified for ease of installation and disconnect lines. Fit blanking caps to all open lines and ports.

MAINTENANCE

Inspect the quick release valve regularly for any signs of leakage or damage and repair/replace as required.

Note:

Limited repair of the quick release valve is by replacement of parts only. Refer to vehicle Parts Book for part numbers of kits.

4. Remove bolts (2), washers (3) and locknuts

(4, Fig. 1 only) and quick release valve (1) from mounting bracket.

5. Note location of adaptors (5), elbow (6) and reducer

(4, Fig. 2 only) and remove from quick release valve (1) for use on the new valve.

6. Install adaptors (5), elbow (6) and reducer (4, Fig. 2 only) in new quick release valve (1) ports as removed from the old valve.

7. Secure quick release valve (1) to mounting bracket with bolts (2), washers (3) and locknuts (4, Fig. 1 only).

Leak Checking

Block all road wheels, ensure air tanks are fully charged and apply the parking brake. Apply a soap solution to the exhaust port and valve housing and check for leakage. No leakage is permitted from the valve housing and any leakage from the exhaust port must not exceed a 25 mm (1.0 in) diameter soap bubble in 1 second.

8. Remove blanking caps from air lines and install lines to quick release valve (1) as identified during removal.

9. Place master switch in the 'On' position, start the engine and allow air pressure in the tanks to build up to correct operating pressure. Check for leaks at air lines and tighten as required.


* * * *

SPECIAL TOOLS



2

SM 1793 4-99

BRAKING SYSTEM - Park/Emergency Control Valve

Section 250-0190

SM - 2240

24 25

26

27

23

22

21

20

19

16

15

17

18

14

13

12

6

11

10

9

8

7

5

DELIVERY AIR PORT

SUPPLY AIR PORT

EXHAUST PORT

4 3 2

1

1 - Valve Body

2 - Adjuster Screw Plate

3 - Adjuster Screw

4 - Spring Cup

5 - Graduating Spring

6 - Piston Assembly

7 - Lower Half Piston

8 - Exhaust Valve

9 - Exhaust Passage

10 - Valve Spring

11 - Lower Half Piston

12 - Annular Chamber

13 - Air Transfer Hole

14 - Chamber

15 - Valve Seat

16 - Valve Plunger

17 - Spring

18 - Chamber

19 - Cam Follower

20 - Bracket/Spacer

21 - Nylon Cam

22 - Valve Cover

23 - Screw

24 - Torsion Spring

25 - Cam Pivot

26 - Pin

27 - Control Lever

Fig. 1 - Sectional View of TypicalPark/Emergency Control Valve - Lever in Brake 'Release' Position

DESCRIPTION

The park/emergency brake control valve can be identified as item 8 in Section 250-0000, AIR

BRAKING SYSTEM SCHEMATIC.

OPERATION


The park/emergency brake control valve is mounted on the right hand side dash panel in the operators compartment.

The valve controls air pressure delivery to the relay emergency valve for actuation of brake chambers to apply the brakes. In the 'PARK' position it exhausts the air from the spring applied brake chambers, to apply the parking brake.

When control lever (27) is in the 'Release' position, the vehicle spring brakes are held off by the maintenance of air pressure in the brake chambers.

Cam (21) has pushed down cam follower (19) and plunger (16) against spring (17) to close exhaust passage (9). The existing delivery pressure in chamber (18) has pushed down piston assembly (6) against graduating spring (5) to close inlet valve seat

(15) on inlet/exhaust valve (8). The valve is now

'lapped', ie. both the inlet and exhaust valves are

SM 1795 4-99

1

Braking System - Park/Emergency Control Valve

Section 250-0190 closed. A constant pressure is being maintained in chamber (18) and in the spring brake chambers.

REMOVAL


When the control lever (27) is moved against torsion spring (24) towards the vehicle 'Park' position, the diminishing profile of nylon cam (21) allows spring (17) to lift valve plunger (16), thus uncovering exhaust passage (9). Since exhaust valve (8) remains seated on valve seat (15), the air pressure in the spring brake chambers and in chamber (18) commences to exhaust to atmosphere through exhaust passage (9).

If the control lever (27) movement is halted between brakes 'Release' and vehicle 'Park', the falling pressure in chamber (18) allows graduating spring (5) to lift piston assembly (6) until valve plunger (16) closes exhaust passage (9). Since exhaust valve (8) remains seated on valve seat (15), the valve is again lapped, although with a lower air pressure in chamber

(18) and in the spring brake chambers.

In the vehicle 'Park' position, valve plunger (16) has made a full upstroke so that air pressure in the spring brake chambers and chamber (18) is completely exhausted through exhaust passage (9). This allows graduating spring (5) to lift piston assembly (6) to the top of it's stroke. However, exhaust passage (9) remains open and as inlet/exhaust valve (8) is still seated on valve seat (15), no supply air can enter chamber (18) and the vehicle brakes are now held on by the springs in the brake chambers.

When the control lever (27) is moved from vehicle

'Park' towards brakes 'Release', the increasing profile of nylon cam (21) depresses cam follower (19) and valve plunger (16) until exhaust passage (9) is closed and inlet/exhaust valve (8) is unseated from valve seat (15). An increasing air pressure is then admitted to chamber(18) and the spring brake chambers to release the vehicle brakes. The maximum delivered pressure is limited by the setting of graduating spring

(5).

WARNING


1. Position the vehicle in a level work area, move control lever (1) to the 'Park' position and switch off the engine.

2. Block all road wheels and place the battery master switch in the 'Off' position. Open drain cocks on air tanks and drain air from all four air tanks. Close drain cocks on air tanks when air is exhausted.

3. Clean valve (1) and surrounding area with a suitable solvent. Support valve body and remove mounting hardware securing valve body to dash panel.

4. Ease valve body up from the dash panel. Tag and disconnect air lines and electrical connection from valve body, to aid in installation. Fit blanking caps to all open lines and ports.

5. Remove valve body from the dash panel.

INSTALLATION


Note:


TORQUE SPECIFICATION.

1. Position valve on dash panel and install air lines and electrical connection to valve body, as tagged at

'Removal'.

2. Secure valve body to dash panel using mounting hardware as removed at 'Removal'.

3. Start engine and allow air pressure in the tanks to build up to correct operating pressure. Check for leaks at air lines and tighten as required.

4. Check operation of park/emergency control valve for correct operation in both positions.

2

SM 1795 4-99

TESTING


Braking System - Park/Emergency Control Valve

Section 250-0190 exhaust port when the control lever is in the 'Release' position or 'Park' position.

Block all road wheels and ensure air tanks are fully charged. With control lever (27) in the 'Park' position, there should be no pressure at the delivery ports.

When control lever (27) is moved to the 'Release' position, the delivered air pressure rises in proportion to the amount of handle movement. At the 'Release' position, the delivered air pressure should be at the specified maximum setting.

If the valve is found to be leaking, it must be replaced.

MAINTENANCE

The park/emergency control valve is a non-serviceable item and should be replaced completely if damaged.

When testing for air leaks, apply a soap solution to the exhaust port and valve housing and check for leakage.

No leakage is permitted from the valve housing or

SPECIAL TOOLS



* * * *

SM 1795 4-99

3

PORT 4

3 4

BRAKING SYSTEM - Air Drier

Section 250-0200

SM - 2636

5

8

7

PORT 22

6

1

PORT 1

PORT 3

PORT 21

2

1 - Air Drier

2 - Air Compressor

3 - Safety Valve

4 - Unloader Valve

5 - Desiccant Cartridge

6 - Check Valve

Fig. 1 - Air Drier Schematic

7 - Orifice

8 - Purge Tank

DESCRIPTION


The air drier is mounted off the air tank mounting bracket at the rear left hand side of the tractor frame, with the purge tank located inboard of the left hand frame rail.

The purpose of the air drier is to filter the air from the compressor to remove any oil and moisture before it enters the primary air tank.

Note:

An air system maintained to proper specification can lead to prolonged component life. It is important therefore to follow the servicing procedures contained in this section.

The external components of the air drier system are air compressor (2), purge tank (8) and air drier (1).

Contained in air drier (1) body is a safety valve (3), unloader valve (4), desiccant cartridge (5) and orificed check valve (6 & 7).

Safety valve (3) limits the maximum system pressure to 13 bar (191 lbf/in 2 ).

Air drier unloader valve (4) controls the supply of air to the system by stopping and starting delivery of air by the compressor (2), when maximum and minimum system pressures are reached.

Orificed check valve (6 & 7) meters compressed air flowing into purge tank (8) and traps air in the primary air tank during the purging cycle.

OPERATION

Delivery Air Flow


Air from air compressor (2) enters air drier (1) inlet port

1, flows past safety valve (3), through desiccant cartridge (5), orificed check valve (6 & 7) through port

22 into purge tank (8) and air tank reservoirs via the pressure protection valve.

Humid air from the compressor passes up and down the air drier cartridge. The dirt in the air is collected in the filter and water molecules adhere to the desiccant.

Air flows through the desiccant and out of air drier (1) which results in clean dry air flowing into purge tank

(8) and the air reservoirs.

SM 2284 04-04

1

Braking System - Air Drier

Section 250-0200

SM - 2280

2

1 - Purge Tank

2 - Desiccant

3 - Oil Filter

4 - Unloader Valve

5 - Check Valve

6 - Purge Choke

7 - Purge Valve

1

3

A B

D

7

E

4

5

C

6

A - Supply from Compressor

B - Delivery to Press. Protection Valve

C - Exhaust

Fig. 2 - Typical Purging Air Flow

D - Output to Compressor Unloading Device

E - Delivery to Purge Tank

Purging Air Flow


When system pressure reaches 8.4 bar (122 lbf/in²), the air pressure overcomes spring tension in purge valve which forces the spool down. This unloads air compressor (2) by opening unloader valve (4) and allowing the air to flow out of purge tank (8), through orifice (7), unloader valve (4) and air drier (1) drain to atmosphere.


When air pressure reaches 8.4 bar (122 lbf/in²), air enters unloader valve (4) moving the piston allowing air through to purge valve (7). Once the purge valve (7) is open, the air compressor now pumps air at low pressure directly to atmosphere. Dirt and water collected around unloader valve (4) flows out of exhaust port (C) to atmosphere.

Dry air from purge tank (1) flows through the purge choke (6) and desiccant (2) carrying the water molecules out of exhaust port (C) to atmosphere.

This purging process continues until purge tank (1) pressure is zero or until unloader valve (4) closes at

UNLOADER

VALVE

HEATER

PLUG

AIR INLET

FROM COMPRESSOR

3

EXHAUST PORT

1

2

PURGE

VOLUME PORT

Fig. 3 - Port and Valve Identification

SM - 2637

OUTLET TO

AIR TANK

7.5 bar (109 lbf/in 2 ) and once again compressed air passes through the desiccant cartridge.

2

SM 2284 04-04

REMOVAL


Section 250-0200

Operation


WARNING


When primary tank air pressure under valve (3) exceeds the maximum valve setting of 13 bar

(191 lbf/in²), the valve is forced off its seat, permitting air to escape through exhaust port '3' to atmosphere.


2. Place the battery master switch in the 'Off' position, block all road wheels, open drain valves on air tanks and drain air from all four air tanks. Close drain valves on air tanks when air is exhausted. Carefully loosen the union nut at purge port (22, Fig. 3) and delivery port 1 on air drier to relieve any trapped air.

Testing

Operating Test -

The valve must open (exhaust) when the pressure applied at the supply port 'P-1' is above

13 bar (191 lbf/in²). The valve should exhaust sharply, with a 'pop' action.

Leakage Test -

With the air system at operating pressure, test for leakage by applying soap suds to valve body and exhaust port. If leakage exceeds a

25 mm soap bubble in 5 seconds, replace the valve assembly.

3. Tag and carefully disconnect all air lines from the air drier body ports.

Note:

All ports on air drier have numbers cast into housing for identification purposes.

4. Remove mounting hardware attaching the air drier to the air tank mounting bracket. Move the air drier assembly to a clean work area for 'Disassembly'.

5. Remove desiccant cartridge and 'O' ring from air drier body. Discard 'O' ring.

UNLOADER VALVE

Disassembly / Assembly

Unloader valve components should be replaced as a complete assembly when removed from air drier assembly. Do not reassemble using old components.

The entire body assembly should be cleaned using a suitable cleaning fluid and thoroughly dried.

SAFETY VALVE

Description

The safety valve protects the air brake system against excessive air pressure build up. It is a spring loaded valve subjected to reservoir pressure which will permit air to exhaust reservoir pressure to atmosphere if reservoir pressure rises above the valves' pressure setting. The safety valve is set to open at a pressure of 13 bar (191 lbf/in²).

SM 2284 04-04

ASSEMBLY/INSTALLATION


Note:


TORQUE SPECIFICATION.

1. Install new 'O' ring on desiccant cartridge (2).

2. Install desiccant cartridge (2) assembly on drier body- Tighten by hand to approx 15 Nm (11 Ibf ft).

Note:

The new desiccant cartridge (2) must be kept in its plastic bag until it is installed. If not the desiccant will absorb moisture and lose its efficiency.

3. Position air drier assembly on air tank mounting bracket and secure in place with mounting hardware as removed at 'Removal'.

4. Connect all air lines to the air drier body, as tagged at 'Removal'.

5. Start the engine and allow the air pressure in the air tanks to build up to correct operating pressure. Refer to Section 250-0000, AIR BRAKING SYSTEM

SCHEMATIC. Check for leaks at air lines and tighten as required.

CHECKING AIR DRIER OPERATION

1. Charge the air system until the unloader valve cutout pressure is reached. Refer to Section 250-0000, AIR

BRAKING SYSTEM SCHEMATIC. At this point the air

3


Section 250-0200 drier unloader valve opens allowing air compressor output, purge tank air and collected water, dirt and oil to flow out of the drain at the bottom of the air drier. If this does not happen, then check for a plugged drain, unloader valve pressure setting.

2. The unloading phase continues until the unloader valve cut-in pressure is reached. Refer to

Section 250-0000, AIR BRAKING SYSTEM

SCHEMATIC. This closes the unloader valve and the compressor starts charging the air system again. At this point air flow coming out of the air drier drain stops. If air flow does not stop, check for a partially open unloader valve or check cut-in pressure setting.

3. Every 2 000 hours/12 months replace the desiccant cartridge. The desiccant cartridge service life is determined by the air quality delivered by the air compressor and the compressor charging time.

Polluted air and long charging times reduce desiccant cartridge service life.

4. If water is present, the desiccant cartridge must be replaced and the components in the air drier body checked for proper operation.

AIR DRIER DIAGNOSIS

The following table lists some of the conditions which could prove responsible for air drier malfunctioning.

The reasons and remedies to correct these conditions are listed opposite each condition.

WARNING

Always shut off the engine, completely drain the air system, and make sure the air drier is completely purged of all air pressure before loosening air lines or fittings to prevent personal injury.

4

AIR DRIER DIAGNOSIS CHART

CONDITION

Air continually blows out of drain port while compressor is pumping

REASON REMEDY

Unloader valve held open by foreign Disassemble and clean unloader particles on the valve seat valve assembly.

Faulty unloader valve Disconnect pilot line from the unloader valve. If leak stops and air is being expelled from the unloader valve line, unloader valve is the problem. Repair or replace unloader valve.

Leakage occurs while air compressor is unloaded:

A - Continuous leakage

B - Pulsating leakage

Continuous on-off purge cycle

Faulty check valve at air drier

Faulty unloader valve valve.

No/Faulty check valve at air drier

Primary tank drain valve open

Unloader valve malfunction

Replace air drier.

Clean, rebuild or replace unloader

Air drier not purging or cycling Signal line hooked up to wrong unloader valve port or at air drier

Install or replace air drier.

Close drain cock

If cycling occurred when air compressor was unloaded, check unloader valve for by-pass leakage.

Check unloader valve high-low limits.

Check lines. Line must go from air drier to unloader valve unloaded port.

Remove signal line and check for

Large amount of water in primary tank

Signal line plugged blockage.

Desiccant cartridge plugged

Desiccant saturated with water

Replace desiccant cartridge.

Not enough cooling of air. Check for air line too near engine exhaust, etc.

* * * *

SM 2284 04-04

22

25

BRAKING SYSTEM - Brake Chamber

Section 250-0260

SM - 2198

23 22

24

21

20

1

2

3

4

5 6 7 8 9 10 11 12 13 14 15 16 17 18 19

1 - Mounting Stud

2 - Push Rod

3 - Wiper

4 - Service Brake Chamber

(Non-pressure)

5 - Non-pressure Plate

6 - Return Spring

7 - Service Brake Diaphragm

8 - Clamp Ring

9 - Housing

10 - Service Brake Chamber

11 - Power Spring Chamber

12 - Push Pad

13 - Piston Tube

14 - Collar

15 - Piston

16 - Shoulder

17 - Snap Ring

18 - Power Spring

19 - Aluminium Head

Fig. 1 - Cutaway View of Brake Chamber (Spring Brake Held off)

DESCRIPTION


The spring brake actuator combines the functions of normal service braking with those of a parking and secondary brake. Parking and secondary braking is effected by the park/emergency brake valve which releases compressed air from the power spring chamber (11) portion of the actuator. This allows the power spring (18) to expand and transmit its force to the vehicle brakes through the service brake push rod (2).

20 - Release Bolt

21 - Snap-on Cap

22 - Rubber Elbow

23 - Breather Tube

24 - Lug

25 - Seal

To release the vehicle brake, the park/emergency brake valve is operated to readmit compressed air to the power spring chamber (11). The spring (18) is then 'held off' by the maintenance of air pressure in the chamber. If the vehicle needs to be moved when air pressure is unavailable, the power spring (18) force on the brake push rod (2) can be relieved by unscrewing the release bolt (20) in the end of the actuator.

SM 1782 4-99 1

Braking System - Brake Chamber

Section 250-0260

OPERATION

Normal Driving

In its 'OFF' position, the park/emergency brake valve maintains a constant air pressure on the spring brake piston. The resulting compression of the power spring holds off the vehicle brake. This system ensures that the vehicle cannot be moved until sufficient air pressure is available to hold off the power spring.

Refer to Fig. 2.

SM - 2193

Parking Brake

Moving the park/emergency brake valve from the

'OFF' position towards the 'PARK' position gradually releases the air pressure from the spring brake chamber and allows the power spring to extend.

Progressive secondary braking is provided by the increasing spring pressure on the service brake push rod. At 'PARK' the air pressure has been fully exhausted and the vehicle brake is held on by the force of the power spring alone. Refer to Fig. 4.

SM - 2195

Fig. 2 - Normal Driving

Service Brake

The service brake chamber is of the conventional diaphragm type. The vehicle service braking effort is controlled by the foot operated treadle brake valve.

The valve supplies a graduable air pressure to the service brake chamber while the spring brake continues to be held off by air pressure from the park/emergency brake valve. Refer to Fig. 3.

SM - 2194

Fig. 4 - Parking Brake

Manual Release

The readily accessible brake spring release bolt allows the vehicle to be moved in the absence of air pressure and permits the safe and speedy servicing of the actuator and foundation brake. Refer to Fig. 5.

SM - 2196

Fig. 5 - Manual Release

Fig. 3 - Service Brake

2 SM 1782 4-99


Section 250-0260

REMOVAL


WARNING




1. Install brake chamber on mounting bracket and secure using mounting hardware as removed at

'Removal'.

2. Connect clevis assembly to slack adjuster with pin and cotter pin as removed at 'Removal'.

3. Remove plugs from air lines and connect to brake chamber as tagged at 'Removal'.

4. Tighten release bolt (20) and install snap-on cap

(21).

5. Start engine and allow air pressure in the tanks to build up to correct operating pressure. Check for leaks at air lines and tighten as required.

6. Check operation of brake chamber for correct operation in both positions.

3. Open drain cocks on air tanks and drain air from all four air tanks. Close drain cocks on air tanks when air is exhausted.

4. Release spring pressure on brake chambers by removing snap-on cap (21) and loosening release bolt

(20). Refer to Fig. 5.

5. Remove cotter pin and clevis pin from clevis and slack adjuster.

6. Ensure air lines are identified for ease of installation and disconnect air lines from brake chamber. Fit blanking caps to all open lines and ports.

7. Support brake chamber and remove nuts and lockwashers from mounting studs (1). Remove brake chamber from mounting bracket.

SERVICING


EVERY 300 HOURS brakes should be adjusted at the slack adjuster. Push-rod travel should be as short as possible without brakes dragging. Excessive travel not only shortens the normal service life of the diaphragm but gives slow braking response and wastes air. Push rod to slack adjuster alignment should be checked in both the applied and released position. The rod should move out and return promptly without binding. Check the angle formed by the slack adjuster arm and push rod. It should be 90° or greater when the actuator is in the applied position when brakes are properly adjusted.

TESTING


INSTALLATION


WARNING


Note:




SM 1782 4-99

1. Position the vehicle in a level work area and block all road wheels.

2. With brakes in released position, make several service brake applications. Push rod (2) should extend and retract freely.

3. Actuate park/emergency brake control lever and check to see if push rod (2) extends. Drain air reservoirs, and check to see that push rod remains extended. Close air reservoir drain, and fully charge air system. Make a full service brake application by depressing treadle valve, and hold about 5 seconds.

Push rod should retract freely when treadle valve is released.

3


Section 250-0260

Leak Checking

Ensure all road wheels are chocked. Detach tube

(23) from elbow (22) at the head (19). Apply a soap solution liberally to the service chamber vents, push rod opening, the open end of tube (23), clamp ring (8) and open elbow (22).

Apply full air pressure in turn to the service and spring brake chambers. Watch closely for any soap bubbles indicating air leakage. With service chamber air applied no leakage is permitted at the service chamber vents, push rod opening or tube end. Only slight frothing is permitted at the clamp ring. With spring chamber air applied, any leakage at the open elbow (22) must not exceed a 25 mm (1 inch) diameter soap bubble in 10 seconds.

MAINTENANCE

Inspect the brake chambers regularly for any signs of leakage or damage and repair/replace as required.

Note:

Limited repair of the brake chambers is by replacement of parts only. Refer to vehicle Parts

Book for part numbers of kits.

SPECIAL TOOLS



* * * *

4 SM 1782 4-99

BRAKING SYSTEM - Relay Emergency Valve

Section 250-0280

SM - 2258

1

2

24

23

5

6

7

8

3

4

17

18

19

9

10

11

12

13

14

21

20

22

1 - Valve Body - Upper

2 - 'O' Ring

3 - Piston - Upper

4 - 'O' Ring

5 - Distance Piece

6 - Piston - Lower

15

16

7 - Inlet/Exhaust Valve

8 - 'O' Ring

9 - Valve Body - Lower

10 - Spring Seat

11 - Spring

12 - 'O' Ring

13 - 'O' Ring

14 - Circlip

15 - Valve Guide

16 - Exhaust Check Valve

17 - Circlip

18 - Valve Ring

Fig. 1 - Cutaway View of Relay Emergency Valve

DESCRIPTION

There are two relay emergency (anti-compounding) valves fitted to the vehicle, one in the tractor lines and the other in the scraper lines. The relay emergency valves can be identified as items 7 and 19 in Section

250-0000, AIR BRAKING SYSTEM SCHEMATIC.

The front relay emergency valve is mounted off the rear left hand side of the tractor frame, in front of the air tanks. The rear relay emergency valve is mounted off the left hand side of the bowl and tail frame, adjacent to the fuel tank.

The relay emergency valves speed the application and release of air pressure to and from tractor and scraper brake chambers. The relay emergency valves are also used as a means of preventing the force from the spring brake and service diaphragm being applied to the foundation brake at the same time.

9

8

42 c b

19 - Valve Rubber

20 - Rivet

21 - Part Number Label

22 - Bolt

23 - Lockwasher

24 - Nut a

41

SM - 2259

1

2

3

1 2

3

7

6 5

4

1 - Piston

2 - Piston

3 - Chamber A

4 - Inlet/Exhaust Valve

5 - Spring

6 - Inlet Seat

7 - Exhaust Seat

8 - Chamber B

9 - Chamber C

Fig. 2 - Operational View of Relay Emergency Valve

SM 1800 Rev1 04-04

1

Braking System - Relay Emergency Valve

Section 250-0280

SM - 2251

2

3

4

41

42

4

4

2

1

3

1

6

5

5

4

2

1

4

2

3

41

1

3

6

42

4

SM - 2252


2 - Locknut

3 - Washer

4 - Adaptor

5 - Elbow - 90°

6 - Plug

Fig. 3 - Relay Emergency Valve Installation - Tractor


2 - Locknut

3 - Washer

4 - Adaptor

5 - Elbow - 90°

6 - Plug

Fig. 4 - Relay Emergency Valve Installation - Scraper

OPERATION


Pressure from the park/emergency control valve is supplied via port 42 to chamber C where it acts upon piston (1). Under the action of the pressure in chamber

C, piston (1) moves down and contacts the back of piston (2); they then move down together and close the exhaust seat (7). The application of further pressure causes pistons (1 & 2) to move the inlet/ exhaust valve (4) down again and open the inlet seat

(6) thereby permitting air to flow from the supply port 1 into chamber A and out through delivery port 2 to the spring brake chambers. The pressure in chamber A acts on the underside of piston (2) and forces the pistons up until the inlet/exhaust valve (4), under the action of spring (5), is in a lapped condition (both the inlet (6) and exhaust (7) seats closed).

When the pressure from the park/emergency control valve is reduced the pressure in chamber C falls and the pressure in chamber A forces pistons (1 & 2) up and the exhaust seat (7) is opened allowing air from the delivery port and the spring brake chambers to flow out of the exhaust port 3. The pressure in chamber A continues to fall until the pressure in chamber C is sufficient to close the exhaust seat (7).

When the vehicle is running the power spring in the spring brake chamber is held compressed by air pressure from the relay emergency valve and, when the vehicle is required to be parked, the park/ emergency control valve delivery is vented and pressure in the spring brake is exhausted through the relay emergency valves allowing the force from the power spring to apply the vehicle foundation brakes.

Should the service brake be applied in this condition then air pressure is supplied from the treadle valve to both the service diaphragm of the spring brake chamber and to chamber B of relay emergency valve via port 41. This forces piston (2) down to close exhaust seat (7) and open inlet seat (6) thereby reinstating air pressure to the spring brake chambers to compress the power spring and prevent its force compounding that from the service brake diaphragm. If the service brake pressure from the treadle valve is released then the pressure in the spring brake will be exhausted through the relay valves and the parking brake will be reapplied.

2

SM 1800 Rev1 04-04

Braking System - Relay Emergency Valve

Section 250-0280



Note:



WARNING




3. Clean relay emergency valve (1) and surrounding area with a suitable solvent. Ensure all lines connected to relay emergency valve (1) are identified for ease of installation and disconnect lines. Fit blanking caps to all open lines and ports.

4. Support valve body and remove nuts (3) and lockwashers (2) securing relay emergency valve (1) to its mounting. Remove relay emergency valve (1) from vehicle.

emergency valve (1) ports as removed from the old valve.

7. Secure relay emergency valve (1) to mounting bracket using nuts (3) and lockwashers (2).

8. Remove blanking caps from air lines and install lines to relay emergency valve (1) as identified during removal.



MAINTENANCE

Inspect the relay emergency valve regularly for any signs of leakage or damage and repair/replace as required.

Note:

Limited repair of the relay emergency valve is by replacement of parts only. Refer to vehicle Parts

Book for part numbers of kits.

Leak Checking

Block all road wheels, ensure air tanks are fully charged and apply the parking brake. Apply a soap solution to the valve housing and pipe joints and check for leakage. No leakage is permitted from the valve housing or joints.

5. Note location of adaptor (4), elbow (5), reducer (6) and tee piece (7) and remove from relay emergency valve (1) for use on the new valve.

6. Replace all 'O' rings and install adaptor (4), elbow

(5), reducer (6) and tee piece (7) in new relay

SPECIAL TOOLS



* * * *

SM 1800 Rev1 04-04

3

DESCRIPTION

The relay valve can be identified as item 18 in

Section 250-0000, AIR BRAKING SYSTEM

SCHEMATIC.

Mounted off the rear fuel tank right hand mounting bracket, the relay valve is located in the air lines between the treadle valve and rear brake chambers.

The relay valve speeds the application and release of air pressure to and from tractor and scraper brake chambers.

OPERATION

Numbers in parenthesis refer to Fig. 2.

When a signal pressure is applied to port D air flows into chamber C between the cover A and the top of the piston B. A relatively small applied pressure reacts quickly over the large area of piston B, which is forced down. This movement of the piston closes the exhaust passage as the valve seat N seals against the inlet/ exhaust valve G, which is also moved down against the return spring K and opens the inlet at L. Air now flows from the reservoir port F past the open valve chamber M, and from there it passes out of one of the delivery ports. This flow continues until the combined forces of the piston and valve return springs and the air pressure beneath the piston balance the force of the applied air pressure above the piston. The piston now lifts sufficiently to allow the valve to rise and close the inlet at L. The valve is now in the 'lapped' condition with both the inlet and the exhaust closed.

If the signal pressure is reduced at D, the forces below the piston are now greater and the piston rises until the valve seat N is lifted clear of the valve, allowing air to exhaust through the hollow in the piston at J, and out to atmosphere past the rubber flap at H.

The exhaustion continues until the force below the piston is reduced to balance that above the piston and the exhaust closes again, lapping the valve.

These procedures are repeated instantly the applied pressure at port D is varied, either up or down, the valve being self-lapping under all conditions.

K

L

BRAKING SYSTEM - Relay Valve

Section 250-0280

SM - 2238

1

6

7

4

5

3

2

1 - Relay Valve

2 - Bolt

3 - Lockwasher

4 - Adaptor

5 - Elbow - 90°

6 - Reducer

7 - Tee Piece

Fig. 1 - Relay Valve Installation

SM - 2239

M N A B C

J H G

Fig. 2 - Cutaway View of Relay Valve

F

D

SM 1794 4-99

1

Braking System - Relay Valve

Section 250-0280



Note:



WARNING




3. Clean relay valve (1) and surrounding area with a suitable solvent. Ensure all lines connected to relay valve (1) are identified for ease of installation and disconnect lines. Fit blanking caps to all open lines and ports.

4. Support valve body and remove bolts (2) and lockwashers (3) securing relay valve (1) to it's mounting. Remove relay valve (1) from vehicle.

5. Note location of adaptor (4), elbow (5), reducer (6) and tee piece (7) and remove from relay valve (1) for use on the new valve.

6. Replace all 'O' rings and install adaptor (4), elbow

(5), reducer (6) and tee piece (7) in new relay valve (1) ports as removed from the old valve.

7. Secure relay valve (1) to mounting bracket using bolts (2) and lockwashers (3).

8. Remove blanking caps from air lines and install lines to relay valve (1) as identified during removal.



MAINTENANCE

Inspect the relay valve regularly for any signs of leakage or damage and repair/replace as required.

Note:

Limited repair of the relay valve is by replacement of parts only. Refer to vehicle Parts Book for part numbers of kits.

Leak Checking

Block all road wheels, ensure air tanks are fully charged and apply the parking brake. Apply a soap solution to the valve housing and pipe joints and check for leakage. No leakage is permitted from the valve housing or joints.

SPECIAL TOOLS



* * * *

2

SM 1794 4-99

BRAKING SYSTEM - Air Pressure Protection Valve

Section 250-0290

DESCRIPTION

The 4 way pressure protection valve can be identified as item 6 in Section 250-0000, AIR BRAKING

SYSTEM SCHEMATIC.

8

11

7

5

4

3

SM - 3187

Mounted off the rear left hand side of the tractor frame, adjacent to the primary air tank, the pressure protection valve is located in the air compressor and air drier delivery line, immediately prior to the air tanks.

1

2

6

6

The pressure protection valve supplies air to all four tanks for the service brakes, secondary braking and accessory air devices, such as the air seat and air horn. If a pressure drop or failure is experienced in one circuit of the air system, the valve closes, isolating the circuit, enabling the compressor to continue to recharge the unfailed circuits.

10

9

6

7

7

OPERATION

Numbers in parenthesis refer to Fig. 1.

Air from the compressor enters the valve through port

'1'. While valves are seated, air flow through delivery ports '21', '22', '23' and '24' are restricted and pressure is exerted on pistons. When air pressure reaches the predetermined settings, pistons move upward, valves are unseated and air flows through delivery ports '21',

'22', '23' and '24'. Valve remains open until air pressure at port '1' drops below the predetermined setting. At this point, piston return springs and valve return springs return pistons and valves to the closed position.

1 - Pressure Protection Valve

2 - Mounting Bracket

3 - Lockwasher

4 - Locknut

5 - Elbow - 90°

6 - Adaptor

7 - Tee Piece

8 - Pressure Switch

9 - Elbow - 90°

10 - Reducer

11 - Adaptor

Fig 1. - Pressure Protection Valve Installation

Rear

Primary

Tank &

Treadle

Valve

22

1

21

SM - 1950

Front

Primary

Tank &

Treadle

Valve

MAINTENANCE


The pressure protection valve is a non-serviceable item and should be replaced completely, if damaged, as follows:

Note:




Auxiliary

Air Horn &

Air Seat

24 23

Front & Rear

Secondary

Tanks & Park Brake

Valve

Fig. 2 - Pressure Protection Valve Schematic steering in both directions several times to relieve any pressure in the steering system.

WARNING



1. Position the vehicle in a level work area, apply the parking brake and switch off the engine. Operate the

3. Tag and disconnect air lines and electrical connection from pressure protection valve (1), to aid in installation.

SM 1752 Rev1 04-04

1

Braking System - Air Pressure Protection Valve

Section 250-0290

4. Support valve body and remove locknuts (4) and lockwashers (3) securing pressure protection valve (1) to mounting bracket (2). Remove pressure protection valve (1) from vehicle.

8. Install air lines and electrical connection to pressure protection valve (1), as tagged at 'Removal'.

5. If required, remove elbows (5 & 9), reducer (10), adaptors (6 & 11), tee pieces (7) and pressure switch

(8) from pressure protection valve (1) ports.



6. If removed, replace all 'O' rings and install elbows

(5 & 9), reducer (10), adaptors (6 & 11), tee pieces (7) and pressure switch (8) to pressure protection valve (1) ports.

7. Secure pressure protection valve (1) to mounting bracket (2) using locknuts (4) and lockwashers (3).

SPECIAL TOOLS



* * * *

2

SM 1752 Rev1 04-04

1 - Long Projector

2 - Short Projector

3 - Body

4 - Cover

5 - Diaphragms

6 - Screw

7 - Mounting Pad

8 - Mounting Stem

9 - Washer

4

3

5

AIR SYSTEM - Air Horn

Section 255-0020

SM - 2242

6

2

7

1

8

9

Fig. 1 - Exploded View of Air Horn



The air horn is mounted on a bracket off the front fuel tank and is operated when the horn control is pressed in. This action activates the electrically activated horn solenoid which allows air to pass from the primary air tank and into horn body (3). Air pressure forces the diaphragms upwards and air pressure flows through projectors (1 & 2) to provide an effective warning sound.

Refer to Section 250-0000, AIR BRAKING SYSTEM

SCHEMATIC for air lines. Refer to Section 190-0000,

CIRCUIT DIAGRAMS, for electrical operation of the horn solenoid.

The air horn consists of a long projector (1), short projector (2), horn body (3), cover (4), two diaphragms

(5), screw (6), mounting pad (7), mounting stem (8) and washer (9).

Diaphragms (5) can be removed by removing six screws (6) and cover (4).

MAINTENANCE

Check horn application on a regular basis for correct and audible operation.

* * * *

SM 1797 4-99

1

3

A

10

11

A

A

A

OPERATORS COMPARTMENT - Cab and Mounting

Section 260-0010

SM - 2221

13

B

9

6

4

7

8

5

6

4

7

8

B

B

A

B

B

12

2

1

10

11

1 - Rear Cab Support

2 - Front LH Cab Support

3 - Front RH Cab Support

4 - Rubber Mount

5 - Bolt

6 - Snubbing Washer

7 - Washer

8 - Locknut

Fig. 1 - Exploded View of Cab and Mounting

9 - Bolt

10 - Bolt

11 - Washer

12 - Rubber Floor Mat

13 - Cab Assembly

DESCRIPTION


The cab is fully insulated and mounted on rubber isolation mounts (4) which damp structure borne noise and vibration. The cab conforms with ISO/SAE,

ROPS (Roll Over Protective Structure) and FOPS

(Falling Object Protective Structure) safety legislation.

ROPS - ISO 3471, SAE J1040 APR 88

FOPS - ISO 3449, SAE J231

SM 1728 Rev 1 11-99

WARNING

The protection offered by the ROPS & FOPS protective structure may be impaired if it has been subjected to any modification or damage.

Unauthorized modification will void certification.

Cab assembly (13) is spacious and offers outstanding visibility through large areas of tinted safety glass. Access to cab assembly (13) is from the left hand side.

1

Operators Compartment - Cab and Mounting

Section 260-0010

The cab interior, trimmed with noise-absorbant material, is extensively thermally insulated and a heater and demisting unit keeps internal air fresh and dust free. Sliding windows provide additional ventilation. An air conditioning unit is also fitted.

Refer to Section 260-0130, AIR CONDITIONING.

Note:

Access from the cab, in case of an emergency, can be gained by breaking any of the windows using the hammer provided (mounted on the right hand cab pillar).

3. Disconnect the electrical cables in the following order to prevent damage to the electrical components.

a. Disconnect battery equalizer ground cables.

b. Disconnect battery cables from terminal posts

(ground cables first).

c. Disconnect battery equalizer positive cables.

d. Disconnect electrical connections at the ECU.

4. Disconnect all remaining electrical connections attached to cab assembly (13).

REMOVAL


5. Open drain cocks on air tanks and drain air from tanks. Close drain cocks on air tanks when air is exhausted.

Note:

Identify and tag all cables, harnesses, lines and pipes disconnected from cab assembly (13) during removal to aid in installation.

6. With a suitable container in position, drain the cooling system. Refer to Section 210-0040,

RADIATOR AND MOUNTING.

WARNINGS


7. Ensure all steering and bowl hydraulic lines connected to the cab are identified for ease of installation, and with suitable containers available to catch leakage, disconnect all lines. Fit blanking caps to all open lines and fittings.

Hydraulic oil pressure will remain within the steering system after engine shutdown.

Operate the steering wheel continuously until the pressure has dissipated before removing any steering lines or serious injury could result.

Hydraulic oil pressure will remain within the bowl hydraulic system after engine shutdown. Operate the bowl controls until the pressure has dissipated before disconnecting any hoses.

High electrical current. Turn the battery master switch 'Off' before disconnecting any electrical components. Disconnect electrical connections in the correct order given to prevent damage to the electrical components.

WARNING

Before disconnecting any air conditioner lines, refer to Section 260-0130, AIR CONDITIONING.


8. If the vehicle is equipped with air conditioning, evacuate the system and disconnect air conditioning lines. Refer to Section 260-0130, AIR

CONDITIONING. Fit blanking caps to all open lines and fittings.

9. Ensure heater lines are identified for ease of installation, and with suitable containers available to catch leakage, disconnect heater lines. Fit blanking caps to open lines and fittings.



10. Ensure all connections to cab assembly (13) have been removed, prior to removal.

11. Attach suitable lifting equipment to cab assembly

(13) and take up the slack.

Note:

Use padded spreader bars when removing cab assembly (13) with overhead lifting equipment to

2

SM 1728 Rev 1 11-99


Section 260-0010 prevent damage from concentrated loads at cab lifting points with hooks, chains, cables etc..

5. Remove blanking caps from all bowl hydraulic lines and connect lines as identified at removal.

Tighten all lines securely.

12. Remove locknuts (8), washers (7), snubbing washers (6) and bolts (5 & 9) securing the cab assembly (13) to cab mounting supports (1, 2 & 3) on the tractor frame.

6. Remove blanking caps from all steering lines and connect lines as identified at removal. Tighten all lines securely.

13. Lift cab assembly (13) carefully from the cab supports (1, 2 & 3) and remove to suitable stands.

Remove rubber isolation mounts (4) from cab mounting supports (1, 2 & 3).

7. Connect all electrical connections with the exception of battery cables, battery equalizer cables and ECU connections, as identified at removal.

14. If required, remove bolts (10) and washers (11) securing cab supports (1, 2 & 3) to tractor frame.

Remove cab mounting supports (1, 2 & 3) from tractor frame.

8. Remove blanking caps from heater lines and fittings and connect lines as identified at removal.

Tighten heater lines securely.

INSTALLATION


Note:



WARNING


1. If removed, secure cab mounting supports (1, 2 &

3) to tractor frame using bolts (10) and washers (11).

2. Inspect rubber mounts (4) for damage and replace if necessary. If installing new rubber mounts (4), lubricate them with water or a suitable rubber lubricant and install in cab mounting supports (1, 2 &

3). Use a driver of the same diameter as the internal metal sleeve in rubber mount (4) to drive the mounts fully home.

3. Attach suitable lifting equipment (with padded spreader bars) and position cab assembly (13) to cab mounting supports (1, 2 & 3). Take care when positioning cab assembly (13) to prevent snagging of lines and components on the underside of cab assembly (13).

4. Secure cab assembly (13) to mounting supports

(1, 2 & 3) with bolts (5 & 9), snubbing washers (6), washers (7) and locknuts (8). Tighten bolts (5 & 9) to a torque of 271 Nm (200 lbf ft).

WARNING

Before connecting any air conditioner lines, refer to Section 260-0130, AIR CONDITIONING.


9. If the vehicle is equipped with air conditioning, connect the lines to the evaporator and charge the system. Refer to Section 260-0130, AIR

CONDITIONING.

10. Connect electrical cables in the following order: a. Connect all electrical connections removed at the

ECU.

b. Connect battery equalizer positive connections.

c. Connect battery cables to terminal posts (positive cables first).

d. Connect battery equalizer ground cables.

11. Check cab assembly (13) and be sure that all lines, cables and harnesses removed at removal have been reconnected.

12. Fill hydraulic tank with hydraulic oil specified in

Section 300-0020, LUBRICATION SYSTEM. Fill the cooling system with coolant specified in


13. Place the battery master switch in the 'On' position, start the engine and check for leaks. Tighten lines and fittings as required. Allow the vehicle to warm to normal operating temperatures and check all connections for leaks. Ensure electrical systems and gear shift are functioning properly.

SM 1728 Rev 1 11-99

3


Section 260-0010


6. Clean the remains of the adhesive from the edge of the panel opening using a suitable solvent.

REPLACING GLASS


Note:

When replacing broken glass, it is the user’s responsibility to ensure that replacement glass meets the required specifications.

Front glasses, rear glasses and side glass panels are held in place by a bonding adhesive. The front and rear glasses also have corner covers.

To replace a glass assembly, proceed as follows:

Note:

Ensure the glass is supported adequately before starting to cut the adhesive seal.

1. If necessary, remove corner covers.

7. Coat the edge of the replacement glass with primer and apply adhesive around the lip of the window aperture, as per the manufacturers recommendations.

8. Position glass onto panel opening, pressing firmly so that adhesive bonds sufficiently to allow the glass to be moved or straightened up as required.

9. Ensuring the glass is adequately supported, allow the sealing adhesive to set properly.

10. Clean off any excess adhesive using a suitable solvent.

11. If removed, re-fit corner covers.

2. Using a pointed tool, pierce a hole in the adhesive seal, it is advisable to start at the top edge of the glass. Unscrew one handle of the special tool and feed the wire through the opening. Pierce a second hole in the adhesive on the side directly opposite the first.

3. From inside the cab pull the wire through and feed it back out through the second hole.

4. Re-fit the handle on the special tool. Pull both handles outwards until wire is taut.

5. Manouver the special tool around the edge of the glass, keeping the wire taut, to cut the adhesive seal.

Ensure the glass is supported adequately before completing the cut. Remove glass from window aperture.

Water Leaks

Test for leaks by directing a stream of water along the adhesive seal, while an assistant marks the spot of leakage inside the cab. Care should be taken to note whether the leak is between adhesive and glass.

Then apply a sealing compound from the outside.

Start from a point near the leak and continue applying the sealer until well beyond the suspected point of entry.

This should stop the leak immediately, but since some sealing compounds should be allowed to set before getting wet, wait a few minutes before testing.

SPECIAL TOOLS

Refer to Section 300-0070, SERVICE TOOLS, for part numbers of special tools referenced in this section and general service tools required. These tools are available from your dealer.


FIG. NO.

1

1

ITEM NO.

5

9

ITEM NAME

Bolt

Bolt

Nm

271

271

TORQUE lbf ft

200

200

* * * *

4

SM 1728 Rev 1 11-99

21

1

8

6

OPERATORS COMPARTMENT - Driver Seat and Mounting

Section 260-0090

SM - 2127

4

2

10

10

5

7

16

9

14

11

3

10

13

22

12

15

17

G

20

23

A

B

F

C

30

31

24

25

26

28

29

27

18

19

E

1 - Seat Assembly

2 - Seat Frame

3 - Latch Height Riser

4 - Lumbar Support

5 - Back Cushion

6 - Back Cover

7 - Seat Cushion

8 - Seat Cover

9 - Height Riser Assembly

10 - Handles

11 - Height Riser Spring

12 - Damper

13 - Suspension Assembly

14 - Upstop/Bumpstop

15 - Air Spring

16 - Suspension Cover

17 - Manual Valve

18 - Bearing

19 - Lever

20 - Slide Adjuster

21 - Lap Belt

22 - Tether

23 - Arm Rests

24 - Bolt

Fig. 1 - Exploded View of Driver Seat

DESCRIPTION


WARNING

By Law, seat belts must be provided. Always wear seat belts when travelling in the vehicle.

SM 1742 Rev 1 11-99

25 - Bolt

26 - Lockwasher

27 - Seat Base

28 - Bolt

29 - Washer

30 - Lockwasher

31 - Nut

The driver seat is secured to the cab floor with bolts

(24 & 25) and lockwashers (26). The seat assembly

(1) consists of a seat cushion (7) and back cushion (5) mounted to seat frame (2). Seat frame (2) is attached to seat base (27) by means of a suspension assembly.

The air seat only reacts when the driver sits on the seat. When unoccupied, the seat sinks to the lowest

1

Operator's Compartment - Driver Seat and Mounting

Section 260-0090 position to allow easier access. The incorporated block out maintains the seat in position for driving.

6. Remove bolts (24 & 25) and lockwashers (26) securing complete seat assembly to the cab floor.

Remove seat assembly from vehicle.

A retractable lap belt (21) is secured to the seat assembly using bolts and lockwashers. A lift lever buckle allows quick release of lap belt (21).

7. Remove bolts and lockwashers securing lap belt

(21) to seat assembly. Remove lap belt (21).

The following is the list of controls to adjust the seat:

A. Height and slope adjustment, front.

B. Height and slope adjustment, rear.

C. Backrest angle adjustment.

D. Weight adjustment.

E. Horizontal adjustment (sliderails).

F. Lumber support adjustment (5 positions).

G. Armrest adjustment.

WARNING

Do not attempt to adjust the seat or seat belt while the machine is moving. Loss of control may result. Stop the machine; apply the brakes; then adjust.

8. Remove bolts (28), washers (29), lockwashers (30) and nuts (31) securing seat base (27) to seat assembly. Remove seat base (27) from seat assembly.

9. If required, remove pop-out button and pull back suspension cover (16) to allow access to suspension assembly (13).

10. If required, remove mounting hardware securing dampers (12) to suspension assembly (13). Remove dampers (12).



INSPECTION


1. Inspect air lines, control valve (D), dampers (12) and air spring (15) for leaks and damage and replace if required.

2. Check all brackets and frame for cracks and/or damage. Repair or replace as necessary.

3. Check springs (11) for fatigue or damage and replace as required.

WARNINGS




3. Open drain cocks on air tanks and drain air from tanks. Close drain cocks on air tanks when air is exhausted.

4. Disconnect air line at floor plate at the rear of the seat.

5. Push the control valve button (D) in to release the air from the seat air suspension system.



Note:

Tighten all fasteners without special torques specified to torques listed in Section 300-0080,

STANDARD BOLT AND NUT TORQUE

SPECIFICATIONS.

1. If removed, secure dampers (12) to suspension assembly (13) using mounting hardware as removed at Removal.

2. If required, install suspension cover (16) over suspension assembly (13) and refit pop-out button.

3. Install seat base (27) to seat assembly and secure using bolts (28), washers (29), lockwashers (30) and nuts (31).

2

SM 1742 Rev 1 11-99

Operator's Compartment - Driver Seat and Mounting

Section 260-0090

4. Position lap belt (21) to seat assembly and secure using bolts and lockwashers as removed at Removal.

Accumulation of dirt on the surface eventually turns into a hard gritty substance which cuts into the surface of the upholstery.

5. Position seat assembly on the cab floor and secure with bolts (24 & 25) and lockwashers (26).

6. Reconnect air line at floor plate to the port at the rear of the seat.

To clean seat cover (8) and back cover (6), use warm water and a mild soap, such as Castile. Work up thin soap suds on a piece of soft cloth and rub the upholstery briskly. Remove the suds with a damp cloth, using no soap, and finish by wiping the upholstery dry with a soft, dry cloth.

7. Place battery master switch in the 'On' position, start the engine and charge the air system. Pull out control valve button (D) to allow air into seat suspension system and check seat for proper operation.

8. Remove wheel chocks from road wheels.

Lap belt (21) assembly should be inspected by the user on a regular basis. Replace lap belt (21) immediately if hardware is worn or damage, straps are nicked or frayed, buckle is not functioning correctly, loose stitching is found, or if the strap material has lost strength due to the effects of ultraviolet rays.

MAINTENANCE


Note:

Regardless of appearance, lap belt (21) must be removed and replaced at least once every three years.

The care of the upholstery on seat cover (8) and back cover (6) is a relatively simple, but important matter.

* * * *

SM 1742 Rev 1 11-99

3

OPERATORS COMPARTMENT - Air Conditioning

Section 260-0130

SM - 572

1 - Compressor

2 - Condenser

3 - Receiver Drier

4 - Expansion Valve

Fig. 1 - Typical Air Conditioning Flow Diagram

5 - Evaporator

6 - Sensing Bulb

DESCRIPTION

Temperature Control Switch

A thermostat switch senses the temperature of the evaporator and engages or disengages the compressor clutch. The control for this switch is located in the cab.

Compressor

The compressor is designed to compress vapour and can be damaged by non-compressibles such as dirt, moisture, liquid refrigerant (R-134a), etc. The compressor draws vaporized R-134a from the evaporator (which maintains the low pressure necessary for proper evaporation) and compresses the vapour to a high pressure, which is necessary for condensation. The high pressure vapour then moves into the condenser where heat can be radiated to change the R-134a back to liquid.

Note:

R-134a designates the type of refrigerant used in heavy duty vehicle air conditioning systems.

SM 1787 Rev1 03-04

Compressor Drive Clutch

The R-134a compressor systems use an electronically actuated clutch to engage and disengage drive to the compressor. The 'V' belt pulley is mounted on a bearing and is free to rotate without turning the compressor crankshaft any time electrical power is disconnected. The compressor is not operating when the pulley is freewheeling. The field coil is energized by supplying electrical current to the exposed wire. The other end of the coil winding is grounded to the compressor and equipment frame. Energizing the coil creates a magnetic force that locks the driven disk to the pulley and drives the compressor.

Condenser

The purpose of the condenser is to radiate enough heat energy from the compressed high pressure vaporized

R-134a so that the R-134a changes from vapour to liquid. During normal operation all the high pressure section of the system will be warm or hot, but large quantities of heat should be radiating from the condenser. Nothing should be permitted to stop or slow

1

Operators Compartment - Air Conditioning

Section 260-0130 down this radiation of heat. Cooling fins are located on the condenser tubes and fans are used to circulate cool air around the condenser tubes. Keep all leaves, paper, dirt, etc. clear from the condenser and condenser filter. The cooling fins should be straight to permit free flow of air. The condenser is sometimes located ahead of the engine radiator and blockage of air flow through the radiator also affects the condenser.

Bent fan blades, slipping fan drive, inoperable condenser fan motors, or any other fault that lessens the amount of cool air circulated through the condenser, should be corrected. The oil, dirt, or antifreeze will act as an insulator that will inhibit the radiation of heat.

Thermostatic Expansion Valve

An expansion valve is installed in the system to lower the pressure before the R-134a enters the evaporator.

The reduction in pressure is done by passing the R-

134a through a small hole (orifice). The size of the orifice must be controlled to compensate for changes in pressure and temperature. The temperature of R-

134a leaving the evaporator is sensed by a thermal bulb and capillary tube that moves the valve seat via a diaphragm and actuating pins. Externally equalized expansion valves have a line connected to the outlet from the evaporator, and R-134a pressure passes through this line to push against the diaphragm and actuate the valve.

Since the purpose of the condenser is to radiate heat energy, anything that prevents or inhibits this action may affect cooling, but the temperature and pressure of the R-134a raise and lower together. Heat energy that has not been radiated will remain in the R-134a and the result will be pressure that is too high. The condenser, hoses, connections and seals can be damaged by the high pressure. Pressure sensing safety switches may be activated by the high pressure caused by the condenser not radiating enough heat.

Receiver Drier

The high pressure liquid R-134a moves from the condenser to the receiver drier, where the R-134a is stored and filtered. Moisture is the major enemy of the air conditioning system and the desiccant inside the receiver drier will absorb only a small amount. The container of desiccant inside the receiver drier may break open and contaminate the system if any attempt is made to dry the desiccant, or, if more moisture is inside the system than the desiccant can absorb.

Evaporator - Heat/Cool

The evaporator is the low pressure, low temperature component where liquid R-134a absorbs heat from surrounding air. The expansion valve bleeds high pressure R-134a into the low pressure evaporator. The

R-134a expands rapidly in the evaporator and its temperature is quickly reduced. The R-134a absorbs heat from the air when the blower fan circulates air over the evaporator coil fins. The exchange of heat from the air to the R-134a depends upon the difference in temperature. During high heat load, such as usually encountered when the system is first turned on, the temperature difference is great and the R-134a will absorb heat quickly. The blower fan can be set at its highest setting to circulate large quantities of warm air around the evaporator. After the cab has cooled, the fan speed should be reduced so that the already cool air will have a longer time to yield heat to the R-134a as it passes the evaporator coils. The heater circuits utilize engine coolant at approximately 82° C (180° F).

Every effort should be made to remove all moisture from the system and install a new receiver drier if its condition is questionable. Installation of a new receiver drier is recommended each time any part of the R-134a system is open to the atmosphere. The receiver drier is equipped with a moisture indicator at the sight glass.

When moisture is in the system, the indicator turns yellow. A dry system is indicated by a green colour.

Bubbles are observed in the sight glass on top of the receiver drier during the charging procedure.

A filter screen is located in the receiver drier to stop solid contaminates from leaving the unit. Blockage of the filter will result in a drop in pressure that will be indicated by a drop in temperature. Connections of the new receiver drier should be securely capped before installation to prevent the entrance of moisture (air) while in storage.

High Pressure and Low Pressure Switches

The pressure switches are electric switches that monitor air conditioner operation. The high pressure and low pressure switches are activated at preset pressures and engage and disengage the compressor clutch.

2

SM 1787 Rev1 03-04

REMOVAL


WARNINGS

Always wear goggles or glasses to protect your eyes when working around R-134a.

R-134a boils at sea level temperatures of

-29.8° C (-21.6° F), which means that direct contact with your skin will produce frostbite.

Exercise extreme care when handling R-134a.

If you get the slightest trace of R-134a in your eye, flood the eye immediately with cool water; then treat with mineral oil or clear petroleum jelly followed by boric acid rinse.

Report to a hospital or doctor as soon as possible.

The chemicals of R-134a change when burned and become a poison phosgene gas that will damage the respiratory system if inhaled. NEVER SMOKE in an area where

R-134a is used or stored. Use hot water or an approved heated charge cylinder as a heat source if required to force R-134a into the system. If using water, do not exceed 52° C

(125° F). Never use direct flame or electric heaters in direct contact with the R-134a container. High temperatures may result in raising the pressure to a dangerous level.




3. Remove hood assembly and side panel from vehicle to gain access to air conditioning components. Refer to


4. Disconnect electrical cables from headlights and reverse alarm. Remove mounting hardware and radiator guard from machine. Refer to


Section 260-0130


5. Discharge the air conditioning system as described under 'Discharging The System'.

6. Remove mounting hardware securing cover on air conditioner unit (1) to gain access to refrigerant hosing and control cable (32).

7. When satisfied that the system is completely discharged, tag refrigerant hoses (21& 23) to aid in installation and carefully disconnect hoses from air conditioner unit (1) and cab bulkhead. Cap fittings and refrigerant hoses (21 & 23) to prevent foreign matter from entering the system.

8. Remove fastener (31) and lock (30) and unhook control cable (32) from water valve (29). Disconnect harness.

9. Tag refrigerant hoses (22 & 24) to aid in installation and carefully disconnect hoses from cab bulkhead.

Cap fittings and refrigerant hoses (22 & 24) to prevent foreign matter from entering the system.

10. Tag refrigerant hoses (24 & 5) to aid in installation and carefully disconnect hoses from receiver/drier (6).

Cap receiver/drier (6) fittings and refrigerant hoses (24

& 5) to prevent foreign matter from entering the system.

11. Slacken band clamps (9) and remove receiver/drier

(6) from mounting bracket (7). If necessary, remove mounting hardware and mounting bracket (7) from vehicle.

12. Tag refrigerant hoses (5 & 10) to aid in installation and carefully disconnect hoses at condenser (33). Cap condenser (33) fittings and refrigerant hoses (5 & 10) to prevent ingress of foreign matter.

13. If required, support air conditioner condenser (33) and mounting bracket (34) and remove Screws (28), lockwashers (27) , washers (26 ) securing condenser

(33) and mounting bracket (34) to radiator assembly.

Remove condenser (33) from vehicle.

14. Tag refrigerant hoses (10 & 22) to aid in installation and carefully disconnect hoses from compressor (2).

Cap compressor (2) fittings and refrigerant hoses

(10 & 22) to prevent foreign matter from entering the system.

15. Disconnect electrical connection from compressor

(2) clutch.

SM 1787 Rev1 03-04

3


Section 260-0130

SM - 3157

21

23

1

31

30

29

32

8

22

3

24

6

15 16

19

13

14

20

18

14

12

15

16

15

17

14

15

16

13

31

14

12

30

15

16

16

15

35

11

14

2

13

10

34

4

3

9

9

7

5

3

33

3

25

26

27

28

4

1 - Air Conditioning Unit

2 - Compressor

3 - 'O'-Ring

4 - V-Belt

5 - Refrigerant Hose

6 - Receiver / Drier


8 - Trinary Switch

9 - Clamp


11 - Spacer (Long)

12 - Spacer (Short)

13 - Bolt

14 - Washer

15 - Lockwasher

16 - Nut

17 - Bolt

18 - Bolt

19 - 'P'-Clip

20 - 'P'-Clip





25 - Spacer

26 - Washer

27 - Lockwasher

28 - Screw

Fig. 2 - Air Conditioner Lines and Mounting

29 - Water Valve

30 - Lock

31 - Fastener

32 - Control Cable

33 - Condenser


35 - Bracket

SM 1787 Rev1 03-04


Section 260-0130

SM - 3158

42

44

43

1

36

37

38

DRAIN

40

41

SM 1787 Rev1 03-04

1 - Air Conditioning Unit

36 - Blower Unit

37 - Evaporator Matrix

38 - Expansion Valve

39 - Heater Matrix

40 - Clamp

41 -Hose (Drain)

42 - Clamp

43 - Duct - Flexible

44 - Filter Element

Fig. 3 - Air Conditioner Lines and Mounting

39

COVER

5


Section 260-0130

16. Back of Bolts (13) enought to allow gentle pivot motion of compressor unit (2) on outer brackets (35) to release tension on 'V' belt (4).

1. If removed, slide air conditioner cover into position inside the cab and secure cover with mounting hardware as removed at Removal.

17. 'V' belt (4) should now be free to slide off the groove in compressor (2).

18. Support compressor (2) and remove bolts (18) and lockwashers (14 & 15) and nuts (16) (from both sides) securing compressor (2) to bracket assembly (35).

Carefully remove compressor (2) from the vehicle.

Note:

If 'V' belt (4) does not require replacement do not remove from engine fan pulley. If 'V' belt (2) requires replacement, proceed with steps 19 and 20.

19. If required, remove mounting hardware securing fan guard assembly to radiator shroud assembly.

Refer to SECTION 210-0040, RADIATOR AND

MOUNTING.

20. Release tension on Poly 'V' fan belt and remove from fan pulley. Remove compressor 'V' belt (4) from the rear groove of the fan pulley. Refer to Section 110-

0030, ENGINE AND MOUNTING.

21. If required, remove bolts (31), washers (30), and bracket (35).

22. If required, disconnect all clamps and clips securing refrigerant hoses and harnesses to the vehicle. Remove hoses and harnesses from the vehicle.

23. If necessary to gain access to blower unit

(36, Fig. 3), evaporator matrix (37, Fig. 3), heater matrix (39, Fig. 3) and expansion valve (38, Fig. 3) remove mounting hardware and slide cover from air conditioning unit.

INSTALLATION


Note:

Tighten all fasteners to standard torques specified in Section 300-0080, STANDARD BOLT AND

NUT TORQUE SPECIFICATIONS.

WARNING


2. Attach control cable (32) to water valve (29) and secure in place with fastener (31) and lock (30).

Connect harness.

3. Remove caps from end of refrigerant hoses (4 & 5) and ports on air conditioner (1) and cab bulkhead and connect hoses to ports as tagged at Removal.

4. Position front cover and filter assemblies on air conditioner (1) unit and secure using mounting hardware as removed at Removal.

5. If removed, re-route refrigerant hoses and secure in place with clamps removed during Removal.

6. If removed, secure mounting bracket (15) in place using mounting hardware as removed at Removal.

Install receiver/drier (14) to mounting bracket (15) and secure with band clamps (16).

7. Remove caps from end of refrigerant hoses (6 & 9) and ports on receiver/drier (14) and connect hoses to ports as tagged at Removal.

8. If removed, install condenser unit (10) and mounting bracket (11) to radiator assembly and secure with bolts

(12) and washers (13).

9. Remove caps and connect refrigerant hoses

(8 & 9) to condenser unit (10) ports as tagged at

Removal.

10. If removed, install mounting bracket (35) and secure using bolts (31) and washers (30).

11. Fit compressor (2) to outer mounting brackets (35) and secure with bolts (17) and washers (14).

12. Take the assembly from step 11. and arrange

Spacers (11 &12), Bolts (13), washers (14),

Lockwashers (15) and nuts (16) in the correct orientation as shown (fig 1.) to enable the compressor and outer mounting brackets to be fitted to the main braket (35).

Note:

Do not tighten bolts (13) and nuts (16) fully at this stage, to allow for fitting and adjustment of Poly 'V' belt.

Note:

If fan guard, Poly 'V' fan belt and compressor

'V' belt (4) were removed, proceed with steps 12 & 13.

6

SM 1787 Rev1 03-04


Section 260-0130

12. Install new 'V' belt (4) onto rear groove on engine fan pulley and fit to rear groove on compressor (2).

MAINTENANCE

13. Refit Poly 'V' fan belt and adjust tension. Refer to

Section 110-0030, ENGINE AND MOUNTING. Refit fan guard and secure with mounting hardware as removed during removal. Refer to Section 210-0040, RADIATOR

AND MOUNTING.

14. Adjust tension of compressor 'V' belt until there is approximately an inward deflection of 10 mm (0.4 in) at the centre of 'V' belt (18). When tension correct, tighten bolts (13) and nuts (16) to fix location of compressor

(2) relative to belt.Fully tighten all mounting hardware.

15. Remove caps from end of refrigerant hoses (10& 22) and ports on compressor (2) and connect hoses to ports as tagged at Removal.

16. Connect electrical connection to compressor (2) clutch.

17. Secure all lines with clips and clamps as removed during removal. Ensure no lines are chaffing on sharp edges or resting against areas where heat will be evident.

18. Charge the air conditioning system as described under 'Charging Procedure'.

19. Switch the battery master switch to the 'On' position, start up the engine and check for correct operation of the air conditioning system.

20. Install hood assembly and side panel to vehicle.

Refer to Section 100-0010, CHASSIS, HOOD AND

FENDERS. Install radiator guard to vehicle and connect electrical cables to headlights and reverse alarm. Refer to Section 100-0010, CHASSIS, HOOD

AND FENDERS.

21. Remove wheel chocks.

WARNINGS

Always wear goggles or glasses to protect your eyes when working around R-134a. R-134a boils at sea level temperatures of -29.8° C

(-21.6° F), which means that direct contact with your skin will produce frostbite. Exercise extreme care when handling R-134a.

If you get the slightest trace of R-134a in your eye, flood the eye immediately with cool water; then treat with mineral oil or clear petroleum jelly followed by boric acid rinse.

Report to a hospital or doctor as soon as possible.

WARNING

The chemicals of R-134a change when burned and become a poison phosgene gas that will damage the respiratory system if inhaled. NEVER SMOKE in an area where

R-134a is used or stored. Use hot water or an approved heated charge cylinder as a heat source if required to force R-134a into the system. If using water, do not exceed 52° C

(125° F). Never use direct flame or electric heaters in direct contact with the R-134a container. High temperatures may result in raising the pressure to a dangerous level.

1. Periodically clean the condenser coil of debris and dirt using water or air pressure. A partially blocked condenser coil can reduce the life of the compressor belt and/or clutch.

2. If the system has a heater in the same location as the air conditioning evaporator core, heater valves should be closed.

3. To check the refrigerant level, run the engine at

1 200 rev/min with fans on high speed and thermostat fully open for a minimum of five minutes. If the clutch is engaged in this situation, there should be very few bubbles visible in the receiver-drier sight glass.

Note:

Unit can operate with some bubbles visible, but not milky looking.

SM 1787 Rev1 03-04

7


Section 260-0130

4. Ensure all hoses and hose clamps are free from contact with sharp metal, moving parts or near to manifolds.

7. A belt that has operated while rolled over in the sheave groove may be damaged - replace it.

5. Inspect condensation drain lines for debris, sharp bends or breaks.

8. Store belts in a cool, dry place. If stored on a machine, relieve all belt tension by loosening the

'V' belt tightener.

6. Inspect the clutch wire from the thermostat for bare spots.

7. Inspect bolts and nuts on the compressor and mounting bracket for proper tightness.

8. Inspect and clean outside and inside cab air filters periodically, depending on dust conditions. Replace the outside filter when it becomes saturated to the point it won't come clean.

Maintenance of 'V' belt Drives

1. Listen for 'ticking' sound - they mean interference with the belts. Visually inspect for bent or damaged belt guards.

2. Replace all belts in a mismatched set at one time to ensure even load distribution.

3. Periodically check tension and keep belts tight.

- The ideal tension is the lowest tension at which the belt will not slip under peak load conditions.

- Check belt tension frequently during the first 24 - 48 hours of run-in operation.

- Initial belt tension should be 445 N (100 lbf) dropping to 334 N (75 lbf) after the first 48 hours.

- There should be a freeplay of 10 mm in the 'V' belt.

- Do not over tension belts.

- Keep belts free from foreign material that may cause slippage.

- Inspect the V-drive periodically. Re-tension belts if they are slipping.

- Maintain sheave alignment with a strong straight edge tool while tensioning belts.

4. Never attempt to correct belt slippage by using a belt dressing. The dressing may cause softening and deterioration.

5. If belt slips, even when properly tensioned, check for overload, worn sheave grooves or oil or grease on the belts.

6. Never pry a 'V' belt or force it into the sheave groove. Loosen the 'V' belt tightener prior to installation.

9. Never attempt to check or adjust belts while they are running.

System Leak Testing

Recommended Equipment Required:

Halogen Leak Detector

Switch off the engine and check all connections throughout the system for leaks. A large leak point will have an oily or greasy appearance. The refrigerant carries compressor oil with it and deposits it around the leak area. Check all such points for loose connections and tighten.

Using a suitable leak detector, search for leaks around all joints, connections, seals and control devices. If a leak is located, purge the system of refrigerant and repair. Fully evacuate and charge the system to make it operational.

DISCHARGING THE SYSTEM

Note:

Refer to all WARNINGS listed under

'Maintenance' prior to discharging the system.


Portable High Vacuum Charging Station

Suitable Canister

To eliminate system contaminants from an air conditioning system requires discharging the entire system. This means removing all of the refrigerant and cleansing all contamination (air and moisture) from the system components. If any of the major system components are to be repaired or replaced, the system must also be completely discharged.

WARNING

The vehicle must not be running during this procedure. Be sure to have adequate ventilation during this operation. Do not discharge refrigerant near an open flame.

8

SM 1787 Rev1 03-04


Section 260-0130


For New Or Completely Empty System

Note:

The charging procedure must be done in ambient temperatures above 15.5° C (60° F) with the R-134a canister temperature equal to the outside ambient temperature.


1. Shut off engine and block all road wheels.

3. If necessary, remove hood assembly and side panel from vehicle to gain access to air conditioning components. Refer to Section 100-0010, CHASSIS,

HOOD AND FENDERS.

2. If necessary, remove hood assembly and side panel from vehicle to gain access to air conditioning components. Refer to Section 100-0010, CHASSIS,

HOOD AND FENDERS.

4. Tighten down (turn clockwise) both high and low side valves on the gauge manifold to the closed position.

Remove protective caps from the service ports on the compressor.

3. Remove protective caps from 'Schraeder' valves on rear of compressor.

5. Connect both service hoses from the two fittings in the bottom of the manifold to the two service ports on the compressor. High side (red) to compressor discharge valve, low side (blue) to compressor suction valve, and centre service hose (yellow) vented to a suitable canister

(canister on charging station).

4. Connect low pressure gauge hose (blue hose and gauge) to suction side or low side fitting on compressor. The suction side can be identified by the size of the hose connected to the fitting. This will be the largest diameter hose of the system.

5. Connect the high pressure gauge hose (red hose and gauge) to discharge or high side fitting on compressor.

6. Open the low side hand valve on the manifold very slowly. Watch the centre service hose for evidence of any refrigerant oil in the canister. Carefully adjust low side hand valve to prevent oil from escaping.

6. Connect yellow supply hose to suction port on vacuum pump.

7. Open both sides of gauges, low and high, completely.

7. When the high side manifold gauge reading moves below 3.5 bar (50 lbf/in

2

), open high side hand valve very slowly. The refrigerant should flow at a fairly even rate from both high and low sides of the system. As necessary, continue to monitor the hand valves to prevent any oil leakage.

8. When 0 bar (0 lbf/in

2

) is reached on both gauges, close both hand valves. The system should now be completely discharged and may be opened for service.

8. Start vacuum pump to evacuate the complete air conditioning system.

9. Run vacuum pump for approximately 30 minutes.

Ideal gauge readings should be 29.92 inches of mercury. The pressure will vary with altitude; it will be approximately 0.03 bar (0.5 lbf/in²) less for each 305 m

(1 000 ft) of elevation.

9. If removed, install hood assembly and side panel to vehicle. Refer to Section 100-0010, CHASSIS, HOOD

AND FENDERS.

10. Before disconnecting power supply from vacuum pump, close both high and low side gauges. Remove yellow hose from vacuum pump and connect to

R-134a source.


CHARGING THE SYSTEM

Note:

Refer to all WARNINGS listed under

'Maintenance' prior to charging the system.

11. Open R-134a source. Loosen, but do not remove, yellow supply hose at manifold on gauges to remove all air in the yellow supply hose, replacing the air with R-

134a. This is done in a few seconds. Tighten yellow supply hose.


Portable High Vacuum Charging Station

Halogen Leak Detector

12. Open low side of R-134a gauges slowly. When gauge reads zero open both sides completely. Vacuum in the system will draw R-134a gas into the system.

Hold until both gauge readings equalize.

SM 1787 Rev1 03-04

9


Section 260-0130

Note:

Never charge with liquid R-134a. Charge on the low pressure side only.

Note:

Occasionally bubbles are noticed during clutch cycling or system start-up. This is a normal condition.

Final Charging Of The System

1. Start the engine and run at engine idle speed.

2. Turn the air conditioning system on with the thermostat set on maximum cooling, fan on high speed and toggle switch set to air conditioning.

3. At this point a visual inspection must be made of the sight glass on top of the receiver-drier. As charging continues, the sight glass will appear milky coloured as the bubbles in the system circulate. As the system continues the charging process, the regularity of the bubbles in the sight glass will gradually diminish. When no bubbles are seen in the sight glass, close the low pressure valve (blue side) completely.

4. Increase the engine idle speed while observing the sight glass. If many bubbles are seen resulting from the increased engine speed, open the low pressure side valve. Allow the system to continue the charging procedure until the sight glass is clear. If the sight glass remains clear, with the increased engine speed, do not add any more R-134a.

5. With the system completely charged, shut off the engine. Close the valve on the R-134a canister and remove the yellow supply hose. Remove both the low pressure (blue) hose and high pressure (red) hose from the filling ports on the compressor.

Note:

Some R-134a will escape as the hoses are being removed. Replace protective caps on hoses.

6. If removed, install hood assembly and side panel to vehicle. Refer to Section 100-0010, CHASSIS, HOOD

AND FENDERS.


SPECIAL TOOLS

Refer to Section 300-0070, SERVICE TOOLS, for part numbers of special tools referenced in this section and general service tools and sealants required. These tools and sealants are available from your dealer.

10

SM 1787 Rev1 03-04

AIR CONDITIONING DIAGNOSIS

CONDITION PROBLEM

1. Belt Trouble

Slipping Loose


Section 260-0130

REMEDY

Excessive wear

Overcharge

Air in system

Pulley not aligned

Belt too tight

Bad idler bearing

Belt wrong width

Adjust belt to 12 mm (0.5 in) depression

Correct the charge

Evacuate and re-charge

Align Pulley

Adjust or replace

Replace idler bearing

Replace with correct belt

2. Vibration/Noise in Compressor area

Vibration/noise

Vibration

Stuck compressor or clutch

Overcharge

Replace

Correct the charge

Air in system Evacuate system and re-charge

Compressor mounting or belts loose Tighten

Noise with clutch engaged

Noise with clutch engaged or disengaged

Noise

Chatter/Knock

Drive pulley loose

Belt tension incorrect

Faulty compressor

Faulty clutch bearing

Clutch loose

Clutch rubbing field coil

Faulty belt

Compressor oil level low

Valve plate broken

Tighten

Correct tension

Replace compressor

Replace bearing

Tighten

Align clutch

Replace belt

Add oil

Repair or replace

SM 1787 Rev1 03-04

11


Section 260-0130

AIR CONDITIONING DIAGNOSIS (continued)

CONDITION PROBLEM

3. Noise - Evaporator

Rubbing/scraping

Hissing

Chatter/Knocking

Noisy case

Motor squeal

4. Air Conditioning Inadequate

After Short Period Of Operation

Cooling quits

Fan blade or blower

Low charge/leak

Air in system

Loose brackets/screws

Dry bearings

Moisture in system

Thermostat

Clutch

Moisture in system Cooling intermittent

5. Electrical Trouble

Blower motor or condenser fan motor inoperable

Slow running blower

Clutch inoperable

Defective circuit breaker or bad wiring connections

Tight motor bearing

Switch open or shorted

Shaft binding

Wheel misaligned

Bad blower switch

Insufficient current

Defective circuit breaker

Loose connection

Broken wire - ground

Shorted or open field

REMEDY

Repair or replace

Correct charge/repair leak

Evacuate and re-charge

Tighten

Replace

Replace thermostat

Correct the charge

Check pull-in of clutch or replace

Replace drier

Replace. Clean and tighten connections

Repair or replace motor

Repair or replace switch

Replace motor - worn bearings

Replace

Replace blower

Install larger alternator

Replace

Clean and tighten connection

Repair wire

Replace field

12

SM 1787 Rev1 03-04

Low head pressure


Section 260-0130

AIR CONDITIONING DIAGNOSIS (continued)

CONDITION PROBLEM

6. Air Conditioning System

Trouble - Gauges must be connected

High head pressure Overcharge of refrigerant

Air in system

Condenser clogged

Defective condenser fan motor

REMEDY

Purge system as necessary

Correct charge/repair leak

Clean condenser

Check electrical connections before replacing fan motors

Complete charge

Repair or replace

Low suction pressure

Undercharge of refrigerant

Bad compressor valve plate or gasket

Restriction in drier

Restriction in lines

Restriction in expansion valve

Improper expansion valve in charge

Damaged expansion valve cap tube

- valve remains closed

Refrigerant leak

Replace drier

Clean lines

Replace expansion valve and drier

Replace expansion valve

Replace expansion valve

Inspect lines and fittings. Tighten, repair or replace

* * * *

SM 1787 Rev1 03-04

13

BODY - SCRAPER BOWL AND TAIL

Section 280-0010

SM - 3188

23 24 25

21,22

20

19

28

27

TRANS. FILTER MTG.

8

9

10

7

26

26

12

13

18

11

14

2

17

3

4,5

6

15

16

CUTTING EDGES

1

1 - Bowl Assembly

2 - Spindle

3 - Bushing

4 - Oil Transfer tube

5 - Oil Transfer tube

6 - Bushing

7 - Bracket

8 - Bolt

9 - Lockwasher

10 - Washer

11 - Mudflap

12 - Bolt

13 - Lockwasher

14 - Plate

15 - Grease Fitting

16 - Ejector Rod Cover Plates

17 - Bushing

18 - Clamp plate

19 - Grab Handle- Tube

20 - Grab Handle- Grip

21 - Guard

22 - Guard

23 - Bolt

24 - Lockwasher

25 - Washer

26 - Guard Bracket

27 - Top Extension

28 - Platform

Fig. 1 - Exploded View of Bowl and Tail Assembly



The bowl (1) assembly is the portion of the scraper in which the load is carried. The front of the bowl is supported by bowl cylinders connected to the lift beam brackets (26) and pull yoke. The pivot point (ball and socket joint) on both sides is approximately at the centre of the load. The bowl is of single wall construction with channel reinforcement on the outside. This form of construction provides an all welded, torsion resisting structure.

SM 1799 Rev 2 04-04

1

2

Body - Scraper Bowl and Tail

Section 280-0010

1 - Spill guard

2 - Spill guard arms

3 - Bolt

4 - Nut

5 - Washer

6 - Tapped Boss

7 - Bolt

Fig. 2 - Top extension - Spill guard.

SM - 2248

SM - 3190 becomes an important load-carrying and strengthening member of the scraper.

Bowl

The bowl (1) operated by two single stage, double acting cylinders which are pinned to the pull yoke drawbar. The rod ends of the cylinders are connected to the lift beam of the scraper bowl. When the cylinders extend, the bowl is lowered. To raise the bowl, the action is reversed, as the cylinders retract, the bowl is raised. See Fig. 3.

REPLACEMENT OF SPINDLE

Damaged spindles (2, Fig. 1) and oil transfer tubes (4,5

Fig. 1) can be removed and new ones installed by following the procedures described in this section.

PULL YOKE

BOWL CYLINDER

WARNING


BOWL

Fig. 3 - Typical Bowl Operation


There is a spill guard (1) which bolts onto the bowl assembly (1, Fig. 1) at two positions- the top extension

(27, Fig. 1) and the Brackets (26, fig. 1) and is removable when not needed for heaped loads.


The scraper tail structure is formed by four tapered box section struts. They are welded to the rear of the bowl and converge to the rear where they are welded to the rear bumper. An important feature of the scrapers construction is its integral drive axle banjo housing and spindles. These parts are welded to the box section side rails and the banjo housing this design arrangment



3. Remove all components from the spindle to be replaced. Attach a suitable lifting device to the component and remove mounting hardware. Remove the component from the vehicle. Refer to

Section 160-0050, WHEEL RIM AND TYRE, for tyre and wheel removal; Section 160-0040, PLANETARY

GEARING, for axle and planetary removal; and

Section 165-0031, BRAKE PARTS, for brake removal.

4. Remove sun pinion and axle shaft from the opposite side of the machine. Refer to

Section 160-0040, PLANETARY GEARING, for procedure.

5. Remove differential from the banjo. Refer to


Oil Transfer Tube

1. Burn off weld that fastens oil transfer tube to spindle.

2. Reaching into the banjo, burn off the weld that holds the oil transfer tube to the banjo housing.

SM 1799 Rev 2 04-04


Section 280-0010

3. Remove and discard oil transfer tube from the spindle.

4. Using a grinder, remove all burrs and slag from the spindle end and inside the banjo weld joint areas.

5. Thoroughly clean the spindle and banjo cavities to remove all metal chips.

6. Install new oil transfer tube in the spindle.

7. Weld all round the oil transfer tube at the spindle end and banjo end. Use E-70 low hydrogen weld rod and make a 1/1 6 in (1.6 mm) oil tight fillet weld all around the tube. See Fig. 4.

8. Install brakes, planetary, wheel and tyre assemblies on the spindle. Refer to

Section 165-0031, BRAKE PARTS, for brake installation, Section 160-0040, PLANETARY

GEARING, for planetary installation and

Section 160-0050, WHEEL RIM AND TYRE, for tyre and wheel installation.

Spindle

1. Remove oil transfer tube as described under heading

'Oil Transfer Tube'.

2. Attach a suitable lifting device to the spindle.

3. Burn off weld that fastens top and bottom plates

(view A-A, Fig. 4) to frame and spindle. Discard the plates.

4. Burn off weld that fastens the spindle to the banjo end plate. See fig. 4. Remove spindle from the banjo.

5. With a grinder, clean up the weld area on the tail assembly and banjo housing.

6. Thoroughly clean the banjo housing with a suitable solvent and dry. Make sure there are no chips and metal dust in the differential cavity of the banjo housing.

7. With a suitable lifting device, position the spindle on the banjo end plate.

8. Install spindle alignment tool, which can be fabricated as shown in Fig. 5, through the spindles and banjo. Align the spindle to the dimensions shown in

Fig. 4 and tighten alignment tool.

9. Pre-heat the weld joint to 149 - 205° C

(360 - 400° F) and maintain the heat during the welding process.

10. Weld spindle to the banjo end plate with a 9.5 mm

(3/8 inch) fillet weld all around using E-70 low hydrogen electrode.

11.Position the top and bottom plates, as shown in Fig.

3 and tack weld in place. Re-check position.

12. Weld the top and bottom plates to the tail assembly and banjo. See View A-A, Fig. 4.

13. Remove the alignment tool from the spindles and banjo.

14. If removed, install new bushings in spindle (2, Fig.

1).

15. To install oil seal bushing, if removed, on spindle, heat the new bushing to 177 - 205° C (350 - 400° F) in oil to expand it for installation. If oil heating equipment is not available, heat the bushing evenly to

205° C (400° F). This takes about one minute using a torch with a heating tip. Use a templistik or other temperature gauge to make sure the bushing is hot enough. Slide heated bushing on spindle and tap lightly with a hammer to seat it.

Note:

Do not apply flame directly to bushing. Place bushing on steel plate and direct flame to centre of plate to evenly distribute heat.

17. Install oil transfer tube in the spindle and banjo as described under the heading ‘Oil Transfer Tube.’

SM 1799 Rev 2 04-04

3


Section 280-0010

SM - 2249

4

Fig. 4 - Spindle Alignment and Installation

SM 1799 Rev 2 04-04

2.252

2.256

2.75

3.00

3.182

3.192

3.50

4.00

4.1965

4.1985

5.00

16.25

17.75

119.75

120.25

1.81

1.88

1.994

2.0

2.001

2.003

2.249

2.251

INCHES mm

0.0004

0.010

0.002

0.153

0.213

0.50

0.05

3.89

5.41

12.7

0.656

0.75

1.50

1.625

16.66

19.05

3.81

41.28

46.0

47.8

50.65

50.8

50.83

50.88

57.12

57.18

57.20

57.30

69.9

7.60

80.82

81.08

88.9

101.6

106.59

106.64

127.0

412.8

450.9

3 041.7

3 054.4

6


Section 280-0010

MAINTENANCE

Inspection

Inspect the frame and attached parts at intervals not exceeding 250 hours for cracked or broken welds and bending/twisting of the frame. Any defects found should be repaired before they progress into major failures. Contact your dealer for recommended weld and repair instructions.

Straightening

Hydraulic straightening or aligning equipment should be used to straighten bent or twisted frames whenever possible. However, if heat must be applied, never heat the metal beyond a dull cherry red colour, as too much heat will weaken the metal. When it is necessary to heat the metal, apply heat uniformly over the area to be straightened and protect the heated surface from sudden cooling. Frame parts, that cannot be straightened should be replaced.

Welding

WARNINGS

Before any welding is done on a machine equipped with the HEUI electronic management system, disconnect the following in this order: Battery earth cable, battery supply cable, alternator earth cables, alternator supply cables, front & rear transmission ECU connectors (located behind access door below cab door) and front & rear engine ECU connectors (located on LH side of engine). Turn off battery master switch before disconnecting any components. After welding connect all of the above in the reverse order.

23B-10, and is designed to protect against gases, vapours, and/or metal fumes.

Note:


a - Turn ignition keyswitch off b - Turn battery master switch off c - Battery earth cables d - Battery supply cables e - Alternator earth cables f Alternator supply cables g - Transmission ECU connectors (front & rear) h - Engine ECU connectors (front & rear)


Note:



Successfully welded repairs will depend to a great extent upon the use of the proper equipment, materials and the ability of the welder. The Service

Department can be consulted regarding the feasibility of welding repairs.


M.S.A. 'Gasfoe' respirator with G.M.A.

cartridge will provide protection against cadmium, fumes and metallic oxides. The

'Gasfoe' respirator has been approved by the

U.S. Bureau of Mines: Approval number

Patching

There are two methods to be used when patching a hole. On the outside surfaces where no moving parts will come in contact with the patch, trim off the curved edges of the hole and place a patch, of the same thickness and type of steel, over the hole. This patch should overlap the hole at least 51 mm

(2 inches) all around. Tack weld the patch in a few places to hold it in place, and then weld around the edges of the patch.

When patching a hole where moving parts must pass over the patch, the hole should be trimmed with a cutting torch and a patch of the same shape and

SM 1799 Rev 2 04-04

Fig. 6 - Applying a Patch

SM - 2212


Section 280-0010 contour as the panel placed in the hole. Before welding the patch, tack weld a piece of strap steel across it to provide a grip and to keep the patch in the proper position. Next weld around the patch enough to hold it firmly in place and remove the strap steel. After removing the strap, complete the weld and grind it down to finish the job.

If the hole is completely through the panel of the wall, each side can be mended in the manner suggested.

See Fig. 6.

Reinforcement

Frame reinforcement can be made with channel, angle, or flat structural stock. Whenever possible, the reinforcement should extend well beyond the bent, broken, or cracked area. The reinforcement stock thickness should not exceed that of the frame stock and the material should be of the same tensile strength.

Painting

A check of the condition of the paint should be made approximately twice a year and chassis repainted if necessary.

WARNING

Welding, burning, heating or dressing surfaces previously painted using polyurethane paint produces fumes which are toxic. Surfaces must be prepared using paint stripper prior to area being reworked.

Recommended Industrial Hygiene and Safety

Rules should be followed for protection of the welding operator from fumes.

If painting of the actual frame of the unit is required, thoroughly clean the areas to be painted. Apply a primer coat of red oxide and then a finish coat of polyurethane enamel.


* * * *

SM 1799 Rev 2 04-04

7

BODY - Scraper Pull Yoke

Section 280-0020

SM - 2375

5

10

13

12

26

24

25

21

6

1 7,8,9

26

24

25

22

23

11

18

2

4

3

1 - Pull Yoke

2 - Ball Seats

3 - Bolt

4 - Nut

5 - Upper King Pin

6 - Upper King Pin Bushing

7 - Shim

8 - Shim

9 - Shim

10 - Bolt

11 - Grease Fitting

12 - Nut

13 - Grease Fitting

14 - Lower King Pin

15 - Grease Fitting

16 - Steering Cylinder Pin

17 - Bolt

Fig. 1 - Exploded View of Typical Pull Yoke

19

17

16

20

14

15

18 - Lockwasher

19 - Nut

20 - Grease Fitting

21 - Cover Assembly

22 - Cover Plate

23 - Cover Assembly

24 - Lockwasher

25 - Washer

26 - Bolt


The pull yoke assembly consists of a torque tube, a drawbar and two pull arms. The assembly is fabricated from steel plates and is welded together to form a strong, rigid pull yoke. One end of the drawbar is welded to the torque tube and the other end to the king pin housing. The pull arms are welded to the ends of the torque tube and are fastened to the bowl by means of ball and socket joints. The ball cylinders base ends are pinned at the ears of the pull yoke at the drawbar.

The pull yoke is designed to provide sufficient turning clearance for the tractor, with stability, whether the scraper is excavating, hauling, or ejecting its load.

DISCONNECTING SCRAPER FROM

TRACTOR

WARNING


1. Position the vehicle in a level work area, lower the scraper bowl and apron. Return ejector completely, apply the parking brake and switch off the engine.

2. Operate steering in both directions several times to relieve any pressure in the steering system. Block all road wheels and place the battery master switch in the

'Off' position.

SM 1888 1-00 1

Body - Scraper Pull Yoke

Section 280-0020

SM - 2257

9

PULL YOKE

3

2

8

1

4

5

6

7

STEERING CYLINDER

STEERING TRUNNION

1 - Bolt

2 - Lockwasher

3 - Nut

4 - Bolt

5 - Lockwasher

6 - Nut

Fig. 2 - Separating Pull Yoke From Steering Trunnion

7 - Steering Cylinder Pin

8 - Lower King Pin

9 - Upper King Pin

3. With a suitable container in position, remove drain plug from hydraulic tank and drain the hydraulic system. Reinstall drain plug and tighten securely.

4. Open drain cocks on air tanks and drain all air from the system. Close drain cocks securely after draining.

5. Disconnect battery cables from terminal posts (earth cable first).

3. With a suitable container in position to catch any spillage, tag and disconnect apron hose assembly from scraper apron cylinder line. Cap lines and ports to prevent entry of dirt.

4. With a suitable container in position to catch any spillage, tag and disconnect ejector hose assembly from scraper ejector hose assembly. Cap lines and ports to prevent entry of dirt.

Disconnecting Hydraulic Lines

1. Remove bolts, lockwashers and clamps from top of pull yoke.

2. With a suitable container in position to catch any spillage, tag and disconnect bowl hose assembly from bowl manifold. Cap line and manifold port to prevent entry of dirt.

2

5. Move lines clear of the pull yoke so they will not be damaged when pull yoke is separated from tractor.

Disconnecting Air Lines

1. Remove bolts and clamps from inner right side of pull yoke.

2. Tag and disconnect at the pull yoke, four tractor and scraper brake air lines. Cap lines and ports to prevent entry of dirt.

SM 1888 1-00

Disconnecting Electrical Wiring

1. Disconnect frame harness and rear transmission harness from separation point on the gooseneck.

2. Tag and disconnect three heavy cables, (starter, engine supply and engine earth) from separation point on the gooseneck.


Section 280-0020 damaged parts. If bushing (6) is to be replaced, make sure the grease groove in the bushing, when installed, will be in fine with the grease hole in the upper king pin.

Removing King Pin


DISCONNECTING PULL YOKE FROM

BOWL


WARNING


WARNING


1. Block up the front end of the tractor with timber or heavy-duty stands. Support the pull yoke with an overhead crane or other suitable lifting equipment.

2. With a suitable container in position to catch any spillage, disconnect the steering hoses from steering cylinders and remove the steering cylinders. Refer to

Section 220-0120, STEERING CYLINDER, for removal procedure for steering cylinders and attaching components (4, 5, 6 & 7). Cap all hoses and ports to keep out dirt.

1. Support pull yoke (1) using suitable lifting equipment. With a suitable container in position to catch any spillage, tag and disconnect all necessary hydraulic and air lines at the bowl, and cap lines to keep dirt out.

2. Tag and disconnect electrical wires at bowl.

3. Remove bowl cylinder from lift beam of the bowl.

Refer to Section 235-0020, BOWL CYLINDER.

3. Remove bolt (1), lockwasher (2), and nut (3) from steering trunnion and upper king pin (9). Remove upper king pin from pull yoke.

4. Using suitable lifting equipment, lift the scraper and lower king pin (8) up and away from the tractor. While removing pull yoke, carefully guide air and electrical lines out of pull yoke.

4. Remove bolts (3) and nuts (4) securing ball seats

(2) and pull yoke arms to the pull yoke arm balls on bowl. Remove both ball seats (2) from pull yoke arms.

5. Slide pull yoke assembly forward to free it from the pull yoke arm balls. Remove pull yoke assembly from scraper bowl.

6. Remove lifting device from pull yoke.

5. If required, remove lower king pin from pull yoke.

Inspection


INSPECTION


Check lower and upper king pins (5 & 14) for excessive wear and replace as necessary. Check king pin bores, and bushing (6) and replace worn or

Check socket assembly on the end of the pull yoke arm and ball seat (2) for wear, burrs and out of roundness. Check pull yoke arm ball on bowl for wear.

Replace any parts that show signs of wear.

SM 1888 1-00 3

4


Section 280-0020

CONNECTING PULL YOKE TO BOWL


WARNING


Note:




1. With suitable lifting equipment attached to pull yoke

(1), align pull yoke arms with pull yoke arm balls on bowl and install ball seats (2). Install bolts (3) and nuts

(4) to secure ball seats and pull yoke arms to bowl.

2. Connect bowl lift rods to bowl. For proper installation procedure refer to Section 280-0040,

BOWL LINKAGE.

3. Remove caps from air and hydraulic lines and connect at bowl as tagged at removal. Connect electrical wires at bowl, as tagged at removal, and remove lifting device used.

2. If removed, install lower king pin (8) in pull yoke.

Make sure the lube passage in the side of the king pin faces forward.

3. Align the pull yoke and king pin (6) with the steering trunnion of the tractor and carefully lower pull yoke, inserting lower king pin into steering trunnion bore.

Note:

When installing lower king pin and pull yoke to steering trunnion, it may be necessary to lift the front end of the tractor with crane, forklift truck or other suitable lifting device to align the angle of bore in the steering trunnion with the angle of entry of the lower king pin.

4. Install upper king pin (9) through bushing in upper bore of pull yoke and steering trunnion. Be sure that the upper king pin bolt holes lines up with the hole in the steering trunnion.

5. Install bolt (1) through steering trunnion and king pin (9). Secure the bolt (1) with lockwasher (2) and nut (3).

6. Install steering cylinders. Refer to Section

220-0120, STEERING CYLINDER, for installation procedures.

7. Guide air hoses and wiring through the pull yoke.

CONNECTING SCRAPER TO TRACTOR

Installing King Pins


Connecting Wiring

1. Connect three heavy cables, (starter, engine supply and engine earth) at separation point on the gooseneck.

2. Connect frame harness and rear transmission harness at separation point on the gooseneck.

WARNING


Note:




1. Block tractor wheels. Attach an overhead crane to the scraper pull yoke.

Connecting Air Lines

1. Remove caps and connect the tractor brake air lines to the corresponding scraper brake lines.

Note:

Tractor brake lines can only be connected to scraper brake lines in the correct manner.

2. Install clamps and bolts to secure tubes to pull yoke.

SM 1888 1-00

Connecting Hydraulic Lines

1. Guide hydraulic lines through opening in front of pull yoke.

2. Remove dirt caps and connect bowl, apron and ejector hose assemblies as tagged during removal.

3. Install clamps, lockwashers and bolts to secure hoses to pull yoke.

4. Connect negative battery cable to the battery.

5. Close all air reservoir drain cocks.


Section 280-0020

6. Install the anti-syphon plug in the hydraulic oil tank.

7. Check hydraulic oil level and replenish, if necessary.

8. Place the battery master switch in the ‘On’ position, start the engine and bring air and hydraulic systems to operating temperature and pressure.

9. Remove all blocking from the machine and operate hydraulic and brake systems controls. Check for leaks and tighten fittings, if required.

10. Shut down engine and check hydraulic oil level.

Replenish, if necessary.

* * * *

SM 1888 1-00 5

10

11

BOWL - Apron and Ejector

Section 280-0030

SM - 3189

3

5

4

14

5

1

2

8

4

9

6

8

7

13

14

1 - Apron

2 - Apron Arm

3 - Apron Arm

4 - Bushing

5 - Bushing

6 - Apron Mounting Pin

7 - Bolt

8 - Fitting grease

9 - Pin

10 - Ejector Assembly

Fig. 1 - Exploded View of Typical Apron and Ejector

11 - Lift Bar

12 - Hinge Tube

13 - Cam Assembly

14 - Ejector Hinge Rod

REMOVAL

Apron


WARNING


1. Position the vehicle in a level work area, lower apron (1) completely, apply the parking brake and switch off the engine.

2. Operate the steering in both directions several times to relieve any pressure in the steering system.


4. Disconnect apron cylinders. Refer to Section

235-0035, APRON CYLINDER.

5. Remove locking bolts (7) from apron mounting pin

(6) and remove pin (6) from Pin (9) and apron arm (2).

Repeat for second apron arm (3).

6. Using suitable lifting equipment secured to lifting bar, welded to centre of apron (1), remove apron (1) from scraper bowl.

7. If required, remove bushing (4 & 5) from apron arms

(2 & 3).

SM 1890 Rev1 04-04

1

Bowl - Apron and Ejector

Section 280-0030

INSPECTION

Apron


1. Check condition of bushings (4 & 5). If bushings

(4 & 5) are scored, out of round, worn or damaged in any way, they must be replaced.

2. Check bores of apron arms (2 & 3) and apron mounting pins (6) for wear or damage and repair or replace parts as necessary.

3. Check apron arms (2 & 3) and apron (1) for cracks or bends and repair or straighten parts as necessary.

Refer to 'Maintenance' for correct procedure to follow.

INSTALLATION

Apron


Note:



1. If removed, press bushings (4 & 5) into bores on apron arms (2 & 3).

2. Using suitable lifting equipment attached to lifting bar, position apron (1) on vehicle and align the bores of the apron arms (2 & 3) with those of the bowl. Install pins (9) and locate apron mounting pins (6) and secure with bolts (7).

3. Install apron cylinders. Refer to Section 235-0035,

APRON CYLINDER, for proper procedure.

4. Place the battery master switch in the 'On' position, start the engine and check the operation of the apron and bowl.


REMOVAL

Ejector


WARNING


1. Position the vehicle in a level work area, lower ejector completely, apply the parking brake and switch off the engine.

2. Operate the steering in both directions several times to relieve any pressure in the steering system.


4. Using suitable lifting equipment, secured to lifting bar (11), support ejector assembly (10).

5. Cut off cover plates welded over ejector hinge opening. Drive one ejector hinge rod (14) out slightly by tapping with a drift or punch against the other rod.

Pull hinge rod (14) out from hinge tubes (12). Remove other hinge rod (14) in the same manner.

6. When hinge rods (14) are removed, remove ejector assembly (10) from scraper bowl.

INSPECTION

Ejector


1. Check ejector hinge tubes (12) for cracks and replace or reweld as necessary.

2. Check ejector assembly (10) for cracks or bends and repair or straighten parts as necessary. Refer to

'Maintenance' for correct procedure to follow.

2

SM 1890 Rev1 04-04


Section 280-0030

INSTALLATION

Ejector


Note:



1.Using suitable lifting equipment attached to lifting bar

(11), position ejector assembly (10) on vehicle. When properly aligned, drive ejector hinge rods (14) through hinge tubes (12).

2. Weld the cover plates over ejector hinge openings.

Refer to 'Welding' section for proper procedure.

3. Place the battery master switch in the 'On' position, start the engine and check the operation of the apron and bowl linkage.


Welding

WARNINGS



MAINTENANCE

Inspection

Inspect the apron and ejector assemblies periodically for cracked or broken welds and bending/twisting. Any defects found should be repaired before they progress into major failures. Moving parts, such as levers, apron arms and ejector hinges should be checked for wear and for binding. Worn parts should be replaced before they break and cause considerable damage to the vehicle.

Straightening

Hydraulic straightening or aligning equipment should be used to straighten bent or twisted components whenever possible. However, if heat must be applied, never heat the metal beyond a dull cherry red colour, as too much heat will weaken the metal. When it is necessary to heat the metal, apply heat uniformly over the area to be straightened and protect the heated surface from sudden cooling. Any parts buckled sufficiently to show cracks or signs of strain afer cold straightening should be reinforced or replaced.




Note:


a - Turn keyswitch off b - Turn battery master switch off c - Battery earth cables d - Battery supply cables e - Alternator earth cables f Alternator supply cables g - Transmission ECU connectors (front & rear) h - Engine ECU connectors (front & rear)


SM 1890 Rev1 04-04

3


Section 280-0030

Note:


Painting

A check of the condition of the paint should be made approximately twice a year.

Electric arc welding is recommended for all welded repairs. Since the nature and extent of damage to the apron and ejector cannot be predetermined, no definite repair procedure can be established. As a general rule however, if parts are twisted, bent or pulled apart, or is bent or out of alignment, no welding should be done until the parts are straightened or realigned.

Successfully welded repairs will depend to a great extent upon the use of the proper equipment, materials and the ability of the welder. The Service Department can be consulted regarding the feasibility of welding repairs.

WARNING

Welding, burning, heating or dressing surfaces previously painted using polyurethane paint produces fumes which are toxic. Surfaces must be prepared using paint stripper prior to area being reworked. Recommended Industrial

Hygiene and Safety Rules should be followed for protection of the welding operator from fumes.

If painting of the unit is required, thoroughly clean the areas to be painted. Apply a primer coat of red oxide and then a finish coat of polyurethane enamel.

Patching

Refer to Fig. 2.


There are two methods to be used when patching a hole. On the outside surfaces where no moving parts will come in contact with the patch, trim off the curved edges of the hole and place a patch, of the same thickness and type of steel, over the hole. This patch should overlap the hole at least two inches all around.

Tack weld the patch in a few places to hold it in place, and then weld all around the edge of the patch.

If the unit is to be stored for any length of time, the interior of the apron and ejector should painted with a primer coat of red oxide to prevent formation of rust.

SM - 2212

When patching a hole where moving parts must pass over the patch, the hole should be trimmed with a cutting torch and a patch of the same shape and contour as the panel placed in the hole. Before welding the patch, tack weld a piece of strap steel across it to provide a grip and to keep the patch in the proper position. Next, weld around the patch enough to hold it firmly in place and remove the strap steel.

After removing the strap, complete the weld and grind it down to finish the job.

If the hole is completely through both panels of the wall, each side can be mended in the manner suggested. In order to obtain the original strength of the wall when the hole is completely through it, the ‘I’ reinforcing spacers must be repaired if they are damaged.

Fig. 2 - Applying a Patch

* * * *

4

SM 1890 Rev1 04-04

BOWL - Ejector Lever

Section 280-0040

SM - 2380

8

16

17

2

7

3

15

15

3

11

12

13

10

18

15

19

20

1

5

10

9

4

14

6

10

9

1 - Ejector Lever

2 - Lever Mounting Pin

3 - Bushing

4 - Roller

5 - Mounting Pin

6 - Mounting Pin

7 - Bolt

8 - Locknut

9 - Bolt

10 - Washer

11 - Mounting Pin

12 - Bolt

13 - Nut

14 - Grease Fitting

Fig. 1 - Exploded View of Ejector Lever and Lube Fittings

15 - Elbow

16 - Lube Hose

17 - Lube Hose

18 - Lube Hose

19 - Adaptor

20 - Grease Fitting

OPERATION


When the ejector cylinder is actuated, the ejector lever pivots at the top and the ejector roller (4) pushes against the ejector. The ejector raises and pushes the material up and out of the scraper bowl.

SM 1892 1-00

REMOVAL


WARNING


1. Position the vehicle in a level work area, lower ejector completely until it rests on ejector stops, apply the parking brake and switch off the engine. Operate the steering in both directions several times to relieve any pressure in the steering system.

1

Bowl - Ejector Lever

Section 280-0040


3. Identify lube hoses (16 & 17) for ease of installation and disconnect from elbows (15) on ejector lever (1) and mounting pin (5). Cap ends to prevent entry of dirt.

Remove elbows (15) from ejector lever (1) and mounting pin (5).

4. Using suitable blocking equipment, support ejector cylinder and remove bolt (9), washer (10) and mounting pin (5) from ejector lever (1).

5. Using suitable lifting equipment, support ejector lever (1), remove bolt (7) and nut (8) and drive lever mounting pin (2) from ejector lever (1). Remove ejector lever (1) from vehicle.

6. Remove grease fitting (14) from mounting pin (6).

Support roller (4) and remove bolt (9), washer (10) and mounting pin (6) from ejector lever (1). Remove roller

(4) from vehicle.

7. If required, remove bushing (3) from ejector lever (1).

INSPECTION


1. Check ejector lever (1) for cracks or bends and repair or replace as necessary.

2. Check bushing (3), bores of ejector lever (1) and pins (5 & 6) for excessive wear and replace parts as necessary.

3. Check roller (4) for wear, and out of roundness.

Replace roller (4) if it shows signs of wear.

INSTALLATION


Note:



1. If removed, press bushing (3) into ejector lever (1) bore.

2. Support roller (4) and install mounting pin (6) through bore. Secure with bolt (9) and washer (10).

Check roller (4) turns freely and does not bind. Install grease fitting (14) in mounting pin (6).

3. Using suitable lifting equipment, position ejector lever (1) on vehicle and install lever mounting pin (2) through bowl mounting brackets and ejector lever (1) bore. Secure mounting pin (2) with bolt (9) and nut (8).

4. Align ejector lever (1) with ejector cylinder eye and install mounting pin (5). Secure mounting pin (5) with bolt (9) and washer (10).

5. Install elbows (15) in ejector lever (1) and mounting pin (5). Remove caps and connect lube hoses

(16 & 17) to elbows (15) as identified at Removal.

6. Place the battery master switch in the 'On' position, start the engine and check the operation of the apron and bowl linkage.


SPECIAL TOOLS



* * * *

2

SM 1892 1-00

BOWL - Bowl Linkage

Section 280-0040

SM - 2379

2

1

3

8

6

5

4

9

10

8

6

5

4

9

10

6

BOWL

CYLINDER

8

7

BOWL

CYLINDER

7

8

5

4

2

12

13

3

9

10

11

14

6

5

6

1 - Pin

2 - Cotter Pin

3 - Spacer

4 - Cylinder Pin

5 - Bolt

REMOVAL


6 - Grease Fitting

7 - Bowl Lift Lever

8 - Bushing

9 - Lockwasher

10 - Nut

Fig. 1 - Exploded View of Bowl Linkage

WARNING


1. Position the vehicle in a level work area, ensure scraper bowl and apron is completely lowered, apply the parking brake and switch off the engine. Operate the steering in both directions several times to relieve any pressure in the steering system.

SM 1891 1-00

11 - Locknut

12 - Roller

13 - Lift Rod Mounting Pin

14 - Lift Rod


3. Disconnect lift rods (14) and roller (12), if used, from bowl by removing bolts (5), nuts (10) and lockwashers

(9) and driving out pins (13). Remove grease fitting (6) before removing pins.

4. Remove bolts (5), nuts (11) and grease fittings (6) from pins (4). Support lift rods (14) and drive out pins

(4) separating lift rods (14) from levers (7).

5. Support cylinders and disconnect levers (7) from cylinders by removing cylinder pin locking bolts (5), nuts (10), lockwashers (9) and grease fittings (6) and driving out pins (4).

1

Bowl - Bowl Linkage

Section 280-0040

6. Support levers (7), with suitable lifting equipment, to keep them from falling and to take weight off lever pin

(1). Remove cotter pin (2) from pin (1). Drive pin (1) out and remove spacers (3). Remove levers (7) and place in a suitable working area.

7. Remove bushings (8) if scored or scratched.

INSPECTION


1. Check levers (7) for cracks or bends and repair or replace as necessary.

2. Check bushing (8), pins (1, 4 & 13), bores in levers

(7) and lift rods (14) and roller (12), if used, for excessive wear and replace parts as necessary.

3. Inspect all bolts and nuts for stripping or bends and replace as necessary.

INSTALLATION


Note:



1. If removed, press bushing (8) into bowl levers (7).

WARNING



3. Support levers (7) with a suitable lifting device and drive lever mounting pin (1) through bores containing bushings (8) of bowl levers and spacers (3). Install cotter pin (2) on each end of pin (1).

4. Install levers (7) to bowl cylinders by installing pins

(4) and securing with bolts (5), lockwashers (9) and nuts (10). Install grease fittings (6) in pins (4).

5. Connect lift rods (14) to bowl levers (7) by installing pins (4) and securing with bolts (5) and nuts (11).

Install grease fittings (6) in pins (4).

6. Position lift rods (14) and rollers (12), to brackets on bowl and secure with pins (13). Secure pins (13) with bolts (5), lockwashers (9) and nuts (10). Replace grease fittings (6).

SPECIAL TOOLS



* * * *

2

SM 1891 1-00

BOWL - Cutting Edges and Side Blades

Section 280-0050

SM - 2215

1 - Plow Bolt

2 - Nut

3 - Blade Base

4 - Plow Bolt

5 - Side Blade

6 - Nut

Fig. 1 - Exploded View of Cutting Edges and Side Blades

REMOVAL


WARNING


1. Position the vehicle in a level work area, apply the parking brake and switch off the engine. Operate the

7 - Cutting Edge steering in both directions several times to relieve any pressure in the steering system.


3. Remove nuts (2) and plow bolts (1) securing cutting edges (7) to blade base (3). Remove cutting edges (7) from vehicle.

4. Remove nuts (6) and plow bolts (4) securing side blades (5) to bowl frame. Remove side blades (5) from vehicle.

SM 1726 2-99

1

Bowl - Cutting Edges and Side Blades

Section 280-0050

INSTALLATION


Note:



used for various edge arrangements. In addition, the edges are reversible which prolongs the useful life of the edges. The use of the proper edge arrangement for certain types of cut or soil conditions can save a great deal of money in edge replacement and labour.

Scraper edges should never be allowed to wear to the point where the blade base is doing the cutting.

Note:

The plow bolts used to attach the scraper cutting edges and side blades must be tightened correctly if the blades are to stay in place. The plow bolts have square shoulders which fit into square holes in the blades to keep the bolts from turning. If the bolt shoulders are not seated properly the bolts cannot be tightened adequately and the blades will eventually work loose. To make sure the bolts are torqued to the recommended 750 - 820 Nm

(550 - 600 lbf ft), strike the heads with a suitable hammer while tightening the nuts with a torque wrench. When the torque on the nuts cannot be reduced below 750 Nm (550 lbf ft) by additional striking on bolts heads, the bolts are then properly seated and tightened correctly.

The 100 mm (4 in) drop centre arrangement is recommended for hard, rock-free soils when a maximum drop centre and centre heaped loads is required. To renew this arrangement after one edge is worn, reverse all edges and interchange the outer pair of edges (1 & 4) with the inner pair (2 & 3).

The straight edge arrangement is recommended whenever a level cut or a level fill is required. To renew this arrangement after one edge is worn, reverse all edges and interchange the outer pair of edges (1 & 4) with the inner pair (2 & 3).

1. Inspect cutting edges (7) for damage and replace if necessary. Position cutting edges (7) to blade base (3) and secure with plow bolts (1) and nuts (2).

2. Inspect side blades (5) for damage and replace if necessary. Position side blades (5) to bowl frame and secure with plow bolts (4) and nuts (6).

3. Place the battery master switch in the 'On' position and remove blocks from all road wheels.

The maximum overhang arrangement is recommended for fast, easy loading in rock-free soils and for maximum edge wear life. When working in rocky soils, the minimum overhang edge arrangement is recommended. For beginning scraper cuts on side slopes or to crown a scraper cut, the one side cutting edge is recommended. These three edge arrangements cannot be renewed by reversing the edge when one edge is worn, however, the edges can be used with the 100 mm (4 in) drop centre and straight edge arrangements.

BLADE ARRANGEMENTS


The scraper cutting edges (blades) and scraper blade base are designed so that one type of edge can be

SPECIAL TOOLS




FIG. NO.

1

1

ITEM NO.

2

6

ITEM NAME

Nut

Nut

Nm

750 - 820

750 - 820

TORQUE lbf ft

550 - 600

550 - 600

2

SM 1726 2-99

SM 1726 2-99

Bowl - Cutting Edges and Side Blades

Section 280-0050

SM - 2216

Fig. 2 - Various Cutting Edge Arrangements

* * * *

3

SAFETY PRECAUTIONS

Do not allow unauthorized personnel to service or maintain this vehicle. Study the Operator’s Handbook and Maintenance Manual before starting, operating or servicing this vehicle. Always follow procedures and safety precautions detailed throughout this manual.

MISCELLANEOUS - Lubrication System

Section 300-0020

LUBRICATION AND SERVICE

WARNING

These vehicles are equipped with engine and transmission oil pans which permit operation on longitudinal slopes up to 30° (57%). For operation on steeper slopes, the factory should be consulted.

Always attach a 'DO NOT OPERATE' or similar warning sign to the ignition switch or a prominent control before cleaning, lubricating or servicing the vehicle.

Never allow anyone to work on the vehicle while it is moving. Make sure there is no one on the vehicle before working on it.

Lubrication is an essential part of preventive maintenance. It is important that the instructions, regarding types of lubricants and the frequency of their application, be followed to prolong the useful life of the vehicle. Periodic lubrication of moving parts reduces to a minimum the possibility of mechanical failures.

Do not work under or near any unblocked or unsupported linkage, part or vehicle.

Always relieve pressure before servicing any pressurized system. Follow the procedures and safety precautions detailed in the relevant Maintanance

Manual section.

When changing oil in the engine, transmission and hydraulic systems, or removing hydraulic lines, remember that the oil may be hot and can cause burns to unprotected skin.

When working on or around exhaust components, remember that the components may be hot and can cause burns to unprotected skin.

Always deflate the tyre before attempting to remove any embedded objects or removing the tyre and rim assembly from the vehicle.

All change and service periods are recommendations based on average operating conditions. Lubricants showing evidence of excessive heat, oxidation or dirt should be changed more frequently to prevent these conditions.

Lubricant change and service periods must be established on the basis of individual job conditions utilizing oil sampling and recommendations from lubricant suppliers.

Thoroughly clean all fittings, caps, plugs etc., to prevent dirt from entering any system while carrying out servicing procedures. Lubricants must be at operating temperature when draining.

Note: Do not operate any system unless oil level is within the recommended operating levels as indicated on oil level dipstick, sight gauge or level plug.

Always use a self-attaching chuck with a long airline, and, stand to one side while the tyre is inflating. Refer to Section 160-0050, WHEEL RIM AND TYRE.

Lubrication and Service Chart

Small circles on the following illustration represent points at which lubrication and/or servicing must take place, at the intervals indicated on the left hand side of the lubrication and service chart. The numbered circles on the illustration contain reference numbers which correspond to the reference numbers in the

'Ref. Points' column of the lubrication and service chart.

Note: At each scheduled maintenance interval, perform all previous checks in addition to the ones specified.

SM 1889 Rev 2 12-05

1

Miscellaneous - Lubrication System

Section 300-0020

1 6 10 12 7 11 9 10 20 2 10

SM - 2224

13 3 12 7 11 4 8 9 5 4

Fig. 1 - Lubrication Points - Tractor

2

LUBRICATION AND SERVICE CHART - Tractor

Interval

Hours

10

50

150

Ref.

Points

1

2

-

-

-

-

-

-

-

-

-

-

-

-

3

4

5

-

Identification Service Instructions

No. of

Points

Engine

Transmission

Hydraulic Oil Tank

Coolant Level

Fuel Tank

Check oil level. Add if low



Check coolant level. Add if low

Drain water

Fuel Filter/Water Separator Drain water and sediment

Cooling Fan Visually inspect for debris & damage

Drive Belts

Air Reservoirs

Air Cleaner Restriction

Visually inspect all belts

Drain all air tanks

Check gauge. Replace element if reqd

1

1

1

-

3

Air/Water Separator

Tyres

Drain water

Check condition. Check pressures when tyres are cold.

1

2

Controls and Instruments Check for proper operation

General Inspection Check for leaks and damaged parts.

Repair/replace as required.

-

-

1

1

1

1

1

Steering Frame Pins

Steering Cylinder Pins

Reversing Valve Rollers

Remote Lubrication Points Lube

- Basic Parts

-

7

8

9

Cooling System

Planetary Assemblies

Differential

Driveline Slip Joints

10 Universal Joints

11 Brake Cam Shafts

12 Brake Shoe Anchor Pins

Lube

Lube

Lube

Check antifreeze concentration



Lube

Lube

Lube

Lube

2

3

2

4

-

2

1

2

4

2

4

Lubricant Service/Quantities

EO

HTF

As required

As required

HO As required

Antifreeze As required

-

EP, NLGI See Note 1

EP, NLGI See Note 1

EP, NLGI See Note 1

EP, NLGI See Note 1 & Page 4

-

-

-

-

-

-

-

-

-

-

EPL

EPL

-

-

-

-

-

-

-

See Page 5

Refer to Section 160-0050

Ref. Engine Manual

As required

As required

EP, NLGI Refer to Section 130-0010

EP, NLGI Refer to Section 130-0010

EP, NLGI See Note 1

EP, NLGI See Note 1

SM 1889 Rev 2 12-05


Section 300-0020

LUBRICATION AND SERVICE CHART - Tractor (Continued)

Interval

Hours

150

300

500

600

900

1 000

1 200

1 800

2 000

2 400

Ref.

Points Identification

13

-

-

Service Instructions

Steering Gear

Differential Breather

Lube

Clean


- Brake Parts

-

-

-

-

-

-

20 Transmission Input Bearing Lube

1

-

Engine

Engine Lube Oil Filters

16 Transmission Oil Filter

Drain oil and refill

Replace

Replace

Fuel Filters and Strainer

Drive Belts

Hydraulic Filter

Replace filters and clean housings

Check tension. Adjust if required

Change filter element

Hydraulic Tank Breather Clean

Air Compressor Governor Clean or replace filters

Coolant Inhibitor Replenish

-

7

6

-

8

-

-

-

Engine Coolant Filter

2 Transmission

16 Transmission Oil Filter

Engine Power Takeoff

Engine Air Cleaner


Differential

Cooling System

Hydraulic System

Replace filter/conditioner element


Replace


Clean inlet hood and tubes

Engine Crankcase Breather Replace element



Drain coolant and refill


Hydraulic Oil Tank Screen Remove and clean

-

Air Drier

Engine Cooling System

Replace dessicant cartridge.

Drain coolant and refill. Replace filters

1

2

1

-

1

1

No. of

Points Lubricant Service/Quantities

1

1

1

EP, NLGI See Note 1

-


1

1

-

1

1

-

1

-

-

1

1

-

1

1

1

1

1

EP, NLGI See Page 5

EO

-

-

-

-

-

-

-

-

-

HTF

-

EPL

-

-

EPL

-

-

-

See Page 5

EPL -

Antifreeze 40 litres (10.6 US gal)

HO

-

-

-

24.6 litres (6.5 US gal)

Ref. Engine Manual

-

-

Ref. Engine Manual

-

-

Ref. Engine Manual

Ref. Engine Manual

-


-

204 litres (54 US gal)

Antifreeze 40 litres (10.5 US gal)

Note: Capacities given are approximate, work to dipstick, sight gauges or level plugs. Use chart in conjunction with 'Recommended Lubricants' table.

Note 1 - Lubricate slowly until excess lube is seen.

EO - Engine Oil. Refer to 'Recommended

Lubricants' table.

* - Refer to 'Recommended Lubricants' table.

EPL - Extreme Pressure Gear Lubricant spec.

MIL-L-2105D.

HTF - Hydraulic Transmission Fluid Type C-4. Refer to 'Recommended Lubricants' table.

HO - Hydraulic Transmission Oil. Refer to

'Recommended Lubricants' table.

EP, NLGI- Extreme Pressure Lithium No. 2 Grease.

Refer to 'Recommended Lubricants Table'.

SM 1889 Rev 2 12-05

3


Section 300-0020

FRONT LHS

OF BOWL

TRACTOR

9

10

7

8

5

6

3

4

1

2

STEERING CYLINDER PIN

LEVER MOUNTING PIN


BOWL CYLINDER MOUNTING PIN

BOWL CYLINDER MOUNTING PIN (Lower)

LIFT ROD MOUNTING PIN (Upper)





1 3 5 7 9

2 4 6 8 10

C

9

10

7

8

5

6

3

4

1

2

BRAKE CAM SHAFT

DRIVE BEARING

BRAKE SAFETY CHAMBER


BRAKE SHOE ANCHOR PIN




PLUGGED

BRAKE CAM SHAFT

1 3 5 7 9

2 4 6 8 10

A

SM - 2370A

7

8

5

6

3

4

1

2

9

10

11

12

LEVER MOUNTING PIN


LEVER MOUNTING PIN

APRON CABLE ROLLER


LOWER KING PIN


LIFT ROD MOUNTING PIN (Lower)

LIFT ROD MOUNTING PIN (Lower)

LOWER KING PIN

PLUGGED

PLUGGED

1 3 5 7 9 11

2 4 6 8 10 12

D

7

8

5

6

3

4

1

2

ROLLER

STEERING FRAME PIN

ROLLER

STEERING FRAME PIN


STEERING FRAME PIN

PLUGGED


1 3 5 7

2 4 6 8

B

FRONT RHS

ON ENGINE

COVER

TRACTOR

Fig. 2 - Remote Lubrication Lines - Tractor

Remote Lubrication Points

For improved accessibility, remote lube lines are run to manifold blocks mounted on the front right hand side engine cover and the front left hand side of the bowl.

These lines should be inspected periodically for damage.

Apply sufficient grease into each nipple until there is clear evidence of grease emerging from one or two of the clearly visible connected bearing points.

Do not over grease the brake system.

The progressive distribution of the lubricant throughout the system is absolutely positive. Such that should any connected bearing point not be able to accept the individually measured quantity of lubricant from the system for any reason, the distribution will progressively cease to function until a 'pressure stall' situation occurs. This situation will be clearly evident to the operator as the lever gun or air gun will stop operating, and no more lubricant will enter the system.

When a component is lubricated, the general condition of the component should also be visually checked.

Look for cracked parts, loose fasteners, excessive wear, or improper clearance as applicable to the component being lubricated.

Operation

The distributor manifolds progressively and positively distribute the total lubricant input into each of the single grease points to all connected bearing points on the scraper, via internal reciprocating pistons, without reliance on springs, valves or seals.

4

Should a pressure stall condition occur, this indicates that one or more of the connected bearing points cannot receive its measured quantity of grease. The following procedure should be followed in order to quickly identify which of the connected points is the cause of the problem.

With the grease gun applied to the single nipple in question, maintain pressure on the system. Remove and refit each outlet of the distributor manifold in turn, until grease appears and the distributor can operate once again. This indicates which bearing point is causing the problem, trace the feed line to the bearing point and rectify the problem.

SM 1889 Rev 2 12-05

MISCELLANEOUS SERVICING

WHEN REQUIRED

Seat Belts - Inspect seat belts and replace if damaged.

Note: Replace seat belts at least once every three years, regardless of appearance.


Section 300-0020

EVERY 150 HOURS OF OPERATION

General Inspection - Check entire scraper for leaks, loose bolts and nuts or damaged parts. Examine the scraper, particularly the chassis, for cracks or broken welds. Repair where necessary.

Windscreen Wipers and Washers - Inspect wiper blades and replace if damaged. Top up washer reservoir.

EVERY 10 HOURS OF OPERATION (DAILY)

Walk Around Inspection - Inspect the machine as described in Section 4 of the Operators Handbook.

Engine - Visually check engine for damage, loose or frayed belts and listen for any unusual noises.

Engine Air Cleaner - Change air cleaner element only when air restriction gauge locks up in the red.

Service dust cup daily.

Note: Service air cleaners more often when operating under extremely dusty conditions.

Engine Crankcase - Check oil level and add oil if low. With the engine off, the oil should be between the 'Low' and 'Full' marks on the dipstick, up to the

'Full' mark is preferable.

Transmission - Adjust bowl height to level the transmission and, with the engine running and oil at normal operating temperature, check oil level. Add oil if the level is below the 'FULL' line on the dipstick.

Do not overfill.

Drive Belts - Visually check the belts and replace if they are cracked or frayed. Adjust belts that have a glazed or shiny surface which indicates belt slippage. Correctly installed and tensioned belts will show even pulley and belt wear. Refer to 'Engine

Operation and Maintenance Manual' for drive belt tension and adjustment of new and used belts.

Note: The fan belt is maintained to the correct belt tension by a spring loaded idler arm, therefore, there is no need to adjust belt tension.

Oil Can Points - Oil brake treadle rollers, hinges and other working parts with engine oil.

Transmission Input Bearing - Lubricate through the lube fitting with a hand grease gun, 3-4 shots of grease. Do not overgrease

Note: Failure to lubricate with a No. 2 Consistency grease could cause premature failure of the input bearing.


Cooling Fan - Visually check fan for cracks, loose rivets, and bent or loose blades. Check fan mounting and tighten if required. Replace any fan that is damaged.

Hydraulic Tank - With the bowl on the ground, apron down, ejector returned and the engine off, check oil level. Oil level should be between the 'Cold' and 'Hot' marks on the sight gauge. Add oil if low.

Cooling System - Check coolant level, add if low.

Add coolant to the top of the filler neck.

AFTER FIRST 50 HOURS OF OPERATING NEW OR

REBUILT COMPONENTS

Transmission - Drain oil, replace filter and refill.


Coolant Inhibitor - Check and replenish coolant inhibitor as described in Engine 'Operation and

Maintenance Manual'.

EVERY 1 200 HOURS OF OPERATION

Engine Power Takeoff - Drain and refill. Remove bottom pipe plug in PTO cover and drain oil into a suitable container. Reinstall pipe plug and refill to level of check cock.

AFTER FIRST 150 HOURS OF OPERATING NEW

OR REBUILT COMPONENTS

Differential - Drain oil and refill.

Planetaries - Drain oil and refill.

SM 1889 Rev 2 12-05


Hydraulic Oil Tank - Drain tank, remove and clean filter screen assembly and discard filter element.

Reinstall filter screen, new filter element and refill with clean hydraulic oil. Refer to Section 235-0040,

HYDRAULIC TANK.

5


Section 300-0020

ENGINES AND TRANSMISSION

All information contained in the 'Lubrication and Service

Chart' was extracted from the relevant manufacturers

Operators Manual and was correct at time of publication. User should ensure that information contained in this chart, regarding the Engine and

Transmission, reflects the information shown in the relevant manufacturers Operators Manuals, supplied with the machine. Maintenance procedures should be carried out in conjunction with any additional procedures contained in the relevant manufacturers

'Operation and Maintenance Manual', at the intervals specified.

RECOMMENDED LUBRICANTS

COMPONENT

Engine

LUBRICANT VISCOSITY (See Note 1)

Engine oil with 1.00% ash is recommended.

Sulphated ash must not exceed 1.85% limit.

Classification is as follows:

API Classification

Military Specifications

The use of low viscosity oils, such as

10W or 10W-30, can be used to aid in starting the engine and providing sufficient oil flow at ambient

CG-4 or CF-4 temperatures below -5°C (23°F).

MIL-L-2104E Continuous use of low viscosity oils can

SAE Grade 15W-40 decrease engine life due to wear.

Transmission Hydraulic Transmission Oil, Type C-4.

See Note 3.

Ambient Recommendation

-30° to 30° C SAE 0W-20 (Arctic)

-25° to 30° C

-15° to 30° C

-10° to 30° C

-5° to 50° C

0° to 50° C

DEXRON-III

SAE 10W

SAE 15W

SAE 30

SAE 40

SAE 80W-90 at ambient temperatures of -18° to 32°C

Differential, Multipurpose Extreme Pressure type gear oil

Planetary Gears, meeting MIL-L-2105C Specifications

Power Takeoff, (No Zinc Additive).

Steering Gear

Grease Fittings Multipurpose Extreme Pressure Lithium Grease No. 2 Consistency with a typical melting point of 190° C.

Cooling System Antifreeze, Ethylene Glycol

Fuel Tank Diesel Fuel Oil with maximum sulphur 0.5% DIN EN590

Hydraulic System Hydraulic Transmission Oil meeting MIL-L-2104C SAE 10W

Specifications or API Service Code CC or CD/SC at ambient temperatures of -18° to 32°C

Drivelines, Multipurpose Extreme Pressure Lithium Grease No. 2 Consistency

Steering Column (without 'Molybdenum'), with a typical melting point of 190° C.

Note - For temperature conversions to degrees

Fahrenheit (°F) refer to the table on page 11.

Note 1 - Consult your lubricant supplier for the correct viscosity of lubricant to use when ambient temperatures are consistently above or below those listed.

Note 2 - Detroit Diesel does not recommend any specific brand of engine oil but the use of oils that meet API categories. Detroit Diesel recommends use of only the multi-graded viscosity oils shown for the various ambient temperatures listed.

Note 3 - Preheat is required below minimum temperatures shown. Operation below the minimum temperatures listed for the oil used without proper preheat or warm-up results in greatly reduced transmission life. Proper warm-up requires 20 minutes minimum operation in neutral (with engine at part throttle) before operating the transmission in gear.

Hydraulic Transmission Oil meeting Specification

EMS19058 may also conform to the Allison C-4 requirements. Consult your lubricant supplier for confirmation.

6

SM 1889 Rev 2 12-05

5 7 8 9


Section 300-0020

SM - 2377

12 2 17 15 19 16 18 14 1

4 6 8 9 12 3 16 21 17 19 13 18 14 17

Fig. 3 - Lubrication Points - Scraper

LUBRICATION AND SERVICE CHART - Scraper

Interval Ref.

Hours Points Identification

10

50

-

-

-

1

2

-

-

-

-

-

-

3

4

5

6

7

8

9

10

11

12

13

-

-

Engine

Transmission

Coolant Level

Fuel Tank

Fuel Strainer

Fuel/Water Separator

Cooling Fan

Drive Belts

Air Reservoirs

Air Cleaner Restriction

Tyres

General Inspection

Ejector Lever Roller Pin Lube

Lower Kingpin Thrust Bearing Lube

Lower Kingpin Bushing Lube

Upper Kingpin Lube

Lever Mounting Pins Lube

Bowl Cylinder Mounting Pins Lube

Lift Rod Mounting Pins Lube

Apron Sheave Pin

Apron Cable Roller

Pull Yoke Ball Joint

Lube

Lube

Lube

Ejector Lever Mounting and Lube

Ejector Cylinder Pins

Remote Lubrication Points

- Basic Parts

Lube

Service Instructions

No. of

Points



Check coolant level. Add if low

Drain water

Drain water and sediment

Drain water and sediment

Visually inspect for debris & damage

Visually inspect all belts

Drain all air tanks

Check gauge. Replace element if reqd 1

Check condition. Check pressures when tyres are cold.

2

Check for leaks and damaged parts.

Repair/Replace as required

-

1

-

1

1

1

1

1

1

1

Lubricant

EO

Service/Quantities

HTF As required

Antifreeze As required

-

-

-

-

-

-

-

-

-

-

-

-

-

-

As required

-

See Page 10

-

Refer to Section 160-0050

3

6

4

1

1

1

1

2

3

1

2

1

EP, NLGI See Note 1

EP, NLGI See Note 1

EP, NLGI See Note 1

EP, NLGI See Note 1

EP, NLGI See Note 1

EP, NLGI See Note 1

EP, NLGI See Note 1

EP, NLGI See Note 1

EP, NLGI See Note 1

EP, NLGI See Note 1

EP, NLGI See Note 1


SM 1889 Rev 2 12-05

7


Section 300-0020

LUBRICATION AND SERVICE CHART - Scraper (Continued)

Interval Ref.

Hours

150

Points

-

14

15

16

17

18

19

-

-

Identification Service Instructions

Cooling System


Differential

Driveline Slip Joints

Check antifreeze concentration



Lube

Universal Joints

Brake Cam Shafts

Brake Shoe Anchor Pins

Differential Breather

Lube

Lube

Lube

Clean


- Brake Parts

300

500

600

21

1

-

-

-

-

-

Transmission Input Bearing

Engine

Engine Lube Oil Filter

Transmission Oil Filter

Fuel Filters and Strainer

Coolant Inhibitor

Drive Belts

Lube


Replace

Replace

Replace filters and clean housings

Replenish

Check tension. Adjust if required

900

1 000

1 200

2 400

-

-

-

14

15

-

-

-

2

-

Engine Coolant Filter

Transmission

Transmission Oil Filter

Replace filter/conditioner element


Replace

Engine Power Takeoff

Engine Air Cleaner


Clean inlet hood and tubes

Engine Crankcase Breather Replace element

Planetary Assemblies Drain oil and refill

Differential

Fuel Tank


Clean filler neck screen

Cooling System Drain coolant and refill

Note: Capacities given are approximate, work to dipstick, sight gauges or level plugs. Use chart in conjunction with 'Recommended Lubricants' table.

Note 1 - Lubricate slowly until excess lube is seen.

EO - Engine Oil. Refer to 'Recommended

Lubricants' table.

* - Refer to 'Recommended Lubricants' table.

No. of

Points Lubricant Service/Quantities

1

2

-

2

4

1

4

2

1

-

EPL

Ref. Engine Manual

As required

EPL As required

EP, NLGI See Note 1

EP, NLGI See Note 1

EP, NLGI See Note 1

EP, NLGI See Note 1

-


1

1

1

1

-

1

-

EP, NLGI See Page 10

EO

-

-

-

-


-

-

-

-

Ref. Engine Manual

Ref. Engine Manual

1

1

1

-

HTF

-

-

-

49 litres (12.9 US gal)

1

2

1

-

1

1

EPL

EPL

EPL

-

-

-

-

-

-

-

See Page 10

-

1 Antifreeze 39 litres (10.3 US gal)

EPL - Extreme Pressure Gear Lubricant spec.

MIL-L-2105D.

HTF - Hydraulic Transmission Fluid Type C-4. Refer to 'Recommended Lubricants' table.

HO - Hydraulic Transmission Oil. Refer to

'Recommended Lubricants' table.

EP, NLGI- Extreme Pressure Lithium No. 2 Grease.

Refer to 'Recommended Lubricants Table'.

8

SM 1889 Rev 2 12-05

REAR LHS SCRAPER

ENGINE COVER


Section 300-0020

SM - 2370B

E

10 8 6 4 2

9 7 5 3 1

9

10

7

8

5

6

3

4

1

2



PLUGGED



BRAKE CAM SHAFT


DRIVE BEARING


BRAKE CAM SHAFT

F

6 4 2

5 3 1

3

4

1

2

5

6

EJECTOR CYLINDER

EJECTOR LEVER ROLLER PIN

EJECTOR CYLINDER MOUNTING PLATE

EJECTOR CYLINDER (Lower)

PLUGGED

PLUGGED

Fig. 4 - Remote Lubrication Lines - Scraper

Remote Lubrication Points

For improved accessibility, remote lube lines are run to a manifold block mounted on the rear right hand side of the engine cover. These lines should be inspected periodically for damage.

Apply sufficient grease into each nipple until there is clear evidence of grease emerging from one or two of the clearly visible connected bearing points.

Do not over grease the brake system.

When a component is lubricated, the general condition of the component should also be visually checked.

Look for cracked parts, loose fasteners, excessive wear, or improper clearance as applicable to the component being lubricated.

Operation

The distributor manifolds progressively and positively distribute the total lubricant input into each of the single grease points to all connected bearing points on the scraper, via internal reciprocating pistons, without reliance on springs, valves or seals.

SM 1889 Rev 2 12-05

The progressive distribution of the lubricant throughout the system is absolutely positive. Such that should any connected bearing point not be able to accept the individually measured quantity of lubricant from the system for any reason, the distribution will progressively cease to function until a 'pressure stall' situation occurs. This situation will be clearly evident to the operator as the lever gun or air gun will stop operating, and no more lubricant will enter the system.

Should a pressure stall condition occur, this indicates that one or more of the connected bearing points cannot receive its measured quantity of grease. The following procedure should be followed in order to quickly identify which of the connected points is the cause of the problem.

With the grease gun applied to the single nipple in question, maintain pressure on the system. Remove and refit each outlet of the distributor manifold in turn, until grease appears and the distributor can operate once again. This indicates which bearing point is causing the problem, trace the feed line to the bearing point and rectify the problem.

9


Section 300-0020

MISCELLANEOUS SERVICING

Every 10 hours of Operation (Daily)

Walk Around Inspection - Inspect the machine as described in Section 4 of the Operators Handbook.

Engine - Visually check engine for damage, loose or frayed belts and listen for any unusual noises.

Engine Air Cleaner - Change air cleaner element only when air restriction gauge locks up in the red.

Service dust cup daily.

Note: Service air cleaners more often when operating under extremely dusty conditions.

Engine Crankcase - Check oil level and add oil if low. With the engine off, the oil should be between the 'Low' and 'Full' marks on the dipstick, up to the

'Full' mark is preferable.

Transmission - Adjust bowl height to level the transmission and, with the engine running and oil at normal operating temperature, check oil level. Add oil if the level is below the 'FULL' line on the dipstick.

Do not overfill.

Cooling System - Check coolant level, add if low.

Add coolant to the top of the filler neck.

glazed or shiny surface which indicates belt slippage. Correctly installed and tensioned belts will show even pulley and belt wear. Refer to 'Engine

Operation and Maintenance Manual' for drive belt tension and adjustment of new and used belts.

Note: The fan belt is maintained to the correct belt tension by a spring loaded idler arm, therefore, there is no need to adjust belt tension.

Transmission Input Bearing - Lubricate through the lube fitting with a hand grease gun, 3-4 shots of grease. Do not overgrease.

Note: Failure to lubricate with a No. 2 Consistency grease could cause premature failure of the input bearing.


Cooling Fan - Visually check fan for cracks, loose rivets, and bent or loose blades. Check fan mounting and tighten if required. Replace any fan that is damaged.


Coolant Inhibitor - Check and replenish coolant inhibitor as described in Engine 'Operation and

Maintenance Manual'.

AFTER FIRST 50 HOURS OF OPERATING NEW OR

REBUILT COMPONENTS

Transmission - Drain oil, replace filter and refill.

AFTER FIRST 150 HOURS OF OPERATING NEW

OR REBUILT COMPONENTS

Differential - Drain oil and refill.

Planetaries - Drain oil and refill.


Engine Power Takeoff - Drain and refill. Remove bottom pipe plug in PTO cover and drain oil into a suitable container. Reinstall pipe plug and refill to level of check cock.


General Inspection - Check entire scraper for leaks, loose bolts and nuts or damaged parts.

Examine the scraper, particularly the chassis, for cracks or broken welds. Repair where necessary.

Oil Can Points - Oil brake treadle rollers and other working parts with engine oil.

Drive Belts - Visually check the belts and replace if they are cracked or frayed. Adjust belts that have a

ENGINE AND TRANSMISSION

All information contained in the 'Lubrication and

Service Chart' was extracted from the relevant manufacturers Operators Manual and was correct at time of publication. User should ensure that information contained in this chart, regarding the

Engine and Transmission, reflects the information shown in the relevant manufacturers Operators

Manuals, supplied with the machine. Maintenance procedures should be carried out in conjunction with any additional procedures contained in the relevant manufacturers 'Operation and Maintenance Manual', at the intervals specified.

10

SM 1889 Rev 2 12-05


Section 300-0020

RECOMMENDED LUBRICANTS

COMPONENT

Engine

LUBRICANT VISCOSITY (See Note 1)

Engine oil with 1.00% ash is recommended.

Sulphated ash must not exceed 1.85% limit.

Classification is as follows:

API Classification

Military Specifications

SAE Grade

The use of low viscosity oils, such as

10W or 10W-30, can be used to aid in starting the engine and providing sufficient oil flow at ambient

CG-4 or CF-4 temperatures below -5°C (23°F).

MIL-L-2104E Continuous use of low viscosity oils can

15W-40 decrease engine life due to wear.

Transmission Hydraulic Transmission Oil, Type C-4.

See Note 3.

Ambient Recommendation

-30° to 30° C SAE 0W-20 (Arctic)

-25° to 30° C DEXRON-III

-15° to 30° C

-10° to 30° C

-5° to 50° C

0° to 50° C

SAE 10W

SAE 15W

SAE 30

SAE 40

Differential, Multipurpose Extreme Pressure type gear oil

Planetary Gears meeting MIL-L-2105C Specifications

(No Zinc Additive).

SAE 80W-90 at ambient temperatures of -18° to 32°C

Grease Fittings Multipurpose Extreme Pressure Lithium Grease No. 2 Consistency

Ejector Rollers with a typical melting point of 190° C.

Cooling System Antifreeze, Ethylene Glycol

Fuel Tank

Drivelines

Diesel Fuel Oil with maximum sulphur 0.5% DIN EN590

Multipurpose Extreme Pressure Lithium Grease No. 2 Consistency

(without 'Molybdenum'), with a typical melting point of 190° C.

Note - For temperature conversions to degrees

Fahrenheit (°F) refer to the table below.

Note 1 - Consult your lubricant supplier for the correct viscosity of lubricant to use when ambient temperatures are consistently above or below those listed.

Note 2 - Detroit Diesel does not recommend any specific brand of engine oil but the use of oils that meet API categories. Detroit Diesel recommends use of only the multi-graded viscosity oils shown for the various ambient temperatures listed.

Note 3 - Preheat is required below minimum temperatures shown. Operation below the minimum temperatures listed for the oil used without proper preheat or warm-up results in greatly reduced transmission life. Proper warm-up requires 20 minutes minimum operation in neutral (with engine at part throttle) before operating the transmission in gear.

Hydraulic Transmission Oil meeting Specification

EMS19058 may also conform to the Allison C-4 requirements. Consult your lubricant supplier for confirmation.

Temperature Conversions

° Celsius -32 -30 -27 -25 -20 -18 -15 -10 -5 0 10 15 25 32 35 38 50 93

° Fahrenheit -26 -22 -17 -13 -4 0 5 14 23 32 50 59 77 90 95 100 122 200

* * * *

SM 1889 Rev 2 12-05

11

INTRODUCTION

Contained in this section are recommended service tools and equipment required for maintenance, overhaul and troubleshooting. In certain instances, both Metric and Imperial equivalents of the same tools are listed.

Note:

A tool may be of one piece construction or consist of a number of parts.

General

*15269784 - Multi-Gauge - Pressure range of 30 in of

vacuum to 5 000 lbf/in²

15269785 - Non-contact Infrared Thermometer

15268968 - Strap Type Filter Wrench

15268969 - Socket Type Filter Wrench

15268970 - Universal Belt Tension Gauge

15270180 - Belt Tension Gauge - Poly 'V' Belt

15269858 - Digital Tachometer

15269859 - Multimeter

15269813 - Water Manometer

15269802 - Dial Indicator Gauge - Metric

15269803 - Dial Indicator Gauge - Imperial

15269804 - Magnetic Base for Dial Indicator Gauge

15269805 - Micrometer - 0 to 25 mm

15269806 - Micrometer - 0 to 1 in

15269860 - 92 Piece Heavy Equipment Tool Kit

15269861 - Torque Wrench - 3/8 in drive,

20 - 100 Nm (15 - 80 lbf ft) range


60 - 330 Nm (45 - 250 lbf ft) range


4 - 20 Nm (40 - 180 lbf in) range


300 - 1 000 Nm (200 - 750 lbf ft) range


700 - 1 500 Nm (500 - 1 000 lbf ft) range

15269866 - Torque Multiplier - 1/2 in to 1 in drive,

25:1 Ratio, 3 000 Nm (2 200 lbf ft) range

* - The following items should be added to the multi-gauge to enable the gauge to be used on diagnostic test points:

15018226 - Diagnostic Coupling

00118748 - Connector (2 off)

15004085 - Hose Assembly (-4 HP, 84 in long)

MISCELLANEOUS - Service Tools

Section 300-0070

Engine

The following tools are recommended for Engine

Maintenance Procedures. These tools should be used in conjunction with procedures outlined in the engine manufacturers service manual.

15273106 - Sled Gauge

15273107 - Nozzle Tester with Adapter

15273105 - PRO-LINK 9000

15270310 - Adaptor Cable for DDR

15273084 - Multi Protocol Cartridge

15273101 - Navistar RAM Card

15273123 - Pressure Test Kit

15273110 - Crankshaft Front Oil Seal Wear Sleeve

Installer

15273122 - Orifice Restrictor Tool

15273121 - Piston Groove Wear Measuring Tool

15273119 - Valve Seat Installer

15273120 - Camshaft Bushing Service Set

15273109 - Plunger Pin (to check timing)

15273111 - Crankshaft Rear Oil Seal Installer

15273112 -Valve Guide Removal Tool

15273113 - Nozzle Puller

15273108 - Idler Nut Socket

15273089 - Fuel Injector Sleeve Remover

15273090 - Fuel Injector Remover Tool

15273091 - Fuel Injector Sleeve Installer

15273092 - Engine Harness Repair Kit

15273093 - Terminal Release Tool Kit

15273100 - ECM Terminal Crimping Plier

15273094 - Cylinder Sleeve Holding Adapters

15273095 - Guide Stud Set

15273096 - Oil Cooling Plate

15273099 - Injector Test Harness

15273097 - Cylinder Head Magnet Intake Shield

15273098 - Valve Guide Installer

15273102 - CEC Breakout Box

15273103 - ICP Breakout "T" Harness

15273104 - ICP Adapter Plug Kit

SM 1802 Rev 1 10-99

1

Miscellaneous - Service Tools

Section 300-0070

Axles and Differentials

15269893 - Pin Spanner - M95 x 1.5

15269894 - Wheel Bolt Puller - Basic Set

15269895 - Insert - M22 x 1.5

15269896 - Driver

15269897 - Driver

15269898 - Driver Handle

15269899 - Hot Air Blower - 220 V, 50 Hz

15269900 - Hot Air Blower - 127 V, 60 Hz

15269928 - Back-off Screw - M14

15269929 - Lifting Pliers

15269930 - Grab Sleeve

15269931 - Sleeve

15269932 - Basic Set Rollex 1

15269933 - Grab Sleeve 'Super'

15269934 - Measuring Shaft

15269935 - Thrust Washer

15269936 - Measuring Piston

15269937 - Shims - 120 mm Diameter

15270204 - Driver

15269939 - Measuring Ring

15269940 - Driver

15269941 - Driver

15269942 - Driver Handle

15269943 - Spanner

15269944 - Hook Spanner

15269945 - Insert

15269946 - Puller Set

15269947 - Shims

15269948 - Straightedge - 600 mm

15269949 - Pry Bars - Set of 2

15269950 - Driver

Nitrogen Charging/Inflation

15269121 - Nitrogen Tyre Inflation Kit

09359489 - Charging Assembly

Cooling and Air Conditioning

15269814 - DCA4 Test Kit - Metric Version

15269815 - DCA4 Test Kit - US gallon Version

15269816 - Refractometer - °C Scale

15269817 - Refractometer - °F Scale

15269844 - Portable High Vacuum Charging

Station - R-134a Gas

15269845 - Halogen Leak Tester

Cab

15271016 - Glass Removal Tool

15271017 - Bonding Kit (Quick Dry)

Adhesives and Sealants

15269103 - Loctite 221

09362529 - Loctite 225

09029849 - Loctite 243

09244598 - Loctite 270

09985300 - Loctite 271

15269104 - Loctite 275

15269245 - Loctite 277

15233715 - Loctite Prism 406

15269111 - Loctite Prism 410

15269105 - Loctite 515

09007209 - Loctite 574 (50 ml)

09379518 - Loctite 574 (160 ml)

15269106 - Loctite 577 (Superflex)

15270244 - Loctite 592 - Pipe Sealer with Teflon

15023696 - Loctite 635

09371048 - Loctite 638

15269107 - Loctite 641

15269108 - Loctite Superclean Safety Solvent 706

15304830 - Loctite 5205

15229541 - Loctite Activator 'N'

09243825 - Loctite Activator 'T'

09175039 - General Adhesive

15269114 - Tectyl 280 Wax Based Rust Preventive

09380475 - Hylosil RTV Silicone Compound

15303808 - Silicon Grease (Dielectric)

Fabricated Tools

The service tools shown in Fig. 1 through 5 can be fabricated as shown.

2

SM 1802 Rev 1 10-99

Miscellaneous - Service Tools

Section 300-0070

SM - 372

0.10

ø 0.403

+ 0.000

- 0.002

SM - 2055

0.05

ø 3/8 x 16

UNC THD.

0.10

0.50

1.12

Material:

Make from 13017, 13040 or 13083

Fig. 1 - Flywheel Damper Locating Pin

(Section 110-0030, ENGINE AND MOUNTING)

SM - 2169

Fig. 3 - Seal Retainer Removal Tool

(Section 235-0050, TRIPLE PUMP)

Shank should be about 8 in long and fitted with Tee handle approx. 4 in long

Machined

Length

1.00 in

0.75 in

SM - 1953

0.938 in

Pins to be 0.072 in dia.

Fig. 2 - Typical Fabricated Wheel Tool

(Section 160-0050, WHEEL, RIM AND TYRE)

Fig. 4 - Unloader Valve Adjusting Bush Installation Tool

(Section 250-0200, AIR DRIER)

SM 1802 Rev 1 10-99

3

2.252

2.256

2.75

3.00

3.182

3.192

3.50

4.00

4.1965

4.1985

5.00

16.25

17.75

119.75

120.25

1.81

1.88

1.994

2.0

2.001

2.003

2.249

2.251

INCHES mm

0.0004

0.010

0.002

0.153

0.213

0.50

0.05

3.89

5.41

12.7

0.656

0.75

1.50

1.625

16.66

19.05

3.81

41.28

46.0

47.8

50.65

50.8

50.83

50.88

57.12

57.18

57.20

57.30

69.9

7.60

80.82

81.08

88.9

101.6

106.59

106.64

127.0

412.8

450.9

3 041.7

3 054.4

MISCELLANEOUS - Standard Bolt and Nut Torque Specifications

Section 300-0080 and to establish a uniform value to which these fasteners can be safely tightened, the following torque tables have been compiled.

WARNING

Some fasteners are important attaching parts which could affect the performance of vital components and systems, and/or, could result in major repair expense. Fasteners should be replaced with parts of the same part number, or with equivalent parts, if replacement becomes necessary. Do not use replacement parts of lesser quality or substitute design.

The torque values shown in the following tables should be used in all cases, unless otherwise specified elsewhere in this manual, in order to avoid possible personal injury or property damage.

The torque values listed in the tables have been established over a period of years and cover all conditions of assembly. The maximum torque values for standard bolts and nuts are based on 75% of the specified minimum proof strength of the bolt steel in order to provide a safety factor to compensate for the variation in the accuracy of torque wrenches, skill of the assembler, and variance in fractional conditions.

All torque values are for lubricated threads

. The term 'lubricated' includes the application of thread lubricants, cadmium plating or the use of hardened washers.

The following torque specification tables are based on

GM Standard Materials for bolts, nuts, studs and selflocking fasteners based on SAE bolt steel classifications, or, prevailing torque specifications for self-locking fasteners.

To prevent the threaded bolts and nuts used on this equipment from being overstressed during assembly,

To provide a quick method for determining the GM material classification of a particular standard bolt or nut, compare the bolt head markings to those in the appropriate tables, then locate the maximum torque value for that bolt size in the column under that marking.

RECOMMENDED MAXIMUM TORQUES (IMPERIAL) ± 10%

Size

0.25 - 20

0.25 - 28

0.31 - 18

0.31 - 24

0.38 - 16

0.38 - 24

0.44 - 14

0.44 - 20

0.50 - 13

0.50 - 20

0.56 - 12

0.56 - 18

0.62 - 11

0.62 - 18

0.75 - 10

0.75 - 16

0.88 - 9

0.88 - 14

1.00 - 8

1.00 - 12

1.00 - 14

SAE Symbol

GM 260-M Steel

(SAE GR 2)

Nm lbf ft

203

169

190

258

285

285

37

50

56

75

81

102

115

176

5

7

11

12

20

23

33

150

125

140

190

210

210

60

75

85

130

27

37

41

55

15

17

24

8

9

4

5

SAE Symbol

GM 280-M Steel

(SAE GR 5)

Nm lbf ft

298

434

488

651

719

732

54

75

88

108

122

149

169

271

8

10

18

19

31

34

47

220

320

360

480

530

540

90

110

125

200

40

55

65

80

6

7

13

14

23

25

35

SAE Symbol

GM 290-M Steel

(SAE GR 7)

Nm lbf ft

366

536

590

800

881

902

68

94

106

136

149

190

210

332

11

12

22

24

38

43

59

270

395

435

590

650

665

50

69

78

100

110

140

155

245

8

9

16

18

28

32

43

TABLE144

SAE Symbol

GM 300-M Steel

(SAE GR 8)

Nm lbf ft

420

610

678

915

1 003

1 030

79

106

122

156

176

217

244

380

12

14

24

27

43

49

68

310

450

500

675

740

760

58

78

90

115

130

160

180

280

9

10

18

20

32

36

50

12 Point Cap

Screws

Nm lbf ft

472

679

751

1 021

1 119

1 148

87

119

134

171

191

237

270

420

14

15

27

30

49

56

75

348

501

554

753

825

847

64

88

99

126

141

175

199

310

10

11

20

22

36

41

55

SM 1238 2-98

1

Miscellaneous - Standard Bolt and Nut Torque Specifications

Section 300-0080

RECOMMENDED MAXIMUM TORQUES (IMPERIAL) ± 10%

TABLE145

Size

1.12 - 7

1.12 - 12

1.25 - 7

1.25 - 12

1.38 - 6

1.38 - 12

1.50 - 6

1.50 - 8

1.50 - 12

1.75 - 5

1.75 - 12

1.88 - 8

1.88 - 12

2.00 - 4.5

2.00 - 8

2.00 - 12

2.25 - 4.5

2.25 - 8

2.25 - 12

2.50 - 12

SAE Symbol

GM 260-M Steel

(SAE GR 2)

Nm lbf ft

-

-

-

-

990

-

-

-

-

-

-

-

366

407

515

569

664

759

881

936

-

-

-

-

730

-

-

-

-

-

-

-

270

300

380

420

490

560

650

690

SAE Symbol

GM 280-M Steel

(SAE GR 5)

Nm lbf ft

-

-

-

-

-

-

-

-

2 217

-

-

-

800

902

1 132

1 254

1 478

1 688

1 966

2 088

1 635

-

-

-

-

-

-

-

590

665

835

925

1 090

1 245

1 450

1 540

-

-

-

-

SAE Symbol

GM 290-M Steel

(SAE GR 7)

Nm lbf ft

3 145

4 393

5 091

6 006

6 304

6 623

7 342

7 687

1 132

1 274

1 600

1 776

2 095

2 393

2 786

2 962

9 701

10 629

11 050

15 280

2 320

3 240

3 755

4 430

4 650

4 885

5 415

5 670

835

940

1 180

1 310

1 545

1 765

2 055

2 185

7 155

7 840

8 150

11 270

SAE Symbol

GM 300-M Steel

(SAE GR 8)

Nm lbf ft

3 593

5 016

5 830

6 874

7 213

7 565

8 406

8 786

1 302

1 451

1 830

2 034

2 400

2 739

3 186

3 390

11 090

12 148

12 636

17 463

2 650

3 700

4 300

5 070

5 320

5 580

6 200

6 480

960

1 075

1 350

1 500

1 770

2 020

2 350

2 500

8 180

8 960

9 320

12 880

12 Point Cap

Screws

Nm lbf ft

4 010

5 604

6 497

7 664

8 048

8 448

9 367

9 811

1 447

1 624

2 043

2 267

2 676

3 056

3 556

3 781

12 377

13 566

14 102

19 500

2 958

4 133

4 792

5 653

5 936

6 231

6 909

7 236

1 067

1 198

1 507

1 672

1 974

2 254

2 623

2 789

9 129

10 006

10 401

14 383

Note:

Where materials other than GM Standards are used, refer to the conversion table below.

Types of Steel Rockwell Hardness Range Applicable Torque Values SAE Bolt Head Symbols

Plain Low Carbon

(eg. SAE 1018 or 1020)

Plain Medium Carbon

(eg. SAE 1035, 1038 & 1045)

Medium Carbon Alloy

(eg. SAE 4140, 8642 & 5157)

Medium Carbon Alloy

(eg. SAE 4140, 8642 & 5147)

Rockwell "B" 85-100

Rockwell "C" 19-30

Rockwell "C" 28-34

Rockwell "C" 32-38

GM 260-M

GM 280-M

GM 290-M

GM 300-M

2

SM 1238 2-98


Section 300-0080

Size

M 1.6 - 0.35

M 1.6 - 0.20

M 2.0 - 0.40

M 2.0 - 0.25

M 2.0 - 0.45

M 2.5 - 0.35

M 3.0 - 0.50

M 3.0 - 0.35

M 3.5 - 0.60

M 4.0 - 0.70

M 4.0 - 0.35

M 5.0 - 0.80

M 5.0 - 0.50

M 6.0 - 1.00

M 6.3 - 1.00

M 6.0 - 0.75

M 8.0 - 1.25

M 8.0 - 1.00

M 10.0 - 1.50

M 10.0 - 1.25

M 12.0 - 1.75

M 12.0 - 1.25

M 14.0 - 2.00

M 14.0 - 1.50

M 16.0 - 2.00

M 16.0 - 1.50

M 18.0 - 2.50

M 18.0 - 1.50

M 20.0 - 2.50

M 20.0 - 1.50

M 22.0 - 2.50

M 22.0 - 1.50

M 24.0 - 3.00

M 24.0 - 2.00

M 27.0 - 3.00

M 27.0 - 2.00

M 30.0 - 3.00

M 30.0 - 2.00

M 30.0 - 1.50

M 36.0 - 4.00

M 36.0 - 3.00

RECOMMENDED MAXIMUM TORQUES (METRIC) ± 10%

Nm

Class 8.8

lbf ft

169

181

234

263

330

367

451

495

-

-

-

-

-

-

-

-

571

623

837

903

1 135

1 258

1 300

1 985

2 102

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

122

130

169

190

239

265

325

357

-

-

-

-

-

-

-

-

412

450

605

652

820

908

939

1 433

1 517

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

Nm

Class 9.8

lbf ft

-

-

-

-

-

-

-

-

74

81

118

128

21

23

42

45

-

-

-

-

-

-

-

-

-

6

9

10

10

3

5

2

3

0.20

0.25

0.25

0.45

0.25

1

1

1

-

-

-

-

-

-

-

-

53

58

85

92

15

17

31

32

-

-

-

-

-

-

-

-

-

8

7

4

6

1.5

2

2

4

0.15

0.20

0.20

0.30

0.20

0.75

0.75

0.75

Class 10.9

Nm lbf ft

234

250

323

363

457

507

623

684

94

103

151

163

27

29

54

57

790

861

1 158

1 250

1 570

1 740

1 799

2 745

2 907

-

-

13

12

-

-

-

-

-

-

-

-

-

-

-

-

169

180

234

262

330

366

450

494

68

74

109

118

20

21

39

41

570

622

836

902

1 134

1 256

1 299

1 982

2 099

-

-

10

9

-

-

-

-

-

-

-

-

-

-

-

-

TABLE146

Class 12.9

Nm lbf ft

274

292

378

425

531

593

728

800

110

121

176

190

32

34

63

67

923

1 007

1 354

1 461

1 835

2 034

2 102

3 208

3 398

9

13

16

14

5

8

3

4

0.20

0.40

0.45

0.45

0.45

1

2

2

197

211

273

307

386

423

526

577

23

25

46

48

80

87

127

137

667

727

977

1 055

1 325

1 468

1 516

2 317

2 453

6

10

11

10

3

6

2

3

0.15

0.30

0.30

0.30

0.30

0.75

1.5

1.5

SM 1238 2-98

3


Section 300-0080

SELF-LOCKING FASTENERS

Self-locking fasteners develop a measured gripping action or torque and provide a renewed locking action after being removed and reinstalled to their original mating part. The self-locking fasteners used on this equipment meet specifications necessary to allow the fasteners to be reused up to five times. Whenever a self-locking fastener is removed, the head of the fastener should be deeply scribed or otherwise marked to record the number of times the fastener has been used. Do not use a self-locking fastener more than five times.

The following table shows the minimum torque specifications allowed to remove self-locking fasteners after the initial break-away torque has been achieved.

Any self locking fastener that can be removed with less than the prevailing torque value shown in the table should be discarded, even if the fastener has not yet been reused five times.

Size

0.25 - 20

0.25 - 28

0.31 - 18

0.31 - 24

0.38 - 16

0.38 - 24

0.44 - 14

0.44 - 20

0.50 - 13

0.50 - 20

0.56 - 12

0.56 - 18

0.62 - 11

0.62 - 18

0.75 - 10

0.75 - 16

0.88 - 9

0.88 - 14

1.00 - 8

1.00 - 12

1.00 - 14

MINIMUM PREVAILING TORQUE - REMOVAL

Lockscrews

SAE Grade 5 & 8 and ASTM A-574

Nm lbf in

3.4

3.4

5.1

5.1

1.8

1.8

2.5

2.5

7.3

7.3

9.6

9.6

-

1.0

1.0

1.4

1.4

0.3

0.3

0.6

0.6

30

30

45

45

16

16

22

22

65

65

85

85

-

9

9

12

12

5

5

3

3

Nm

SAE Grade 5 lbf in

3.1

3.1

4.6

4.6

1.7

1.7

2.4

2.4

7.0

7.0

9.5

9.5

9.5

1.0

1.0

1.4

1.4

0.4

0.4

0.6

0.6

27

27

41

41

15

15

21

21

62

62

84

84

84

8.5

8.5

12

12

3.5

3.5

5.5

5.5

Locknuts

TABLE537

Nm

SAE Grade 8 lbf in

4.1

4.1

6.1

6.1

2.3

2.3

3.2

3.2

9.3

9.3

12.7

12.7

12.7

1.3

1.3

1.8

1.8

0.5

0.5

0.9

0.9

36

36

54

54

20

20

28

28

4.5

4.5

7.5

7.5

11.5

11.5

16

16

82

82

112

112

112

* * * *

4

SM 1238 2-98

GENERAL

The storage of machines for short periods of time or during the off-season is an important item if major damage to components is to be avoided. Failure to take the necessary steps to protect the various assemblies while the machine is being stored can result in an expensive overhaul job and delay in returning the machine to work.

MISCELLANEOUS - Unit Storage

Section 300-0090

8. ENGINE - Consult the relevant Engine Maintenance

Manual for complete information on storing the engine for periods shorter than 30 days.

9. TRANSMISSION - Fill transmission sumps to the proper level.

TEMPORARY STORAGE

When storing a machine for a period of 30 days or less, the following precautions must be taken:

1. INSPECTION AND REPAIR - Thoroughly inspect and test the machine and make any necessary repairs or adjustments which may be necessary to prepare the machine for service. This will enable you to put the machine back into use immediately at the end of the storage period.

2. LUBRICATION - Lubricate the machine completely according to the instructions given in Section

300-0020, LUBRICATION SYSTEM of this manual.

3. PARKING - After thoroughly cleaning the entire machine, park it on a hard, dry, level surface that is free from grease and oil. The oil and grease would cause tyre deterioration. Apply the parking brake.

4. BATTERIES - Where moderate temperatures are expected, the batteries may be left in the machine. Up to 30 days, the batteries may require a boost at the end of the storage period. Preferably place the batteries in the shop where they can be inspected, brought up to full charge and placed on a trickle charge to keep them at full charge. In very cold or hot climates, store the batteries where they will be protected from temperature extremes.

5. RUST PREVENTION - Remove all evidence of rust from the machine and repaint. In addition, cover all exposed machine surfaces with a good rust preventive.

6. SUPPLY TANKS - Fill fuel and hydraulic tanks to prevent moisture condensation within the tanks.

7. TYRES - Inflate all tyres to correct pressure. During storage, check inflation pressure approximately once every two weeks.

EXTENDED STORAGE - Under Six Months

When storing a machine for periods of longer than 30 days, but under six months, the following procedure must be followed:

1. INSPECTION AND REPAIR - Same as Step 1 given under 'Temporary Storage'.

2. LUBRICATION - Same as Step 2 given under

'Temporary Storage'.

3. PARKING - Same as Step 3 given under

'Temporary Storage'. Machines should be blocked up so the tyres are off the ground or floor.

4. BATTERIES - Remove batteries from the machine and store them in a suitable place where they can be inspected and charged at least every 30 days or placed on a trickle charger.

5. RUST PREVENTION - Same as Step 5 given under


6. SUPPLY TANKS - Same as Step 6 given under


7. TYRES - With the machine on blocks, as called for in Step 3, deflate the tyres to 0.7 bar (10 lbf/in²) pressure. Remove all traces of grease and oil and protect the tyres from direct sunlight and water with a suitable cover.

8. TRANSMISSION - Consult the relevant

Transmission Maintenance Manual for storage data involving periods longer than 30 days.

9. ENGINE - Consult the relevant Engine Maintenance

Manual for storage data involving periods longer than

30 days.

10. VENTS AND BREATHERS - Remove all vents and breathers and plug openings with pipe plugs. If it is not possible to do this, seal vents and breathers with waterproof tape.

SM 1239 2-98

1

Miscellaneous - Unit Storage

Section 300-0090

EXTENDED STORAGE - Over Six Months

When a machine is to be stored for a period over SIX

MONTHS, the following procedure must be followed:

Note:

These steps are in addition to those given previously under 'Extended Storage - Under Six

Months'.

1. LUBRICATION - Completely lubricate the machine according to the instructions contained in Section

300-0020, LUBRICATION SYSTEM of this manual.

2. WHEEL BEARING - Remove, clean, inspect and repack all wheel bearings.

Note:

The above steps must be repeated for every Six

Month period the machine is in storage.

REMOVAL FROM EXTENDED STORAGE

General

1. LUBRICATION - Completely lubricate the machine according to the instructions in Section 300-0020,

LUBRICATION SYSTEM of this manual.

2. BATTERIES - Install batteries and check for a full charge. Charge batteries as required.

3. TYRES - Inflate tyres to the proper pressures. Refer to Section 140-0040, WHEEL RIM AND TYRE, of this manual.

4. FUEL AND HYDRAULIC TANKS - Drain off condensation and fill tanks to proper level, remove breather covers and install air breathers. Be sure breathers are clean before installation.

5. VENTS AND BREATHERS - Remove seals and plugs from all breather openings, then install all breathers and vents.

6. ENGINES - Consult the relevant Engine

Maintenance Manual for instructions on removing an engine from storage.

7. PAINT - Check machine for rust. Remove all rust spots and repaint rusted areas.

8. TRANSMISSION - Consult the relevant

Transmission Maintenance Manual for instructions on removing from storage.

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2

SM 1239 2-98